Block 20 Types of Rollers 13


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  • The type of equipment used to compact the HMA obviously has a significant effect on the degree of density that can be obtained in a given number of passes of a particular roller. Three types of self-propelled compaction equipment are currently being used: static steel wheel rollers, pneumatic tire rollers, and vibratory rollers.
  • Rollers compact by applying their weight over the area of the drum/tires that touch the HMA mat (contact pressure), packing the aggregate particles together and removing most of the air voids. Each roller type applies contact pressure slightly differently, but the concept is the same. In practice, compacting isn’t so simple because of the many compaction variables involved. We know densification increases stability by recalling that if we walk across a freshly laid HMA mat, without any roller coverages, that we sink in the HMA mat yet after even one pass of the roller we make no marks.
  • Mass may be increased by adding ballast to static rollers, which in turn increases the contact pressure per linear inch of roller width. Maintenance ensures not only that the equipment will work but that the finished surface will not be blemished. Poor scraper performance or an overloaded roller both cause blemishes in finished pavement surfaces.
  • Drawbar pull is defined as the horizontal force required to move the roller forward. Rollers with large-diameter rolls have lower drawbar pull (rolling resistance) because they do not tend to penetrate as far into the HMA mix as does a roller with smaller-diameter rolls. Static steel wheel rollers normally range in weight from 3 to 14 tons (2.7 to 12.7 metric tons) and have compression drums that vary in diameter from approximately 40 to 60 inches (1 to 1.5 m). The gross weight of the roller can usually be altered by adding ballast to the roller, but this adjustment cannot be made while the roller is operating, and is not normally changed during the term of a project.
  • Static rollers are often specified having a certain pound per linear inch of roller width or PLI. The PLI rating is the contact pressure at a contact arc of 1 inch (25 mm), but the weight is not equally distributed on both drums.
  • The old standard 3-wheel roller, two large diameter drive drums and one small diameter steering drum, have very different PLI ratings. Between the drums, this produces an uneven density profile across the width of the entire drum. The full width of this roller is not truly available for calculating compaction production rates, and would be less efficient than a narrower roller with uniform PLI.
  • There will be an optimum operating speed for all rollers regardless of make or type. All rollers operate my exerting force into the HMA mat. That force is greater that mat can bear and the HMA compacts closer together until the force generated by the roller is equaled by the resistance developed in the HMA mix. That force from the roller takes time, the faster the roller travels, the less force is places on the HMA mat.
  • Once the size and weight of a static steel wheel roller is selected, the variables under the control of the roller operator are the speed of the roller, the position of the roller on the HMA mat in relation to the paver, operation with the drive wheel toward the paver, and the number of passes made with the roller.
  • The tire pressure used depends in part on the number of plies used in the tires. If the HMA is tender, a lower tire pressure will displace the HMA less than will a higher pressure in the tire. For a stiff HMA mix, a higher tire pressure can be used, because the HMA mix will be stable enough to support the weight of the roller without the HMA mix shoving laterally under the tires. Tire pressure is normally kept constant for a particular project, but the level selected should be dependent on the properties of the HMA mix being compacted and the position of the roller on the HMA mat.
  • Most pneumatic rollers are operated in the intermediate roller position, behind a vibratory or static steel wheel breakdown roller and in front of a static steel wheel finish roller. These rollers are sometimes used for initial rolling of the HMA mix as well as occasionally for finish rolling. Pneumatic tires tend to pick up some modified HMA mixes. The higher asphalt binder contents in SMA make them especially susceptible to pick up by pneumatic tires. Pneumatic tired rollers are therefore not used on SMA.
  • The tires on a pneumatic roller will often pick up the mix when an over-sanded surface course HMA mix or a HMA mix with some particular additives is being compacted. Many times attempts are made to eliminate this pickup problem by spraying water or a release agent on the tires during the rolling process. A better solution is to allow the tires on the roller to reach the same temperature as the HMA mix being compacted without adding water or release agent to the tires. The next step is to keep the tires hot by keeping the roller moving.
  • Damage like this needs to be avoided. Although the density of the HMA pavement is probably being achieved, the finished surface is mottled and will most likely have surface blemishes which may hold water. The key is to get the tires hot and keep them hot by keeping the roller moving. Modified asphalt binder - more of a problem.
  • Get the tires hot by running the pneumatic roller on existing pavement first and then by slowly getting them hot on the new pavement. The use of ‘skirts’ not only helps in getting the tires hot but also ensures that they will stay hot all day by limiting the winds cooling effects.
  • This is a typical amount of surface pickup when using the pneumatic tired roller properly. Once the size of the pneumatic roller and the pressure to be used are selected, the only variables that can be controlled easily by the operator are the rolling speed, the location of the roller with respect to the paver, and the number of roller passes over each point in the pavement surface. If the compaction effort applied by the pneumatic roller is not adequate, the operator should alter the wheel load on the tires and/or change the inflation pressure in the tire. Pneumatic rollers are ideal for uneven courses.
  • Amplitude is defined as the weight of the drum divided by the eccentric moment of the rotating weight and is a function of the weight of the drum and the location of the eccentrics. In layman’s terms, it is “how high” the drum jumps each time the shaft inside it turns. The frequency of vibration is the number of cycles that the eccentrics rotate per minute. This is “how often” the shaft turns, like a crankshaft in your car of truck. The spacing of the impacts of the applied force is a function of the frequency of the vibration and the travel speed of the roller. The operator is in control of more variables when using a vibratory roller and should be well educated in the selection and interaction of these variables.
  • Vibratory rollers come in a variety of configurations. Roller speed, location on the layer being compacted, number of passes made, nominal amplitude, and vibratory impact can all be varied.
  • Single-drum vibratory rollers are manufactured with both a rigid frame and an articulated frame. Double-drum vibratory rollers come in rigid-frame, single-articulated-frame, and double-articulated-frame models. Can be operated in any one of three modes: static (vibrators off); one drum vibrating, one static; and with both drums vibrating. For consistent operation, it is best to keep the roller pattern simple. Both vibrators on or both vibrators off.
  • Vibratory rollers have two types of compaction forces that are applied to the HMA: static weight, caused by the weight of the rolls and frame; and dynamic (impact) force, produced by a rotating eccentric weight located inside the drum(s), which rotates about the shaft inside the drum. The eccentric weight rotates about the shaft inside the drum, and a dynamic force is produced. Changing the eccentric moment arm or adjusting the eccentric mass has a directly proportional effect on the dynamic force.
  • Here is a technical explanation of amplitude and frequency. The elements of comparison for the dynamic component of a vibratory roller are the magnitude of the centrifugal force, its vibrating frequency, the nominal amplitude, and the ratio of the vibrating and non-vibrating masses acting on the drum.
  • Normal values of nominal amplitude range from 0.01 to 0.04 inches (0.25 to 1 mm). Some rollers can operate at only one fixed amplitude, others have a “high” and a “low” amplitude positions, and others have multiple positions. Typically as the layer thickness increases, it is often advantageous to increase the nominal amplitude applied to the HMA. Unless higher amplitude is needed to achieve a particular density level, the vibratory roller should be operated in lower amplitude ranges. It is possible to de-compact the HMA mix by putting too much compaction effort into the HMA mat - this is not a good thing.
  • The frequency of vibration is the number of complete cycles that the eccentrics rotate per minute. The faster the rotation of the eccentrics, the greater the frequency of vibration. Some vibratory rollers can operate at only one frequency or have a limited selection of frequencies. Other vibratory rollers can alter the frequency of the applied load between 1600 and 3200 vibrations per minute (vpm). Newer equipment in development will increase the frequency up to 4000 vpm. Frequencies below 2000 vibrations per minute are not normally acceptable to compact HMA.
  • As mentioned in the background – this is a typical roller train. The next few slides will discuss how to achieve compaction.
  • The primary compaction variables for all types of rollers that can be controlled during the rolling process are: (a) roller speed, (b) number of roller passes, (c) rolling zone, and (d) roller pattern. Each of these factors has an effect on the level of density achieved under the compactive effort applied to the HMA.
  • The faster a roller passes over a particular point in the new asphalt surface, the less time the weight of the roller “dwells” on that point, meaning that less compaction effort is applied to the HMA mixture. As roller speed increases, the density achieved with each roller pass decreases. The roller speed selected is dependent on a combination of factors: productivity, layer thickness, and the position of the equipment in the roller “train.”
  • Compaction effort is significantly improved at slower roller speeds. Roller speed will also be governed by the lateral displacement or tenderness of the HMA. If the HMA mixture moves excessively under the rollers, the speed of the compaction equipment should be reduced. In addition, for vibratory compactors, roller speed also affects the impact spacing. Roller speed is usually established by the speed of the paver. Speeds change substantially with an increase to the thickness of loose HMA mixture being placed.
  • To obtain the target air void content and uniform density in an HMA , it is necessary to roll over each point in the HMA pavement mat a certain number of times. The actual number of passes depends on many variables such as the type of compaction equipment used. The capabilities of each type of roller vary, however, with HMA mat thickness, mix temperature, mix design and environmental conditions. In addition, the number of passes required depends on the position of the rollers in the roller train. A test strip aids us in this decision process.
  • We reviewed this slide earlier to make sure everyone is on the same page when we discuss passes and coverages.
  • Compaction must be achieved while the viscosity of the asphalt binder in the HMA and the stiffness of the HMA is low enough to allow reorientation of the aggregate particles under the action of the rollers. The “old” rule of thumb commonly used is that the proper level of air void should be obtained before the HMA cools at laydown to 175F (80C). Initial compaction should occur directly behind the paver in order to reach the required density quickest. If the stability of the HMA is high enough, breakdown rolling can be carried out very close to the paver, while the mat temperature is still high.
  • Rollers should be “busy” most of the time on a paving project. The question is whether they operate correctly and effectively. Generally, compaction is applied, but not necessarily in the right place. Numerous compaction studies have shown that the middle of the width of the paver pass typically receives more compaction effort than the edges of the pavement. This is unfortunate, because traffic uses the wheel path areas and travels near the edge of the pavement more often than in the center of a lane. This drives home the point that the patterns must be followed until they are changed by the Control Strip or QC technician (depending on which specification is being used).
  • The actual rolling pattern to be used to compact the HMA on a paving project should be determined at the start of the project through the construction of a roller test strip. This strip should be located at a convenient point where the pavement layer placed will remain as part of the final pavement structure. The HMA mix should be representative of the material to be produced for the project; generally the plant should produce HMA mix for a short period of time before HMA mix is made for the compaction test section. The thickness of the layer should be the same as that used for the rest of the project. If conditions change significantly, an additional test strip may need to be constructed.
  • Due consideration should be given to the selection of rollers that are to be employed to increase the density of the HMA pavement layer. The combination of rollers used on a previous project might not be the most cost-efficient or effective for the variables involved in the present job. Although vibratory rollers are usually used for breakdown rolling and pneumatic tire rollers for intermediate rolling, a greater degree of density with a lesser number of total roller passes might be obtained in some mixes. Determination of the “optimum” combination is key.
  • Standard paving width of 10, 12, 14, and 16 feet (3.1, 3.7, 4.3 and 4.9 meters) can affect the efficiency of certain rollers. Ideally, the roller that can cover the width of paving with the fewest number of passes will be the most efficient. Other smaller width rollers are routinely used, but the number of total passes will increase.
  • If the width of the roller drum is 84 inches (2.1 m), only two passes of the roller are needed to cover the 12 ft (3.7 m) wide lane, including a 6 inch (150 mm) overhang at each edge of HMA pavement. A roller that is 72 inches (1.8 m) wide cannot cover the complete 12 ft (3.7 m) wide lane in only two passes, because it needs to overlap successive passes to avoid tearing the mat. Three passes of the 72 inch (1.8 m) wide roller would be necessary to properly compact the lane. If the roller had drums that were 60 inches (1.5 m) wide, three passes of the roller would be required, similar to the roller with the 72 inches (1.8 m) wide drums. A 54 inch (1.4 m) drum needs four passes for one coverage. For thick lifts, first pass should be about 1 ft in from edge to prevent the edge from shoving/displacing outward.
  • The number of roller passes needed over each point on the pavement surface is a function of a large number of variables, the most important of which is the level of density required in the pavement layer.
  • The most common method for monitoring changes in density with roller passes is through the use of a nuclear density gauge, which transmits gamma rays into the mix and measures the amount of radiation reflected back to the device in a given time. The count data that are obtained can be related to the relative density of the layer. Nuclear gauge readings should be taken after each pass of each roller, and the rate of increase in density after each pass determined. When no appreciable increase in density is obtained with additional roller passes, the maximum relative density for that mix has been obtained.
  • Easy Does It! The roller operator needs patience when stopping and starting, to move in different directions, to achieve acceptable compaction.
  • Stick With Your Pattern! The operator needs patience in staying with their rolling pattern for the entire day to ensure proper compaction of the pavement. The roller operator is in control of more variables when using a vibratory roller and thus should be well educated in the proper selection and interaction of the variables. In addition to roller speed, location on the layer being compacted, and number of passes made, both the nominal amplitude and the frequency of the vibratory impact can be varied.
  • Although fairly simple to calculate on paper, balancing production rates in real life is much more difficult, due to the number of complicating factors that arise daily. Trucks tend to bunch up and arrive all at once, the paver speed can vary, and rollers do need to be re-watered. The best way to deal with this is to buffer the operation with a slightly higher roller production rate, enabling you to deal with these situations as they arrive. Setting up a paving operation with a slight excess of compaction production rate is not recommended. Later in the course we will discuss how to set up a balancing operation.
  • Block 20 Types of Rollers 13

    1. 1. Senior/Graduate HMA Course HMA Compaction Types of Rollers & the Compaction ProcessConstruction Compaction Equipment 1
    2. 2. What you will learn….• The different types of compactors• How compactors compact• Variables associated with compaction• How density is controlled in the fieldConstruction Compaction Equipment 2
    3. 3. Types of Rollers • Static Steel Wheel • Pneumatic – Rubber Tired • Vibratory Construction Compaction Equipment 3
    4. 4. How Do Rollers Compact? By applying their load over a given area! (Contact Pressure)Construction Compaction Equipment 4
    5. 5. Static Steel Wheel Roller • Contact Pressure • Operation Construction Compaction Equipment 5
    6. 6. Construction Compaction Equipment 6
    7. 7. Pounds per Linear Inch (PLI)Construction Compaction Equipment 7
    8. 8. Pounds Per Linear Inch (PLI)• Example: – A 8 ton roller with two, 50 inch wide drums. – In this case, 60% of the mass is on the drive drum and 40% is on the guide drum. – Calculate the PLI for each roll and for the roller in total.Construction Compaction Equipment 8
    9. 9. Pounds Per Linear Inch (PLI)• 8 tons x 2000 lbs/ton = 16,000 lbs.• For each drum 60% x 16,000 lbs. / 50 inches = 192 PLI 40% x 16,000 lbs. / 50 inches = 128 PLI• For total roller 16,000 lbs. / (50 +50) = 160 PLIConstruction Compaction Equipment 9
    10. 10. Speed of Roller• Speed kills compaction forces• Dwell time• Pressure, impact, manipulationConstruction Compaction Equipment 10
    11. 11. Travel Non-powered Powered drum Drum W R W R Frictional force turns trailing drum Construction Compaction Equipment 11
    12. 12. Pneumatic Tired Rollers • Wheel load • Tire design • Inflation pressure • Contact area Construction Compaction Equipment 12
    13. 13. Construction Compaction Equipment 13
    14. 14. Construction Compaction Equipment 14
    15. 15. Construction Compaction Equipment 15
    16. 16. Construction Compaction Equipment 16
    17. 17. Construction Compaction Equipment 17
    18. 18. Vibratory Rollers • Amplitude • Frequency • Impact Spacing • Operation Construction Compaction Equipment 18
    19. 19. Construction Compaction Equipment 19
    20. 20. 01-00 6 - 47Construction Compaction Equipment 20
    21. 21. Construction Compaction Equipment 21
    22. 22. Amplitude Movement pU (A) Time n wo D Time (T) For Full CycleFrequency, f = the number of hertz (cycles/s)--a single cycleis one full rotation of the eccentric weight. Frequency = 1/TAmplitude, A = the maximum deviation from position atrest -- one-half the total movement. Construction Compaction Equipment 22
    23. 23. AMPLITUDEConstruction Compaction Equipment 23
    24. 24. Low Frequency High Frequency Impact Spacing FREQUENCY DIRECTION OF TRAVELConstruction Compaction Equipment 24
    25. 25. Typical Compaction ProcessCompactive Force Pressure Pressure Pressure Vibration ManipulationTemperature 300° - 240°F 240° - 190°F 170 - 150°FZones Construction Compaction Equipment 25
    26. 26. Compaction Variables • Roller Speed • Number of Coverages • Rolling Zone • Rolling Pattern Construction Compaction Equipment 26
    27. 27. Construction Compaction Equipment 27
    28. 28. Typical Range of Roller Speeds (miles per hour)Type of Roller Breakdown IntermediateFinishStatic Steel Wheel 2 to 3.5 2.5 to 4 3 to 5Pneumatic 2 to 3.5 2.5 to 4 4 to 7Vibratory 2 to 3.5 2.5 to 3.5 3 to 51 1 Operated Operated in static mode Construction Compaction Equipment 28
    29. 29. One Coverage How many passes of the roller are needed to cover the width of the mat one time ? Construction Compaction Equipment 29
    30. 30. Pass & Coverage Defined Pass1Width of mat Pass 2 Make up Pass 5 Pass 3 Pass 4 This is a 5 pass pattern that provides 2 complete coverages. Construction Compaction Equipment 30
    31. 31. 75 m 15 m Paver Typical Rolling ZoneConstruction Compaction Equipment 31
    32. 32. Construction Compaction Equipment 32
    33. 33. Test Strip Construction • Simulating Actual Conditions • Establishing Roller Patterns • Calculating Effective Roller Speed Construction Compaction Equipment 33
    34. 34. Construction Compaction Equipment 34
    35. 35. Construction Compaction Equipment 35
    36. 36. One Roller Coverage 1 CROWN 2 2-lanes 3 6 5 Drum Width 4 = 72 inchesConstruction Compaction Equipment 36
    37. 37. How Many Repeat Coverages to Assure Density?Construction Compaction Equipment 37
    38. 38. Construction Compaction Equipment 38
    39. 39. High Passing DensityDensity Low 1 2 3 4 5 6 Roller PassesConstruction Compaction Equipment 39
    40. 40. Construction Compaction Equipment 40
    41. 41. Construction Compaction Equipment 41
    42. 42. Balancing Production HMA Paving FacilityTrucking Compaction Construction Compaction Equipment 42
    43. 43. Questions?Construction Compaction Equipment 43