U.S. patent number 3,636,832 [Application Number 05/018,106] was granted by the patent office on 1972-01-25 for dual paver.
This patent grant is currently assigned to Iowa Manufacturing Company of Cedar Rapids. Invention is credited to Louis F. Fairchild, Vernon L. Schrimper.
United States Patent |
3,636,832 |
Schrimper , et al. |
January 25, 1972 |
**Please see images for:
( Certificate of Correction ) ** |
DUAL PAVER
Abstract
A dual paver is composed of the tractors of a pair of typical
single pavers, the tractors being linked in spaced side-by-side
relation and fitted across their rear with a single-screed assembly
of the floating type. Two types of the screed assembly are shown,
one, an elongated rigid screed formed from the two individual
screeds and a special rigid center section with a central crowning
mechanism, and the other a "split" screed, also formed from the two
individual screeds but with a center section made up of two
standard screed extensions resiliently secured to each other. The
controls of each tractor are tied into a dual control console
mounted on one tractor so that both can be conjointly operated as a
unit. Various applications of automatic screed-leveling devices are
also disclosed in combination with both types of screed
assemblies.
Inventors: |
Schrimper; Vernon L. (Cedar
Rapids, IA), Fairchild; Louis F. (Cedar Rapids, IA) |
Assignee: |
Iowa Manufacturing Company of Cedar
Rapids (Cedar Rapids, IA)
|
Family
ID: |
21786272 |
Appl.
No.: |
05/018,106 |
Filed: |
March 10, 1970 |
Current U.S.
Class: |
404/84.2;
180/6.48; 280/400; 404/118 |
Current CPC
Class: |
E01C
19/4853 (20130101); E01C 2301/10 (20130101) |
Current International
Class: |
E01C
19/48 (20060101); E01C 19/00 (20060101); E01c
019/48 () |
Field of
Search: |
;94/44,45,46 ;280/411.1
;180/6.48 ;172/292 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Nackenoff; Jacob L.
Claims
We claim:
1. A dual paver comprising: a pair of individual, self-contained
paver tractors correspondingly disposed in spaced, side-by-side
relationship, each of said tractors including means to propel said
tractor along a roadway, material handling means for depositing and
distributing paving material upon the roadway at the rear of said
tractor, and individual paver control means for operating said
tractor along the roadway; means articulately interconnecting said
tractors to maintain substantially said relationship therebetween;
a transverse screed assembly spaced rearwardly of said material
distributing means of both of said tractors, said screed assembly
being pulled along the roadway by both of said tractors and
connected thereto by means permitting said screed assembly to
floatingly engage and transform into a single mat paving material
deposited and distributed on the roadway by said material handling
means of both of said tractors, said screed assembly including two
individual screeds disposed in spaced end-to-end relation to each
side of the longitudinal center axis of the dual paver, each of
said individual screeds together with one of said tractors
comprising an individual paver, and a central screed section
interposed between said individual screed ends and secured thereto,
said screed section having means connected into each of said
individual screeds for bowing said screed assembly about said axis,
said screed assembly connecting means including at least one pair
of forwardly extending screed pull arms, said one pair of pull arms
having rearward connections to said screed assembly adjacent the
outboard ends thereof and forward pivotal connections to the
respective outboard sides of said tractors, and screed-adjusting
means having a pair of means respectively operatively associated
with said pair of screed pull arms for altering the fore-and-aft
inclinations of said screed assembly as the dual paver proceeds
along the roadway; and dual paver control means disposed thereon
including means operatively associated with said individual paver
control means of both of said tractors for conjoint operation
thereof as a unit along the roadway.
2. The dual paver of claim 1 wherein said interconnecting means
comprises a pair of rigid spacing members transversely disposed in
spaced fore-and-aft relation between and removably connected at
their respective ends to said tractors, and brace means removably
connected between diagonally opposite locations on the adjacent
inboard sides of said tractors, each of said connections permitting
some vertical movement of said tractors relative to each other as
the dual paver proceeds along the roadway.
3. the dual paver of claim 2 wherein said brace means comprises a
single rigid brace member removably connected at one end to one of
said tractors adjacent the connection of one end of said
afterspacing member thereto and at its other end to the other of
said tractors adjacent the connection of the diagonally opposite
end of said forward spacing member thereto.
4. The dual paver of claim 3 wherein each of said spacing and brace
members comprises a central sleeve portion and outer end portions
oppositely threaded into the respective ends of said sleeve,
whereby the length of each of said members is adjustable by
rotation of said sleeve and thereby the spacing between said
tractors may be varied.
5. The dual paver of claim 1 wherein said screed-adjusting means
also includes a pair of power-operated means and a pair of sensing
means respectively operatively associated with said power-operated
means to control operation thereof responsive to rise and fall of
said tractors along the roadway for maintaining said screed surface
at desired inclinations.
6. The dual paver of claim 5 wherein said pair of sensing means are
respectively disposed on said pair of screed pull arms and
respectively control operation of said pair of power-operated
means, each of said sensing means being responsive to rise and fall
of its adjacent outboard side of one of said tractors.
7. The dual paver of claim 1 wherein said means connecting said
screed assembly to said tractors also includes flexible means
connecting said center screed section to said tractors to assist in
pulling said screed assembly along the roadway.
8. A dual paver comprising: a pair of individual, self-contained
paver tractors correspondingly, disposed in spaced, side-by-side
relationship, each of said tractors including means to propel said
tractor along a roadway, material handling means for depositing and
distributing paving material upon the roadway at the rear of said
tractor, and individual paver control means for operating said
tractor along the roadway; means articulately interconnecting said
tractors to maintain substantially said relationship therebetween;
a transverse screed assembly spaced rearwardly of said
material-distributing means of both of said tractors, said screed
assembly being pulled along the roadway by both of said tractors
and connected thereto by means permitting said screed assembly to
floatingly engage and transform into a single mat paving material
deposited and distributed on the roadway by said material-handling
means of both of said tractors, said screed assembly including two
individual screeds disposed in spaced end-to-end relation with
respect to the longitudinal center axis of the dual paver, each of
said individual screeds together with one of said tractors
comprising an individual paver, each of said individual screeds
having an individual screed extension secured to said end thereof
and abutting each other substantially at said axis, said screed
extensions being connected to each other by means permitting
variation in the inclination of said extensions relative to each
other about said abutment, said screed assembly connecting means
including two pairs of forwardly extending screed pull arms, each
pair of said pull arms having rearward connections adjacent the
ends of one of said individual screeds and forward pivotal
connections to the respective sides of the corresponding one of
said tractors, and screed-adjusting means having two pairs of means
operatively associated with said pairs of screed pull arms for
altering the fore-and-aft inclinations of said individual screeds
and extensions as the dual paver proceeds along the roadway; and
dual paver control means disposed thereon including means
operatively associated with said individual paver control means of
both of said tractors for conjoint operation thereof as a unit
along the roadway.
9. The dual paver of claim 8 wherein said interconnecting means
comprises a pair of rigid spacing members transversely disposed in
spaced fore-and-aft relation between and removably connected at
their respective ends to said tractors, and brace means removably
connected between diagonally opposite locations on the adjacent
inboard sides of said tractors, each of said connections permitting
some vertical movement of said tractors relative to each other as
the dual paver proceeds along the roadway.
10. The dual paver of claim 9 wherein said brace means comprises a
single rigid brace member removably connected at one end to one of
said tractors adjacent the connection of one end of said
afterspacing member thereto and at its other end to the other of
said tractors adjacent the connection of the diagonally opposite
end of said forward spacing member thereto.
11. The dual paver of claim 10 wherein each of said spacing and
brace members comprises a central sleeve portion and outer end
portions oppositely threaded into the respective ends of said
sleeve, whereby the length of each of said members is adjustable by
rotation of said sleeve and thereby the spacing between said
tractors may be varied.
12. The dual paver of claim 8 wherein said screed-adjusting means
also includes two pairs of power-operated means, a first pair of
sensing means operatively associated with one pair of said power
operated means and a second pair of sensing means operatively
associated with the other pair of said power-operated means, all
said sensing means being responsive to rise and fall of said
tractors along the roadway for maintaining said bottom surfaces at
desired inclinations.
13. The dual paver of claim 12 wherein said first pair of sensing
means are disposed on respective ones of the inboard pair of said
screed pull arms and responsive to rise and fall of their
respective adjacent inboard sides of said tractors along the
roadway.
14. The dual paver of claim 13 wherein said second pair of sensing
means is responsive to rise and fall of the respective outboard
sides of said tractors along the roadway.
15. The dual paver of claim 13 wherein respective ones of said
second pair of sensing means are disposed upon both of said screed
pull arms of respective ones of said tractors and responsive to
rise and fall of the respective outboard sides of said tractors
along the roadway.
16. The dual paver of claim 13 including a traveling string line
comprising elongated ski means slidably engaging the roadway and a
string line stretched between spaced locations on said ski means,
said ski means being disposed between and longitudinally with
respect to the inboard sides of said tractors, said first pair of
sensing means operatively engaging said string line, and means
articulately connecting said ski means to at least one of said
tractors so that said ski means is slidably propelled along the
roadway independently of rise and fall of said tractors.
17. The dual paver of claim 8 wherein the bottom surfaces of said
screed extensions are normally in substantially coplanar relation
to each other, and including means resiliently connecting the
abutting ends of said screed extensions and normally resiliently
maintaining said bottom surfaces in said planar relation.
18. The dual paver of claim 17 wherein said resilient means
comprises a preloaded spring capsule removably secured to both the
abutting ends of said screed extensions.
19. A dual paver comprising: a pair of individual, self-contained
paver tractors correspondingly disposed in spaced, side-by-side
relationship, each of said tractors including means to propel said
tractor along a roadway, material handling means for depositing and
distributing paving material upon the roadway at the rear of said
tractor, and individual paver control means for operating said
tractor along the roadway including an individual paver control
console disposed thereon carrying means for electrically
individually operating said propelling and material handling means
thereof; means articulately interconnecting said tractors to
maintain substantially said relationship therebetween; a transverse
screed assembly spaced rearwardly of said material distributing
means of both of said tractors, said screed assembly being pulled
along the roadway by both of said tractors and connected thereto by
means permitting said screed assembly to floatingly engage and
transform into a single mat paving material deposited and
distributed on the roadway by said material-handling means of both
of said tractors; and dual paver control means disposed thereon and
operatively associated with said individual paver control means of
both of said tractors for conjoint operation thereof as a unit
along the roadway, said dual paver control means including a dual
paver control console disposed on said dual paver carrying conjoint
means for electrically simultaneously operating said tractor
propelling means of both of said tractors and separate means for
electrically individually operating said material-handling means of
each of said tractors.
20. The dual paver of claim 19 wherein each of said tractors
includes an individual paver control electrical junction means,
said junction means having an individual paver control electrical
conduit means connected at one end into said propelling and
material-handling means of said tractor and removably connected at
its other end to said individual control console thereof; and
wherein said dual paver includes a dual paver control electrical
junction means having a dual paver control electrical conduit means
connected at one end to said dual junction means and at its other
end to said dual control console, both of said individual control
conduit means being also removably connectable to said dual
junction means upon disconnection thereof from both of said
individual control consoles.
21. A dual paver comprising: a pair of individual, self-contained
paver tractors correspondingly disposed in spaced, side-by-side
relationship, each of said tractors having means to propel said
tractor along a roadway including an engine, a pair of endless
ground-engaging tracks disposed at respective sides of said tractor
and driven by said engine through a pair of clutches, and a
throttle for varying the operating speed of said engine,
material-handling means for depositing and distributing paving
material upon the roadway at the rear of said tractor, and
individual paver control means for operating said tractor along the
roadway including an electrical control circuit having a pair of
relays for respectively controlling said clutches, said clutches
being engaged when said clutch relays are energized, and a relay
for controlling said throttle, the speed of said engine being
increased when said throttle relay is energized, both of said
clutch relays having relay contacts in circuit with said throttle
relay such that said throttle relay is not energized unless at
least one of said clutch relays is energized; means articulately
interconnecting said tractors to maintain substantially said
relationship therebetween; a transverse screed assembly spaced
rearwardly of said material distributing means of both of said
tractors, said screed assembly being pulled along the roadway by
both of said tractors and connected thereto by means permitting
said screed assembly to floatingly engage and transform into a
single mat paving material deposited and distributed on the roadway
by said material-handling means of both of said tractors; and dual
paver control means disposed thereon and operatively associated
with said individual paver control means of both of said tractors
for conjoint operation thereof as a unit along the roadway, said
dual paver control means including an electrical interlock circuit
having first and second interlock relays normally energized during
paving, said first interlock relay having relay contacts in shunt
relation with said clutch relay contacts of the second one of said
tractors and said second interlock relay having relay contacts in
shunt relation with said clutch relay contacts of the first one of
said tractors such that when both of said clutch relays of said
first tractor are energized but both of said clutch relays of said
second tractor are deenergized, said first interlock relay contacts
maintain the throttle relay of said second tractor energized, and
when both of said clutch relays of said second tractor are
energized but both of said clutch relays of said first tractor are
deenergized, said second interlock relay contacts maintain the
throttle relay of said first tractor energized.
22. The dual paver of claim 21 including a pair of sensing means,
each of said sensing means being responsive to rise and fall of one
of said tractors along the roadway for maintaining said screed
assembly at desired inclinations, and an electrical override
circuit connecting said sensing means and both of said clutch
relays of said tractor such that said clutch relays are deenergized
in the event said sensing means is disabled; and wherein said
electrical interlock circuit of said dual paver control means also
includes third and fourth interlock relays normally energized
during paving, said third interlock relay being connected into said
override circuit of the first one of said tractors so that said
third interlock relay is deenergized in the event said sensing
means of said first tractor is disabled and having relay contacts
connected into said control circuit of the second one of said
tractors so that said clutch relays thereof are deenergized in the
event said third interlock relay is deenergized, said fourth
interlock relay being connected into said override circuit of said
second tractor so that said fourth interlock relay is deenergized
in the event said sensing means of said second tractor is disabled
and having relay contacts connected into said control circuit of
said first tractor so that said clutch relays thereof are
deenergized in the event said fourth interlock relay is
deenergized.
23. A dual paver comprising: a pair of individual, self-contained
paver tractors correspondingly disposed in spaced, side-by-side
relationship, each of said tractors including means to propel said
tractor along a roadway, material-handling means for depositing and
distributing paving material upon the roadway at the rear of said
tractor, and individual paver control means for operating said
tractor along the roadway; means articulately interconnecting said
tractors to maintain substantially said relationship therebetween;
a transverse screed assembly spaced rearwardly of said
material-distributing means of both of said tractors, said screed
assembly being pulled along the roadway by both of said tractors
and connected thereto by means permitting said screed assembly to
floatingly engage and transform into a single mat paving material
deposited and distributed on the roadway by said material-handling
means of both of said tractors, said screed assembly including two
screed portions disposed in abutting end-to-end relation and
articulately connected to each other by means permitting variation
in the inclination of said portions relative to each other about
said abutment, said screed assembly connecting means including two
pairs of forwardly extending screed pull arms, each pair of said
pull arms having rearward connections to one of said screed
portions and forward pivotal connections to the respective sides of
the corresponding one of said tractors, and screed-adjusting means
having two pairs of means operatively associated with said pairs of
screed pull arms for altering the fore-and-aft inclinations of said
screed portions as the dual paver proceeds along the roadway, said
screed-adjusting means including two pairs of power-operated means,
a first pair of sensing means operatively associated with one pair
of said power-operated means and a second pair of sensing means
operatively associated with the other pair of said power-operated
means, all said sensing means being responsive to rise and fall of
said tractors along the roadway for maintaining said screed
portions at desired inclinations, said first pair of sensing means
being operatively associated with respective ones of the inboard
pair of said screed pull arms and responsive to rise and fall of
their respective adjacent inboard sides of said tractors along the
roadway; and dual paver control means disposed thereon including
means operatively associated with said individual paver control
means of both of said tractors for conjoint operation thereof as a
unit along the roadway.
24. The dual paver of claim 23 wherein the bottom surfaces of said
screed portions are normally in substantially coplanar relation to
each other, and including means resiliently connecting the abutting
ends of said screed portions and normally resiliently maintaining
said bottom surfaces in said planar relation.
25. The dual paver of claim 24 wherein said resilient means
comprises a preloaded spring capsule removably secured to both the
abutting ends of said screed portions.
26. The dual paver of claim 23 wherein said second pair of sensing
means is responsive to rise and fall of the respective outboard
sides of said tractors along the roadway.
27. The dual paver of claim 26 wherein respective ones of said
second pair of sensing means are disposed upon both of said screed
pull arms of respective ones of said tractors and responsive to
rise and fall of the respective outboard sides of said tractors
along the roadway.
28. The dual paver of claim 23 including a traveling string line
comprising elongated ski means slidably engaging the roadway and a
string line stretched between spaced locations on said ski means,
said ski means being disposed between and longitudinally with
respect to the inboard sides of said tractors, said first pair of
sensing means operatively engaging said string line, and means
articulately connecting said ski means to at least one of said
tractors so that said ski means is slidably propelled along the
roadway independently of rise and fall of said tractors.
Description
BACKGROUND OF THE INVENTION
There is an increasing desire to be able to accomplish "full width"
or "wide width" paving, such as both lanes of a dual lane roadway
(whether as a part of a divided highway or otherwise), in a single
pass as well as to reduce the number of passes required for airport
runways, reservoirs and the like. This, so far as is known, has not
really been possible or practical with current pavers. Even with
screed extensions, the standard 10-foot-wide paver is limited to a
maximum width of about 19 feet, substantially less than the typical
24-foot width of a modern dual lane roadway. Furthermore, modern
practice is more and more, so far as is possible, to pave both the
roadway and its shoulders at each side at the same time which
together often have an overall width of 42 feet or so. Some
12-foot-wide pavers are in used but even these are really effective
only up to a maximum width of 24 to 26 feet. Presently, therefore,
such paving must be done in several strips laid side by side,
either by using two separate pavers in tandem or echelon or by
additional passes by a single paver. In the first case, two paver
crews are necessarily required and in the second more paving time.
In both cases seams or joints perforce result between the strips
which is undesirable for well-known reasons.
It is possible to design and build a single paver wide enough to
pave a dual lane roadway in one pass but it would be a cumbersome
machine indeed, difficult to move itself about and to transport by
truck to and from a job site. Furthermore, it would be very
expensive and could only be used for full width paving, so
obviously would not be an economically practical investment for
many contractors. Thus, it is far more economical and much more
practical from the standpoint of mobility if two standard width
pavers could be employed in a manner to accomplish full width
paving, using but one paver crew instead of two and jointly
operated as a unit from a single control position on one. This is
the chief object of the present invention which is henceforth
described in more detail from which its additional advantages will
become apparent to those skilled in the art.
SUMMARY OF THE INVENTION
The tractors of two standard width pavers are held in spaced
side-by-side relation by means of a linkage which nevertheless
allows some vertical movement of the two tractors relative to each
other so that they can operate in different individual planes. This
is necessary, of course, so that the two can operate over somewhat
uneven terrain or obstacles. The particular linkage used is in the
form of a "Z," the two transverse members being connected at
respective fore-and-aft locations to the frames of the two tractors
while the diagonal member forms a brace. The connection of each
member to the tractor employs a spherical bushing bolted to the
tractor frame so that each member can swivel to some extent
relative to the tractors and so provide the necessary articulation
between the two. Each member of the Z is in effect a large
turnbuckle so that the spacing between the two tractors can be
adjusted as desired, currently from about 4 to 6 feet. The three
members of the linkage are made readily removable so that the two
pavers can be easily separated for individual use.
The screeds of the two tractors are connected by one or the other
of two types of special center sections. The first type is rigid
and bolted at its ends to the adjacent ends of the two screeds,
thus forming an elongated, rigid screed assembly; hence it is
called the "rigid" type. The length of the center section depends,
of course, on the spacing between the tractors, and the section is
equipped with a linkage, tied into the crowning linkage of each of
the two standard screeds, in order to permit crowning adjustments
of the entire screed assembly as well as to stiffen the overall
assembly. The crowning linkages of the two standard screeds are
also usable for "quarter crowning" when necessary. The outboard
pair of the screed pull arms of the two tractors are left connected
in the usual manner to the outboard ends of the overall screed
assembly, while the inboard pair of screed arms are disconnected
from their forward pivot points to the screeds. Since each of the
screed-adjusting screws of these arms is connected to the latter
and to the screed by means of a pair of swivel joints, the two
inboard screed arms thus exert no pull upon the overall screed
assembly nor is the angle of attack of the latter affected by
changes in the attitude of those two arms. In order to prevent
fore-and-aft flexing or dragging of the midportion of the screed
assembly a flexible cable is attached thereto and extended
forwardly between and attached to the inboard sides of the two
tractors. The rigid types screed assembly may also be used with
automatic screed-leveling controls in the manner later explained,
though this is not mandatory.
The second type of special center section is likewise formed from
the two standard screeds to the adjacent ends of each of which is
bolted a standard screed extension. The other ends of the screed
extensions are equipped with special end plates, but instead of the
latter being rigidly connected they are merely held side by side by
a large, preloaded coil spring capsule so that the resulting two
halves of the overall screed assembly, which is called the "split"
type, can flex relative to each other. Both screed pull arms of
each tractor in this case are left attached in the usual manner to
the two standard screeds. No additional crowning linkage is used in
this case, but the crowning linkage of each individual screed can
be used for quarter crowning if necessary. Instead, crowning of the
split type screed assembly is accomplished about the resilient
abutment between the two halves, preferably by the use of automatic
screed-leveling controls which adjust the angle of attack of the
screed assembly at its outboard ends relative to that at its
midportion. Crowning can be accomplished in the absence of such
controls, as will be readily understood by those skilled in the
art, by different settings of the screed-adjusting screws at the
outboard pair of screed pull arms relative to those at the inboard
pair of arms.
Finally, the controls of each individual paver are tied together
into a single dual paver control console, which can be located at
any one of a number of places on either tractor as the occasion
demands, so that the two tractors can be operated as a unit. This
is particularly feasible in the case of the individual pavers
employed in the illustrated embodiments of the invention because
each employs electrical toggle switches for controlling engine
speed, the right- and left-hand tracks, the right- and left-hand
material feeds, and so forth, all of which switches are mounted
upon a single movable control console on the tractor and connected
into the latter by a single electrical cable or "umbilical cord."
When two individual pavers are connected for dual use a special
"dual junction box" is attached to the two and the umbilical cord
of each paver is equipped with a quick disconnect from its
respective single control console. The two umbilical cords are then
plugged into the dual junction box from which leads a single
umbilical cord to the dual control console, the latter containing a
single set of toggle switches for operating the respective
components of both tractors as a unit, all as will be later
explained in more detail. Hence the control systems of the pavers
are also readily adapted to individual or dual operation by virtue
of the quick disconnects of both pavers either to their individual
control panels or to the dual junction box to which the dual
control console is connected.
An important feature of the present invention resides in the two
types of screed assemblies. The rigid form, of course, requires a
special center section which must be removed in its entirety before
the pavers can be separated for individual use. If, as is often the
case during full width paving, standard screed extensions are being
used at the outboard ends of the screed assembly, then a pair must
also be attached to the other ends of the separate screeds in order
for each paver individually to be able to pave one-half the width
of the two together. All this, plus removal of the Z-linkage
between the tractors, requires about 21/2 to 3 hours of time. The
split type, on the other hand, is more versatile in these respects
because upon removal of the Z-linkage and the spring capsule and
replacement of the special ends plates at the abutment between the
two screed extensions, the two pavers are immediately ready for
individual use. This requires only about 20 minutes. Furthermore,
the split type, owing to its central articulation, permits sensing
from the middle point of the roadway, by a ski or similar device,
when automatic screed-leveling controls are used, which, of course,
cannot be done with present single pavers. This is especially
useful during resurfacing of a roadway when skis or the like cannot
be used at the sides and the setting of string lines is too time
consuming. The rigid type of screed assembly, owing to its rigid
center section, requires a ski, string line or the like at each
side when automatic screed-leveling controls are used, just as do
current single pavers under these conditions. The rigid type, on
the other hand, is easier to operate with the latter controls, in
that it requires fewer changes in settings when paving banked
curves or constructing wedges. In short, the two types complement
each other.
Another feature of the present invention is that it is readily
adaptable, with only minor modifications, to pavers already in the
field as well as to new pavers. The linkage interconnecting the
tractors can be supplied as a kit together with the special rigid
screed center section, the components needed to make up the split
type and the dual control console and junction box. In the case of
those pavers already in the field, the kit would also include parts
for modifying the single control consoles to provide quick
disconnects for the individual pavers. This feature, plus the use
of otherwise standard pavers and the two types of screed assemblies
made up of largely standard components, obviously provides great
flexibility at very reasonable cost to the contractor because he
has all the advantages inherent in operation of two pavers either
individually or conjointly as a single unit.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a top plan view, certain portions being broken away for
clarity, of the two tractors of a pair of standard pavers connected
together in dual form by the Z-linkage of the present invention,
and illustrating the rigid type screed assembly in conjunction with
automatic screed-leveling controls.
FIG. 2 is a right-hand side elevation of the dual paver of FIG.
1.
FIG. 3 is a view taken along the line 3--3 of FIG. 1 illustrating
the form of swiveling connection employed by which each of the ends
of the members of the Z-linkage is fastened to the tractors.
FIG. 4 is a rear elevation of a portion of the rigid type screed
assembly illustrating the special center section and its crowning
mechanism.
FIG. 5 is an enlarged, end elevation taken from the line 5--5 of
FIG. 4.
FIG. 6 is an upper isometric view illustrating the center section
of the split type of screed assembly and the manner in which the
abutting screed extensions thereof are held together, the top cover
plates for same being omitted.
FIG. 7 is a partial top plan view, similar to FIG. 1, but
illustrating the split type of screed assembly attached to the two
tractors together with the manner in which automatic
screed-leveling controls are employed therewith to sense from the
center of the roadway.
FIG. 8 is a side elevation taken along the line 8--8 of FIG. 7.
FIG. 9 illustrates the relationships between the individual paver
control consoles, umbilical cords and junction boxes; the dual
control console and dual junction box; and the quick disconnects
between the individual paver umbilical cords and control consoles
on the one hand, and the dual junction box on the other hand.
FIG. 10 illustrates the face of a single paver control console.
FIG. 11 illustrates the face of the dual control console.
FIGS. 12A and 12B schematically illustrate portions of the
electrical control circuits of a single paver, its junction box,
umbilical cord and control console therefor, together with the
quick disconnect between the latter two.
FIG. 13 schematically illustrates the dual control console, its
junction box and the quick disconnects between the latter and the
individual paver umbilical cords.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Inasmuch as many aspects of the individual pavers illustrated in
the drawings are conventional and well known in the art, it is not
necessary to describe them at any length. Thus, many things are
illustrated in the drawings or otherwise implied in the following
more detailed description which will not be specifically mentioned
or, if so, will be referred to only in a general manner. The same
is true of the operations of each individual paver for that is also
well known in the art. Hence explanation of the operation of the
dual paver is limited to those aspects thereof deemed necessary or
desirable and is carried out in connection with the description of
the novel portions of the dual paver. Other aspects of the
operation of the latter will be apparent to those skilled in the
art.
GENERAL DESCRIPTION OF EACH PAVER
Turning first to FIGS. 1 and 2, each individual paver, denoted L
and R for the left- and right-hand ones of the two, comprises
essentially a tractor 10, moved by tracks 11 carried in a frame 12.
Each track 11 operates between a pair of frame plates 13 journaled
at their rear ends, between which is a drive sprocket 15, to an
axle 14 and at their front ends by trunions 16 to the ends of a
transverse "walking beam" 17. The body of the tractor 10, which
carries the axles 14, is journaled to the midpoint of the beam 17
upon a trunion 18 to provide a "three-point" type suspension. Each
tractor 10 carries a prime mover or engine 19 which drives the
sprockets 15, a pair of material slat conveyors 20 and distributing
screws 21 through various chain drives, electromagnetic clutches
and gearboxes (not shown) in the customary manner. The slat
conveyors 20 of each paver move the paving material from a hopper
22, which is provided with hinged wings 22a operated by hydraulic
rams 23, rearwardly and deposit it upon the roadway where it is
spread out by the distributing screws 21 before engagement by the
screed 24. Each screed 24 consists essentially of a U-shaped screed
plate 25 (see FIGS. 4 and 6), a curved moldboard 26 which is
preferably of the type shown in U.S. Pat. No. 2,951,426 to Pollitz
and equipped with adjustable strikeoff plates (not shown in FIGS. 1
and 2) as in U.S. Pat. No. 3,262,378 to Schrimper et al. The
interior of each screed 24 is heated by a conventional oil burner
27 and its screed plate 25 is vibrated for mat compaction by
electric vibrators 28 and their controls 29 as described in U.S.
Pat. No. 2,757,588 to Pollitz. Crowning is achieved by a linkage 30
as disclosed in U.S. Pat. No. 2,914,994, also to Pollitz.
Since each screed 24 is of the floating type, it is drawn by a pair
of screed pull arms 35. The type of pull arm illustrated is that
shown in U.S. Pat No. 3,111,070 to Pollitz because the present
invention is preferably used in connection with automatic
screed-leveling controls of the type shown in the latter patent.
Each arm 35 therefore consists of two parts, a short forward arm
35a and a longer rear arm 35b thereabove, pivoted to the former at
36 at the lower ends of cleves 37 which in turn depend from arms
35b intermediate their ends. The forward end of each arm 35b is
coupled to its respective arm 35a by an adjusting screw 38 whose
lower end is swivelly held captive atop the arm 35a intermediate
its ends, the upper portion of screw 38 threadedly engaging the
forward end of the arm 35b. The two screws 38 are driven by a pair
of electric motors 39, drive shafts 40 and gearboxes 41, all on
their respective arms 35b, as more fully explained in the aforesaid
U.S. Pat. No. 3,111,070. Hence the attitudes of each arm 35b can be
altered relative to its arm 35a, the forward end of each of the
latter being pivotally attached to the tractor frame 12 at a pull
point 42. The after end of each arm 35b is fitted with a ball joint
43 which threadedly receives a screed-adjusting hand screw 44, the
lower end of the latter being swivelly attached at 45 to the after
edge of its screed 24. The forward edge of each screed 24 is
pivoted at 46 to the lower ends of a pair of brackets 47 depending
from their respective pull arms 35b so that the fore-and-aft
attitude or inclination of the screed 24 can be altered relative to
its arms 35b by means of its two hand screws 44 and relative to its
arms 35a by means of the two motor-driven screws 38. Each screed 24
is fitted with a cantilevered rear walkway 48 and may be bodily
raised for travel by means of a pair of cables 49 attached thereto
at its ends and running over pulleys 50 to a pair of hydraulic rams
(not shown).
Each tractor 10 is provided with a control station at both sides
atop platforms 55 which are fitted with pedestals 56 to receive
removable operator's seats, one of which is shown at 57, and one or
the other of the two forms of control consoles (to be later
described) depending upon whether each tractor 10 is set up for
individual or dual paving. The controls of each tractor 10
preferably also include those for automatic screed leveling of the
nature shown in the aforesaid U.S. Pat. No. 3,111,070 to Pollitz.
These consist of grade and slope controls, the former including a
grade sensor 60, having a sensing grid 61, adjustably clamped along
a laterally extending supporting arm 62 at the foot of a post 63,
the latter in turn being adjustably clamped along a supporting arm
64 cantilevered laterally outwards from the forward end of a pull
arm 35b. The post 63 includes a screw mechanism so that the height
of its sensor 60 may be adjusted by a handcrank 65. The slope
control includes a pendulum sensor 66 carried on a transverse
gantry or yoke 67 whose lower ends are fixed to the pull arms 35b
intermediate their respective motors 39 and gearboxes 41. The
function of the leveling controls will be hereafter described in
more detail in connection with each type of screed assembly. As
noted, the remaining details of each paver, as well as its
operation, are well known in the art so need no further
description.
THE TRACTORS' CONNECTING LINKAGE
The two tractors 10 are joined side by side by the previously
mentioned Z-linkage. For this purpose, as shown in FIGS. 1 and 3 in
particular, the inboardmost frame plates 13 are fitted with two
pairs of adapter plates 70, a forward pair being disposed just aft
of the trunions 16 and a rear pair on the axis of the axles 14. To
each plate 70 in turn is fastened a large horizontal clevis 71 by
capscrews 72, the clefts 73 of each clevis 71 having two sets of
fore and aft related clevis pin bores therethrough. Between the two
front sets of the latter on the forward pair of clevis 71 is
disposed an adjustable forward spacer bar 74 formed by a sleeve 75
which is oppositely internally threaded at its ends to receive a
pair of eyebolts 76, each of whose "eyes" are fitted with a
spherical bearing shell 77 secured therein by a pair of upper and
lower retaining plates 78 and screws 79. The bearings 77 in turn
engage spherical bushings 80 slidably located on clevis pins 81
through the clefts 73 and retained by split rings 82. A grease
fitting 83 is also preferably provided for lubrication. An
afterspacer bar 74a is disposed between the two rear sets of clevis
pin bores of the after pair of cleves 71 and an adjustable brace
bar 74b is disposed between a diagonally opposite pair of cleves 71
at the remaining clevis pin bores of each.
The structure of the afterspacer bar 74a and that of the brace bar
74b are identical to those of the forward spacer bar 74 so the
respective parts thereof are denoted in the drawings by 75a, 76a
and 75b, 76b, respectively. Likewise, the nature of the attachments
of the afterspacer bar 74a and the brace bar 74b to the cleves 71
are identical to that of the forward spacer bar 74. The forward
pair of cleves 71 are additionally fitted with anchorplates 84 atop
their upper clefts 73 and also retained by the clevis pins 81 for
purposes to be later described. As previously noted, the two bars
74, 74a and the bar 74b are in effect large turnbuckles and permit
the spacing between the tractors 10 to be adjusted, typically from
about 4 to 6 feet measured between the adjacent ends of the two
screeds 24. At the same time the spherical bushings 80 permit each
bar to swivel somewhat relative to its respective clevis 71 so that
there is some articulation between the two tractors 10 to
accommodate uneven terrain and minor obstacles. A platform 85 is
located atop the forward spacer bar 74 and the brace bar 74b for
convenience of the paver crew during dual operation of the two
pavers.
THE RIGID TYPE SCREED ASSEMBLY AND ITS LEVELING CONTROLS
As previously noted, each screed 24 includes a U-shaped screed
plate 25. Hence the special rigid center section 90 (see FIGS. 4
and 5 in particular) employs an identical plate 91 equal in length
to the distance between the adjacent ends of the two screeds 24
from which the end plates (not shown) have been first removed as if
in preparation for attachment of standard screed extensions. The
screed plate 91 is slotted at its midpoint 92 in order to permit
crowning thereabout and each of its ends is fitted with a pair of
lower tie plates 93 by which the center section 90 is secured by
bolts to similar plates (not shown in FIGS. 4 and 5) at the
respective ends of the screeds 24 in the usual fashion. Two short
lengths of moldboards 94, congruent with the moldboards 26, are
secured in slightly spaced end-to-end relation (to permit crowning
of the section 90) to the front face of screed plate 91 and braced
by a pair of upper tie plates 95 by which they are fastened to
similar plates (not shown in FIGS. 4 and 5) customarily provided at
the respective ends of the moldboards 26. The lower edge of the
moldboard 94 is fitted with a pair of strikeoff plates 96, also in
slightly spaced end-to-end relation to permit crowning, of the
nature shown in the aforesaid U.S. Pat. No. 3,262,378 to Schrimper
et al., which are slidably adjusted vertically by means of several
upright rods 97 secured thereto at their lower ends and held by
pairs of nuts 98 in the brackets 99, all as explained in the
aforesaid patent. Two pairs of the fore-and-aft spaced legs 100 are
welded at their bottom ends to the screed plate 91, each pair being
symmetrically disposed with respect to the transverse center axis
of the latter, and joined at their upper ends by turnbuckles to
form two pairs of A-frame linkages for crowning of the section 90.
Each turnbuckle consists of bolts 101 fitted with cleves 102
pivoted to their respective legs 100 at 103 and joined by an
oppositely threaded sleeve nut 104 provided with a hinged locking
clip 105. To one side of each of the pivots 103, the ends of a pair
of tie bars 106 are bolted at 107 to the legs 100 and extend
horizontally toward the respective screeds 24. The other ends of
the bars 106 are bolted at 108 to tie plates 109 from which extend
a pair of tie bars 110 bolted at 111 into the crowning linkage 30
of each screed 24, as shown in FIG. 4, and joined by a cross brace
112 bolted thereto at 113. The structures just described thus form
trusses between each screed 24 and the center section 90 both to
stiffen the overall screed assembly and, as will be apparent, to
permit the latter to be crowned about the central transverse axis
of the screed assembly at 92 by adjustment of the nuts 104. Quarter
crowning of each individual screed 24, of course, is also available
when desired by means of their crowning linkages 30 and sleeve nuts
30a.
The interior of the center section 90 is closed by a cover plate
114, flanged at 115, and a cantilevered walkway 116 is provided
mating with the walkways 48 of each screed 24. An eye 117 is
affixed to the midpoint of the front wall of the screed plate 91 to
which one end of a cable 118 is attached. The latter runs forward
to one end of a turnbuckle 119 through whose other end passes the
middle of a cable 120 fixed at its ends by cleves 121 to the anchor
plates 84. Since the inboard pivots 46 of each screed 24 are
detached and since, owing to the ball joints 43 and 45, the inboard
pair of pull arms 35b thereby exert no pull upon the inboard ends
of the screeds 24, the cables 118 and 120 prevent dragging or
horizontal flexing of the overall screed assembly and may be
adjusted by the turnbuckle 119. A pair of abutting platforms 122,
appropriately supported by brackets 123, is provided between the
afterends of the inboard pair of platforms 55 of the tractors 10
and over the center section 90 for convenience of the paver crew.
It will be understood, of course, that the inboard distributing
screws 21 of the tractors 10 are filled with extensions 21a which
operate forward of the two moldboards 94. The extensions 21a are
standard components used with standard screed extensions.
The reason the inboard pair of pull arms 35b are disconnected at
their pivots 46 to the screeds 24 is so that the angle of attack of
the central portion of the overall rigid screed assembly is not
influenced by rise and fall of the inboard pair of tracks 11. In
the case of manual control, mat thickness is controlled by the two
outboard screed-adjusting hand screws 44 only since the screed
assembly in this instance is in effect a single rigid structure.
When automatic screed-leveling controls are used, the slope control
of each individual tractor 10 is also disconnected. Both grade and
slope are controlled by a pair of grade sensors 60 at the outboard
sides of the tractors 10, as shown in FIGS. 1 and 2, inasmuch as
since the inboard pair of pull arms 35b do not affect the attitude
of the screed assembly, rise and fall of the inboard sides of
tractors 10 can be ignored. The two grade sensors 60 are used
either with a pair of preset string lines 124, as shown, or a pair
of traveling string lines on skis, either of the single or double
type shown in U.S. Pat. No. 3,323,427 to Schrimper, all as will be
apparent to those skilled in the art.
THE SPLIT TYPE OF SCREED ASSEMBLY AND ITS LEVELING CONTROLS
In this type (see FIGS. 6 and 7), the end plates (not shown) at the
adjacent ends of the two screeds 24 are removed and a standard
screed extension 130 is attached to each by bolts to the respective
tie plates 131 in the usual manner. Each extension 130 includes a
U-shaped screed plate 132 congruent with screed plates 25, a
moldboard 133 and a strikeoff plate 134 connected to the lower ends
of threaded rods 135 held in brackets 136 so that the plates 134
can be vertically adjusted by means of pairs of nuts 137, as
described in the aforesaid U.S. Pat. No. 3,262,378 to Schrimper et
al. The ends of the screed plates 132 are simply butted against
each other and in place of standard end plates a pair of special
end plates 138 are bolted instead to the tie plates 139 (only one
of which is shown) normally provided for the former. Owing to the
construction of extensions 130, a gap 139 is thereby left between
the adjacent moldboards 133, strikeoff plates 134 and end plates
138 so that the two extensions 130 have room to flex about the
abutting screed plates 132. The extensions 130 are held together by
means of a preloaded spring capsule 140 consisting of a large
compressible coil spring 141 preloaded between a pair of plates 142
by means of tie rods 143 and nuts 144. The capsule 140 is placed
against one of the plates 138 and a long, headed bolt 145 passed
axially through the spring 141 and the four plates 142 and 138,
being secured by a washer 146 and nuts 147 against the far face of
the other plate 138. The nuts 147 are simply turned up fingertight
and locked. The screed plates 25 and 132 of the two halves of the
split screed assembly are thus normally in coplanar relation, but
any departure therefrom is resiliently resisted by the action of
the spring capsule 140. The two extensions 130 are fitted with a
pair of cover plates 148 and a walkway 149 abutting the walkways
48. As in the case of the rigid type screed assembly, it will be
understood that distributing screw extensions 21a are also fitted
to the inboard pair of distributing screws 21 of the two tractors
10.
As previously mentioned, one of the features of the split type
screed assembly when automatic screed-leveling controls are used is
that it permits grade sensing from the middle of the roadway,
something which is not now practical with the rigid type or with
any current single paver. In the split type screed assembly,
however, since the two extensions 130 can flex about their
abutment, grade control can readily be accomplished along the
longitudinal center line between the two tractors 10 while slope
control for each of the latter is handled by its pendulum sensor
66. For the purpose of grade sensing, a post 63 carrying a grade
sensor 60 is clamped to a beam 150 cantilevered forwardly from the
supporting arm 64 on each inboard pull arm 35b, the two posts 63
being adjusted along the beams 150 and the sensors 60 along their
supporting arms 62 so that the former are in tandem as shown in
FIG. 7. The sensing grids 61 ride on a traveling string line 151
carried on a single ski 152 of the nature shown in the aforesaid
U.S. Pat. No. 3,323,427 to Schrimper. The ski 152 is propelled by a
strut 153 pivoted at its forward end at 154 to a clevis 155 affixed
approximately to the midpoint of the body of the ski 152. The strut
153 extends rearwardly and is pivoted at 156 to an upright clevis
157 atop the forward edge of the platform 85. The rear end of the
ski 152 is fitted with a pair of links 158 pivoted thereto at 159
and at 160 to the lower ends of a second pair of links 161, the
other ends of the latter being rigidly fixed at 162 to a supporting
arm 163 cantilevered laterally from one of the adjacent pull arms
35b just aft of its motor 39. Hence rise and fall of the inboard
side of each tractor 10 is sensed and the appropriate correction
sent to the respective motors 39 to maintain the proper attitude of
the midportion of the split screed assembly. The pendulum sensors
66, of course, are responsive to rise and fall of the respective
outboard sides of the tractors 10 and so maintain the proper
attitude of the outboard ends of the screed assembly. Obviously,
grade control with the split type screed assembly can also be done
by a pair of grade sensors 60 at the outboard sides of the tractors
10 in addition to those at the inboard sides, all as will be
apparent to those skilled in the art.
With either of the foregoing automatic leveling control
arrangements somewhat more resetting of the leveling controls is
required in the case of the split type screed assembly during
certain kinds of paving than is required in the case of the rigid
type. For instance, in paving an already banked curve, the slope
controls must be reset in the case of the split type but no change
is needed in the case of the rigid type. When building a wedge
during resurfacing of old paving both grade and slope settings must
be altered in the split type but only the grade setting at one side
in the rigid type. Yet only the split type permits sensing from the
center of the roadway, a distinct advantage during resurfacing
where skis at each outboard side cannot be used and setting of a
string line is too cumbersome. Thus, as noted, the two types of
screed assemblies complement each other; each has its own
advantages and disadvantages depending upon the particular paving
conditions. Obviously, as will also be apparent to those skilled in
the art, the split type, like the rigid type, can also be operated
without automatic leveling controls by using the four
screed-adjusting screws 44 to make the necessary corrections for
grade and slope.
THE ELECTRICAL CONTROLS
As previously noted, each individual paver of the type disclosed is
controlled by toggle switches on a single control console 170 (see
FIGS. 9 and 10) which together with an operator seat 57 is mounted
upon either of the pedestals 56 atop the platforms 55. Each control
console 170 is tied into its paver by an umbilical cord or
electrical cable 171 which leads in turn to a junction box 172
mounted against the rear end wall of each tractor 10 (see FIG. 2).
Into the junction box 172 in turn are connected the relays,
activated by their respective toggle switches on the console 170,
whose contacts directly control the paver. The relays include that
for the throttle of the engine 19, those for the horn and the
electromagnetic clutches of the drives for the tracks 11 and their
brakes, the slat conveyors 20 and distributing screws 21, that for
the vibrators 28, and those for the solenoids which operate the
hydraulic valves of the hopper dump rams 23, the screed lift rams
and the actuating ram of a truck hook of the type shown in U.S.
Pat. No. 3,396,991 Schrimper et al. (not shown in FIGS. 1-8). Into
each junction box 172 also come leads from the two automatic feed
control switches (not shown in FIGS. 1-8) described in U.S. Pat.
No. Re. 25,275 to Pollitz which are located on the pull arms 35b in
the manner shown in U.S. Pat. No. 3,453,939 to Pollitz et al. The
two manual override toggle switches for the latter together with a
follower toggle switch, which is used with automatic
screed-leveling controls, are likewise connected through the cable
171 into the junction box 172 and mounted on the console 170 whose
face thus appears as shown in FIG. 10. All of what has been just
described is well known in the art.
When set up for dual paving, certain modifications to the foregoing
electrical controls are necessary for each paver. The cable 171 of
each tractor 10 is equipped with a quick disconnect 173 from its
control console 170 and a dual junction box 174 is placed atop the
platform 122 into which the two cables 171 may also be plugged by
their quick disconnects 173. A pair of screed lift limits switches
S1, removably mounted in appropriate places on their respective
tractors 10, are provided in the circuits controlling the
respective screed lift rams of the two pavers, their cables 175
also entering the dual junction box 174. The arrangement thereby
resulting is shown in FIG. 9 which also indicates the portions
thereof pertaining to the L- and R-pavers. From the dual junction
box 174 the umbilical cord or cable 176 of the dual paver leads to
the dual control console 177 mounted, together with the operator
seat 57, on the pedestal 56 at one side of the dual paver as shown
in FIG. 1. The face of the dual console 177 is illustrated in FIG.
11 and it will be observed, compared with the face of each single
control console 170 in FIG. 10, that the respective pairs of toggle
switches for the horns, throttles, vibrators, followers and screed
lifts of the two pavers are each combined in a single switch, those
for the drive and brakes for the four tracks 11 of the two pavers
are combined in a pair of switches, one for the L- and the other
for the R-paver, while those for the material feeds, hopper dumps
and track hooks of each paver remain individual.
The foregoing modifications and other necessary for dual paving are
schematically illustrated in connection with FIGS. 12A, 12B and 13.
FIG. 12A and the lower part of FIG. 12B schematically show portions
of the 12-volt DC and the 115-volt AC circuits employed by each
paver of the type concerned, while the upper part of FIG. 12B
schematically shows a single control console 170. The left paver
has been selected for the purposes of FIGS. 12A and 12B so that the
arrangement of the components thereof shown in FIG. 9 and indicated
together with other components in FIGS. 12A and 12B is given the
suffix "L," and the respective terminal connections of the console
170L and its quick disconnect 173L are indicated by like-numbered
arrows (with certain exceptions hereinafter explained) denoting the
male and female halves, respectively, of the quick disconnect 173L.
In order to provide background for understanding the other
modifications necessary for dual paving, a brief description of the
operation and function of the illustrated controls of the L-paver,
when used singly, will now be given.
With the toggle switches of the console 170L in the positions shown
in FIG. 12B, the engine 19L is started and run at idle speed. The
proper forward speed is selected by the paver's gearbox (not shown)
in the customary manner. The line switch S2L is closed to energize
the control circuitry including the follower relay R15L through the
connection 42L to ground so that its two pairs of relay contacts
R15L are closed; the vibrator switch S5L is moved to the "on"
position; and finally the throttle switch S6L is moved to its "soft
start" position. To move the paver ahead the left- and right-hand
track switches S3L and S4L are moved to the "travel" position, thus
closing their relays R3L and R4L through the connections 7L, 9L and
10L and the two pairs of closed relay contacts R15L, whereby the
track clutches are activated through one of three sets of relays
contacts R3L and R4L for the relays R3L and R4L. The paver thus
begins to move. At the same time a second set of the relay contacts
R3L and R4L closes the circuit through the connections 27L and 28L
to energize the vibrator relay R8L, closing its contacts R8L in the
AC circuit to the vibrators 28L. The remaining set of relay
contacts R3L and R4L closes the circuit to the throttle relay R18L
through the connections 7L and 41L, thus closing the three pairs of
relay contacts R18L, one pair activating the throttle solenoid in
the DC circuit while the two others set up the circuit to the
burner 27L and activate a time delay relay S13L in the AC circuit
through the normally closed contacts R14L of a surge relay R14L in
the DC circuit. By the time the engine 19L and the paver are up to
speed and full power is available from the AC generator (not shown)
driven by the engine 19L, the relay R13L closes its contacts R13L
in the DC energizing the surge relay R14L whose contacts R14L in
the DC circuit establish a holding circuit for relay R14L while the
closed contacts R14L in the AC circuit open, shutting down relay
R13L. A second pair of normally open contacts R14L closes the
circuit to the burner 27L, vibrators 28L and automatic screed
controls since full power is now available from the generator. When
ready for paving the feed control switches S7L and S8L are moved to
their "manual" positions, or to their "auto" positions, to energize
the feed control relays R5L and R6L through connections 27L, 32L
and 33L, or through connections 27L, 30L and 31L and the automatic
feed control switches S9L and S10L, respectively, thereby
activating the left- and right-hand feed clutches through the relay
contacts R5L and R6L.
Note that when the throttle switch S6L is in its soft start
position, neither the throttle solenoid relay R18L nor the vibrator
relay R8L can be energized unless one or both of the relays R3L and
R4l are activated which means in turn that one or both of the track
switches S3L and S4L must also be closed. When the throttle switch
S6L is in its other or "full" position the pair of relay contacts
R3L and R4L in series with the connection 41L are shunted by the
connection 40L so that the throttle relay R18L is activated
independently of the track switches S3L and S4L. Normally, only the
soft start position of S6L is used for paving, while the full
position is used for checking out the paver's components. Closing
the horn switch S11L energizes its relay R7L through the
connections 7L and 18L, thus closing the relay contacts R7L to the
horn. Similarly, S12L, S13L and S14L control the respective
solenoids through the connections 7L and 7AL-FL to operate the
hydraulic valves of the rams of raising and lowering the truck
hook, the screed, and the hopper wings, respectively. A pair of
switches S15L and S16L are also provided for the horn relay R7L,
and a pair of switches S17L and S18L for the feed relays R5L and
R6L, at convenient locations on the tractor 10L so that the horn
and the material feeds can also be operated other than from the
control console 170L. A forward gear limit switch S19L in series
with the connection 27L prevents operation of the material feed and
the vibrators, as will be observed, unless the direction lever at
the paver's gearbox (not shown) is in its forward position.
When automatic screed-leveling controls are used, the follower
switch S20L on console 170L is moved to its "on" position, setting
up a sort of "override" circuit in that the follower relay R15L is
thereby placed in series with a pair of contacts C1L and C2L and a
double-pole, double-throw interlock switch S21L. In the position of
S21L shown, relay R15L will remain energized only so long as both
of the contacts C1 and C2 are closed. These latter contacts are
wired through the grade sensor 60L and the slope pendulum sensor
66L, or through two grade sensors 60L in case an additional one is
being used instead of the pendulum sensor 66L. Hence should any one
of these be or become disabled, as by a sensing grid 61L being
accidentally knocked off, R15L will drop out, whence its relay
contacts R15L will open and cause the track relays R3L and R4L also
to drop out. The opening of the three sets of relay contacts of
each of the latter in turn will open the circuits to the left- and
right-hand track clutches, the vibrator relay R8L, the surge relay
R14L and the throttle relay R18L. The opening of all of the latter
will thus halt the paver and return the engine to idle speed in
order to prevent laying a defective mat. If only a single leveling
control is being used, that is, only one grade sensor 60L or only
the slope pendulum sensor 66L, S21L is moved to its other position
so that, as will be observed, R15L will drop out, with the
foregoing consequences, should that single control become disabled.
Other details of the circuitry of the paver and its functions are
well known in the art.
It will be understood, of course, that the circuitry and operation
of the R-paver is identical with that just described for the
L-paver except that its respective components would have an "R"
suffix and are so referred to henceforth. As further modified for
dual paving, each paver L and R has an additional connection 29L,
29R shunting the relay contacts R3L and R4L, R3R and R4R in the
circuits of their respective vibrator relays R8L and R8R, while the
L-paver only has an additional connection 9AL and the R-paver only
an additional connection 10AR (both being indicated in FIG. 12A)
shunting the relay contacts R15L in series with the relay R3L and
the relay contacts R15R in series with the relay R4R, respectively.
These connections 29L, 29R, 9AL and 10AR extend from the respective
junction boxes 172L, 172R through the cables 171L, 171R to the
quick disconnects 173L, 173R but are not used when the pavers are
used singly and so are not carried into the individual control
consoles 170L, 170R. However, as will be observed from FIG. 13,
they are carried into the dual junction box 174 for purposes
shortly to be described.
The bottom of FIG. 13 schematically illustrates the connections of
both the L- and R-pavers by the quick disconnects 173L, 173R to the
dual junction box 174 while the upper portion of the figure
illustrates the dual control cable 176 and console 177. The toggle
switches on the latter by which certain of the functions, as
previously stated, of the L- and R-pavers remain individually
controllable, are so designated by the suffixes "L" and "R" to
equate them to their respective counterparts on the individual
control consoles 170L, 170R, while those switches in which the
remaining functions of the two pavers are combined on dual control
console 17 are designated S3D for the two tracks of the L-paver and
S4D for the two tracks of the R-paver, S11D for the two horns, S6D
for the two throttles, S20D for the two followers, S5D for the
vibrators of both, and S13D for the two screed lifts, all being of
the double-pole, double-throw type. Into the dual junction box 174
also run the cables 175L, 175R to the two screed lift limit
switches S1L and S1R, as indicated.
As will be observed, the toggle switches S7L, S7R, S8L, S8R, S12L,
S12R, S13D, S14L and S14R all individually perform their respective
functions in the same manner when the two pavers are used for dual
paving as they do when each paver is used singly, except that S13D
simultaneously controls the four screed lift rams of both pavers.
The situation is somewhat different, however, in the case of the
switches S3D, S4D, S6D, S20D and S5D, because, while S3D jointly
controls the two tracks of the L-paver, S4D the two tracks of the
R-paver, S6D the two throttles, S30D the two followers and S5D the
vibrators, they do so in connection with four interlock relays
R21L, R21R, R22L and R22R and their respective relay contacts, two
pairs for each relay, mounted in the dual junction box 174. There
are two basic reasons for this and for the latter four relays:
first, if the follower relay R15L or R15R of either paver drops
out, both pavers must halt; and second, neither paver must halt
unless both do. Now, assuming the two line switches S2L, S2R are
closed, and the follower switch S20D is in its "off" position so
that the follower relays R15L, R15R are energized and their
contacts R15L, R15R closed, the two interlock relays R21L, R21R are
thereby also energized through the connections 7L, 7R, the follower
switch S20D and the connection of the latter to ground, whereby the
four pairs of relay contacts R21L and R21R are closed. Also owing
to the closed relay contacts R15L, R15R, the two interlock relays
R22L, R22R are energized through the connections 9AL and 10AR and
the connections 43 to ground, thus closing their four pairs of
relay contacts R22L and R22R. The throttle switch S6D is moved to
its soft start position and the vibrator switch S5D to its "on"
position. Then when the two track switches S3D and S4D are moved to
their travel positions, the clutch relays R3L, R4L, R3R and R4R are
energized through the two pairs of closed relay contacts R21L AND
R21R. The three sets of contacts of each of the clutch relays are
thereby closed, engaging the four track clutches and setting up the
circuits to the throttle relays R18L, R18R, the time delay relays
R13L, R13R, the surge relays R14L, R14R, and the vibrator relays
R8L, R8R. Hence, the dual paver is ready for paving upon the four
feed switches S7L, S8L, S7R, and S8R being moved to either their
"auto" or "manual" positions.
Suppose now a right turn is to be made. The track switch S4D is
opened, shutting down the track relays R3R and R4R and opening
their three sets of relay contacts R3R, R4R; the first pair opens
the circuit to the two clutches of the tracks of the R-paver,
allowing them to freewheel; however, the lead through the
connection 40R, which shunts the second pair of contacts R3R and
R4R in series with the throttle relay R18R, maintains the latter
energized through the closed pair of relay contacts R22L between
the connections 40R and 41R in the dual junction box 174 so that
the engine 19R continues to run as before; likewise, the lead
through the connection 29R, which shunts the third set of relay
contacts R3R and R4R in series with the vibrator relay R8R,
maintains the latter energized through the other pair of closed
relay contacts R22L in series with the connection 29R. Hence,
except for its two tracks, the R-paver continues to function as
before during the turn. The same is true if in addition the track
switch S4D is moved to its "brake" position. Similarly, the
connection 40L, the two pairs of closed relay contacts R22R, and
the connections 29L, 40L and 41L do the same for the left paver in
the event of a left turn or the braking of the L-paver. In short,
neither paver stops, except its own tracks in the event of a turn,
unless both stop.
Note that the inboard pair of brakes are not used during the dual
paving, since the connections 11L and 8R on the quick disconnects
171L, 171R are not carried through the dual junction box 174 and
its cable 176. Observe also that, owing to the relay contacts R21R
in series with the connections 9L and 10L to the travel position of
track switch S3D and the relay R21R in series with the connection
7R, the two tracks of the L-paver cannot function unless the line
switch S2R is closed. Likewise, owing to the contacts R21L in
series with the connections 9R and 10R to the travel position of
track switch S4D and the relay R21L in series with the connection
7L, the two tracks of the R-paver cannot function unless the line
switch S2L is closed. This arrangement provides an additional
interlock so that neither paver can move unless the control
circuits of both are energized through closing of the line switches
S2L and S2R. The horn switch S11D, it will be seen, operates either
the L-paver horn or the R-paver horn depending upon which direction
it is moved.
If automatic screed-leveling controls are used, the follower switch
S20D is, of course, in its "on" position and it will be assumed the
follower interlock switches S21L and S21R are both in the position
shown in FIG. 12A. Hence, the follower relay R15L and the interlock
relay R21L through the connection 42L are in series with the
contacts C1L and C2L to ground, and the follower relay R15R and the
interlock relay R21R through the connection 42R are in series with
the contacts C1R and C2R to ground. Now if a sensing grid 61 is
accidentally knocked off the L-paver, the contact C1L or C2L
thereby opens the circuit to both relays R15L and R21L, shutting
them down. The relay contacts R15L thus open, shutting down in turn
the track relays R3L and R4L, and hence the vibrator relay R8L and
the throttle relay R18L, halting the L-paver and returning its
engine to idle, all in the manner described heretofore in the case
of individual operation of the L-paver. At the same time, however,
the opening of the follower relay contacts R15L also opens the
circuit to the interlock relay R22L through the connection 9AL,
shutting down the relay R22L and opening its two pairs of contacts
R22L. Opening of the pair of the latter between the connections 40R
and 41R shuts down the surge relay R14R, while the opening of the
remaining pair of contacts R22L in series with the connection 29R
opens the shunt around the relay contacts R3R and R4R in the
circuit of the vibrator relay R8R of the R-paver. Meanwhile, the
shutting down of the relay R21L at the same time as the relay R15L
has opened the two pairs of relay contacts R21L in series through
the connections 9R and 10R to the two track relays R3R and R4R of
the R-paver. The shutting down of the latter two relays, of course,
opens the circuits to the two track clutches of the R-paver, its
throttle relay R18R and its vibrator relay R8R, thus halting the
R-paver and returning its engine to idle. Likewise, in a similar
manner, if a sensor grid 61 should be knocked off the R-paver, the
relay R15R will halt the R-paver while the interlock relays R21R
and R22R will halt the L-paver. Thus, if one paver is stopped both
are stopped. Other details of the operation of the dual paver will
be apparent to those skilled in the art.
DISASSEMBLY
As noted above, more time is necessary to separate the two pavers
when the rigid screed assembly is used because the special center
section 90 must be removed in its entirety. This requires removal
of the bolts 113 securing the tie bars 110 to the crowning
mechanism 30 of each screed 24. The cover plate 114 and walkway 116
must also be removed, as well as the cables 118 and 120, so that
the section 90, after being unbolted from the ends of the screeds
24, can be lifted or slid out. If a standard screed extension is to
be fitted to either paver, then its distributing screw extension
21a is left in place. If not, then it is removed and the open end
of the screed 24 closed by an end plate. Also, the inboard pivots
46 of the two screeds 24 are reattached. In the case of the split
type screed assembly all that need be done is to remove the cover
plates 148, the walkway 149 and the nuts 147 securing the spring
capsule 140. The special end plates 138 are unbolted and replaced
with standard end plates if the screed extensions 130 are to
remain. Otherwise, the latter and the distributing screw extensions
21a are also removed and the open ends of the screeds 24 closed by
end plates. In the case of automatic screed-leveling controls, the
strut 153 is removed together with the supporting arms 150 and 163
so that the ski 152 can be detached.
With either type of screed assembly, the quick disconnects 173 are
unplugged from the dual junction box 174 and replugged into the
single control consoles 170. The screed lift limit switches S1 are
removed and the platforms 122 and the dual junction box 174 and
control console 177 dismounted; the two platforms 122 may, however,
be left in place if desired. Finally, the platform 85 and the
clevis pins 81 are removed, detaching the Z-linkage. The two pavers
are then ready for individual use.
SUMMARY
It should now be evident that the present invention provides a dual
paver formed from the tractors of two standard pavers and one of
two forms of overall screed assemblies, either the rigid or the
split type, each being made up largely from standard components and
having its own particular uses and advantages. The individual
pavers are readily assembled for dual paving or disassembled for
individual use so that the utility of the two pavers individually
is preserved and the investment necessary for dual use is
minimized. This is true not only of the mechanical but of the
electrical aspects as well, inasmuch as the individual electrical
controls of each paver are also readily connected into a dual
control console for both so that the two can be conjointly operated
as a single paving machine, yet can be easily disconnected for
individual use. The result is a paving machine which can accomplish
as much as or even more paving than two individual pavers operated
singly, but needing only one paver crew to do so and eliminating
joints between adjacent strips of paving.
While the present invention has been described in terms of two
specific embodiments thereof, being the best mode known of carrying
it out, and detailed descriptive language has been used, it is not
so limited. Instead, the following claims should be read as
encompassing all adaptations and modifications of the invention
falling within the spirit and scope thereof.
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