Road engineering machine

Abstract

The utility model relates to a road engineering machine, in particular to a road building machine or a two-wheel road roller, and the road engineering machine is used for processing the ground along the advancing direction and is provided with a movable and swingable operating device. A driver of the road construction machine of the type can accurately and precisely control the road construction machine, and the situation of the construction site can be known to a large extent as much as possible.

Description

Technical Field

[0001] The utility model relates to a road engineering machine used for processing the ground along the advancing direction, in particular to a road builder or a double-wheel roller. Background Art

[0002] The road construction machinery of the type described is used, for example, in street and road construction, in the construction of squares or similar structures. This type of road construction machinery usually has a frame, a driving platform, at least one travel device and an operating unit for inputting a steering preset. The road construction machinery of the type described here is especially a road builder or a two-wheel roller. In addition, the road builder usually also includes a hopper positioned in front of the driving platform in the paving direction, a plurality of conveying devices for longitudinally and transversely conveying paving materials, a travel device, such as a wheel or a crawler mechanism, and a paving plate. A two-wheel roller usually has a so-called roller roller and / or a rubber wheel as a travel device. The two-wheel roller can be configured as a pivot or articulated type. This type of road construction machinery is usually a self-propelled road construction machinery, which has a drive motor, such as an internal combustion engine or an electric motor, and the drive energy required for the operation of the road construction machinery is provided by the drive motor. The main load-bearing structure of the road construction machinery is usually a chassis of a frame and a frame, and the chassis has at least one, especially a plurality of the above-mentioned travel devices. The operation of the road construction machinery is usually carried out from the driving platform of the road construction machinery. For this purpose, the driving platform has a suitable operating device. Furthermore, it is known that at least one operating seat is provided in the driver's platform, from which an operator can operate the road construction machine starting from the seat position. The driver's platform has at least one guardrail or a driver's platform door.

[0003] Road construction machines are used to apply or lay a material mat, usually consisting of bulk paving material, such as asphalt or concrete, onto a prepared foundation. For this purpose, the road construction machine has a hopper at its front end, in which the paving material is stored. The paving material is transported to the rear of the machine through a central shaft, and there it is distributed transversely to the direction of advance by a transverse distribution device, such as a worm conveyor. Finally, the paving material is leveled and pre-compacted by a paving plate. A typical road construction machine is disclosed, for example, in DE 10 2017 002 225 A1.

[0004] Double-wheel rollers are also usually used to compact the foundation on which the covering layer should be laid or to compact the layer consisting of paving materials, especially asphalt. For example, a double-wheel roller can be used in a paving train behind a road builder in the paving direction, and compacts the material mat, especially the asphalt mat, laid by the road builder. For this purpose, the double-wheel roller can have, for example, two compacting rollers, which can be mainly composed of a metal hollow cylinder, and the double-wheel roller rolls on the ground to be compacted with the hollow cylinder. In addition, at least one vibration exciter can be respectively arranged in one or both of the compacting rollers, and the vibration exciter puts the compacting rollers into vibration, so as to affect the compaction effect in this way. For example, a typical double-wheel roller is disclosed in DE102018007825A1. One or two of the compacting rollers can be configured as a rubber wheel set to produce a kneading effect on the ground material.

[0005] In addition, a road construction machine of this type also includes a steering wheel for inputting steering inputs (actions) by an operator sitting on the operating seat so that the direction of movement of the road construction machine can be controlled during driving operation in the driving direction. In addition, a carrying carriage is provided, on or beside which the operating seat and the steering wheel are arranged. It is known that a transverse guide structure is provided, which, for example, has at least one guide rail, along which the carrying carriage can be moved together with the operating seat and the steering wheel, usually in a horizontal direction transverse to the direction of travel of the road construction machine. Thus, in a road construction machine of this type, the carrying carriage is movably supported on the transverse guide structure, in particular on the at least one guide rail, so that the carrying carriage can be moved together with the operating seat and the steering wheel along the at least one guide rail within an adjustment range, in particular linearly. In other words, it is known that the operating seat and the steering wheel are configured to be able to be moved together in a direction transverse to the direction of travel of the road construction machine within the driving platform, for example from a position on the right side relative to the current direction of travel to a position on the left side, and vice versa. There can also be intermediate positions, such as a central position. As a result, the operator of such a road construction machine can change his relative position within the road construction machine and, in particular when working along the longitudinal edge, adapt his position to the specific environmental conditions, for example. Here, the direction of advance is in particular the front / rear direction of the road construction machine. The direction of advance can be understood as a direction of advance that extends in the direction of the front side of the road construction machine. For a road construction machine, this usually refers to the side on which the bucket of the road construction machine is located. For a road roller, this usually refers to the side that is specified by the design of the respective machine. Here, the front side can be located behind the transverse guide structure when viewed from the operating seat.

[0006] For example, the patent DE 10 2010 035 270 B4 of the present applicant discloses a carrier carriage that is movable horizontally and transversely to the working direction or the forward direction of a road construction machine, the carrier carriage having an operating seat and a steering wheel. In addition to a transverse guide structure with at least one guide rail, the patent also discloses a carrier carriage that is movably supported on the transverse guide structure so that the carrier carriage can be moved along the transverse guide structure within an adjustment range between at least two mutually different lateral end positions together with the operating seat and the steering wheel. In addition, a steering drive shaft device is provided that is driven when the carrier carriage moves, specifically a steering drive shaft, which is connected to a steering driven shaft that is fixedly arranged on the road construction machine and extends parallel to the guide rail. Here, "fixed" means that the steering drive shaft is installed in a certain position relative to the frame, but can be rotated about a rotation axis that extends in the axial direction of the steering driven shaft. Thus, when the carrier carriage is simply moved along the transverse guide structure, the steering driven shaft is not adjusted along the adjustment movement direction of the carrier carriage. The steering driven shaft can be connected to a hydraulic valve or the like and is configured to transmit the steering command input by the operator through the steering wheel to one or more steerable travel devices of the road engineering machine. The mechanical interface between the steering drive shaft device and the steering driven shaft is formed by the reversing transmission device, so that the steering movement applied to the steering wheel is mechanically transmitted to the steering driven shaft by the steering drive shaft device. Here, when adjusting the carrier carriage, the reversing transmission device is also driven and is configured to be able to move axially relative to the steering driven shaft. Thus, unlike the fixed steering driven shaft, the reversing transmission device can be adjusted, especially moved, along the steering driven shaft together with the steering drive shaft device. The steering drive shaft device especially constitutes a mechanical connection for the transmission movement of the steering wheel and the reversing transmission device. The reversing gear is functionally designed such that the direction of the torque transmission direction from the steering wheel or the corresponding axis of rotation changes from the gear input to the gear output of the reversing gear, in particular by an angle of approximately 90°. Utility Model Content

[0007] The operating processes of road construction machines of the type described are varied and complex. At the same time, the requirements for the operating results are constantly increasing. Therefore, it is increasingly important that the driver of a road construction machine of the type described can control the road construction machine accurately and precisely and at the same time maintain the widest possible overview of the construction site situation. Therefore, the object of the present invention is to further improve the control console of a road construction machine known from DE 10 2010 035 270 B4.

[0008] The above object is achieved by using the road engineering machine according to the utility model.

[0009] The road construction machine of the type described, which is used for processing the ground in the forward direction, in particular a road builder or a two-wheel roller, comprises a frame, a driving platform, at least one travel device and an operating device arranged in the driving platform. For other possible details of this type of road construction machine, reference is also made to the above description of the related prior art. In addition, it is also provided for this type of road construction machine that the operating device comprises an operating seat for an operator of the road construction machine and a steering wheel for inputting steering inputs by an operator, in particular sitting on the operating seat. In addition, the road construction machine also has a carrying carriage. The carrying carriage is adjustably supported on a transverse guide structure so that the carrying carriage can move along the transverse guide structure within an adjustment range between at least two mutually different lateral end positions together with the operating seat and the steering wheel. Thus, the lateral end position of the carrying carriage with respect to the transverse guide structure refers to the maximum displacement of the carrying carriage on the transverse guide structure towards one side and the maximum displacement towards the side opposite to the transverse guide structure. The carrying carriage can also occupy one or more intermediate positions between the two lateral end positions and / or be infinitely adjustable between the two end positions. The transverse guide is in particular designed such that the carrying carriage can be moved in a horizontal plane (when the road construction machine is in a horizontal plane) along a displacement axis extending horizontally and transversely to the direction of travel, so that the carrying carriage and together with the carrying carriage, the operating seat and the steering wheel can be adjusted, for example, from a right-hand operating position to a left-hand operating position and vice versa. The transverse guide can have at least one guide rail, for example in the form of a guide tube, a guide beam or the like. The support of the carrying carriage on the transverse guide is therefore preferably designed such that the carrying carriage itself can only be adjusted translationally along the transverse guide.

[0010] Furthermore, it is provided that a steering drive shaft device is provided which is driven when the support carriage moves and is coupled to a steering output shaft which is fixedly arranged on the road construction machine and extends parallel to the guide rail. Functionally, the steering drive shaft device connects the steering wheel to the steering output shaft in order to transmit a steering torque or a steering rotational movement manually generated by an operator on the steering wheel. A fixed-position bearing of the steering output shaft refers to an arrangement in which the position of the steering output shaft is determined in the longitudinal direction or in the direction of its axis of rotation by one or more suitable bearings and is fixed in position relative to the frame of the road construction machine, but at the same time allows mobility about the axis of rotation of the steering drive shaft which extends along the longitudinal axis of the steering output shaft.

[0011] In addition, a reversing transmission is provided. The reversing transmission mechanically transmits the steering movement applied to the steering wheel from the steering drive shaft device to the steering driven shaft, and in other words, the reversing transmission is a mechanical interface between the two devices. In particular, a change in the direction of transmission of the steering movement and / or a change in the direction of rotation of the transmitted steering movement may occur here. The reversing transmission may in particular include at least one worm gear transmission, as disclosed, for example, in DE 10 2010 035 270 B4, to which reference is made here. When the support carriage moves, the reversing transmission is also driven along the transverse guide structure, and for this purpose the reversing transmission is arranged to be movable axially relative to the steering driven shaft. For this purpose, it can be provided, for example, that the output gear driven by the worm of the worm gear has a through opening with a polygonal opening cross-sectional profile, through which the steering output shaft extends, and the steering output shaft has a circumferential profile in cross section that is configured to be substantially complementary to the opening cross-sectional profile, so that the output gear can move in the axial direction of the steering output shaft, but obtains a positive rotation stop in the rotation direction along the rotation axis extending about the axial direction. Functionally, the steering drive shaft device connects the steering wheel with the reversing gear, and thereby transmits the steering movement input by the operator via the steering wheel to the reversing gear.

[0012] The steering output shaft can be connected, in particular, at the end, for example, to a hydraulic steering valve, a steering mechanism, directly to a steering actuator, one or more sensors or the like, i.e. to a device which transmits the adjustment movement of the steering output shaft triggered by the steering movement via the steering wheel on the output side relative to the steering output shaft. However, at least up to the output of the steering output shaft, it can be provided that in the road construction machine according to the invention there is a steering device with the above-described elements, in which the steering setting manually input by the operator via the steering wheel is transmitted, subsequently reversed and transmitted in a purely mechanical manner at least up to the output of the steering output shaft.

[0013] Furthermore, according to the invention, it is provided that an operating seat carrier is arranged on the carrying carriage, which is connected to the carrying carriage by an articulation device, in particular an articulation device including at least one swivel joint, so that the operating seat and the steering wheel can be swung about the swivel axis extending in particular in the vertical direction, so that the operating seat and the steering wheel can be swung about the swivel axis relative to the carrying carriage and thus also relative to the transverse guide structure. In addition to the above-described movability of the carrying carriage along the transverse guide structure, it is now possible to swivel the steering wheel and the operating seat relative to the transverse guide structure about the swivel axis by means of the operating seat carrier device swivelably articulated on the carrying carriage via the articulation device. Preferably, the road construction machine is configured so that the swivel axis of the carrying carriage and the displacement axis and / or the rotation axis of the steering output shaft extend out of plane / staggered relative to each other, in particular in the projection of the two axes onto a common vertical reference plane oriented transversely to the advancing direction, the two axes are at right angles to each other. In contrast, the displacement axis of the carrying carriage along the transverse guide structure and the rotation axis of the steering output shaft preferably extend parallel to each other but not coaxially. The support carriage and its bearing structure can be designed so that the reversing drive cannot be pivoted relative to the transverse guide structure, but can only be moved in the axial direction, as explained above. The vertical direction is understood to be a direction extending perpendicularly to a horizontal plane. If, within the scope of the present application, a pivot axis extending in the vertical direction is mentioned, this relates in particular to road construction machines that are located in a horizontal plane. It is understood that this "vertical extension" of the pivot axis corresponds to changes in the course of the ground surface, for example in a sloping terrain.

[0014] The supporting carriage thus preferably forms a functional support element directly connected to the transverse guide structure, which itself can only be adjusted in a translational manner along the transverse guide structure. On the one hand, the operating seat carrier forms a support structure, which is connected to the supporting carriage by an articulation and can thus be pivoted relative to the supporting carriage about a pivot axis and can be moved together with the supporting carriage along the transverse guide structure. On the other hand, the supporting structure forms an integral structure on which the operating seat and the steering wheel are supported and can thus be adjusted together with the supporting structure. The operating seat and the steering wheel are fixed in position relative to the supporting structure at least in the state locked on the supporting structure and, as described above, are adjusted together with the supporting structure. As a result, the weight force generated by the operator sitting on the operating seat is firstly absorbed by the operating seat carrier, which is in turn pivotably supported on the supporting carriage, which in turn is supported on the transverse guide structure, and which absorbs at least the main part of the total weight force of these elements and the operator. This arrangement as a whole therefore allows the operating device to have an additional degree of freedom of movement by means of a possible pivoting of the operating seat and the steering wheel, in particular relative to the carrying carriage, so that the operator can not only adjust the position of the operating seat along the transverse guide, but can also additionally assume a position oriented obliquely relative to the direction of travel by pivoting at least a portion of the operating seat support on the carrying carriage and thus also the operating seat. This can be done to such an extent that the operating seat is pivoted out beyond the lateral outer wall of the road construction machine, whereby the operator has particularly good viewing conditions along one side wall of the road construction machine.

[0015] Now, according to the utility model, it is further provided that the steering drive shaft device also includes a length compensation device. The length compensation device is configured so that when the operating seat carrier device is swung relative to the carrier slide and relative to the transverse guide structure about a swivel axis extending in particular in the vertical direction, the length compensation device compensates for the distance change that occurs between the steering wheel or the steering wheel output end / steering wheel driven end and the reversing gear input end or the reversing gear drive end. Thus, the length compensation device is particularly arranged in the area between the steering wheel and the reversing gear. Thus, from a functional point of view, the longitudinal extension dimension of the entire steering drive shaft device that functions as a steering drive shaft is particularly variable by using the length compensation device as a part of the steering drive shaft device, so that under the condition of maintaining the preferred fully mechanical transmission mode of the steering command of the transmission system from the steering wheel at least to the output of the steering driven shaft, in particular, the relative position change of the steering wheel or the steering wheel output end / steering wheel driven end relative to the reversing gear or in particular relative to the reversing gear input end / reversing gear drive end, which occurs, for example, due to the swivel of the operating seat carrier device relative to the carrier slide. While maintaining the possibility of torque transmission that is present without interruption between the steering wheel or steering wheel output / steering wheel output and the reversing gear input or reversing gear drive via the length compensation device, in this way different spatial relative positions of the steering wheel or steering wheel output / steering wheel output relative to the reversing gear input or reversing gear drive can be compensated, such as for example relative positions that may occur and assume relative to each other when the operating seat carrier is pivoted relative to the carrier carriage and thus also the steering wheel about an especially vertical pivot axis, and the transmission mechanism automatically adapts to the changing relative position of the relevant mechanical transmission elements by means of the length compensation device. In terms of magnitude, for example, it can preferably be provided that the length compensation device is designed such that it allows an axial length compensation extending in the direction of the at least partial longitudinal axis in the range of at least 0.5 cm, particularly preferably at least 1 cm.

[0016] The adjustment along the displacement axis and about the pivot axis serves in particular to adapt the viewing angle of the operator sitting in the operating seat to the specific working situation or working environment and, for example, to be able to adjust to changing working conditions for the same driver. This particularly preferably also includes the possibility that the operator sitting in the operating seat can selectively view the right or left side of the road construction machine from the corresponding operating position. The extent of adjustment of the support carriage along the displacement axis is therefore preferably also at least more than 50 cm, in particular more than 150 cm, transversely to the direction of travel of the road construction machine and is not to be confused with conventional seat adjustments, which are carried out within a very small range along or against the direction of travel of the road construction machine and are only used to adapt to the body shapes of different individual operators.

[0017] If the "forward direction" is mentioned in this document, this refers to the forward direction of movement of the road construction machine, in particular in working operation. It is understood that, in particular for road construction machines such as rollers, which can usually travel over the ground surface to be compacted in reverse operation relative to the current working direction, the forward direction can be switched between a forward and a backward direction. However, the forward direction in such road construction machines also preferably refers to only one of the two possible working directions.

[0018] "Preparing the ground" refers to the normal working functions of the respective road construction machine and the working actions performed on the ground. For road construction machines of the road paving machine type, this can in particular be the application of a material mat on the existing ground surface and, depending on the embodiment of the paving slab used in each case, also the at least partial compaction and leveling of the applied material mat. For road construction machines of the road roller type, the normal preparation of the ground consists in the compaction of the ground, which the road roller applies to the ground as it drives over it, either statically by its own weight or dynamically by means of, for example, one or more vibration excitation devices known from the prior art.

[0019] The road construction machine according to the present invention is preferably self-propelled and is thus preferably moved in the forward direction by its own drive. In order to generate the drive energy required for the operation and travel operation, the road construction machine can have a suitable drive device, such as an internal combustion engine and / or an electric motor.

[0020] It is therefore preferred that the supporting device between the transverse guide structure and the operating seat and the steering wheel is constructed in at least two parts and in particular is only two parts, that is, it includes an operating seat supporting device constructed as a supporting component and a supporting slide designed as a supporting component, the operating seat and / or steering wheel are arranged on the operating seat supporting device, and the supporting slide is pivotably connected to the supporting component via a hinge device and supported on the transverse guide structure.

[0021] The specific design of the articulated device is variable. Thus, for example, the articulated device can include more than one single hinge, in particular exactly two single hinges, which are positioned spaced apart from one another along the pivot axis, but whose single hinge axes extend coaxially with the pivot axis. Although there is a great deal of room for variation in the structural design, it is preferred that, viewed in the vertical direction, at least one of the single hinges is located above the transverse guide structure and / or at least one of the single hinges is located below the steering output shaft.

[0022] It is possible and preferred that the operating seat support device is designed in such a way that it allows the steering wheel and the operating seat to be swiveled simultaneously about the same swivel axis. Alternatively, it can also be provided that the operating seat support device comprises a support part for supporting the operating seat and a support part for supporting the steering wheel, each of which can be swiveled independently of one another relative to the support carriage, whereby it is advantageous that in this case the operating seat and the steering wheel can be swiveled about swivel axes that are coaxial with one another. However, it is advantageous in principle that the relative position of the steering wheel and the operating seat remains unchanged in different displacement positions of the support carriage, in particular in principle when the support carriage is displaced, and in different swivel positions of the operating seat support device relative to the support carriage, in particular in principle in different swivel positions.

[0023] In order to obtain the desired length compensation, the length compensation device can be constructed in different ways. It is best to perform the length compensation transversely to the rotation direction of the steering drive shaft device, especially transversely to the rotation direction of the steering drive shaft device in the area where the length compensation device is set, and transversely to the rotation axis of the steering drive shaft device in the area of ​​the length compensation device. At the same time, it is preferred that the length compensation can be performed and ensured at different length compensation positions while maintaining the torque transmission function of the steering drive shaft device from the steering wheel to the reversing gear. For this purpose, it is preferred that the length compensation device is rotationally fixed in the radial direction relative to the longitudinal axis of the length compensation area in the length compensation direction. For this purpose, the length compensation device can have two elements that can be adjusted relative to each other in the length compensation device, and these elements are simultaneously configured to be rotationally fixed relative to each other in the rotation direction around the adjustment axis of the length compensation device. For this purpose, it can be provided, for example, that the steering drive shaft device has a telescopic shaft section that is especially rotationally fixed itself or a telescopic device that can be adjusted within the compensation area. The telescopic device may include a sleeve and a shaft rod, which is embedded in or extends into the sleeve and is particularly configured to be rotationally fixed relative to the sleeve around the longitudinal axis of the sleeve. The sleeve and the shaft rod may be configured to be rotationally fixed to each other in the direction of rotation of the length compensation device, for example, by one or more mechanical stops that act in the overlapping area in the rotation direction. For this purpose, it can be provided, for example, that the sleeve and the shaft rod are configured to have a non-circular cross-sectional profile transverse to the axis of rotation, for example, to be polygonal, and to be complementary at least in the overlapping area. The elements that can be adjusted relative to each other along the longitudinal axis in the length compensation direction, such as the sleeve and the shaft rod embedded in the sleeve, are thus preferably axially movable relative to each other along the longitudinal axis within the length compensation range, but are preferably rotationally fixed or rotationally fixed relative to each other in the direction of rotation around the longitudinal axis, so that the rotational movement around the longitudinal axis can be transmitted between the sleeve and the shaft rod independently of the current displacement position.

[0024] A preferred improvement of the utility model provides that the steering drive shaft device includes a flexible or bendable shaft, or includes at least one section with a bendable shaft. The flexible shaft is outstanding in that the shaft allows obvious bending movement at least in the bending area, this bending movement is reversible, and the bending movement still allows torque transmission through the shaft at the same time. Thus, with the help of this flexible shaft, even if the steering wheel output end axis and the reversing transmission device drive end axis are not coaxial and / or no longer coaxially oriented, it is possible to establish and maintain the mechanical connection and movement transmission between the steering wheel and the reversing transmission. For example, this situation occurs when the operating seat support device swings around the swing axis relative to the transverse guide structure. At this time, the longitudinal axis of the flexible and partially bent shaft is locally determined by the orientation of its rotation axis at the corresponding midpoint. In addition, it is preferred that the length compensation device is formed by a part or region of the steering drive shaft device that does not have a flexible shaft. In other words, the flexible shaft that exists in some cases is preferably located outside the length compensation device.

[0025] Additionally or alternatively, in particular to compensate for the skewed orientation of the steering wheel output axis and the reversing gear drive axis, it can be provided that the steering drive shaft device comprises a first universal joint, for example a reversing gear universal joint, and a second universal joint, for example a steering wheel universal joint, which are arranged in series with respect to one another, i.e. arranged one behind the other or one after the other in the longitudinal axis or longitudinal extension direction of the steering drive shaft device. By means of the two universal joints, a universal shaft can be provided as part of the steering drive shaft device in order to thereby compensate for the relative orientation of the steering wheel output axis and the reversing gear drive axis, which in particular changes during operation, and at the same time ensure torque transmission via the steering drive shaft device.

[0026] For the development of the steering drive shaft device according to the invention having a first universal joint, such as a reversing gear universal joint, and a second universal joint, such as a steering wheel universal joint, it is advantageous if the length compensation device is arranged between the first and second universal joints, in particular in the direction of the longitudinal extension of the steering drive shaft device or in a direction perpendicular to the rotational direction of the steering drive shaft device. In this way, a length compensation between the two joint units of the steering drive shaft device is achieved, which can be advantageous, for example, in terms of spatial angles.

[0027] When the steering drive axle arrangement is projected into a virtual / imaginary horizontal reference plane, the first universal joint is preferably located in front of a pivot axis extending in particular in the vertical direction, as viewed in the direction of travel of the road construction machine, and the second universal joint is preferably located behind the pivot axis, as viewed in the direction of travel of the road construction machine. Such a spatial relative position is particularly suitable for achieving a relatively compact embodiment of the steering drive axle arrangement.

[0028] The steering drive shaft device can be configured so that when the steering drive shaft device is projected onto a virtual horizontal reference plane, at least one of the two universal joints is located on the pivot axis. Alternatively, it can be provided that the two universal joints are positioned in the projection without overlapping the pivot axis.

[0029] Additionally or alternatively, it can be provided that, when the steering drive axle arrangement is projected onto a virtual horizontal reference plane, the guide rails of the steering output axle and / or the transverse guide arrangement and / or the reversing gear are positioned in front of the first and second universal joints, as viewed in the direction of travel of the road construction machine. This also allows a more compact embodiment of the steering drive axle arrangement.

[0030] Preferably, the first universal joint, in particular the reversing gear universal joint, is designed and mounted on the reversing gear in such a way that the first universal joint or at least the joint point formed by the first universal joint is fixed in position relative to the reversing gear, in particular relative to the housing of the reversing gear, and the two longitudinal axes of the steering shaft elements connected to each other in an articulated manner via the universal joint intersect at the joint point. When the steering wheel or the operating seat carrier is pivoted, the first universal joint or its joint point thus does not change its relative position relative to the reversing gear or its reversing gear housing. Furthermore, preferably, the second universal joint, in particular the steering wheel universal joint, is designed and mounted in such a way that when the steering wheel is pivoted about the pivot axis of the operating seat carrier, the second universal joint or at least the joint point formed by the second universal joint moves or can move in a plane extending at an angle and in particular perpendicularly to the pivot axis, and the two longitudinal axes of the steering shaft elements connected to each other in an articulated manner via the universal joint intersect at the joint point.

[0031] For another preferred embodiment of the utility model, it can be provided that the reversing transmission comprises an input shaft with a reversing transmission drive end axis that can rotate around the input shaft axis, and the drive end of the input shaft is especially directly connected to the first universal joint. In this way, it can also be provided that the reversing transmission also includes at least a part of the first universal joint as a functional and structural module. In addition, it is preferred that the first and second universal joints are mechanically connected to each other by means of a connecting shaft that can rotate around the connecting shaft axis. The connecting shaft can especially include the length compensation device along the longitudinal axis of the shaft. In addition, it may be advantageous that the steering wheel is connected to the second universal joint via a steering shaft that can rotate around the steering shaft axis or the steering wheel output end axis. For the steering wheel or the steering wheel module containing the steering wheel, it can also be provided that the steering wheel or the steering wheel module also includes at least a part of the second universal joint as a functional and structural module. The steering shaft and the steering wheel itself can form a coherent, inherently rigid module.

[0032] When the steering drive spindle device is projected onto a virtual vertical reference plane extending in the longitudinal extension direction of the transverse guide structure, the rotation axes of the individual elements of the steering drive spindle device can be located in the course of the pivot axis and / or intersect it. However, the present invention also includes embodiments in which the rotation axes extend next to the pivot axis in the projection.

[0033] In order to further improve the operating comfort of the road construction machine operator, it is advantageous if the operating seat support device includes an adjustment device, which is designed so that the angle of the steering wheel plane relative to the swivel axis or the inclination of the steering wheel can be adjusted around the tilt axis. The adjustment device can additionally have a suitable locking device in order to fix the steering wheel, in particular relative to the operating seat, at the inclination set by the operator. However, the locking device does not simultaneously fix the steering wheel around the aforementioned swivel axis, in particular extending in the vertical direction, but only fixes it on the operating seat support device around the tilt axis, in particular extending horizontally, in different positions, in particular manually selectable by the operator. The adjustment range of the adjustment device in a virtual projection plane extending transversely to the longitudinal direction of the transverse guide structure and extending in the vertical direction is preferably at least 15°, preferably at least 25°.

[0034] It is particularly preferred that the adjustment device and the steering drive shaft device are designed so that the steering shaft can also be locked in a position in which the steering shaft is positioned coaxially with the rotation axis of the input shaft on its rotation axis. This also allows a more compact design of the steering drive shaft device as a whole.

[0035] The adjusting device can be designed in particular so that a preferably horizontally extending tilting axis, about which the steering wheel can be adjusted independently of the pivot axis, extends through one of the universal joints. In this way, it can be achieved that no length compensation is required within the steering drive shaft arrangement for adjusting the inclination of the steering wheel.

[0036] Ideally, the operating seat carrier with the operating seat and the steering wheel can be pivoted about a pivot axis extending, in particular in the vertical direction, between two maximum end positions by an angle of at least 90°, in particular at least 120°, and / or a maximum of 180°, in particular a maximum of 160°, relative to the carrying carriage. This allows, for example, an operator who is in the control panel and sitting in the operating seat to be able to pivot at least partially out of the control panel and to sit practically outside the rest of the machine and to be able to more comfortably view along the lateral outer walls of the road construction machine. This can allow the road construction machine to be maneuvered more precisely along obstacles extending in the direction of travel, such as curbstones.

[0037] It can be provided that the operating device comprises one or more locking devices, in particular locking devices which can be released and fixed manually in each case. One of the locking devices can be designed in such a way that it locks and releases the carrying carriage with respect to its mobility along the transverse guide. Additionally or alternatively, a locking device can be provided which is designed in such a way that it locks and releases the operating seat carrier with respect to a swivel motion of the operating seat carrier about a swivel axis relative to the carrying carriage and thus also relative to the transverse guide. The locking device is preferably manually operable.

[0038] One or more of the above-mentioned locking devices can be designed so that they allow stepwise or stepless adjustability within the adjustment range between two maximum end positions that define the respective adjustment range. In addition or as an alternative, one or more sensors can be provided for determining the position or for determining whether one or more defined positions, such as defined, in particular, maximum end positions, etc., are occupied. Further in addition or as an alternative, one or more drive devices, such as drive motors, in particular electric motors or hydraulic motors, and / or actuators can also be included, which are designed and arranged for motor-driven driving of the respective adjustment movement within the respective adjustment range.

[0039] The steering drive shaft device can additionally include a telescopic device, which is configured so that the steering wheel 11 can be adjusted along the axis A1, in other words, it is actually height-adjustable. However, this height adjustment is independent of the swing and displacement position of the operating device and, in particular, is independent of the current relative position of the carrier slide relative to the operating seat support device. It is particularly preferred that the telescopic device is formed in the area between the steering wheel and the second universal joint, that is, in the area of ​​the steering drive shaft device that rotates around the steering shaft axis. Thus, in this improved solution, the steering shaft drive device includes two devices arranged in series with each other that allow adjustment in the longitudinal direction of the steering drive shaft device. However, the devices are functionally independent of each other. The height adjustment of the steering wheel by means of the telescopic device does not change the relative position of the carrier slide relative to the operating seat support device or the state of the length compensation device. On the contrary, although the change in the relative position of the carrier slide relative to the operating seat support device affects the length compensation device or its state, it does not affect the current height position of the telescopic device and / or the steering wheel.

[0040] In addition to the above-described increased variability of the relative position of the operator seat relative to the transverse guide structure, the utility model also makes it possible in terms of construction to freely select the position of the pivot axis relative to the position of the displacement axis of the transverse guide structure and thus to individually adapt it to the various conditions of the respective road construction machine. The two axes can extend out of plane with respect to each other. However, the two axes can also intersect and / or extend completely in a common plane. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The present invention will be described in detail below based on the embodiments shown in the accompanying drawings. Schematically:

[0042] Figure 1 is a side view of a road construction machine of the road builder type;

[0043] Figure 2 It is a side view of a road construction machine of the road roller type;

[0044] Figure 3 is a perspective side view of an operating unit of a road construction machine viewed from above and behind;

[0045] Figure 4 yes Figure 3 A top view of the operating device in FIG. 1 , showing different swing and movement positions;

[0046] Figure 5 is along Figure 4 A cross-sectional view of line II in FIG. 1 ; and

[0047] Figure 6 is along Figure 4 Cross-sectional view along line II-II. DETAILED DESCRIPTION

[0048] Identical or identically functioning components are marked with the same reference numerals in the figures. Repeated components are not individually marked in each figure.

[0049] Figure 1 and 2 A road construction machine 1 is shown, in particular a road building machine ( Figure 1 ) and double drum roller type rollers ( Figure 2 The road construction machine 1 preferably has a frame 3, a driving platform 2 and a chassis. The road construction machine 1 is operated from the driving platform 2. The chassis preferably includes a travel device 6, which is arranged on a Figure 1 In the case of a road builder it can be a crawler mechanism or wheels. Figure 2In the case of the roller in the embodiment, the travel device 6 can be configured as a compacting roller or a rubber wheel set, for example. In addition, the road construction machine 1 preferably also includes a drive motor 4 as a main drive device, which can be, for example, an internal combustion engine, especially a diesel engine, and / or an electric motor, and provides drive energy for the operation of the road construction machine 1. During the operation of the road construction machine 1, the road construction machine moves on the foundation B along the forward direction a or in the opposite direction to the forward direction and processes the foundation, for example, by laying a material mat, especially an asphalt mat, by a road builder, or by compacting the ground by a two-wheel roller.

[0050] according to Figure 1 The road-building machine preferably has a hopper 5 in which the paving material is stored during operation. The paving material is then transported to its tail by the road-building machine, where it is distributed by a lateral distribution device, such as a worm conveyor, and is leveled and pre-compacted by a paving plate 7.

[0051] according to Figure 2 The road roller can compact the ground statically by its own weight and optionally dynamically by means of one or more vibration excitation devices arranged in one or more compacting rollers 6.

[0052] The road construction machine 1 has at least one operating device 8 on its driving platform 2, such as Figures 3 to 6 The operating device 8 is described in detail by way of example in the figure. A part of the operating device 8 is mainly an operating seat 9, from which an operator sitting on the operating seat can mainly operate the steering wheel in order to manually pre-set a steering command. The operating device 8 can have an operating console 10, such as in Figure 1 The operating table is shown in part in the figure. Figures 3 to 6 Further details of an exemplary structure of the operating device 8 are given in .

[0053] In addition to the operating seat 9, the operating device 8 comprises a steering wheel 11 arranged in front of the operating seat in the direction of sight of an operator sitting in the operating seat 9, a carrier carriage 12 and a transverse guide 13, which in the present case has, for example, at least one guide rail 14 which bears at least the majority of the loads generated by the carrier carriage 12 and the elements arranged thereon and by the driver sitting in the operating seat. The steering wheel 11 can be arranged centrally with respect to the operating seat 9, that is, it can be positioned in the middle of the width of the seat surface when the operating seat 9 and the steering wheel 11 are projected into a common vertical projection plane, which extends perpendicularly to the direction of sight of an operator sitting in the operating seat and looking straight ahead from the operating seat in the direction of the steering wheel. The carrying carriage 12 is supported on the transverse guide structure 13 so that it can move, in particular linearly move, in the direction of the displacement axis VA within the adjustment range VB and can have, for example, a bearing sleeve 15, which can include a rolling bearing or the like, which can be moved on a guide rail 14 of the transverse guide structure 13, which is designed as a round tube in the present embodiment. The transverse guide structure 13 can also include alternative and / or supplementary supporting and guiding devices to the guide rail 14, which, for example, have a polygonal cross section and / or include a plurality of guide rails extending parallel to each other, etc. The carrying carriage 12 is functionally a single-part or multi-part supporting device, on which an operating seat supporting device 22 is supported so that it can swing about a swing axis S via an articulation device 24, which in turn forms a supporting structure for the steering wheel 11 and the operating seat 9. As a result, the carrying carriage 12 forms a mechanical connection with the transverse guide structure 13. The maximum displacement positions of the carrier carriage 12, in particular of its bearing sleeve 15, relative to one another define two lateral end positions, for example a left and a right lateral end position with respect to the advancing direction a, which in each case define a maximum displacement position in the respective direction, for example due to a mechanical stop. A stepless or stepwise adjustment can be provided within the adjustment range VB. The transverse guide 14 can be a device which, unlike the steering output shaft 17 described in detail below, receives and supports at least a major part of the weight generated by the carrier carriage 12 and the elements carried by the carrier carriage 12, such as, for example, the operating seat 9, the steering wheel 11, the operator sitting in the operating seat 9, etc.

[0054] Furthermore, a steering drive shaft arrangement 16 and a steering output shaft 17 are also part of the operating device 8. The steering output shaft 17 can extend substantially parallel to the transverse guide structure 13 or the displacement axis VA. It is important that the steering output shaft 17 can rotate about the steering output shaft axis LA, but is otherwise arranged in the road construction machine 1 in a fixed position, especially relative to the frame 3. As a result, when the support carriage 12 moves along the displacement axis VA on the transverse guide structure 13, the steering output shaft 17 does not follow the movement, but rather the support carriage 12 and the elements carried by the support carriage 12, which will be described in detail below, move simultaneously along the steering output shaft 17. In addition, the steering output shaft 17 also has a supporting function for positioning the support carriage 12, but the support function, i.e. the absorption of the weight forces generated by the support carriage, is preferably at least mainly realized by the transverse guide structure 13. It is particularly preferred that the support carriage 12 is supported load-free relative to the steering output shaft 17, in particular so that no portion of the weight forces originating from the support carriage 12 and from the elements to be described in more detail below and carried by the support carriage 12 is transmitted to the steering output shaft 17. The steering output shaft 17 can be connected in particular at the end and further in particular directly to a hydraulic valve 18, by means of which, for example, a steering hydraulic circuit, in particular a hydraulic actuator of a steering device not shown in detail in the figure, can be actuated, so that, for example, a steering system is provided overall, the steering setting of which is predetermined by the operator via the steering wheel, and is transmitted only mechanically via the steering drive shaft device 16 to the output of the steering output shaft 17. In order to realize the connection or mechanical motion or torque transmission from the steering drive shaft device 16 to the steering output shaft 17, a reversing gear 19 can be provided, as disclosed in DE 10 2010 035 270 B4. The reversing gear 19 can be, for example, a helical gear transmission with a pinion 20 and a helical gear 21 meshing with the pinion, the rotation axes of the pinion and the helical gear being offset by 90°. The helical gear 21 can be arranged rotationally fixed on the steering output shaft 17, for which purpose the steering output shaft 17 can be, for example, a spline shaft or a polygonal shaft with a non-circular cross-sectional profile. The hub of the helical gear 21 can be designed to be complementary to the non-circular cross-sectional profile, so that the helical gear 21 can be moved along the longitudinal axis of the steering output shaft 17, but at the same time a positive lock is formed between the helical gear 21 and the steering output shaft 17 with respect to the rotation about the longitudinal axis.

[0055] The support carriage 12 thus also forms a support component, on which the operating seat support device 22 is articulated so as to be able to swing about a swing axis S via an articulation device 24. For example, the articulation device 24, which includes a first rotary hinge 24a and a second rotary hinge 24b, is configured so that the operating seat support device 22 can be rotated relative to the support carriage 12 about a swing axis S extending in particular in the vertical direction, so that the operating seat support device 22 on which the operating seat 9 and the steering wheel 11 are arranged can not only be moved relative to the support carriage 12 directly arranged on the transverse guide structure 13, but can now also be swung. For this purpose, the articulation device 24 can include a plurality of single hinges, in particular spaced apart from each other along the swing axis S, such as, for example, an upper first rotary hinge 24a and a lower second rotary hinge 24b ( Figure 5 ), the rotary joint is coaxially positioned on the swing axis S with respect to its rotation axis. Therefore, the operating seat 9 and the steering wheel 11 can not only be moved together along the movement axis VA in the horizontal plane, but also can be swung, for example, in the horizontal plane around the swing axis S extending in the vertical direction in the present embodiment.

[0056] The swivel axis S and the displacement axis VA extend obliquely relative to each other in the present embodiment and are spaced apart from each other, for example, when viewed in the advancing direction a. However, in principle, there is a great deal of room for variation in terms of the specific structure, which can be achieved, for example, to the extent that the two axes intersect each other on a virtual reference plane extending in the vertical direction and in a direction transverse to the displacement axis, or that the two axes are at the same height when viewed in the advancing direction a.

[0057] The functional scope that can be realized by the arrangement according to the utility model is, for example, Figure 4 The first position of the carrier carriage 12 is shown with a solid line, in which the carrier carriage is shown essentially centered with respect to the adjustment range VB along the displacement axis VA and in the direction of sight from the operating seat 9 in the forward direction or working direction a. Figure 4An alternative position is shown in dashed lines in the figure, where corresponding reference numerals are marked with "'" in the figure. The carrying carriage 12 is displaced laterally along the displacement axis VA within the adjustment range VB (in the present example, specifically, viewed in the advancing direction a, to the left). In addition, the operating seat supporting device 22 is swiveled in the clockwise direction about the swivel axis S relative to the carrying carriage 12 by a swivel angle α, which is measured in a virtual, in particular horizontal, reference plane extending perpendicularly to the swivel axis S. The operating seat 9 can be swiveled to such an extent, viewed in the displacement direction, that it protrudes, in particular also with its seat positioning point 25, beyond the transverse guide structure 13 and even at least partially beyond the outer side wall of the respective road construction machine 1. The seat positioning point 25 refers to the standard defined in the EN ISO 5353 standard. In addition, the standard also provides a method on how the exact position of the seat positioning point SIP can be uniquely determined on any seat, which method is cited here. The seat positioning point SIP is located approximately in the center of the seat, a few centimeters above the seat surface. A more precise description can be obtained from the standard EN ISO 5353.

[0058] It is understood that the present embodiment is constructed so that the operating seat 9 can also be moved to the right and can also be swung out to the right. In addition, the movement function of the operating seat 9 together with the support slide 12 and the operating seat support device 22 or the swinging function of the operating seat 9 relative to the support slide 12 are not forcibly coupled to each other at a certain relative position, but can preferably be implemented independently of each other within the scope of their respective adjustment ranges. Thus, for example, it is advantageous if the operating device 8 is constructed as a whole so that the operating seat 9 and the steering wheel 11 or the operating seat support device 22 can also be moved from the right to the left. Figure 4 Starting from the centrally oriented position shown in solid lines in FIG. 1 , the carriage 12 can be pivoted or pivoted about the pivot axis S without the need for moving the carriage 12 along the displacement axis VA for this purpose or reaching one of the two end positions along the displacement axis VA and vice versa.

[0059] Figure 5 is along Figure 4 A transverse sectional view of the section along the II line in FIG. 1 (ie when the operating seat 9 is oriented on the carrying carriage 12 toward the front along the advancing direction a), and Figure 6 is along Figure 4 2 is a transverse sectional view of the section along the line II-II in FIG. 1 (ie when the operating seat 9 is swung out relative to the carrying carriage 12 ). Figure 5 and 6 A comparison with one another illustrates the mode of functioning of the length compensation device 26 included in the steering drive spindle arrangement 16 as well as further details of a possible design of the steering drive spindle arrangement 16 .

[0060] In the present embodiment, the steering drive shaft arrangement 16 from the steering wheel 11 comprises a steering shaft 27 rotatable about a steering shaft axis A1, a second universal joint 28, a connecting shaft 29 rotatable about a connecting shaft axis A2, a first universal joint 30 and an input shaft 31 of the reversing gear 19 rotatable about an input shaft axis A3. As shown in the present embodiment, the length compensation device 26 can be designed as a telescopic device 32 having a bushing 33 and a shaft 34 which is engaged in the bushing 33 in a form-fitting and rotationally fixed manner in the circumferential direction relative to the longitudinal axis. The telescopic device 26 is designed so that its extension in the direction of its longitudinal axis is variable at least within an adjustment range of, for example, at least 5 mm by moving the bushing 33 relative to the shaft 34 along their common rotation axis (in the present embodiment, the connecting shaft axis A2) and while maintaining mutual rotational fixity. Viewed in the longitudinal extension direction of the steering drive shaft arrangement, the length compensation device 26 can be arranged, for example, between the second universal joint 28 and the first universal joint 30. In particular, the distance between the two universal joints 28 and 30 can be varied within a compensation range by means of the length compensation device 26, while maintaining the ability to transmit torque via the steering drive shaft device 16. In particular, the compensation range thus refers to, for example, the difference between the maximum and minimum distance between the two universal joints 28 and 30, which occurs in different pivoting positions of the operating seat relative to the transverse guide structure and / or the carrier component relative to the support component.

[0061] exist Figure 5 It can be seen along the section line II that the shaft axes A1, A2 and A3 do not extend coaxially with one another, but are each at an angle to one another in the section plane. These angles can be varied in relation to one another by means of an adjusting device 35, by means of which the angle β of the steering wheel plane E relative to a virtual horizontal reference plane or the inclination N of the steering shaft axis A1 can be adjusted. In particular, it can be provided that the adjusting device 35 is designed so that, when the steering wheel is adjusted in inclination, the axis of rotation of the steering shaft axis A1 extends through a universal joint, in the present case, for example, through the second universal joint 28. In this case, the second universal joint 28 is thus suitable for a dual function, since it not only forms a joint for the inclination adjustment of the steering drive shaft device 16, but also participates in the adaptation of the steering drive shaft device 16 to different pivoting positions of the operator seat support device 22 relative to the support carriage 12 about the pivoting axis S. By definition, the steering wheel plane E extends perpendicularly to the axis of rotation of the steering wheel 11 and thus, in the present embodiment, perpendicularly to the steering shaft axis A1. Specifically, the steering wheel 11 can be pivoted by means of the adjusting device 35 in a direction closer to the transverse guide structure 13 or can be pivoted away from the transverse guide structure 13 .

[0062] If the seat support device 22 is pivoted about the pivot axis S, as in Figure 6 , the axes A1, A2 and A3 no longer extend in a common vertical plane, but in different vertical planes that intersect one another. In addition, the distance from the steering wheel 11 to the reversing gear 19 also changes, in particular the distance between the steering wheel 11 and the reversing gear 19 or the steering output shaft 17 projected onto a virtual horizontal reference plane. The specific points of the steering wheel 11 and the reversing gear 19 used for determining the distance change can be varied. For example, for the steering wheel 11, this can be a point on the outer surface of the steering wheel through which the steering shaft axis A1 extends, and for the reversing gear 19, this can be the intersection of the input shaft axis A3 and a virtual connecting line extending perpendicularly to the steering output shaft axis LA and perpendicularly to the input shaft axis A3. While maintaining the ability to transmit the steering torque generated by the operator via the steering wheel 11 via the steering drive shaft device 16 to the steering output shaft 17, this distance change can now be compensated or compensated for by means of a length compensation device 26 integrated in the force transmission path of the steering drive shaft device 16, in this specific example, for example by moving the bushing 33 along the connecting shaft axis A2 relative to the shaft rod 34, without the need for positional adaptation of the steering wheel position relative to the operating seat 9 or the position of the reversing transmission 19 relative to the steering output shaft 17.

[0063] To explain this in more detail, Figure 6 Given in Figure 5 The position of the midpoint 28' of the second universal joint in the horizontal plane is determined by the position of the midpoint 28' of the second universal joint in the horizontal plane. As a result, when the operating seat supporting device 22 is swung, the arc movement around the swiveling axis S in the horizontal plane is mainly completed by the operating seat 9 and the steering wheel 11. The second universal joint 28 will also change its relative position relative to the supporting carriage 12. In contrast, the first universal joint 30 is fixed in position in the radial direction relative to the supporting carriage 12 and does not change its relative position. The intersection of the axes A1 and A2 defines the hinge point of the second universal joint 28, while the intersection of the axes A2 and A3 defines the hinge point of the first universal joint 30. Figure 5 and 6The comparison shows that the articulation point of the first universal joint 30 maintains its relative position relative to the reversing gear 19, in particular, for example, relative to the housing of the reversing gear, when the operating seat carrier 22 is pivoted about the pivot axis S. The first universal joint is thus mounted on the reversing gear 19 in such a way that its articulation point is fixed relative to the reversing gear 19, in particular, relative to the housing of the reversing gear. In contrast, the situation is different for the articulation point of the second universal joint 28. The second universal joint is mounted in such a way that, when the operating seat carrier 22 is pivoted about the pivot axis S, the articulation point of the second universal joint 28 moves in a horizontal plane F, which in the present embodiment extends perpendicularly to the pivot axis S. In this plane F, the articulation point of the second universal joint 28 moves along a curved path. The vertical distance of the plane F relative to the reversing gear 19 or along the pivot axis S and / or the course of the curved path in the plane F can vary depending on the angle β of the steering wheel plane E or the inclination N of the steering shaft axis A1.

[0064] In addition, regarding Figure 6 Purely as a precaution, it should also be noted that, for reasons of clarity, the steering wheel 11 and the part of the steering drive shaft arrangement 16 extending from the steering wheel 11 to the second universal joint 28 are shown without section in this figure.

[0065] also, Figure 5 It is shown that, when projected into a horizontal reference plane, viewed in the advancing direction, the first universal joint 30 is located in front of the pivot axis S, which in turn is positioned in front of the second universal joint 28. Thus, the two universal joints 28 and 30 are arranged distributed around the pivot axis S. Furthermore, when viewed in this way, the steering output shaft 17 is arranged in front of the two universal joints 28 and 30. This makes it particularly easy to achieve a relatively compact design of the length compensation device 26.

[0066] Finally, by Figure 5 Here again, another function of the operating device 8 described in detail in the figures is obtained, which function is independent of the above description of the specific embodiment. Therefore, the steering drive shaft device 16 includes a telescopic device 23 in the area between the second universal joint 28 and the steering wheel 11, which is designed so that the steering wheel 11 can be adjusted along the axis A1, in other words, the steering wheel is actually height-adjustable. However, the length variability present here is functionally independent of the length compensation that is performed when the operating seat support device 22 is pivoted about the pivot axis S as described above. However, for the steering drive shaft device 16, two devices for changing the length of the steering drive shaft device 16 can be present.

Claims

1. A road construction machine for processing ground in a forward direction (a), the road construction machine comprising: - Rack (3) - Bridge (2) - at least one travel device (6), and - an operating device (8) arranged in the driving console, The operating device (8) comprises: - an operating seat (9) for an operator of a road construction machine (1), and - a steering wheel (11) for inputting steering input by an operator, The operating device can be adjusted along the transverse guide structure (13) by means of the carrying carriage (12). The support carriage (12) is adjustably supported on the transverse guide structure (13) so that the support carriage can be moved along the transverse guide structure (13) between at least two mutually different lateral end positions within an adjustment range (VB) together with the operating seat (9) and the steering wheel (11). A steering drive shaft device (16) is provided which is driven when the carrying carriage (12) moves along the transverse guide structure (13), and the steering drive shaft device is connected to a steering driven shaft (17) which is fixedly arranged on the road construction machine (1) and extends parallel to the transverse guide structure (13). In addition, a reversing transmission device (19) is provided, and the steering movement applied to the steering wheel (11) is transmitted from the steering drive shaft device (16) to the steering driven shaft (17). When the supporting carriage (12) moves, the reversing transmission device (19) is also driven and is arranged to be movable in the axial direction relative to the steering driven shaft (17). The steering drive shaft device (16) connects the steering wheel (11) to the reversing transmission device (19). It is characterized in that An operating seat supporting device is arranged on the supporting slide (12), and the operating seat supporting device is connected to the supporting slide (12) via a hinge device (24) so ​​as to be able to swing around a swing axis (S), so that the operating seat (9) and the steering wheel (11) can swing around the swing axis (S) relative to the supporting slide (12), and the steering drive shaft device (16) includes a length compensation device (26).

2. The road construction machine according to claim 1, characterized in that: The length compensation device (26) has a telescopic device (32) which is adjustable within a compensation range.

3. The road construction machine according to claim 1 or 2, characterized in that: The length compensation device (26) is rotationally fixed in a radial direction relative to a longitudinal axis of a length compensation range of the length compensation device (26).

4. The road construction machine according to claim 1 or 2, characterized in that: The steering drive shaft device (16) comprises a flexible shaft.

5. The road construction machine according to claim 1, characterized in that: The steering drive shaft device (16) comprises a first universal joint (30) and a second universal joint (28), wherein the first universal joint and the second universal joint are arranged in series with each other.

6. The road construction machine according to claim 5, characterized in that: The length compensation device (26) is arranged between the first universal joint and the second universal joint.

7. The road construction machine according to claim 5 or 6, characterized in that: When projected onto a horizontal reference plane, the first universal joint (30) is located in front of the swing axis (S) when viewed along the forward direction (a) of the road construction machine (1), while the second universal joint (28) is located behind the swing axis (S) when viewed along the forward direction (a).

8. The road construction machine according to claim 5 or 6, characterized in that: When the steering drive shaft device (16) is projected into a horizontal reference plane, the steering driven shaft (17) and / or the guide rail (14) of the transverse guide structure (13) and / or the reversing transmission device (19) are positioned in front of the first universal joint and the second universal joint when viewed in the forward direction (a) of the road construction machine (1).

9. The road construction machine according to claim 5 or 6, characterized in that: The reversing transmission device (19) comprises an input shaft rotatable about an input shaft axis, a driving end of the input shaft is connected to a first universal joint (30), the first universal joint and a second universal joint are connected to each other via a connecting shaft rotatable about a connecting shaft axis, and the steering wheel (11) is connected to the second universal joint (28) via a steering shaft rotatable about a steering shaft axis.

10. The road construction machine according to claim 1 or 2, characterized in that: The operating seat support device comprises an adjustment device (35) which is designed to enable the inclination of the steering wheel to be adjusted.

11. The road construction machine according to claim 10, characterized in that: The adjusting device (35) and the steering drive shaft arrangement (16) are designed such that the steering shaft can be positioned coaxially with respect to its axis of rotation to the axis of rotation of the input shaft.

12. The road construction machine according to claim 1 or 2, characterized in that: The adjustment angle of the operating seat support device relative to the support slide (12) about the pivot axis (S) between two maximum end positions is at least 90° and / or at most 180°.

13. The road construction machine according to claim 1 or 2, characterized in that: The adjustment angle of the operating seat support device relative to the support slide (12) about the pivot axis (S) between two maximum end positions is at least 120° and / or at most 160°.

14. The road construction machine according to claim 1 or 2, characterized in that: The road engineering machine (1) is a road builder or a two-wheel roller.

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