VÖGELE Booklet on Paving
Contents 1
Design of a Road Paver
4
1.1
Components of a Road Paver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2
Machinery / Applications
2.1 2.2 2.3 2.4 2.5 2.5.1 2.6 2.6.1 2.6.2 2.6.3
Differences in Construction Machinery‘s Methods of Profiling Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Floating Screed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Theoretical Outline of the Floating Screed Principle without Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Control of the Floating Screed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tracked Pavers and Wheeled Pavers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Examples of Paver Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pavers and Performances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tracked Pavers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Special Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wheeled Pavers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3
Material Feed and Material Handling
3.1 3.2 3.3 3.4
Feed of Paver with Mix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Conveyance of Mix (Longitudinal Direction) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Spreading of Mix (Transverse Direction) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Distance Between Tractor Unit and Screed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4
Screed
4.1 4.2 4.2.1 4.2.2 4.2.3 4.3 4.3.1 4.3.2 4.3.3 4.3.4 4.4 4.5 4.6 4.7 4.8 4.9
Function Fulfilled by the Screed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extending Screeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compacting Systems Installed in Extending Screeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extending Screeds and Bolt-on Extensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set-Up of the Extending Screed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fixed-Width Screeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Options for Fixed-Width Screeds and Special Concrete Screed . . . . . . . . . . . . . . . . . . . . . . . . . . Compacting Systems Installed in Fixed-Width Screeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fixed-Width Screeds and Bolt-on Extensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Building Up a Fixed-Width Screed with Bolt-on Extensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Screeds at a Glance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set-Up of Tamper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set-Up of Tamper Shield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set-Up of Pressure Bar(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bevel Irons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Function Check of Screed Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8 10 11 12 13 14 16 18 18 22 24
26 28 30 31 32
34 36 38 40 42 44 46 47 48 50 54 56 58 59 60 61 62
5
Parameters Influencing the Paving Process
64
5.1 5.2 5.3 5.4 5.5 5.6
Paving Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 Paving Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Paver Set-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Relationship Between Tamper Speed and Pave Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 Recommended Settings for the Compacting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Functions of the Hydraulic Rams for Raising / Lowering the Screed . . . . . . . . . . . . . . . . . . . . . . . . . . 72
7.2.2 7.2.3 7.2.4 7.3 7.4 7.5
Strips in the Middle of the Pavement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 Strips in the Lateral Areas of the Pavement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 Patches of Mix in the Surface Texture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127 Imprints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 Longitudinal Step . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 Non-Uniform Surface Structure due to Crushed Grains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
6
Recommendations for Paving / Points to Note
8
Basics for Calculation
6.1 6.1.1 6.1.2 6.1.3 6.2 6.3 6.4 6.5 6.5.1 6.5.2 6.5.3 6.5.4 6.5.5 6.5.6 6.6 6.7 6.8 6.9 6.9.1 6.9.2 6.10 6.11
Basic Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 Setting the Layer Thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 Weather Conditions when Paving Asphalt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 Requirements Made on the Base and Sub-Base . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 Augers and Limiting Plates for the Auger Tunnel on an Extending Screed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 Head of Mix in Front of the Screed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 Definition of the Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 Correct Use of NIVELTRONIC® . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 Automated Grade and Slope Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 Development from NIVELTRONIC® to NIVELTRONIC Plus® . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 Quick Reference Guide for NIVELTRONIC® and NIVELTRONIC® / V-TRONIC® . . . . . . . . . . . . . . . . . . . . 90 Quick Reference Guide for NIVELTRONIC Plus® . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 Components of NIVELTRONIC® . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96 Use of Different Grade Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 Position of Sensors for Control of the Floating Screed (Example: Referencing from Stringline) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 Position of the Grade Sensor in Transverse Direction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 Use of Screed Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 Joints between Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 Paving “Hot to Cold” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 Paving “Hot to Hot” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 Joints in Asphalt Pavements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 Expansion Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
8.1 8.2
Quantity of Mix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 Laydown Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
9
Paving Materials
9.1 9.2 9.3 9.4 9.5 9.5.1 9.5.2 9.5.3 9.5.4 9.6 9.7
General Pavement Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 Producing Asphalt Mix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 Types of Pavement Layers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144 Bitumen Grades Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Asphalt Types and their Compositions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146 Stone Mastic Asphalt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146 Asphaltic Concrete (Paved Hot) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 Asphaltic Binder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 Asphalt Base . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152 Mix Temperatures in °C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154 Causes of Poor Quality of Asphaltic Concrete Mixes for Hot Paving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
10
Preparations for Paving Hot Mix
7
Imperfect Paving
10.1 10.2 10.3 10.3.1 10.3.2
Choosing the Right Paver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 Preparing the Base for Paving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 Subsequent Compaction by Rolling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 Density Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 Rules for Rolling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
7.1 7.1.1 7.1.2 7.1.3 7.1.4 7.1.5 7.2 7.2.1
Paving Problems / Paving Errors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 Irregularities when Passing Over Mix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 Pavement Irregularities due to Large Screed Planing Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117 Buldge Formed when Resuming Paving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 Short Irregularities in Transverse Direction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119 Periodic Irregularities in Longitudinal Direction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 Segregation in General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 Transverse Strips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
11
Index / Notes
74
114
130
134
156
162
1 1.1
Design of a Road Paver
Components of a Road Paver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 7
1 1.1
Components of a Road Paver 1. Traction In VÖGELE road pavers, powerful engines are installed for a high tractive effort. VÖGELE pavers come in tracked or wheeled versions.
The Machines Made by VÖGELE Road pavers place all kinds of bituminous materials. When the mix has been dumped into the paver’s material hopper by the feed lorry, conveyors transport the material in front of the screed. This is where the process of paving proper takes place. VÖGELE pavers stand out through their capability of producing high compaction, their excellent reliability as well as service-friendliness and ease of maintenance.
2. Material Hopper Feed lorries dump the paving material into the material hopper at the front of the road paver. 3. Conveyors Wide conveyors transfer the paving material from the material hopper through the conveyor tunnel inside the machine to the augers in front of the screed.
8
5 6 4
2
6
Design of a Road Paver
3
7
1
4. Augers Augers fulfil the task of evenly spreading the mix in front of the screed. Augers are
adjustable in width to match the width of the screed so that uniform compaction of the paving material is ensured at all times. 5. Screed The screed is the core of the VÖGELE road paver. The screed acts upon the paving material by way of its own weight and the compactive effort of its compacting systems. This results in pre-compaction of the mix and profiling of the placed layer. 6. Screed Heating In order to prevent the asphalt mix from sticking to the screed plates and the compacting elements (tamper, vibrators, pressure bar(s)), electric heating is provided. 7. Adjustment of Screed Tow Points VÖGELE pavers level out irregularities in the base by adjusting the screed tow points in height. This is done by way of hydraulic rams. 8. Screed Assist Depending on the working conditions on site, pressure is applied to the hydraulic rams linked to the screed arms, or the hydraulic rams are relieved of pressure. This influences the weight of the screed (see pages 68, 72 and 73).
7
2
Machinery / Applications
2.1
Differences in Construction Machinery‘s Methods of Profiling Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.2
The Floating Screed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.3
Theoretical Outline of the Floating Screed Principle without Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.4
Control of the Floating Screed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.5 Tracked Pavers and Wheeled Pavers . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 - 15 2.5.1 Examples of Paver Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 - 17 2.6 2.6.1 2.6.2 2.6.3
Pavers and Performances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Tracked Pavers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 - 22 Special Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 - 23 Wheeled Pavers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 - 25
2 2.1
Differences in Construction Machinery‘s Methods of Profiling Surfaces Bulldozer The working tool (blade) is firmly linked to the chassis via hydraulic rams. When passing over irregularities in the ground, these are transmitted to the blade to a greater extent, unless counteracted.
2.2
Machinery / Applications
The Floating Screed
The “floating“ working tool is the main difference distinguishing a road paver from other construction machinery. In other words, the layer thickness only changes as a result of changes in the screed‘s planing angle or changes in the height of the screed tow points. This way, irregularities in the ground, when passed over, are diminished without having to intervene through a control system. Short irregularities in the base are levelled out through the self-levelling property of the Floating Screed.
Lift of Blade
Grader
When passing over long irregularities, the height of the screed tow points changes, thus leading to a change in the layer thickness.
The working tool (blade) is firmly linked to the chassis via hydraulic rams. When passing over irregularities in the ground, these are transmitted to the blade to a lesser extent, unless counteracted.
Depending on the screed planing angle, more or less mix is packed under the screed as the paver advances, and the layer thickness gradually changes over a longer distance.
Lift of Blade
Road Paver The working tool is not firmly linked to the chassis. The screed is carried by the mix (principle of the Floating Screed) and changes its position only as a result of changes in the screed planing angle. The screed moves up and down to a lesser extent than the actual irregularity. Change in Screed Planing Angle
10
The response of the screed to such changes depends on: Height of Screed Tow Point
- Pave speed - Change in height of the screed tow points
Speed
Properties of Mix
- Properties of the mix (compactability, load bearing capacity).
11
2 2.3
h = H = a = b =
T heoretical Outline of the Floating Screed Principle without Control System
2.4
Machinery / Applications
Control of the Floating Screed
As the layer thickness needs not necessarily be constant over the entire section to be paved, the screed can be controlled while paving.
Height after compensation Height of irregularity Depth of screed plate Length of screed arm + depth of screed plate
1. Screed Planing Angle The layer thickness can be changed by changing the planing angle of the screed. 2. Screed Arm The screed arm serves as a lever for converting a vertical change (up or down) of the screed‘s tow points into a change in the screed’s planing angle. It also levels out irregularities in the base. H
b
h
5
4
3
2
7
1
6
a
3. Screed Tow Points
The following rule can be derived from the example of a paver passing over a short irregularity:
Hxa h = b
While paving, the screed is controlled by adjusting the screed tow points up or down. 4. Hydraulic Rams for Tow Point Control
Taking into account different lengths (b) (extending over length of screed arm and depth of screed plate) for the different paver types, an average ratio of about 5 : 1 results as far as compensation of a short irregularity in the base is concerned.
The hydraulic rams serve to adjust the height of the screed tow points.
Long irregularities in the base can only be levelled out by actively controlling the height of the screed tow points.
5. Scale for Layer Thickness
Please Note
4
The scale indicates the current position of the screed tow points to the paver and screed operators.
6. The Screed Operator‘s Console The screed operator can adjust the position of the hydraulic rams for tow point control from his lateral console. 7. Hydraulic Rams for Raising / Lowering the Screed These hydraulic rams primarily serve to lift the screed. They move up and down freely in Screed Float mode. The rams can also be actively operated in special paving situations.
The evenness of the pavement must increase with every layer placed. The magnitude of improvement depends on the quality of the layer below.
12
13
2 2.5
Machinery / Applications
Tracked Pavers and Wheeled Pavers
VÖGELE pavers are available in tracked or wheeled versions. Each version offers its particular advantages. Tracked Paver
Wheeled Paver
Crawler tracks transmit the power delivered by the high-performance engine to the ground. In contrast to wheels, crawler tracks have a larger contact area with the base, allowing them to achieve a higher tractive effort. For the tracked pavers, the power is generated where it is needed: right at the sprocket.
Wheeled pavers display their strong points above all when it comes to frequent travels from one project to another. VÖGELE pavers travel at speeds up to 20km/h under their own power, so no trucking required for job sites in the near surroundings. The wheeled VÖGELE pavers feature excellent manoeuvrability thanks to a turning radius of just 6.5m.
The powerful undercarriage is ideal for use of the paver also on difficult terrain and in large pave widths up to 16m. For the two crawler tracks, separate electronic control is provided. This allows impeccable turning also of radii at a constant pave speed.
ADVANTAGES OF THE WHEELED PAVER
ADVANTAGES OF THE TRACKED PAVER ■ High tractive effort.
14
For placing high-quality surface course, smooth running of the paver is a must. The wheeled VÖGELE pavers optimally achieve this goal thanks to the damping effect of their rear wheels.
■ Universal application.
■ Easily pushes heavy feed lorries.
■ Handles large pave widths.
■ Use also on a soft base.
■ Travel from one job to another under its own power. Travel speed up to 20km/h also on public roads.
■ Smooth running when paving asphalt wearing course.
■ Ideal when frequent and quick transfer is required.
■ Front wheels are in permanent contact with the ground thanks to oscillating axle.
■ Excellent manœuvrability.
15
2
Machinery / Applications
2.5.1 Examples of Paver Applications Classical Application
Paving Asphalt Tracks or Special Profiles
Placing all kinds of pavement layers for roadways and paths. Pavers are available in various performance classes and combine with a variety of screed options to handle these paving jobs. Layer thickness ranges from 2cm to 40cm.
Extending Screeds can be set up for paving a large variety of special profiles thanks to their systems for adjustment. Special slipforms are available for paving farm tracks. Furthermore, the screeds are suited to placing track beds for railway routes or building parabolic profiles for racing circuits, to mention just a few examples.
Paving on a Slope (Vertical) Apart from construction of conventional roads with gradients (uphill or downhill), road pavers can also be used for special applications, such as paving on a slope for construction of dams, retaining walls, etc. In general, only slight conversion of the paver is required for handling this kind of jobs. For application under extreme conditions (steep slope), a special Slope Paver can be used that has undergone modification. Paving on a Slope (Horizontal) As an alternative to paving in a vertical direction, pavers also work in a horizontal direction. In general, such applications, too, require no more than slight conversion of the paver. Paving work like this is also often found in the field of dam or canal construction.
16
17
2 2.6
Machinery / Applications
Pavers and Performances
2.6.1 Tracked Pavers
Tracked Paver SUPER 600
Tracked Paver SUPER 1100-2 Maximum Pave Width Maximum Laydown Rate
2.7m 200 tonnes/h
Maximum Laydown Rate
4.2m 300 tonnes/h
Engine Output
45kW
Engine Output
58kW
Rpm (according to DIN)
2,300
Rpm (according to DIN)
2,300
Weight Fuel Tank
5.3 tonnes
Weight
75 Iitres
8.5 tonnes
Fuel Tank
120 Iitres
Pave Speed 1
30m/min.
Maximum Pave Speed
30m/min.
Pave Speed 2
60m/min.
Maximum Travel Speed
3.6km/h
Material Hopper
5 tonnes
Tracked Paver SUPER 800
Material Hopper
10 tonnes
Tracked Paver SUPER 1300-2 Maximum Pave Width Maximum Laydown Rate
3.2m 250 tonnes/h
Maximum Pave Width Maximum Laydown Rate
Engine Output
45kW
Engine Output
Rpm (according to DIN)
2,300
Rpm (according to DIN)
Weight Fuel Tank
6.1 tonnes 75 Iitres
Weight
5m 350 tonnes/h 74.9kW 2,300 9.5 tonnes
Fuel Tank
120 Iitres
Pave Speed 1
30m/min.
Maximum Pave Speed
30m/min.
Pave Speed 2
60m/min.
Maximum Travel Speed
3.6km/h
Material Hopper
18
Maximum Pave Width
5 tonnes
Material Hopper
10 tonnes
19
2 Tracked Paver SUPER 1600-2
Tracked Paver SUPER 1900-2 Maximum Pave Width Maximum Laydown Rate Engine Output Rpm (according to DIN) Weight (depending on screed)
8m
Maximum Pave Width
600 tonnes/h
11m
Maximum Laydown Rate
100kW
900 tonnes/h
Engine Output
2,000
142kW
Rpm (according to DIN)
18.4 tonnes
2,000
Weight (depending on screed)
20.1 tonnes
Fuel Tank
300 Iitres
Fuel Tank
450 Iitres
Maximum Pave Speed
24m/min.
Maximum Pave Speed
25m/min.
Maximum Travel Speed
4.5km/h
Maximum Travel Speed
4.5km/h
Material Hopper
13 tonnes
Tracked Paver SUPER 1800-2
Material Hopper
14 tonnes
Tracked Paver SUPER 2100-2 Maximum Pave Width Maximum Laydown Rate Engine Output Rpm (according to DIN) Weight (depending on screed)
10m 700 tonnes/h 129.6kW 2,000 19.3 tonnes
Maximum Pave Width Maximum Laydown Rate
13m 1,100 tonnes/h
Engine Output Rpm (according to DIN) Weight (depending on screed)
182kW 2,000 21.4 tonnes
Fuel Tank
300 Iitres
Fuel Tank
450 Iitres
Maximum Pave Speed
24m/min.
Maximum Pave Speed
25m/min.
Maximum Travel Speed
4.5km/h
Maximum Travel Speed
4.5km/h
Material Hopper
20
Machinery / Applications
13 tonnes
Material Hopper
14 tonnes
21
2 Tracked Paver SUPER 2500
Machinery / Applications
SUPER 2100-2 IP for Paving Binder Course Maximum Pave Width Maximum Laydown Rate
16m
Maximum Pave Width
1,500 tonnes/h
Engine Output Rpm (according to DIN) Weight (depending on screed)
Maximum Laydown Rate
273kW
8m 1,100 tonnes/h
Engine Output
1,800
182kW
Rpm (according to DIN)
27.6 tonnes
2,000
Weight*
26.6 tonnes
Fuel Tank
405 Iitres
Fuel Tank
450 Iitres
Maximum Pave Speed
18m/min.
Maximum Pave Speed
25m/min.
Maximum Travel Speed
3.2km/h
Maximum Travel Speed
4.5km/h
Material Hopper
17.5 tonnes
Material Hopper
20 tonnes
*without extra material hopper
2.6.2 Special Equipment
MT 1000-1 Mobile Feeder
SUPER 1800-2 with SprayJet Module Maximum Pave Width Maximum Laydown Rate Engine Output Rpm (according to DIN) Weight*
6m 700 tonnes/h 129.6kW 2,000 20.8 tonnes
Conveying Capacity
900 tonnes/h*
Feed Height (hopper bottom)
625mm
Engine Output
112kW
Rpm (according to DIN) Weight Mobile Feeder
2,200 16 tonnes
Fuel Tank
300 Iitres
Weight Receiving Hopper
Maximum Pave Speed
20m/min.
Fuel Tank
290 Iitres
Maximum Travel Speed
4.5km/h
Maximum Operating Speed
16m/min.
Material Hopper
13 tonnes
Maximum Travel Speed
up to 2 tonnes
2.4km/h
*dependent on type of mix
*with screed, SprayJet Module without emulsion
22
23
2
Machinery / Applications
2.6.3 Wheeled Pavers
Wheeled Paver SUPER 1103-2
Wheeled Paver SUPER 1603-2 Maximum Pave Width Maximum Laydown Rate
4.2m 200 tonnes/h
Maximum Laydown Rate
Engine Output
58kW
Engine Output
Rpm (according to DIN)
2,300
Rpm (according to DIN)
Weight
8.6 tonnes
7m 600 tonnes/h 100kW 2,000
Weight (depending on screed)
17 tonnes
Fuel Tank
105 Iitres
Fuel Tank
220 Iitres
Maximum Pave Speed
30m/min.
Maximum Pave Speed
18m/min.
Maximum Travel Speed Material Hopper
20km/h
Maximum Travel Speed
10 tonnes
Wheeled Paver SUPER 1303-2
Material Hopper
20km/h 13 tonnes
Wheeled Paver SUPER 1803-2 Maximum Pave Width Maximum Laydown Rate Engine Output Rpm (according to DIN) Weight
4.5m 250 tonnes/h 74.9kW 2,300 9.5 tonnes
Maximum Pave Width Maximum Laydown Rate Engine Output Rpm (according to DIN) Weight (depending on screed)
8m 700 tonnes/h 129.6kW 2,000 17.3 tonnes
Fuel Tank
105 Iitres
Fuel Tank
220 Iitres
Maximum Pave Speed
30m/min.
Maximum Pave Speed
18m/min.
Maximum Travel Speed Material Hopper
24
Maximum Pave Width
20km/h 10 tonnes
Maximum Travel Speed Material Hopper
20km/h 13 tonnes
25
3
Material Feed and Material Handling
3.1
Feed of Paver with Mix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 - 29
3.2
Conveyance of Mix (Longitudinal Direction) . . . . . . . . . . . . . . . . . . . . . . . . 30
3.3
Spreading of Mix (Transverse Direction) . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.4
Distance Between Tractor Unit and Screed . . . . . . . . . . . . . . . . . . . . . . 32 - 33
3 3.1
Material Feed and Material Handling
Feed of Paver with Mix The feed truck reverses up to the paver and stops a few centimetres in front of it. If it were to hit the paver‘s push-rollers, the screed’s trailing edge might leave a trace in the pavement.
As the paver approaches, its push-rollers touch the rear wheels of the truck, which is then pushed by the paver.
Mix is dumped from the feed truck into the paver‘s material hopper.
28
29
3 3.2
Conveyance of Mix (Longitudinal Direction)
3.3
Material Feed and Material Handling
Spreading of Mix (Transverse Direction) The mix is evenly spread in front of the screed by two separately controlled rotating augers located between tractor unit and screed. Extensions can be fitted to the auger shafts so that the spread width can be optimally adapted to the pave width. The rotational speed of the auger is controlled by sensors in proportion with the head of mix in front of the screed. This permits optimal adjustment to match the requirement for mix when turning a radius or when paving layers of varying thickness. In extreme cases, auger rotation can be reversed so that the mix is moved from the outside inwards.
The truck reverses up to the paver and tips the mix into the paver‘s material hopper. From there, it is transported through the machine by two separately controlled conveyors, ascending slightly towards the rear. As a result of the higher dumping point, thicker pavement layers can be placed and the mix is delivered onto the augers instead of being pressed into them. The conveyor speed is controlled in proportion with the level of mix in the auger tunnel. When moving the paver on site, mix can be returned to the material hopper by briefly reversing the conveyor movement.
Spreading Direction
Tip!
!
The auger shaft should reach up to 20cm within the end plate. This promotes a continuous flow of mix.
30
31
3 3.4
Material Feed and Material Handling
Distance Between Tractor Unit and Screed
In order to allow high-quality paving of most varied layer thicknesses and different paving materials, the screed’s position can be varied.
“Normal“ Screed Position
When laying a mix of poor bearing capacity in thick layers, the screed tow point rams may not be able to set the screed to the required screed planing angle.
For all standard mixes and a layer thickness between 3cm and 25cm.
In this case, the screed arm can be changed in position to permit a large planing angle even when paving thick layers.
Larger distance between augers and screed. This helps avoid any segregation of mix that might occur.
Attention! Higher tractive effort required when distance between augers and screed is larger.
32
!
This set-up is recommended when paving a mix of poor bearing capacity in thick layers. The larger auger tunnel prevents the auger drawing the mix away from under the screed.
Attention!
!
A higher tractive effort is required as a result of the larger head of mix in front of the screed.
33
4
Screed
4.1
Function Fulfilled by the Screed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 - 37
4.2 4.2.1 4.2.2 4.2.3
Extending Screeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compacting Systems Installed in Extending Screeds . . . . . . . . . . . . . . Extending Screeds and Bolt-on Extensions . . . . . . . . . . . . . . . . . . . . . Set-Up of the Extending Screed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.3 4.3.1 4.3.2 4.3.3 4.3.4
Fixed-Width Screeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Options for Fixed-Width Screeds and Special Concrete Screed . . . . . . . . . 47 Compacting Systems Installed in Fixed-Width Screeds . . . . . . . . . . . . 48 - 49 Fixed-Width Screeds and Bolt-on Extensions . . . . . . . . . . . . . . . . . . . 50 - 53 Building Up a Fixed-Width Screed with Bolt-on Extensions . . . . . . . . . 54 - 55
4.4
Screeds at a Glance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 - 57
4.5
Set-Up of Tamper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
4.6
Set-Up of Tamper Shield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
4.7
Set-Up of Pressure Bar(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
4.8
Bevel Irons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
4.9
Function Check of Screed Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 - 63
38 - 39 40 - 41 42 - 43 44 - 45
4 4.1
Function Fulfi lled by the Screed Design of the VÖGELE Extending Screed
Screed Technology The screed is the true heart of the VÖGELE paving system. It accommodates the compacting systems which provide high density and durable results. VÖGELE screeds are available in two versions: as Fixed-Width Screeds (SB) or Extending Screeds (AB).
The screed‘s compacting systems shall pre-compact the mix to the greatest possible extent. This is to minimize the influence of layer thickness upon the amount of subsequent compaction by rolling when bringing about the pavement’s final density.
Sliding Restraint System
Tamper with Heating Rod Pressure Bars with Heating Rods
For pre-compaction, different compacting systems are available: T = Tamper (an eccentric shaft causes the tamper bar to move up and down) V = Vibrators (vibrations are generated by an eccentric shaft acting on the screed plates at right angles to the direction of motion) P = Pressure Bar(s) (the pressure bar(s) are hydraulically pressed onto the mix at a frequency of 68 Hz (approx.) and a maximum pressure of 130 bar) P1 = Screed equipped with 1 Pressure Bar P2 = Screed equipped with 2 Pressure Bars
Hydraulic Ram for Screed Width Control
Single-Tube Telescoping System
The screed, the road paver‘s working tool, fulfils the function of uniformly compacting the paving material across the entire pave width and producing a close-textured and level surface.
36
Screed
Screed Plate with Heating Element
Screed Body Screed’s Hydraulically Extending Unit
37
4 4.2
Extending Screeds
AB 200 Extending Screed
AB 200 V (with vibrators) has been specially designed for use with SUPER 600. AB 200 TV (with tamper and vibrators) combines with SUPER 800.
AB 500-2 Extending Screed Screed Versions
V, TV
Screed Versions
Basic Width
1.1m
Basic Width
Maximum Pave Width
2.55m
3.2m
Maximum Pave Width
8.5m*
Larger Widths with Bolt-on Extensions
25cm, 75cm, 125cm
Reduction in Width Infinitely Variable Range
0.5m to 1m
Reduction in Width with Cut-Off Shoes
27.5cm
-2% to +4%
Crown Adjustment (Mechanical1)
-2.5% to +5%*
Crown Adjustment (Mechanical) Weights (Basic Screed)
V: 600 kg TV: 720 kg
AB 500-2 combines with all VÖGELE tractor units featuring a basic width of 2.5m. The screed extends hydraulically from 2.55m to 5m, so that pave widths within this range can be handled without a need to fit bolt-on extensions.
Weights (Basic Screed)
TV: 3.2 tonnes TP1: 3.45 tonnes TP2: 3.8 tonnes
*dependent on type of tractor unit 1 hydraulic (option)
AB 600-2 Extending Screed Screed Versions
V, TV
Screed Versions
Basic Width
1.8m
Basic Width
Maximum Pave Width
The AB 340 Extending Screed is the perfect match for the compact pavers in the SUPER 1100 and SUPER 1300 classes. Like all VÖGELE screeds, it comes with a powerful screed heating system.
TV, TP1, TP2
Larger Widths V/TV: 35cm to 2.7m with Bolt-on Extensions TV: 60cm to 3.2m
AB 340 Extending Screed
38
Screed
TV, TP1, TP2 3m
5m
Maximum Pave Width
9.5m*
V/TV: 40cm to 4.2m Larger Widths TV: 55cm to 4.5m with Bolt-on Extensions TV: 80cm to 5m
Larger Widths with Bolt-on Extensions
25cm, 75cm, 125cm
Reduction in Width with Cut-Off Shoes
52.5cm
Crown Adjustment (Mechanical)
-2.5% to +4.5%
Weights (Basic Screed)
V: 1.3 tonnes TV: 1.4 tonnes
AB 600-2 is ideally suited for combination with VÖGELE pavers in the upper mid-range and also with SUPER 2500 (basic width 3m).
Reduction in Width with Cut-Off Shoes
27.5cm
Crown Adjustment (Mechanical1)
-2.5% to +5%*
Weights (Basic Screed)
TV: 3.65 tonnes TP1: 3.95 tonnes TP2: 4.3 tonnes
*dependent on type of tractor unit 1 hydraulic (Option)
39
4
Screed
4.2.1 Compacting Systems Installed in Extending Screeds V = Vibrators
TP1 = Tamper and 1 Pressure Bar
Installed in:
Installed in:
- AB 200 - AB 340
- AB 500-2 - AB 600-2
Recommended for:
Recommended for:
- Materials which are easy to compact.
- All conventional mixes. - Pre-compaction by a screed in TP1 version is higher than by a TV screed, but lower than by a screed in TP2 version. - Less extra compaction by rolling required.
TV = Tamper and Vibrators
TP2 = Tamper and 2 Pressure Bars
Installed in:
Installed in:
- AB 200 - AB 340 - AB 500-2 - AB 600-2
- AB 500-2 - AB 600-2
Recommended for: - All conventional mixes. - Use with wheeled pavers due to the lower weight as compared to screeds in TP1 or TP2 versions. - Materials which are easy to compact.
40
Recommended for: - All conventional mixes. - The screed in TP2 version achieves a high pre-compaction when placing thick layers. - Mixes which are difficult to compact on account of their grain shapes and consistency. - Less extra compaction by rolling required. - Jobs which do not allow subsequent compaction by rolling.
41
4 4.2.2 Extending Screeds and Bolt-on Extensions For all VÖGELE screeds, bolt-on extensions are available. The VÖGELE system of bolt-on extensions allows to easily and sturdily build up screeds to any pave width desired. Even when paving in large widths, VÖGELE screeds work with highest precision and achieve superb degrees of uniform density right up to the pavement edges.
AB 200
Screed
AB 340
0.45m
1.1m
0.8m 0.45m
1.8m
0.8m
3.4m
2m 2 x 0.4m
When fitting bolt-on extensions, care must be taken to ensure that the bottom edge of the screed plate is flush with the adjacent units, otherwise a step may be produced in the pavement or the screed planning angle may change. During the paving process, this can have a negative effect on pre-compaction, surface structure and floating behaviour of the screed.
2 x 0.35m
4.2m
2.7m
2 x 0.55m
2 x 0.6m
4.5m
3.2m
2 x 0.8m 5m
AB 500-2
AB 600-2 1.225m
42
2.55m 5m
1.225m
1.5m
3m 6m
2 x 0.25m
2 x 0.25m
5.5m
6.5m
2 x 0.75m
2 x 0.75m
6.5m
7.5m
2 x 0.75m + 2 x 0.25m
2 x 0.75m + 2 x 0.25m
7m
8m
2 x 1.25m
2 x 1.25m
7.5m
8.5m
4 x 0.75m
4 x 0.75m
8m
9m
4 x 0.75m + 2 x 0.25m
4 x 0.75m + 2 x 0.25m
8.5m
9.5m
1.5m
43
4
Screed
4.2.3 Set-Up of the Extending Screed Basic Unit
Extending Unit
1. Position both extending units in place so that the screed plate of the basic unit and the screed plates of the extending units are roughly level.
Basic Unit
Extending Unit
2. Slacken the chains connecting the spindles on the extending unit so that each spindle can be adjusted independently. 0.5mm 0.5mm
8. Raise the screed and secure it so that it cannot sink. 9. Lay a ruler along the inner and outer spindle pairs and then adjust the height of the extending unit via the front and rear spindles with the aid of a special wrench, so that the screed plate of the basic unit is level with the trailing edge of the extending unit. Now adjust the planing angle of the extending unit via the front spindle. 3. Carefully lower the screed onto the extending units. Timber should be placed under the middle of the two extending units. 4. Now adjust the screed planing angle via the tow point rams so that the screed plate rests on the timber.
10. Reconnect the spindle pairs with the chains. 11. Raise the frame of the extending unit by approx. 4mm so that it roughly corresponds to the planing angle of the screed. 12. During the first on-site job, the height of the extending units must be corrected until a longitudinal step is no longer visible.
5. Remove the locking screw from the threaded bush on all spindles. 6. Adjust all threaded bushes. Timber
44
Spindles
7. Refit the locking screws.
45
4 4.3
Fixed-Width Screeds
4.3.1 Options for Fixed-Width Screeds and Special Concrete Screed
SB 250 Fixed-Width Screed
Hydraulic Bolt-on Extensions for SB 250 / SB 300 Fixed-Width Screeds Screed Versions Basic Width
The SB 250 Fixed-Width Screed combines with a variety of VÖGELE tractor units. The screed allows tractor units with a basic width of 2.5m to make use of the advantages offered by VÖGELE Fixed-Width Screed Technology.
TV, TP1, TP2, TVP2
Maximum Pave Width
13m
Larger Widths with Bolt-on Extensions
25cm, 50cm, 100cm, 150cm
Reduction in Width with Cut-Off Shoes
25cm, 50cm
Crown Adjustment (Mechanical)
-2% to +3%
Weights (Basic Screed)
TV: 1.65 tonnes TP1: 1.88 tonnes TP2: 2.02 tonnes TVP2: 2.1 tonnes
T, TP1, TP2
Infinitely Variable Range, Each Side
75cm
Infinitely Variable Range, Total
1.5m
Weigths (1 Set)
T: 1.55 tonnes TP1: 1.7 tonnes TP2: 1.8 tonnes • To be mounted to 1m or 1.5m
Fixed-Width Screeds are ideal for paving in larger widths. Their fields of applications are enhanced by VÖGELE Hydraulic Bolt-on Extensions.
Mounting
fixed bolt-on extensions Basic screed needs to be enlarged in width by at least 1.5m, left and right sides •
SB 250 B Concrete Screed Screed Versions Basic Width
46
Screed Versions
2.5m
SB 300 Fixed-Width Screed
The SB 300 Fixed-Width Screed for SUPER 2500 covers a wide range of applications from a basic width of 3m through to a maximum width of 16m.
Screed
TV, TP1, TP2, TVP2 3m
Maximum Pave Width
16m
Larger Widths with Bolt-on Extensions
25cm, 50cm, 100cm, 150cm
Screed Version
TVP2
Basic Width
2.5m
Maximum Pave Width Larger Widths with Bolt-on Extensions
7.5m* 25cm, 50cm, 100cm, 150cm
Reduction in Width with Cut-Off Shoes
25cm, 50cm
Crown Adjustment (Mechanical)
Crown Adjustment (Mechanical)
-2% to +3%
*With SUPER 1900-2. Other pave widths or tractor units upon request.
Weights (Basic Screed)
TV: 2 tonnes TP1: 2.26 tonnes TP2: 2.41 tonnes TVP2: 2.5 tonnes
For concrete paving, high compaction is a crucial issue. The SB 250 B Concrete Screed is ideally suited to PCC® paving on storage areas for containers, roads on factory grounds, industrial floors, etc.
-2% to +3%*
Use of the SB 250 B Concrete Screed belongs to the field of special applications. Clients interested in this screed are requested to contact the VÖGELE Applications Technology Service.
47
4
Screed
4.3.2 Compacting Systems Installed in Fixed-Width Screeds TV = Tamper and Vibrators
TP2 = Tamper and 2 Pressure Bars
Installed in:
Installed in:
- SB 250 - SB 300
- SB 250 (and Hydraulic Bolt-on Extensions) - SB 300 (and Hydraulic Bolt-on Extensions)
Recommended for:
Recommended for:
- All conventional mixes. - Materials which are easy to compact or thinner pavement layers. - Jobs where paving can be done in a largely constant width. - Large radii.
- All conventional mixes. - A screed in TP2 version achieves a high pre-compaction even of thick pavement layers. - Mixes which are difficult to compact on account of their grain shape and consistency. - Jobs where paving can be done in a largely constant width. - Large radii. - Less effort required for subsequent compaction by rolling.
TP1 = Tamper and 1 Pressure Bar
TVP2 = Tamper, Vibrators and 2 Pressure Bars
Installed in:
Installed in:
- SB 250 (and Hydraulic Bolt-on Extensions) - SB 300 (and Hydraulic Bolt-on Extensions)
- SB 250 - SB 300 - SB 250 B
Recommended for: - All conventional mixes. - Pre-compaction by a screed in TP1 version is higher than by a TV screed, but lower than by a screed in TP2 version. - Jobs where paving can be done in a largely constant width. - Large radii. - Less effort required for subsequent compaction by rolling.
48
Recommended for: - Jobs where paving can be done in a largely constant pave width. - Large radii. - SB 250, SB 300: All conventional mixes. - SB 250 B: For paving PCC®, as this type of job does not include subsequent compaction by rolling.
49
4 4.3.3 Fixed-Width Screeds and Bolt-on Extensions
Top View Horizontal Bracing
Screed
Basic Screed 3m 1.5m
As a general rule, bolt-on extensions should be fitted symmetrically on both sides of the screed, wherever possible. The advantage of a Fixed-Width Screed is a deeper screed plate of 500mm compared to a screed plate of 250mm found on Extending Screeds. This has a positive effect upon the screed‘s floating behaviour.
1.5m
0.25m
6m 6.5m 0.5m
1.5m
0.5m 0.25m
1.5m 7m 7.5m
1m
1.5m
1.5m
1m
0.25m
1.5m
1.5m
1.5m
1.5m
1.5m
1.5m
1m
1.5m
1.5m
1m
1.5m
1.5m
1.5m
1.5m
1.5m
1.5m
1.5m
1.5m
1.5m
1m
1.5m
1.5m
1.5m
1.5m
1.5m
1.5m
1.5m
1.5m
8m 8.5m
Moreover, the leading edge of the Fixed-Width Screed forms a single line over the entire pave width and different planing angles do not leave marks in the pavement. Fixed-Width Screeds are capable of handling considerably larger pave widths than Extending Screeds, albeit with restrictions as regards the screed‘s variability. As a result, Fixed-Width Screeds are particularly suited to paving long sections with a large, unchanging pave width.
0.5m
1m
1.5m
1m
1.5m
1.5m
1.5m
1m
1.5m
1.5m
1.5m
1.5m
1.5m
0.5m 0.25m
9m 9m 0.5m
9.5m 10m
0.5m 0.25m
10m 11.5m 0.25m
0.5m
11.5m 12m 0.25m
12m 12.5m 0.5m
1.5m
1.5m
1.5m
1m
1.5m
1.5m
1.5m
1m
1.5m
1.5m
1.5m
1.5m
1.5m
1.5m
1.5m
0.5m 0.25m
13m 13.5m Hydraulic Bolt-on Extension for a variable pave width of Fixed Screeds.
14m 14.5m 0.5m
Please Note The Hydraulic Bolt-on Extensions can only be fitted to mechanical extensions of 1m or longer. The basic screed needs to be enlarged in width by at least 1.5m, left and right sides.
50
0.25m
4
15m 15m 0.25m
0.5m
15.5m 16m
51
4 Rear View Vertical Bracing
Basic Screed 3m
Basic Screed 3m
0.25m 1.5m
0.25m
1.5m
0.5m 0.75m
1.5m
1.5m
6m 6.5m
1.5m
1.5m
0.75m
11.5m 12m
0.5m 0.25m
0.5m 1.5m
0.25m
1.5m
1.5m
1.5m
1.5m
7m 7.5m
1.5m
1.5m
1.5m
1.5m
12m 12.5m
0.25m 0.75m
Screed
1.5m
0.5m 0.25m
0.5m 1.5m
0.75m
1.5m
1.5m
8m 8.5m
1.5m
1.5m
1.5m
13m 13.5m 0.25m
0.5m 0.75m
1.5m
1.5m
0.75m
1.5m
1.5m
1.5m
1.5m
9m 9m
1.5m
1.5m
1.5m
1.5m
1.5m
1.5m
0.75m
14m 14.5m 0.5m
0.5m 0.25m
0.5m 0.75m
1.5m
1.5m
1.5m
0.75m
1.5m
1.5m
1.5m
9.5m 10m
1.5m
15m 15m 0.25m
0.5m
0.5m 0.25m 1.5m
1.5m
1.5m 10.5m 11m
52
1.5m
0.75m
1.5m
1.5m
1.5m
1.5m
1.5m
1.5m
1.5m
1.5m
15.5m 16m
53
4
Screed
4.3.4 Building Up a Fixed-Width Screed with Bolt-on Extensions
+0.5mm
+0.5mm +0mm
+0mm
Bolt-on extensions are fitted to enlarge the screed’s width. The trailing edges of the screed plates shall be flush across the entire pave width. The leading edges of the screed plates should be set higher towards the outside by roughly 0.5mm.
Sag
Top View
1.5m
1.5m
1.5m
Basic Screed
1.5m
1.5m
1.5m
In order to prevent the bolt-on extensions from bending towards the rear as a result of the pressure exerted by the mix, horizontal braces must be fitted.
To compensate the uplift at the outer edges of the screed, there should be a light sag of the screed when raised. The magnitude of this sag depends on the pave width. The sag can be adjusted by way of the braces over the screed’s basic unit.
Recommendation
Pave Width
Sag
16m
5.5cm (approx.)
12m
3.5cm (approx.)
up to 10.5m
2cm (approx.)
Rear View
Attention! Horizontal braces are to be fitted in such a way that the trailing edges of the screed plates are flush. 54
!
The values indicted in the table are approximate values for set-up of the screed. When paving, the transverse evenness of the pavement needs to be checked and the braces be re-adjusted, if necessary.
55
4 4.4
Screeds at a Glance Maximum Pave Widths
Paver Type SUPER 600
SUPER 800
SUPER 1100-2
SUPER 1103-2
SUPER 1300-2
Screed Versions for Compaction
Screed Type
Screed Type / Systems for Compaction
AB 200 V AB 200 TV AB 340 V AB 340 TV AB 500-2 AB 600-2
SB 250
SB 300
Paver Type
2.7m
AB 200
AB 340
V
V
TV
AB 500-2
AB 600-2
SB 250
SB 300
TV TV TP1 TP2 TV TP1 TP2 TV TP1 TP2 TVP2 TV TP1 TP2 TVP2
SUPER 600
X
SUPER 800
SUPER 1100-2
X
SUPER 1103-2
X
SUPER 1300-2
X
SUPER 1303-2
X
SUPER 1600-2
X
X
SUPER 1603-2
X
X
SUPER 1800-2
X
X
SUPER 1803-2
3.2m
X
4.2m
4.2m
5m
SUPER 1303-2
SUPER 1600-2
8m
SUPER 1603-2
7m
SUPER 1800-2
8.5m
9m
SUPER 1803-2
8m
8m
SUPER 1900-2
8.5m
9.5m
11m
SUPER 1900-2
SUPER 2100-2
8.5m
9.5m
13m
SUPER 2500
56
Screed
4.5m
8m
10m
9.5m
16m
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
SUPER 2100-2
X
X
X
X
X
X
X
X
X
X
SUPER 2500
X
X
X
X
X
X
X
57
4 4.5
Set-Up of Tamper
4.6 The tamper shall be set to an identical stroke length across the entire pave width. The setting can be changed by simply turning the eccentric bush on the shaft driving the tamper bar. The driving shaft is accessible from behind, so that this can easily be done between job site sections. Adjusting the lower reversal point of the tamper bar, however, takes more time. First, the tamper shields need demounting. Then remove the screws on all shaft brackets. After loosening the locking nut (2), the tamper bar can be adjusted via bolt (1). The height to be set depends on the tamper stroke selected.
Eccentric Shaft at Lower Reversal Point
1 2
Tamper 1mm at Stroke Length Bevelled Edge Screed of Screed Plate Plate of 4mm
Set-Up of Tamper Shield The tamper (3) must be set so that it rests on the wear strip (1) across the full width. Then adjust the spring steel bar (2) on the tamper shield by means of screw (4) from the rear of the screed until a gap of 0.5 - 1mm is obtained between tamper bar and the spring steel bar.
6 5
Release screws (6) and fit various small shims (5) to align the tamper shield. With the tamper shield correctly aligned, the spring steel bar (2) is at least parallel with the tamper or preferably inclined slightly to the front.
4 3 1
Screed
Check the clearance between tamper and spring steel bar and correct, if necessary.
2 0mm 0.5 − 1mm
Bevelled Edge of Screed Plate 0mm
Bevelled Edge of Screed Plate
Bevelled Edge of Screed Plate 1mm
Screed Plate
Tamper Stroke 7mm
Tamper Stroke 4mm
Tamper Stroke 2mm
2.5mm Screed Plate
Screed Plate
Tamper Stroke 2mm
Tamper Stroke 4mm
Tamper Stroke 7mm
The tamper bar at the lower reversal point is flush with the bevelled edge of the screed plate.
The tamper bar at the lower reversal point is 1mm lower (maximum) than the bevelled edge of the screed plate.
The tamper bar at the lower reversal point is 3.5mm lower than the bevelled edge of the screed plate.
Tip!
!
At a stroke length of 2mm, the tamper bar should be flush with the screed plate (check with your hand).
58
59
4 4.7
Set-Up of Pressure Bar(s)
4.8
Bevel Irons
Layer Thickness
1 4 8
3
Angle
45°
60°
2 4
4 − 6cm
5 6
59.5mm
7
Screed
6 6 − 12cm
4mm
Pressure Bar
Screed Plate
0.5 − 1mm
0.5 − 1mm
1. Unscrew the nut (2) with anti-twist device (3) on the hydraulic ram (1) for the pressure bar. 2. Turn the hydraulic ram (1) to adjust the height of the pressure bar. The clearance (7) between pressure bar and bottom edge of the screed plate should be at least 4mm.
12 − 18cm
3. Check that the hydraulic ram for the pressure bar makes contact with metal plate (5) when retracted. 4. Set pre-tension of spring (6) to 5.5mm via nut (4) to yield a distance (8) of 59.5mm.
Bevel irons shape and compact the edges of the pavement.
5. Resecure the hydraulic ram (3) for the pressure bar.
They are available with a bevel edge of 45° and 60°. Their size depends on the thickness of the layer to be paved. A heating rod can be installed as an option to improve the sliding properties of the bevel iron.
60
61
4 4.9
Function Check of Screed Heating All screed components in contact with the hot mix should be heated to approx. 90 °C before starting work.
1
5 6
3
7
4 1 Engine 2 Control Desk 3 Control Box / Fuse Box 4 Distributor Box 5 Generator 6 Tamper with Heating Rod 7 Screed Plate with 2 Heating Rods
For the “dash 2“ machines, a monitoring unit for screed heating is available as an optional extra. This feature monitors each single heating rod for proper function and indicates any fault without delay.
It is recommended to protect the screed against excessive loss of heat to the surroundings so that the heating power can be utilized effectively, for instance by putting down the screed, preferably on hot mix.
2
Should one of the green indicator lights extinguish over a prolonged period of time, then the reason may be: n Poor insulation
Asphalt may stick to the tamper bar, screed plates or pressure bar(s) if the screed temperature is too low. This can lead to the formation of strips and an irregular surface texture.
n Asymmetrical power consumption n Generator temperature too high
The floating behaviour of the screed may vary before it reaches its operating temperature, with the result that layer thickness may also vary and deviate from the desired one.
Tip! Directly after switching on screed heating, correct operation of the heating rods can be checked by cautiously touching the tamper bar, screed plates and pressure bar(s).
62
Screed
!
Advantage
+
A failure of heating rods is detected immediately. New parts can be procured without delay to promptly restore the screed‘s full functionality.
63
5
Parameters Influencing the Paving Process
5.1
Paving Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
5.2
Paving Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
5.3
Paver Set-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 - 69
5.4
Relationship Between Tamper Speed and Pave Speed . . . . . . . . . . . . . . . . . 70
5.5
Recommended Settings for the Compacting Systems . . . . . . . . . . . . . . . . . 71
5.6
Functions of the Hydraulic Rams for Raising / Lowering the Screed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 - 73
5 5.1
Paving Material
Mix Temperature
5.2 - The mix temperature should be constant and high enough to prevent the mix from cooling before it is laid. - Paving material that has cooled is harder to compact. - The load bearing capacity of the mix, too, depends on its temperature. - Feed of the paver with mix shall be planned with a view to an optimal temperature for paving.
Grain Size
- The maximum grain size should not exceed 1/3 of the layer thickness.
Mix Composition
- The composition of the mix should remain constant throughout the paving job.
Properties of the Mix
- Properties of the mix have an influence upon the screed’s floating behaviour. - Paving materials with a high bearing capacity confront the screed with a higher resistance than materials of poor bearing capacity. - Conveying and compacting systems can be set up in an optimal manner to match the type of mix.
66
Parameters Influencing the Paving Process
Paving Parameters
Layer Thickness
- The larger the layer thickness, the larger the screed planing angle.
Pave Width
- The floating behaviour of the screed changes in accordance with the pave width.
Paver Stop
- The longer the paver stop, the greater the irregularity to be expected in a longitudinal direction.
Ambient Conditions
- Ambient conditions, such as temperature, can influence the mix and change the floating behaviour of the screed.
5.3
Paver Set-Up
Head of Mix in Front of the Screed
- If there is a too large head of mix in front of the screed, the mix may cool, thus having an adverse effect upon both pre-compaction and the screed‘s floating behaviour. - A constant head of mix in front of the screed is a precondition for perfect floating of the screed. - The thicker the layer, the greater is the upward force exerted on the screed. - Proportional control of conveyors and augers provides for an optimal head of mix in front of the screed.
67
5 Tamper Stroke Tamper Speed
- The length of the tamper stroke and the tamper speed are factors influencing pre-compaction of the mix and floating of the screed. - On VÖGELE screeds, the tamper stroke can be set to 2mm, 4mm or 7mm. The longer the tamper stroke, the higher the pre-compaction and the compaction depth. For this reason, the length of the tamper stroke should be set in accordance with the layer thickness in order to obtain the smallest possible, positive screed planing angle. A negative screed planing angle may result if the tamper stroke is too long for the layer thickness paved. This can lead to an open-textured, cracked surface structure and uncontrolled levelling resulting in irregularities.
Tamper Speed
- Both the tamper speed and the pave speed have a major influence on pre-compaction of the mix. This means that the tamper speed must be adjusted in accordance with the pave speed or vice versa. An optimal relationship has not yet been found. For this reason, the values must be individually adjusted until the smallest possible, positive screed planing angle is obtained and wear on the compacting systems is minimized.
Rigidity of the Screed
- When making major changes or one-sided changes to the screed planing angle, torsion of the screed may result.
Screed Freeze
- Screed Freeze is a briefly activated feature following a paver stop in Screed Float mode. A pressure of about 30 bar is applied to the piston side of the hydraulic rams for raising / lowering the screed in order to prevent it floating up when resuming paving.
68
Parameters Influencing the Paving Process
Pave Speed
- The pave speed determines the impact of the compacting systems on the pavement. - Pave speed and head of mix in front of the screed must be well adapted to each other. - When paving at a high speed, large quantities of paving material are consumed, which requires good job site logistics for supply of the paver with mix. - The pave speed shall be selected so as to obtain as constant a supply of mix from the feed trucks as possible. - As the pave speed has a major influence on pre-compaction, it should be set so that the positive screed planing angle is not too large, as this would promote irregularities. The pave speed should, therefore, be set to a value ensuring good pre-compaction with the screed floating on the mix at a small planing angle.
Vibration Frequency
- When paving thick layers, the vibration frequency has little influence upon compaction. Vibration is far more important when paving wearing course, as it promotes the formation of a close-textured, even surface behind the screed.
Frequency / Pressure of Pressure Bar(s)
- The pressure bar(s) are moved up and down by a pulsed hydraulic pressure. These pulses are generated by a rotary valve in the screed at a rate of between 58 and 68 Hz. Hydraulic rams press the pressure bar(s) downwards over the entire pave width. At the end of each pulse, the pressure bar(s) are returned to their original positions by springs acting against the force of the rams. The pressure applied to the pressure bar(s) changes the distance travelled by the pressure bar(s) with each pulse.
69
5 5.4
Relationship Between Tamper Speed and Pave Speed
5.5
Recommended Settings for the Compacting Systems
While paving, when screed tow point rams are not changed in position, an equilibrium of forces comprising pave speed, screed weight and tamper speed is established. If any one of these parameters changes, this immediately affects the screed‘s floating behaviour. Tamper speed and pave speed are very strongly dependent on one another. Any change in pave speed without changing the tamper speed and position of the screed tow point rams will affect pre-compaction of the mix. If the pave speed is increased without simultaneously increasing the tamper speed, the load bearing capacity of the mix will be reduced and the screed lay a thinner layer at a steeper planing angle. 8m/min.
High Pre-compaction
Pave Speed 8m/min.
4m/min.
Kind of Layer
Pave Speed
Tamper Speed
4m/min.
Low Pre-compaction
Paving with Automated Grade and Slope Control If Automated Grade and Slope Control is used for paving, the desired elevation of the screed can be maintained by increasing the planing angle, but pre-compaction will not remain constant.
Parameters Influencing the Paving Process
Vibrators
Pressure Bar(s)
Wearing Course
Binder Course
Base Course
m/min.
> 5
4 − 10
2−8
Stroke (mm)
2 − 4
4
4−7
Revs/min.
300 − 800
800 − 1,200
1,200 − 1,800
Pressure (bar)
50 − 80
70 − 90
80 − 100
Revs/min.
1,200 − 2,000
1,500 − 2,500
2,000 − 3,000
Pressure (bar)
45 − 70
60 − 90
90 − 110
Frequency (Hz)
58 − 68
58 − 68
58 − 68
> 120
> 120
> 120
After Compaction by Rolling When the roller passes over the mix, the amount of extra compaction will differ on account of varying pre-compaction and result in irregularities in the surface.
Pave Speed 8m/min.
70
Compacting Temperature
°C
4m/min.
71
5 5.6
Parameters Influencing the Paving Process
Functions of the Hydraulic Rams for Raising / Lowering the Screed Screed Float Normally, mix is paved with the screed in Screed Float mode. In other words, the piston-side and rod-side valves operating the hydraulic rams are open for free up and down movement. Screed Float
Screed Assist
Screed Assist Pressure
If the bearing capacity of the mix is poor, the screed will not reach the desired elevation even when set to a large planing angle. The Screed Assist function allows pressure to be applied separately to the right and left-hand hydraulic rams from below. This pressure counteracts the screed weight and allows it to float up in accordance with the magnitude of the pressure.
Attention!
!
Do not use for wearing course!
Screed Freeze
Screed Freeze Pressure
72
The Screed Freeze function is activated automatically following a paver stop in Screed Float mode. The valves activating the hydraulic rams for raising / lowering the screed are closed on both the piston and the rod sides, thus briefly suspending the Screed Float mode in order to prevent irregularities in the pavement when resuming paving.
73
6
Recommendations for Paving / Points to Note
6.1 6.1.1 6.1.2 6.1.3
Basic Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 - 77 Setting the Layer Thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 - 79 Weather Conditions when Paving Asphalt . . . . . . . . . . . . . . . . . . . . . . . . . . 80 Requirements Made on the Base and Sub-Base . . . . . . . . . . . . . . . . . . 81 - 83
6.2
Augers and Limiting Plates for the Auger Tunnel on an Extending Screed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 - 85
6.3
Head of Mix in Front of the Screed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
6.4
Definition of the Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
6.5 6.5.1 6.5.2 6.5.3 6.5.4 6.5.5 6.5.6
Correct Use of NIVELTRONIC® . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 Automated Grade and Slope Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 Development from NIVELTRONIC® to NIVELTRONIC Plus® . . . . . . . . . . . . . . 89 Quick Reference Guide for NIVELTRONIC® and NIVELTRONIC® / V-TRONIC® . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 - 92 Quick Reference Guide for NIVELTRONIC Plus® . . . . . . . . . . . . . . . . . . 93 - 95 Components of NIVELTRONIC® . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96 - 99 Use of Different Grade Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 - 103
6.6
Position of Sensors for Control of the Floating Screed (Example: Referencing from Stringline) . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
6.7
Position of the Grade Sensor in Transverse Direction . . . . . . . . . . . . . . . . 105
6.8
Use of Screed Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 - 107
6.9 Joints between Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 6.9.1 Paving “Hot to Cold” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 6.9.1 Paving “Hot to Hot” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 6.10
Joints in Asphalt Pavements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 - 112
6.11
Expansion Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
6 6.1
Basic Principles
n Before starting work, the minimum and maximum pave widths should be established and the paver be set up accordingly.
n The feed vehicle’s tarpaulin cover should only be removed just before dumping the hot mix in order to prevent it cooling.
n The paving sequence should be co-ordinated with the other teams on site in order to assure the supply of material and prevent the hot mix being driven over too soon.
n The pave speed should be as constant as possible. If mix can only be supplied to a limited extent, it is better to continue paving slowly and uniformly than to interrupt the process by paver stops.
n The feed vehicles must be organized in such a way as to ensure a continuous supply of mix with as few paver stops as possible. n Check with the mixing plant(s) to ensure that mix will be supplied as planned. n Check serviceability of the road paver (filling levels, electrical and hydraulic functions, etc.).
76
Recommendations for Paving / Points to Note
n In the event of prolonged disruptions in the supply of mix and in cool weather, it is advisable to use up the entire mix stored in the paver and then to lift up and clean the screed. The screed can be re-lowered and the work continued when the supply of mix is resumed. n The composition and temperature of the mix should be checked regularly.
n The layer thickness should be checked regularly while paving in order to avoid errors. n When using Automated Grade and Slope Control, the sensors must be checked to ensure that they are operating correctly. n Paving by hand should only be done in exceptional cases, such as on small surfaces or in corners inaccessible to the paver. n The rollers used for subsequent compaction must be dimensioned in accordance with the mix (compactability), paved area in square metres, temperature of the mix, surroundings and base so that roller compaction is completed before the mix has cooled.
n The pavement should only be re-opened to traffic when the temperature of the mix has dropped below 40 °C in order to prevent any risk of deformation. n The pave speed should be kept constant throughout the paving job, if possible. n At the end of the day or between paving sessions, a transverse joint is to be installed. n Adjustments on the screed while paving should be kept to a minimum. n The paver’s material hopper should not be run empty (to avoid segregation). n If no kerbstones are installed, wearing course should always be paved with the screed in Screed Float mode. Do not use Automated Grade and Slope Control.
77
6
Recommendations for Paving / Points to Note
6.1.1 Setting the Layer Thickness Due to the numerous parameters influencing the paving process, it has hitherto been impossible to develop a formula supplying exactly the right value for setting the tow point rams for a required layer thickness. When working with Extending Screeds, the general rule is: layer thickness in cm + (50 to 100%) yields roughly the values to be set on the paver’s scales for layer thickness. The settings must be checked after paving the first few metres and corrected as required.
The planing angle α results when setting the layer thickness H + (50 to 100%) via the tow point rams using the layer thickness scales. The layer thickness should be checked immediately when starting paving so that the position of the tow point rams can be corrected if necessary. Scale for Layer Thickness
α H
H = Layer Thickness S = Specified Thickness W = Amount of Compaction by Rolling
H
W
S
The screed only pre-compacts the mix. Final density is achieved through subsequent compaction by rolling. Rollers compact the mix by an amount (W) somewhere between layer thickness (H) and the specified thickness (S). (W) is the amount of subsequent compaction by rolling and must be taken into account when setting up the screed.
Since, on account on its floating behaviour, the screed would have to travel a certain distance before reaching the layer thickness, it is recommended to put the screed down on timbers or uniformly spread material level with the layer thickness.
After rolling, the surface must be checked to ensure it has the specified thickness. If not, the layer thickness must be corrected again until the correct result is obtained after rolling.
S
H
78
79
6 6.1.2 Weather Conditions when Paving Asphalt On the majority of job sites, weather conditions can only be taken into account to a very limited extent because of the tight scheduling. However, this can give rise to problems when paving hot mix. In very cold conditions and if the distance between mixing plant and road paver is relatively long, the temperature of the mix may well have dropped to the lower limit permissible for paving.
n Depending on the bitumen type used, it will be difficult for the rollers to achieve the specified final density if the temperature of the mix is below 120 °C when dumped from the feed lorry into the paver’s material hopper. n Since the ambient temperature causes the asphalt to cool more rapidly, wearing course should not be paved at temperatures below 3 °C or better still below 6 °C. n Binder course contains more coarse grains which retain heat, with the result that such layers can still be paved at temperatures around zero. n It may even be possible to pave base course at temperatures as low as -3 °C, but be sure that the sub-base is always free from ice and snow.
80
Recommendations for Paving / Points to Note
6.1.3 Requirements Made on the Base and Sub-Base n The sub-base under a non-bonded base must be level, stable and perfectly compacted, so that the asphalt pavement uniformly retains its load bearing capacity for a long time after being paved.
n The decision whether or not paving is possible should not be made dependent on air temperature only: the temperature of the base must also be taken into account, as a cool base will similarly cause the mix to cool more rapidly.
n It is advisable to hand over the sub-base with official acceptance guaranteeing that the load bearing capacity, evenness, as well as longitudinal grade and transverse slope meet with the requirements specified in the planning.
n Paving on a wet or puddled base is not recommended. Water vapour may form under the paved layer when the hot mix comes into contact with moisture. Since this vapour strives to escape upwards, it produces cavities which will impair the bearing capacity and pre-compaction of the mix and may also have a negative effect on the screed‘s floating behaviour.
n When paving an asphalt layer on a bonded base, it should also be level, stable and compacted, just like the non-bonded base. Preliminary level regulating measures may be necessary if the sub-base is very uneven.
n It is also important to check the height of any shafts, drains or hydrants so that they cannot obstruct the paving process and remain accessible afterwards. n The base must be cleaned by sweeping or with compressed air or a jet of water in order to ensure good bonding between pavement and base. n The surface must then be sprayed with bitumen emulsion or a tack coat so that the freshly laid mix bonds with the base.
n Formation of vapour is normally unlikely when paving fresh emulsion, as the boiling point is very much higher.
81
6
Filling Depression
Recommendations for Paving / Points to Note
Level Regulating Measures Before Placing Base Course
Layer Thickness and Grain Size of the Mix
The layer thickness should remain constant over the full pave width to the greatest possible extent. If it does not, it is recommended to level out major differences beforehand in order to achieve uniform pre-compaction and uniform extra compaction by rolling.
The layer thickness should be at least three times the largest grain size in the mix!
n The type of mix used for such level regulating purposes should be adapted to the layer thickness.
If this is not the case, grains may be crushed and the screed begin to bounce due to the impact of its compacting systems.
n This material can be laid either by hand or with the paver.
If the colour of the crushed stone appears on the surface, this indicates that grains have been destroyed. This is quickly revealed, as all constituents in the mix are normally coated with black bitumen.
n Good pre-compaction of the level regulating layer is important.
In addition, the screed may be unable to maintain the required elevation and the layer thickness will increase.
Raising Level of Shoulder
82
83
6 6.2
Recommendations for Paving / Points to Note
Augers and Limiting Plates for the Auger Tunnel on an Extending Screed
The head of mix in front of the screed should be uniform and constant. This is ensured by strike-off plates and limiting plates for the auger tunnel which should be adapted to the pave width. It also prevents segregation of the mix and helps cool more slowly.
Strike-off Plate
Horizontal Bracing End Plate
Limiting Plate for Auger Tunnel
Strike-off Plate
Horizontal / Vertical Bracing End Plate
Limiting Plate for Auger Tunnel
Bolt-on Extension Strike-off Plate Limiting Plate for Auger Tunnel
Bolt-on Extension Horizontal / Vertical Bracing End Plate
You find overleaf examples of correct auger extension and installation of limiting plates for the auger tunnel.
Tip!
!
The augers and the limiting plates for the auger tunnel should reach up to within 20cm of the end plate.
84
Bolt-on Extensions
Bolt-on Extensions
85
6 6.3
Head of Mix in Front of the Screed
6.4 The head of mix in front of the screed should be uniformly spread over the full pave width. The fitting of limiting plates for the auger tunnel and of strike-off plates is strongly recommended.
Mix is not spread adequately from the inside outwards, with the result that there is too much mix in front of the screed’s basic unit:
Recommendations for Paving / Points to Note
Definition of the Route A steering guide should be installed in the front of the paver to help the machine operator follow the route of the road as accurately as possible. The steering guide helps steer the paver in parallel to a reference line so that the screed operators do not constantly have to correct the paver‘s steering movements by extending and retracting the screed in order to obtain a continuous pavement edge. Since the steering guide prevents excessive steering movements by the paver, it also helps the drivers of the feed vehicles dump the mix into the middle of the paver‘s material hopper.
- Reduce pave speed / increase auger speed. - Check / adjust position of sensor for augers. - Adjust auger height. The conveyors do not deliver sufficient mix: - Increase conveyor feed rate. - Reduce pave speed. - Fit limiting plates for auger tunnel.
On larger job sites or when working with a Fixed-Width Screed built up to a large width, it is advisable to work with Automated Steering Control, since the reference and the steering guide may be beyond the operator‘s field of vision. If Automated Steering Control is installed, it steers the paver parallel to the reference line. This relieves the paver operator allowing him to concentrate his full attention on other paving tasks.
- Check / adjust position of sensor for augers. - Adjust auger height.
86
87
6 6.5
Correct Use of NIVELTRONIC®
Recommendations for Paving / Points to Note
6.5.2 Development from Niveltronic® to Niveltronic Plus®
6.5.1 Automated Grade and Slope Control
1998 NIVELTRONIC®
Tow Point Ram (left-hand side)
Tow Point Ram (right-hand side)
n S onic grade sensor available n S ensitivity is variable n S ensor recognized automatically n E xternal handset n O peration from either side
of the screed
2003 Control Unit NIVELTRONIC®
NIVELTRONIC® / V-TRONIC® n C an bus n U p to 3 sensors can be used
for the system (activated alternately)
Sensor
External Interface
Sensor
n C ontrols for grade & slope control
integrated in the screed’s lateral console n D isplay of machine parameters
Remote Control
2006 NIVELTRONIC Plus®
Direct Connection to the Hydraulics Connection between Sensor and Control Unit
n E asy-to-learn concept n F ully integrated in the
paver’s control system n M echanical grade sensor n U se of self-explanatory symbols
RS 232 Link (Serial Interface)
88
89
6
Recommendations for Paving / Points to Note
6.5.3 Quick Reference Guide for NIVELTRONIC® and NIVELTRONIC® / V-TRONIC® 1
1. Handset
LEDs (Left Side/Right Side)
2
Symbols (Left Side/Right Side)
a) LED Star b) LED Side of Screed c) LED Grade and Slope Control On/Off
3 4 5
a
6/7
P
b
8
R c
I/O
I/O
1. STATUS DISPLAY
P
I/O
1.1 SET-UP 1.2 SENSITIVITY 1.3 SELECT
P P P
1.4 CALIBRATE (*S) 2. OPTIONS 2.1 ACTUAL VALUES
P P P P P P P
2.2 DEVIATION 2.3 VERSION 2.4 DIAGNOSTICS (*D) 2.5 SIDE OF SCREED
P
2.6 START STATUS 2.7 LANGUAGE 2.8 TOLERANCE (*W) 3. SLOPE 4. MACHINE DATA (*D) 5. +/- VALVES +/-
90
P P
2. LED Star ON/OFF (Left Side/Right Side)
1. Desired Value 2. mm or % 3. Sonic Level Sensor (use at variable height) 4. Sensitivity 5. Mechanical Level Sensor (use at fixed height) 6. Ground Mode (when working with Sonic Sensor) 7. Stringline Mode (when working with Sonic Sensor) 8. Slope
P Program Key R Reset Key Confirm Key + Plus Key (Left Side/Right Side) – Minus Key (Left Side/Right Side) I/0 On/Off (Left Side/Right Side) (Calibration)
3. M enue Structure
4. Fault Shown on Display
(*D) = Only for pavers with V-Tronic®. (*W) = Only when using Sonic Sensor. (*S) = Change from Stringline Mode to Ground Mode by pushing P key.
Keys
Grade and Slope Control: Off
Screed Too High Move Ram for Tow Point Control Downwards
Ideal Position
Screed Too Low Move Ram for Tow Point Control Upwards
P R Ideal Position of Sensor I/O ( - Push Confirm key ). - LED star extinguishes. I/O
Indication of Fault (see Item 4) Grade and Slope Control Deactivated • LED Star flashing: - Turn Traction Main Switch to “I”. • LED Star staying on: - Turn Traction Main Switch to “0”.
Indication on Display
Meaning
Sensor
Sensor not connected. Wire in sensor cable broken.
Connection
Handset not correctly connected. Handset not connected.
Please Check
Sonic sensor positioned P outside the “Working Window“.
Remedy depending onRsituation: • Correct position. • Push Confirm I/O key ( ) for ⁄ control outside the “Working Window”. I/O • Calibrate anew.
91
6
6.5.4 Quick Reference Guide for Niveltronic Plus®
5. Set-Up 1 Setting up Screed
P
Set screed to desired position for paving.
I/O2 Status
Status 1 R
I/O I/O
- Push key.
P - Push key.
I/O
I/O I/O
- LED comes on. (Mode for P calibration activated)
I/O
P
- Push Program key to select desired Mode: R Calibrate / Sensitivity / Sensor etc.
I/O
R
-I/O Push
1
R
NIVELTRONIC® Left Side: ON / OFF
- LED extinguishes.
5 Calibrating: Mechanical Level Sensor
On display: + 400mm ⁄ 0mm On display: + 3mm On display: - 0.27% ⁄ - 0.27% This means: Actual Value ⁄ Displayed Value This means: Actual Value ⁄ Displayed Value This means: Actual Value P When displayed value not identical with Make correction of displayed value with Correct position of mechanical P sensor with adjusting spindle measured value (measured for instance level R P keys. with spirit level): until 0 is displayed. P R I/O R Make correction with Select Stringline Mode or Ground Mode R P keys. I/O with I/O P key. I/O I/O R P I/O I/O R 6 Confirming Calibration I/O R I/O Confirming calibration only possible Push Confirm key. I/O P when LED Star is on. I/O I/O
R
I/O
7 Activating Grade and Slope Control
I/O
I/O
Push key to activate Grade and Slope Control.
LED in key comes on to indicate that Grade and Slope Control is activated.
I/O
8 Changing Values While Paving For changing values (Slope Sensor, Sonic Level Sensor) while paving:
2
2 3
4 Calibrating: Sonic Level Sensor
Slope Sensor
1
F1
key to confirm.
I/O 3 Calibrating: I/O I/O
Screed Operator‘s Console
R
2 ActivatingPMode for Calibration (Zeroing)
Recommendations for Paving / Points to Note
P P keys.R
Use
F2
F3
F4
NIVELTRONIC® Right Side: ON / OFF
F5
3
Change Display from NIVELTRONIC® to “Machine Data“
NIVELTRONIC® Left Side OFF: Tow Point Ram “Up“ Left Side ON: Increasing specified value for left-hand side NIVELTRONIC® Left Side OFF: Tow Point Ram “Down“ Left Side ON: Decreasing specified value for left-hand side
Screed Too High Tow Point Ram moves “Down“ Ideal Position Screed Too Low Tow Point Ram moves “Up“
NIVELTRONIC® Right Side OFF: Tow Point Ram “Up“ Right Side ON: Increasing specified value for right-hand side
4
Screed Width Control
4
NIVELTRONIC® Right Side OFF: Tow Point Ram “Down“ Right Side ON: Decreasing specified value for right hand side
Assigment of Push-Buttons and Keys 1. LED crosses on the left and right-hand sides of the screed operator‘s console indicate whether a deviation from specified values exists or not. 2. The two yellow buttons on the left and the right-hand sides are provided to activate or deactivate NIVELTRONIC Plus® for the side of the screed concerned. With NIVELTRONIC Plus® activated, the “Start Screen“ is displayed. 3. By pushing the F1 key for the left-hand side or the F5 key for the right-hand side of the screed, you carry out Quick Set-Up. Just push these keys to define the actual value currently picked up by the sensor as a new specified value for grade or slope control. 4. With NIVELTRONIC Plus® activated, use the arrow keys, up or down, to increase or decrease the value specified for the sensor on the side concerned.
I/O R
92
I/O
I/O
I/O
93
6 NIVELTRONIC Plus® “Start Screen“ Left-Hand Side of Screed Position Tow Point Ram (left-hand side)
Recommendations for Paving / Points to Note
Screen “Parameters“
Screen “Calibrate Sensors“
Right-Hand Side of Screed Position Tow Point Ram (right-hand side)
-2mm
Sensitivity (left-hand side)
Sensitivity (right-hand side)
Specified Value (left-hand side)
Specified Value (right-hand side)
Sensor Type (left-hand side)
Actual Value Sensor (right-hand side)
Actual Value Sensor (left-hand side)
Sensor Type (right-hand side)
Select Sensor (left-hand side)
Select Sensor (right-hand side)
Quick Set-Up (left-hand side)
Quick Set-Up (right-hand side)
Menue * “Calibrate Sensors“
Menue “Brightness and Contrast“
Menue “Select Sensitivity“
Increase Value * to Measured Amount
1.02%
Increase Value to Measured Amount
*Back to NIVELTRONIC® Start Screen
Decrease Value to Measured Amount
Decrease Value to Measured Amount
Screen “Select Sensitivity“
Screen “Brightness and Contrast“
Setting Parameters
Sensor Symbols Mechanical Grade Sensor Slope Sensor Sonic Grade Sensor (referencing from ground) Sonic Grade Sensor (referencing from tensioned wire)
94
Connection: Rear of Screed Operator‘s Console (Left and Right)
Connection: Rear of Screed Operator‘s Console (Middle)
Increase Sensitivity > Faster Decrease Sensitivity > Slower
*
Increase Sensitivity > Faster Decrease Sensitivity > Slower
Increase Brightness
Decrease Brightness
Increase Contrast
*
Decrease Contrast
95
6
Recommendations for Paving / Points to Note
6.5.5 Components of NIVELTRONIC® General - Modular system design permits subsequent extension. - Installs easily and quickly. - When switched off, preset data are saved.
Mechanical Grade Sensor - Sensors are recognized automatically. - Can be extended for satellite-based or laser-based navigation.
- For direct tracing of a reference (stringline, base etc.).
- Compatible with all VÖGELE road pavers.
Control Unit 1
1
Only for NIVELTRONIC®
- Designed as a “black box“ – no external monitoring required.
Sonic Grade Sensor
- Permanent comparison of specified / actual values.
- Non-contacting tracing of a reference (stringline, base).
- Recognizes deviations and initiates corrections automatically.
- For large obstacles detected by the sensor, an internal filter is provided.
- Control signals sent to solenoid valves of tow point rams. - Control signals are made up of a sequence of individual pulses. Depening on the magnitude of the deviation, the pulse recurrence frequency is slow or fast. Handset 2 - For easy input of specified values. - For monitoring actual values on the basis of text, values and symbols (4 languages). - For setting parameters for screed control.
2
Slope Sensor - Indication of the actual slope on the handset. - Input of specified slope via the handset. Values can be changed while paving. - Tolerance range ± 0.05%. - For pave widths up to 6m. - Sensor measuring range ± 10%.
Only for NIVELTRONIC®
96
97
6
Recommendations for Paving / Points to Note
RoadScan® System - Non-contacting scanning of a long range for calculating an average reference. - Levels out irregularities in the base. - Use of laser technology allows narrow references to be scanned from great heights (no conical expansion of the beam). - Scanning is also possible within the pave width.
NAVITRONIC Plus®
Big MultiPlex Ski
- Non-contacting system for grade and slope control and navigation.
- Levels out long irregularities in the base.
- Real 3D control system for road pavers. - Digital design data can be imported. - Ideal for large areas and motorway construction. - Control precision within the tight millimetre range.
- Non-contacting operation with 3 sonic grade sensors. - Easy handling. - Uncomplicated fitting to screed arm or side plate. - Ideal for use also on curved sections. - Variable length between 6.5m and 13m. - Large measuring range from 250mm to 650mm.
- Open interface allows combination with various positioning systems from renowned manufcturers.
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99
6
Recommendations for Paving / Points to Note
6.5.6 Use of Different Grade Sensors Short Ski Length 0.3m
Tip!
Sonic Grade Sensor (Ground Mode) When working with the sonic grade sensor in Ground Mode, three sound cones are emitted, reflected by the base and used to determine the distance between the sensor and the base. The mean distance is reported to the System for Grade and Slope Control. The sensor has a variable working point and can be mounted between 30cm and 55cm above the base.
!
Should only be used for tight bends or for deliberately copying irregularities from the base.
Long Ski Length 0.8m
!
Attention! Referencing the base in Stringline Mode can lead to considerable fluctuation in the process of grade and slope control, as in Stringline Mode a mean value is not calculated. Sonic signals may change direction as a result of wind or other physical factors.
Tip!
!
Sonic Grade Sensor (Stringline Mode)
Used when paving large bends or straight sections.
Five sound cones are emitted when using the sonic grade sensor in Stringline Mode and the shortest reflected signal (from the stringline) is sent to the System for Grade and Slope Control. The sensor can be mounted at any height between 30cm and 55cm above the stringline.
Long Averaging Beam Length 7m
Tip! Used when paving surfaces requiring high evenness.
100
!
Attention!
!
Sonic signals may change direction as a result of wind or other physical factors.
101
6 Big MultiPlex Ski
Laser Receiver
By arranging 3 sonic grade sensors in a row, it is possible to tap the physical reference at several points lying far apart from each other. Based on the values picked up by the sensors, NIVELTRONIC®, the VÖGELE System for Grade and Slope Control, calculates a virtual reference. In other words, this system offers higher accuracy than a single sonic grade sensor.
The laser unit generates a plane with its rotating laser beam. This plane is picked up by the Laser Receiver. If the Laser Receiver moves out of the plane, signals for correction are sent to the System for Grade and Slope Control. The plane generated by the laser beam is used as virtual reference for the elevation of the screed.
!
Tip! Ideal for levelling out long irregularities when an absolute reference is not available.
!
Tip! Used on job sites with constant grade and slope.
RoadScan® System
NAVITRONIC Plus®
Alternative for non-contacting, long-range scanning of the base.
NAVITRONIC Plus®, the 3D Control System for Grade and Slope Control and Navigation of Road Pavers, extends NIVELTRONIC Plus® into the third dimension. NAVITRONIC Plus® allows to automatically control not only grade and slope, but also pave width and direction of motion according to a route‘s digital design data. The non-contacting System for Grade and Slope Control and Navigation combines with positioning systems of many renowned manufacturers. For positioning, laser-based total stations are available as well as mmGPS.
Tip! Used for scanning the base inside the pave width. Advantage of scanning over a long distance with subsequent calculation of an average.
102
Recommendations for Paving / Points to Note
!
Tip!
!
Used on job sites where a reference is not available (kerbstone, gutter etc.) or when building multi-lane areas (roads, squares, runways etc.).
103
6 6.6 Position of Sensors for Control of the Floating Screed (Example: Referencing from Stringline) The rules apply to all sensors for referencing.
6.7
Recommendations for Paving / Points to Note
Position of the Grade Sensor in Transverse Direction The reference from which actual values are picked up is normally outside the pave width. Since the bracket carrying the grade sensor is rigidly connected to the screed, any change in slope will also influence the elevation on the reference side. The magnitude of this influence depends on the distance between screed and reference and may make it necessary to correct the elevation.
0% Transverse Slope
Right!
24-6256-0026
Made in Germany
Optimal sensor position. Even paving, true to line and level.
Wrong! The sensor is located too far to the rear. The actual elevation of the screed‘s trailing edge is determined fairly accurately, but there is no time left to correct the layer thickness, if necessary.
Example
Example: -2% Transverse Slope
Consequence: Irregularities in the pavement.
Caution! The sensor is located too far to the front. The screed tow point follows parallel to the reference, but information on the screed‘s floating behaviour and the actual layer thickness are only taken into account to a marginal extent. Consequence: Even paving, but not precisely true to line and level.
104
24-6256-0026
Made in Germany
0.5m
dh
Change in Grade (dh) =
Slope [%] 100
Actual values are picked up from a reference with a transverse slope of 0%. Then the slope changes to -2%. If this change is not taken into account for referencing, then the layer would become 1cm too thick given a distance of 0.5m between the screed and the reference.
x Distance [cm] = 1cm
105
6 6.8
Recommendations for Paving / Points to Note
Use of Screed Assist
Screed Assist Pressure
The Screed Assist function is available for all VÖGELE pavers. This function reduces the pressure with which the screed rests on the mix. It is mainly used when paving materials with poor bearing capacity at a large screed planing angle.
Example
Screed Assist relieves the weight of the screed floating on the mix, thus reducing its planing angle. The pressure for Screed Assist can be set separately for each side. This allows use of this function in most varied paving situations.
The pave width available is too small to surface the exit lane and carriageway in a single pass. Augers and limiting plates for the auger tunnel would have to be removed in order to also cover the exit lane. By using Screed Assist on one side and conveying material to one side only, such situations can be mastered without undue conversion work. Although manual paving can be reduced in this way, it cannot be avoided completely.
Attention!
!
The magnitude of the Screed Assist pressure must be determined individually, as there are numerous factors affecting the screed‘s floating behaviour. Do NOT use Screed Assist for wearing course.
106
107
6 6.9
Joints between Lanes
Recommendations for Paving / Points to Note
6.9.2 Paving “Hot to Hot”
6.9.1 Paving “Hot to Cold”
For paving “hot to hot“, the pavers work alongside each other in echelon. Subsequent compaction by rolling takes place across the full width.
Paving “hot to cold” means that hot asphalt is laid alongside an existing, cold asphalt layer. The edges of the cold asphalt layer must be evened and cleaned in order to obtain an optimal bond between the two layers. A rough contact surface with a suitably thick binder course is helpful here. - When paving wearing course, joint tape is affixed to the edge of the cold asphalt. It melts in the heat of the hot asphalt and prevents water penetrating into the joint in the long term.
Hot Asphalt
- The hot asphalt layer must be thicker than the adjacent layer by the amount of subsequent compaction by rolling, in order to obtain a seamless transition when finally compacted. Amount of Compaction by Rolling
Cold Asphalt
Longitudinal Joint 1st Strip (cold)
Wearing Course Binder Course
108
Hot Asphalt
Hot Asphalt
- The pavers should preferably use the same kind of screeds to ensure identical pre-compaction with the same settings for the compacting systems over the full pave width. Both strips will then be pre-compacted by the same amount and can be paved side-by-side without producing a step between them.
- The screed’s end plate should be set so that material does not overlap with the previous layer, as this could lead to crushed grains and distort the roller drums when subsequently rolled. - For multi-layer pavements, the joints between the individual layers should be offset to achieve a better bond between the layers.
2nd Strip
Base Course
- The supply of mix should be organized so that all pavers can work at the same speed and the distance between pavers does not become too large. The temperature differences between the adjacent lanes will then be roughly the same when subsequently compacted by rolling.
Attention!
!
The amount of subsequent compaction by rolling must also be taken into account in the area of the joint between the two strips. Otherwise a transverse slope of imperfect smoothness results and surface water cannot run off as planned.
109
6
Recommendations for Paving / Points to Note
6.10 Joints in Asphalt Pavements 1 Rules
Paving “Hot to Cold“
A joint describes the connecting seam between two adjacent strips (longitudinal joint). Joints are found when working with several pavers in echelon (“Hot to Hot“) or when paving a single lane alongside an existing lane (“Hot to Cold“). A transverse joint is installed when resuming work on the previous day‘s section or between paving sessions. In all cases, the two areas must be durably connected to prevent surface water seeping into the pavement.
If paving needs to be carried out in half-road width, particular attention must be paid to the joint area.
Longitudinal Joints Paving “Hot to Hot“ Paving with two or more pavers working in echelon is ideal for an integral bond between asphalt strips. Points to be Noted: n The distance between the individual pavers should be kept as short as possible so that the joint face of the first strip is still sufficiently hot. n The first rollers following each paver should be of the same size. The rollers start rolling towards the joint from the outer pavement edge inwards. Compaction ends approx. 15cm beside the longitudinal seam on either side. The joint is then the last strip to be compacted by the rollers. This way a tight bond between the pavement strips is obtained (see diagram on page 112). Road Axis Asphalt Wearing Course Asphalt Binder Course Asphalt Base Courses Longitudinal Joint
Points to be Noted: n The first point to be noted as a matter of principle is that the joint area should NOT be located directly under the future road marking or wheel track. n When paving the first strip, the joint face (= contact area) must be properly designed. The contact area should be angled at 70 – 80 degrees. This yields a larger contact area in relation to the layer thickness than would be obtained with a vertical face The oblique face is shaped with bevel irons fitted to the paver. To obtain a perfect bond between the pavement strips, the contact area should be pre-treated as follows (see diagram on page 112): 1. The contact area must be thoroughly cleaned, including the area of the adjacent base, if necessary. 2. Spray or coat with sufficient binder. This is done with hot or cold compound. When paving and compacting the second strip, the following must be noted: n Pave the second strip with a slight overlap (2 – 3cm) and take the amount of subsequent compaction by rolling into account. n If the overlap is too small or non-existent, this would result in a lack of mix in the joint area, which would in turn lead to poor compaction and, later on, to road failure in the area of the joint. n If the overlap is too large, the paver would ride up on the first strip, shattering the grain in the overlapping area and resulting in insufficient compaction of the joint area. n Before starting compaction by rolling, the overlapping mix must be pushed back into the area of the second strip.
Joints should be offset in the individual pavement layers and produced with oblique faces. 1 T ext and diagrams on pages 110 – 112 in accordance with the Asphalt Manual, Guidelines for Paving Hot Mix, published by German Asphalt Association (DAV Deutscher Asphaltverband e.V.): asphalt LEITFADEN: Ratschläge für den Einbau von Walzasphalt, 2nd edition, July 2007, pages 35 – 40.
110
111
6 Transverse Joints Transverse joints are installed at the end of the day or when paving is interrupted for a longer period of time.
Producing a Longitudinal Joint Splash guard, if necessary
How to Proceed: n Remove asphalt manually in areas with insufficient layer thickness, form a straight transverse edge. n Fit a strip of wood corresponding to the layer thickness. n Spread some sand onto the base in front of the transverse edge (preparation for a ramp). n Use some remaining mix to build a ramp by hand on the thin layer of sand.
Overlap (2 – 3cm) Push back
paved by the paver
n Using a straightedge, check the old surface for good evenness in longitudinal direction. If not even enough, it must be cut back further.
Expansion joints are mandatory when paving alongside an existing area with dissimilar properties. This is the case with:
n Concrete pavements
n Channels (concrete, paving stones)
n Walls
n Kerbs (concrete, natural stone)
n Pavement fittings
Joints can be constructed either by shaping and sealing or with the aid of joint tape. Roller
Last but one roller pass if finished strip cannot be driven over
First pass with the roller
Roller
n Compact the entire area including ramp by rolling. n Before resuming work, remove the ramp, the strip of wood and the sand.
6.11 Expansion Joints 2 Rules
Bituminous mix
n Drive the paver from the job site.
Recommendations for Paving / Points to Note
Last roller pass if finished strip cannot be driven over
Roller
Properties of the Joint Face
Sealing Joints
The joints must be:
The joint gap can be formed in different ways:
n Equal to the full thickness of the wearing course
n As a recess
n Vertical
n By cutting
n Clean and dry
n By milling
Hot to Proceed for Sealing Joints: n Remove dirt, clean with compressed air, wash if necessary. n Dry the gap of the joint, e.g. with hot air. n Apply prime coat and let it dry.
n Clean the ramp area and spray with tack coat.
n Carefully prepare the sealing compound.
n Compact the joint area as described in Section “Hot to Cold”.
n Pour with a lance or can.
n The manufacturer‘s instructions for the sealing compound must be observed.
2 T ext on page 113 in accordance with the Asphalt Manual, Guidelines for Paving Hot Mix, published by German Asphalt Association (DAV Deutscher Asphaltverband e.V.): asphalt LEITFADEN: Ratschläge für den Einbau von Walzasphalt, 2nd edition, July 2007, pages 41 – 42.
112
113
7
Imperfect Paving
7.1 7.1.1 7.1.2 7.1.3 7.1.4 7.1.5
Paving Problems / Paving Errors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 Irregularities when Passing Over Mix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 Pavement Irregularities due to Large Screed Planing Angle . . . . . . . . . . . 117 Buldge Formed when Resuming Paving . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 Short Irregularities in Transverse Direction . . . . . . . . . . . . . . . . . . . . . . . . 119 Periodic Irregularities in Longitudinal Direction . . . . . . . . . . . . . . . 120 - 121
7.2 7.2.1 7.2.2 7.2.3 7.2.4
Segregation in General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 - 123 Transverse Strips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 Strips in the Middle of the Pavement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 Strips in the Lateral Areas of the Pavement . . . . . . . . . . . . . . . . . . . . . . . . 126 Patches of Mix in the Surface Texture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
7.3
Imprints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
7.4
Longitudinal Step . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
7.5
Non-Uniform Surface Structure due to Crushed Grains . . . . . . . . . . . . . . 129
7 7.1
Paving Problems / Paving Errors
Imperfect Paving
7.1.2 Pavement Irregularities due to Large Screed Planing Angle
7.1.1 Irregularities when Passing Over Mix
Fault / Cause When paving mix of poor bearing capacity (e.g. base course), the screed adopts a too large planing angle while paving to reach the specified layer thickness.
Fault / Cause Unless compensated by movement of the tow point rams, mix which has spilled into the area of the wheels or crawler tracks will lead to a change in the screed planing angle when passed over and cause irregularities to appear in the pavement.
A too large screed planing angle promotes irregularities in the pavement.
Remedy - Use the Screed Assist function. - Set a low, constant pressure. Screed Assist Pressure
- Increase tamper speed and reduce the pave speed. - Increase the tamper stroke length.
Remedy - Avoid spilling mix in the area of the wheels or crawler tracks and remove any mix which has spilled. - For tracked pavers, fit baffle plates in front of crawler tracks.
Recommendation The Screed Assist function shall not be used when paving wearing course. Screed Float
116
117
7 7.1.3 Buldge Formed when Resuming Paving
7.1.4 Short Irregularities in Transverse Direction
Fault Stop
Imperfect Paving
a = Screed Plate b = Base
A bulge appears in the pavement when resuming paving after a stop.
Fault Small irregularities appear at short intervals.
a b
Weight of Screed
Negative Screed Planing Angle
Forward Motion
oat Upfl
Cause Every stop disturbs the floating screed‘s equilibrium of forces. The primary factors influencing the screed‘s floating behaviour are the screed weight, the forward motion and the upfloat tendency. The bulge also depends on the hardness of the bitumen, the extent to which the mix has cooled, the type of screed and shape of tamper shield and tamper bar. The bearing capacity of the mix increases with decreasing mix temperature, thus promoting the bulge as the screed tow points remain unchanged.
a = Screed Plate b = Base
a b Positive Screed Planing Angle
Basic Screed
Extending Unit
Remedy - Activate the Screed Freeze function. - Paver stops should generally be kept as short as possible. Screed Freeze Pressure
118
- If necessary, continue paving with mix from the material hopper and then stop again in order to spread the break in paving over several stops.
0.5mm (maximum)
Cause Here the screed planing angle is negative. As a result, only the tamper bar and the front part of the screed plate are actually in contact with the mix. The small contact area is not sufficient to level out the irregularities in the surface.
Remedy - The screed planing angle is normally positive. This is the only way to ensure that the entire screed plate is used to level out minor irregularities in the pavement. A constant, level surface is produced. - The screed plates of an extending screed must all be set to the same planing angle so that the screed‘s floating behaviour is not impaired by different pave widths. - The leading edge of the screed plate on the extending units should be at least 0.5mm higher than the trailing edge when setting up the screed.
119
7
Imperfect Paving
7.1.5 Periodic Irregularities in Longitudinal Direction Fault - Pavement irregularities at almost constant intervals.
Torque Restraint System
Sliding Blocks
- Wear in the torque restraint system.
- The irregularities are more pronounced in the area of the extending units than behind the basic screed.
Cause - Slack in the extending units‘ mechanisms for height adjustment.
- Irregularities in the reference from which the grade sensor picks up the actual elevation (e.g. sagging tensioned wire). - The distance between stakes should be no more than 6m.
- Worn teflon tapes in telescoping tubes. Mechanism for Height Adjustment Telescoping Tube
- Loose bolts on the screed arm.
Teflon Tape
120
121
7 7.2
Imperfect Paving
Segregation in General - If segregation occurs in front of the screed, it may be possible to improve the situation by adjusting the auger height. If this proves unsuccessful, smaller or different auger blades can, in addition, be fitted to the auger shaft.
Fault Segregation in the surface behind the screed.
Small Layer Thickness
Large Layer Thickness
Tip!
Cause Segregation can easily occur when paving mixes containing different grain sizes and little binder. Larger grains in the mix tend to collect outside, in front of the pile. Such segregation may arise as the mix is loaded into the truck, when transferred to the paver or when conveyed through the paver.
Remedy - If the segregation occurs in the paver‘s material hopper, the conveyor should be covered with mix when the hopper sides are folded in.
The auger blades should be set 4cm (approx.) above the screed’s trailing edge.
!
If the auger blades are smaller or different, the auger must rotate more quickly or more continuously so that the material is mixed more effectively in the auger tunnel. Limiting plates for the auger tunnel and strike-off plates shall be fitted regardless of the size of auger blades.
- If segregation occurs in the area of the centre auger box, the screed can be moved further to the rear in order to increase the head of mix in front of the screed and ensure that all grain sizes are actually conveyed behind the centre auger box.
- In addition, the hopper sides should be operated as little as possible in order not to move coarse grains from the sides inwards onto the conveyor and to the rear of the machine. The hopper sides should only be folded in if the material at the sides is cooling off so rapidly that it can no longer be laid.
122
123
7 7.2.1 Transverse Strips
Imperfect Paving
7.2.2 Strips in the Middle of the Pavement Fault
Fault
Strips of segregated material appear in the pavement at right angles to the direction of travel after every change of feed truck.
A porous / rough strip of segregated material appears in the middle of the pavement.
Cause
Cause
Segregation is always promoted by a poor condition of the mix (not enough bitumen, not sufficiently homogeneous). It is also promoted by operation of the hopper sides when the hopper is almost empty, with the result that segregated material is moved to the auger tunnel.
Segregation is promoted, particularly in the middle of the pavement, if the head of mix in front of the screed is too low.
Remedy - Operate the hopper sides less often and not at all when the hopper is almost empty. - See to it that the material hopper is always well filled.
Change Position of Screed
Larger Distance
Spreading Direction
Remedy - Increase distance between centre auger box and tamper shield. - Set auger to a higher position.
124
- Turn one or two auger blades in the area of the centre auger box round to convey mix inwards or fit smaller auger blades instead.
125
7 7.2.3 Strips in the Lateral Areas of the Pavement
Imperfect Paving
7.2.4 Patches of Mix in the Surface Texture
Fault
Fault
Strips of segregated mix appear in the lateral areas of the pavement with increasing pave width.
Changes in the surface texture appear sporadically while paving. The surface is smoother or smeared with bitumen.
Cause
Cause
Segregation is promoted by the absence of limiting plates for the auger tunnel and if the sensors for the mix level in the auger tunnel have not been set correctly.
The fault is due to mainly fine grains with a high bitumen content, such as residues from the mixing plant which are detached uncontrolledly and delivered to the site with the mix. Such accumulation of mix may also occur if the screed has not been heated sufficiently. In such a case, fines accumulate at the tamper shield or at the tamper bar and are then detached uncontrolledly from time to time, changing the surface texture.
Remedy
Remedy
- Fit limiting plates across the maximum pave width, if necessary.
- Check the screed heating system for correct operation.
- Install mix level sensors at the sides and see to optimal setting.
- Paver and screed must be cleaned thoroughly after use.
- Ensure a good, constant level of mix in the auger tunnel.
- If necessary, demount, clean and re-adjust the tamper shield. - Inform the mixing plant operator of the segregation. - Reduce tamper speed.
126
127
7 7.3
Imprints
7.4
Longitudinal Step
7.5
Imperfect Paving
Non-Uniform Surface Structure due to Crushed Grains Fault
Step
When paving a layer of varying thickness, grains are crushed in the thin area. This is revealed by the colour of stone or whitish powder appearing on the surface although all grains in the mix were originally coated with bitumen.
Fault The trailing edge of the screed leaves an imprint at right angles to the pave width.
Cause
Cause
Fault
The compacting impact of the screed is too high for the layer thickness, thus crushing the grains.
The screed sinks into the mix during a paver stop. This may be due to an interruption in the floating of the screed, so that the screed is pressed onto the material under the force of its own weight. The imprint, however, may also be due to rough docking by the feed truck at the front, with a shock propagating to the screed at the rear of the paver.
A step appears behind the screed between its basic unit and its extending units.
The largest grains are too large for the layer thickness paved.
Remedy - Ensure that the rams for raising / lowering the screed hold the screed during the paver stop (valves on the rod side must close). - See to a level base to prevent the paver pitching.
Cause The screed normally operates with a positive planing angle. Since the extending units are offset to the rear, any change in the planing angle will also affect the elevation of the screed’s basic unit and its extending units.
Remedy Set the compacting systems in accordance with the thinnest layer thickness. Pave a level regulating layer if necessary.
Remedy Adjust the height of the extending units until a level pavement surface is obtained behind the screed.
- Work with a small screed planing angle.
128
129
8
Basics for Calculation
8.1
Quantity of Mix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
8.2
Laydown Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
8 8.1
Quantity of Mix
8.2
Basics for Calculation
Laydown Rate
Volume (m3) = a x b x c
Laydown Rate (tonnes/min.) = V x a x c x g
a = Pave Width b = Paved Distance c = Layer Thickness
a = Pave Width c = Layer Thickness V = Pave Speed g = Specific Weight of the Mix
a
g
V
a
b
c
c
Example: - Pave Speed (V) - Pave Width (a) - Layer Thickness (c) - Specific Weight of Mix (g)
= = = =
6m/min. 6m 0.1m 2.3 t
Laydown Rate (tonnes/min.) = 6 x 6 x 0.1 x 2.3 = 8.3 tonnes/min.
132
133
9
Paving Materials
9.1
General Pavement Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 - 139
9.2
Producing Asphalt Mix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 - 143
9.3
Types of Pavement Layers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
9.4
Bitumen Grades Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
9.5 9.5.1 9.5.2 9.5.3 9.5.4
Asphalt Types and their Compositions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146 Stone Mastic Asphalt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146 - 147 Asphaltic Concrete (Paved Hot) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 - 149 Asphaltic Binder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 - 151 Asphalt Base . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152 - 153
9.6
Mix Temperatures in °C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
9.7
Causes of Poor Quality of Asphaltic Concrete Mixes for Hot Paving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
9 9.1
Paving Materials
General Pavement Structure 3 Asphalt Base Course Functions fulfilled by the asphalt base course:
Street Furniture with Expansion Joints Manhole
Gate Valve
Transverse Joint (End of Day) Expansion Joint
Surface Verge
b a c
Asphalt Binder Course For more heavily trafficked roadways, an asphalt binder course is placed between the asphalt base course and the asphalt wearing course. Functions fulfilled by the asphalt binder course:
Asphalt Base, Binder and Wearing Courses Sub-Base, Subgrade Existing Layers (if any)
n The purpose of the base course is to ensure quick and effective protection of the sub-base against water in order to maintain its load bearing capacity. n Base courses provide a uniform and stable foundation for the layers placed on top (asphalt binder and wearing courses). n During the road’s service life, base courses, firmly bonded with the asphalt binder and wearing courses, shall absorb the forces from traffic and provide for uniform distribution of these forces onto the sub-base.
Expansion Joint Longitudinal Joint
Adjacent Areas a = Drain b = Kerb c = Gutter
For technical and economic reasons, asphalt pavements are made up of different layers: asphalt base course, binder course and wearing course. Each layer has a specific function and contributes to the pavement’s load bearing capacity, depending on its thickness and position in the overall structure. The pavement layers, bonded in a compact structure, are crucial for the pavement’s durability and long service life.
n The binder course reduces any remaining unevenness in the asphalt base courses so that the asphalt wearing course can be paved with uniform thickness and the required evenness. n Above all, however, the binder course shall absorb the shear forces from traffic, which in this part of the pavement are particularly high, and prevent deformation of the roadway. Asphalt Wearing Course The wearing course is the uppermost and most highly stressed layer of an asphalt pavement. The wearing course is directly exposed to the influences of traffic, weather and de-icing agents. Functions fulfilled by the asphalt wearing course:
3 D iagram on page 136 in accordance with the Asphalt Manual, Quality from the Outset, published by German Asphalt Association (DAV Deutscher Asphaltverband e.V.): asphalt LEITFADEN: Qualität von Anfang an, edition August 2007, page 5. T ext and diagrams on pages 136 - 139 in accordance with the Asphalt Manual, Inviting Tenders for Asphalt Paving Works, published by German Asphalt Association (DAV Deutscher Asphaltverband e.V.): asphalt LEITFADEN: Ausschreiben von Asphaltarbeiten, edition December 2003, pages 12 – 15.
136
n As the “surface“ course, it provides to the travelling public a surface which is safe to drive on while offering a high ride comfort. n As a “sealing“ course, it protects the layers below from the direct influences of traffic and weather.
137
9 Combined Asphalt Base and Wearing Course As the name indicates, a combined asphalt base and wearing course is a combination of base course and wearing course. These courses were specially designed for the rather thin pavements used for rural roads. Combined base and wearing course is paved when the overall thickness, though sufficient to ensure the specified load bearing capacity, is not great enough (e.g. 8 to 10cm) to be split into asphalt base course and asphalt wearing course without falling below the minimum pavement thickness required for constructional reasons.
Asphalt mixes with their prescribed ranges for layer thickness and the recommended layer thickness for asphalt works 4. Layer
Types of Layer Thickness Asphalt Mix (cm)
Asphalt Wearing Course
Asphaltic Concrete 0/5 Asphaltic Concrete 0/8 Asphaltic Concrete 0/11 Asphaltic Concrete 0/11 S Asphaltic Concrete 0/16 S
2.0 − 3.0 3.0 − 4.0 3.5 − 4.5 4.0 − 5.0 5.0 − 6.0
2.0 3.0 4.0 5.0 6.0
Stone Mastic Asphalt 0/5 Stone Mastic Asphalt 0/8 Stone Mastic Asphalt 0/8 S Stone Mastic Asphalt 0/11 S
2.0 − 3.0 2.0 − 4.0 3.0 − 4.0 3.5 − 4.0
2.0 3.0 3.5 4.0
Mastic Asphalt 0/5 Mastic Asphalt 0/8 Mastic Asphalt 0/11 Mastic Asphalt 0/11 S
2.0 − 3.0 2.5 − 3.5 3.5 − 4.0 3.5 − 4.0
2.0 3.0 3.5 3.5
Asphaltic Binder 0/11 Asphaltic Binder 0/16 Asphaltic Binder 0/16 S Asphaltic Binder 0/22 S
for level regulating purposes only
4.0 − 8.5 5.0 − 8.5 7.0 − 10.0
– 5.0 6.0 8.0
≥ 8.0 ≥ 8.0
≥ 8.0 ≥ 8.0
Shear Stress from Traffic
Tasks Fulfilled by the Individual Layers
Wearing Course
Resistance to Wear Waterproofness
Binder Course
Shear Strength
Asphalt Binder Course
Base Course
Paving Materials
Load Bearing Capacity
Asphalt Base Course
Mix Type 0/22 Mix Type 0/32
Recommended Layer Thickness for Asphalt Works 4 (cm)
4 F rom the Asphalt Guidelines, Inviting Tenders for Hot Rolled Asphalt Paving Works, published by German Asphalt Association (DAV Deutscher Asphaltverband e.V.): asphalt LEITFADEN: Ratschläge für den Einbau von Walzasphalt, edition December 2003, page 15.
138
139
9 9.2
Paving Materials
Producing Asphalt Mix 5 Principle of Operation
Technical Equipment of an Asphalt Mixing Plant
Asphalt has been produced according to roughly the same principle for many years. Regardless of the mixing plant make, certain system components are always assembled in a similar order.
Screening Unit
Hot Elevators
5
Storage Bin for Filler
9 18
6
Batching Hoppers
Storage Bin for Mix Hot Silage
7 2
8
12
10
16
Aggregate Scales Binder Batching Unit Filler Scales
17
In the rotary drier, the aggregate is dried and heated to the temperature required for asphalt production. To save space, the subsequent parts are frequently arranged one above the other in a tower-like construction. Hot elevators (5) are used to transport the heated aggregate to the uppermost level of the tower.
4
3 11
Not shown: 1
The usually damp mineral aggregate (1) (sand, coarse and fine chippings), stocked on site, is fed into batching hoppers (2) from which the grain sizes needed for an asphalt mix are withdrawn in roughly the right ratios and delivered via a conveyor (3) to the rotary drier (4).
Skip
Storage Hoppers for Aggregate
Mixer
The aggregate first proceeds via the elevator to a screening unit (6) where the previously batched mix is broken down into individual grain sizes again.
13 Storage Hoppers for Additives 14 Additive Batching 15 Batching Unit for Granulated Asphalt 19 Vehicle Weighbridge
140
Conveyor
Bitumen Storage Tank Rotary Drier 5 T ext and diagrams on pages 140 – 143 in accordance with the Asphalt Manual, Organizing Quality: Who, What, When, Where and How, published by German Asphalt Association (DAV Deutscher Asphaltverband e.V.): asphalt LEITFADEN: Qualität organisieren, wer, wann, was, wie, wo, edition June 1999, pages 32 – 33.
141
9 View Inside the Mixing Tower
5 6
Screening Unit
7
Hot Silage
8
Aggregate Scales
10
12 16
Hot Elevator
Filler Scales
Mixer Binder Batching Unit
142
The screening unit cannot be used if the aggregate in the hot elevator contains reclaimed asphalt material. The storage bins for the individual grain sizes under the screening unit are referred to as hot silage (7). From here, the grain sizes can be batched according to weight by means of the aggregate scales (8). When all the required coarse aggregate has been filled into the weighing hopper, the complete batch is transferred to the mixer (16).
Paving Materials
All ingredients are homogeneously mixed in the mixer. The finished asphalt is then transported to the storage bin for mix (18) in a mobile skip (17). The mix is finally loaded into trucks from the storage bin and transported to the job site after being weighed (19).
Filler, binder and any additives required enter the mixer by other routes. Filler is stored in the storage bin (9), binder in storage tanks (11). Special batching devices are used for these materials, namely the filler scales (10) and the binder batching unit (12). Additives are stored as required by their nature (13) and delivered to the mixer by hand or via automatic batching units (14). Reclaimed asphalt material is granulated before being added to the process via a separate batching unit (15). Different processes are distinguished according to the point of addition or type of pre-treatment, e.g. addition via mixer, hot elevator or “parallel“ drier. In the “parallel“ drier, the granulated asphalt is gently dried and heated separately.
143
9 9.3
Types of Pavement Layers Type of Layer
Asphalt Layers
Asphalt Layers (Others)
Concrete Layers
Paving Stones
9.4
Bitumen Grades Used Bitumen for Roads According to DIN 1995
Method of Construction Asphaltic concrete (paved hot) Stone mastic asphalt Mastic asphalt Asphalt Seal Mix for combined base course / wearing course Asphaltic concrete Thin layers (paved cold) Thin layers (paved hot) Porous asphalt etc. Concrete surfacing Concrete surfacing, reinforced Prestressed concrete surfacing Roller compacted concrete Concrete tracks etc. Natural paving stones: large, medium, small, mosaic Concrete paving stones: square, rectangular, hexagonal, compound Clinker paving stones Slabs Natural paving stones Concrete etc.
Paving Materials
Polymer Modified Bitumen According to TL PmB (Part 1)
Type of Mix 160/200 70/100 50/70 30/45 20/30
Asphaltic Base Course
Asphaltic Binder
m
PmB 80A
PmB 65A
l
l
m
l
l
l
Asphaltic Concrete
m
l
l
m
Stone Mastic Asphalt
m
l
l
m
Porous Asphalt
l
l
Mastic Asphalt
Combined Base and Wearing Course
l
l
Joint Sealing Compound
l
Hydraulic Engineering
m
PmB 45A
PmB 25A
m
m
m
l
l
l
m
l
m
l
l
l
l
l
l
m
l
l
l Used as standard
Layers without Binder
144
Water-bound gravel or crushed stone layers
m Used in special cases
145
9 9.5
Paving Materials
Asphalt Types and their Compositions
9.5.1 Stone Mastic Asphalt Stone Mastic Asphalt is a mix containing a high proportion of chippings and bitumen. Since the mix contains a large portion of chippings and coarse chippings, as well as a relatively small amount of sand, stabilizing binders (e.g. organic and mineral fibres, silicic acid or polymers) need to be added to the bitumen when used for road construction, so that the chippings can absorb the shear forces due to traffic.
Composition of Stone Mastic Asphalt
Aggregate used:
Grain Size
n S tone dust n C rushed sand n D ouble broken and double screened chippings The maximum grain size can be 5, 8 or 11mm. Use of Stone Mastic Asphalt: n W hen used for wearing course, Stone Mastic Asphalt is characterized by particularly high stability and resistance to wear making it ideal for use on urban roads and highways with high traffic loads.
0/11 S
Stone Mastic Asphalt
0/11
0/8
Double Broken and Double Screened Chippings, Crushed Sand, Stone Dust, Natural Sand
Double Broken and Double Screened Chippings, Crushed Sand, Stone Dust
1. Aggregate mm
0/5
0/11
0/8 S
0/8
0/5
Share of Grains < 0.09mm
9 − 13
10 − 13
8 − 13
8 − 13
Share of Grains >
2mm
75 − 80
75 − 80
70 − 80
60 − 70
Share of Grains >
5mm
60 − 70
≥ 55
45 − 70
≤ 10
Share of Grains >
8mm
≥ 40
≥ 10
≤ 10
–
Share of Grains > 11.2mm
≤ 10
–
–
–
Ratio of Crushed Sand / Natural Sand
1:0
1:0
≥ 1:1
≥ 1:1
2. Binder 50/70 (PmB 45A)
Type of Binder
n T he grain composition makes it highly suitable for paving in varying layer thicknesses or on an uneven base without any significant loss of quality.
Binder Content
n F inal compaction should be performed immediately after laying using heavy static rollers.
Content in Mix
≥ 6.5
50/70 70/100 (PmB 45A)
% by weight
≥ 7.0
% by weight
0.3 – 1.5
°C
135 ± 5
% by volume
3.0 − 4.0
Layer Thickness
cm
3.5 − 4.0
Density
% (min.)
≥ 97
Voids in Compacted Layer
% by volume (max.)
≤ 6.0
70/100 (160/200)
≥ 7.0
≥ 7.2
3.0 − 4.0
2.0 − 4.0
2.0 − 4.0
3.0 − 4.0
2.0 − 4.0
1.5 − 3.0
3. Stabilizing Binder
4. Mix
So that the necessary non-skid property is assured as soon as the road is opened to traffic, 1 – 2kg/m² of dedusted double broken and double screened chippings (2/5mm) or 0.5 – 1kg/m² of mixed crushed sand and chippings need to be evenly spread on the hot asphalt surface and rolled in. Loose chippings must be removed after cooling.
146
Compaction Temperature Voids Content (Marschall) 5. Layer
147
9
Paving Materials
9.5.2 Asphaltic Concrete (Paved Hot) Hot-paved asphaltic concrete is a well-graded aggregate mix with low voids content which displays high density, stability and shear resistance after laying and final compaction by rolling. The relatively large proportion of chippings contained in the asphaltic concrete produces a wearing course with excellent non-skid property and stability due to the good interlocking of grains.
Composition of Asphaltic Concrete 0/16 S
Asphaltic Concrete (Paved Hot)
0/11 S
0/11
0/8
0/5
Double Broken and Double Screened Chippings, Natural Sand, Crushed Sand, Stone Dust (content in % by weight)
1. Aggregate Grain Size
mm
0/16
0/11
0/11
0/8
0/5
Aggregate used:
Share of Grains < 0.09mm
6 − 10
6 − 10
7 − 13
7 − 13
8 − 15
n S tone dust
Share of Grains >
2mm
55 − 65
50 − 60
40 − 60
35 − 60
30 − 50
n N atural sand and crushed sand
Share of Grains >
5mm
–
–
–
≥ 15
≤ 10
n D ouble broken and double screened chippings
Share of Grains >
8mm
25 − 40
15 − 30
≥ 15
≥ 10
–
The maximum grain size can be 5, 8, 11 or 16mm, but must comply with the layer thickness.
Share of Grains > 11.2mm
≥ 15
≤ 10
≤ 10
–
–
Share of Grains > 16mm
≤ 10
0
–
–
–
Ratio of Crushed Sand / Natural Sand
≥ 1:1
≥ 1:1
≥ 1:1
≥ 1:1
–
50/70 (70/100)
70/100 (50/70)
70/100 (50/70)
70/100 (160/200)
Use of asphaltic concrete: n P rimarily laid on binder course n M eets the requirements of wearing course on urban and country roads
2. Binder 50/70 (70/100)
Type of Binder Binder Content
% by weight
5.2 − 6.5 5.9 − 7.2 6.2 − 7.5 6.4 − 7.7 6.8 − 8.0
3. Mix Voids Content (Marschall)
% by volume
a) BKL SV, I, II, III, S and StSLW
3.0 − 5.0 3.0 − 5.0
–
–
–
b) BKL III and IV
–
–
2.0 − 4.0 2.0 − 4.0
c) BKL V, VI, StLLW and Paths
–
–
1.0 − 3.0 1.0 − 3.0 1.0 − 3.0
–
4. Layer
148
5.0 − 6.0 4.0 − 5.0 3.5 − 4.5 3.0 − 4.0 2.0 − 3.0
Layer Thickness
cm
Weight
kg/m
Density
% (min.)
≥ 97
≥ 97
≥ 97
≥ 97
≥ 96
Voids in Compacted Layer
% by volume (max.)
≤ 7.0
≤ 7.0
≤ 6.0
≤ 6.0
≤ 6.0
2
120 − 150 95 − 125 85 − 115 75 − 100
45 − 75
149
9
Paving Materials
9.5.3 Asphaltic Binder Asphaltic binder is a mix of graded grain size to which binder has been added. The grain size composition is such that the dense structure and grain size distribution of the asphaltic binder cannot change when subjected to traffic loads.
Composition of Asphaltic Binder
Aggregate used:
1. Aggregate
0/22 S
Asphaltic Binder
0/16 S
Double Broken and Double Screened Chippings, Crushed Sand, Stone Dust
n S tone dust
Grain Size
n N atural sand and / or crushed sand
0/16
0/11
Double Broken and Double Screened Chippings, Crushed Sand, Stone Dust, Natural Sand
0/22
0/16
0/16
0/11
Share of Grains < 0.09mm
4 − 8
4 − 8
3 − 9
3−9
n G ravel and / or chippings
Share of Grains >
2mm
70 − 80
70 − 75
60 − 75
50 − 70
The maximum grain size can be 11, 16 or 22mm.
Share of Grains >
8mm
–
–
–
≥ 20
Share of Grains > 11.2mm
–
≥ 25
≥ 20
≤ 10
Use of asphaltic binder course:
Share of Grains > 16mm
≥ 25
≤ 10
≤ 10
–
n U sed as base under asphalt wearing course to absorb the shear forces due to traffic.
Share of Grains > 22.4mm
≥ 10
–
–
–
n U sed for level regulating course and to compensate irregularities in the base.
Ratio of Crushed Sand / Natural Sand
1:0
1:0
≥ 1:1
≥ 1:1
30/40 (PmB 45A)
30/40 (PmB 45A)
50/70, 70/100
50/70 (70/100)
% by weight
4.0 − 5.0
4.2 − 5.5
4.0 − 6.0
4.5 − 6.5
% by volume
5.0 − 7.0
4.0 − 7.0
3.0 − 7.0
3.0 − 7.0
Layer Thickness
cm
7.0 − 10.0
5.0 − 8.5
4.0 − 8.5
–
Density
% (min.)
≥ 97
≥ 97
≥ 96
mm
2. Binder Type of Binder Binder Content 3. Mix Voids Content (Marschall) 4. Layer
150
≥ 97
151
9
Paving Materials
9.5.4 Asphalt Base Asphalt base is a mixture of bitumen and aggregate.
Composition of Asphalt Base Asphalt Base
n S tone dust
1. Aggregate
n N atural sand and / or crushed sand
Grain Size
n G ravel and / or chippings
Share of Grains < 0.09mm
2 − 40
4 − 20
The maximum grain size can be 16, 22 or 32mm. The basic idea underlying this mix, namely to use predominantly local aggregate, cannot always be realized under modern conditions. Asphalt base course can be paved at temperatures down to -3 °C due to the high heat-retaining capacity of thick asphalt layers.
Share of Grains >
0 − 80
0 − 35
70/100, 50/70
70/100, 50/70
70/100, 50/70
70/100, 50/70
70/100, 50/70
4.3
3.9
3.6
3.6
4 − 14
4 − 12
4 − 10
5 − 10
96
97
97
96
Aggregate used:
Function of the asphalt base course: n W hile paving roads, the asphalt base course shall quickly and effectively seal the underlying layers against rainwater while at the same time providing a uniform, stable and even foundation for high-quality binder and wearing courses. n T he durably bound asphalt base course subsequently helps absorb the traffic load and distribute it over the base, together with the layers above it.
152
mm
2mm
AO
A
B
C
CS
Stone Dust, Natural Sand and/or Crushed Sand, Gravel and/or Chippings
0/2 − 0/32 0/2 − 0/32 0/16 − 0/32 0/16 − 0/32 0/16 − 0/32 3 − 12
3 − 10
3 − 10
> 35 − 60 > 60 − 80 > 60 − 80
2. Binder Type of Binder Binder Content
% by weight (min.)
3.3
3. Mix Voids Content (Marschall)
% by volume
4 − 20
4. Layer Density
% (min.)
96
153
9 9.6
Mix Temperatures in °C
9.7
Paving Materials
auses of Poor Quality of Asphaltic Concrete Mixes C for Hot Paving
Type of Asphalt Type of Binder
Deficiencies Noted Aphaltic Binder
Asphaltic Concrete (Hot)
Stone Mastic Asphalt
Mastic Asphalt
Asphalt Seal
Combined Base / Wearing Course
–
–
–
200 − 250
–
–
Voids Content in Test Core too
Cause (Aggregate)
20/30
low
Too Little Filler 30/45
130 − 190
140 − 190
–
200 − 250
180 − 220
–
50/70
120 − 180
130 − 180
140 − 200
200 − 250
180 − 220
–
70/100
120 − 180
130 − 180
130 − 190
–
180 − 220
120 − 180
160/200
–
120 − 170
120 − 170
–
170 − 210
100 − 170
PmB 25A
–
–
–
200 − 250
–
–
PmB 45A
130 − 190
140 − 190
–
200 − 250
180 − 220
–
PmB 65A
120 − 180
130 − 180
140 − 200
200 − 250
180 − 220
–
Too Much Filler
high
low
high
l
l
130 − 180
130 − 190
–
180 − 220
120 − 180
The lower limits refer to the unloaded mix, while paving. The upper limits refer to the mix when leaving the mixing plant.
l
l
l
Too Little Crushed Sand
l
l
l
l
l
Too Much Crushed Sand
l
l
l
Poor Grading of Grain Sizes
l
l
l
Polished Aggregate
l l l
Too Much Fine Chippings Voids Content Too High Voids Content Too Low
154
high
l
l
Too Little Fine Chippings 120 − 180
low
Sand Too Coarse
Porous Aggregate
PmB 80A
l
l
Sand Too Fine
Voids Content in Aggregate too
Binder Content too
l
l
l
l
l
155
10
Preparations for Paving Hot Mix
10.1
Choosing the Right Paver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 - 159
10.2
Preparing the Base for Paving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
10.3 Subsequent Compaction by Rolling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 10.3.1 Density Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 10.3.2 Rules for Rolling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
10
Preparations for Paving Hot Mix
10.1 Choosing the Right Paver The right choice of a paver not only depends on the laydown rate and paver type (wheeled or tracked), but also on such other factors as the sequence of work. A high laydown rate and short construction time are always desirable. However, choosing a heavy paver with high theoretical laydown rate can yield exactly the opposite result due to its lack of variability and poor manoeuvrability. All other machines (rollers, feed vehicles for mix, etc.) must be adapted to the paver as the leading machine on the construction site.
General Rules for Pave Width - Keep the traffic flowing in half-road width to ensure a constant feed of the paver with mix. - Avoid reversing trucks over long distances. - Ensure that bolt-on extensions are ready for mounting. Consider the time required for mounting.
General Points to be Considered n D ecision in favour of a wheeled or a tracked paver should be taken as a function of the base’s load bearing capacity and the required tractive effort. n S hall steering of the paver be manually or shall an Automatic Steering Control System be used? n A re special requirements to be met that call for technical modification (Slope Paver, for instance)?
General Rules for Paving Direction Logistics
n W hen several pavers are used on the job site, they should be equipped with identical compacting systems (V, TV, TP1, TP2), so that the pavers will achieve identical pre-compaction.
Uphill
n O ptimal use of the grade and slope control system. Which sensor shall be used, what kind of reference is available?
n Is supply of the paver with mix possible without problems? n M ake sure that the quantities of mix supplied to the paver are sufficient to meet the paver’s requirement. See to continuous paving.
n A t least 3 rollers should be planned for each paver.
Downhill
158
- Ensure a constant and continuous supply of hot mix throughout the entire paving job. - The nuisance to traffic must be minimized. - References must be available for picking up actual values to control the screed.
- See to adequate power output and traction to push the truck; use a smaller feed truck if necessary. - See to reliable docking between truck and paver; use a favourable angle for dumping mix from the truck into the paver’s material hopper. - Ensure smooth change of direction by roller on first pass. - Truck can easily lose contact with paver if brakes are not applied constantly. - Ensure adequate angle to discharge mix completely into the paver‘s material hopper. - Reduce conveyor feed rate. - Mix may drop from the material hopper into the area between wheels or crawler tracks.
159
10 10.2 Preparing the Base for Paving
10.3.2 Rules for Rolling
To obtain the best possible bond between the different asphalt layers, the surface is sprayed with polymer modified bitumen emulsion or a bituminous tack coat before paving. Quantity to be Sprayed Polymer modifed bitumen emulsion: TL-PmOB = 0.3 − 0.5kg/m2 Bituminous tack coat: = 0.2 − 0.4kg/m2
10.3 Subsequent Compaction by Rolling 10.3.1 Density Measurement
Test Core
Radiometry
160
Preparations for Paving Hot Mix
The pavement must have a certain density in order to display the specified load bearing capacity. The density is measured either in the laboratory on the basis of a test core or directly on site by radiometry (Troxler probe).
1. Compaction must be started as soon as possible, as the asphalt can only be compacted while hot. 2. The powered drum shall be positioned facing the paver to prevent unrolled material accumulating in front of the drum. This would lead to transverse cracking in the surface. The only exception to this rule is when working on a very steep slope. 3. Drums shall be carefully sprayed with some water to prevent freshly laid mix sticking to them. 4. Vibration must never be switched on while the roller is stationary, as the drums would leave a permanent imprint in the pavement surface. 5. Rollers shall be started and reversed gently or electronic speed control shall be used to prevent material accumulating in front of the drums. Heavy rollers in particular must not come to a standstill.
6. Vibration should not be switched on until the roller is in motion. It should be switched off when reversing or automatic control should be used. Since the roller reduces speed as it reverses to a standstill and then accelerates in the opposite direction again, the vibration would produce a greater effect in this area than in the surrounding area, thus impairing the evenness of the pavement surface. 7. Always start at the lower edge on a lane with transverse slope and move towards the higher edge. 8. The roller should preferably only be relocated and steered on mix which has already been compacted in order to prevent material accumulating in front of the drum. 9. Never stop the roller on hot mix, as the drums may be pressed into the pavement by the weight of the roller. 10. The roller should be parked diagonally to the direction of paving. If the drums leave marks in the pavement surface, this will reduce riding comfort to a lesser extent than if the marks run at right angles to the road.
161
11 A Actual Value. . . . . . . . . . . . . . . . . . . . . . . 92, 93, 94, 96 Additives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140, 143 Amount of Subsequent Compaction by Rolling. . . . . . . . . . . . . . . . . 36, 70, 78, 82, 108, 109 Asphalt Base, Binder and Wearing Course. . . . . . . . . . . . . . . . . . . . . . . . 136, 137 Augers . . . . . . . . . . . . . . . . . . . . . . . . . . 7, 31, 86, 107 Auger Blade. . . . . . . . . . . . . . . . . . . . . . . . . . . 123, 125 Auger Blade Diameter. . . . . . . . . . . . . . . . . . . . . . . 123 Auger Height. . . . . . . . . . . . . . . . . . . . . . . . . . . 86, 123 Auger Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 Auger Tunnel. . . . . . . . . . . . . . . 7, 30, 33, 42, 123, 124 Automated Grade and Slope Control. . . . . . . . . 70, 77, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88, 103, 120 Automated Steering Control . . . . . . . . . . . . . . . . . . . 87 B Base . . . . . . . . . . . . . . . . 11, 13, 14, 77, 80, 81, 82, 98, . . . . . . . . . . . . . . . . 101, 102, 111, 112, 128, 136, 137, . . . . . . . . . . . . . . . . . . . . . . . . .146, 150, 152, 158, 160 Base Course. . . . . . . . . . . . . . . . . 71, 80, 108, 117, 136 Basic Principles . . . . . . . . . . . . . . . . . . . . . . . . 132, 133 Basic Screed. . . . . . . . . . . . . . . . . 38, 39, 44, 45, 46, 47, . . . . . . . . . . . . . . . . . . . . . . 51, 52, 53, 55, 86, 120, 128 Basic Width . . . . . . . . . . . . . . . . . . . . . . . 38, 39, 46, 47 Bevel Irons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61, 111 Big Multiplex Ski. . . . . . . . . . . . . . . . . . . . . . . . . . . 102 Bitumen. . . . . . . . . . . . . 80, 81, 83, 112, 118, 127, 129, . . . . . . . . . . . . . . . . . . . . .140, 145, 146, 150, 152, 160 Bolt-on Extensions. . . . . . . . . . . . 38, 39, 46, 47, 50, 51 Bracing. . . . . . . . . . . . . . . . . 37, 51, 52, 54, 55, 85, 121 Brightness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 C Calculation of Average . . . . . . . . . . . . . . . . . . 101, 102 Calibration . . . . . . . . . . . . . . . . . . . . . . . 91, 92, 94 , 95 Centre Auger Bearing. . . . . . . . . . . . . . . . . . . . 123, 125 Clearance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59, 60 Cleaning. . . . . . . . . . . . . . . . . . . . 76, 81, 111, 113, 127 Combined Base and Wearing Course. . . . . . . . . . . . . . . . . 138, 144, 145
Index / Notes
Compacting Systems. . . . . . . . . . . . . 66, 68, 69, 71, 83, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109, 129 Compaction. . . . . . . . . . . . . . . . . . . . . . . 41, 57, 70, 77, . . . . . . . . . . . . . . . . . . . . . . . . 109, 110, 111, 146, 147, . . . . . . . . . . . . . . . . . . . . . . . . . . . . .149, 151, 153, 160 Control. . . . . . . . . . . . . . . . . . . . . . . . . . . 12, 77, 91, 92 Control Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88, 96 Conveyance of Mix (Longitudinal). . . . . . . . . . . . . . . 30 Conveyors . . . . . . . . . . . . . . . . . 7, 30, 42, 86, 122, 159 Cracks from Rolling. . . . . . . . . . . . . . . . . . . . . . . . . 161 Crawler Tracks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Crown . . . . . . . . . . . . . . . . . . . . . . . . . . . 38, 39, 46, 47 Crushed Grains . . . . . . . . . . . . . . . . . . . . . 83, 108, 129 Curves, Bends . . . . . . . . . . . . . . . . . . . . 14, 31, 99, 100 Cut-Off Shoes . . . . . . . . . . . . . . . . . . . . . . . . 38, 39, 46 D Deformation. . . . . . . . . . . . . . . . . . . . . . . . . . . . 77, 137 Deviation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 Direction of Paving. . . . . . . . . . . . . . . . . . . . . . 159, 161 Distance. . . . . . . . . . . . . . . . . . . 32, 101, 105, 110, 125 E Eccentric Shaft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Elevation of Screed . . . . . . . . . . 79, 104, 105, 119, 128 End Plate. . . . . . . . . . . . . . . . . . . . . . . . 31, 84, 85, 108 F Feed Vehicle. . . . . . . . . . . . . . . . 6, 29, 30, 42, 143, 159 Feed with Mix . . . . . . . . . . . 7, 28, 66, 69, 76, 158, 159 Filling Level . . . . . . . . . . . . . . . . . . . . . . 30, 42, 76, 126 Fishplates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 Frequency. . . . . . . . . . . . . . . . . . . . . . . . . . . . 36, 69, 71 Function Check . . . . . . . . . . . . . . . . . . . . . . . . . . 62, 76 G Generator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 Generator Temperature . . . . . . . . . . . . . . . . . . . . . . . 63 Grade and Slope . . . . . . . . . . . . . . . . . . 91, 93, 95, 101 Grade Sensor. . . . . . . . . . . 90, 92, 94, 97, 99, 100, 102 Grain Size. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66, 150 163
11 H
M
Q
Head of Mix in Front of Screed. . . . . . . . . . . . 31, 33, 54, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67, 69, 86, 123 Heating Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 Heating Rods. . . . . . . . . . . . . . . . . . . . . . 37, 61, 62, 63 Height Adjustment. . . . . . . . . . . . . . . . . 7, 96, 121, 128 Hopper Sides . . . . . . . . . . . . . . . . . . . . . . . . . . 122, 124 “Hot to Cold” . . . . . . . . . . . . . . . . . 108, 110, 111, 112 “Hot to Hot”. . . . . . . . . . . . . . . . . . . . . . . . . . 109, 110 Hydraulic Rams . . . . . 10, 37, 60, 68, 69, 70, 73, 78, 79, . . . . . . . . . . . . . . . . . . . . . . . . .88, 91, 93, 94, 116, 128 Hydraulic Ram(s) for Pressure Bar(s) . . . . . . . . . . . . . 60
Machine Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 Material Hopper. . . . . 29, 30, 42, 77, 87, 122, 124, 159 Material Transfer . . . . . . . . . 28, 29, 30, 31, 32, 33, 122 Measuring Range. . . . . . . . . . . . . . . . . . . . . . . . . 97, 99 Mix Properties. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 Mix Temperature . . . . . . . . . . . 66, 76, 77, 80, 118, 154 Mixing Plant . . . . . . . . . . . . . . . . . . . . . . . . 76, 80, 127
Quality. . . . . . . . . . . . . . . . . . . . . . . . 32, 139, 143, 146 Quantity of Mix. . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 Quick Reference Guide. . . . . . . . . . . . . . . . . . . . . 90, 93 R
Imprints. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128, 161 Irregularities. . . 7, 10, 11, 12, 68, 69, 70, 73, 97, 98, 99, . . . . . . . . . 100, 104, 116, 117, 119, 120, 137, 146, 150
Overlapping. . . . . . . . . . . . . . . . . . . . . . . 108, 111, 112 Options . . . . . . . . . . . . . . . . . . . . . . . . 7, 39, 47, 61, 63
Radius . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14, 31 Recognizing Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . 96 Reference. . . . . . . . . . . . . . . . . . . . . . . . . 87, 90, 97, 98, . . . . . . . . . . . . . . . . . 100, 102, 103, 104, 105, 120, 159 Requirement for Mix . . . . . . . . . . . . . . . . . . . . . . . . . 31 Reversing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30, 161 RoadScan® System. . . . . . . . . . . . . . . . . . . . . . . 98, 102 Roller. . . . . . . . . . . . . . . . . . . . . 70, 77, 78, 79, 80, 108, . . . . . . . . . . . . . . . . . . . . .110, 112, 146, 158, 160, 161 Rotary Laser Beam. . . . . . . . . . . . . . . . . . . . . . . . . . 103 Rules for Rolling. . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
J
P
S
Joints. . . . . . . . . . . . 108, 109, 110, 112, 113, 136, 145 Joint Area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110, 111 Joint Face. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110, 111
Parameters. . . . . . . . . . . . . . . . . . . . 66 - 73, 78, 95, 96 Patches of Mix in Surface Texture. . . . . . . . . . . . . . . 127 Paver Set-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Pave Speed . . . . . . . . . . . . . 68, 69, 70, 71, 76, 77, 86, 133 Pave Width. . . . . . . . . . . . 31, 36, 48, 49, 50, 54, 56, 58, . . . . . . . . . . . . . . . . . . . . . . . . 67, 69, 84, 86, 103, 107, . . . . . . . . . . . . . . . . . . . . .109, 119, 128, 132, 133, 159 Paving. . . . . . . . . . . . . 80, 87, 107, 137, 144, 159, 161 Paving Cold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144 Paving Errors. . . . . . . . . . . . . . . . . . . . . . 76, 116 - 129 Paving Hot. . . . . . . . . . . . . . . . . . . . 144, 148, 149, 154 Paving: Points to Note. . . . . . . . . . . . . . . . . . . 76 - 113 Paving Problems . . . . . . . . . . . . . . . . . . . . . . 116 - 121 Polymer Modified Bitumen . . . . . . . . . . . . . . 145, 147, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151, 154, 160 Porous Asphalt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Position of Tow Point Rams . . . . . . . . . . . . . . . . . . . . 94 Pre-Compaction. . . . . . . . . . . 67, 68, 69, 70, 78, 80, 82, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109, 158 Pressure Bar(s). . . . . . . . . . 7, 37, 41, 49, 60, 62, 69, 71 Pre-Tension of Spring. . . . . . . . . . . . . . . . . . . . . . . . . 60 Pre-Treatment . . . . . . . . . . . . . . . . . 143, 159, 160, 161 Push-Rollers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Scale for Layer Thickness. . . . . . . . . . . . . . . . . . . 78, 79 Screed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Screed Arm. . . . . . . . . . . . . . . . . . 7, 12, 13, 33, 99, 121 Screed Assist . . . . . . . . . . . . . . . . . 7, 73, 106, 107, 117 Screed Float. . . . . . . . . . . . . . . . . . . 13, 68, 72, 73, 117 Screed Float Behaviour . . . . . . . . 50, 62, 66, 67, 68, 70, . . . . . . . . . . . . . . . . . . . 78, 80, 104, 106, 118, 119, 128 Screed Freeze. . . . . . . . . . . . . . . . . . . . . . 7, 68, 73, 118 Screed Freeze Pressure. . . . . . . . . . . . . . . . . . . . . 72, 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60, 62, 119 Screed Heating. . . . . . . . . . . . . . . . . . 7, 38, 62, 63, 127 Screed Planing Angle. . . . . . . 10, 11, 13, 33, 44, 45, 50, . . . . . . . . . . . . . . 67, 68, 70, 73, 79, 106, 116, 117, 119 Screed Plate. . . . . . . . . . . . . . . 7, 36, 44, 45, 50, 54, 58, Screed Tow Point . . . . . . . . . . . . . . . . . 11, 13, 104, 118 Screed Tow Point Rams . . . . . . . . . 7, 12, 13, 33, 44, 70, . . . . . . . . . . . . . . . . . . . . . . . . . .78, 79, 88, 93, 94, 116 Screed Type . . . . . . . . . . . . . . . . . . . . . . . . . 56, 57, 118 Screed Versions for Compaction. . . . . . . . . . . . . . . . . 57 Screed Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6, 10 Segregation. . . . . . . . . . . . . . . . . . 32, 77, 84, 122, 123, . . . . . . . . . . . . . . . . . . . . . . . . . . . . .124, 125, 126, 127 Selecting Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . 92, 94
I
N NAVITRONIC® . . . . . . . . . . . . . . . . . . . . . . . . . . 98, 103 NIVELTRONIC®. . . . . . . . . . . . . 88, 90, 93, 96, 101, 103 O
L Laser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96, 98, 103 Laydown Rate . . . . . . . . . . . . . . . . . . . . . . . . . 133, 158 Layer Thickness . . . . . . . . . . . 11, 13, 16, 31, 32, 33, 36, . . . . . . . . . . . . . . . . . . 41,42, 49, 61, 62, 66, 68, 78, 79, . . . . . . . . . . . . . . . . . 82, 103, 112, 123, 129, 132, 133, . . . . . . . . . . . . . . . . . . . . .146, 147, 148, 149, 151, 152 Level Regulating Layer. . . . . . . . . . . . . . . . . . . . 82, 129 Level Regulating Measures . . . . . . . . . 81, 82, 139, 150 Limiting Plates for Auger Tunnel . . . . . . . . . . 84, 85, 86, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107, 123 Load Bearing Capacity. . . . . . . . 11, 66, 70, 80, 81, 117, . . . . . . . . . . . . . . . . . . . . . . . . .118, 136, 138, 158, 160 Long Irregularities. . . . . . . . . . . . . . . . . . . . . . . . . . 102 Longitudinal Direction. . . . . . . . . . . . . 45, 67, 112, 128 Longitudinal Joint . . . . . . . . . . . . . . . . . . . . . . 108, 110 Longitudinal Profile. . . . . . . . . . . . . . . . . . . . . . . . . 120 Loss of Heat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 164
Index / Notes
Sensor. . . . . . . . . . . 31, 77, 86, 88, 91, 92, 93, 94, 95, 97, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101, 104, 105, 158 Sensor Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91 Sensor Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 Service-Friendliness. . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Setting of Parameters. . . . . . . . . . . . . . . . . . . . . . . . . 94 Setting Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . 117 Set-Up, Settings. . . . . . . . . . . . . 33, 44, 58, 71, 77, 78, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92, 109, 126, 129 Set-Up of Pressure Bar(s). . . . . . . . . . . . . . . . . . . . . . 60 Set-Up of Tamper. . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 Set-Up of Tamper Shield. . . . . . . . . . . . . . . . . . . . . . . 59 Side of Screed . . . . . . . . . . . . . . . . . . . . . . . . 91, 93, 94 Slope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90, 97 Slope Sensor . . . . . . . . . . . . . . . . . . . . . . . . . 92, 94, 97 Sonic Grade Sensor . . . . . . . . . . . . . . . . . . . . . . 99, 102 Sonic Sensor. . . . . . . . . . . . . . . . 90, 91, 92, 94, 97, 101 Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . 68, 70, 71, 86 Spirit Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 Steering. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Steering Guide. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 Steering Movement . . . . . . . . . . . . . . . . . . . . . . . . . . 87 Step. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109, 128 Stone Mastic Asphalt. . . . . 139, 144, 145, 146, 147, 154 Strike-Off Plate. . . . . . . . . . . . . . . . . . . . 84, 85, 86, 123 Stringline. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 Strip in Middle of Pavement . . . . . . . . . . . . . . . . . . 125 Strip Steel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Stroke. . . . . . . . . . . . . . . . . . . . . . . . . . . 58, 68, 71, 117 Surface. . . . . . . . . . . . . 10, 13, 69, 70, 79, 81, 104, 105, . . . . . . . . . . . . . . . . . . . . .119, 122, 127, 136, 160, 161 Surface Texture . . . . . . . . . . . . . . . . . . . . . . 62, 68, 127 T Tack Coat. . . . . . . . . . . . . . . . . . . . . . . . . . 81, 112, 160 Tamper. . . . . . . . . . . 7, 36, 38, 40, 49, 58, 62, 70, 127 Tamper Height. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 Tamper Shield . . . . . . . . . . . . 50, 58, 59, 118, 125, 127 Tamper Speed . . . . . . . . . . . . . . . . . . . . . . . 68, 70, 117 Tamper Stroke . . . . . . . . . . . . . . . . . . . . . . . 58, 68, 117 Teflon Tapes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 Telescoping Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . 120 Temperature . . . . . . . . . . . 80, 109, 118, 141, 147, 154 Timber. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 165
11 Tolerance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91, 97 Torsion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 TP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49, 57 Tracked Paver. . . . . . . . . . . . . 14, 18, 19, 20, 21, 22, 23, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116, 158 Tracked Undercarriage. . . . . . . . . . . . . . . . . . . . . . . . 14 Traction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14, 159 Traction Drive. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7, 14 Tractive Effort. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 Traction Main Switch. . . . . . . . . . . . . . . . . . . . . . . . . 91 Transverse Joint. . . . . . . . . . . . . . . . . . . . . . . . . 77, 110 Transverse Slope . . . . . . . . . . . . . 81, 88, 103, 105, 109 Transverse Strip. . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 Troxler Probe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 Trucking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 TV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40, 48, 56, 158 Type of Paver. . . . . . . . . . . . . . . . . . . . . . . . . 12, 56, 57
Index / Notes
Notes
V Valves in Hydraulic Rams. . . . . . . . . . . . . . . . . . . . . . 73 Vibration . . . . . . . . . . . . . . . . . . 36, 40, 49, 69, 71, 161 Vibrating Frequency. . . . . . . . . . . . . . . . . . . . . . . . . . 69 W Weather. . . . . . . . . . . . . . . . . . . . . . . . . 67, 76, 80, 137 Weight. . . . . . . . . . . 7, 18 - 39, 40, 46, 47, 70, 73, 106, . . . . . . . . . . . . . . . . . . . . .118, 128, 133, 143, 149, 161 Wheeled Paver. . . . . . . . . . . . . . . . . . . . . . . . 15, 24, 25
166
167
Notes
168
® ErgoPlus, InLine Pave, NIVELTRONIC, NIVELTRONIC Plus, NAVITRONIC, NAVITRONIC Plus, RoadScan and V-TRONIC are registered Community Trademarks of JOSEPH VÖGELE AG, Mannheim, Germany. PCC is a registered German Trademark of JOSEPH VÖGELE AG, Mannheim, Germany. NIVELTRONIC Plus and NAVITRONIC Plus are trademarks registered in the US Patent and Trademark Office to JOSEPH VÖGELE AG, Mannheim, Germany. Legally binding claims cannot be derived from written information or pictures contained in this brochure.
JOSEPH VÖGELE AG Neckarauer Straße 168-228 68146 Mannheim · Germany
[email protected] 2105111 EN/03.09
Telephone: +49 (0)621 8105 0 Fax: +49 (0)621 8105 461 www.voegele.info
