EP2256248A1 - Road finisher and method - Google Patents

Abstract

The paver (F) has a primary driving aggregate (P) with a combustion engine (M) i.e. diesel engine, and functional units with hydraulic pumps, which are driven from a crankshaft of the engine. The functional units include a travel pump aggregate supplying a travel drive (16). A generator (G) supplies electric power to electric heating devices (H) and/or a paving screed (B) of the paver. A permanent drive train is provided between the crankshaft and the generator so that the pump is disconnected by a shiftable clutch from the crankshaft. Independent claims are also included for the following: (1) a method for heating-up heating devices (2) a method for driving a self-propelled paver (3) a method for starting and optionally warming-up a combustion engine of a primary driving aggregate of a paver.

Description

The invention relates to a road finisher according to the preamble of patent claim 1, and to methods according to the preambles of claims 9, 10 and 11.

Paver ( EP 1 118 714 A . EP 0 489 969 A ) have at least temporarily high power required heating devices or high-performance electric motors, z. As in the paver at a longitudinal conveyor, or in a screed paver for tamper, compaction bars, Glättbleche and the like., Which are powered by the generator with power. The internal combustion engine drives a plurality of hydraulic pumps, including a driving pump unit, via a pump distributor gearbox, which define powerful functional assemblies with correspondingly hydraulic motors or hydraulic cylinders distributed in the road paver and / or the screed. All functional assemblies are permanently driven by the crankshaft of the internal combustion engine via a torsionally elastic coupling, eg via the pump distributor gearbox, and generate high drag loads for the internal combustion engine. In unfavorable weather conditions and after a long period of inactivity, the towing loads complicate the starting process of the internal combustion engine. Even during a heating phase of the heaters, which are to be brought to operating temperature before the start of the paver, the engine must first overcome the drag loads actually not required function modules, which prolongs the heating inconvenient and increases fuel consumption. Finally, the road paver should drive as efficiently as possible in a transport phase, which is made more difficult by the drag loads of the function modules that are not required, ie, the maximum transport speed is limited and the fuel consumption is increased. In such operating phases are still mechanical and hydraulic power losses in the gear stages and / or power split and in the hydraulic system are added, which are noteworthy especially for cold gear or hydraulic oil, and demand more power from the engine, as would actually be required for these operating phases.

From the brochures "Vögele paver SUPER 1700, SUPER 1704" and "Vögele SUPER 170 and SUPER 174" the company Joseph Vögele AG, Neckarauerstraße 168-228, 6800 Mannheim 1, DE, from the 70s and 80s, each page 3, is it is known, between to arrange a switchable single-disc dry clutch the internal combustion engine and a drive shaft leading to a manual transmission with hydrostatic gearboxes for the traction drive. The generator and several hydraulic pumps for functional assemblies are driven by a multiple belt drive on the input side of the gearbox. A compressor to power the steering and braking system and a hydraulic power steering pump are powered permanently and separately from the engine to create permanent drag loads. In the disengaged state of the clutch, neither the generator nor the hydraulic pumps are driven by the multiple belt drive. In the neutral position of the manual transmission and during transport travel with the clutch engaged, the generator and the hydraulic pumps are dragged along, whereby the energy balance of the internal combustion engine is appreciably worsened. However, the clutch is only ever to a gear change of the gearbox, eg with a clutch pedal, disengaged, or optionally to start the engine, but is subsequently immediately engaged again in order not to hold the clutch pedal, and not overload the separating dryer clutch.

Although there are known in agricultural machinery for other reasons transfer gearbox having at least one permanently drivable power split and optionally switched on and off power splits. The requirements for agricultural machinery are not comparable with those occurring especially in road pavers, which include, inter alia, the material to be installed, its heating and dosing, and the drive, heating and control of the installation of the material to be operated functional modules in the paver and / or Screed be dictated.

Road pavers of modern designs are now equipped with an extraordinarily large number of hydraulically operable function modules, and also have no travel drive with a mechanical transmission more. Examples of such hydraulically operable functional assemblies are: hydrostatic driving, steering, differential and all-wheel drives with hydraulic brakes, conveying and metering devices, transverse distributor screws, screw conveyors, worm gear setters, bunker wall cylinders, leveling cylinders, lifting cylinders, adhesive sprayers, tamper, vibrators, pressure bars, cross -, longitudinal, inclination and height adjustment devices in the screed and the like. The consequent drag loads for the internal combustion engine can because of the many and sometimes very powerful functional assemblies up to about a third or more of the rated power of the internal combustion engine consume. From this, and as well as several hundred liters of hydraulic oil circulate in the system and lead to heavy pump losses, and weather-dependent and load-dependent driving resistance changes are added even in inclines of the ground, there is an inappropriately high specific fuel consumption during start, warm-up and transport journey, especially on gradients , And also at standstill of the paver when heating by means of the heaters and transport during maintenance of the operating temperature of heated functional parts, etc. This may result in starting problems of the engine in cold weather and the like. For a mid-sized paver with average utilization, the potential for saving fuel alone is several thousand liters of diesel fuel per year, and the maintenance frequency is high due to the ever-to-be-overcome drag loads. Road paver-specific requirements with potential savings arise because transport journeys often take a relatively long time, the driving resistance varies greatly depending on the terrain and inclines, long warm-up or warm-up phases are necessary under unfavorable weather conditions and after a longer break in work or longer standstill breaks are often forced during installation until lorries arrive with new batches of material. The then running internal combustion engine to overcome the considerable, actually unnecessary drag loads, as is usually the case, is extremely inefficient, pollutes the environment, increases fuel consumption and increases the maintenance frequency for the hydraulic system and the permanently operated functional assemblies. The generator towing load is almost negligible with low power consumption or without power consumption. The fuel savings potential per year for a mid-sized paver and average capacity utilization for such operating situations is several thousand liters of diesel fuel. Against this background, there is considerable need for environmental improvements and cost reasons for noticeable improvement of the energy balance of the internal combustion engine and its flexible adaptability to different operating situations.

The invention has for its object to provide a paver of the type mentioned above and methods to improve the energy balance and environmental impact with regard to specific requirements in the operation of a paver.

The object is achieved with the features of claim 1, and according to the method with the features of claims 9, 10 and 11.

Since in the paver, depending on the operating situation, at least one pump, suitably at least one powerful functional assembly, can be uncoupled while the generator is permanently driven, e.g. in order not to jeopardize the operational readiness of the paver or to supply heating devices, and the at least one decoupled pump remains uncoupled for a longer period depending on the operating situation, the towing load for the internal combustion engine is noticeably reduced. The internal combustion engine starts more easily, optionally completes its warm-up phase more quickly, more quickly completes a heater heating phase via the generator, allows the operating temperature of heated working components to be maintained at lower fuel consumption, and consumes significantly less fuel during transport or during a waiting phase for a new batch of material as before. A heating phase of electrical heaters is further optimized performance feasible. Overall, taking into account the specific requirements of operating a paver in certain operating situations by uncoupling at least one pump significantly saved fuel, relieves the environment and reduces the maintenance frequency. At standstill of the road paver even the driving pump unit can be disconnected.

A transport phase is feasible with higher transport speed and favorable fuel consumption, if only the drive pump unit required for driving is driven, and also the generator is driven, while other pumps for the transport phase are uncoupled hydraulic pumps of functional assemblies. The towing load of the generator is possibly negligible anyway in the transport phase anyway.

When starting and possibly warming up the internal combustion engine is at least one hydraulic pump, or all unused hydraulic pumps are disconnected, so that the engine starts easier and faster to operating temperature, and has less specific fuel consumption.

In an expedient embodiment of the road paver, the generator and the hydraulic pumps of the functional assemblies are driven jointly by the crankshaft via a torsionally flexible coupling, which strips the internal combustion engine or its flywheel against torsional impacts. In the primary drive unit, the generator and the pumps are compactly combined at one end of the engine, possibly including a pump distributor gearbox with power splitters. At a However, alternative embodiment, it would be conceivable to drive the generator from the opposite end of the crankshaft permanently.

In an expedient embodiment, a permanent output train is provided between the crankshaft and the driving pump unit, and there is the shiftable coupling between the crankshaft and the pump distributor gearbox for the pumps of the functional assemblies. The switchable coupling is preferably arranged on or in the pump distributor gear. The driving pump unit can be flanged to the pump distributor gearbox, and is permanently driven by the combustion engine through the output train through the pump distributor gearbox. The shiftable clutch is expediently disengaged while the paver executes a transportation journey and / or is started or the engine warms up or heaters are brought to operating temperature or held.

In an expedient embodiment, the generator and the driving pump assembly are permanently drivable together via the output train, while at least one pump can be disconnected from further functional assemblies via the at least one shiftable clutch. The driving pump unit is operated for transport, while other pumps are disconnected. If necessary, the generator generates, if necessary, only a negligible towing load during transport travel and can, if necessary, supply heating devices or other electrical consumers as required.

In a further expedient embodiment, all arranged on the pump distributor gear pumps, including the driving pump unit, can be uncoupled together via the switchable coupling. It is only a single switchable coupling required, which disengages the towed loads in the disengaged state and is designed so that it does not damage in the disengaged state for a long time.

In a further expedient embodiment, individual switchable clutches are arranged between the crankshaft of the internal combustion engine and the pumps for functional assemblies, possibly including the driving pump unit. These individual switchable couplings are preferably located on or in the pump distributor gearbox or in its power branches to the pumps of the functional assemblies. It can be uncoupled as required, the towing load of a particular function module or the drag loads of several or all functional modules, for example, to improve the starting behavior of the engine, the transport journey to perform quickly and with more favorable fuel consumption, or bring the heaters as quickly as possible to operating temperature.

Suitably, the respectively provided coupling is switched electrically, pneumatically, hydraulically or mechanically. In normal operation of the paver, i. with built-in drive, the clutch or all clutches are engaged. For example, in the case of a hydraulically shiftable clutch or hydraulically shiftable clutches the permanently driven generator can be assigned a low-power hydraulic pump that provides supply pressure for basic functions and the clutch.

In a further expedient embodiment, the generator is mounted on the pump transfer case or separately from it in the chassis of the paver and connected to a power split of the pump distributor gear, the output train or the crankshaft directly or via a belt drive or a propeller shaft. If the generator is mounted on the pump transfer case or the engine mount, results in a compact primary drive unit including the pump distributor gearbox and the generator, and occur not the drive connection loading relative movements between the generator and the internal combustion engine. If the generator is mounted separately from the pump transfer case in the chassis of the paver, a favorable, for example, in terms of weight distribution position of the generator can be selected, and the pump distributor gear is released from the load of the generator. The belt drive allows operation of the generator with a favorable for optimal power output speed.

Fig. 1

eine schematische Seitenansicht eines Straßenfertigers,

Fig. 2

ein schematisches Schaubild eines Teils eines Primärantriebsaggregats eines Straßenfertigers, und

Fig. 3

ein schematisches Getriebeschaubild eines Primärantriebsaggregats eines Straßenfertigers in einer weiteren Ausführungsform.

Embodiments of the subject invention will be explained with reference to the drawings. Show it:

Fig. 1

a schematic side view of a paver,

Fig. 2

a schematic diagram of a portion of a prime mover of a paver, and

Fig. 3

a schematic transmission diagram of a prime mover of a paver in another embodiment.

A self-propelled paver F ( Fig. 1 ) for the production of traffic areas from eg bituminous, hot paving material with slow Einbauarbeitsfahrgeschwindigkeit can Also carry out transport trips with much higher transport speed. The paver F has on a chassis 1 a chassis 2, here a crawler chassis, alternatively a wheel gear (not shown), which is driven by at least one hydraulic drive motor 16. In the front region of the chassis 1, a bunker 5 is arranged for paving material. From the bunker 5 extends inside the chassis a longitudinal conveyor 6 through the chassis 1 to a rear transverse distribution device 7, typically a hydraulically driven transverse auger. The longitudinal conveyor 6 may be driven, for example, by hydraulic motors, not shown, and may include an electric heater H. The transverse distribution device 7 is located in front of a screed B towed by the road paver F with spars 8, which leveling and / or compacting the paving material. The spars 8 are articulated on the chassis 1 and by means of hydraulic motors 15, eg hydraulic cylinders, height adjustable. On the spars 8 also engage hydraulic motors 14, for example, hydraulic cylinders, which are supported on the chassis 1 and, for example, when transporting the screed B in the in Fig. 1 hold raised position, but can also be operated during installation work travel in certain operating phases. On top of the chassis is a cab 3 with a control and operating console 51. Further, under a cover 4, a prime mover P with an internal combustion engine M, typically a diesel engine, and a generator G for supplying at least the electric heaters H in the paver F and / or arranged in the screed B and / or, for supplying electric motors comprehensive function modules.

The screed B has, for example, a base beam connected to the spars 8 and laterally extendable screeds 13, each equipped with tampers 10, 11 and / or pressure bars (not shown) and vibration devices for bottom screed plates, wherein the tamper 10, 11, the pressure bars and / or the screed plates may have electrical heaters H. The Ausziehbohlenteile 13 are for example by means of hydraulic motors 9, e.g. Hydraulic cylinders, movable.

The hydraulic motors, hydraulic cylinders, and the electric heaters and / or electric motors, together with the generator and hydraulic pumps driven by the prime mover P, constitute a plurality of road paver functional assemblies which derive their power from the prime mover P.

In the embodiment in FIG Fig. 2 is the drive scheme of several functional modules indicated, the illustrated functional modules without their example hydraulically supplied Working components (the hydraulic cylinders, hydraulic motors, and the like.) Are shown in the paver F and / or in the screed B and also without hydraulic oil reservoir, connecting lines, control and regulatory organs and the like.

The internal combustion engine M has a clutch or flywheel housing 18, to which a pump distributor gear 19 is flanged, which serves for driving and / or supplying the pumps of the functional assemblies. A crankshaft 20 of the internal combustion engine M drives a drive train 22 via a torsionally flexible coupling 21, which leads to a shiftable clutch K1 on the pump distributor gear 19 (or as shown in FIG. The clutch K1 is hydraulically, pneumatically, electrically or mechanically switchable between an engaged and a disengaged position, and is in Fig. 2 between the output train 22 and a coaxial extension 22 'of the output train 22 is arranged. The extension 22 'leads to a in the embodiment shown on the pump distributor gearbox 19 centrally flanged driving pump unit 23 of a driving function module to which, for example, the drive motors 16 belong.

The shiftable clutch K1 (for example, a hydraulic multi-plate clutch) has at least one coupling part 25 permanently connected to the drive train 22, which in the engaged position of the clutch K1 is non-rotatably connected to a coupling part 24 for extension 22 'and at the same time a hollow shaft 26. The hollow shaft 26 drives a plurality of gear stages 27, 28, 29 in the pump distributor gear 19, wherein the gear stages 27, 28, 29 hydraulic pumps or pump units 30, 31, 32, 33 drives. The generator G is either mounted on the pump transfer case 19 (at 37), or with its own bearing 36 in the chassis 1 of the paver F, or on a console of the internal combustion engine M, and is e.g. driven by a permanent drive connection 34 (e.g., a belt drive or a propeller shaft).

Is in Fig. 2 the clutch K1 engaged, all gear stages 27, 28, 29, the driving pump unit 23 and the generator G are driven by the crankshaft 20 of the internal combustion engine. If the clutch K1 disengaged, at least one pump is disconnected from the drive train 22 or the crankshaft 20, here even the pump 30 to 33, and the driving pump unit 23, as well as the gear stages 27, 28, 29 of the pump distributor gear 19 (no splashing losses , no combing losses). The clutch K1 can then be without risk for a long time in the disengaged state.

The embodiment in Fig. 3 illustrates different drive schemes.

The drive train 22, which is connected via the torsionally flexible coupling 21 with the crankshaft 20, here passes through to the pump distributor gear 19 centrally flanged driving pump unit 23, so that the driving pump unit 23 is permanently driven. The switchable clutch K2 sits on the continuous output train 22 and drives in the engaged state via the hollow shaft 26, the gear stages 27, 28, 29 of the pump distributor gear 19 and the pump 30 to 33. Is the clutch K2 in the disengaged state, the gear stages 27, 28th , 29 and the pumps 30 to 33 uncoupled, while the driving pump unit 23 is still driven permanently. The generator G can as in Fig. 2 be permanently driven, or even combined with the driving pump unit 23 and driven by the output train 22.

In an alternative embodiment is in Fig. 3 instead of the driving pump unit 23, the generator G is flanged onto the pump distributor gear 19 and permanently connected to the crankshaft 20 via the output train 22. In this case, for example, the driving pump unit 23 is connected to a further power branch 39 of the pump distributor gear 19. In disengaged state of the clutch K2 and the driving pump unit 23 is disconnected, while the generator G is permanently driven.

In Fig. 2 is shown as an option on the permanently driven generator G, a pump 38 which also runs permanently and provides basic functions, such as the respective hydraulically actuated clutch K1, K2, K3.

As another alternative is in Fig. 3 indicated by dashed lines that each pump group or each pump unit (several pump stages) 30 to 33, and the driving pump unit 23, each having a switchable clutch K3 is assigned, expediently in the respective power split of the pump distributor gear 19. In this case, the switchable clutch K2 omitted and the output train 22 are permanently connected to the gear 27 in the pump distributor gear 19. Alternatively, however, a clutch K3 could also be provided there.

Depending on requirements, all individual, groupwise or jointly switchable couplings K3 all, several or only one of the pumps 30 to 33, 23 are disconnected from the power branches in the pump distributor gearbox 19. The internal combustion engine M then drives only the output train 22 and possibly the gear stages 27, 28, 29 of the pump distributor gear 19 and the generator G permanently.

To the energy balance of the internal combustion engine M in Fig. 2 To improve, for starting and possibly in the warm-up phase of the internal combustion engine M, the clutch K1 is switched to the disengaged state, so that all drag loads are disconnected from the crankshaft 20 and the output train 22 and the engine starts easier or faster reaches its operating temperature. As soon as the paver picks up its installation work travel or the transport journey, the clutch K1 is engaged, so that all functional assemblies are driven. The generator G runs permanently with.

In the embodiment in FIG Fig. 3 With the clutch K2, for example, the clutch K2 is disengaged for starting and optionally warming up of the internal combustion engine M, so that the pump groups 30 to 33 and optionally the driving pump unit 23 are disconnected, or only the driving pump unit 23 and the generator G are permanently driven. If the driving pump unit 23 is flanged centrally to the pump distributor gear 19, then the road paver can carry out the transport journey with a high transport speed and more favorable fuel consumption when the clutch K2 is in the disengaged state, since the drag loads of the further functional assemblies do not have to be overcome. By contrast, the permanently driven generator G can heat the heaters H to operating temperature when the paver is at a standstill before the further functional assemblies are coupled via the clutch K2. If the driving pump unit 23 is also permanently driven, the paver F can drive without superfluous towing loads with a high transport speed and favorable fuel consumption.

Are, however, as in Fig. 3 indicated by dashed lines, single switchable clutches K3 in the power branches of the pump distributor gear 19 to the pump 30 to 33, 23 provided (the clutch K2 of Fig. 3 is omitted), then any, multiple or all pumps may be added or uncoupled as needed. For driving the paver F with transport speed, for example, only the clutch K3 is engaged to the driving pump unit 23, while the other pumps 30 to 33 remain uncoupled. For heating the heaters H, the clutch K3 of the driving pump unit 23 can also be engaged, while the other pumps 30 to 33 continue to be uncoupled.

The individual, switchable couplings K3 in Fig. 3 allow each function assembly to be driven or decoupled as needed and optimize the energy balance of the unit Internal combustion engine M either for starting and warming up, for the transport journey, or for heating the heaters individually.

The respective clutch K1, K2, K3 can optionally also be actuated during interruptions of the installation work of the paver F, e.g. while waiting for a delivery of fresh paving material.

The respective clutch K1, K2, K3 can be used by the driver in the driver's cab 3 or by the accompanying personnel at an outside steering position, e.g. be operated on the screed B, or fully automatic or programmable by the controller of the paver, which then possibly monitoring and / or detection means are provided which determine an operating situation in which the uncoupling or connection of certain towing loads appropriate is.

The concept of being able to decouple at least one hydraulic pump from the internal combustion engine when the generator is permanently driven makes it possible u. a. To significantly improve the energy balance of the paver by significant fuel savings during very specific operating situations.

Claims (11)

Road finisher (F) comprising a primary drive unit (P) comprising an internal combustion engine (M), in particular a diesel engine, with functional assemblies that can be driven by the crankshaft (20) of the internal combustion engine (M) via hydraulic pumps (23, 30 to 33), including a driving pump assembly ( 23) for supplying a traction drive (16), and with at least one generator (G) for supplying at least electric heaters (H) of the paver (F) and / or a screed (B) of the paver (F), characterized in that between the crankshaft (20) and at least the generator (G) provided a permanent drive connection and at least one pump (23, 30 to 33) by means of at least one switchable clutch (K1, K2, K3) from the crankshaft (20) can be uncoupled. Road paver according to claim 1, characterized in that the generator (G) and the pumps (23, 30 to 33) via a torsionally flexible coupling (21) of the crankshaft (20) are drivable. Road paver according to claim 1, characterized in that between the crankshaft (20) and to a pump distributor gearbox (19) flanged driving pump unit (23) a pump distributor gearbox (19) passing through permanent output train (22) is provided, and that the switchable clutch (K2 ) is arranged between the crankshaft (20) and the pump distributor gearbox (19) for the pumps of the functional assemblies. Road paver according to claim 3, characterized in that the generator (G) and the driving pump assembly (23) are permanently driven in common via the output train (22). Road paver according to claim 1, characterized in that all pumps (23, 30 to 33) arranged on a pump distributor gear (19), including the driving pump unit (23), can be uncoupled together via the shiftable clutch (K1). Road paver according to claim 1, characterized in that between the crankshaft (20) and at least some pumps or pump units (23, 30 to 33) individual functional couplings (K3) are arranged, preferably on or in a pump distributor gearbox (19) arranged at the internal combustion engine (M) in power branches to the pumps of the functional assemblies, optionally including the driving pump assembly (23). Paver according to at least one of the preceding claims, characterized in that the respective clutch (K1, K2, K3) is mechanically, electrically, pneumatically, hydraulically switchable. Road paver according to at least one of the preceding claims, characterized in that the generator (G) either at the pump distributor gearbox (19) or separately from this in the chassis (1) of the paver (F) or on an engine mounting of the internal combustion engine (M) stored together with this and connected either to the permanent output train (22) or to a power split (34) of the pump transfer case (19), preferably directly or via a belt drive or propeller shaft (35). Method for heating by a generator (G) supplied heaters (H) of a primary drive unit (P) with an internal combustion engine (M) having, self-propelled road finisher (F), in addition to the heaters (H) in the paver (F) and / or in a screed (B) of the paver (F) further, from the prime mover (P) drivable, at least one driving pump unit (23) comprising functional assemblies comprising hydraulic pumps (23, 30 to 33), characterized in that during a heating phase of the heaters (H) by means of the internal combustion engine (M) permanently driven generator (G) at least one pump further functional assemblies from the internal combustion engine (M) is selectively disconnected or more until all pumps are disconnected together. Method for driving a self-propelled road paver (F) in a transport phase, wherein the paver (F) comprises a prime mover (P) comprising an internal combustion engine (M), at least one generator (G) for supplying electric heaters (H) to the paver (F) and / or a screed (B) of the paver (F) and further from the primary drive unit (P) drivable, at least one driving pump unit (23) comprising functional assemblies with hydraulic pumps (23, 30 to 33), characterized in that during the transport phase at least one pump (30 to 33) of the functional assemblies, except the driving pump unit (23) and the generator (G), is optionally disconnected from the internal combustion engine (M) or several to all other pumps are disconnected together. Method for starting and possibly warming up the internal combustion engine (M) of a prime mover (P) of a paver (F), wherein the paver (F) of the internal combustion engine (M) comprising primary drive unit (P), at least one generator (G) for supplying electric heaters (H) in the paver (F) and / or a screed (B) of the paver (F) and further from the primary drive unit (P) drivable, at least one driving pump unit (23) comprising functional assemblies with hydraulic pumps (23, 30 to 33), characterized in that when starting and optionally during the warm-up phase of the internal combustion engine (M) at least one pump (23, 30 to 33) of the functional assemblies, except the generator (G), is optionally disconnected from the internal combustion engine (M) or several to all pumps together be uncoupled.

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