Mastic asphalt finisher

Abstract

A mastic asphalt finisher (1) for producing traffic surfaces on a substrate comprises at least one grit bunker (50) having a grit-discharging device; a first running gear arrangement having a first running gear unit (15) and a first running gear drive and also a second running gear arrangement having a second running gear unit (25) and a second running gear drive, which are arranged at opposite ends of the grit bunker (50) with respect to an x direction; wherein the first running gear arrangement comprises a first leg (11) which is connected to the grit bunker (50) so as to be pivotable via a first end about a first vertical leg axis and is connected to the first running gear unit (15) via a second end; and wherein the first running gear unit is movable relative to the grit bunker (50) in the vertical direction via a first lifting device, in particular a first levelling cylinder (12); and wherein the first running gear arrangement comprises a first pivoting device, in particular a first strut cylinder (13) which is arranged between the grit bunker (50) and the first leg (11) in such a way that the first leg can be pivoted relative to the grit bunker (50) by actuating the first pivoting device and in particular can be fixed statically, wherein the mastic asphalt finisher (1) comprises a levelling control device, whereby it is possible to control the first lifting device, in particular the first levelling cylinder (12), on the basis of a measurement variable on the first lifting device and / or on the first pivoting device, in particular on the first strut cylinder (13), in particular on the basis of a pressure in the first levelling cylinder (12) and / or of a pressure in the first strut cylinder (13), in order to compensate for deformations on the mastic asphalt finisher (1).

Description

[0001] Mastic asphalt paver

[0002] Technical area

[0003] The invention relates to mastic asphalt pavers for producing traffic areas on a subsurface, comprising at least one chippings hopper with a chippings discharge device; a first chassis arrangement with a first chassis and a first chassis drive, and a second chassis arrangement with a second chassis and a second chassis drive, which are arranged at opposite ends of the chippings hopper with respect to an x-direction; wherein the first chassis arrangement comprises a first leg, which is connected to the chippings hopper via a first end so as to be pivotable about a first vertical leg axis and is connected to the first chassis via a second end; and wherein the first chassis is movable in the vertical direction relative to the chippings hopper via a first lifting device, in particular a first leveling cylinder.and wherein the first chassis arrangement comprises a first pivoting device, in particular a first strut cylinder, which is arranged between the chippings hopper and the first leg such that the first leg can be pivoted relative to the chippings hopper and, in particular, statically fixed by actuating the first pivoting device. The invention further relates to a method for controlling a mastic asphalt paver and a method for producing a mastic asphalt pavement using a mastic asphalt paver.

[0004] State of the art

[0005] Mastic asphalt pavements are preferred for roadways with high traffic loads, especially for civil engineering structures such as bridges and tunnels on highways, because they offer specific advantages over other construction materials. Mastic asphalt exhibits high flexural strength, high ductility, and elasticity. Furthermore, it is largely impervious and thus resistant to water, acids, and other environmental influences, thus offering a much longer service life than rolled asphalt. Laying mastic asphalt pavements requires special paving machines, known as mastic asphalt pavers. Such equipment has long been known in the art.

[0006] In the process for producing a mastic asphalt surface, mastic asphalt is applied to a substrate and then chippings are spread over the mastic asphalt surface.

[0007] Since the mastic asphalt only becomes load-bearing after cooling, the mastic asphalt paver cannot support itself on the freshly laid mastic asphalt surface. This creates the problem that an edge section must be provided on both sides of the mastic asphalt pavement to be created, on which the mastic asphalt paver can support itself. It is known to use a rail-guided mastic asphalt paver for this purpose in order to keep this edge section as narrow as possible. The rail also forms the height reference on the left and right for consistent paving. However, this has the disadvantage that the rails have to be assembled and dismantled again. These methods are time-consuming and expensive. Another known method is paving with a mastic asphalt paver on crawlers, in which a wire is stretched to the left and right of the paving section as a height reference. Although the effort is less than paving on rails, this method is also relatively time-consuming.Finally, a so-called 3D paving method is known, also using a tracked mastic asphalt paver. In this system, total stations are set up to establish a reference and determine the exact position of the mastic asphalt paver. The effort required for 3D paving is therefore considerable due to the processing of the 3D data and the additional equipment (total stations). Furthermore, this system may not be reliable, particularly on bridges due to vibrations, and in tunnels due to the steam generated during paving.

[0008] The mastic asphalt paver is designed to achieve the most homogeneous, smooth, and even surface possible. To achieve this, the mastic asphalt paver must be configured to distribute the mastic asphalt evenly. Furthermore, the best possible longitudinal evenness should be achieved by maintaining a constant paving thickness and a constant tool height relative to a reference (typically the rail). Furthermore, care must be taken to prevent the mastic asphalt from separating during paving.

[0009] Description of the invention

[0010] The object of the invention is to create a mastic asphalt paver belonging to the technical field mentioned above, with which a mastic asphalt surface can be produced particularly precisely and efficiently even in confined spaces.

[0011] The solution to the problem is defined by the features of claim 1. According to the invention, the mastic asphalt paver comprises a leveling control device, with which the first lifting device, in particular the first leveling cylinder, can be controlled based on a measured variable on the first lifting device and / or on the first pivoting device, in particular on the first strut cylinder, in particular based on a pressure in the first leveling cylinder and / or a pressure in the first strut cylinder, in order to compensate for deformations on the mastic asphalt paver (1).

[0012] In a method for controlling a mastic asphalt paver for producing traffic areas on a subsoil, comprising a. at least one chippings hopper with a chippings discharge device; b. a first chassis arrangement with a first chassis and a first chassis drive and a second chassis arrangement with a second chassis and a second chassis drive, which are arranged at opposite ends of the chippings hopper; wherein c. it comprises a first leg which is connected to the chippings hopper via a first end so as to be pivotable about a first vertical leg axis and is connected to the first chassis via a second end; and wherein d. the first chassis can be moved in the vertical direction relative to the chippings hopper via a first leveling cylinder; and wherein e.it comprises a first strut cylinder which is arranged between the chippings hopper and the first leg such that the first leg can be pivoted relative to the chippings hopper by actuating the first strut cylinder; wherein f. the mastic asphalt paver comprises a leveling control device, with which the first leveling cylinder is controlled based on a measured variable on the first leveling cylinder and / or on the first strut cylinder, in particular based on a pressure in the first leveling cylinder and / or a pressure in the first strut cylinder, in order to compensate for deformations on the mastic asphalt paver (1).

[0013] The mastic asphalt paver includes at least one grit hopper. The grit hopper contains a grit supply, which is discharged during the production of the mastic asphalt. The grit hopper can be modular in design, meaning it can comprise several chambers arranged one behind the other in the x-direction. This allows the mastic asphalt paver to be configured for different mastic asphalt paving widths.

[0014] The chippings hopper of the mastic asphalt paver is aligned in the x-direction, while the y-direction, which is oriented at right angles to it, forms the basic direction in which the mastic asphalt is paved. However, the screed tool is typically aligned in such a way that it has a cross-slope or a "change in cross-slope." Thus, the paving plane is not parallel to the defined xy-plane of the machine's coordinate system. The z-direction, in turn, is perpendicular to the xy-plane and points in the direction of the paved pavement thickness. For example, the first lifting device acts in the z-direction, while the first swivel device acts in the xy-plane. The change in cross-slope of the screed tool, in turn, lies in the xz-plane.

[0015] The effective paving direction y' typically does not exactly coincide with the y-direction of the mastic asphalt paver, but is rotated relative to the y-direction by, for example, an angle of 10°. The mastic asphalt paver comprises a first undercarriage assembly with a first undercarriage and a first undercarriage drive, as well as a second undercarriage assembly with a second undercarriage and a second undercarriage drive, which are arranged at opposite ends of the chippings hopper with respect to the x-direction.

[0016] The first chassis arrangement comprises a first leg, which is connected to the chippings hopper via a first end so as to be pivotable about a first vertical leg axis, and is connected to the first chassis via a second end.

[0017] The first chassis can be moved relative to the chippings hopper in the vertical direction, ie in the z-direction, via a first lifting device, in particular a first leveling cylinder.

[0018] The first chassis arrangement comprises a first pivoting device, in particular a first strut cylinder, which is arranged between the chippings hopper and the first leg in such a way that the first leg can be pivoted and in particular statically fixed relative to the chippings hopper by actuating the first pivoting device.

[0019] Strut cylinders and leveling cylinders are cylinder actuators that are preferably hydraulically operated. Alternatively, spindle drives, pneumatic cylinders, etc. can also be used.

[0020] Particularly with large paving widths, for example on multi-lane roadways, the mastic asphalt paver must bridge a particularly large distance in the x-direction. Because a freshly laid mastic asphalt pavement cannot be subjected to any or only very small loads, the mastic asphalt paver cannot be supported to relieve the load along the x-direction. The chippings hoppers have a large mass when filled and a correspondingly smaller mass when empty. Thus, the mass of the chippings hopper changes due to the fill level during paving of the asphalt pavement. The change in this mass causes the chippings hopper to deform elastically. This deformation can be determined using measurement data from the first lifting device and the first pivoting device, in particular using measured forces in the first lifting cylinder and the first strut cylinder.Based on the measured data, the height of the lifting cylinder can be adjusted to compensate for the change in the mass of the chippings hopper. This compensates for the elastic subsidence of the chippings hopper. This enables the mastic asphalt to be laid evenly without the aid of additional reference systems such as rails, 3D models of the paving surface, tensioned wires, and the like.

[0021] Preferably, a deformation of the chippings hopper is determined based on a contact force of the first chassis measured via the first leveling cylinder and / or based on a measured variable on the first strut cylinder, and the first leveling cylinder is controlled in such a way that the deformation is compensated.

[0022] Furthermore, slippage between the tracks and the subsoil creates horizontal forces, which are transferred to the grit hopper via the legs and strut cylinders. The forces can then be measured in the strut cylinder and minimized by changing the speed and / or impact of the crawler tracks. This, in turn, minimizes the elastic deformation of the grit hopper and can be easily corrected so that the screed tool places the mastic asphalt at the desired height. If necessary, correcting the strut forces can also be omitted.

[0023] During operation of the mastic asphalt paver, the first undercarriage assembly preferably comprises precisely one first crawler track with a first main direction of travel, which is arranged in front of the grit hopper with respect to the first main direction of travel. The second undercarriage assembly preferably comprises a second crawler track with a second main direction of travel, which is arranged in front of the grit hopper with respect to the second main direction of travel, and wherein the second undercarriage assembly comprises a third crawler track with a third main direction of travel, which is arranged behind the grit hopper with respect to the third main direction of travel. The main direction of travel also refers to the paving direction for the mastic asphalt.However, with regard to the x-direction, the mastic asphalt paver can also comprise a chassis arrangement only on one end face of the chippings hopper, while on the opposite end face another guide can be provided, which in particular can also be of relatively simple construction (e.g. a guide carriage with or without its own drive, a semi-trailer of a truck, etc.).

[0024] During operation, the mastic asphalt paver preferably comprises exactly one crawler track on one side in the x-direction, which is arranged in front of the chippings hopper in the y-direction. At the opposite end of the chippings hopper in the x-direction, however, the mastic asphalt paver preferably comprises a second crawler track and a third crawler track, which are arranged in front of and behind the chippings hopper in the y-direction, respectively. This creates a mastic asphalt paver which, on the side of the first crawler track, can be essentially flush with a side wall, i.e., no additional track outside the paving area for the crawler track is required on this side. For example, it can be used to lay asphalt right up to a guardrail or a boundary wall.This is made possible by the fact that the first crawler track runs on the surface to be asphalted, while the second and third crawler tracks run on the opposite track next to the surface to be asphalted. This results in shorter construction times, as there is no need to subsequently install an asphalt strip on the track. Furthermore, a higher quality road surface is achieved, as the road surface can be installed with fewer longitudinal joints. Finally, this even allows for seamless installation, for example, directly along a wall.

[0025] In the configuration with exactly three crawler tracks, a fourth crawler track, which can counteract the load to the second crawler track, is missing. This results in a torsional force on the chippings hopper. This deformation depends on the forces in the first leveling cylinder and / or strut cylinder. The height of the screed tool can be adjusted accordingly using leveling cylinders.

[0026] The torsional force is preferably determined by measuring the forces in the first leveling cylinder and / or the first strut cylinder. The leveling control unit controls the first leveling cylinder in such a way that any change in the height of the screed tool is corrected. This allows for a particularly well-planned mastic asphalt pavement.

[0027] Preferably, elastic deformation of the grit hopper is further reduced by controlling the first chassis drive and / or the second chassis drive. Particularly preferably, elastic deformation of the grit hopper is reduced by controlling all crawler tracks. In some variants, this can also be omitted.

[0028] However, the mastic asphalt paver's basic configuration preferably includes four crawler tracks, two of which are positioned in front of the chippings hopper in the main direction of travel, and two further tracks are positioned behind the chippings hopper in the main direction of travel. In this configuration, the mastic asphalt paver can also be used to asphalt a road surface. However, a track for the crawler tracks is required on both sides of the subsoil to be asphalted in order to enable paving close to the edge or flush with the wall. Depending on the mastic asphalt paver's direction of travel, one of the two crawler tracks, which are positioned behind the chippings hopper in the main direction of travel, can be removed or raised with the leveling cylinder to such an extent that this crawler track is suspended in the air (without ground contact). Therefore, at least the third crawler track and the fourth crawler track are preferably detachably connectable to the chippings hopper.

[0029] In variants, the mastic asphalt paver can also comprise four crawler tracks, two of which are arranged in the y-direction in front of the chippings hopper and two of which are arranged in the y-direction behind the chippings hopper.

[0030] The mastic asphalt paver preferably comprises a second and a third leg, wherein a. the second leg is connected to the chippings hopper via a first end of the second leg so as to be pivotable about a second vertical leg axis and is connected to the second crawler track via a second end; and wherein b. the third leg is connected to the chippings hopper via a first end of the third leg so as to be pivotable about a third vertical leg axis and is connected to the third crawler track via a second end; wherein c. in particular the second crawler track and the third crawler track are movable relative to the chippings hopper in the vertical direction, i.e. in the z-direction, via a second leveling cylinder and a third leveling cylinder respectively; and wherein d.a second strut cylinder between the chippings hopper and the second leg and a third strut cylinder between the chippings hopper and the third leg are arranged in such a way that the second leg or the third leg is pivoted and in particular statically fixed relative to the chippings hopper by actuating the second strut cylinder or the third strut cylinder, respectively, and wherein e. the second leveling cylinder and / or the third leveling cylinder can be controlled by the leveling control device on the basis of a measured variable on the first leveling cylinder, on the second leveling cylinder, on the third leveling cylinder, on the first strut cylinder, on the second strut cylinder and / or on the third strut cylinder, wherein the measured variable is in particular a pressure in the hydraulic cylinders.

[0031] Preferably, the first crawler track is mounted on the first leg, in particular so as to be rotatable about a z-axis, on the first leg. This allows the first crawler track to be rotated about the z-axis regardless of the position of the first leg, in particular when the position of the first leg is fixed relative to the chippings hopper. This preferably also applies mutatis mutandis to the second crawler track and the third crawler track. This allows all crawler tracks to be pivoted independently of one another via the legs during operation of the mastic asphalt paver and rotated about the z-axis relative to the leg. In short, the mastic asphalt paver preferably comprises three crawler tracks, each of which is connected to the chippings hopper via a leg so as to be pivotable in the xy plane, wherein the legs can each be pivoted via a strut cylinder.All crawler tracks are also height adjustable relative to the chippings hopper, particularly relative to the leg, via a leveling cylinder.

[0032] Preferably, the first leg and the second leg are shorter than the third leg. This allows the first crawler track, or the second crawler track, to be pivoted by a smaller radius than the third crawler track via the first leg or the second leg, respectively. This configuration is particularly advantageous for stability reasons when operating with three crawler tracks. In variants, all legs can be the same length, or the first and / or second leg can be longer than the third leg.

[0033] This makes the mastic asphalt paver particularly maneuverable. Each crawler track can be controlled individually. Thanks to the legs, which have two spaced pivot axes aligned in the z-direction, the crawler tracks can be easily positioned in front of the chippings hopper or next to it, essentially by actuating the corresponding strut cylinder. This enables, in particular, an arrangement in which the first crawler track is positioned in front of the chippings hopper and the second and third crawler tracks are positioned next to the chippings hopper, enabling the mastic asphalt to be laid flush with the wall. Furthermore, the lateral distance of the crawler track from the chippings hopper can be controlled, so that the crawler track does not have to follow the surface to be paved exactly (e.g., the crawler track can thus avoid obstacles, etc.).

[0034] This allows the crawler tracks to be positioned so that the mastic asphalt paver can be driven in all directions. In particular, the crawler tracks can all be aligned with the main directions of travel in the x-direction, giving the mastic asphalt paver a particularly shallow depth. In this configuration, the mastic asphalt paver can be loaded onto a low-loading trailer for transfer without exceeding the maximum loading width. Transferring and loading are thus made particularly efficient and easy by moving the mastic asphalt paver in the x-direction.

[0035] In some variants, the pivoting leg can be omitted, particularly with crawler tracks located at the rear in the y-direction. Furthermore, the strut cylinders can be omitted; instead, for example, several different struts of fixed length can be provided. Further modifications are known to those skilled in the art.

[0036] Preferably, the first crawler track, particularly preferably the first crawler track, the second crawler track, and the third crawler track, are tiltable about at least one tilting axis oriented transversely to the main direction of travel and / or in the main direction of travel. Particularly preferably, the crawler track comprises a universal joint arranged within a track of the crawler track. The tilting axes preferably lie in the xy plane. This allows for better absorption of unevenness in the subsurface, which in turn optimizes the stability of the mastic asphalt paver and ensures a constant ground pressure on the support surface. In particular, the crawler track rests on the subsurface over as much of its entire surface as possible, and the contact pressure is optimally distributed within the support surface.The positioning of the universal joint within the crawler has the advantage that the pivot point of the crawler track remains above the support surface, preventing "knuckle foot" from occurring. In some variants, the tilting axles can also be omitted.

[0037] Preferably, particularly in a mastic asphalt paver with four crawler tracks, a reaction force is measured using a measured variable on the first leveling cylinder and / or the first strut cylinder of the first crawler track in order to monitor stability and, in particular, to perform load balancing by actuating the first leveling cylinder and / or the first strut cylinder. Stability can be ensured by load balancing of the crawler tracks.

[0038] If the mastic asphalt paver is configured with three crawler tracks, stability is preferably monitored via a minimum contact force in the crawler's leveling cylinder and / or via a tilt sensor in the y-direction on the hopper. This ensures stability even when operating with exactly three crawler tracks for flush paving of mastic asphalt.

[0039] In some variants, the monitoring of stability can also be carried out in other ways or, if necessary, can be omitted.

[0040] The chippings hopper preferably comprises at least two chippings hopper elements, which are connected to one another via joints and which are preferably connected by means of cross braces, preferably cross brace sets, to form a torsionally rigid structure. The chippings hopper elements are preferably detachably connectable to one another. This achieves a variable length of the chippings hopper in the x-direction, so that the mastic asphalt paver can be used for different paving widths. The cross braces are preferably attached to the top, bottom, and sides of the chippings hopper wall. Those skilled in the art are familiar with corresponding arrangements and measures for stiffening a chippings hopper. The cross braces enable a relatively large length in the x-direction of the chippings hopper with a structurally simple design. In particular, this creates a chippings hopper that is largely torsionally rigid, so that the mastic asphalt paver can be operated with three crawler tracks.This ensures that deformations are kept within limits, making operation on three crawler tracks possible in the first place. The remaining deformation increases linearly with the width of the grit hopper.

[0041] In some variants, the multiple grit bunker elements can be omitted. The torsionally rigid design of the grit bunker can also be achieved in other ways.

[0042] The chippings discharge device preferably comprises a chipping roller oriented in the x-direction, wherein the chipping roller is subdivided in the x-direction into at least a first chipping roller element and a second chipping roller element, which are coaxially connected, and wherein a bearing is further provided for rotatably supporting the first chipping roller element and the second chipping roller element about the x-direction, wherein the bearing is arranged at least partially within the first chipping roller element and / or the second chipping roller element. This creates an overall chipping roller which, with a variable length in the x-direction, has particularly small, non-rotatable gaps between the chipping roller elements. This enables particularly uniform chippings discharge. In particular, chippings can be discharged with almost no or no excess.On the one hand, this eliminates the need for subsequent cleaning of the mastic asphalt pavement, or at least the removal of excess grit. Furthermore, a larger section of mastic asphalt can be chipped with one chipping load. This makes the process for producing a mastic asphalt pavement not only more efficient (less frequent refilling of grit), but also more cost-effective (time savings, lower grit consumption).

[0043] In variants, the above arrangement of the splitting roller elements and the bearings can also be omitted.

[0044] Preferably, the distance between the first chipping roller element and the second chipping roller element, determined by the bearing block, is less than 10 mm, in particular approximately 8 mm. The particularly small distances between the chipping roller elements result in a particularly homogeneous spreading pattern with chippings. This, in turn, promotes excess-free chipping.

[0045] In some variants, the distance between the splitting roller elements can also be greater than 10 mm.

[0046] The chipping roller should preferably be driven at a speed of between 0.06 rpm (revolutions per minute) and 10 rpm, preferably via a servo motor. This particularly low speed enables particularly slow chipping discharge. If an asphalt delivery is delayed while the mastic asphalt paver is in operation, the paving speed of the mastic asphalt paver can be reduced to avoid interrupting paving until the next load of asphalt. This ensures an even asphalt surface. The particularly low speed enables particularly slow paving of the mastic asphalt. Furthermore, the use of the servo motor enables particularly precisely adjustable chipping discharge. This means that (in addition to other measures, see above) the chipping discharge can be optimized so that chipping can be carried out without excess even at variable paving speeds.This is now even possible at a minimum paving speed, which can be less than 0.5 m / min, for example approximately 0.2 m / min, and a maximum paving speed, which can be higher than 5 m / min, for example up to 8 m / min or more. This avoids subsequent cleaning steps (removing excess chippings) and, in particular, optimizes material consumption. Furthermore, excess-free chipping allows chipping in the chipping hopper to be refilled more frequently, or a longer section of the mastic asphalt pavement can be chipped with the same chipping hopper load. The relationship between the paving speed and the chipping roller speed can be easily adjusted depending on the desired chipping quantity.

[0047] In variants, the chipping roller can also be driven at a lower speed than 0.06 rpm or more than 10 rpm.

[0048] The ability to precisely chip without excess grit allows for a noise-reducing mastic asphalt surface. Generally, a low-noise mastic asphalt surface can be created by using small-sized grit (e.g., 2-4 mm grain diameter). The ability to precisely chip without excess grit also allows for the macrotexture of this surface to be influenced to further optimize its noise-reducing properties. Since the surface can be paved without excess grit, the grains can be pressed in with rollers during post-processing and oriented toward the surface, as with rolled asphalt. This increases adhesion and creates a surface with concave cavities, thus achieving an improved, noise-reducing surface.

[0049] Preferably, the chippings are discharged by the chipping roller in such a way that at least 95%, preferably 99%, of the discharged chippings are bonded to the mastic asphalt. This achieves excess chipping with noise-reducing properties, which on the one hand saves material and on the other hand allows a longer stretch to be asphalted and chipped with a single chipping. In variants, the chippings can also be discharged in excess. The mastic asphalt paver preferably comprises a screed tool, the height of which is adjustable, in particular via spindles. The spindles are preferably motor-operated, particularly with respect to a main direction of travel behind the chipping hopper. This allows a desired road cross-section to be set or continuously adjusted during the process.In particular, it can be used to change the cross-sectional shape during operation, for example, from a one-sided slope to a roof slope. However, these adjustments can also be used to precisely maintain a desired road cross-section – due to load fluctuations (fill level and thus mass of the chippings hopper, temperature, etc.), the shape of the screed tool can change. Such changes in shape can be corrected.

[0050] Preferably, the first chassis is controlled based on the support reaction in the leveling cylinder and / or the strut cylinder, and in particular based on a target value of the screed tool's distance from the subgrade, such that the screed tool maintains a predetermined position relative to the subgrade. This allows a particularly uniform and project-specific mastic asphalt surface to be achieved. The project-specific height control is carried out via the leveling cylinder. However, other control techniques for maintaining a predetermined position of the screed tool relative to the subgrade are also known to those skilled in the art.

[0051] Instead of spindles, other means for height adjustment can also be provided. In particular, means that are adjustable hydraulically or pneumatically, for example, can be provided. Alternatively or additionally, the spindles can also be manually operated.

[0052] The screed tool preferably comprises at least two screed elements, which are arranged one behind the other in the x-direction and are articulated to one another in such a way that a shape of the screed tool in the xz-plane corresponds to a polygonal line. The articulated connection is designed in particular such that the smoothing surface is continuous without any steps. The screed tool is thus preferably designed in several parts, so that a desired road profile or a desired road cross-section can be set using the multiple spindles. The multi-part screed tool can thus be used to set a polygonal line that corresponds to the desired road cross-section. Such road cross-sections are known to those skilled in the art. The road cross-section is typically selected to ensure drainage (transverse gradient, etc.).

[0053] In some variants, the minimum of two screed elements can be omitted. The screed tool can also be constructed as a single piece or mounted only in a section below a wider chippings hopper.

[0054] Preferably, the screed element is held to the grit hopper by a pendulum support, with one pendulum axis of the pendulum support aligned in the y-direction, thus accommodating a change in length due to thermal expansion of the screed tool in the x-direction. Particularly preferably, the pendulum support comprises two pendulum axes arranged parallel to each other. The pendulum support is attached to the telescopic spindle.

[0055] In some variants, the pendulum supports can be omitted. Experts are familiar with other techniques for accommodating the thermal expansion of the planking tool.

[0056] Preferably, the at least two screed elements are each connected to the telescopic spindle via a hinge, wherein a hinge axis of the hinge is aligned parallel to the x-direction, and wherein in particular a hinge angle is fixedly adjustable, preferably via adjusting screws. Via these hinges, twisting of the chippings hopper due to torsion (see above) on the tool can be compensated. By appropriately adjusting the individual hinge angles, the screed tool's smoothing plate can be kept parallel to the surface. By adjusting the hinges, it is further avoided that the movable part of the extension screed is higher or lower than the fixed part of the extension screed, which can create a step in the mastic asphalt surface. In some variants, the hinges can also be omitted.

[0057] Preferably, the mastic asphalt paver further comprises a spreader bar movable in the x-direction, with a spreader bar. The spreader bar is automatically adjustable in height such that a distance from the subgrade can always be maintained positive, in particular essentially constant, in particular at approximately 20 mm to 40 mm, preferably at 10 mm to 20 mm. The height of the spreader bar can be adjusted, for example, based on the road cross-section. Furthermore, the height of the spreader bar can be adapted to the geometry and height of the screed tool.

[0058] Compared to fixed-height spreaders, the automatically height-adjustable spreader has the advantage of following the road's cross-section. With conventional spreaders, there's a risk that they're too far from the subgrade, causing the mastic asphalt to segregate.

[0059] The ability to set the blade at a close distance from the subgrade reduces or prevents segregation of the mastic asphalt. This allows for a particularly homogeneous road surface with a long service life. Furthermore, the short distance makes transverse transport of the mastic asphalt with the blade spreader more efficient. The automatic height adjustment of the blade spreader simplifies its operation, especially since operators no longer need to visually monitor the height.

[0060] In some variants, the automatic adjustment of the blade distributor can also be omitted.

[0061] Preferably, the mastic asphalt paver further comprises an extensible screed, wherein an inclination and a height of the extensible screed can be adjusted, preferably via a spindle drive, particularly preferably by motor.

[0062] The extensible screed is extended or retracted laterally in the x-direction to ensure a flush finish along the road edge. The extensible screed's inclination and height can be adjusted using the outermost spindle, allowing it to be adjusted to the height of the road edge. This eliminates the need for manual reworking behind the paver. Edge zones and joints that do not require reworking are of higher quality. The outermost spindle is preferably activated by remote-controlled electric motors. Operation is preferably via a control panel, which also controls the paving width. In some variants, the extensible screed can be omitted. The extensible screed does not necessarily have to be automatically adjustable.

[0063] Preferably, the mastic asphalt paver further comprises a drive unit which can be releasably fastened to the front of the first chassis arrangement or the second chassis arrangement with respect to a y-direction and to opposite ends of the chippings hopper with respect to the x-direction.

[0064] The drive unit (e.g., a generator) can be mounted in different positions depending on the clearance conditions, for example, lengthwise in front of one of the front crawler tracks, on one of the base elements of the chippings hopper, or on one of the side walls of the chippings hopper. The position of the drive unit can thus be selected as required. During operation of the mastic asphalt paver, for example, the drive unit can be mounted so that personnel can move freely around the mastic asphalt paver. During low-level transport, for example, the drive unit can be positioned so that the transport height of 4 m is maintained during road transport.

[0065] In variants, the drive unit can also be mounted in exactly one place.

[0066] Preferably, the first leg of the mastic asphalt paver comprises a first joint, which forms the first vertical leg axis, and wherein a support cylinder is arranged coaxially to the joint, in particular within the joint, which can be extended in the z-direction in order to raise the chippings hopper. Particularly preferably, the mastic asphalt paver further comprises a second, third and fourth joint, which form the second, third and fourth vertical leg axes, and wherein a support cylinder is arranged coaxially to the second, third and fourth joint, in particular within the second, third and fourth joint, which can be extended in the z-direction in order to raise the chippings hopper. Together with the chippings hopper, the crawler tracks can also be raised, whereby an alignment of the legs and the crawler tracks can be carried out particularly quickly on site.In some variants, the support cylinders can be omitted. The mastic asphalt paver preferably includes a distance sensor for determining a longitudinal profile of the subgrade, with a measured height of the distance sensor being corrected based on a calculated elastic deformation of the mastic asphalt paver. The distance sensor collects data at regular intervals during operation to ensure the planned height of the asphalt pavement is maintained.

[0067] Preferably, the height of the screed tool is controlled based on the length profile of the subsoil in such a way that unevenness of the subsoil is compensated by varying the height of the screed tool above the subsoil.

[0068] In a preferred embodiment, a leveling beam, each with a distance sensor, is located at opposite ends of the screed tool and the chipping hopper in the x-direction. The distance sensor can be designed, for example, as an ultrasonic sensor, laser sensor, or the like. This is used to measure the distance to the paving base (in the track of the tracker) in order to record a longitudinal profile of the base during paving. The information from the longitudinal profile is used to control the height of the leveling cylinders, ultimately optimizing the longitudinal evenness of the paved mastic asphalt surface.

[0069] Elastic deformations of the mastic asphalt paver influence the distance measurement and the height of the screed tool. These influences must be corrected to achieve particularly good longitudinal evenness of the paved mastic asphalt surface.

[0070] On the side with a track, elastic deformation occurs due to torsion of the grit hopper caused by changes in the grit quantity (see above). Further elastic deformation occurs due to torsion of the grit hopper caused by forces in the strut cylinder.

[0071] On the side with two tracks, elastic deformation occurs due to bending of the legs caused by changes in the amount of chippings. Further elastic deformation occurs due to bending of the chippings hopper caused by forces in the strut cylinder. Experts know how to calculate the corresponding forces. In some variants, determining the longitudinal profile and thus, in particular, the leveling beam can be omitted.

[0072] Preferably, the distance to the substrate is measured more than once per meter, preferably more than five times per meter, and in particular at least ten times per meter. In variants, the measurement can also be performed less than once per meter.

[0073] The leveling beam is aligned in the y-direction. Preferably, the leveling beam is connected to a leveling cylinder, or to both leveling cylinders, in such a way that the inclination of the leveling beam to the base remains constant. Alternatively, the leveling beam can also be aligned with a constant inclination to a leg. The leveling beam can be mounted on the side with a crawler track on the front wall of the chipping hopper and / or on the leveling cylinder. Due to elastic deformation (e.g., due to a change in the amount of chippings in the chipping hopper, variable force in the strut cylinder, etc.), the measured distance signal is preferably corrected.

[0074] During operation, the screed tool is preferably pivoted by an angle of more than 5°, preferably more than 10°, relative to the main direction of travel of the mastic asphalt paver in order to promote the transport of mastic asphalt transversely to the paving direction or main direction of travel, wherein the angle is continuously changed, in particular when a road transverse gradient changes.

[0075] The paving direction Y' typically does not exactly coincide with the Y direction, but is offset by the specified angle relative to the Y direction. The mastic asphalt is preferably distributed via a spreader or a screw conveyor. The spreader is movable along the X direction and is designed to distribute the mastic asphalt transversely to the paving direction. The fact that the paving direction Y' is offset relative to the Y direction promotes this distribution. It will be clear to those skilled in the art that the angle can also be less than 5°. In particular, the angle can also be zero.

[0076] Preferably, after the mastic asphalt and chippings have been applied, the macrotexture of the mastic asphalt pavement is smoothed. This smoothing can be done using rollers or similar equipment, for example. In some variants, the smoothing can also be omitted.

[0077] Further advantageous embodiments and combinations of features of the invention emerge from the following detailed description and the entirety of the patent claims.

[0078] Short description of the drawings

[0079] The drawings used to explain the embodiment show:

[0080] Fig. 1 is a schematic representation of a side view of a

[0081] mastic asphalt paver;

[0082] Fig. 2 is a schematic representation of a plan view of a

[0083] mastic asphalt paver;

[0084] Fig. 3 is a schematic representation of a plan view of a

[0085] Mastic asphalt paver with three crawler tracks;

[0086] Fig. 4 is a schematic representation of a plan view of a

[0087] Mastic asphalt paver with three crawler tracks with one paving direction y';

[0088] Fig. 5 is a schematic representation of a plan view of a

[0089] Mastic asphalt paver in a configuration for cornering;

[0090] Fig. 6 is a schematic representation of a plan view of a

[0091] Mastic asphalt paver in a configuration for rotation on site;

[0092] Fig. 7 is a schematic representation of a plan view of a

[0093] Mastic asphalt paver in a configuration for repositioning;

[0094] Fig. 8 is a schematic representation of a side view of a

[0095] Mastic asphalt paver with a leveling beam and distance sensor;

[0096] Fig. 9 is a schematic representation of a side view of a screed tool; Fig. 10 is a schematic representation of a cross-section along a longitudinal axis of a chipping roller;

[0097] Fig. 1 1 is a schematic representation of a side view of a chippings bunker with the chippings roller;

[0098] Fig. 12 is a schematic representation of a sectional view along the line AA of Figure 10;

[0099] Fig. 13 is a schematic side view of a crawler track with cardan joint; and

[0100] Fig. 14 is a schematic representation of a front view of a crawler track with cardan joint.

[0101] In principle, identical parts in the figures are provided with identical reference symbols.

[0102] Ways to implement the invention

[0103] Figure 1 shows a schematic representation of a side view of a mastic asphalt paver 1. The y-direction (arrow) indicates the paving direction, while the z-direction (arrow) indicates the vertical direction.

[0104] The mastic asphalt paver 1 comprises a chipping hopper 50, in which the chippings are collected. The chipping hopper comprises a chipping roller 70, through which the chippings are discharged. For this purpose, the chipping roller 70 rotates. Furthermore, the mastic asphalt paver 1 comprises a screed tool 60, with which the mastic asphalt is distributed and smoothed.

[0105] In front of the screed tool 60 is a spreader (not shown), with which the mastic asphalt can be distributed transversely to the paving direction, i.e., in the x-direction. The spreader is automatically adjustable in height so that a constant distance from the subgrade can be maintained. This prevents the asphalt from separating during paving, thus achieving a homogeneous and therefore durable asphalt surface. The mastic asphalt paver 1 comprises a chassis arrangement at each of the opposite ends of the chippings hopper 50. Figure 1 shows the chassis arrangement with the chassis 20 and 30.

[0106] The chassis 20 comprises a crawler track 25, which is connected via a slewing ring 24 to a leveling cylinder 22 aligned in the z-direction. The leveling cylinder 22 is pivotally connected to the grit hopper 50 via a leg 21. A strut cylinder 23 connects the leveling cylinder 22 to the grit hopper 50. By actuating the strut cylinder 23, the leveling cylinder 22 can be pivoted with the crawler track 25 relative to the grit hopper.

[0107] The chassis 30 similarly comprises a crawler track 35, which is connected via a slewing ring 34 to a leveling cylinder 32 aligned in the z-direction, which is rotatable about the z-direction. The leveling cylinder 32 is pivotally connected to the grit hopper 50 via a leg 31. A strut cylinder 33 connects the leveling cylinder 32 to the grit hopper 50. By actuating the strut cylinder 33, the leveling cylinder 32 can be pivoted with the crawler track 35 relative to the grit hopper. By actuating the leveling cylinders 22 and 32, the height of the grit hopper 50 and thus of the screed tool 60 can be adjusted.

[0108] In a preferred embodiment, the joint between the leg 31 or 41 and the chippings hopper 50 (“hopper joint”) comprises a support cylinder 26 or 36 or 16 or 46, respectively. With the support cylinders 26, 36, the chippings hopper 50 can be raised together with the undercarriages so that the undercarriages no longer have contact with the ground. This is particularly advantageous when the undercarriages are to be aligned for the operation of the mastic asphalt paver 1. With the support cylinders extended, this is possible particularly efficiently, in particular without the chippings hopper 50 having to be moved. This allows the mastic asphalt paver 1 to be moved to the construction site with the undercarriages. After the chippings hopper 50 has been positioned, the support cylinders are extended in order to align the crawler tracks with the respective slewing rings and legs. Figure 2 shows a schematic representation of a top view of a mastic asphalt paver 1.In addition to Figure 1, the other chassis 10 and 40 can be seen here.

[0109] The chassis 10 comprises a crawler track 15, which is connected via a slewing ring 14 to a leveling cylinder 12 aligned in the z-direction. The leveling cylinder 12 is pivotally connected to the grit hopper 50 via a leg 11. A strut cylinder 13 connects the leveling cylinder 12 to the grit hopper 50. By actuating the strut cylinder 13, the leveling cylinder 12 can be pivoted with the crawler track 15 relative to the grit hopper.

[0110] The chassis 40 similarly comprises a crawler track 45, which is connected via a slewing ring 44 to a leveling cylinder 42 aligned in the z-direction. The leveling cylinder 42 is pivotally connected to the grit hopper 50 via a leg 41. A strut cylinder 43 connects the leveling cylinder 42 to the grit hopper 50. By actuating the strut cylinder 43, the leveling cylinder 42 can be pivoted with the crawler track 45 relative to the grit hopper.

[0111] Legs 11, 21, 31, and 41 are each hinged to the corners of the grit hopper. Legs 31 and 41 are longer than legs 11 and 21. This ensures stability when operating on three crawler tracks, with one of the crawler tracks 30 and 40 either removed or raised.

[0112] Figure 2 further shows that the strut cylinders can be mounted in two configurations – for example, strut cylinder 43 is attached to the rear of the grit hopper 50, while strut cylinder 33 is attached to the front. In principle, strut cylinders 13 and 23 can be connected either to the front or the end face of the grit hopper 50. This increases the operating radius of the legs, in particular to 180° or more. Likewise, strut cylinders 33 and 43 can be connected either to the front or the end face of the grit hopper 50 to increase the operating radius. The legs 11, 21, 31, and 41 can also be moved with the corresponding crawler tracks without the need for the corresponding strut cylinder. For this purpose, the crawler track can be aligned tangentially to the circular path described by the leg.By moving the crawler track, the leg angle can be changed. This maneuver can be facilitated by reducing the support force of the crawler track using the leveling cylinder assigned to the crawler track. This can be particularly helpful when a leg strut needs to be attached from the front to the front or rear. Furthermore, this maneuver can be used to easily align the legs with a stationary chipping hopper for use with the mastic asphalt paver, as well as for moving or loading the same. The reduction of the support force or the complete raising of the crawler tracks 10, 20, 30, and 40 can also be achieved using the support cylinders 16, 26, 36, and 46 mentioned above. By operating the leveling cylinders 12, 22, 32 and 42, the height of the chippings hopper 50 and thus of the plank tool 60 can be adjusted.The design of the mastic asphalt paver 1 allows for a particularly flexible arrangement of the crawler tracks 15, 25, 35, and 45, which allows the mastic asphalt paver 1 to be converted into a particularly compact configuration for relocation. On the other hand, the mastic asphalt paver 1 is also particularly maneuverable on the construction site and can therefore be used effectively even in relatively tight spaces.

[0113] In the following figures 3 to 7, the mastic asphalt paver 1 is shown in a further simplified plan view in order to illustrate the possible arrangements of the undercarriages 10, 20, 30 and 40.

[0114] At least the undercarriages 30 and 40, which are arranged behind the chippings hopper with respect to the y-direction (i.e., paving direction), are designed to be removable. Typically, all undercarriages 10, 20, 30, and 40 can be designed to be removable; however, the ability to remove the undercarriages 30 and 40 is particularly advantageous for paving the mastic asphalt without edges or flush with the wall. Figure 3 shows a schematic representation of a plan view of a mastic asphalt paver 1 with three crawler undercarriages 10, 20, and 30. In this configuration, the undercarriage 40 is removed. The undercarriage 10 runs in front of the chippings hopper 50 with respect to the y-direction, while the undercarriages 20 and 30 are positioned such that they are arranged next to the chippings hopper with respect to the y-direction. In this configuration, the mastic asphalt paver 1 can lay asphalt flush with the wall 100.To optimize the process, the mastic asphalt paver can be equipped with an extensible screed that is variably adjustable in the x-direction. This allows for continuous adjustment of variations in the construction width. Such extensible screeds are familiar to those skilled in the art and can, for example, cover an area of ​​approximately 80 cm in the x-direction. In this case, the extensible screed can be adjusted manually or automatically in both height and inclination.

[0115] Figure 4 shows a schematic representation of a top view of a mastic asphalt paver 1 with three crawler tracks according to Figure 3, but with a paving direction y'. The paving direction y' is preferably tilted relative to the y-direction by an angle of approximately 10° (so-called tilt angle). This facilitates the transport of the mastic asphalt transverse to the paving direction, in this case in the positive x-direction.

[0116] As already explained above, the arrangement of the chassis 10, 20, 30 and 40, in particular the legs, results in particularly diverse arrangements with which the mastic asphalt paver 1 can be moved in essentially any direction in any situation.

[0117] Figure 5 shows a schematic representation of a plan view of a mastic asphalt paver 1 in a configuration for cornering. For cornering, in this case a left turn, the undercarriage 10 is turned more sharply than the undercarriages 20 and 30, since the undercarriage 10 has a shorter distance from the curve pivot point and thus a smaller curve radius. The corresponding calculations for controlling the undercarriages 10, 20, 30 and optionally 40 are known to those skilled in the art. In the preferred embodiment of the method, exactly one undercarriage, in this case preferably the undercarriage 10, is set as the master and controlled accordingly, with the other undercarriages following the master as slaves. Figure 6 shows a schematic representation of a plan view of a mastic asphalt paver 1 in a configuration for rotation on site, wherein the undercarriages are each arranged tangentially to a circular path.The carriages can, but do not have to, follow the same circular path. The controller can be programmed in such a way that, for a local turn or a curve, the curve radius and center point are defined based on the master's steering angle. The controller then calculates the orientations of the other carriages.

[0118] The forces occurring in strut cylinders 13, 23, 33 (and, if applicable, 43) are continuously monitored. Forces occurring in the strut cylinders are reduced or minimized by adjusting the speed of the corresponding landing gear and / or by adjusting the landing gear alignment.

[0119] The mastic asphalt paver 1 further includes a leveling control device (not shown), which controls the leveling cylinders 12, 22, 32 (and, if applicable, 42) based on the measured force in the leveling cylinders 12, 22, 32 (and, if applicable, 42) and the strut cylinders 13, 23, 33 (and, if applicable, 43). This corrects a change in the mass of the chipping hopper and thus a torsion in the chipping hopper during operation on three crawler tracks in order to maintain a constant distance between the screed tool 60 and the project height.

[0120] By controlling the steering angles and the speed of the crawler tracks 15, 25 and 35, the forces in the strut cylinders 13, 23 and 33 are to be kept as small as possible in order to keep the deformations of the chippings hopper 5 small and to keep the height of the screed tool 60 as constant as possible.

[0121] Figure 7 further shows a schematic representation of a plan view of a mastic asphalt paver 1 in a configuration for moving the mastic asphalt paver 1. All chassis 10, 20, 30, and 40 are aligned in the x-direction, with the legs resting as far as possible laterally against the chippings hopper, so that the mastic asphalt paver 1 is as compact as possible and can thus be loaded onto a low-loading vehicle. In this configuration, the width is preferably dimensioned such that the low-loading vehicle remains within the tolerance for driving without special restrictions.

[0122] Figure 8 shows a schematic representation of a side view of a mastic asphalt paver 1 with a leveling beam 80 and a distance sensor 81. On the opposite side of the chippings hopper 50, a second leveling beam with a further distance sensor is attached (not shown).

[0123] The distance sensors measure the distance to the paving base (in the track of the crawler tracks) and record a longitudinal profile of the base during paving. The information from the longitudinal profile is used to control the height of the leveling cylinders, ultimately optimizing the longitudinal evenness of the paved mastic asphalt surface.

[0124] Furthermore, the control of the leveling cylinders also takes into account local unevenness at the track location and, in particular, elastic deformations of the mastic asphalt paver. The latter arise primarily from the torsion of the chipping hopper due to various influences:

[0125] Change in the amount of chippings (consumption during the construction of the mastic asphalt surface).

[0126] Elastic deformation due to torsion of the chippings hopper caused by forces in the strut cylinder.

[0127] Elastic deformation due to bending of the legs due to a change in the amount of chippings.

[0128] In this case, the distance to the base is measured every 10 cm. On the side of the chippings hopper 50 with the two crawler tracks, the leveling beam is mounted on the two leveling cylinders, i.e. on the area fixed to the chippings hopper 50. The inclination of this leveling beam remains constant to the project axis during installation or, if necessary, is mathematically corrected in the measured distance value in order to obtain the effective length profile in the track of the crawler (101). On the side with one crawler track, the leveling beam 80 is mounted on the front wall of the chippings hopper 50 and on the leveling cylinder 22 (as shown in Figure 8). A change in the amount of chippings in the chippings hopper 50 changes the inclination of the leveling beam 80 as well as the distance of the screed tool 60 from the base due to torsion.The distance of the screed tool 60 is therefore automatically corrected, and the effects on the height of the distance sensor must be compensated for in the measured signal (correction of the elastic deformation). Thus, the elastic deformation of the mastic asphalt paver 1 is continuously absorbed by corrections to the height of the leveling cylinders 12, 22, 32, so that the screed tool 60 remains at the predetermined height. The elastic deformations on the mastic asphalt paver 1 also result in a change in position (inclination in the longitudinal direction) of the leveling beam. Therefore, the measurement data determined by the distance sensor 81 must also be corrected according to the elastic deformation of the mastic asphalt paver 1 (e.g., depending on the amount of chippings in the chippings hopper 50, i.e., based on the support reaction of the undercarriages). The calculation of such correction functions is familiar to those skilled in the art.Furthermore, the correction functions can also be determined or optimized empirically. Such methods are also familiar to those skilled in the art.

[0129] In the preferred embodiment of the method, the height correction of the crawler tracks is simultaneously followed by a readjustment of the height based on a moving average over the length of all measured values ​​over a specific distance upstream of mastic asphalt paver 1 and downstream of mastic asphalt paver 1, for example, over a length of + / - 4 m upstream of mastic asphalt paver 1 and downstream of mastic asphalt paver 1. With the moving average, short-wave unevenness in the created mastic asphalt in the paving direction can be prevented or at least minimized. Here, the goal is typically to achieve an optimum longitudinal evenness within the tolerance of the required layer thickness of the paved pavement.

[0130] Figure 9 shows a schematic representation of a side view of a screed tool 60. This comprises a screed 61, which is connected to a hinge via a first pendulum axis 62, wherein the hinge is mounted on the telescopic spindle 67 via a second pendulum axis 66. The screed tool 60 is connected to the telescopic spindle 67 via the pendulum axis 66.

[0131] The screed 61 consists of several screed parts which are connected to each other in such a way that a continuous, step-free smoothing surface can be achieved with the screed 61.

[0132] The torsional deformation of the chippings hopper 50 causes the screed tool 60 to twist. Hinges are provided to correct this twist. The hinges are each connected to the screed 61 by a first hinge leg 63 via the first pendulum axis 62. The second hinge leg 64 is connected to the telescopic spindle 67 via the second pendulum axis 66. The hinge axis runs in the x-direction, while the pendulum axes 62 and 66 are aligned in the y-direction (see below). The hinge also includes an adjusting screw 65 with which the opening angle of the hinge can be adjusted. In the preferred embodiment, the adjusting screw 65 is adjusted manually; alternatively or additionally, it can be adjusted automatically.

[0133] Temperature changes in the plank components cause longitudinal expansion in the x-direction. Plank 61 is therefore movably attached to telescopic spindle 67 via pendulum axes 62 and 66 (see above). Pendulum axes 62 and 66 are aligned in the y-direction, allowing plank 61 to oscillate in the x-direction to accommodate thermal expansion.

[0134] The planking tool 60 is height-adjustable via spindles, preferably motorized, so that, for example, a one-sided slope or a roof slope can be set. In particular, the spindles can also be used to continuously switch between such slopes.

[0135] Figure 10 shows a schematic representation of a cross-section along a longitudinal axis of a chipping roller 70. The chipping roller comprises several partial rollers 71 and 73, which can be assembled modularly depending on the overall width of the road to be asphalted. Figure 10 shows an example of such a connecting area. The partial rollers 71 and 73 each comprise a roller bearing 72 and 74 respectively. A roller axis 75 projects into the roller bearing 72 and 74 on both sides. The roller axis 75 is centrally mounted on a bearing block 76. In this case, this has a particularly narrow width of around 8 mm, so that the distance between the roller parts 71 and 73 is particularly small. The bearing block 76 is dimensioned such that it is flush with the rollers 72 and 74 outside the assembly area. Thus, the bearing block 76 fills a space between the rollers 72 and 74 on the circumference.This makes it possible to achieve a largely homogeneous split and, in particular, a split that is free of surpluses or almost free of surpluses.

[0136] Figure 11 shows a schematic representation of a side view of a chipping hopper 50 with the chipping roller 70. The chipping roller 70 is connected to the chipping hopper 50 via the mounting areas of the bearing blocks 76. It should be noted that the bearing block 76 does not protrude into the chipping hopper 50, but is connected to the outside of the chipping hopper 50. In this arrangement, the mounting area of ​​the bearing block 76 does not influence the chipping, thus achieving a particularly homogeneous spreading pattern. Adjusting means are provided between the chipping roller 70 and the chipping hopper 50, with which a gap can be set as a passage for the chippings (not shown).

[0137] Figure 12 shows a schematic representation of a sectional view along line AA of Figure 10, additionally showing the chippings hopper 50 in cross-section. In addition to the features of Figure 11, Figure 12 shows the interior of the chippings hopper 50. This is designed such that a continuous channel is provided in the x-direction, which is filled with chippings during operation and open towards the chipping roller. This means that chippings lie across the entire width of the chipping roller 70 and, in particular, without interruptions (which occur, for example, at the joints between the chippings hopper elements in known systems). This also achieves a particularly homogeneous chipping pattern during chipping.

[0138] Overall, Figures 10 to 12 show a chipping roller with which a particularly homogeneous chipping pattern can be achieved during chipping, which in turn enables excess-free chipping. This creates a mastic asphalt paver 1 with which the chippings can be chipped particularly optimally, which in turn means that the chipping hopper needs to be filled at shorter intervals. Figure 13 shows a schematic representation of a side view of the crawler track 10 with a universal joint 17, which is centered within the track of the crawler track 15. In this case, Figure 13 shows an inclination of the crawler track 15 in the yz plane. This allows inclinations in the direction of travel to be accommodated, thus ensuring optimal stability of the mastic asphalt paver.

[0139] Figure 14 shows a schematic representation of a front view of a crawler track assembly according to Figure 13. The crawler track assembly 15 is laterally inclined in the xz plane. This allows for inclinations transverse to the direction of travel. Thanks to the cardanic mounting, the crawler track assembly 10 can adapt to all uneven terrain, thus ensuring stable footing at all times. Preferably, all crawler tracks 10, 20, 30, and 40 are equipped with such a cardanic mounting.

[0140] In summary, it can be stated that according to the invention a mastic asphalt paver is created with which road surfaces with particularly good longitudinal evenness can be created particularly efficiently.

Claims

Patent claims 1. Mastic asphalt paver (1) for producing traffic surfaces on a substrate, comprising: a. at least one aggregate hopper (50) with an aggregate discharge device; b. a first chassis assembly with a first chassis (15) and a first chassis drive, and a second chassis assembly with a second chassis (25) and a second chassis drive, which are arranged at opposite ends of the aggregate hopper (50) with respect to an x-direction; wherein c. the first chassis assembly comprises a first leg (11) which is pivotably connected to the aggregate hopper (50) via a first end about a first vertical leg axis and is connected to the first chassis (15) via a second end; and wherein d. the first chassis is movable in a vertical direction relative to the aggregate hopper (50) via a first lifting device, in particular a first leveling cylinder (12); and wherein e.the first chassis arrangement comprises a first pivoting device, in particular a first strut cylinder ( 13), which is arranged between the chip hopper (50) and the first leg ( 1 1) such that the first leg can be pivoted relative to the chip hopper (50) by actuating the first pivoting device and in particular can be statically fixed; characterized in that f. the mastic asphalt paver ( 1) comprises a leveling control device, whereby the first lifting device, in particular the first leveling cylinder ( 12), is controlled on the basis of a measuring variable at the first lifting device and / or at the first pivoting device, in particular at the first strut cylinder ( 13). in particular, it can be controlled by means of pressure in the first leveling cylinder (12) and / or pressure in the first strut cylinder (13) to compensate for deformations on the mastic asphalt paver (1). Mastic asphalt paver (1) according to claim 1, characterized in that the first undercarriage arrangement in operation of the mastic asphalt paver (1) comprises exactly a first crawler undercarriage (15) with a main direction of travel, which is arranged in front of the aggregate hopper (50) with respect to the main direction of travel, and wherein the second undercarriage arrangement comprises a second crawler undercarriage (25) with a second main direction of travel, which is arranged in front of the aggregate hopper (50) with respect to the second main direction of travel, and wherein the second undercarriage arrangement comprises a third crawler undercarriage (35) with a third main direction of travel, which is arranged behind the aggregate hopper (50) with respect to the third main direction of travel.Mastic asphalt paver (1) according to claim 2, characterized in that the mastic asphalt paver (1) comprises a second leg (21) and a third leg (31), wherein a. the second leg (21) is pivotably connected to the aggregate hopper (50) via a first end of the second leg (21) about a second vertical leg axis and is connected to the second crawler undercarriage (25) via a second end; and wherein b. the third leg (31) is pivotably connected to the aggregate hopper (50) via a first end of the third leg about a third vertical leg axis and is connected to the third crawler undercarriage (35) via a second end; wherein c. in particular the second crawler track (25) and the third crawler track (35) are movable in a vertical direction relative to the grit bunker (50) via a second leveling cylinder (22) and a third leveling cylinder (32) respectively; and wherein. d. a second strut cylinder (23) between the grit bunker (50) and the second leg (21) and a third strut cylinder (33) between the grit bunker (50) and the third leg (31) are arranged such that the second leg (21) and the third leg (31) respectively are pivoted relative to the grit bunker (50) and in particular are statically fixed by actuating the second strut cylinder (23) and the third strut cylinder (33), respectively, wherein e. with the leveling control device the second leveling cylinder (22) and / or the third leveling cylinder (32) can be controlled on the basis of a measured quantity at the first leveling cylinder (12), at the second leveling cylinder (22), at the third leveling cylinder (32), at the first strut cylinder (13), at the second strut cylinder (23) and / or at the third strut cylinder (33), wherein the measured quantity is in particular a pressure.

4. Mastic asphalt paver ( 1) according to claim 2 or 3, characterized in that at least the first crawler undercarriage ( 15), preferably the first crawler undercarriage ( 15), the second crawler undercarriage (25) and the third crawler undercarriage (35), are tiltable about at least one tilting axis oriented transversely to the main direction of travel and / or in the main direction of travel and in particular preferably comprises a cardan joint which is arranged within a track of the crawler undercarriage.

5. Asphalt paver (1) according to one of claims 2 to 4, characterized in that a reaction force is measured on the first leveling cylinder ( 12) and / or on the first strut cylinder ( 13) of the first crawler chassis ( 15) using a measuring variable in order to monitor stability and in particular to perform load balancing by actuating the first leveling cylinder (12) and / or the first strut cylinder ( 13).

6. Mastic asphalt paver (1) according to one of claims 1 to 5, characterized in that the aggregate hopper (50) comprises at least two aggregate hopper elements which are connected to each other via joints and which are preferably connected by means of Cross braces, preferably cross brace trains, are connected to form a torsionally rigid structure. Mastic asphalt paver (1) according to claim 6, characterized in that the chip discharge device comprises a chip roller (70) oriented in the x-direction, wherein the chip roller (70) is divided in the x-direction into at least a first chip roller element (71, 72) and a second chip roller element (71, 72), which are coaxially connected, and wherein a bearing is further provided for rotating the first chip roller element (71, 72) and the second chip roller element (71, 72) about the x-direction, wherein the bearing is arranged at least partially within the first chip roller element (71, 72) and / or the second chip roller element (71, 72).Mastic asphalt paver (1) according to claim 7, characterized in that the distance between the first chipping roller element (71, 72) and the second chipping roller element (71, 72) is less than 20 mm, preferably less than 10 mm, and in particular approximately 8 mm. Mastic asphalt paver (1) according to any one of claims 6 to 8, characterized in that the chipping roller (70) can be driven at a chipping roller speed between 0.06 rpm and 10 rpm, preferably via a servo motor. Mastic asphalt paver (1) according to any one of claims 1 to 9, characterized in that the mastic asphalt paver (1) comprises a screed tool (60) which is height-adjustable via spindles, wherein the spindles are preferably motor-driven, particularly with respect to a main direction of travel behind the chipping hopper (50).Mastic asphalt paver ( 1) according to one of claims 1 to 10, characterized in that the screed tool (60) comprises at least two screed elements which are arranged one behind the other in the x-direction and are connected to each other in such a way that a shape of the screed tool (60) in the xz-plane corresponds to a polygon.

12. Mastic asphalt paver (1) according to claim 1 1, characterized in that the screed element is held on the chip bunker (50) via a pendulum support (65), directly or indirectly, wherein a pendulum axis of the pendulum supports (65) is aligned in the y-direction, whereby a change in length due to thermal expansion of the screed tool (60) in the x-direction can be accommodated.

13. Mastic asphalt paver ( 1) according to claim 1 1 or 12, characterized in that the at least two plank elements are each connected to the chip bunker (50) via a hinge (62, 63), wherein a hinge axis of the hinge is aligned parallel to the x-direction, and wherein in particular a hinge angle is fixedly adjustable, preferably via adjusting screws (64).

14. Mastic asphalt paver ( 1) according to one of claims 1 to 13, characterized in that the mastic asphalt paver ( 1) further comprises a blade distributor movable in the x-direction with a blade, wherein the blade is automatically adjustable in height in such a way that a distance to the substrate can always be kept positive, in particular substantially constant, especially at 2 cm to 4 cm.

15. Mastic asphalt paver ( 1) according to one of claims 1 to 14, characterized in that it further comprises an extensible screed, wherein an inclination and a height of the extensible screed is adjustable, preferably via a spindle drive.

16. Mastic asphalt paver ( 1) according to one of claims 1 to 15, characterized in that it further comprises a drive unit which is detachably fastened with respect to a y-direction at the front of the first chassis arrangement, on the second chassis arrangement and with respect to the x-direction at opposite ends of the chip bunker (50).

17. Mastic asphalt paver ( 1) according to one of claims 1 to 16, characterized in that the first leg ( 1 1) comprises a first joint which forms the first vertical leg axis, and wherein a support cylinder is arranged coaxially to the joint, in particular within the joint, which can be extended in the z-direction to lift the aggregate hopper (50).

18. Method for controlling a mastic asphalt paver (1) according to any one of claims 1 to 17, for producing traffic surfaces on a subgrade, comprising: a. at least one aggregate hopper (50) with an aggregate discharge device; b. a first undercarriage arrangement with a first undercarriage (15) and a first undercarriage drive, and a second undercarriage arrangement with a second undercarriage (25) and a second undercarriage drive, which are arranged at opposite ends of the aggregate hopper (50); wherein c. it comprises a first leg (11) which is pivotably connected to the aggregate hopper (50) via a first end about a first vertical leg axis and is connected to the first undercarriage (15) via a second end; and wherein d. the first undercarriage can be moved in a vertical direction relative to the aggregate hopper (50) via a first leveling cylinder (12); and wherein e.it comprises a first strut cylinder (13) which is arranged between the aggregate hopper (50) and the first leg (11) such that the first leg (11) can be pivoted relative to the aggregate hopper (50) by actuating the first strut cylinder (13); characterized in that the mastic asphalt paver (1) comprises a leveling control device with which the first leveling cylinder (12) is controlled on the basis of a measured quantity at the first leveling cylinder (12) and / or at the first strut cylinder (13), in particular on the basis of a pressure in the first leveling cylinder (12) and / or a pressure in the first strut cylinder (13), in particular to compensate for deformations under load.

19. Method according to claim 18, characterized in that a quantity of grit is determined on the basis of a support force of the first chassis (15) measured via the first leveling cylinder (12) and / or on the basis of a measurement at the first strut cylinder (13). The first leveling cylinder (12) is controlled based on the quantity of aggregate in the chip hopper (50). A method according to claim 19, characterized in that strut forces of the chip hopper (50) are reduced by controlling the first undercarriage drive and / or the second undercarriage drive. A method according to claim 19 or 20, characterized in that the asphalt paver (1) further comprises a screed tool (60) which is connected to the chip hopper (50), wherein the first undercarriage drive is controlled based on the measured value in the leveling cylinder (12) and / or in the strut cylinder (13), and in particular based on an actual value of a screed tool distance to the subgrade, such that the screed tool (60) maintains a predetermined position relative to the subgrade.A method according to any one of claims 19 to 21, characterized in that the mastic asphalt paver (1) comprises a distance sensor (81) for determining a longitudinal profile of the substrate, wherein a measured height of the distance sensor is corrected based on a calculated elastic deformation of the mastic asphalt paver (1). A method according to claim 22, characterized in that the height of the screed tool (60) is controlled based on the longitudinal profile of the substrate such that unevenness of the substrate is compensated for by varying the height of the screed tool (60) above the substrate. A method for producing a mastic asphalt surface using a mastic asphalt paver (1) according to any one of claims 1 to 17, wherein mastic asphalt is applied to a substrate and subsequently aggregate is applied to the mastic asphalt.Method according to claim 24, characterized in that the plank tool (60) is pivoted perpendicular to the main direction of travel of the mastic asphalt paver ( 1) by an angle of more than 5°, preferably more than 10°, to facilitate transport of. To promote the application of mastic asphalt transversely to the main direction of travel, wherein the angle is continuously changed, particularly when the road's cross slope changes. A method according to claim 24 or 25, characterized in that the discharge of the aggregate is controlled such that at least 95%, preferably 99%, of the discharged aggregate is bonded to the mastic asphalt. A method according to any one of claims 24 to 26, characterized in that, after the application of the mastic asphalt and the aggregate, a post-smoothing of the macrotexture of the mastic asphalt surface is carried out.

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