EP2527534B1 - Dispositif de poussée - Google Patents

Dispositif de poussée Download PDF

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Publication number
EP2527534B1
EP2527534B1 EP11004264.5A EP11004264A EP2527534B1 EP 2527534 B1 EP2527534 B1 EP 2527534B1 EP 11004264 A EP11004264 A EP 11004264A EP 2527534 B1 EP2527534 B1 EP 2527534B1
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EP
European Patent Office
Prior art keywords
spring
unit
road paver
feeder according
pushing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP11004264.5A
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German (de)
English (en)
Other versions
EP2527534A1 (fr
Inventor
Martin Dipl.-Ing. Buschmann
Thomas Schmidt
Ralf Weiser
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Joseph Voegele AG
Original Assignee
Joseph Voegele AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Joseph Voegele AG filed Critical Joseph Voegele AG
Priority to EP11004264.5A priority Critical patent/EP2527534B1/fr
Priority to PL11004264T priority patent/PL2527534T3/pl
Priority to JP2012117159A priority patent/JP5997502B2/ja
Priority to CN201210165643.2A priority patent/CN102797213B/zh
Priority to US13/479,553 priority patent/US9145649B2/en
Publication of EP2527534A1 publication Critical patent/EP2527534A1/fr
Application granted granted Critical
Publication of EP2527534B1 publication Critical patent/EP2527534B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C19/00—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving
    • E01C19/48—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving for laying-down the materials and consolidating them, or finishing the surface, e.g. slip forms therefor, forming kerbs or gutters in a continuous operation in situ
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C2301/00—Machine characteristics, parts or accessories not otherwise provided for
    • E01C2301/02—Feeding devices for pavers
    • E01C2301/08—Pushing devices for lorries

Definitions

  • the present invention relates to a pushing device according to the preamble of claim 1.
  • road pavers or loaders When installing road surfaces, road pavers or loaders are loaded by a truck with material to be installed. The material is dumped from the truck directly into the bunker of the paver or the feeder.
  • a loaded truck slowly drives backwards to the vehicle to be loaded, stops in front of the vehicle at a short distance and waits until the approaching paver or feeder docks onto the chassis of the truck through a pushing device. It is usually the case that the thruster docks on the rear tires of the truck. After docking, the paver or feeder accelerates the truck from a standstill to the paving speed and pushes it forward until the truck is completely unloaded.
  • the truck driver must not completely release the brake of the truck, because otherwise the truck would be pushed forward by an impulse effect of the slipping material. Consequently, the slip-out material would no longer land in the bunker of the paver or feeder, but fall in front of the vehicle.
  • a truck driver should be able to fine-tune the braking force on the truck against the thrust of the paver or feeder so that there is no damage to the pavement and the road construction material lands purposefully in the bunker.
  • the material transfer of the truck does not stop in front of the paver or feeder, but slowly backwards against a thrust device of the respective vehicle. It is important that the truck does not abruptly hit the paver or feeder. This would have the consequence that the vehicle to be supplied would be jerky offset opposite to the direction of installation, resulting in damage in the new pavement. Therefore, the backward approaching truck must be delayed by a pusher to a stop. Again, it is important that the truck is driven with a lot of routine against the pusher of the paver or feeder. However, there is a risk that the truck pushes too fast against the thrust device, or the truck driver anatomic too long against the pushing device, which can lead to displacement of the paver and thereby undesirable line-shaped footprints in the road surface.
  • the known thrusters are usually pendulum mounted beams with push rollers at the ends, the thrusters are rigidly connected to the paver frame. Some of the bars are still manually or automatically adjustable in the direction of travel. When docking the push rollers against the truck tires, the truck tires will deform elastically and thereby store deformation energy. Even with small acceleration or braking distances, the acceleration values and thus the dynamic forces between the truck and the paver or feeder increase sharply. Again, the success of the Anschieb- or deceleration process is very much dependent on the skill of the truck driver. Often you will therefore find a guide in front of the paver who is to assist the truck driver with docking.
  • Pushing devices which support the push rollers individually or in groups via spiral springs or hydraulic cylinders are also known. Such variants have especially when docking greater possibilities of movement for the pusher.
  • thrust devices with coil springs have the disadvantage that they by deformation Save energy that would like to accelerate the truck away from the paver again after docking. This can happen jerkily, whereby the emptied, lighter truck again loses contact with the paver or feeder. This can lead to damage in the road surface when docking again.
  • hydraulic systems have greater flexibility in terms of damping and spring properties.
  • the disadvantage of this, however, is their high complexity, which also leads to additional energy consumption in actively controlled hydraulic systems.
  • the US 5,100,277 A describes a material delivery system for a paver.
  • a paver For the material supply system, a paver, a material-bearing truck and arranged between the paver and the truck feeder are provided.
  • the material-bearing truck is docked against a hydraulic thrust device of the feeder vehicle to subsequently unload material.
  • the hydraulic pusher can be controlled by a hydraulic pump.
  • the DE 920 39 02 U1 refers to a road vehicle with an extendable support unit. From the driver's cab, the distance between the road construction vehicle and a forwardly pushed transport vehicle can be regulated with the extendable support unit.
  • the DE 94 08 192 U1 describes a paver with a reservoir and push rollers, which are mounted with bearings on a crossbar and arranged in front of the reservoir.
  • the US 5,004,394 A describes a pusher which is arranged on a paver or on a feeder, wherein the pusher is mounted by means of springs or hydraulic cylinders damping on a crossmember.
  • the DE 92 038 67 U1 refers to a pusher for a road vehicle, the pusher comprising adjustable pusher rollers extendable transversely of the direction of travel to change a width of the pusher.
  • the DE 195 13 323 A1 describes a paver with one or more equiaxed push rollers, which are rotatably mounted by means of a pendulum traverse.
  • the EP 2 295 641 A2 describes a construction machine with mounted on the landing gear push rollers, which are supported by hydraulic cylinders.
  • a pressure relief valve is provided in order to dampen the push rollers when a truck abuts against it.
  • this has the technical disadvantage that the pressure relief valve remains closed up to a certain pressure increase and thereby stores energy, which can lead to a troubled pushing the truck.
  • the speed of the finisher is difficult to control.
  • the US 4,955,754 A describes a pushing device for a paver comprising a pendulum mounted, hydraulically controllable damper device. With the hydraulically controllable damper device, a backward approaching truck can be damped.
  • the DE 198 21 090 A1 relates to a paver vehicle with a pendulum traverse, wherein a feed vehicle moving rearwardly onto a bucket half of the paver vehicle comes into contact with the respective pendulum traverse, whereupon the feed can begin.
  • the DE 35 24 463 A1 describes a vehicle for continuously feeding a paver, the vehicle comprising support rollers against which a dumping delivery vehicle can dock with its rear wheels.
  • the DE 36 12 131 A1 describes a paver with push rollers that press against rear vehicle wheels of a truck when it loads the paver with mix.
  • the CN 200520051281 , X relates to a pusher mounted on a road vehicle, the pusher comprising a damper mechanism with coil springs.
  • the US 3,750,802 A refers to a paver vehicle having a rigid push roller disposed at a forward end of the paver vehicle and capable of docking to rear tires of a truck. Above the thrust roller is provided a piston-cylinder unit which can cooperate with a poppet valve of the truck to set up a material-handling device on the truck.
  • the disadvantage of this is that act on the paver when docking the truck on the rigid push roller abruptly large forces and accelerations, so that installation errors in the pavement can arise.
  • GB 1 135 608 A discloses a damper unit in which spring elements are arranged in series one behind the other. The spring elements are both compressed when retracting the damper unit, with only one relaxed during the extension of the damper unit.
  • EP 0 068 151 A2 discloses a friction spring, through which there is a greater spring stiffness during compression as when relaxing.
  • the object of the invention is to provide a paver or a feeder with docking means for material transfer by means of a truck available, it being possible to detect whether the truck has docked for material transfer.
  • the present invention relates to a pushing device which can be mounted or provided in particular on a road paver or feeder.
  • the pusher is designed to dock damping on a truck, and to push this at a constant distance in front of him.
  • the docking of the truck to the push device is possible both from the state, as well as from the movement.
  • the thrust device comprises at least one thrust unit, wherein the thrust unit is mounted relative to a chassis component, such as a traverse, which is arranged on the paver or feeder, movable by at least one resilient spring-damper unit.
  • the resilient spring-damper unit is capable of receiving a force through the thrust unit mounted thereon when a truck docks on the thruster unit and pushes the thruster unit in a first direction toward the traverse. It is the Spring-damper unit from a first position to a second position slidably, whereby it comes in the spring-damper unit to an energy intake. The spring-damper unit can then remain in the second position until the docked truck drives away.
  • the second position of the spring-damper unit can also vary slightly.
  • the thrust unit is adjustable when driving away the truck in an opposite second direction, which has the consequence that the spring-damper unit from the second position moves back into the first position. This will cause the thrust unit pushed away by the spring-damper unit of the crossbar again.
  • the spring-damper unit in a movement of the thrust unit in the first direction has a greater spring rate than in the second direction.
  • the spring rate means the spring constant or the spring stiffness.
  • the spring-damper unit according to the invention also makes it possible that an unloading, pushed forward truck is quietly vorzuschiebbar in front of the damper device. This is possible because, due to the larger, harder spring rate during compression, the spring-damper unit only makes slight changes with respect to its position, if at all, and does not react sensitively to the braking behavior or the speed of the truck.
  • the spring-damper unit comprises at least one friction spring.
  • the friction spring can be achieved particularly well that when springing the spring-damper unit is a higher spring rate than during rebound.
  • the counteracting friction force can be advantageously utilized during compression as well as during rebounding become. While a large force is needed on the spring-damper unit during compression to overcome the opposite frictional force to bring the spring-damper unit to the second position, a lower force results in the opposite direction to the spring-damper unit from the second position back to the first position, because to overcome the applied friction part of the stored force is absorbed.
  • the crossbar is welded to the chassis of the paver or feeder vehicle.
  • This allows a particularly robust way to attach the traverse, so that even after repeated docking of a truck, the Traverse remains firmly stored.
  • the welded cross-piece provides a stable base to which the pusher unit can be attached. It would also be conceivable, however, that the crossbar is releasably attachable to the chassis. This would make it possible to replace them easily, if signs of wear and tear occur. Also, the traverse could then be replaced depending on the application, for example by a lighter or heavier traverse.
  • the spring-damper unit is releasably or permanently attached to the cross-member and / or on the chassis of the paver or Beschickerhuss.
  • the spring-damper unit for maintenance purposes could be quickly and easily removed by the paver or feeder.
  • a detachable spring-damper unit has the advantage that it could be used in other vehicles.
  • An inseparable attachment of the spring-damper unit to the crossbar would result in particular advantages in terms of stability and robustness.
  • the crossbar itself is considered part of the pushing device, which would preferably result in that the crossbar is releasably attachable to the chassis.
  • the hardness of the spring rate of the spring-damper unit is variably adjustable. Depending on the expected weight of the truck to be pushed, it is thus possible to adjust the spring rate accordingly.
  • the spring-damper unit is connected to the push unit by means of a movable joint. It is also advantageous if the joint allows an inclination of the thrust unit relative to the traverse, so that the thrust unit to the installation surface is substantially horizontally adjustable. Thus, an oblique approach of a material delivery vehicle can succeed as well as a straight start.
  • the skew-adjustable push unit can compensate for a direction of travel of the truck pushed forward, so that small changes in the direction of truck travel do not lead to uneven loading of the pusher.
  • the pusher unit includes a first portion secured to an outer first portion of the crossbar by at least one spring-damper unit, the pusher unit including a second portion defined by at least one spring-damper unit at an outer opposite portion thereof Traverse is attached.
  • the two spring-damper units are mounted separately from each other and can preferably be moved independently of each other, wherein also an independent inclination is possible.
  • the two sections of the thrust unit provide a targeted dampening and advancing a docking material delivery vehicle and can push the docked material delivery vehicle quietly before him.
  • the push unit is particularly stable when the first and second sections are rigidly connected by a central section. This results in a robust push bar, which is particularly well suited to push against heavy material delivery vehicles.
  • the push bar is mounted only centrally through the spring-damper unit on the traverse, wherein the spring-damper unit allows both a straight-line movement of the push bar on the crossbar out, as well as allows an inclination of the push bar.
  • additional damper elements are preferably present at the outer portions of the push beam and / or at the outer portions of the crossbar, which do not push this against the crossbar at an inclination of the push beam ,
  • the damper elements are made of plastic or rubber.
  • the push bar centrally comprises a guide portion adapted to movably receive an alignment projection of the cross bar therebetween.
  • the most heavy push bar can thus be stably stored and guided, being fixed in the vertical direction.
  • At least one docking element is mounted on the pusher unit, which comes into contact with the approaching delivery vehicle when docking with it and enables the delivery vehicle to move forward smoothly.
  • the docking element is a rotatably mounted thrust roller, with a particularly smooth forward feeding of the docked material delivery vehicle is possible.
  • the Traverse fasteners that are designed as suspension lugs. It is also conceivable that the traverse is easily mounted by the fasteners on a road paver or on a feeder.
  • the fastening elements may for example also be designed as fastening straps which can be fastened to the chassis by means of a screw connection. It is also conceivable that the fastening elements are designed to store the pusher height adjustable. A height adjustment of the thruster would be manually or automatically realized, for example by hydraulic cylinders acting as fasteners.
  • the pushing device comprises at least one sensor which is integrated in at least one spring-damper unit provided for the pushing unit.
  • the sensor may be designed as a capacitive, inductive, resistive or infrared sensor capable of accurately detecting movement or position.
  • the sensor for detecting the position of the spring-damper unit and / or for detecting a distance between the traverse and the thrust unit is formed.
  • the sensor can also be designed for real-time detection.
  • the senor is preferably coupled to a control device, wherein the sensor is designed to detect the entire spring travel or individual spring positions in the spring-damper unit and to provide signals of the control device on the basis of the detected values.
  • the control device is to designed to evaluate the signals responsive and output depending on the embodiment of audible or visual warning signals on the basis provided means to inform about the Andocksituation between the paver and the docking truck. This can be done for example by a horn and / or by a traffic light display, which are connected to the control device. Thanks to this means provided for warning can be dispensed with a referrer. It depends on the embodiment, whether the means provided for warning means are provided directly on the pusher or in the cab of the paver.
  • the FIG. 1 shows a pushing device 1, which on a paver or Beschickerhusmaschine 50 (see FIG. 2 ) is attachable.
  • the pushing device 1 comprises a pushing unit 3, which according to the FIG. 1 is arranged on a cross member 2 and is designed as a push bar 4.
  • the push bar 4 is mounted on a first outer portion 5 and on a second outer portion 6 on a spring-damper unit 7.
  • the spring-damper unit 7 connects the push bar movable with the cross member 2, wherein the thrust unit 3 is adjustable in a first direction A against the spring rate of the spring-damper unit 7 on the traverse 2 out, but also by the spring-damper Unit 7 of the cross member 2 in a second direction B is pushed away. Even if it is through the FIG. 1 not shown, several spring-damper units 7 can side by side be arranged at the same distance or set along the push beam 4 to attach the thrust unit 3 movable on the cross member 2.
  • the push bar 4 comprises the outer sections 5, 6 and a middle section 8, which rigidly connects the two outer sections 5, 6.
  • a trailer jaw 9 is provided, which can be connected directly to a material delivery vehicle (truck), not shown, or via a spacer bar to the material delivery vehicle.
  • a guide portion 10 is also centrally formed, which receives an alignment projection 11 of the traverse 2 movable.
  • the alignment projection 11 is vertically fixed in a recess of the guide portion 10.
  • a plurality of guide portions 10 may be provided with therein movably received alignment projections 11.
  • 3 docking elements 12 are arranged on the thrust unit.
  • the docking elements 12 are provided as rotatably mounted thrust rollers and are rotatably mounted along the first section 5 and along the second section 6 of the thrust unit 3 substantially parallel to the sections 5, 6.
  • FIG. 1 Joints 13, which store the push bar 4 movable on the spring-damper units 7.
  • the joints 13 allow the push bar 4 to tilt relative to the traverse 2 when the push bar 4, in particular the docking elements 12, is not uniformly loaded.
  • two fastening elements 14 are provided on the cross member 2, with which the pusher 1 on the paver or feeder vehicle 50 can be fastened.
  • the fastening elements are fastened to the supporting vehicle 50 by means of a screw connection (not shown).
  • the fastening elements 14 are in particular designed as suspension eyes, in which hook-like elements can engage in a crane loading.
  • FIG. 2 shows the pusher 1 relative to a bunker end 15 of a paver or feeder vehicle 50.
  • the pusher 1 is shown relative to the width of a scraper tunnel 60 of the bunker end 15.
  • FIG. 2 shows FIG. 2 two spaced apart alignment tabs 16 projecting forwardly at a first outer end and at a second outer opposite end of the crossbar 2 and extending over an upper edge of the first section 5 and the second section 6 of the push beam 4 so that the push bar 4 is additionally fixed vertically.
  • an exact guidance of the push beam 4 along the alignment tabs 16 is achieved, so that a directed on the push bar 4 force is transferable in a straight line to the spring-damper unit 7.
  • FIG. 2 an integrated in the spring-damper unit 7 sensor 18 which is connected to a control device 17.
  • the control device 17 is designed to receive and evaluate signals from the sensor 18.
  • the integrated in the spring-damper unit 7 sensor 18 is capable of detecting the entire spring travel or individual spring positions of the spring-damper unit 7 and report the resulting values of the control device 17.
  • the control device 17 is arranged directly on the spring-damper unit 7, but may also be installed in the paver or feeder vehicle 50.
  • a warning device not shown, which is connected to the control device 17, a warning signal can be communicated to a driver, which happens either in a visual or acoustic manner. While a traffic light warning is provided for a visual warning, a horn is present for an audible warning.
  • FIG. 3 shows a force-displacement diagram, which represents a load of the spring-damper unit 7 according to the invention between a first position P1 and a second position P2.
  • the stress on the spring-damper unit 7 according to the invention is shown along the path X marked in the direction of the arrow.
  • a first characteristic curve 100 can be seen, while the spring-damper unit 7 has been adjusted in a first direction from the first position P1 out to the second position P2.
  • the characteristic curve 100 beyond the second position P2, extends further to a third position P3, which corresponds to a maximum travel of the spring-damper unit 7.
  • a maximum contact force Fmax acts on the spring-damper unit 7.
  • the maximum contact force Fmax occurs when the truck accelerates when it latches against the spring-damper unit 7, or during deceleration of the truck when driving against the spring-damper unit 7.
  • the size of the contact force Fmax is determined by the deceleration or acceleration path of the truck in addition to the truck mass and the initial speed. In this case, the smaller the deceleration or acceleration path, the greater the maximum contact force Fmax.
  • FIG. 3 shows FIG. 3 in the second position P2, a thrust force Fs acting on the spring damper unit 7 to push the truck at a substantially constant speed of installation.
  • the maximum contact force Fmax is a multiple of the thrust force Fs.
  • a second characteristic curve 110 is marked, which marks a return of the spring-damper unit 7 along a second direction from the second position P2 to the first position P1.
  • the work W is hatched in a columnar manner.
  • a damping surface D is hatched in the shape of a car.
  • the diagram shows that acts on the spring-damper unit 7 according to the invention, a larger force when the thrust unit 3 is moved to the traverse 2, ie in the first direction along the first curve 100, as if the thrust unit 3 in the second Direction along the second characteristic 110 is moved away from the cross member 2.
  • the spring-damper unit 7 has a greater spring rate along the first characteristic curve 100 than along the second characteristic curve 110.
  • FIG. 4 illustrates an idealized force curve at the contact point between the truck and the paver or the feeder vehicle, during the docking process or after this. This is the first of the sudden increase in power up to the maximum contact force Fmax, already in FIG. 3 described during docking.
  • the maximum contact force Fmax drops to the thrust force Fs at a time t1 as soon as the truck assumes the installation speed of the paver or the loader vehicle in the installation direction.
  • the FIG. 5 shows a friction spring 19 in cross section.
  • the friction spring 19 comprises inner and outer rings 20, 21, which are arranged concentrically to one another.
  • the outer rings 21 have a larger diameter than the inner rings 20.
  • the inner rings 20 and the outer rings 21 each comprise conical surfaces 22.
  • the conical surfaces 22 of the inner rings 20 contact the conical surfaces 22 of the outer rings 21 under a force F on the friction spring 19 to expand Outer rings 21, and the inner rings 20 reduce their diameter by the respective conical surfaces 22 roll on each other.
  • the conical surfaces 22 cause a force and displacement transmission.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Road Paving Machines (AREA)

Claims (14)

  1. Finisseur de route ou alimentateur (50) comprenant un dispositif pousseur (1), qui est rapporté ou prévu sur un finisseur de route ou un alimentateur (50) et présente au moins une unité de pousseur (3) montée mobile par rapport à un composant de châssis, par l'intermédiaire d'au moins une unité élastique de ressort-amortisseur (7) agencée sur le finisseur de route ou l'alimentateur (50), ensemble
    dans lequel l'unité de ressort-amortisseur (7) est mobile d'une première position P1 vers une deuxième position P2 lorsque l'unité de pousseur (3) est pressée dans une première direction vers le composant de châssis, et l'unité de ressort-amortisseur (7) est mobile en retour de la deuxième position P2 à la première position P1 pour repousser l'unité de pousseur (3) dans une deuxième direction de manière à l'éloigner du composant de châssis, et
    dans lequel l'unité de ressort-amortisseur (7) présente, lors d'un mouvement de l'unité de pousseur (3) dans ladite première direction, une raideur de ressort plus grande que dans la deuxième direction,
    caractérisé en ce que
    dans l'unité de ressort-amortisseur (7) est intégré au moins un capteur (18), qui est conçu pour relever la position de l'unité de ressort-amortisseur (7).
  2. Finisseur de route ou alimentateur selon la revendication 1, dans lequel le composant de châssis est une traverse (2).
  3. Finisseur de route ou alimentateur selon la revendication 1 ou la revendication 2, dans lequel l'unité de ressort-amortisseur (7) comprend au moins un ressort à friction (19).
  4. Finisseur de route ou alimentateur selon la revendication 2 ou la revendication 3, dans lequel l'unité de ressort-amortisseur (7) est reliée à l'unité de pousseur (3) au moyen d'une articulation (13).
  5. Finisseur de route ou alimentateur selon la revendication 4, dans lequel l'articulation (13) autorise une position inclinée de l'unité de pousseur (3) par rapport à la traverse (2).
  6. Finisseur de route ou alimentateur selon l'une des revendications 2 à 5, dans lequel l'unité de pousseur (3) comprend un premier tronçon (5), qui est fixé, par au moins une unité de ressort-amortisseur (7), à un premier tronçon extérieur de la traverse (2), et dans lequel l'unité de pousseur (3) comprend un deuxième tronçon (6), qui fixé, par au moins une unité de ressort-amortisseur (7), à un tronçon extérieur opposé de la traverse (2).
  7. Finisseur de route ou alimentateur selon la revendication 6, dans lequel le premier et le deuxième tronçon (5, 6) de l'unité de pousseur (3) sont reliés de manière rigide par un tronçon central (8), pour former une poutrelle de poussée (4).
  8. Finisseur de route ou alimentateur selon la revendication 7, dans lequel la poutrelle de poussée (4) est fixée, par au moins une unité de ressort-amortisseur (7), au premier tronçon extérieur de la traverse (2), et par au moins une unité de ressort-amortisseur (7), au tronçon extérieur opposé de la traverse (2).
  9. Finisseur de route ou alimentateur selon la revendication 7 ou la revendication 8, dans lequel la poutrelle de poussée (4) présente au centre, un tronçon de guidage (10), qui accueille de manière mobile, une protubérance d'orientation (11) de la traverse (2).
  10. Finisseur de route ou alimentateur selon l'une des revendications 1 à 8, dans lequel sur l'unité de pousseur (3) est monté au moins un élément de tamponnement (12).
  11. Finisseur de route ou alimentateur selon la revendication 10, dans lequel l'élément de tamponnement (12) est un rouleau pousseur monté en rotation.
  12. Finisseur de route ou alimentateur selon l'une des revendications 2 à 11, dans lequel la traverse (2) est fixée avec l'unité de ressort-amortisseur (7), de manière amovible ou non amovible, au châssis du véhicule finisseur de route ou du véhicule alimentateur (50).
  13. Finisseur de route ou alimentateur selon l'une des revendications précédentes, dans lequel le capteur (18) est couplé à un dispositif de commande (17).
  14. Finisseur de route ou alimentateur selon la revendication 13, dans lequel le dispositif de commande (17) est configuré pour délivrer des signaux acoustiques ou visuels.
EP11004264.5A 2011-05-24 2011-05-24 Dispositif de poussée Active EP2527534B1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
EP11004264.5A EP2527534B1 (fr) 2011-05-24 2011-05-24 Dispositif de poussée
PL11004264T PL2527534T3 (pl) 2011-05-24 2011-05-24 Urządzenie do przesuwania
JP2012117159A JP5997502B2 (ja) 2011-05-24 2012-05-23 押出し装置
CN201210165643.2A CN102797213B (zh) 2011-05-24 2012-05-24 推进设备
US13/479,553 US9145649B2 (en) 2011-05-24 2012-05-24 Pushing device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP11004264.5A EP2527534B1 (fr) 2011-05-24 2011-05-24 Dispositif de poussée

Publications (2)

Publication Number Publication Date
EP2527534A1 EP2527534A1 (fr) 2012-11-28
EP2527534B1 true EP2527534B1 (fr) 2015-09-02

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP11004264.5A Active EP2527534B1 (fr) 2011-05-24 2011-05-24 Dispositif de poussée

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US (1) US9145649B2 (fr)
EP (1) EP2527534B1 (fr)
JP (1) JP5997502B2 (fr)
CN (1) CN102797213B (fr)
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PL2837739T3 (pl) 2013-08-16 2017-12-29 Joseph Vögele AG Wykańczarka i urządzenie posuwowe
EP2930270B1 (fr) * 2014-04-11 2019-06-05 Joseph Vögele AG Dispositif d'amortisseur
DE102017005013A1 (de) * 2016-05-27 2017-11-30 Bomag Gmbh Straßenfertiger oder Beschicker mit Anfahrleithilfe und derartige Anfahrleithilfe
EP3690141B1 (fr) 2017-07-21 2022-05-04 Joseph Vögele AG Finisseuse de route ou véhicule chargeur comprenant un mécanisme de poussée pour un processus de transfert de matière

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US9145649B2 (en) 2015-09-29
CN102797213B (zh) 2015-10-21
US20120299270A1 (en) 2012-11-29
JP2012241517A (ja) 2012-12-10
PL2527534T3 (pl) 2016-02-29
JP5997502B2 (ja) 2016-09-28
EP2527534A1 (fr) 2012-11-28
CN102797213A (zh) 2012-11-28

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