Patent Application
20240301634
This application claims foreign priority benefits under 35 U.S.C. § 119(a)-(d) to European patent application number EP 23 160 624.5, filed Mar. 8, 2023, which is incorporated by reference in its entirety.
The present disclosure relates to a method for dynamically controlling a paving speed of at least one road paver for a paving process. Furthermore, the disclosure relates to a road construction system for a dynamic paving process.
EP 2 514 871 A1 discloses a road construction system comprising a material supply chain, a road paver supplied with paving material by the material supply chain for pre-compaction of a newly produced paving layer and a compactor vehicle following the road paver for final compaction of the newly produced paving layer. Furthermore, the road construction system has an electronic material density module, which is configured to detect the pre-compaction achieved by the road paver and communicate it to the compaction vehicle, which adjusts its final compaction performance based on the data received depicting the pre-compaction in order to produce a desired final compaction of the newly produced paving layer.
DE 10 2019 116 853 A1 discloses a system and a method for controlling the speed of a road paver. For this purpose, a feed rate of the paving material delivered from an asphalt mixing plant to a construction site is determined, wherein the paving speed of at least one road paver used on the construction site is adapted as a function of the determined feed rate. Alternatively, the speed of the road paver, in particular its maximum paving speed, can be varied on the basis of a detected maximum compaction performance of the compaction machines following the road paver.
EP 2 325 392 A2 discloses a road paver with a compaction unit, the stroke of which can be auto-matically adjusted to the paving speed so that a largely constant pre-compaction results even if the speed of the road paver changes. The automatic adjustment of the stroke is carried out by means of a speed-dependent characteristic curve control. Comparable characteristic curve controls are disclosed in EP 3 138 961 A1, EP 2 366 831 A1 and EP 2 366 832 A1.
A problem underlying the disclosure is to provide a paving process with improved paving quality and improved paving performance.
This problem is solved by a method according to the disclosure and by means of a road construction system according to the disclosure.
The disclosure relates to a method for dynamically controlling a paving speed of at least one road paver for a paving process, wherein by means of a control system functionally connected to the road paver, a paving speed for the road paver adapted to the determined material delivery rate is determined as a function of a variable material delivery rate of a material supply chain supplying the road paver with paving material determined thereby. By ensuring that the road paver carries out the paving process at the paving speed detected and adapted to the material delivery rate, material delivery bottlenecks and interruptions to the material supply on the road paver's construction site can be prevented. It can also counteract an oversupply of material on the construction site.
According to the disclosure, a pre-compaction performance of at least one pre-compaction element of a paving screed of the road paver is adapted as a function of the paving speed adapted to the material delivery rate in order to keep a pre-compaction achieved by means of the pre-compaction element constant. According to the disclosure, the pre-compaction performance carried out directly on the road paver is thus varied as a function of the speed for the road paver, which is determined dynamically on the basis of the determined material delivery rate, in order to obtain constant pre-compaction in the paving layer laid by the road paver. This allows the pre-compaction to remain constant even if the paving speed of the road paver changes due to a varying material delivery rate.
On the one hand, this allows the speed of the road paver to be optimized with regard to the feed rate or material delivery rate in order to achieve an improved paving performance. On the other hand, this optimization can be combined with constant pre-compaction by means of the paving screed, that is, despite the adapted paving speed with regard to the material delivery rate, the road paver is able to produce a paving layer with constant pre-compaction. This results in improved paving quality.
The disclosure furthermore favors a continuous material supply through the material supply chain, as the operation of the road paver is adapted to the determined material delivery rate, that is, no oversupply or undersupply of paving material occurs on the construction site. In addition, embodiments according to the disclosure may allow a continuous paving process, as the production of the paving layer using the road paver can take place without interruptions, taking into account the material delivery rate. Fluctuations in the material supply can be easily compensated by means of the disclosure without changing the pre-compaction quality.
In principle, according to the disclosure, the paving process can run more slowly as the material delivery rate decreases and faster as the material delivery rate increases, without this dynamic leading to a change in the pre-compaction. This results in a continuous, i.e., uninterrupted, paving process on the construction site beyond the material supply chain, leading to constant pre-compaction.
The disclosure derives the pre-compaction performance of the paving screed of the road paver from the material delivery rate of the material supply chain, in that the material delivery rate determines the paving speed of the road paver, on which the pre-compaction performance depends. This leads to a homogeneous, consistent pre-compaction result with uninterrupted paving travel. The idea according to the disclosure of relating the material delivery rate to the pre-compaction performance via the adjusted paving speed enables a more powerful and higher quality paving process overall.
Preferably, a user enters a maximum paving speed as a limit condition for the paving process of the road paver in the control system. This allows the speed control of the road paver on the construction site to be limited by expert knowledge.
In particular, the user can make the input in the control system dependent on the type of paving screed of the road paver on the construction site, primarily on its maximum pre-compaction performance. This allows the maximum paving speed of the road paver to be accelerated only to such an extent that constant pre-compaction is still possible.
It would be conceivable that the control system is functionally connected to the paving screed and prompts the user to confirm or update the maximum paving speed stored as a limit condition in the control system when the paving screed of the road paver is changed, which may change the maximum pre-compaction performance.
According to one variant of the disclosure, the control system determines a maximum possible paving performance by the road paver, taking into account the determined material delivery rate, and thus calculates a separate maximum paving speed for the road paver as a function of a layer thickness and layer width to be produced by means of the paving screed. The control system is thus able to calculate a separate maximum paving speed for the road paver for each construction specification, which is adapted to the material delivery rate. In principle, this separately determined maximum paving speed can be less than, equal to or greater than the maximum paving speed stored by the user in the control system.
In particular, according to one variant of the disclosure, the maximum paving speed calculated by means of the control system is stored as the paving speed set value in a vehicle control system of the road paver that is functionally connected to the control system, if this is less than or equal to the maximum paving speed entered by the user. Alternatively, it would be possible for the maximum paving speed entered by the user to be stored as the paving speed set value in the vehicle control system of the road paver that is functionally connected to the control system, if the maximum paving speed calculated by means of the control system is greater than the maximum paving speed entered by the user. The first alternative described above results in a maximum acceleration of the paving process as a function of the material delivery rate determined, without the risk of interrupting the paving process. This allows a maximum paving performance to be achieved that is adapted to the material delivery rate. The second alternative mentioned above sets limits to the increase in speed of the paving process through specialist knowledge, for example with regard to the maximum pre-compaction performance that can be achieved by the screed, in order to determine the maximum paving speed even at a very high material delivery rate such that it is possible to adjust the pre-compaction performance to maintain a constant pre-compaction, even if the determined material delivery rate actually allowed a higher maximum paving speed. As a result, the pre-compaction remains constant for both alternatives.
According to one embodiment of the disclosure, it is provided that the control system, by determining a changing material delivery rate, both calculates a correspondingly adapted new maximum paving speed for the road paver and determines a time at which the new maximum paving speed is stored in the vehicle control of the road paver. It is thereby achieved that the speed adjustment of the paving process is only carried out on the road paver when an increased or reduced material delivery rate of the material supply chain detected in this respect is noticeable on the construction site. As a result, the road paver only reacts to an increased or reduced material delivery rate when it actually arrives at the construction site, that is, when it affects the amount of material stockpiled there.
In particular, the control system can vary the time at which the new maximum paving speed is stored in the vehicle control of the road paver as a function of an amount of the required change in paving speed such that, in principle, the new maximum paving speed tends to be stored or activated later in the vehicle control of the road paver in the event of a small change in paving speed with regard to a changing material delivery rate than in the event of a large change in paving speed with regard to a changing material delivery rate. This principle can lead to the fact that only short-lasting, minor changes in the material delivery rate can be ignored, that is, they cannot be unnecessarily transferred to the operation of the road paver. This favors energy-efficient operation of the road paver.
Preferably, the new maximum paving speed calculated using the control system is stored as the new paving speed set value in the vehicle control of the road paver that is functionally connected to the control system, if this is less than or equal to the maximum paving speed entered by the user. Alternatively, it would be possible for the maximum paving speed entered by the user to be stored as the paving speed set value in the vehicle control system of the road paver that is functionally connected to the control system or to remain set, if the new maximum paving speed calculated using the control system is (still) greater than the maximum paving speed entered by the user. In both alternatives, it can be ensured that a maximum paving performance combined with a constant pre-compaction is possible on the basis of the determined material delivery rate. With the first-mentioned alternative, the main consideration is that the maximum paving speed with regard to the material delivery rate is set such that the road paver only accelerates the paving process with a low material supply to such an extent that it can carry out the paving process continuously, that is, disadvantages associated with a material delivery bottleneck and a resulting stop of the road paver, for example a sinking of the paving screed during the stop and/or impairments of the layer thickness surface quality, for example due to imprints, can be avoided. The other alternative, according to which the maximum paving speed is run in accordance with the user-set maximum paving speed, ensures that the road paver does not run at too high a paving speed, which would in principle be possible due to the set material delivery rate, but could no longer be compensated for by the maximum pre-compaction performance that can be set on the paving screed to achieve a constant pre-compaction. With these variants, the control system only ever causes the road paver to accelerate the paving process such that the road paver does not stop on the construction site and paving is always carried out with constant pre-compaction.
Preferably, it is provided that the control system adjusts the paving speed set value, in particular the new paving speed set value, as a function of a pre-selected minimum material stockpile and/or as a function of a pre-selected maximum material stockpile of a paving material available in the direct vicinity of the road paver, i.e., on the construction site, such that the minimum material stockpile is not undercut and/or the maximum material stockpile is not exceeded during the paving process. This provides an additional safeguard to ensure that there is always a sufficient material buffer for the road paver on the construction site, that is, there is never too little or too much paving material. This favors a continuous paving process by preventing the road paver from having to stop during the paving process due to a low or insufficient material stockpile. Moreover, this prevents a surplus of paving material being kept on the construction site. This would have the disadvantage that the excess paving material on the construction site would cool down. This downstream speed correction of the paving speed set value determined on the basis of the material delivery rate by means of the control system is limited to the extent that the resulting speed adjustment or acceleration of the road paver only takes place under the condition that the pre-compaction remains the same.
It would be useful if an initial paving speed of the road paver were defined before the paving process begins and a target layer thickness and a target pre-compaction were stored as process parameters in the control system for the initial paving speed, for example by user input. The initial paving speed can, for example, be selected such that the road paver can be started up slowly at the beginning of the paving process, that is, the road paver temporarily carries out the paving process at a “warm-up speed” at least at the beginning of the paving process, i.e., it is not immediately controlled at maximum paving speed. These basic settings selected on the road paver before the beginning of the paving process can be transmitted as a basic data set from the road paver to the control system, preferably if they are detected on the road paver and/or on the paving result at the beginning of the paving process, wherein this initiates the operation according to the disclosure on the control system to keep the pre-compaction constant at maximum paving speed. It would be conceivable that the activation of the operation according to the disclosure for keeping the pre-compaction constant at maximum paving speed only takes place after a predetermined warm-up time has elapsed, for example 5 minutes after the start of the paving process, so that the drives and units installed on the road paver reach a desired operating temperature before the road paver adapts its speed to the variable material delivery rate of the material supply chain supplying it.
It would be conceivable that the initial paving speed of the road paver is controlled in a damped manner by means of its vehicle control using a ramp function to the maximum paving speed adapted to the material delivery rate or set by the user, so that the working units of the road paver, which are still cold at the start of the paving process, including in particular the speed-dependent pre-compaction device, can start up slowly.
One variant provides that the initial paving speed at the beginning of the paving process is stored in the vehicle control as the paving speed set value, wherein a change in speed detected on the road paver or a change in speed determined by means of the control system, in particular a change in speed from the initial paving speed to the maximum paving speed entered by the operator or to the maximum paving speed calculated on the basis of the material delivery rate, causes the control system to calculate a correction factor for adjusting the pre-compaction performance for the natural change in pre-compaction that can be predicted on the basis of the change in speed and to store this in a screed control of the road paver, which uses the correction factor to adjust the operation of the compaction element, in particular at a specific point in time, such that a pre-compaction achieved with the change in speed essentially corresponds to the target pre-compaction defined for the initial paving speed. The change in speed initiated by the control system therefore determines the extent of the resulting correction factor, which is used to adjust the pre-compaction performance to compensate for the natural change in pre-compaction. In this way, despite a material supply-dependent target paving speed of the road paver that has changed compared to the initial paving speed, the correction factor can be used to control an adjustment of the pre-compaction performance that compensates for the changed target paving speed, so that constant pre-compaction is guaranteed.
In particular, the correction factor is used by means of the screed control to vary a stroke of the compaction element, to vary an executable contact pressure by the compaction element and/or to vary a speed of the compaction element. The variation of these process parameters can be combined as required to enable a pre-compaction performance adapted to the change in speed by means of the paving screed.
It would be conceivable that a layer thickness deviation from the target layer thickness is calculated by real-time measurement of the layer thickness produced, on the basis of which a layer thickness correction factor is determined and used by the screed control system for height control of the paving screed. Although it can be assumed that with changing paving speed and pre-compaction performance adjusted accordingly, which enables constant pre-compaction, the layer thickness also remains constant, the layer thickness correction factor can be used to easily compensate for deviations in layer thickness detected by way of exception via the height control of the paving screed, so that a constant layer thickness can be achieved in addition to constant pre-compaction.
One variant provides that by means of real-time measurement, a pre-compaction deviation from the target pre-compaction is determined, wherein a system used for post-compaction, for example a roller following behind the road paver, compensates for the pre-compaction deviation by means of dynamic post-compaction modulation such that an overall residual compaction deviation is minimized. Although one or more embodiments according to the disclosure result in the pre-compaction result along the paving section being essentially consistent, i.e., constant, any deviations from the target pre-compaction can be easily compensated for by the subsequent post-compaction system. The post-compaction system benefits from a constant pre-compaction created by the road paver essentially along the entire paving section, so that it can compensate for any isolated deviations from the target pre-compaction without great effort.
According to a preferred embodiment, at least one part of the control system can, as a cloud-based application, detect predetermined construction planning values, for example from a control center connected to it, and/or dynamic paver and screed process data of the road paver determined during the paving process and, based on this, calculate at least one target process value for the paving process, in particular the paving speed adapted to the varying material delivery rate and/or at least one correction factor, in particular the correction factor for adapting the pre-compaction performance, and transmit it to another part of the control system, which stores the calculated target and correction values for the vehicle control and/or the screed control.
Preferably, the part of the control system configured as a cloud-based application can detect dynamic material delivery process data determined from the material supply chain during the material delivery process and, based on this, calculate the material delivery rate of the material supply chain, in particular in real time, as well as the paving speed to be adapted thereto, and transmit this to the other part of the control system, which maintains the adapted paving speed of the vehicle control of the road paver.
By means of the cloud-based variants mentioned above, IT resources can be outsourced as a web application. In particular, this would allow several paving processes carried out on different construction sites to be connected to the part configured as a cloud-based application. The cloud-based part of the control system could therefore be used universally for many construction site projects at the same time.
According to one embodiment of the disclosure, the control system is available not only in part, but as a whole as a cloud-based application and calculates all target process values and correction values for the paving process at least as a function of the variable material delivery rate and keeps these directly available to the vehicle control and/or the screed control of the road paver in order to achieve a constant pre-compaction.
Furthermore, the disclosure relates to a road construction system for a paving process. The road construction system comprises a control system, at least one road paver functionally connected to the control system, at least one logistics system functionally connected to the control system and at least one material supply chain supplying the road paver with paving material, the variable material delivery rate of which can be detected by means of the logistics system and can be provided to the control system. The control system is configured to determine a paving speed for the road paver that is adapted to the determined material delivery rate. According to the disclosure, a pre-compaction performance of at least one pre-compaction element of a paving screed of the road paver can be adapted as a function of the paving speed adapted to the determined material delivery rate. This allows the paving process to take place continuously, i.e., without interrupting the paving process, and with constant pre-compaction. A change in speed caused by the material delivery rate is thus compensated for by adjusting the pre-compaction performance such that the pre-compaction produced by the paving screed remains constant. The material delivery rate thus has a direct influence on the pre-compaction achieved.
Preferably, the control system is configured to determine a maximum possible paving performance by the road paver, taking into account the material delivery rate indicated to it by the logistics system, in order to calculate therefrom a maximum paving speed for the road paver as a function of a layer thickness and layer width to be produced by means of the paving screed, and to store the maximum paving speed calculated using the control system as the paving speed set value in a vehicle control of the road paver functionally connected to the control system if this is less than or equal to a maximum paving speed entered by a user on the control system as a limit condition. Alternatively, the control system is configured to store the maximum paving speed entered by the user as a limit condition as the paving speed set value in the vehicle control system of the road paver, which is functionally connected to the control system, if the maximum paving speed calculated by means of the control system is greater than the maximum paving speed entered by the user. Both of the above alternatives cause an uninterrupted, maximum paving performance combined with a constant pre-compaction, that is, they ensure that both a maximally accelerated and qualitatively optimal paving result is achieved.
It would be useful that the control system is adapted to calculate both a correspondingly adapted (new) maximum paving speed for the road paver by determining a changing material delivery rate and to determine a time at which the (new) maximum paving speed is to be stored in the vehicle control of the road paver. This allows the speed adjustment on the road paver on the construction site to be delayed until or to be carried out exactly when the changing material delivery rate is noticeable on the construction site, that is, the road paver only reacts to the changed material delivery rate when this would lead to an undesirable change in the material stockpile on the construction site. This variant thus allows only short-lasting, negligible changes in the material supply to be ignored, so that the road paver travels at a constant paving speed as far as possible.
In particular, the control system can be configured to vary the time at which the new maximum paving speed is stored in the vehicle control of the road paver as a function of an amount of the required change in paving speed. In particular, the control system can follow a logic such that, in the event of a small change in paving speed with regard to a changing material delivery rate, the new maximum paving speed tends to be stored in the vehicle control of the road paver at a later point in time than in the event of a large change in paving speed with regard to a changing material delivery rate. This principle can lead to the fact that only short-lasting, minor changes in the material delivery rate can be ignored, that is, they cannot be unnecessarily transferred to the operation of the road paver. This favors energy-efficient operation of the road paver.
A preferred embodiment of the disclosure provides that the control system is configured to adjust the paving speed set value as a function of a pre-selected minimum material stockpile and/or as a function of a pre-selected maximum material stockpile of a paving material available in the direct vicinity of the road paver, i.e., on the construction site, such that during the paving process no less paving material than the minimum material stockpile and/or no more paving material than the maximum material stockpile is available. This means that the road paver only accelerates the paving process to such an extent that there is no undersupply or oversupply of material on the construction site. If there is an undersupply of material, there would be a risk that the road paver would have to interrupt the paving process. An oversupply of paving material would lead to the paving material cooling down.
Preferably, a target layer thickness and a target pre-compaction can be stored as process parameters in the control system for an initial paving speed of the road paver defined before the start of the paving process. In this context, the initial paving speed at the beginning of the paving process is stored in the vehicle control of the road paver as the initial paving speed set value and the control system is configured to calculate in response to a change in speed detected on the road paver or a change in speed determined by means of the control system, in particular a change in speed from the initial paving speed set value to a maximum paving speed entered as the paving speed set value for the paving process or to a maximum paving speed calculated on the basis of the material delivery rate, a correction factor for adjusting the pre-compaction performance in view of a natural change in pre-compaction that can be predicted on the basis of the change in speed and to store this in a screed control of the road paver. In this process, the screed control adjusts the pre-compaction performance of the compaction element by means of the correction factor such that a pre-compaction achieved with the change in speed essentially corresponds to the target pre-compaction defined for the initial paving speed. The process parameters stored at the beginning of the paving process for the predetermined initial paving speed thus remain constant even through a detected or determined change in speed of the road paver using the correction factor. In particular, this allows the road paver to accelerate the paving process as much as possible without interrupting the paving process, which is carried out with constant pre-compaction. This results in a particularly economical paving process with homogeneous paving quality.
Preferably, the screed control is configured using the correction factor to vary a stroke of the compaction element, to vary an executable contact pressure by the compaction element and/or to vary a speed of the compaction element. It would be conceivable to use correction factors determined separately by the control system to vary the respective process parameters. In particular, the process parameters can be changed in combination in order to achieve a constant pre-compaction result.
A preferred embodiment of the disclosure provides that the road paver is configured to carry out a real-time measurement of the layer thickness produced, whereby a layer thickness correction factor resulting from a layer thickness deviation from the target layer thickness detected therefrom can be determined and can be provided to the screed control for height control of the paving screed, and/or the road paver is configured to carry out a real-time measurement of a pre-compaction produced, wherein, as a function of a pre-compaction deviation from the target pre-compaction determined therefrom, a post-compaction system compensating for the pre-compaction deviation by means of dynamic post-compaction modulation can be controlled such that an overall residual compaction deviation is minimized. The use of these correction functions is the absolute exception, as an essentially constant pre-compaction is accompanied by a constant layer thickness and deviations from the target pre-compaction tend to be very small. If these compensation functions are triggered, the associated effort required to compensate for the deviations is very low.
The control system can be connected to the logistics system and the road paver as a cloud-based application or as a server-based network. One variant provides that the control system is integrated in a portable device that is used by an operator on the construction site. It would be conceivable that the logistics system is integrated as a cloud- or network-based application in another portable device, which is carried by at least one truck driver of the material supply chain.
According to a preferred variant, at least one part of the control system is available as a cloud-based application which is configured to detect predetermined construction planning values, for example from a control center connected to it, and/or dynamic paver and screed process data of the road paver determined during the paving process, and to calculate at least one target process value based thereon, in particular the paving speed adapted to the varying material delivery rate, and/or at least one correction factor, in particular the correction factor for adapting the pre-compaction performance, and transmit it to another part of the control system, which stores the calculated target and correction values of the vehicle control and/or the screed control. This allows certain IT resources, in particular storage space, computing power and/or software, to be used as a web-based application.
Preferably, the part of the control system configured as a cloud-based application is further configured to detect dynamic material delivery process data determined during the material delivery process carried out by means of the material supply chain and, based thereon, to calculate the material delivery rate of the material supply chain, in particular in real time, and to transmit it to the other part of the control system, which determines the paving speed to be adapted thereto based on the calculated material delivery rate and provides it to the vehicle control of the road paver.
According to one embodiment of the disclosure, the control system is available not only in part, but as a whole as a cloud-based application and is configured to calculate all target process values and correction values for the paving process at least as a function of the variable material delivery rate and to provide these directly to the vehicle control and/or the screed control of the road paver in order to achieve a constant pre-compaction.
The disclosure is explained in more detail with reference to the following Figures:
Technical components are identified with the same reference signs throughout the Figures.
The control system 2 is configured to determine a paving speed v for the road paver 3 that is adapted to the determined material delivery rate PL.
Furthermore,
Furthermore, the control system 2 is configured to determine, in addition to the paving speed v adjusted on the basis of the material delivery rate PL, a time tx at which the paving speed v is stored in the vehicle control 5 of the road paver 3. This time tx can also be stored accordingly in a screed control 8 of the paving screed 7 in order to adjust the speed v of the road paver 3 and the pre-compaction performance VL of the compaction element 6 at the same time.
During the paving process E shown schematically in
In particular, the control system 2 is able to store the maximum paving speed vmax calculated by means of the control system 2 as the paving speed set value vsoll in the vehicle control 5 of the road paver 3, which is functionally connected to it, if this is less than or equal to the maximum paving speed vB entered by the user. Alternatively, the maximum paving speed vB entered by the user is stored in the vehicle control 5 as the paving speed set value vsoll if the maximum paving speed vmax calculated by means of the control system 2 is greater than the maximum paving speed vB entered by the user.
The control system 2 can be configured in whole or in part as a cloud-based application C and/or as a server-based network in order to control the respective vehicles and work units functionally integrated in the road construction system 1 in a coordinated manner such that an uninterrupted, maximally accelerated paving process E is achieved, leading to a constant pre-compaction of the paving layer D.
In addition to the configuration of the paving screed 7 shown in
The compaction elements 6 used on the respective paving screeds 7, 7′ in
The pre-compaction performance VL is varied by means of a correction factor f(v), which is calculated by the control system 2 on the basis of a changing paving speed v, in particular with regard to a predicted change in the pre-compaction V caused by speed adjustment, and is fed into the screed control 8 either directly or indirectly via the vehicle control 5. In this way it is achieved that the compaction elements 6 working on the respective paving screeds 7, 7′ adapt their pre-compaction performance VL to the paving speed v, in particular to the maximum paving speed VB entered or to the maximum paving speed vmax calculated as a function of the material delivery rate PL, such that a constant pre-compaction V is produced by means of the paving screeds 7, 7′.
The increasing pre-compaction performance VL, which is adapted to the material delivery rate PL over the time axis t in
At a constant material delivery rate PL, it can be assumed that the material stockpile Q decreases on the construction site as the paving speed v increases and the material stockpile Q increases as the paving speed v decreases.
The fluctuations in the material supply Q shown in
Between time t2 and time t3, a ramp function y derived from the time tx determined by the control system 2 is used to continuously increase the speed until the paving speed v corresponds to the maximum paving speed vB entered by the user in the control system 2.
At time t4, the control system 2 determines that the material delivery rate PL has changed again, namely it is lower than before time t4. The resulting maximum paving speed vmax calculated by the control system 2 is stored in the vehicle control 5 of the road paver 3 from time t5. This maximum paving speed vmax is lower than the maximum paving speed vB entered by the user, corresponding to the reduced material delivery rate PL, and can therefore be stored in the vehicle control 5 of the road paver 3 as calculated by the control system 2.
At time to, an even more reduced material delivery rate PL is detected by the control system 2. The suitable maximum paving speed vmax from time t7 is therefore even lower in order to carry out the paving process E even more slowly in accordance with the further reduced material delivery rate PL.
Between the respective intervals of the maximum paving speeds vmax shown in
As one skilled in the art would understand, the control system 2, the vehicle control 5, the screed control 8, as well an any other control, controller, control system, unit, machine, apparatus, element, sensor, device, component, system, subsystem, arrangement, or the like described herein may individually, collectively, or in any combination comprise appropriate circuitry, such as one or more appropriately programmed processors (e.g. one or more microprocessors including central processing units (CPU)) and associated memory, which may include stored operating system software and/or application software executable by the processor(s) for controlling operation thereof and/or for performing the particular algorithms represented by the various functions and/or operations described herein, including interaction and/or cooperation between any such control system, control, controller, unit, machine, apparatus, element, sensor, device, component, system, subsystem, arrangement, or the like. One or more of such processors, as well as other circuitry and/or hardware, may be included in a single ASIC (Application-Specific Integrated Circuitry), or several processors and various circuitry and/or hardware may be distributed among several separate components, whether individually packaged or assembled into a SoC (System-on-a-Chip).
| Number | Date | Country | Kind |
|---|---|---|---|
| 23160624.5 | Mar 2023 | EP | regional |
