“…When the temperature drops beyond a certain point (around 80 °C), referred to as the cessation temperature, it becomes impossible to further reduce the air voids [ 37 , 38 , 39 ]. On the other hand, the typical vibrating frequency is in the range between 20 and 70 Hz [ 40 , 41 , 42 , 43 ]. Given this, the following discussion considers the temperature region of 90 °C to 140 °C (with a 5 °C interval) and the frequency of 50 Hz (used in the common compactor BOMAG roller BW 203 AD-4).…”
Section: Potential Applications In Field Pavement Compactionmentioning
The dynamic modulus is a key property determining the short- and long-term performance of asphalt pavement, and its strong dependence on confining pressure and material density (mixture compactness) has been clearly indicated in the literature. It is always challenging to reproduce three-dimensional in situ stress conditions in the laboratory. To alleviate this difficulty, in this study, a convenient experimental setup was developed, in which the lateral confinement was made present and variable as a concomitant reaction of the surrounding materials to the vertical loading. Three dense-graded mixtures were prepared to a set of four different densities and then subjected to the confined dynamic modulus test. The results indicated a significant dependence of the confined modulus on the three factors of temperature, frequency, and compactness and that the mixture with coarser gradation demonstrated a less sensitivity to these parameters. A mathematical model was developed for the dynamic modulus master curve unifying these factors by means of horizontal shifting due to the time–temperature superposition principle (validated against the variable confinement at different compactness) and the vertical shift factor as a function of reduced frequency and compactness. The adequacy of the model was demonstrated using the experimental data, and its potential application in field pavement compaction was discussed.
“…When the temperature drops beyond a certain point (around 80 °C), referred to as the cessation temperature, it becomes impossible to further reduce the air voids [ 37 , 38 , 39 ]. On the other hand, the typical vibrating frequency is in the range between 20 and 70 Hz [ 40 , 41 , 42 , 43 ]. Given this, the following discussion considers the temperature region of 90 °C to 140 °C (with a 5 °C interval) and the frequency of 50 Hz (used in the common compactor BOMAG roller BW 203 AD-4).…”
Section: Potential Applications In Field Pavement Compactionmentioning
The dynamic modulus is a key property determining the short- and long-term performance of asphalt pavement, and its strong dependence on confining pressure and material density (mixture compactness) has been clearly indicated in the literature. It is always challenging to reproduce three-dimensional in situ stress conditions in the laboratory. To alleviate this difficulty, in this study, a convenient experimental setup was developed, in which the lateral confinement was made present and variable as a concomitant reaction of the surrounding materials to the vertical loading. Three dense-graded mixtures were prepared to a set of four different densities and then subjected to the confined dynamic modulus test. The results indicated a significant dependence of the confined modulus on the three factors of temperature, frequency, and compactness and that the mixture with coarser gradation demonstrated a less sensitivity to these parameters. A mathematical model was developed for the dynamic modulus master curve unifying these factors by means of horizontal shifting due to the time–temperature superposition principle (validated against the variable confinement at different compactness) and the vertical shift factor as a function of reduced frequency and compactness. The adequacy of the model was demonstrated using the experimental data, and its potential application in field pavement compaction was discussed.
“…Based on the calculation result in the interaction process between the vibratory drum and elasto-plastic terrain ground in equation (3), the characteristics between the force F d and deformable z d of the vibratory drum vibration had been given in Figure 2. 4,5,25 Figure 2.The ground’s deformation under the reaction of the drum.…”
Section: Modelling Of Vibratory Rollersmentioning
confidence: 99%
“…Based on the calculation result in the interaction process between the vibratory drum and elasto-plastic terrain ground in equation ( 3), the characteristics between the force F d and deformable z d of the vibratory drum vibration had been given in Figure 2. 4,5,25 Based on the calculation result of the characteristics between F d and z d in Figure 2, to optimize the compression force as well as enhance the vibratory roller's compression efficiency, the drum's operation parameters had been optimized and controlled under various elasto-plastic terrain surfaces. 1,3,25 Studies indicated that the vehicle's compaction efficiency was remarkably ameliorated.…”
mentioning
confidence: 99%
“…4,5,25 Based on the calculation result of the characteristics between F d and z d in Figure 2, to optimize the compression force as well as enhance the vibratory roller's compression efficiency, the drum's operation parameters had been optimized and controlled under various elasto-plastic terrain surfaces. 1,3,25 Studies indicated that the vehicle's compaction efficiency was remarkably ameliorated. But studies also emphasized that the compaction efficiency was strongly affected by the F d and its excitation frequencies.…”
Under the impaction of excitation forces of the elastic tire/rigid drum and off-road soil ground interactions, the vibratory roller’s ride quality had been strongly influenced. Thus, the vibration isolation models and structures of the vehicle’s cabin and seat are studied and improved for enhancing the vehicle’s ride quality. To have an overview of the study and development process of the seat suspensions and cabin isolations, this research provides the overall view of the seat and cabin’s vibration isolation models developed and applied to the vibratory rollers based on the results of the existing studies. The study shows that with the semiactive hydraulic isolations (HIs) or semiactive pneumatic-hydraulic isolations (PHIs) applied to the cabin’s vibration isolations, the cabin shaking and driver’s ride quality have been remarkably ameliorated, while, with quasi-zero stiffness elements (QSE) added into the seat suspension, the driver’s ride quality has been greatly ameliorated. Based on the studied results, to control the cabin shaking and enhance the driver’s ride quality, a combination between the cabin’s semiactive HIs and the seat’s QSE should be developed in further studies.
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