US3403610A

US3403610A - Tandem road roller

Info

Publication number: US3403610A
Application number: US534852A
Authority: US
Inventors: Kaltenegger Benno
Original assignee: Individual
Current assignee: Individual
Priority date: 1965-03-20
Filing date: 1966-03-16
Publication date: 1968-10-01
Anticipated expiration: 1985-10-01
Also published as: DE1534290C3; DE1534290A1; DE1534290B2; AT287048B

Description

Oct. 1, 1968 B. KALTENEGGER 3,403,610

TANDEM ROAD ROLLER 8 Sheets-Sheet l Filed March 16, 1966 /N VEN TOP BEAM/o /644 TEA/5665 Oct. l, 1968 B. KALTENEGGER 3,403,510

TANDEM ROAD ROLLER Filed March 16, 1966 8 Sheets-Sheet 2 /NVENTOR BEA/,va KATEA/Eccs'c Evin-# ATTYJ.

8 Sheets-Sheet 3 Filed March l /N VEN TOP BEN/va KAL rE/vs @se Oct. l, 1968 B. KALTENEGGER 3,403,610

TANDEM ROAD ROLLER BEN/vo KAL rf/vEccE/z BY @4 gb Oct. l, 1968 B. KALTENEGGER 3,403,610

TANDEM ROAD ROLLER Filed MaICh 16, 1966 8 Sheets-Sheet 5 BEN/vo KAL Tfn/EG c Efe Oct. 1, 1968 B. KALTENEGGER 3,403,610

TANDEM ROAD ROLLER Filed March 16, 1966 8 Sheets-Sheet G Fig.7

Vlllj 2a 50a 1u t. FT?| I 7 mi .|.l 50 g @+4 ,9c 55 22C 56 6a 57 rl..

Oct. 1, 1968 B. KALTENEGGER TANDEM ROAD `ROLLER 8 Sheets-Sheet 7 Filed March 16, 1966 /NVENTOR s/wvo KAzrEA/fc-'arf/e ATTYJ'.

Oct. 1, 1968 B. KALTENEGGER 3,403,610

TANDEM ARYOD ROLLER Filed MarCh 16, 1966 8 Sheets-Sheet 8 /NVENTOP BEN/vo /644 Tg4/56625K States This invention relates to tandem road rollers of the type having rolls arranged one behind the other in the direction of travel.

Conventional tandem road rollers are relatively well known and for the most part are of varied and complex designs. In the case of one type of conventional road roller a front roll and two rear rolls are arranged in spaced relationship with the front roll being pivotally mounted and steerable. With road rollers of this kind the compacting of the subsoil can be effected at both opposite sides of the rollers due to the fact that the axial outermost roll faces are in no way connected to frame elements of the rollers. However, rollers of this kind are cumbersome even when considered apart from the fact that they have three rolls.

In other conventional road rollers having two rolls disposed one behind the other at least one of the rolls is surrounded on both sides by the vehicle frame. Such lateral projection of the frame is troublesome during the compacting of the marginal zone of the subsoil, i.e., `along buildings, walls, curbs, etc.

In accordance with another known tandem road roller a rear roll is unilaterally mounted in a U-shaped frame within which a front roll is mounted as a pivoting steering roll. With this design, rolls arranged one behind the other are free from frame elements at only one andthe same lateral side or end face of the rolls so that the marginal zone of the subsoil at one side of the roller can be satisfactorily compacted. For working on the marginal zone of the subsoil on the opposite side, however, it is necessary to turn the entire roller through 180 and this is both time-consuming and inconvenient. Furthermore, the above-described road roller is excessively expensive to manufacture and is undesirably heavy.

In all known road rollers the roller width and position is predetermined and unchanged. This is undesirable from the standpoint of roller maneuverability.

It is a primary object of this invention to provide a tandem road roller which has no troublesome frame elements at the lateral end faces or sides of the rolls so that the marginal zones of the subsoil can be compacted without hindrance and wherein it is possible to vary the rolling width thereof. In accordance with this invention there is provided a tandem road roller having rolls arranged on a frame one behind the other in the direction of travel, the invention being characterized in that each roll is mounted in overhung relationship on the frame with the rolls offset laterally with respect to each other and each roll having an end face projecting laterally beyond the frame. In this manner, a road roller is provided wherein both sides of the road roller are free from frame elements without it being necessary to include a third roll, as in conventional structures. The roller itself is simple in construction and is similarly simple to operate. It is possible with the roller to compact opposite marginal Zones of the subsoil without turning the roller around as, for eX- ample, when compacting a roadbed between opposite curbs. With this arrangement the rolls disposed one behind the other are preferably directly driven, thereby resulting in a compact and readily handled road roller.

In accordance with the invention the rolls of the road roller can be fixed to the frame or the rolls can be mounted in such manner on the frame that they are pivotal and adjustable, independently of each other in the nite one or the other direction, through a predetermined angle. By this means rolling widths of the rolls can be adjusted. In a normal position of the rolls, i.e., at right angles to the frame elements retaining the rolls, a rolling width is obtained which is somewhat greater than the individual roll length. If the two rolls are pivoted relatively to each other, the rolling width can be reduced to the length of one roll. If the rolls are, in each case, pivoted outwardly, a rolling width of up to twice the smallest rolling width can be attained. The rolls are pivoted, in each specific case, through the same angular degrees so that the rolls always pass through or into a position in which they :are parallel to each other. Any rolling width between these extremes can be adjusted with the roller according to the invention.

It is furthermore possible to pivot only one roll of the tandem roller whereby turns or curves can be readily negotiated. It is also possible to adjust any desired turning radium and by advantageous adjustment of the pivotal rolls a relatively small turning radius or circle can be achieved. The roller frame is also expediently constructed in such a manner that it has a central beam extending transversely of the direction of travel and arms extending from the ends of the central beam in the opposite lo-ngitudinal directions. The rolls `are mounted over-hung on these frame arms. Both rolls can be driven forwardly and rearwardly, together or independently of each other as, for example, by means of a motor associated with each roll. Furthermore, each roll can also be provided with an unbalanced driven shaft. Both a transmission shaft for the drive of the unbalanced shaft and also the shaft for driving the rolls are advantageously accommodated in the central beam of the frame. The two driving Shafts are expediently arranged one below the other and the drives for the travel of the tandem road roller and for the vibration of the rolls are arranged independently of each other at the side of the frame remote from each roll. For this purpose, the central beam of the frame expediently extends as a singular compact element in the direction of travel of the rolls.

The complete independence of the drives for the travel of the road roller and for the actuation of the unbalanced shafts has a plurality of advantages in the tandem road roller -of the invention. The accommodation of the independent driving devices is improved. Instead of arranging a single, large and heavy driving device above the rolls, as is conventional, the driving devices are accommodated in the free space between the rolls so that it is not necessary to provide troublesome retaining devices and carriers or supports. Furthermore, it is possible to use appropriate motors for each mode of driving and the transmission systems are relatively small. The problem of using high-speed motors is solved more satisfactorily than in the case of a common motor for both modes of driving. The vibration shafts, for example, can be driven at high speeds, whereas, as a whole, substantially lower speeds are conventionally used for the movement of the road roller. The possibilities for regulation or adjustment are simpler and infinitely variable adjustment of the transmission system is facilitated.

The invention is described in more detail by means of the embodiments shown in the accompanying drawings, in which:

FIG. 1 is a highly diagrammatic top plan view, and shows a tandem road roller according to the invention;

FIG. 2 is a highly diagrammatic plan view, and shows a further embodiment of the tandem road roller according to the invention which includes pivotally arranged rolls;

FIG. 3 is a side elevational view of the Iroad roller of FIG. l, and illustrates a pair of rolls in longitudinally disposed relationship;

FIGS. 4 and 5 are cross-sectional views of the road r-oller of FIG 3 taken lalong the line IV-IV and V--V of FIG. 3, respectively, and more clearly illustrate various components thereof;

FIG. 6 is a view corresponding to that of FIG. 4, and illustrates independent drive means for the rolls;

FIGS. 7 and 8 are further views of the road roller according to FIG. 2 in respective side and top diagrammatic form, and illustrate means for pivoting a pair of rolls;

FIG. 9 is a vertical section through a roll taken along the line VIII-VIII of FIG. 6, and more clearly illustrates the construction thereof;

FIG. l is a cross-sectional view taken along the line IX--IX of FIG. 8, and illustrates -a planetary gear arrangement of the roller;

FIG. 1l diagrammatically illustrates a further embodiment of the invention and shows another actuating device for pivoting the roller rolls; and

FIGS. l2 through 14 show a further embodiment of the tandem road roller according to the invention, the latter two views being taken along lines II-II and III-III of FIG. l2, respectively, and illustrate separate drives of a pair of rolls. Y

A tandem road roller according t-o the invention has two

rolls

1 and 2 which are disposed one behind the other in the direction of travel, and both rolls are mounted in overhanging relationship upon a frame 3. The

rolls

1 and 2 are also offset transversely relatively to each other such that the outer lateral end faces or sides of the rolls, as well as the road roller per se, are free from any troublesome frame elements. The frame 3 consists of a central beam 4 extending transversely of the direction of travel and arms 5, -6 extend from the ends of the central beam 4 in the opposite longitudinal directions. The

rolls

1 and 2 `are pivotally and/or rotatably mounted on respective frame projections 7 and 8 which are in turn rigidly connected to the frame arms and 6, respectively.

In the case of the example of the roller shown in FIG. 2, rolls 1a and 2a are mounted for adjustable pivoting movement about respective vertical pivots 9 and 10 of a frame 3a. Due to the pivotability of the

rolls

1a, 2a the rolling width of the road roller can be varied within wide limits, as will be more apparent hereinafter, When the roll axes extend perfectly perpendicularly to

arms

5a, 6a, a mean roll width is obtained. When the

rolls

1a and 2a are pivoted in a direction toward the central beam 4a, the rolling width can be limited to the axial length of one of the rolls and the rolls overlap completely with respect to the rolling path. If the rolls are pivoted outwardly in each specific case, it is possible to achieve a width of the path to be rolled which corresponds to twice the axial length of one of the rolls. -By means of an appropriate angular position of the rolls any desired intermediate width of the path to be rolled can be adjusted, and in each case the rolls are parallel to each other.

FIGS. 3 to 5 show the structural details of the road roller of FIG. 1, and attention is directed speciiically thereto. Arranged on the central beam 4 of the frame 3 is a driving motor 11. A fuel tank is designated at 12 and lair suction containers are at 13. Operatively associated with the motor is a transmission 14 having control levers 15 and 1-6 for forward and reverse travel, respectively. The

levers

15, 16 are also used for switching-in the vibration shaft and can, if desired, be .positioned on the same side of the beam 4. Connected to the transmission 14 is a driving V-belt pulley 17 from which a V-belt 18 extends to a belt pulley 19 which is iixed to a shaft 20 4mounted in bearings 21 and 22 in the central beam 4. Disposed at each end of the shaft 20 is a gear wheel 23 meshing with a driving wheel 24 by means of two gear wheels or gears 25 and 26. The gear 24 is connected to a hollow shaft 27 carrying a flange sleeve 28 which is pivotally mounted relatively to the stationary frame projection 7 by means of a bearing 29, and is also fixedly connected to an inner transverse wall 30 of the roll 1. The same driving members for the

rolls

1 and 2 are arranged in both lframe

arms

5, 6.

Both rolls can be provided with a vibration device by means of an unbalanced shaft. For this purpose, use is made of a separate drive derived from the belt pulley 31 -of the transmission 14. A belt 32 is entrained about the pulley 31 and a belt pulley 33 is xed for rotation With a belt pulley 35, by lmeans of a disc 34. The disc 34 is fitted to a shaft 36 carrying a gear 37 meshing with a gear 38 of a shaft 39. With this arrangement, the shaft 39 is mounted in the lower part of the central beam 4 and produces the transmission of the movement initiated at 33, in va manner which is identical with respect to each of the rolls l and 2. From the belt pulley 35 a belt 40 extends to a belt pulley 41 connected by means of a sleeve 42 to a shaft 43 mounted in the hollow shaft 27 by means of bearings 44 and 45. At the free end of the shaft 43 is yan unbalanced weight or counterweight 46. The driving members are disposed in a removable box housing 47, and are partially mounted in bearings (unnumbered). The rolls I and 2 are so arranged relative to the driving members, particularly relative to the ange sleeve 28, that the rolls can be assembled, removed and changed in a manner similar to that of the Wheels of motor vehicles. After releasing the connection between the inner web 30 and the flange 28, either roll can be drawn off from the entire driving device. It is possible to utilize narrow or wide rolls depending, of course, upon whether narrow or wide surfaces are to he compacted. The unbalanced weights 46 rotate in the same direction so that the downwardly directed centrifugal (or vibratory) forces are effective alterrrately on one and the other rolls. The road -r'oller can be steered by means of a pole 48.

FIG. 6 shows a tandem vibration roller wherein the rolls are driven independently of each other. Arranged on each side of the frame is a

belt lpulley

19, 19a. Both of the

pulleys

19, 19a are adapted to be driven from a common motor or, alternatively, by independent motors and transmissions, in the same direction or in different directions. Each

belt pulley

19, 19a is connected with an independent shaft 20a, 2017 and each of the shafts carries a gear 23a, 23b, the two shafts 20a, 20h being mounted independently of each other in the -central beam 4 by means of the bearings 21, 21a and 22a, 22b. Additional gear wheels or gears 25 mesh with the gears 23a, 23b.

This mode of driving makes it possible to steer the road roller by varying the speed of the two rolls relatively to each other. At the same time, it is also possible to produce opposite rotation of the two

rolls

1, 2, so that it becomes possible to turn the road roller almost within its own length.

In the case of the road roller of the example of embodiment shown in FIGS. 7 to 10, the

rolls

1a and 2a are both pivotally and adjustably mounted in the frame 3a. The frame 3a consists of the central beam 4a and the

frame arms

5a and 6a. The pivoting of the rolls takes place about journals 10 mounted in the

frame arms

5a, 6a. Mounted for pivoting about each of the journals 10 is a forked axle 50` having fork elements 50a, the rolls being mounted for rotation about the axles 50 by means of bearings (not shown). Connected to each fork element 50a is a rigidly secured arm 51 to which is also connected an actuating device for pivoting the

rolls

1a, 2a. In the case of the example illustrated, a hydraulic piston cylinder unit is provided for pivoting the

rollers

1a, 2a. Each piston cylinder unit includes a cylinder 52 pivoted at 53 to the central beam 4a of the frame while a Ipiston rod 54 is connected to an end of each arm 51. As an alternative adjusting device, use may be made of a mechanically operating device as, for example, a screwthreaded spindle engaging a nut pivotally arranged on each arm 51, the screw threaded spindle also being articulately connected to the frame. In the case of the example according to FIG. 1l, one of a pair of arms 51 is provided with a toothed segment 55 meshing with a gear 56. Each gear 56 is driven in an appropriate manner and in opposite directions of rotation to adjust the

roller

1a, 2a.

The drive of the road roller of FIGS. 7-11 is effected through the agency of a motor 11a and conventional gearing 14a. A drive take-off from the gearing 14a is effected by an exterally positioned belt pulley 17a, a belt 18a and a belt pulley 19a fixed to a shaft 20c. The shaft 20c is journaled in the central -beam 4a of the frame by means of bearings 21e and 22C.

At the ends of the shaft c are sprocket wheels 55 from which chains 56 lead to sprocket wheels 57. The sprocket wheels 57 are carried by the shaft 58 mounted in bearings 59 and 60. The shaft 58 is coupled to a universal joint shaft 61, y62, the free ends of which are provided with

universal joints

63 and 64 which can move in a known manner in an axial direction relative to each other. Connected with the joint 64 is a shaft 65 carrying a gear or geai wheel 66. The gear 66 is in mesh with intermediate planetary gears `67 which in turn mesh with an inner gear 68 fixed to a transverse wall 69 of the roll 1a. Pivots 70 of the gears 67 are mounted in a fiange 50b on the fork axle 50. Due to this planetary drive arrangement any desired gearing-down of the rotational speed of the

rolls

1a, 2a can be achieved.

The pivoting range of the rolls depends mainly on the spacing between the rolls and the frame arms and also from the central beam of the frame. As a rule, the angle between the normal position of the rolls and as maximum deflection in one direction is preferably approximately 20 to so that the entire maximum pivoting range of the rolls is In the case of the embodiment illustrated in FIGS. 12 to 14 the driving means for the travel drive and for the drive of the unbalanced shafts are separate. The motor for the travel drive is designated 71 and is provided with a transmission 72 from which separate take-offs extend to the

rolls

1 and 2. Shafts 73 have an interposed clutch 74 and carry a gear 7S in mesh with a gear 76 connected with the driving shaft of the roll 2. Further shafts 77, having an interposed clutch 78, rotate a gear wheel 79 to drive the roll 1 via an intermediate gear 80 and a gear 81 connected with the driving shaft of the roll 1. By means of the clutches 74 and 78 the

rolls

1 and 2 can be selectively put into operation, and it is also possible to leave one roll undriven. By means of suitable reversing gearing, the direction of travel of the rolls can be varied.

For driving vibration shafts 82 and 83 a motor 84 is employed which must, as a general rule, be substantially stronger than the motor 71 for the travel drive. Disposed on the motor shaft `85 is a belt pulley y86 from which a toothed belt 87 leads to a belt pulley 88, a shaft 89 of which carries a belt pulley `90. From the pulley a toothed belt 91 extends to a belt pulley 92 connected with the vibration shaft 83. The motor 84 for the vibration drive can also be provided with an adjustable transmission 4a.

With the

frame arms

5 and 6, it is possible to connect carriers or supports 93 and 94 connected by transverse supports 95 and 96 with the retaining device for the driving device for the travel drive or for the vibration shaft. The supports 93 and 94 can also be lightly supported on the outer end of the

rolls

1 and 2, and a drivers seat 95 may be arranged on the central beam 4.

What is claimed is:

1. A tandem road roller comprising:

(a) a frame defined by a central beam and a pair of arms;

(b) a pair of rolls arranged one behind the other carried by said frame;

(c) said central beam being disposed in parallel relauonship to the roll axes;

(d) said arms being disposed laterally of each other,

generally normal to said central beam and projecting in opposite directions with respect to each other;

(e) means for driving said rolls;

(f) said rolls being laterally offset relative to ea'ch other, each roll including an end adjacent an arm of said frame and a free end remote from the frame;

(g) said free remote ends being on opposite sides of said road roller and including end fa'ces disposed laterally beyond the frame perimeter. v

2. The tandem roa'd roller as defined in claim 1 wherein the rolls are rigidily mounted on the arms of the frame.

3. The tandem road roller as defined in claim 1 wherein the rolls are pivotally rnoutned on the arms of the frame.

4. The tandem road roller as defined in claim 3 wherein a leg is pivotally mounted upon each arm; each roll is journaled for rotation about a shaft portion of each leg; and means are provided for pivoting said legs to effect pivoting of said rolls.

5. The tandem road roller as defined in claim 1 wherein each roll is provided with an unbalance shaft, and an unbalance weight of the shaft is fixed thereto remote from said frame.

6. The tandem road roller as defined in claim 5 wherein said driving means includes a shaft for driving said rolls and a shaft for driving the unbalance Weights, and wherein said shafts are positioned in said central beams.

7. The tandem road roller as defined in claim 1 wherein each roll is rnoutned upon a shaft, each shaft is normally disposed in substantially normal relationship to an associated one of said arms, and means are provided for removing said rolls by axially drawing the same away from said arms.

8. The tandem road roller as defined in claim 1, wherein said drive means includes a planetary drive arrangement, and said planetary drive arrangement is housed in at least one of said rolls.

9. The tandem road roller as defined in claim 8 wherein a drive shaft is connected to said planetary drive arrangement, and a universal joint is connected to said drive shaft.

References Cited UNITED STATES PATENTS 2,691,927 10/1954 Denton 94-50 X 2,925,759 2/ 1960 Hillis 94-50 3,049,063 8/1962 Tinnin 94-50 3,105,424 10/1963 Dion 94-50 3,192,839 7/l965 Vevier 94-5() 3,225,669 12/ 1965 Green 94-50 FOREIGN PATENTS 230,760 3/ 1925 Great Britain. 438,928 11/ 1935 Great Britain. 806,147 6/ 1951 Germany.

JACOB L. NACKENOFF, Primary Examiner.