Note: Descriptions are shown in the official language in which they were submitted.
-- 1 --
RBP File No~ 5605-003
Title: Soil Compactor
FIE~D OF THE INVENTION
This invention relates to an improved ride-on
soil compactor for compacting soil or other materials.
BACRGROUND OF THE INVENTIO~
.
Typical self-propell~ed, ride-on soil compactors
contain an operator's station and COllSiSt of a compacting
drum or drums located forward of the operator, and rear
tires located in the back. The front drum is vibra-ted by
a vibration or excita-tion unit. Typically the compactor
has a rear frame and a front frame. The use of these
vehicles by operators over a period of time has
highlighted the problem of operator fatigue and discomfort
from ~ibration and shock. The source of these disruptions
is twofold: front drum vi~ration transmitted through the
front frame and rear tire shocks transmitted through the
rear frame.
It has heretofore been known to provide
isolation mounts between the vibrating front drums and the
rest of the vehicle; however, in that case the operator
remains susceptible to road shocks and irregularities
transmitted from the rear tires. Isolation o the
operator from both the front and rear shocks is
particularly important in order to prevent operator
weariness which could result in reduced safety and
efficiency.
Frequently a soil compactor has a single front
drum and a perimeter or front frama to which the frcnt
drum is mounted. The presence of a perimeter frame
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renders the compactor drum incapable of doing work right
up to the edge of a trench wall or the like. This is
because the perimeter frame protrudes laterally over the
drum edge and prevents the drum edge from gaining
proximity to the trench wall. The presence of a perimeter
frame, moreover, makes it difficult and time-consuming to
change the front drum if, for example, it is desired to
change from a smooth drum configuration to a padded drum
configuration.
More recently soil compactors with dual front
drums have been constructed without a perimeter frame.
This construction ensures that the drums can work right up
to the trench wall. Also, the compaction width of the
soil compactor can be easily varied by merely replacing
the drums with drums having a different width. In
addition, the absence of a perimeter frame, which provides
only static weight, results in greater vibrated mass and
in a lower centre of gravity for the vehicle, which
improves stability.
Soil compactors typically contain a drum drive
consisting of a hydraulic motor which drives the drum. It
has also been known to provide an individual hydraulic
motor for each rear tire and a main drive consisting of a
hydraulic drive unit connected to these individual drive
motors.
More recently it has been known that a soil
compactor may be provided with an articulated steering
mechani~m by providing an articulated joint between the
front and rear framss. As a result, the front frame can
pivot in both the horizontal and vertical directions
relative to the rear frame to provide a more undisturbed
finish of the top layer of the material being compacted
versus skid steering sys-tems.
2~ 9~
There are a variety of means of imparting
vibratory motion to the front drums of a soil compactor.
One method is to provide a vibrator mechanism mounted on
top of the drums. These type of vibrators or exciters are
typically located on the drum frame and provide vibrator
motion to both the drum frame and the drums. In these
systems, vibratory mo~ion is typically provided by a
hydraulic motor which drives a single eccentric weight.
These above-the-drum mounted vibrators have the
disadvantage of decreasing the operator~s visibility and
have relatively high centres of gravity, which increases
instability. Single eccentrics produce centrifugal forces
on the drums and result in drum motion in a 360 arc. As
a result of this type of motion, the top layer of the
material being compacted tends to become disturbed.
It has also been known to provide a vibrator
assembly which consists of dual, counter-rotating
eccentrics which impart a vertical net force on the drums,
as disclosed in U.S. Patent No. 4,927,289. Counter-
rotating dual eccentrics produce vertically directedamplitude of the front drums. With vertically directed
amplitude systems, higher compaction of the surface of the
material being compacted can be achieved. Furthermore,
vertically directed amplitude systems result in a greater
proportion of mass being vibrated. In addition, the ratio
of the centrifugal force of the soil compactor of the
invention versus the machine mass is approximately twice
as large as for a conventional-soil compactor.
It has also been known to provide for a single
drum soil compactor a vibrator assembly which is located
inside the drum, see for example, U.S. Patent No.
4,647,247. It has not been shown, however, how to provide
such a vibratory assembly inside a dual front drum
arrangement. Moreover, the internal vibratory assemblies
heretofore ~nown are arranged so-that vibration is applied
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directly to the drum. This arrangement usually requires
that isolation mounts be placed between the perimeter drum
frame and the vibrator assembly, causing undue complexity
of the vibrator assembly. It is desirable to pro~ide dual
counter rotating eccentrics in a vibrator assembly which
is located within dual front drums and which is capable of
imparting vibration to the drums. It i6 furthermore
desirable ~o impart such vibration through the front frame
to the drums.
Moreover, it is clesirable to improve the
construction costs and compactness of the soil compactors
heretofore known. It is desirable to provide a combination
fuel and hydraulic oil tank in the soil compactor, thereby
reducing construction C09t and wasted space.
SUMNARY OF TE~ INVE~TION
It is therefore an object of this invention to
provide an improved dual front drum soil compactor having
internal, dual counter-rotating eccentrics which provides
full isolation of the operator's station from both road
- 20 shocks in the rear and from vibration of the drums. It is
desirahle ~hat the compactor be provided with a subframe
assembly upon which the motive power, fuel and hydraulic
oil tank and operator's station are located.
It is a further objec~ of this invention to
provide a soil compactor having an improved drum drive.
It is a further object of this invention to
provide a soil compactor having a dual tank which carries
both fuel and hydraulic oil.
According to the preferred embodiment of the
present invention, there is provided a ride-on soil
compactor having twin front drums. The compactor is sel~-
propelled and has four hydraulic drives; the main dxive is
connected to individual hydraulic motors for each wheel or
drum. The soil compactor of the invention provides that
the vibrator assembly or exciter unit for the drums
consists of twin counter-rotating eccentric weights
enclosed within the front drums. The vibrator provides
vibration to the front frame of the vehicle which in turn
provides vibration to the drllms. There is no direct
provision of vibration to the drums. The soil compactor
has articulated steering and t~lO pneumatic drive tires at
the rear. The rear tires have limited slip which is
achieved hydraulically by use of a flow divider. The
compactor is designed to function without the use of a
perimeter frame on the front drums.
One particularly advantageous feature of the
present invention is the provision of full isolation of
the operator's station from drum vibration as well as rear
shocks and road irregularities. This feature is achieved
by mounting the operator's sta~ion on a subframe on rubber
shocks. The subframe is mounted to the rear frame by
providing two pairs of isolators on the vehicle. This
system of full isolation avoids the need to provide direct
isolation between the vibratory assembly and the rest of
the vehicle.
The soil compactor of this invention contains an
improved drum drive consisting of a spindle assembly
fitted to the drum hydraulic motor. The spindle assembly
contains a spindle fitted to the hub of each drum. The
spindle assembly employs a cylindrical roller bearing to
withstand drum vibration.
The dual tank contains hydraulic oil in one
compartment and fuel in the other. The tank contains a
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dividing centre wall separating the ~wo compart~ents.
In accordance with one aspect of the present
invention, there is provided a vehicle for compactin~ soil
or other materials which comprises:
5 a~ a front frame;
b~ at least one compacting drum rotatably mounted
on the frame;
c) a rear frame joined to said front frame;
d) a subframe mounted on said rear frame which
contains the oper~tor's station for said rear
frame; and
e) isolation mounting means mounting said subframe
to said rear frame.
BRIEI? DESCRIPTION OF l~lE DRAWINGS
For a better understanding o~ the present
invention and to show more clearly how it may be carried
into effect, reference will now be made, by way of
example, to the figures, which show a preferred embodiment
of the present invention, and in which
- Fig. l is a perspective view of the soil
compactor according to the present
invention.
~ Fig. 2 is a partly sectional plan view of
the front frame and drums of the soil
compactor of Fig. 1, with section showing
drum motor and spindle assembly.
- Fig. 3 is a partly sectional view of the
spindle assembly of the invention.
- Fig. 4 is a partly sectional plan view of
the soil compactor front frame and drums of
5Fig. 2 with section showing the vibratory
assembly .
- Fig. 5 is a partly sectional side view of
the invention, looking in the direction of
arrows 5 of Fig. 7.
10- Fig. 6 is a part].~ sectional side view of
the invention shown in Fig. 5 with an engine
cover assembly opened up, looking in the
direction of arrows 6 of Fig. 7.
- Fig. 7 is a partly sectional plan view of
the soil compactor of Figs. 5 and 6 with local cutaways.
- Fig. 7A is a side view of the front isolator
of the invention looking in the direction
of arrow A of Fig. 6.
- Fig. 8 is a partly cutaway explodèd
20perspective view of the front drum assembly
showing detail of a hitch assembly.
DESCRIPTION OF TEE PREFERR~D EMBODIN~T
Reference is made first to Fig. 1 which shows a
soil compactor 10 according to the invention. The soil
compactor 10 is a ride-on motor vehicle consisting of two
twin front drums 12 mounted on a front frame 14. The front
frame 14 is connected through a hitch (not shown in Fig.
1) to a rear frame 16. The front frame 14 has an aperture
15 disposed near its bottom front edge for towing the
vehicle or tying it down on a truck. The rear frame 16
supports a subframe 18 which contains an operator's
station 20. ~he rear frame 16 has two rear pneumatic tires
22 mounted on it/ at either side of the vehicle, and
supports a dual tank (not shown in Fig. 1) and the motive
for power for the vehicle.
The vehicle contains a rollover protection
structure (ROPS) 24 consisting of -two ROPS arms 26 along
either side of the vehicle. The ROPS arms 26 are joined
at their top end to our beams 28 which define a
rectangular truss 30. Each of the two vertical ROPS arms
26 are weld~d at their top end to opposing sides of the
rear beam 28 below the truss 30. The truss 30 lies in a
plane parallel to the ground overhead the operator to
protect him from being crushed in the event that the soil
compactor 10 rolls over. The ROPS 24 is mounted to the
soil compactor 10 at the base o-f each ROPS arm 26 to an
outrigger (not shown in Fig. 1). The outrigger extends
outwardly o~ the subframe 18 at corresponding locations on
the left and right side of the soil compactor 10.
Each front drum 12 consists of a cylindrical
roller 34 having a circular drum plate 36 which occludes
the interior of the roller 34. The vehicle has individual
hydraulic motors for each drum and each tire, as well as
a main drive containing a hydraulic drive unit located at
the rear of th~ vehicle. The main drive and the hydraulic
drive unit are mounted on the subfr~me 18. The drive
motors on the various wheels provide motive power to
propel the vehicle. The separate hydraulic motors for
each drum are conn~cted to the hydrauli drive unit at the
rear of the vehicle via respective hydraulic oil hoses
(not shown) extending through the gap existing between the
front drums 12 and over the front frame 14. The hydraulic
connections are achieved by flow dividers to provide a
limited slip action for the front drums 12 and for the
rear wheels 22.
As best seen in Figs. 2 and 3, each of the front
drums 12 contains a drurn drive consisting of a spindle
assembly 38, a drum hydraulic motor 40, and a support
collar 41 which is mount~d to the front frame 14 of the
vehicle. The spindle assembly 38 comprises a hub 42
surrounding a spindle housing or weldment 44. The hub 42
and spindle housing 44 are concentric and have circular
cross sections; they conta.in a passa~e disposed through
their centres about their centre axes. The spindle housing
44 is fitted to the drive shaft 46 of the drum hydraulic
motor 40.
Each spindle housing 4~ has a flange 48 located
at its end nearest the drum hydraulic motor 40 and bolted
to the hydraulic motor 40. The flange 48 has
circumferentially spaced circular apertures S0 near the
periphery of the flange 48, parallel to the centre axis of
the spindle assembly 38. These apertures 50 are adapted to
receive bolts for securing the spindle housing 44 to the
support collar 41 for the drum hydraulic motor.
At the other end of the spindle housing 44,
opposite from the flange 48 is located a drive plate
weldment 52. The drive plate weldment 52 consists of a
cylindrical portion 54 welded at its base to a circular
plate portion 56. The plate portion has a raised rim 58 at
its outer edge which is raised in the direction of the
centre of the spindle assembly 38, so that the outer face
of the drive plate weldment 52 is flat. The cylindrical
portion 54 contains a series of constrictions at its base
near the plate portion 56, so that its cross-sectional
diameter varies along that section. This permits
appropriate annular weld beads to be foxmed, securing the
plate portion 56 to the cylindrical portion 54. A series
of circumferentially spaced apertures 60 are disposed in
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the rim 58 parallel to the centre axis o the spindle
assembly 38. These apertures 60 are adapted to receive
bolts 62 in bores 64. The drive plate weldment 5~ is
bolted to the hub 42 by the bolts 62. The edge of the
S spindle housing 44 near the drive plate weldment 52 is in
close relation to, but spaced from, the drive plate
weldment 52.
The drum hydraulic support collar 41 is bolted
to the flange 48 with the support collar 41 extending
behind the flange 48, and with the motor drive shaft 46
extending forward of the flange 48 through the cenkre of
the spindle assembly 38.
The hub 42 suxrounds the outer wall of the
spindle housing 44 in the section between the flange 48
and the drive plate weldment 52. The hub 42 is encircled
by a hub weldment 63 which i6 a thin member of circular
cross-section welded to the hub 42. The hub weldment 63
is spaced from the drive plate weldment 52. It contains a
series of equally circumferentially spaced circular
apertures 66 which are adapted to receive nuts and bolts
to secure the hub 42 to the drum plate 36 at corresponding
locations at the edge of the plate 36. Hexagonal bolts
are welded in these apertures 66, to facilitate mounting
of drums. This further enables different types and sizes
of drums to be fitted quickly.
The hub 42 contains a series of steppPd down
shoulders 73 along it internal face. Disposed in between
the hub 42 and the spindle housing 44 are a pair of
cylindrical roller bearings 74. The first roller
bearing 74 is located adjacent the neck of the flange 48
and a shoulder 73 of the hub 42. The second bearing 74 is
located at the opposite end of the hub 42 against ano~her
shoulder 73 near the drive plate weldment 52. The roller
bearings 74 are press fit betwe~n the hub 42 and the
spindle housing 44. B~tween the two cylindrical roller
bearings 74 are placed two bearing spacers 76. The bearing
spacer 76 is a cylindrical, thin-walled member having a
circular centre bore and a shoulder stepped down from the
main body of the spacer 76. The two facing shoulders of
the bearing spacers 76 define a notch. The spacers 76
locate and separate the cylindrical roller bearings 74.
Be~ween the bearing spacers 76, at the centre
notch thereof, is positioned a thrust plate 78 sandwiched
between two thrust washers 80 1o enable the hub to accept
radial and axial loads. The thrust plate 78 is a circular,
thin, disc-shaped member having a large centre bore and
three equally spaced circular holes through its face.
Grease flow emanating from the center of the spindle
assembly 38 from a grease fitting 79 located in the center
of the drive plate weldment 52 flows through the hole in
the thrust plate 78. An O-ring 79 surrounds the
cylindrical portion 54 to force grease to flow through the
passage between the spindle housing 44 and the cylindrical
portion 54. An aperture 81 disposed through the spindle
housing 44 permits flow of grease above the thrust washers
80 and into the holes in the thrust plate ~8. The thrust
plate 78 is a heavy press fit in the hub 42 so as to form
a single unit. The thrust washers 80 are circular, disc-
shaped members having a large centre bore and preferablyare made of Delrin TM nylon. A bearing lock nut 82 is
fastened to the spindle housing 44 at its extreme end
(near the drive plate weldment 52) against the second
roller bearing 74. An oil seal and face seal (not shown)
encircle the spindle housing 44 and hub 42, respectively
at the edge of the hub 42 near the flange 48.
The cylindrical portion 54 of the drive plate
weldment 52 ex~ends into the passage of the spindle
assembly 38. The cylindrical portion 54 surrounds a spline
adaptor 86 extending from an annular step 84 of ~he shaft
2~a~2~9~
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46. Nhen the motor 40 is engaged, the hub 42 and drive
plate weldment 52 rotate, and the spindle housing 44
remains stationary. The hub 42 bears radial loads only
(not axial loads). Thus, the bearings 74 thrust washers
80, thrust plate 78 and bearing lock nut 82 maintain the
hub 42 in position relative to the spindle housing 44. ~he
shoulder 73 of the hub 42 and the pressure fit of the
thrust plate 78 protect the hub 42 and spindle housing 44
from relative motion upon the ~pplication of axial forces
to the hub 42.
As best shown in Fig. 5l each drum roller 34
is associated with a drum scraper 88 mounted onto both
sides of the front frame 14 of the soil compactor 10. The
scraper 88 cons.ists of an upper blade 90 integrally
formed with a lower blade 92. The scraper blades 90, 92
are rectangular and extend across the width of the roller
34 and a short distance in the axial direction. Scraper
mounting brackets 94 are also integrally formed with the
blades 90, 92 and mount the blades 90, 92.
The scraper blades 90, 92 form a "V". The
mou~h of the "V" is positioned adjacent the outer surface
of the drum roller 34~ ~he scraper 88 serves in known
manner to block and dislodge mud etc. which adheres to the
roller 34 and rotates past the scraper 88 for rotation of
the roller 34 in both directions.
As best shown in Fig. 4, the soil compactor 10
contains a vibratory assembly 96 located within the front
drums 12. The vibratory assembly 96 is enclosed within a
vibrator housing 98 having a top wall and two side walls.
The vibratory assembly 96 is located above the drum
hydraulic motors 40 and spindle assemblies 38~
The vibratory assembly 96 consists of a vibrator
hydraulic motor lO0 which drives two vibrator shafts 102.
Each vibrator shaft 102 supports an eccentric weig~t 10
radially extending from the outside wall of the shaft 102
lengthwise along the shaft 102. The two weights 104 are
located a~ opposite sides relative to each shaf~ 102 and
they would hang down when the vibratory assembly 96 is at
rest. The two weights 104 rotate in counter directions to
produce vertically directed vibration which is transmitted
to the front frame 14. ~he vibratory motion is then
transmitted through the hydraulic motor support collar 41l
flanges 48 and bearings 74 to the hubs 42 and hellce to the
hub weldments 63 and drums 12. The absence of a perimeter
frame about the front drums 12 gives the maximum vibrated
mass. The vibrator hydraulic motor 100 driv~s the two
shafts 102 by means of a drive shaft 106, drive sprocket
108 and drive chain 110 in known manner. The shafts 102
extend between ~wo opposing walls of the vibrator housing
98, parallel to -the drum axes, their ends journalled in
bearings 112. The shafts 102 and bearings 112 are
supported by two circular bearing housings 114 bolted to
corresponding locations in the side walls of the vibrator
housing 98.
As best shown in Figs. 5, 6, 7 and 7a, the soil
compactor 10 of the present invention preferably achieves
ull isolation of the operator~s station 20 from both
front drum vibration and rear wheel shocks and road
irregularities by providing both a first isolator 116 and
a second isolator 118 symmetrically on both left and right
hand sides of the vehicle rear frame 16. On each side,
the first isolator 116 is placed in front of the rear tire
22, and the second isolator is placed near the back of the
rear tire 22.
The ~irst isolator 116, i5 protected in a shroud
comprising first and second parallel plates 120. These
plates 120 have corresponding slots 121 and they are
mounted along one of their edges in overlapping positions
3~
to the rear frame 16 of the soil compactor 10. They are
bolted together by a pair of bolts, one through each outer
corner of the plates 120, inserted through a pair of
support tubes. The ROPS arm 26 passes -through the
corresponding slots in these plates below the point at
which the ROPS arm 26 is mounted to an outrigger 122
located on the subframe :L8. The first isolator 116 is
enclosed within the space formed by the two parallel
plates 120. The ROPS arm 26 is bolted to the outrigger 122
by means of a plate 123 disposed between the outrigger 122
and the ROPS arm 26. A similar plate 123 is bolted to the
subframe 18 at the other end of the outrigger 122. Each
ROPS arm 26 is also mounted to the rear frame 16 of the
vehicle via the isolator 116 as described more fully
below.
As best seen in Fig. 7a, the first isolator 116
consists of an inner isolator plate 124 and an outer
isolator plate 126. These plates 124, 126 are parallel to
and spaced apart from each other and lie in planes
perpendicular to the first and second parallel plates 120
and parallel to the plane of the ROPS arm 26. The ROPS arm
26 is bolted to and bisects the outer isolator plate 126.
The inner isolator plate 124 is spaced from the ROPS arm
26 and is joined at its top and bottom edges to the
parallel plates 120 which thus additionally serves as a
mount for the first isolator 116. A ROPS block 127 is
placed at each of the upper and lower edges of the inner
isolator plate 124 between the inner isolator plate 124
and rear frame 16 ad~acent each of the two parallel plates
120. Vertical and horizonal bolts secure the rear frame 16
and parallel plate 120 to the ROPS block 127.
The outer isolator plate 126 is bolted to the
inner face of the ROPS arm 26. The two isolator plates
124, 126 are generally perpendicular to the two parallel
platas 120. A rubber shock absorber 128 flexibly connects
8~3~
- 15 -
the two isolator plates 124, 126 so that they can move
relative to one another either vertically or horizontally.
This structure limits the travel of the subframe 18
relative to the rear frame 16 as, for example, when the
vehicle is lifted off the ground via the ROPS 24.
In the preferred embodiment of this invention,
the ROPS arm 26 is slanted downwardly toward the front of
the vehicle, and is not perpendicular to the ground.
Preferably the inner and outer isolator plates 124, 126
are thus also tilted slightly with respect to the ground.
It can be appreciated that a variety of positions for the
isolator plates 124, 1~6 are possible depending upon the
precise structure of the ROPS arm.
As best seen in ~ig. 7 the second isolator 118
has a structure substantially the same as the first
isolator 116. Reference numerals with the suffix "a"
indicate corresponding parts. The second isolator 118,
however, is located to the rear of the first isolator 116,
inwards of the rear frame 16. The two isolator plates
124a, 126a are again parallel spaced plates flexibly
connected by a rubber shock absorber 128a . The outer
isolator plate 125a is bolted to the rear frame 16 as
shown in FigsO 5 and 6. As best seen in Fig. 7, the other,
inner isolator plate 124a lies within the rear frame 16
spaced from the outer isolator plate 126a. The inner
isolator plate 124a is joined at one edge to the front
wall panel 130 of the tank 132 of the vehicle. The two
isolator plates 124a, 126a can move relative to one
another either vertically or ho~izontally. A shrouding 134
protects the isolator 118. An identical second isolator
118 is disposed in a corresponding position on the right
hand side of the vehicle, and the shrouding is shown
removed on the left hand side.
As best seen in Fig. 6, the operator's station
~o~ r3
- 16 -
20 of the soil compactor 10 contains a rubber bumper 136
mounted at the base of the station 20. The engine cover
138 of the vehicle is integral with the operator's station
20 and, can be lifted up by means of a hinge located at
the back of the vehicle. The rubber bumper 136 rests on
an operators platform foot plate 137 when the engine cover
138 is closed. The rubber bumper 136 absorbs vibrations
to protect the operator's station 20 fxom road shock and
irregularities transmitted through the rear frame 16.
As best seen in Fig. 5, the drum plate 36
contains a cover plate 140 fastened thereto. The cover
plate comprises a generally rectangular metal sheet having
a perforations (not shown) at either side of its bottom
edge and having a rounded top edge. The perforations
enable the coverplate 140 to be secured to the drum plate
36 by means of bolts 142 and corresponding perforations
(not shown) in the drum plate 36. The cover plate 140
provides a mechanism to check the hydraulic oil level in
the vibratory assembly 96.
As best seen in Figs. 5 and 7, the tank 132 is
a dual hydraulic oil and fuel tank of generally
rectangular shape. It contains a rear panel 144 which
slopes downward toward the vehicle a~ its base. ~he tank
132 also has a top wall panel 146, two side wall panels
148 and a front wall panel 130. A divider plate 150
bisects the tank 132 across its cen~re extending between
the front wall panel 130 and rear wall panel 144 from top
to bottom of the tank. The divider plate 150 serves to
separate the fuel subtank 152 of the tank 132 (located on
the right side of the vehicle) from the hydraulic oil
subtank 154 of the tank 132 (located on the left side of
the vehicle).
Each subtank contains a s~iffener arm 156 which
extends between opposing front 130 and rear walls 144 of
the tAnk 132 whilst permitting free flow of oil hetween
the two parts of each tank. The hydraulic oil subtank 154
contains a baffle 158 which extends from the front wall
panel 130 of that subtank 154. The baffle 158 is
substantially straight near the front wall pan~l 130 and
slants toward the left side wall panel as it extends
closer to the rear wal] panel 144. The baffle 158 blocks
returning oil from mixing directly wikh e~iting oil. The
hydraulic oil subtank 154 also contains an elbow 160
having an internal passage. The elbow 160 is located
below the baffle 158 and extends from the front wall panel
130 and curves toward the left side wall panel of the
vehicle. The elbow 160 connects with a hydraulic supply
hose (not shown) through which hydraulic oil exits the
hydraulic oil subtank 154. The elbow 160 contains a
hydraulic screen (not shown) disposed in its passage to
filter the oil.
The hydraulic oil subtank 154 contains a
hydraulic oil filler hole 162 disposed in the top wall
panel 146 of the tank 132. It also contains a coupling 164
in the top wall panel 146 where hydraulic oil returns from
the vibratory circuit. Another coupling (not shown) is
located in the front wall panel 130 through which
hydraulic oil returning from the cooling circuit passes.
The fuel subtank 152 contains a fuel filler hole
166 for entering fuel which is disposed in the top wall
panel 146 of the tank. The fuel subtank 152 contains a
fuel sender 168 disposed in the top wall panel 146 for
gauging the fuel levelO
As best shown in Figs. 5, 7 and 8, the preferred
embodiment of the soil compactor 10 of the in~ention
contains a steering arm 170 rotatably connected at one end
to the rear frame 16. The forward end of the arm 170
terminates at the hitch 172 of the soil compactor 10. The
2~ 85~
- 1~
hitch 172 consists of a barrel 174 welded to the rear most
end of the front frame 14. The barrel 174 opening faces
the rear of the vehicle, with the its centre axis lying in
the plane of the front frame 14. A port.ion of the front
frame 14 extends above and below the barrel 174 and behind
the barrel 174 leaving a gap 1.76 between the base of the
barrel 174 and the front fra~e 14, as seen in Fig. 5.
As best seen in Fig. 8, the hitch 172 also
comprises a shaft 176 mounted on a steering joint 178 by
means of a steering hitch weldment plate 180 affixed to
the outer surface of the steering joint 178 and facing the
barrel 174. The steering joint 178 is a cylinder disposed
in an upright position which has a passageway (not shown)
disposed through it. The bottom of the steering ~oint 178
abuts the front edge of the rear frame 16. The top o the
steering joint 178 abuts an articulation plate 182, which
is secured to the rear frame 16. A rotatable articulation
pin 186 is disposed through the vertical pin keeper 184
articulation plate 182, steering joint 178 and front edge
of the rear frame 16. The articulation pin 186 is
journalled in a bearing (not shown) at each of its end~.
Above the articulation plate 182 and lying flat upon it is
a vertical pin keeper 184. The vertical pin keeper 184 is
joined to the articulation plate 182 and rear frame 16 by
means of a bolt located behind the steering joint 178. The
pin keeper 184 is able to keep the articulation pin 186
from rotating. The articulation plate 18Z and rear frame
16 have apertures which correspond with the passageway in
the steering joint 178.
The steering arm 170 is attached at its forward
end in a bracket 188. The bracket 188 is a thin,
generally rectangular member ha~ing two opposing rounded
faces at the front end of the bracket 188 with
corresponding holes extending through the thickness ~he
two faces. There is a gap between the faces, so that an
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attachment member 190 welded to and extending outwardly
from the side of the steering joint 178 fits in the gap.
The attachment member 190 has a circular hole
corresponding to the hole in the bracket 188. A pin 192 is
mounted upright through the bracket 188 and attachment
member 190. Two washers 194 are placed fl.at at either end
of the pin 192 on the Ou~Qr faces of the bracket 188. This
arrangement permits the steering arm 170 to pivot about
the head of the bracket 188.
The articulated steering mechanism just
described gives a better surface finish, as compared to
skid steer compactors. This latter type of compactor
tends to disrupt the surface when steeringl which is not
the case here.
The preferred embodiment of this in~ention thus
achieves the objective of providing full isolation from
both front drum and rear wheel vibration by the
combination of a operator's station having a rubber shock
absorber at its base, and a rear frame mounted to the
subframe by rubber isolation mounts. It can be appreciated
that a variety of elastomeric mat~rials and means of
connection can be provided for said isolators~
