EP3686345B1 - Road finisher with pivotable material deflector - Google Patents

Description

The present invention relates to road finishers with a chassis that can be raised relative to the chassis at least in a rear region of the road finisher.

Known road finishers include a bunker for receiving paving material at the front of the road finisher with respect to a paving direction of travel. During paving, the material to be paved is conveyed from the material bunker to a rear area of the road finisher via a suitable longitudinal conveying device. There the paving material is distributed transversely to the paving direction by means of a auger and thus evenly presented to a paving screed pulled behind by the road finisher for compacting the paving material.

For example, it is from the DE 2 140 058 A1 known to provide shielding plates in the area of the auger, which support the distribution of the paving material. From the GB 1 355 620 A It is known to provide a joint in such shielding plates, so that part of the plate can give way in a folding movement when it collides with objects.

It is known from practice to attach the auger to the chassis of the road finisher so that it can be adjusted in height. By adjusting the height of the auger in relation to the chassis, the paver can be adapted to pave different layer thicknesses. For example, the auger can be raised in relation to the chassis in order to pave thicker layers.

The disadvantage of such a system is that to pave very thick layers, the position of the auger relative to the chassis is changed significantly upwards. This can lead to the situation that the distributor screw at least partially blocks a material outlet of the longitudinal conveyor. As a result, the throughput of paving material to the screed is reduced, which is particularly disadvantageous in the case of large layer thicknesses, since an increased quantity of paving material is required for this.

From the EP 0 849 398 A1 a road finisher is known whose rear area can be raised to pave thick layers. This is achieved by a vertical guide, which can be adjusted in height by means of hydraulic adjusting cylinders, between a caterpillar undercarriage and a chassis of the road finisher in the rear area of the road finisher. In a front area, the chassis is rotatably mounted on the crawler chassis. A disadvantage of this system are the high Loads on the hydraulic jacks, which essentially completely support the weight of the chassis. Correspondingly high forces are required to adjust the height. In addition, the stability of the paver suffers.

More road finishers with a chassis that can be raised at least in a rear area are from DE 299 07 733 U1 , the

US 4,801,218A and the US 3,901,616A known. Here, too, high forces act on the hydraulic actuating cylinders, which essentially carry the entire weight of the chassis. From the brochure "CR600 SERIES PAVERS &MTV" from BOMAG, another system for raising the chassis relative to the running gear in a rear area of a road finisher is known under the designation "Frame Raise System". In this system, a large circular disc is arranged on the chassis, aligned vertically in the paving direction of travel of the road finisher. The disc is rotatably mounted on the chassis along its circumference. The disc can thus be rotated about a main axis of rotation which runs through its center and is transverse to the paving direction of travel. Eccentrically to the main axis of rotation, on an outer surface of the disk, there is a connection to the running gear of the road finisher that can be rotated about a secondary axis lying transversely to the paving direction of travel. The disk can be rotated in its mounting on the chassis by means of a hydraulic cylinder. When the disk rotates, due to the eccentricity of the connection between the disk and the running gear, the mutual height relationship between the chassis and the running gear changes in a rear area of the road finisher. Although with this system the weight of the chassis no longer has to be borne entirely by the hydraulic cylinder, it still has to apply high forces to rotate the disk when the chassis is raised. Even when holding the chassis at a certain height, high loads act on the hydraulic cylinder.

Raising the chassis increases the distance between the chassis and the ground, creating a space where paving material can enter. This can increase the time it takes for the paving material that has gotten under the chassis to cool down before it is compacted by the screed. In addition, demixing can occur. Both can lead to a deterioration in the quality of the laid asphalt pavement.

It is an object of the invention to improve road finishers with a chassis that can be raised in the rear area by structural measures that are as simple as possible in such a way that the quality of the paved asphalt layer is increased.

This problem is solved by a road finisher with the features of claim 1. Advantageous developments are specified in the dependent claims.

The road finisher according to the invention includes a running gear with two traction tracks and a chassis. It also includes a material bunker attached to the chassis at the front of the road finisher with respect to a paving travel direction for receiving paving material and a paving screed at the rear of the road paver with respect to the paving travel direction for compacting paving material, which is attached to the chassis by drawbars. In addition, it includes a lifting device which is designed to raise the chassis relative to the running gear at least in a rear area of the road finisher. The road finisher according to the invention is characterized in that a material deflector that can be moved, in particular pivoted, relative to the chassis is arranged between the two traction tracks.

As an alternative to a pivotable design, a displaceable material deflector is also conceivable. Such can be designed as a sliding plate. A sliding plate can e.g. B. be slidably received in a recess on or in the chassis and pushed out of it to extend the material deflector. It should be clear to the person skilled in the art that pivoting material deflectors on the one hand and extendable material deflectors on the other hand can have different advantages and technical effects. In the following, the terms “folded out/in” and “folded out/in” as well as “move out/in” and “fold out/in” are used synonymously, although the variants are not obvious equivalents.

Traction tracks can be considered to be areas that essentially extend in the direction of travel and in which traction elements of the road finisher's chassis are in engagement with the subsoil in order to ensure the propulsion and directional stability of the road finisher. The undercarriage can be designed as a tracked undercarriage or wheeled undercarriage and can carry the chassis. By arranging the material deflector between the traction tracks, paving material can be prevented from penetrating into the space between the traction tracks or between the chassis and the ground. The movable design of the material deflector can on the one hand ensure that its arrangement can be adapted to different lifting heights of the chassis. On the other hand, when not in use, for example when the chassis is completely lowered, the material deflector can be carried along in a folded position on the road finisher. This means that both disassembly after lowering and assembly during or before raising can become superfluous.

It is advantageous if an actuator unit is provided which is configured to move, in particular pivot, the material deflector relative to the chassis.

According to the invention, a sensor unit is configured to detect a distance between the chassis and a base and/or a lifting path between the chassis and the running gear and/or the distance between a lower edge of the material deflector and the base. This enables the lifting process and/or the pivoting process of the material deflector to be monitored, controlled or regulated.

It is particularly advantageous if the actuator unit is configured to move, in particular pivot, the material deflector based on signals generated by the sensor unit. In this way, the (pivoting) position of the material deflector can be adapted to one or more of the above parameters that can be detected by the sensor unit. It is conceivable, for example, that the distance between the lower edge of the material deflector and the ground is continuously recorded and can be kept constant by controlling the (pivoting) position of the material deflector even when the chassis is raised.

It is particularly favorable when a distance between the ground and a lower edge of the material deflector is always the same size or greater than the minimum ground clearance of the road finisher.

In different variants, the actuator unit can comprise an electric, hydraulic, electro-hydraulic or pneumatic actuator.

In further variants, the sensor unit can have a laser sensor, a radar sensor or an ultrasonic sensor.

It is advantageous if the lifting device comprises a rocker which is mounted on a bearing surface on the running gear side so as to be rotatable about an axis of rotation of the running gear and is mounted on a bearing surface on the chassis side such that it can rotate about a chassis axis of rotation. The bearing surface on the chassis side can be a bearing surface that is part of the chassis or is at least firmly connected to the chassis. The chassis-side bearing surface can be a bearing surface that is part of the chassis or is at least firmly connected to the chassis. The axis of rotation of the running gear and the axis of rotation of the chassis are preferably parallel to one another and in particular each run in a horizontal plane and perpendicular to the paving travel direction, ie in a transverse direction of the road finisher. In particular, the landing gear axis of rotation and the chassis axis of rotation are not identical. The chassis axis of rotation and the axis of rotation of the chassis are preferably offset parallel to one another.

It is particularly favorable if the lifting device also includes an adjustment element variable in length, which connects a chassis-side pivot point to a rocker-side pivot point and is configured to change a distance between the chassis-side pivot point and the rocker-side pivot point by changing its length and thus the chassis opposite to raise or lower the chassis. The chassis-side pivot point can be a pivot point that is part of the chassis or is at least firmly connected to the chassis. The articulation point on the seesaw side can be an articulation point that is part of the seesaw or is at least firmly connected to the seesaw.

In particular, the adjustment element variable in length can be connected in an articulated manner to the pivot point on the chassis side and the pivot point on the rocker side. A first end of the adjustment element variable in length is preferably connected in an articulated manner to the pivot point on the chassis side and a second end of the adjustment element variable in length is connected in an articulated manner to the pivot point on the rocker side. However, it is also conceivable for the length-variable adjustment element to extend beyond the respective pivot point on one side or on both sides.

In another variant, the road finisher may include a linkage mechanism configured to pivot the material deflector relative to the chassis when the lifting device raises the chassis relative to the running gear. Such a coupling mechanism allows the pivoting position of the material deflector to be automatically adjusted to the height of the chassis.

In an advantageous variant, the coupling mechanism can have a deflection lever which is rotatably attached to the chassis.

It is conceivable that the coupling mechanism comprises a regulation or control unit which is connected to the sensor unit and the actuator unit, with the regulation or control unit actuating the actuator unit as a function of signals received from the sensor unit.

It is also conceivable for a chassis protection to be provided, which is arranged behind one of the traction tracks in the installation travel direction. This can prevent paving gets to the traction elements of the road finisher and can negatively influence their traction properties there, for example. In addition, disadvantages such as those already described above with reference to paving material getting under the chassis can be avoided.

It is conceivable that the chassis protection is covered by the latter towards a rear side of the road finisher when the chassis is in a maximum lowered position relative to the chassis and can be uncovered by lifting the chassis. Such a configuration can have the advantage that no additional mechanism is required to bring the landing gear protection into a desired position. Rather, the undercarriage protection can be provided at a suitable position and only be used when the chassis is raised.

In a further variant, the actuator unit and/or the coupling mechanism can have an elastic element. Such an elastic element can prevent damage to the actuator unit or the coupling mechanism, for example if the material deflector hits objects or is blocked by objects when moving and/or pivoting or when driving the road finisher. The elastic element can be prestressed.

It is particularly favorable when the elastic element is configured to be deflected when the movement and/or pivoting of the material deflector is blocked. Depending on the design of the elastic element, a deflection can be understood to mean a change in length or, in general, a change in dimensions, a torsion or a reversible deformation.

In the following, the distance between two axles or between an axle and a bearing surface can be defined as the minimum distance in each case.

In one variant, a distance between the chassis axis of rotation and the running gear axis of rotation can be greater than a distance between the chassis axis of rotation and the chassis-side bearing surface. This can mean that the axis of rotation of the chassis lies outside the bearing of the rocker on the chassis. This allows for improved power transmission when lifting or holding the chassis. In addition, the lifting device can be made so compact.

Preferably, the variable-length adjustment element is configured to change the position of the rocker relative to the running gear or the chassis by changing its length. Thus, clearly defined operating states can be provided by the position of the rocker, which can be set, for example, as discrete settings, especially when the lifting device allows a stepless adjustment of the height of the chassis in relation to the running gear.

The ratio of the amount of the component of the connection vector between the rocker-side articulation point and the axis of rotation of the running gear, which is perpendicular to the direction of longitudinal extension of the length-adjustable adjustment element, is to the amount of the component of the connection vector extending in a horizontal direction between the axis of rotation of the running gear and the chassis -Axis of rotation greater than 0.5, 0.7, 1, 1.3, 1.5 or 2. Due to a leverage effect, a particularly good power transmission when lifting or holding the chassis is achieved by the variable-length adjustment element. In particular, the ratio described can be above one of the specified limit values over the entire adjustment range of the chassis height. However, it can also be sufficient if this is the case when the chassis is in a maximally lowered or maximally raised state or in at least one intermediate raised state of the chassis.

The adjustment element variable in length preferably extends at least essentially along a horizontal direction. Thus, the weight of the chassis acting at least essentially in a vertical direction is at least partially absorbed by the rocker or the chassis-side and the chassis-side bearing surface and does not have to be borne entirely by the length-variable adjustment element. This contributes to the stability of the entire arrangement. The fact that the length-variable adjustment element extends at least essentially along a horizontal direction can mean that a horizontal component of the extension direction of the length-variable adjustment element is greater than a vertical component of the extension direction of the length-variable adjustment element, and/or that an inclination angle between the length-variable adjustment element and a horizontal plane does not exceed 10°, 15°, 25° or 45°.

The chassis-side articulation point is preferably located in front of or behind the chassis axis of rotation and/or the running gear axis of rotation, at least in some operating positions with respect to the installation travel direction. Good power transmission can thus be achieved due to a leverage effect.

A lower stop can be provided on the chassis, which is configured to secure the chassis against further lowering by engaging with the rocker when the chassis is in a maximum lowered state. In this way, the variable-length adjustment element is relieved when the chassis is in the maximum lowered state. In addition, the maximum lowered state of the chassis is firmly defined by the stop. The lower stop also serves as a backup in the event of a malfunction of the lifting device.

An upper stop can be provided on the chassis, which is configured to secure the chassis against further lifting by engaging with the rocker when the chassis is in a maximum raised state. Such an upper stop serves as a safeguard against over-rotation of the lifting device.

The adjustment element variable in length can be a hydraulic cylinder. A hydraulic cylinder can be easily integrated into a hydraulic system that is usually provided anyway on a road finisher and allows large forces to be transmitted. Alternatively, the adjustment element variable in length could also be a spindle drive. A purely mechanical solution could thus be achieved.

The road finisher can further comprise an actuator for changing the length of the variable-length adjustment element. Such an actuator can be, for example, a hydraulic pump for actuating a hydraulic cylinder or a motor for actuating a spindle drive. In addition, a control element for controlling the actuator for selectively raising or lowering the chassis relative to the running gear can be provided. The control element can allow a vehicle driver to adjust the height of the chassis by means of actuating elements.

A locking element is preferably provided, which is configured to mechanically lock the rocker in a defined relative position in relation to the chassis. In this way, the chassis can be held mechanically at a defined height, thereby relieving the variable-length adjustment element. The locking element can be designed to lock the rocker exclusively in a predetermined relative position in relation to the chassis, in particular in a position corresponding to a transport height of the chassis.

The locking element can be a locking bolt provided on the chassis, which can be extended for locking engagement with a locking structure, for example an opening or a recess, of the rocker. In particular, the locking element can be extended horizontally, in particular perpendicular to the direction of installation travel.

The chassis can be attached pivotably to the chassis in the front area of the road finisher, so that no stresses arise between the chassis and chassis when the chassis is raised asymmetrically along the paving direction of travel.

In order to avoid stresses, the chassis can be attached to the running gear in a front area of the road finisher so that it can be displaced longitudinally with respect to the paving travel direction.

The road finisher preferably includes an auger for distributing paving material in front of the screed transversely to the paving direction of travel. The road finisher can also include a conveying device for conveying paving material from the material bunker to the auger. The auger can be fixedly attached to the chassis in a fixed position relative to the chassis. Since the chassis as a whole can be raised in relation to the running gear, there is no need to adjust the height of the auger in relation to the chassis, thus achieving greater stability. When lifting the chassis with the auger attached as a whole, the mutual spatial relationship between the auger and a material outlet of the conveyor is not changed. The material outlet is not blocked when the chassis is raised to achieve greater installation thicknesses.

Figur 1

eine schematische Seitenansicht eines Straßenfertigers gemäß einer Ausführungsform;

Figur 2

eine schematische Perspektivansicht des Chassis und des Fahrwerks des Straßenfertigers gemäß der Ausführungsform;

Figur 3

eine schematische Perspektivansicht auf die Wippe einer Anhebeeinrichtung des Straßenfertigers gemäß der Ausführungsform;

Figur 4A

eine schematische Seitenansicht auf das Fahrwerk und das Chassis des Straßenfertigers gemäß der Ausführungsform in einer maximal abgesenkten Position des Chassis;

Figur 4B

eine schematische Seitenansicht auf das Fahrwerk und das Chassis des Straßenfertigers gemäß der Ausführungsform in einer maximal angehobenen Position des Chassis; und

Figur 5

eine schematische Perspektivansicht auf einen in Fahrtrichtung vorne an dem Straßenfertiger gemäß der Ausführungsform gelegenen rechten Verbindungs-bereich zwischen Fahrwerk und Chassis.

Figur 6A

eine schematische Perspektivansicht auf ein Chassis gemäß einem Ausführungsbeispiel mit einem ausgeklappten Materialabweiser und einem Koppelmechanismus.

Figur 6B

die Ansicht aus Figur 6A mit eingeklapptem Materialabweiser.

Figur 7A

eine schematische Rückansicht eines Chassis mit zwei Fahrwerken gemäß dem Ausführungsbeispiel aus den Figuren 6A und 6B in einer angehobenen Position des Chassis.

Figur 7B

die Ansicht aus Figur 7A in einer abgesenkten Position des Chassis.

Figur 8

eine schematische Darstellung eines eine Regel- oder Steuereinheit aufweisenden Koppelmechanismus gemäß einem Weiteren Ausführungsbeispiel.

Figur 9A

eine schematische Seitenansicht eines abgesenkten Chassis mit Fahrwerk gemäß einem Ausführungsbeispiel mit Fahrwerkschutz.

Figur 9B

die Ansicht aus Figur 9A mit gegenüber dem Fahrwerk angehobenem Chassis.

The invention is to be explained in more detail below using exemplary embodiments with reference to the figures. show it

figure 1

a schematic side view of a road finisher according to an embodiment;

figure 2

a schematic perspective view of the chassis and the running gear of the paver according to the embodiment;

figure 3

a schematic perspective view of the rocker of a lifting device of the road finisher according to the embodiment;

Figure 4A

a schematic side view of the running gear and the chassis of the road finisher according to the embodiment in a maximum lowered position of the chassis;

Figure 4B

a schematic side view of the running gear and the chassis of the road finisher according to the embodiment in a maximum raised position of the chassis; and

figure 5

a schematic perspective view of a right-hand connecting area between the running gear and the chassis at the front of the road finisher according to the embodiment in the direction of travel.

Figure 6A

a schematic perspective view of a chassis according to an embodiment with an unfolded material deflector and a coupling mechanism.

Figure 6B

the view off Figure 6A with folded material deflector.

Figure 7A

a schematic rear view of a chassis with two bogies according to the embodiment of the Figures 6A and 6B in a raised position of the chassis.

Figure 7B

the view off Figure 7A in a lowered position of the chassis.

figure 8

1 shows a schematic representation of a coupling mechanism having a regulation or control unit according to a further exemplary embodiment.

Figure 9A

a schematic side view of a lowered chassis with undercarriage according to an embodiment with undercarriage protection.

Figure 9B

the view off Figure 9A with the chassis raised relative to the running gear.

1 shows a schematic side view of a road finisher 1 according to the invention according to one embodiment. The road finisher 1 includes a chassis 3 and a chassis 5, in this case a crawler chassis. In paving direction F at the front, a material bunker 7 for receiving paving material is attached to the chassis 3 . On the two lateral sides of the road finisher 1 with respect to the paving travel direction F, a towing arm 9 is held on the chassis 3 via a height-adjustable pivot point 11 . The pivot point 11 can be adjusted in height by means of a pivot hydraulic cylinder 13 on the road finisher 1 . On a rear side of the road finisher 1, the tension arms 9 are attached to the chassis 3 on both sides via height-adjustable rear hydraulic cylinders 15. A screed 17 for compacting paving material is suspended from the rear end of the tension arms 9 with respect to the paving travel direction F. During installation, the screed 17 is pulled behind the road finisher 1 by the pulling arms 9 floating on the paved material. A conveying device 19 for conveying paving material from the material bunker 7 to a rear area of the road finisher 1 is provided in the chassis 3 . In the rear area of the road finisher 1, the paving material leaves the conveying device 19 through a material outlet 21 and reaches an auger 23 fixed to the chassis 3 for distributing paving material in front of the screed 17 transversely to the paving direction F. The auger 23 and the material outlet 21 are in 1 hidden, but in 2 shown. On the chassis 3 of the road finisher 1, a control station 25 is provided, which space for offers an operator and includes operating units 27 for making inputs for controlling the road finisher 1 .

2 shows a schematic side view of the running gear 5 and the chassis 3 of the road finisher 1, with various structures, components and coverings provided on the chassis 3 not being shown for reasons of clarity. A lifting device 29 for lifting the chassis 3 relative to the running gear 5 in the rear area of the road finisher 1 is provided in a rear area of the chassis 3 with respect to the paving travel direction F. The lifting device 29 comprises a rocker 31 and a variable-length adjustment element 33 on each of the two lateral sides of the road finisher 1. The structure and functioning of the lifting device 29 are described below for only one side of the road finisher 1. The opposite side can be designed analogously.

The rocker 31 is rotatably mounted about a chassis axis of rotation A on a bearing surface 35 on the chassis. As in 2 shown, a crawler carrier 37 of the running gear 5 comprises a cylindrical recess 39, the inner wall of which forms the bearing surface 35 on the running gear side. A cylindrical extension 41 of the rocker 31 extending along the axis of rotation A of the running gear is rotatably accommodated in the recess 39 . Alternatively, however, it would also be conceivable for a corresponding recess to be provided in the rocker 31 and for a cylindrical extension of the crawler carrier 37 to be rotatable about the axis of rotation A of the running gear is accommodated therein. In this case, the chassis-side bearing surface 35 would be formed by the peripheral surface of the extension.

The rocker 31 is also mounted on a bearing surface 43 on the chassis side so that it can be rotated about a chassis axis of rotation B. As based on the 3 shown schematic view of the in 2 For this purpose, a cylindrical element 45 firmly attached to the chassis 3 is accommodated in a corresponding recess 47 of the rocker 31 so as to be rotatable about the axis of rotation B of the chassis. The chassis-side bearing surface 43 is provided by an outer periphery of the cylindrical member 45 . Alternatively, it would also be conceivable for an extension of the rocker 31 to be accommodated in a corresponding recess of an element fixed to the chassis so that it can rotate about the chassis axis of rotation B. In this case, an inner peripheral surface of the recess would provide the chassis-side bearing surface 43 .

The axis of rotation of the running gear A and the axis of rotation of the chassis B are parallel to one another and run in a transverse direction perpendicular to the installation travel direction F.

As in 2 shown, a first end of the length-variable adjustment element 33 is rotatably connected about an axis of rotation E to a pivot point 49 on the chassis. a second The end of the length-variable adjustment element 33 is rotatably connected about an axis of rotation G to a pivot point 51 on the seesaw. The variable-length adjustment element 33 thus connects the chassis-side pivot point 49 with the rocker-side pivot point 51. The axis of rotation E and the axis of rotation G are parallel to one another and to the axis of rotation of the running gear A and the axis of rotation of the chassis B and run in a transverse direction perpendicular to the installation travel direction F .

In the embodiment shown, the adjustment element 33 variable in length is a hydraulic cylinder. However, it would also be conceivable to provide another adjusting element 33 variable in length, such as a spindle drive, for example. The length-variable adjustment element 33 can be actuated by means of an actuator 53 to change its length. The actuator 53 can be controlled by means of a control element 55, which in the embodiment shown is a control element in the control station 25 of the road finisher 1, in order to change the length of the adjustment element 33 variable in length. In particular, this can be based on user input from a paver driver.

By changing the length of the length-variable adjustment element 33 by means of the actuator 53, a distance between the chassis-side articulation point 49 and the seesaw-side articulation point 51 is changed. As a result, the position of the rocker 31 in relation to the running gear 5 and the chassis 3 is changed and the chassis 3 is thus selectively raised or lowered relative to the running gear 5 .

The length-variable adjusting element 33 extends at least essentially along a horizontal direction. In the embodiment shown, the pivot point 49 on the chassis side is located behind the axis of rotation B of the chassis and the axis of rotation A of the running gear with respect to the direction of installation travel F the running gear axis of rotation A is located.

In Figure 4A the chassis 3 is shown in a position in which it is maximally lowered in relation to the chassis 5 . In the embodiment shown, this corresponds to a minimum length of the length-variable adjustment element 33. In the maximum lowered position of the chassis 3, the chassis 3 is secured against further lowering by an engagement of the rocker 31 with a lower stop 57 provided on the chassis 3. Will from the in Figure 4A If the length of the adjustment element 33 variable in length is increased by means of the actuator 53 as shown, the distance between the chassis-side pivot point 49 and the rocker-side pivot point 51 increases Figure 4A The view shown is rotated clockwise about the chassis axis of rotation A, which is centered in the plane of the drawing through the Extension 41 of the rocker 31 goes. As a result, the chassis 3 is raised due to the mounting of the rocker 31 rotatable about the chassis axis of rotation B on the chassis-side bearing surface 43 .

With continued lengthening of the length of the variable-length adjustment element 33, the in Figure 4B state shown. Figure 4B shows a maximum raised state of the chassis 3 in relation to the running gear 5. In this state, the rocker 31 comes into engagement with an upper stop 59 provided on the chassis 3, which allows a further lengthening of the length of the adjustment element 33 variable in length and thus a further pivoting of the rocker 31 around the chassis axis of rotation A is prevented.

By again reducing the length of the variable-length adjustment element 33, the chassis 3 from the Figure 4B shown position can be lowered out again. Preferably, the height of the chassis 3 can be steplessly adjusted between the minimum raised state and the maximum raised state by suitably adjusting the length-variable adjustment element 33 . However, it would also be conceivable to provide a number of discrete setting options.

As in 3 shown, in the embodiment shown a locking element 61 designed as a locking bolt is provided for mechanically locking the rocker 31 in a defined relative position in relation to the chassis 3 . The locking element 61 is provided on the chassis 3 and can be extended laterally in a horizontal plane perpendicular to the direction of installation travel F in order to engage with a locking structure 63 of the rocker 31 in an extended position. In the embodiment shown, the locking structure 63 of the rocker 31 is designed as a recess. A locking engagement of the locking element 61 with the locking structure 63 of the rocker 31 fixes the rocker 31 against changing its relative position in relation to the chassis 3 and the running gear 5 . In this way, the chassis 3 can be mechanically secured in a defined height setting, for example in a transport position for transporting the road finisher 1 between construction sites.

As, among other things, in the Figures 4A and 4B recognizable, a distance d between the chassis axis of rotation B and the chassis axis of rotation A is greater than a distance e between the chassis axis of rotation B and the chassis-side bearing surface 43. The chassis axis of rotation A is therefore outside the bearing of the rocker 31 on the Chassis 3. This improves power transmission when lifting the chassis 3 is achieved. In addition, as can be seen, the lifting device 29 can be made compact.

In the Figures 4A and 4B the amount f of the component of the connection vector between the rocker-side articulation point 51 and the running gear axis of rotation A which is perpendicular to the longitudinal extension direction of the length-variable adjusting element 33 is shown schematically constructed. In addition, the amount x of the portion of the connection vector extending in a horizontal direction between the running gear axis of rotation A and the chassis axis of rotation B is shown schematically constructed. The ratio of these amounts, as f/x, is preferably greater than 0.5, 0.7, 1, 1.3, 1.5 or 2 Raising or holding the chassis 3 achieved by the adjustable length adjustment element 33.

In the embodiment shown, the chassis 3 can be swiveled in a front area of the road finisher 1 with respect to the paving direction F and is attached to the chassis 5 so that it can be displaced longitudinally with respect to the paving direction F. In this way, the chassis 3 can be raised or lowered in the rear area of the road finisher 1 relative to the running gear 5 without generating stresses in the front area of the road finisher 1 . It is possible to raise the chassis 3 asymmetrically in such a way that the chassis 3 is raised further in the rear area of the road finisher 1 than in the front area of the road finisher 1. figure 5 shows a schematic side view of a detail of an attachment area 65 on the right-hand side of the road finisher 1 between the running gear 5 and the chassis 3. On the left-hand side of the road finisher 1 there could be an analogous attachment area 65. The running gear 5 can be pivoted and is mounted on a bearing block 67 of the chassis 3 so that it can be displaced longitudinally with respect to the direction of installation travel F. In particular, the chassis 5 can be mounted on the bearing block 67 by means of a pivot bearing 69 with an integrated plain bearing.

The view in Figure 6A shows a chassis 3 of a road finisher 1 according to an exemplary embodiment with a material deflector 71. This can be provided on the chassis 3 so that it can move, for example pivot as in the exemplary embodiment shown. The material deflector 71 has a lower edge 73 . A coupling mechanism 75 is provided for moving, ie for pivoting in the present exemplary embodiment, the material deflector 71 . As in the present exemplary embodiment, this can be a mechanical coupling mechanism, in particular a purely mechanical coupling mechanism. In the present exemplary embodiment, the coupling mechanism includes a deflection lever 77 which is rotatably mounted on the chassis 3 . This can be connected to a rod 79, which in turn can be connected to the lifting device 29, in the present exemplary embodiment to the rocker 31. The rod 79 can be adapted to a movement of the lifting device 29, in particular to transfer a rotation of the rocker 31 to the deflection lever 77 . Here, the deflection lever 77 can be set in rotation.

The rod 79 can have a thread through which the length of the rod 79 can be adjusted. This may allow adjustment of the linkage mechanism 75, e.g. B. to compensate for play and/or tolerances. A specific adjustment of the pivoting range of the material deflector 71 can also be made possible by such a thread.

Furthermore, the deflection lever 77 can be connected to an elastic element 81 . The elastic element 81 in turn can be connected to the material deflector 71 in such a way that a movement or deflection, for example an expansion or compression, of the elastic element 81 causes the material deflector 71 to move, in particular pivot. The components mentioned can interact in such a way that a movement of the lifting device 29 displaces the rod 79, as a result of which the deflection lever 77 can be rotated. The rotation of the deflection lever 77 can in turn move the elastic element 81, as a result of which the material deflector 71 can be moved, in particular pivoted.

The elastic element 81 can be provided on a strut 82 . This can serve to prevent the elastic element 81 from buckling. The strut 82 may be telescopic to allow the elastic member 81 to deflect. Similar to the rod 79, the strut 82 may be threaded by which the length of the strut 82 is adjustable. This may provide further adjustment of the linkage mechanism 75, e.g. B. to compensate for play and/or tolerances. A specific adjustment of the pivoting range of the material deflector 71 can also be made possible by such a thread. The coupling mechanism 75 can also have a strut 82 without an elastic element 81 being provided thereon. Any designs that are not telescopic are then also conceivable. However, a thread can also be advantageous in variants without an elastic element 81 .

The Figure 6A shows the lifting device 29 in a position in which the chassis 3 is raised relative to the running gear 5. Due to the position of the rocker 31, the material deflector 71 was moved into an unfolded position by the interaction of the rod 79, the deflection lever 77 and the elastic element 81. Figure 6B shows the lifting device 29 in a position in which the chassis 3 is arranged in a completely lowered position with respect to the running gear 5 . In this case, as also in the Figure 6B to recognize the material deflector 71 is arranged in a folded position.

in the in Figure 7A In the schematic view shown, the chassis 3 and the running gears 5 can be seen from behind. Traction tracks 83 are defined by the running gears 5 . The material deflector 71 is arranged between the traction tracks 83 . In Figure 7A the chassis is raised relative to the chassis 5 and the material deflector 71 is folded out. The lower edge 73 is arranged at a distance g from a base 85 . The distance h is defined between the chassis 3 and the base 85 .

In Figure 7B is the chassis 3 compared to the running gear 5 by a lifting distance i compared to the in Figure 7A shown position lowered. The distance g between the lower edge 73 and the ground 85 is opposite Figure 7A stayed the same.

figure 8 12 is a schematic representation of the coupling mechanism 75 according to another embodiment. In this exemplary embodiment, the coupling mechanism 75 includes a control unit 87. Alternatively, however, a control unit can also be provided. Furthermore, according to this exemplary embodiment, the coupling mechanism 75 has a sensor unit 89 .

This can be configured to measure or determine the distance g between the lower edge 73 and the ground 85 and/or the lifting distance i and/or the distance h between the chassis 3 and the ground 85 . The sensor unit 89 can be connected to the control unit 87 in order to transmit measured or recorded values to the control unit 87 . The coupling mechanism 75 according to in figure 8 The exemplary embodiment illustrated can also have an actuator unit 91 . This can be connected to the control unit 87 in order to receive control signals. In cases where a control unit is provided, the actuator unit 91 can also be connected to it in order to receive control signals. The actuator unit 91 can have an actuator 93 . This can be configured to move, in particular pivot, the material deflector 71 . The actuator 93 can be any suitable actuator known to those skilled in the art. In particular, electric, hydraulic, electro-hydraulic or pneumatic actuators are conceivable, for example an electric or servo motor, or a hydraulic cylinder. Accordingly, the control unit 87 can be e.g. B. be an electrical, hydraulic, electro-hydraulic or pneumatic control unit.

Various options are conceivable for regulating or controlling the movement of the material deflector 71 . For example, it is conceivable that the sensor unit 89 detects the distance g between the lower edge 73 of the material deflector 71 and the base 85 and transmits this to the control unit 87 . The control unit 87 can then be configured in such a way that it transmits control signals to the actuator unit 91 based on the received distance cause the actuator unit 91 to control the actuator 93 in such a way that the distance g between the lower edge 73 and the base 85 remains constant.

Alternatively, the sensor unit 89 can detect the lifting distance i and transmit this to the control unit 87 . Based on the lifting path i, this can determine a target position of the material deflector 71, which is assigned to the detected lifting path i. A lifting path i can be assigned to a position of the material deflector 71 using mathematical formulas or tables. It is conceivable that the control unit 87 transmits the desired position to the actuator unit 91 and this independently controls or regulates the actuator 93 in such a way that the material deflector 71 assumes the received desired position. However, it is also conceivable that the control unit 87 itself includes a controller and only transmits control signals to the actuator unit 91 .

In Figure 9A a side view of a chassis 5 of a road finisher 1 according to a further exemplary embodiment is shown. In this exemplary embodiment, a landing gear protection 95 is provided. This can be attached to the crawler carrier 37, for example, as shown in the exemplary embodiment. in the in Figure 9A shown configuration, the chassis 3 is completely lowered relative to the chassis 5. In this configuration, the undercarriage protection 95 is covered to the rear by the chassis 3 as seen in the direction of travel. In this configuration, the chassis 3 prevents paving material from getting into the area of the running gear 5 .

In Figure 9B the chassis 3 is raised relative to the chassis 5. As a result, the undercarriage protection 95 can be uncovered, as in the present exemplary embodiment. In this configuration, the undercarriage protection 95 can prevent paving material from entering the area of the undercarriage 5 . It can also be seen that without the undercarriage protection 95 there would be significantly more space between the lower edge of the chassis 3 and the ground, which would allow the paving material to get into the area of the undercarriage.

Claims (14)

1. Road finisher (1) comprising

   an undercarriage (5) with two traction tracks (83);

   a chassis (3);

   a hopper (7), which is mounted on the chassis (3) at the front of the road finisher (1) with respect to a paving direction (F), for receiving paving material;

   a paving screed (17) provided at the rear of the road finisher (1) with respect to the paving direction (F) for compacting paving material, said paving screed being attached to the chassis (3) by pulling arms (9); and

   a lifting device (29) which is adapted to lift the chassis (3) relative to the undercarriage (5) at least in a rear area of the road finisher (1),

   characterized in that

   a material deflector (71) which is movable, in particular pivotable, relative to the chassis (3) is arranged between the two traction tracks (83), wherein the road finisher comprises a sensor unit (89) configured to detect a distance of the chassis (3) from a ground (85) and/or a lifting path (i) between the chassis (3) and the undercarriage (5) and/or the distance (g) of a lower edge (73) of the material deflector (71) from the ground (85).
2. Road finisher according to claim 1, characterized by an actuator unit (91) which is configured to move, in particular pivot, the material deflector (71) relative to the chassis (3).
3. Road finisher according to claim 2, characterized in that the actuator unit (91) is configured to move, in particular pivot, the material deflector (71) based on signals generated by the sensor unit (89).
4. Road finisher according to claim 2 or 3, characterized in that the actuator unit (91) comprises an electric, hydraulic, electrohydraulic or pneumatic actuator (93).
5. Road finisher according to one of the preceding claims, characterized in that the sensor unit (89) comprises a laser sensor, a radar sensor or an ultrasonic sensor.
6. Road finisher according to one of the preceding claims, characterized in that the lifting device (29) comprises a rocker (31) which is mounted rotatably about an undercarriage rotational axis (A) on an undercarriage-side bearing surface (35) and rotatably about a chassis rotational axis (B) on a chassis-side bearing surface (43).
7. Road finisher according to claim 6, characterized in that the lifting device (29) further comprises a length-adjustable adjustment element (33) which connects a chassis-side link point (49) to a rocker-side link point (51) and is configured to change a distance between the chassis-side link point (49) and the rocker-side link point (51) by changing its length and thus selectively lift or lower the chassis (3) relative to the undercarriage (5).
8. Road finisher according to one of the preceding claims, characterized by a coupling mechanism (75) configured to pivot the material deflector (71) relative to the chassis (3) when the lifting device (29) lifts the chassis (3) relative to the undercarriage (5).
9. Road finisher according to claim 8, characterized in that the coupling mechanism (75) comprises a deflection lever (77) rotatably mounted on the chassis (3).
10. Road finisher according to claims 2 and 8, characterized in that the coupling mechanism (75) comprises an open loop or closed loop control unit (87) connected to the sensor unit (89) and the actuator unit (91), the control unit (87) actuating the actuator unit (91) in response to signals received from the sensor unit (89).
11. Road finisher according to one of the preceding claims, characterized by an undercarriage protector (95) which is arranged in the paving direction (F) behind one of the traction tracks (83).
12. Road finisher according to claim 11, characterized in that the undercarriage protector (95) is concealed towards a rear side of the road finisher (1) by the chassis (3) in a position of the latter which is lowered to a maximum relative to the undercarriage (5) and can be exposed by lifting the chassis (3).
13. Road finisher according to one of the preceding claims, characterized in that the actuator unit (91) and/or the coupling mechanism (75) have an elastic element (81).
14. Road finisher according to claim 13, characterized in that the elastic element (81) is configured to be deflected when the movement and/or pivoting of the material deflector (71) is blocked.

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