Material transfer vehicle with automatic baffle control for truck-receiving hopper

ES 2 687 347 T3

MATERIAL TRANSFER VEHICLE WITH AUTOMATIC DEFLECTOR CONTROL FOR TRUCK RECEPTION HOPPER

DESCRIPTION

Cross reference to related request

This application claims the benefit of US Provisional Patent Application No. 61 / 916,406 which was filed on December 16, 2013.

Field of the invention

This invention relates to a material transfer vehicle according to the preamble of claim 1 for transferring asphalt material from a supply truck to an asphalt paving machine and to a method of operating a material transfer vehicle according to the preamble of the Claim 8 for transferring asphalt material from a supply truck to an asphalt paving machine. More particularly, the invention relates to a mechanism for controlling the power demand of the truck unloading conveyor of a material transfer vehicle by controlling the rate of introduction of material from the supply truck into the buffer tank of the transfer vehicle. of material.

Background of the invention

The traditional method of paving roadways with asphalt material is generally carried out by an asphalt paving machine and several supply trucks that transport the asphalt material from an asphalt production plant to the paving machine. The paving machine is generally self-propelled and driven by a wheeled or tracked drive system. A hopper is located at the front end of the machine to receive asphalt material from a truck, and a floating master screed is located at the rear end of the machine to form the asphalt layer. A conveyor system typically comprised of bar conveyors and auger conveyors supplies the asphalt material from the hopper to the road base just ahead of the master screed.

A typical asphalt paving machine has a hopper with a capacity of 5-15 tons, while a typical dump-type supply truck has a capacity of about 20 tons. The front part of the paving machine is usually provided with rollers which are adapted to engage the rear tires of a supply truck. This arrangement allows the asphalt material to be transferred from the truck to the asphalt paving machine by placing the supply truck in front of the paving machine and raising the dump bed of the truck to pour the asphalt material into the hopper when the machine paving pushes the truck in front of her. Because the supply truck typically carries more asphalt material than the hopper can receive at one time, the paving machine can push the supply truck for several minutes while its conveyor system transports the asphalt material out of the hopper into the carriageway in front of the master rule.

Sometimes problems can arise when the paving machine and supply trucks are operated in this way. Due to traffic conditions and other unforeseen delays, it is not uncommon for the paving machine to empty its asphalt hopper before a loaded supply truck is available to begin pouring your asphalt into the hopper. When this occurs, the paving machine must stop paving and await the arrival of another supply truck. Although one or more loaded supply trucks are available to pour asphalt material into the hopper of the paving machine, it may be necessary to stop the paving machine. Sometimes it is simply impossible for truck drivers to remove the coupling of an empty supply truck from the front of the paving machine and maneuver a loaded truck into position for dumping into the hopper before the tipping. hopper is empty.

As is known to those of ordinary skill in the art to which the invention relates, when a paving machine is stopped, even for a short time, the screed will tend to bury itself in the newly deposited asphalt layer. Then, when the paving machine resumes its forward motion, the screed will tend to rise momentarily, thus depositing an excessive amount of asphalt material on the road. Consequently, stopping the paving machine produces a depression and bulging on the surface of the asphalt layer, resulting in an uneven pavement surface. Therefore, in recent years, material transfer vehicles have been employed to move asphalt material between the supply trucks and the paving machine. Such a material transfer vehicle is described in various embodiments in U.S. Patent Nos. 4,818,139, 5,015,120, 5,035,534, and 7,160,056, which are incorporated herein. this document for reference. These patents describe a self-propelled material transfer vehicle that includes a large capacity truck receiving hopper and a large capacity truck unloading conveyor that extends from this hopper to a surge tank that is dimensioned to hold the entire load. of a supply truck. A

ES 2 687 347 T3 conveyor in the surge tank is adapted to transfer asphalt material to a paver loading conveyor that can pivot around an essentially vertical axis, so that the transfer vehicle can be positioned next to an asphalt paving machine You are depositing an asphalt layer and rapidly unloading a cargo of asphalt material into the paver's hopper. Due to its fast loading and unloading capabilities, the material transfer vehicle can move quickly between supply trucks at a collection point and a paving machine that is depositing an asphalt layer, so there is less chance of the machine paving may have to stop paving due to a lack of asphalt material.

It is known to provide systems for controlling the flow of asphalt material in an asphalt paving machine or a material transfer vehicle based on devices or sensors that detect the height of the material in or adjacent to the machine. These systems are typically used to ensure that enough asphalt material is available for a paving operation. Thus, for example, US Patent No. 3,678,817 describes a system for controlling the flow of asphalt material to the distribution auger of an asphalt paving machine that employs a sensing paddle that floats or moves in a direction. Ascending when the asphalt material in the previous work station (immediately in front of the distribution auger) is at a high enough level to engage the pallet. A control system is operatively connected to the vane and to a hydraulic cylinder that is connected to a movable gate adjacent to the dispensing worm. The position of the gate controls the rate of supply of asphalt material from the hopper of the paving machine to the distribution auger. US Patent No. 4,823,366 describes an asphalt paving machine that has a system similar to that of US Patent No. 3,678,817, except that the sensing paddle is replaced by a non-contact sensor that is mounted on the paving machine and adapted to detect the upper surface of the paving material immediately in front of the spreading auger. US Patent No. 5,100,277 describes a material transfer vehicle that is adapted to be mounted on the front end of a paving machine. The material transfer vehicle has a truck discharge conveyor with a discharge end which is arranged above the feed hopper of the paving machine. The truck receiving hopper of the material transfer vehicle is attached at the lower input end of the truck unloading conveyor, and a gate is mounted in the hopper above an opening on the truck unloading conveyor. The transfer of material to the paving machine is controlled by positioning the gate based on signals received from an ultrasonic sensor that monitors the height of the material in the hopper of the paving machine. US Patent No. 5,452,966 describes an asphalt paving machine that has a front hopper and a belt conveyor that extends from the hopper through a tunnel to a pair of distribution augers at the rear of machine. Two vertical gates are mounted at the rear of the tunnel, each one being adapted to move up and down controlled by powered sensors that detect the level of paving material on the road ahead of the distribution augers. .

US 2010/091103 A1 discloses a user interface of a mineral processing equipment governing a mineral processing line having several units connected in series. The user interface comprises a display screen and control buttons and is connected via a data transmission link to sensors and actuators of the mineral processing equipment to receive measurement data and send control instructions.

Although it is known to provide a system for using gates to control a flow of asphalt material in order to provide a sufficient supply based on the level of material at or adjacent to an asphalt paving machine or material transfer vehicle, these known systems they are not adapted to maximize the efficiency of the machine or vehicle. It would be desirable if an automatic system could be provided to control the power demand of the truck unloading conveyor of a material transfer vehicle by controlling the rate of introduction of asphalt material from the supply truck into the surge tank of the material transfer vehicle. material, thereby maximizing the efficiency of the material transfer vehicle.

The present invention relates to a material transfer vehicle according to claim 1 for transferring asphalt material from a supply truck to an asphalt paving machine.

The present invention also relates to a method of operating a material transfer vehicle according to claim 8 to transfer asphalt material from a supply truck to an asphalt paving machine.

Additional embodiments are defined by the features of dependent claims 2-7, 9-14.

Advantages of the invention

Among the advantages of a preferred embodiment of the invention is that it provides an automatic system for

ES 2 687 347 T3 controlling the power demand of the truck unloading conveyor of a material transfer vehicle by controlling the rate of introduction of asphalt material from the supply truck into the truck unloading conveyor of the material transfer vehicle. This system improves the efficiency of the asphalt discharge system of the material transfer vehicle by optimizing the flow rate of the asphalt material on the truck discharge conveyor. Such a system optimizes the speed at which a supply truck can be unloaded and reduces the possibility that the truck unloading conveyor may stall or that the engine of the material transfer vehicle is overloaded by the unloading operation.

Other advantages and features of this invention will be apparent from an examination of the drawings and the following description.

Notes on interpretation

The use of the terms "a", "an", "the" and similar terms in the context of describing the invention is to be construed as covering both the singular and the plural, unless otherwise indicated. in this document or if the context clearly contradicts it. The terms "comprising", "having", "including" and "containing" are to be construed as open terms (ie, meaning "including, but not limited to,") unless otherwise indicated. another way. The terms "substantially", "generally" and other grade words are relative modifiers intended to indicate the allowable variation of the characteristic thus modified. The use of such terms in describing a physical or functional characteristic of the invention is not intended to limit such characteristic to the absolute value that modifies the term, but rather provides an approximation of the value of such physical or functional characteristic. All methods described herein may be performed in any suitable order unless otherwise specified herein or clearly indicated by the context.

The use of each and every example or example vocabulary (eg, "such as" and "preferably") herein is intended to merely better clarify the invention and preferred embodiments thereof, and not limit the scope of the invention. Nothing in the specification should be construed as indicating that any item is essential to the practice of the invention unless specifically stated so.

Several terms are specifically defined in this document. These terms must be given their broadest possible interpretation in accordance with such definitions, as follows:

The term "asphalt material" refers to a bituminous paving mixture that is made up of asphalt binder and any of various inert materials, and is used for paving purposes.

The terms "asphalt paving machine" and "paver" refer to a finishing machine for applying asphalt material to form an asphalt layer on a driveway, parking lot, or similar surface. An asphalt paving machine or paver is typically a self-propelled vehicle that has a hopper at one end to receive asphalt material and a floating screed at the other end to form an asphalt layer.

The term "asphalt layer" refers to a layer of asphalt material as applied by an asphalt paving machine to produce a driveway, parking lot, or similar surface.

The term "material transfer vehicle" refers to a vehicle that is adapted to receive a truck load of asphalt material and transfer it into the hopper of an asphalt paving machine. A material transfer vehicle includes a truck receiving hopper that is adapted to receive asphalt material from a truck, and a truck unloading conveyor that is adapted to receive asphalt material from the truck receiving hopper.

As used herein, the term "inlet end", when used in connection with the truck unloading conveyor of a material transfer vehicle, refers to the end of the conveyor adjacent to and in communication with the hopper. receiving truck.

The term "linear actuator" refers to an electrical, hydraulic, electro-hydraulic, or mechanical device that generates force that is directed in a straight line. A common example of a "linear actuator" is a double acting hydraulic actuator that includes a cylinder, a piston within the cylinder, and a rod attached to the piston. By increasing the pressure inside the cylinder on one side of the piston (rather than the opposite side of the piston), the rod will either extend from the cylinder or retract into the cylinder.

The term "rotary actuator" refers to an electric, hydraulic or electro-hydraulic motor or other device that generates force that is directed along an arc or around a center of rotation.

The term "actuator" refers to a linear actuator and / or a rotary actuator.

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In order to facilitate an understanding of the invention, preferred embodiments of the invention are illustrated in the drawings, followed by a detailed description thereof. However, the invention is not intended to be limited to the particular embodiments described or use in connection with the apparatus illustrated herein. Various modifications and alternative embodiments are also contemplated as would ordinarily occur to one of ordinary skill in the art to which the invention pertains and are included within the scope of the invention described and claimed herein.

Brief description of the drawings

Figure 1 is a side view of a material transfer vehicle in association with an asphalt supply truck and an asphalt paving machine.

Figure 2 is a perspective view of a preferred embodiment of a controller for the invention. This controller is mounted in a cab that is located in the operator station of a material transfer vehicle, such as the vehicle shown in Figure 1.

Figure 3 is a perspective view of the truck receiving hopper of a material transfer vehicle, showing a first embodiment of a flow control baffle therein.

Figure 4 is a sectional side view of the truck receiving hopper of a material transfer vehicle showing a second embodiment of a flow control baffle therein in a fully open maximum flow position.

Figure 5 is a partial front view of the truck receiving hopper of Figure 4, taken along line "A".

Figure 6 is a sectional side view of the truck receiving hopper of a material transfer vehicle showing a second embodiment of a flow control baffle therein in a minimum flow position.

Figure 7 is a perspective view of a hydraulic pump assembly showing the placement of a pressure transducer that is useful in a preferred embodiment of the invention.

Detailed description of the preferred embodiments

As shown in FIG. 1, the self-propelled material transfer vehicle 10 is positioned adjacent to an asphalt paving machine 12 and a conventional asphalt delivery truck 16. The paving machine 12 can be operated to pave the road in a right-to-left direction, as shown in Figure 1. The paving machine 12 includes the hopper 14 at its front end. In the embodiment shown in Figure 1, the hopper 14 has been expanded providing the front wall 14a and the side walls 14b of increased height. The paving machine 12 also includes the vibrating master screed 15 at its rear end, and a conventional conveyor system comprising the longitudinally arranged conveyors 19a and the transversely arranged endless screw 19b to supply the asphalt from the hopper 14 to a position just ahead. of the master rule 15 where it is discharged onto the surface to be paved. A conventional supply truck 16 includes a platform 17 pivotally mounted with a tailgate 18, and is adapted to supply asphalt material from a remote source to the material transfer vehicle 10. Preferably, the delivery truck supplies the asphalt material to the material transfer vehicle at a convenient location remote from the paving machine, and then the material transfer vehicle transports the asphalt material to the paving location for unloading into the paving. hopper 14 of the paving machine. Thus, the material transfer vehicle 10 is adapted to move between asphalt supply trucks at an asphalt receiving location and a paving machine participating in paving a roadway.

The material transfer vehicle 10 includes the structure 20 that is supported on the road surface by the first mounted axle 21 and the second mounted axle 22. Each of the mounted shafts is driven by a hydraulic motor (not shown) to which fluid is supplied under pressure by one or more hydraulic pumps (also not shown). The vehicle 10 includes the surge tank 23 that is mounted on the frame 20 and includes the transverse worm 24 that is used to mix the asphalt material in the surge tank in order to minimize segregation or separation of the part of inert material of asphalt material by size. Vehicle 10 also includes truck receiving hopper 25 and truck unloading conveyor 26 for receiving asphalt material from supply truck 16 and for transporting it to the surge tank. The truck unloading conveyor 26 includes a conventional drive system that includes a hydraulic pump that feeds one or more hydraulic motors.

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The hopper 25 of the material transfer vehicle 10 is generally the same width as the truck bed 17 and can be adjusted in length so that the contents of the truck 16 can be easily and quickly emptied into the hopper. The material transfer vehicle 10 is provided with a conventional mechanism such as one or more actuators (not shown) to move the hopper 25 vertically between a lower asphalt material receiving position that is optimally positioned to allow a truck supply pump, pour your load of asphalt material into the hopper, and one or more elevated positions including the offset position shown in figure 1. The conveyor 26 is of the slat conveyor type and is adapted to transport asphalt material from the truck receiving hopper 25 into the surge tank 23. The slat-type discharge conveyor 28 is located along the inclined side of the surge tank 23 opposite the truck discharge conveyor 26 and is adapted to transport asphalt material out of the surge tank to the channel 30 that is associated with the paver discharge conveyor 32. Asphalt material transported out of the surge tank by conveyor 28 falls through channel 30 and onto paver discharge conveyor 32. The paver discharge conveyor 32 is also of the slat type and is mounted for vertical pivoting movement around the pivot 34 when raised and lowered by the linear actuator 35. Conveyor 32 is also adapted for side-to-side movement about a vertical axis (not shown) extending through hopper 30 by operation of another actuator (also not shown). Hydraulic drive systems including hydraulic pumps and hydraulic motors are provided to drive the transverse worm 24 and the various conveyors, and the motor 36 provides the driving force for the hydraulic pumps that drive the hydraulic motors for the mounted shafts, the screw transverse endless and the various conveyors, including (but not limited to) the truck unloading conveyor 26, and other vehicle components.

Vehicle 10 is operated by an operator located at operator station 37. A controller such as microprocessor 38 (shown in Figure 2) is located in cabin 39 at operator station 37 and is adapted to operate the invention, among other systems and components of material transfer vehicle 10.

As described herein, the invention comprises a system for automatically controlling the flow of asphalt material from the truck receiving hopper of a material transfer vehicle into the truck unloading conveyor in order to optimize at least one vehicle operating parameter. The system operates by automatically controlling the placement of a deflector with respect to the truck receiving hopper, based on at least one vehicle operating parameter. Preferably, the operation of the system is based on changes in hydraulic pressure in the drive system for the truck unloading conveyor and / or changes in the speed of the engine providing power for the drive system of the truck unloading conveyor.

The invention includes a deflector mounted on the truck receiving hopper 25 that is adapted to increase or decrease the size of the hopper opening at the inlet end of the truck discharge conveyor 26. As shown in Figure 3, one embodiment of this baffle comprises baffle plate 40 that is adapted to move in and out of hopper 25 along a line that is parallel to the longitudinal axis of conveyor 26 and coinciding with the plane of the deflector plate 40. As the deflector plate moves in and out of the hopper, it decreases or increases the size of the hopper opening at the inlet end of the truck unloading conveyor 26, thereby controlling the amount of asphalt material that can pass over. the truck unloading conveyor. Included within the system illustrated in Figure 3 is at least one actuator, such as actuator 41, which is provided to move deflector plate 40 in and out of the truck receiving hopper between a fully open maximum flow position, a minimum flow position and one or more intermediate positions, including a discharge start position as illustrated in Figure 3. Preferably, actuator 41 is a double acting linear actuator with position feedback capability that is adapted to communicate its relative position to controller (or microprocessor) 38. Alternatively, position sensors (not shown) may be provided to determine location. relative to the baffle plate 40 along its path of motion and to communicate this information to the microprocessor 38. Such position sensors may include linear deflector plate position sensors, electronic limit switches or proximity switches on the truck receiving chute, or other mechanisms known to those of ordinary skill in the art by which the relative position of the baffle plate.

As described above, the truck receiving hopper can be moved between a lower asphalt receiving position and one or more higher positions, including a raised travel position. It is preferred that the controller communicate with the actuator 41 to move the deflector plate to the fully open position when the truck receiving hopper is raised above the asphalt receiving position. Then, when the truck receiving hopper is lowered to the asphalt receiving position, the controller will cause the deflector plate to approach a predetermined discharge start position as shown in Figure 3. The supply truck can then raise its body of tipper to deposit asphalt material inside the hopper 25. When the asphalt material begins to slide into the hopper 25, the controller will activate the truck unloading conveyor 26 to transport material

ES 2 687 347 T3 asphalt from the truck receiving hopper 25 into the compensation tank 23. Increasing the amount of asphalt material on the truck unloading conveyor will cause the hydraulic pressure in the drive system for conveyor 26 to rise and / or cause the speed of the motor providing power to the drive system to decrease. conveyor 26. Sensors that detect an increase in hydraulic pressure in the drive system for the conveyor 26 above a first predetermined hydraulic pressure set point and / or a decrease in the speed of the motor that operates the hydraulic pump that feeds the hydraulic motors below a first predetermined motor speed set point, will transmit a signal to the controller (or microprocessor) 38 which, in turn, it will transmit a signal to move the baffle plate to a more closed position. This will reduce the flow rate of the asphalt material on conveyor 26, thereby allowing the hydraulic pressure in the operating system for the conveyor 26 to decrease to a level below the first predetermined hydraulic pressure set point and / or allowing the speed of the motor providing power for the drive system of the conveyor. conveyor 26 increases to a level above the first predetermined engine speed set point. Once the hydraulic pressure in the drive system for the conveyor 26 and / or the engine speed has reached a more acceptable level, the controller can again transmit a signal to move the deflector to a more open position. It is contemplated that various movements of the deflector in and out of hopper 25 can be made during the unloading of a single supply truck.

A second embodiment of a truck receiving hopper is shown in Figures 4-6. As shown therein, the hopper 42 is provided with the adjustable deflector 44. Hopper 42 includes left and right outer walls, one of which, left outer wall 45, is shown in the drawings. This embodiment of the baffle comprises a curved plate that is adapted to move in and out of hopper 42 between a fully open maximum flow position shown in Figures 4 and 5, a minimum flow position shown in Figure 6 and one or more intermediate positions, including a discharge start position. A system is provided to automatically control the placement of the deflector 44 with respect to the truck receiving hopper 42. Included within this system are a pair of deflector actuators, one of which, the deflector actuator 46, is shown. Each of these deflector actuators is mounted on one side of the hopper 42 and is adapted to act in conjunction with the other deflector actuator to move the deflector in and out of the truck receiving hopper between a fully open maximum flow position. , a minimum flow position and one or more intermediate positions, including a discharge start position. Preferably, these deflector actuators are double acting linear actuators that are mounted adjacent to the outer walls of the hopper. The stem end of each linear actuator is attached to a deflector holder on each side of the hopper (one of which, deflector holder 48, is shown). A slot, such as slot 50, is provided in the adjacent outer wall of the hopper to allow the deflector carrier to rotate about the axis of rotation 52 when the stem end of the linear actuator is extended and retracted. Position sensors (not shown) may be provided to determine the location of the deflector along its path of motion. Such position sensors may include deflector position sensors, electronic limit switches or proximity switches on the truck receiving hopper, and / or linear position sensors within linear actuators, or other mechanisms known to those skilled in the art. standard in the art by which the relative position of the deflector can be detected.

In this embodiment of the invention, it is preferred that the controller sends a signal to the deflector actuators to move the deflector to a fully open position as shown in Figures 4 and 5 when the truck receiving hopper is raised above from the asphalt receiving position. Then, when the truck receiving hopper is lowered to the asphalt receiving position, the controller will send a signal to the deflector actuators to bring the deflector closer to a predetermined discharge start position. The supply truck can then lift its dump body to deposit asphalt material into hopper 42. When the asphalt material begins to slide into hopper 42, the controller will activate a conveyor (similar to conveyor 26 in the embodiment of Figures 1 and 3) to transport asphalt material from truck receiving hopper 42 into the warehouse. of compensation. Increasing the amount of asphalt material on the truck dump conveyor will raise the hydraulic pressure in the drive system for the conveyor and / or cause the speed of the motor that provides power for the drive system to decrease. conveyor. Sensors that detect an increase in hydraulic pressure in the drive system for the conveyor above a predetermined hydraulic pressure set point and / or a decrease in engine speed that operates the hydraulic pump that powers the hydraulic motors below a predetermined motor speed set point, they will transmit a signal to the controller which, in turn, it will transmit a signal to move the deflector to a more closed position. This will reduce the flow rate of the asphalt material on the truck discharge conveyor, thereby allowing the hydraulic pressure in the drive system for the conveyor to decrease to a level below the predetermined hydraulic pressure set point and / or allowing the speed of the motor providing power for the drive system of the conveyor. truck dump increases to a level above the predetermined engine speed set point. Once the hydraulic pressure in the drive system for the conveyor and / or the engine speed has reached a more acceptable level, the controller can again transmit a signal to move the deflector to a more open position. It is contemplated that various movements of the deflector can be made in and out of hopper 42 during the unloading of a single supply truck. At some point in the discharge operation, the amount of asphalt material in the hopper

ES 2 687 347 T3 can be reduced to a level that will cause the hydraulic pressure in the drive system for the truck dump conveyor to drop to a predetermined level (or will cause the engine speed to rise to a predetermined level) at The controller will cause the controller to move the deflector to the fully open position shown in Figures 4 and 5.

As described herein, the system for automatically controlling the flow of asphalt material from the truck receiving hopper of a material transfer vehicle into the truck discharge conveyor operates by automatically controlling the opening of the asphalt hopper. the truck receiving hopper on the truck unloading conveyor, based on at least one operating parameter of the vehicle. System operation is based on changes in hydraulic pressure in the drive system for the truck dump conveyor and / or changes in the speed of the motor that drives the hydraulic pump that feeds the hydraulic motors for the dump conveyor. of truck.

In a preferred embodiment of the invention, pressure transducer 54 is mounted in forward direction test port 56 of hydraulic pump 58 which is part of the drive system for the truck dump conveyor, as shown in figure 7. In this embodiment of the invention, transducer 54 is operatively connected to microprocessor 38, and the microprocessor is programmed to reduce the hopper opening into the truck dump conveyor when hydraulic pressure in the drive system for the dump conveyor truck pressure increases beyond a predetermined hydraulic pressure setting, and to increase the hopper opening into the truck unloading conveyor when the hydraulic pressure in the drive system for the truck unloading conveyor is reduced below a predetermined hydraulic pressure setting.

It is also contemplated that the operation of the system may be based on changes in the speed of the engine providing power for the truck dump conveyor. In the preferred embodiment of the invention, the operation of the system is based on changes in the speed of the motor that operates the hydraulic pump that feeds the hydraulic motors for the drive system of the truck dump conveyor. The Society of Automotive Engineers (“SAE”) standard J1939 describes the vehicle bus recommended practice for communication between vehicle components. The SAE J1939 standard includes the Controller Area Network (“CAN”) specification for electronic communication with an engine. Preferably, the microprocessor 38 is wired to the engine for CAN (high) and CAN (low) so that internal sensors in the engine can communicate engine speed to the controller. If the engine is not adapted for electronic communication, a sensor to detect a signal indicating the number of pulses per revolution of the alternator can be wired to the microprocessor. Alternatively, a speed pickup sensor can be installed in the flywheel hole of the engine and wired to the microprocessor. In any version of the non-electronic embodiment of the invention, the microprocessor can be programmed to convert the detected pulses per revolution into motor speed. In embodiments of the invention based on changes in the speed of the motor that provides power for the drive system of the truck dump conveyor, the microprocessor is programmed to reduce the hopper opening into the truck dump conveyor when the speed of motor drops below a predetermined setting, and to increase the hopper opening into the truck dump conveyor when the engine speed increases above a predetermined setting.

In some embodiments of the invention, the controller may cause the deflector to move more or less continuously to increase or decrease the hopper opening into the truck unloading conveyor, to maintain hydraulic pressure in the drive system to the truck unloading conveyor within a predetermined range around a predetermined optimal hydraulic pressure set point, and / or to maintain the speed of the engine providing power for the truck dump conveyor drive system within a predetermined range around a predetermined optimum engine speed set point. Thus, for example, if the optimal set point for the hydraulic pressure in the drive system for the truck dump conveyor is "X" kPa ("X" psi), the controller could cause the deflector to move from more or less continuously in and out of the truck receiving hopper to maintain the hydraulic pressure in the drive system for the truck discharge conveyor within an interval that is between Xlow, a predetermined minimum pressure level that is less than X, and Xalta, a predetermined maximum pressure that is greater than X. In some embodiments of the invention both Xlow and Xalta could be equal to 6894 kPa (1000 psi), so that the The range in which the controller operates would be X ± 6894 kPa (X ± 1000 psi). Similarly, if the optimum set point for the engine speed providing power for the truck dump conveyor drive system is “Y” Hz (“Y” rpm), the controller could cause the deflector to move more or less continuously in and out of the truck receiving hopper to keep the engine speed within a range that is between Ylow, a predetermined minimum speed that is less than Y, and Yalta, a predetermined maximum speed that is greater than Y. In some embodiments of the invention, Ylow could equal 3.33 Hz (200 rpm) and Yalta could equal 0.83 Hz (50 rpm), so that the interval It would be between Y - 3.33 Hz (Y - 200 rpm) and Y + 0.83 Hz (Y + 50 rpm).

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In other embodiments of the invention, The controller can make the deflector move gradually to increase or decrease the hopper opening into the truck receiving hopper to maintain the hydraulic pressure in the drive system for the truck discharge conveyor within a range that is between Xbaja and Xalta and / or to maintain the speed of the engine that provides power for the drive system of the truck dump conveyor within a range that is between Ybaja and Yalta. For example, if the optimal set point for the hydraulic pressure in the drive system for the truck dump conveyor is "X" kPa ("X" psi), the controller could cause the deflector to move a first predetermined amount. to restrict the flow of material over the truck dump conveyor if the hydraulic pressure in the operating system for the truck dump conveyor increases to X + 689.4 kPa (X + 100 psi). So if the hydraulic pressure in the operating system continues to increase to X + 1378 kPa (X + 200 psi), the controller could cause the deflector to move a second predetermined amount to further restrict the flow of material over the discharge conveyor. of truck. This gradual movement of the baffle could continue with increases in hydraulic pressure in the drive system until the baffle is in its minimum flow position when the hydraulic pressure in the drive system reaches Xalta. Similarly, if the hydraulic pressure in the drive system for the truck dump conveyor is reduced to X-689.4 kPa (X - 100 psi), the controller could cause the deflector to move to a more open position. a first predetermined amount. So if the hydraulic pressure in the drive system continues to drop down to X-1378 kPa (X - 200 psi), the controller could cause the deflector to move a second predetermined amount to further open the inlet end of the receiving hopper. of truck. This gradual movement of the baffle to a more open position could continue with decreases in hydraulic pressure in the drive system until the baffle is at its full flow position when the hydraulic pressure in the drive system reaches Xlow.

Similarly, if the optimum set point for the engine speed providing power for the truck dump conveyor drive system is “Y” Hz (“Y” rpm), the controller could cause the deflector to move a first predetermined amount to restrict the flow of material on the truck dump conveyor if the engine speed is reduced to Y - 0.33 Hz (Y - 20 rpm). So if the engine speed continues to decrease down to Y - 0.66 Hz (Y - 40 rpm), the controller could cause the deflector to move a second predetermined amount to further restrict the flow of material over the truck dump conveyor. . This gradual movement of the deflector relative to the hopper could continue with decreases in engine speed until the deflector is at its minimum flow position when engine speed reaches Ylow.

Similarly, if the speed of the motor providing power for the drive system truck dump conveyor increases to Y + 0.16 Hz (Y + 10 rpm), the controller could cause the deflector to move to a position more open a first predetermined amount. So if the motor speed continues to increase up to Y + 0.33 Hz (Y + 20 rpm), the controller could cause the deflector to move a second predetermined amount to a more open position. This gradual movement of the deflector relative to the hopper could continue with increases in engine speed until the deflector is at its full flow position when engine speed reaches Yalta.

In other embodiments of the invention, the controller may cause the deflector to move between the fully open position and one or more intermediate positions based on the passage of predetermined time increments.

Although this description contains many details, these are not to be construed as limiting the scope of the invention, but as merely providing illustrations of the presently preferred embodiments thereof, as well as the best mode contemplated by the inventor to carry out the invention. The invention, as described herein, is prone to various modifications and adaptations, as will be understood by those of ordinary skill in the art to which the invention relates.