EP3456878B1 - Procédé de surveillance du processus de compactage lors de la construction de route et rouleau compresseur - Google Patents

Procédé de surveillance du processus de compactage lors de la construction de route et rouleau compresseur Download PDF

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Publication number
EP3456878B1
EP3456878B1 EP18000716.3A EP18000716A EP3456878B1 EP 3456878 B1 EP3456878 B1 EP 3456878B1 EP 18000716 A EP18000716 A EP 18000716A EP 3456878 B1 EP3456878 B1 EP 3456878B1
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EP
European Patent Office
Prior art keywords
road
asphalt layer
roller
width
temperature sensor
Prior art date
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Active
Application number
EP18000716.3A
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German (de)
English (en)
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EP3456878A1 (fr
Inventor
Niels Laugwitz
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Bomag GmbH and Co OHG
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Bomag GmbH and Co OHG
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Publication of EP3456878A1 publication Critical patent/EP3456878A1/fr
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    • 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
    • E01C19/004—Devices for guiding or controlling the machines along a predetermined path
    • 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
    • E01C19/22—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 consolidating or finishing laid-down unset materials
    • E01C19/23—Rollers therefor; Such rollers usable also for compacting soil
    • E01C19/28—Vibrated rollers or rollers subjected to impacts, e.g. hammering blows
    • E01C19/288—Vibrated rollers or rollers subjected to impacts, e.g. hammering blows adapted for monitoring characteristics of the material being compacted, e.g. indicating resonant frequency, measuring degree of compaction, by measuring values, detectable on the roller; using detected values to control operation of the roller, e.g. automatic adjustment of vibration responsive to such measurements
    • 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
    • E01C19/22—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 consolidating or finishing laid-down unset materials
    • E01C19/23—Rollers therefor; Such rollers usable also for compacting soil

Definitions

  • the invention relates to a method for monitoring the compaction process of an asphalt layer to be compacted in road construction. Moreover, the invention relates to a road roller, in particular tandem roller, compactor or rubber wheel, for carrying out the method.
  • hot asphalt is usually distributed by a paver across the width of a planned course of the road, smoothly drawn off and precompressed, for example with a tamper strip and / or a screed.
  • the new road surface is usually further compacted by road pavers following road rollers, which are for example designed as tandem rollers, compactors or rubber wheeled rollers. Only at an optimal degree of compaction do roads reach their maximum service life. Both too low and too strong compaction lead to a reduced durability of the road surface and thus to a reduced quality of the road created.
  • the operators of the road rollers are usually set to the width of the asphalt layer to be compacted rolling schemes with history and number of crossings to be performed for each road construction project. How evenly the compaction of the entire road surface actually succeeds depends crucially on how consistently the operators of the road rollers adhere to the intended rolling schedule.
  • the aim of these rolling schemes is to compress the road surface in its width and length as evenly as possible.
  • a disadvantage of the systems of the prior art is that they require a high technical complexity and are associated with increased acquisition costs and sometimes running costs.
  • a deviation from the planned rolling schedule due to the temperature profile of the asphalt layer carries the risk that different areas are compressed to different degrees.
  • the solution thus succeeds with a method for monitoring the compaction process of an asphalt layer to be compacted in road construction, comprising the steps of: detecting edges bordering the hot asphalt layer perpendicular to the road by means of a temperature sensor arranged on a road roller compacting the asphalt layer, and subdividing the detected asphalt layer in at least two width segments across the street.
  • the width segments are defined by their distance from the edges of the asphalt layer.
  • the invention now provides that the position of the road roller on the asphalt layer across the road is determined from the measurement of the temperature sensor and assigned to one of the width segments, that the working operation of the road roller on the respective width segment is quantified and stored by an operating parameter, and that in particular to the operator of the road roller, for at least one past working interval the quantified work operation is displayed for each latitude segment.
  • the essential basic idea of the invention is to provide a simple system which gives the operator of the road roller an overview of whether he has distributed the preceding operations uniformly over the entire width of the asphalt layer to be compacted, or whether he in relation to the width of to be compacted asphalt layer has more or less densified in one area than in other areas.
  • the longitudinal direction of the course of the road designates the longitudinal extent of the road surface to be compacted by the roller in the working and travel direction of the paver.
  • the roller is generally moved reversely in and counter to this working and traveling direction for compacting purposes over the road surface.
  • more than one roller pass is sought to obtain a desired compaction result.
  • a paver moves the asphalt layer to be compacted more or less continuously forward in its working direction.
  • the road rollers following the road paver then run over the freshly laid asphalt and, with frequent reversing runs, follow the set rolling schedule in the best possible way.
  • the working area of the road rollers also shifts substantially continuously forward, i.
  • the road rollers travel with the considerably slow moving paver in the installation process.
  • it is now detected by means of the temperature sensor in which width segment of the asphalt layer the road roller just compresses the asphalt. This data is stored and evaluated statistically over at least one working interval, so that the operator can be shown what proportion of the compaction work within the working interval has dropped to which latitude segment.
  • the invention makes use of the fact that asphalt is installed by road pavers when hot. This always results in a strong difference in temperature between the built-in and to be compacted asphalt layer and lying next to the asphalt layer ground, which is significantly colder than the asphalt.
  • This can be used by the temperature sensor according to the invention, which is in particular a non-contact temperature sensor, the position of the edges of the hot asphalt layer, ie the position of the transition between hot asphalt layer and cold ground background next to the road, and the position of the roller in dependence on at least one Detected page margin calculated, in particular by means of a suitable control unit to determine.
  • the temperature sensor is designed such that it allows a temperature detection of the asphalt layer in a width which is wider than the rolling width the respective road roller is.
  • the asphalt layer can be computationally divided into width segments transversely to the roadway. Moreover, since the position of the temperature sensor on the road roller is known, from the continuous measurement of the temperature sensor, the current position of the road roller can be assigned to one of the width segments. In other words, the position of the road roller is determined with respect to the width of the asphalt layer to be compacted.
  • the invention thus utilizes that the position of the road roller can be determined transversely to the course of the road from the measurements of the temperature sensor. In this way, no, for example, GPS or laser-based, more complex and expensive systems are needed.
  • At least one detected edge area of the asphalt layer to be compacted is used to identify the position of the roller with respect to the width of the asphalt layer to be compacted.
  • the determination of the width segments in particular the definition of the position and the number of width segments on the asphalt strip, can be carried out as already described after the detection of the hot asphalt layer by the temperature sensor.
  • the division into width segments and the corresponding assignment of the specific position of the road roller to the respective width segments for example, also only in a downstream evaluation step, for example, during the statistical evaluation of the quantified work operation done. It is therefore not according to the invention explicitly on the above-described sequence of process steps.
  • width segment the road roller has yielded much compaction power relative to a past working interval.
  • the working operation of the road roller is quantified on the respective width segment by an operating parameter, as will be explained in more detail below.
  • the distribution of the compaction power or the working operation of the road roller on the width segments is displayed to the operator, so that he can take care to make the distribution as evenly as possible and thus to achieve a uniform compaction of the asphalt layer.
  • a temperature sensor that can determine the temperature at a single point. By pivoting or moving the temperature sensor can determine the temperature on a line across the road. In this case, the temperature sensor detects a temperature jump when its measuring point is an edge of Crossed asphalt layer. On the basis of the movement or pivoting direction of the temperature sensor and the sign of the temperature change can be determined whether it is the right or the left edge of the asphalt strip. In such a temperature sensor, it is preferable that detection of the edges bordering the hot asphalt layer on the roadway by the temperature sensor is performed periodically in succession.
  • the measurement is repeated periodically and continuously during operation, so that at any time the position of the edges or at least one edge of the asphalt layer to be compacted are known and thus the position of the road roller with respect to the width segments can be determined.
  • both edges are detected simultaneously by the temperature sensor.
  • the temperature sensor has several measuring points.
  • the temperature sensor may be formed as a thermal image or infrared camera with a resolution of several pixels.
  • the temperature sensor or the thermal imager is arranged on the road roller so that it can absorb the entire width of the asphalt strip in an image setting.
  • thermal imaging cameras are inexpensive and are therefore particularly suitable for the invention.
  • the measuring width of the temperature sensor at least corresponds to or preferably is greater than the width of the asphalt layer to be compacted.
  • the position of the roller with respect to the width of the asphalt surface to be compacted can be determined at any time. This succeeds when ideally always an edge of the two edges of the asphalt layer is in the detection range or within the measuring width of the temperature sensor.
  • the measuring width of the temperature sensor is preferably at least as large as the width of the asphalt layer to be compacted.
  • the roller works in the edge region of the asphalt layer to be compacted, it may be that only this edge is detected by the temperature sensor, since the detection range is no longer sufficient to detect the farther edge region.
  • the previously determined total width of the asphalt layer can be used as a substitute, since in the majority of cases the pave width of the road finisher only changes insignificantly.
  • the at favorable roller position was determined, it is sufficient if the measuring width of the temperature sensor is slightly larger than the width of the hot asphalt layer.
  • the operating parameter a time span, a number of passages, a number of reversing runs, a covered distance, a background stiffness and / or a vibration intensity of a roller drum of the road roller.
  • the vibration intensity can be described by a variety of parameters. For example, based on the vibration amplitude, vibration acceleration, number of oscillations per distance traveled or centrifugal force.
  • All these parameters are suitable for quantitatively detecting the working operation of the road roller on the respective latitude segment.
  • it can be determined how much time the road roller spends on the respective width segment, how often it passes over the respective width segment or how often it changes the direction of travel on the respective width segments, what distance the road roller traveled on the respective width segment or with what intensity a vibration exciter is operated, which puts the roller drum of the road roller in vibration or oscillations to enhance the compaction performance.
  • the corresponding parameters may be used as absolute values added over time. Thus, for example, it would be possible to display how much time of the preceding work interval the road roller has spent on which width segments or how far the road roller traveled on the corresponding width segments.
  • a relation of the individual width segments could be displayed among each other. For example, it could be displayed what percentage of the compaction work or the work of the road roller was performed in the past working interval in the respective latitude segment.
  • Substrate stiffness used to assess the compaction performed by the roller are additionally determined in the respective width segments.
  • the past working interval relates to a past section of the working operation.
  • the same operating parameters as for the quantification of the work operation and / or another parameter are used to establish limits of the past work interval.
  • the past working interval includes, for example, a certain period of time, a certain number of crossings, a certain number of reversing operations and / or a certain distance traveled.
  • the past working interval could thus refer to a period of 10 minutes of the working operation of the road roller.
  • the operator is then then, following a recording phase within the first 10 minutes after the start of work displayed to what extent he has the working operation of the road roller within these temporally past 10 minutes on the respective width segments absolutely or relatively distributed.
  • the past working interval refers to the same or the same parameters as the quantification of the working operation. For example, the operator could thus be shown what percentage of the last 10 minutes of the work operation has spent the road roller on the respective width segments.
  • different parameters are used to quantify the work operation and to determine the past work interval.
  • the quantification of the work operation can be done via the number of passes, while the past work interval is related to the elapsed time. For example, the operator would then be shown what percentage of the crossings of the last 10 minutes of the last work interval to which width segments omitted.
  • the mentioned parameters conceivable.
  • successive working intervals could each be statistically evaluated separately and the respective results displayed to the operator of the road roller, for example separately and successively, in each case when a working interval has been completed.
  • the operator is made aware, in retrospect, of any irregularities in the compaction process.
  • the parameter or parameters used for quantifying the operating mode is / are stored within the working interval, wherein in the operating mode those data which lie further than the working interval are replaced by newly recorded data.
  • both the recording of the data and their statistical evaluation is carried out continuously.
  • the past working interval is therefore always close to the present and includes, depending on the parameters, for example, the last 10 minutes of operation.
  • the position in which the road roller is transverse to the road, in real time in the statistical evaluation, while data that is more than the predetermined working interval, are removed from the statistics.
  • the operator of the road roller can thus also observe the development of the statistics in real time and thus sees in advance when there is a shift in the working performance of the road roller or an inequality between the individual width segments. In this way, the driver always has an up-to-date feedback on his current workflow and always has the uniformity of the compression in view, without having to concentrate on strict compliance with the rolling schedule. Imminent inequalities can be counteracted at an early stage.
  • the classification of the detected asphalt layer in width segments can be done differently depending on the application.
  • the aim of the invention is to determine in which lane on the asphalt layer the road roller is currently located.
  • the definition of the lane or of the latitude segment takes place via the distance from the cold roadway edge, which is detected by the temperature sensor.
  • a higher accuracy is achieved when dividing the asphalt layer into many width segments across the road.
  • the accuracy of the system is also limited by the accuracy of the temperature sensor, for example by the number of pixels of the thermal imager.
  • the aim of the invention is not a millimeter accurate mapping of the asphalt layer, but an orientation guide for the operator of the road roller. An exact evaluation with high accuracy is not necessary for this purpose.
  • the detected asphalt layer is divided at least into the three width segments "left side", “middle” and “right side” across the road. In this way, it is possible to prevent the side edge areas of the asphalt layer from being compacted less strongly than the areas in the middle of the asphalt layer.
  • the exact number of width segments may also, for example, be fixed to the total width of the asphalt layer to be compacted with respect to the width of the road roller, in particular the width of its roller bandage.
  • the asphalt layer can be subdivided into a number of width segments equal to the number of times the roller drum of the road roller fits next to each other in the asphalt layer, possibly also taking into account a typical overlap of approximately 10 cm between the individual lanes. As already mentioned, however, the exact determination of the overlap width is not required.
  • the width segments in particular all width segments, are the same across the road.
  • the working operation of the road roller in the respective width segments for all areas of the asphalt layer is considered equally strong.
  • those width segments that lie at the edges of the detected asphalt layer are transverse to the road less broad than width segments that lie in the middle of the detected asphalt layer. In this way, a higher resolution of the monitoring according to the invention is achieved especially at the edges of the asphalt layer. This is particularly advantageous when too low compression at the edges of the asphalt layer is to be feared, since then only an actual working operation of the road roller is counted in this area for the width segments at the edges of the asphalt layer.
  • the road roller In order to determine the position of the road roller on the asphalt layer across the road as accurately as possible, it is advantageous to additionally use various aspects of the arrangement of the temperature sensor and the working situation of the road roller. For example, it is preferred that when determining the position of the road roller on the asphalt layer, in particular transversely to the road, from the measurement of the temperature sensor, a measuring angle of the temperature sensor and / or a direction of travel and / or a steering angle and / or a steering mode, such as crab, the road roller is taken into account.
  • the arrangement and thus the position of the temperature sensor on the road roller or the position of its measuring range relative to the other road roller are known.
  • the measuring angle of the temperature sensor which can be either adjustable or constant, can thus be determined where the measuring range of the temperature sensor is, in particular in relation to the road roller itself.
  • the measuring angle of the temperature sensor leads to the asphalt layer, that the thermal image of the thermal camera is trapezoidal distorted.
  • care must therefore be taken that each pixel in the thermal image of the temperature sensor is assigned the correct real location on the asphalt layer or on the adjacent floor.
  • each pixel of the thermal image is assigned a coordinate across and along the direction of travel or to the course of the road.
  • the trapezoidal perspective distortion of the thermal image is taken into account taking into account the measuring angle and the arrangement of the temperature sensor on the road roller to close the real position of the asphalt layer.
  • road rollers can be operated in different types of steering.
  • the steering mode known as crabbing for example, the road roller travels with roll collars offset parallel to one another, so that the working width of the road roller is increased.
  • the road roller then, for example, simultaneously processes two or even more width segments of the asphalt layer, depending on how finely divided the asphalt layer is divided into width segments.
  • the current steering mode of the road roller should also be included in the evaluation.
  • the respective effective working width of the roller has an effect on the optimum rolling pattern, so that preferably a division of the asphalt layer into width segments takes place, which ensures optimum covering of the rolling tracks.
  • the number of necessary rolling tracks is displayed according to the installation width of the paver and the working width of the roller. Therefore, the method described above can also be used such that at least the total width of the surface to be compacted, the distance of the roller from at least one edge of the surface to be compacted and the working width of the roller is determined. From these values, the rollover of the area to be compacted is statistically recorded and later assigned to a certain number of rolling tracks.
  • the practical implementation of the method according to the invention is preferably carried out by means of a suitable control unit, in particular by means of a suitable control software, which carries out the necessary arithmetic operations for carrying out the individual method steps according to the invention.
  • the solution of the aforementioned object also succeeds with a road roller, in particular tandem roller, compactor or rubber wheel, for compaction of an asphalt layer in road construction, with a machine frame, a drive motor, a driver's cab, at least one roller drum and / or a wheel, a temperature sensor, and a Control unit, wherein the control unit for carrying out the method according to the invention described above is trained.
  • All the above-mentioned features, effects and advantages of the method according to the invention also apply in a figurative sense to the road roller according to the invention. To avoid repetition, reference is therefore made to the above statements.
  • the control unit is designed as a central processing unit and integrated, for example, in the on-board computer of the road roller. It is equipped with appropriate software to perform the method according to the invention.
  • the control unit comprises a rolling memory which stores the quantified operating mode for each width segment within the past working interval.
  • a rolling memory is characterized in that it stores data up to a certain limit, in particular temporal and / or space-dependent limit, and then deletes the oldest stored data continuously or rolling to record new data. In this way, the rolling memory continuously accepts current data and deletes the oldest data. As a result, the stored data always refer to the past working interval, which reaches to the present.
  • the statistically evaluated data from the rolling memory therefore always represent the desired working interval.
  • the size of the rolling memory is of course adapted to the desired size of the working interval.
  • the temperature sensor comprises a thermal imaging camera.
  • the invention makes no special demands on the corresponding thermal imaging cameras, so that particularly cost-effective models with comparatively low resolution can also be used. It is preferred if the thermal imaging camera has at least one resolution of two, in particular at least four pixels, transversely to the forward direction.
  • FIG. 1 and 2 each show a road roller 1 with a driver's station 2 and a machine frame 3.
  • the road rollers 1 to a drive motor 4, which is for example a diesel engine.
  • FIG. 1 shows a tandem roller, which moves in working mode with its two roller bandages 5 on the bottom to be compacted 7.
  • FIG. 2 shows a compactor, which has a wheat bandage 5 and additional wheels 6, with which the compactor moves over the bottom 7 to be compacted.
  • the road rollers perform 1 frequent Reversierfahrten so that they compress the ground 7 both in forward drive and in reverse.
  • the forward drive is indicated as indicated in the figures as working direction a, even if the road rollers 1 can also work in the opposite direction.
  • the road rollers 1 have a temperature sensor 8, which is arranged at the substantially highest point of the road rollers 1. In the exemplary embodiment shown, this is the roof of the driver's station 2.
  • the temperature sensors 8 are, for example, thermal imaging cameras or infrared cameras. As shown by the dashed arrow, the temperature sensors 8 are aligned so that they receive the area in the working direction a in front of the road roller 1. Other arrangements and orientations of the temperature sensors 8, for example, an alignment of the measuring range against the working direction a, are possible.
  • the angle a in which the temperature sensor 8 is aligned in the working direction to the ground or against a perpendicular, is known.
  • the temperature sensor 8 is connected to a control unit 9, which is located in particular in the driver's station 2 of the road roller 1.
  • the control unit 9 is part the on-board computer of the road roller 1 and serves both for metrological and for statistical evaluation of the data collected by the temperature sensor 8.
  • the control unit 9 is connected to a display device 10, via which the operator of the road roller 1, the statistical evaluation of the distribution of the quantified work operation on the width segments of the asphalt strip can be displayed.
  • the control unit 9 transmits the evaluated data by cable or wirelessly to another terminal, for example a smartphone or a tablet computer, wherein the further terminal at least takes over the display of the data for the operator. Calculation steps to obtain this display of the data from the obtained measurement results could theoretically be taken over by the terminal, for example using a suitable app.
  • FIGS. 3 and 4 illustrate the detection of the asphalt layer and the determination of the position of the road roller 1 across the road using a thermal imaging camera as a temperature sensor 8.
  • FIGS. 3 and 4 illustrate the influence of the perspective of the temperature sensor 8 on the measurement and how can be concluded from this measurement on the course and the position of the asphalt layer 11 and thus also on the position of the road roller 1 on the asphalt layer 11 across the road.
  • FIG. 3 shows a side view, similar to the views FIGS. 1 and 2 , Out FIG. 3 it is clear that the measuring range of the temperature sensor 8 has a sensor depth 15 in the working direction a or parallel to the road.
  • FIG. 4 shows a perspective view of the recorded by the temperature sensor 8 thermal image 13.
  • the recorded by the temperature sensor 8 thermal image 13 has a sensor width 16 and a sensor depth 15, of which a total of the thermal image 13 is limited.
  • the thermal image 13 is altogether composed of sensor segments 14, wherein each sensor segment 14 is, for example, a pixel of the resolution of the thermal imaging camera as a temperature sensor 8. In the exemplary embodiment shown, the thermal image 13 consists of 16 ⁇ 4 pixels.
  • the thermal image 13 of the temperature sensor 8 is distorted perspective or trapezoidal due to its sensor perspective depending on the mounting location of the temperature sensor 8 on the road roller 1 and the measuring angle. This distortion must be taken into account in order to determine the actual course of the asphalt layer 11 to be compacted in FIG. 4 is shown as a comparison to the perspective thermal image 13 in plan view, to calculate from the measurement data of the temperature sensor 8.
  • the asphalt layer 11 having a road width 17 and a road section length 18 is shown.
  • the asphalt layer 11 is divided into a plurality of width segments 12, in the embodiment shown in thirteen approximately 1 m wide width segments 12, respectively.
  • the position of the width segments 12 becomes defined by their distance either to the left edge 26 or the right edge 27 of the asphalt layer 11.
  • All sensor segments 14 of the thermal image 13, which image a part of the asphalt layer 11 and thus measure its temperature, show a significantly higher temperature than those sensor segments 14 of the thermal image 13, which image the lying next to the asphalt layer 11, much colder soil.
  • the width segments 12 can be defined by their respective distance from the edges 26, 27.
  • FIG. 4 As can be seen from the thermal image 13 of the temperature sensor 8, as soon as the edges 26, 27 of the asphalt layer 11 are known, it can be determined on which width segments 12 or on which width segment 12 the road roller 1 is currently located. In FIG. 4 are those width segments 12 on which the road roller 1 must be due to the illustrated thermal image 13, designated 28. In this way it is possible to statistically detect in which width segments 12 the road roller 1 has done what proportion of its work.
  • the aim of the present invention is to provide the operator of the road roller 1 with an aid to obtain a statistical overview of the distribution of his work across the asphalt layer across the road.
  • This guidance does not have to be particularly exact, so simplifications and approximations are applicable.
  • a slip occurring on the roller bandages 5 or wheels 6 can be statistically neglected overall.
  • It can also be simplified assuming that the installation width of the paver does not change by and large.
  • the operator of the road roller 1 is informed by the present invention with sufficient accuracy about the distribution of the compression on the individual width segments. The operator is thus significantly relieved and can concentrate more on the actual control of the road roller 1, instead of having to spend too much effort on strict compliance with the rolling schedule.
  • the present invention can also be used in the use of several road rollers 1. Driving the road rollers 1 in a row, the invention can be easily used individually in each road roller 1, without changing anything to the previously described circumstances. If the road rollers 1 side by side, so the system can be used easily without change, the corresponding of the respective road roller 1 not edited width segments 12 are then displayed as not edited. Alternatively, the measured data of the rollers involved in the compaction process are interchanged so that an overall distribution of the compaction work performed and the proportion of the respective roller are represented. Another possibility is that the operator limits the width of the asphalt layer 11 to be processed via an input possibility so that the width of the asphalt layer 11 is only up to a certain value of the distance of either the left edge 26 or the right edge 27 in the statistical Evaluation is recorded and displayed.
  • FIG. 5 is shown for a more detailed explanation of the course of a compression process.
  • the asphalt layer 11 to be compacted extends between the top and bottom dotted lines.
  • the position of the road roller 1 is indicated by the circles marked with Roman numerals, on each of which the rolling width of the road roller 1 and thus the rolling track is indicated.
  • the roller moves from position I to position II, from position III to position XIV, reversing at positions V and X.
  • the road roller 1 travels here with two roll bandages 5 flush behind each other, so that the entire width of the roller width of the road roller 1 substantially corresponds to the width of one of the roll bandages 5.
  • the road roller 1 then switches to the crab, so that the rolling width of the road roller 1, as indicated by the dashed lines widened.
  • the crabbing is also shown between the positions XIII and XIV by the roll bandages 5, offset parallel to one another outwards, indicated by the double arrows.
  • the asphalt layer 11 has been divided into five width segments 12 transverse to the longitudinal direction.
  • the position of the road roller 1 is now determined transversely to the longitudinal direction of the asphalt layer 11.
  • the performance of the road roller 1 is then quantified as described above. For example, the distance covered is determined by means of odometry or the number of oscillations of a roller bandage 5 triggered by a vibration exciter, so-called compression strokes, are counted.
  • the correspondingly determined work output is then assigned to this width segment 12 on the basis of the position of the road roller 1 on one of the width segments 12.
  • the waypoints I-III would be assigned to the upper latitude segment 12, the waypoints IV and V to the second latitude segment 12 from above, the third latitude segment 12 from above to the waypoints VI-X and the fourth latitude segment from above to the waypoints XI-XIV.
  • the lowest latitude segment 12 no work would be registered.
  • the rolling width of the road roller 1 can be used in the statistical evaluation. For example, on the basis of the known rolling width of the road roller 1 and its position, it can be determined which portion of which roller bandage 5 is compacting the asphalt layer 11 on each width segment 12. The corresponding components can then be assigned to the respective width segments 12.
  • the crab position with an overall wider roller width of the road roller 1 can also be taken into account.
  • the set roller width of the road roller 1 could be stored, for example, to each waypoint.
  • the respective position of each roller bandage 5 of the road roller 1 could be logged or stored.
  • FIGS. 6 and 7 Illustrate, by way of example, various displays 29, which present the registered data and its statistical evaluation to the operator of the road roller 1 in order to give him assistance in working operation.
  • the displays 29 are designed here as bar graphs, for example.
  • Each bar 31 represents a width segment 12 of the asphalt layer 11.
  • the asphalt layer 11 has been divided into three width segments 12, wherein the central width segment 12 is wider than the lying at the edge of the asphalt layer 11 width segments 12.
  • the height of the bars 31 represents the quantified operating mode which has been registered and evaluated for the respective width segment 12.
  • a position indication 30 indicates the current position of the road roller 1 across the asphalt layer 11.
  • two road rollers 1 are in use in order to compact the asphalt layer 11 together. Both road rollers 1 perform the method according to the invention and are connected to each other via a radio link. In particular, the statistical evaluations of the two road rollers 1 are interchanged. In this way, it is possible for the operator of the road roller 1, as in FIG. 7 shown with the dashed bars 31, and the statistical evaluation of the working operation of the other road roller 1 is displayed.
  • each bar 31 may represent additional information such as temperatures or the like by colors or faded in numbers.
  • the FIG. 8 1 shows a flow chart of the method 19 according to the invention.
  • the method 19 begins in step 20 with the detection of the edges 26, 27 bordering the hot asphalt layer 11 by means of the temperature sensor 8.
  • the step 21 then divides the detected asphalt layer 11 into at least two Broad segments 12 across the street.
  • step 22 the position of the road roller 1 on the asphalt layer 11 across the road from the measurement of the temperature sensor 8 is determined and assigned to one of the width segments 12.
  • the working operation of the road roller 1 on the respective width segment 12 is quantified in step 23 by an operating parameter as described above and stored in step 24, for example in a rolling storage system of the control unit 9.
  • step 25 the operator of the road roller 1 for a past working interval quantified work operation is displayed for each latitude segment 12.
  • these steps 20-25 run continuously in succession, so that the operator of the road roller 1 is always a current statistical evaluation of the past working interval is displayed. In this way, the operator can not only retroactively adjust his operation, but also already do so, as soon as he determines that an uneven processing of the asphalt layer 11 could result if he simply continues to work without adjustment. All in all Thus, the quality of the road support layer can be improved, which increases their service life. At the same time, the operator of the road roller 1 is relieved in a simple and cost-effective manner.

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

Claims (12)

  1. Procédé (19) de surveillance du processus de compactage d'une couche d'asphalte (11) à compacter lors de la construction de routes, comprenant les étapes de :
    a) détection (20) des bords (26, 27) limitant la couche (11) d'asphalte chaude transversalement au parcours de la route au moyen d'un capteur de température (8) installé sur un rouleau compresseur (1) compactant la couche d'asphalte (11) ; et
    b) division (21) de la couche d'asphalte détectée (11) en au moins deux segments (12) en largeur transversalement au parcours de la route ; mais
    d) le fonctionnement opérationnel du rouleau compacteur (1) sur le segment (12) en largeur est quantifié (23) au moyen d'un paramètre opérationnel et enregistré (24) ; et
    e) le fonctionnement opérationnel quantifié pour chaque segment (12) en largeur est affiché (25) pour au moins une période de travail écoulée
    caractérisé en ce que
    la position du rouleau compresseur (1) sur la couche d'asphalte (11) transversalement au parcours de la route est déterminée à partir de la mesure du capteur de température (8) et assignée (22) à l'un des segments (12) en largeur.
  2. Procédé (19) selon la revendication 1,
    caractérisé en ce que
    la détection (20) des bords (26, 27) limitant la couche d'asphalte chaude (11) transversalement au parcours de la route se produit périodiquement et successivement au moyen du capteur de température (8), ou en ce que le capteur de température (8) détecte simultanément les deux bords (26, 27).
  3. Procédé (19) selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    au moins l'un des paramètres suivants est utilisé comme paramètre opérationnel :
    - une période de temps ;
    - un nombre de passages ;
    - un nombre d'opérations en marche arrière ;
    - une distance parcourue ;
    - une rigidité du substrat ; et/ou
    - une intensité des vibrations d'un bandage de cylindre (5) du rouleau compresseur (1).
  4. Procédé (19) selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    les limites de la période de temps écoulée sont définies en utilisant le même paramètre opérationnel que celui utilisé pour la quantification du fonctionnement opérationnel et/ou d'un autre paramètre.
  5. Procédé (19) selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le paramètre ou les paramètres utilisé(s) pour la quantification du fonctionnement opérationnel est/sont stocké(s) pendant la période de travail, les données précédentes de la période de travail étant remplacées par les données nouvellement enregistrées pendant le fonctionnement opérationnel.
  6. Procédé (19) selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    la couche d'asphalte détectée (11) est divisée en au moins trois segments (12) en largeur : "côté gauche", "milieu" et "côté droit", transversalement au parcours de la route.
  7. Procédé (19) selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    les segments (12) en largeur transversalement au parcours de la route sont égaux en taille.
  8. Procédé (19) selon la revendication 6,
    caractérisé en ce que
    les segments (12) en largeur situés sur les bords de la couche d'asphalte détectée (11) ont une largueur inférieure, transversalement au parcours de la route, à celle des segments (12) en largueur situés sur le milieu de la couche d'asphalte détectée (11).
  9. Procédé (19) selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    lorsque l'on détermine la position du rouleur compresseur (1) sur la couche d'asphalte (11) à partir de la mesure du capteur de température (8), un angle de mesure du capteur de température (8) et/ou une direction de déplacement, et/ou un angle de braquage, et/ou un mode de direction, par exemple une marche en crabe, du rouleau compresseur (1) est/sont pris en compte.
  10. Rouleau compresseur (1), en particulier un rouleau tandem, un rouleau mono-cylindre ou un rouleau sur pneumatiques, pour le compactage d'une couche d'asphalte (11) lors de la construction de routes, avec :
    - un châssis (3) de machine ;
    - un moteur d'entraînement (4) ;
    - un poste de conduite (2) ;
    - au moins un bandage de rouleau (5) et/ou une roue (6) ;
    - un capteur de température (8) ; et
    - une unité de commande (9) ;
    caractérisé en ce que
    l'unité de commande (9) est configurée pour mettre en oeuvre le procédé (19) selon l'une quelconque des revendications précédentes.
  11. Rouleau compresseur (1) selon la revendication 10,
    caractérisé en ce que
    l'unité de commande (9) comprend une mémoire glissante qui enregistre le fonctionnement opérationnel quantifié pour chaque segment (12) en largeur dans la période de travail écoulée.
  12. Rouleau compresseur (1) selon l'une quelconque des revendications 10 à 11,
    caractérisé en ce que
    le capteur de température (8) comprend une caméra thermique.
EP18000716.3A 2017-09-13 2018-09-05 Procédé de surveillance du processus de compactage lors de la construction de route et rouleau compresseur Active EP3456878B1 (fr)

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DE102017008602.8A DE102017008602A1 (de) 2017-09-13 2017-09-13 Verfahren zur Überwachung des Verdichtungsprozesses im Straßenbau und Straßenwalze

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US20190078270A1 (en) 2019-03-14
EP3456878A1 (fr) 2019-03-20
DE102017008602A1 (de) 2019-03-14
US10676879B2 (en) 2020-06-09

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