Professional Documents
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TMH-6 - ST9
TMH-6 - ST9
METHODST9
.....
1
SCOPE
This method covers the measurement of the deflection and radius of the longitudinal curvature of a road pavement under the dual wheels of a loaded truck
with a standardized axle load, fyre size, tyre spacing and lyre pressure. The deflection is measured by means of a deflection beam and the radius of curvature
by either the deflection beam or the curvature meter,
APPARATUS
2.1
22
Two dial gauges with 0,01 mm graduations and a range of 25 mm, or electronic
measuring devices accurate to 0 ,01 mm (see 5.1).
2.3
2.4
2.5
A heavy truck with a single rear axle having dual wheels loaded on a level surface to effect a rear axle load of 80 kN (40 kN on each dual wheel). The rear
axle should be fltted with 1 100 x 20 tyres or 1 000 x 20 tyres with a road contact length of 200 mm. The spacing between the walls of the two lyres on each
dual wheel should be between 75 and 90 mm.
(Spacer rings will probably have to be inserted between Ihe wheel flanges to at
tain this spacing.)
2.6
Two load meters, complete with ramps. and two wedge-shaped wooden blocks
of the same height for supporting the front wheels of the truck (only if checking
and reloading are to be done on the road).
2.7
An accurate tyre pressure gauge and pump. (The pump can be a compressor
driven by the truck's engine .)
2.8
An indicator rod for the truck driver. attached to the truck with a G-clamp
other means.
2.9
(Optional) Pointers that can be attached to the truck's body 1,2 m in front of
the centre of the rear axle and in line with the spacing between the dual tyres of
Of
by
each rear wheel. (Similar pointers can also be attached behind the rear wheels
as gUides to facilitate aiming and the positioning of the deflection beam and
curvature meter.)
2.10
2.11
2.12
Miscellaneous items such as: a measuring tape, chalk. paint and brush, safety
hard hats. a hammer. steel pegs, etc.
ae.
Special methods
Orat! TMH6. Pretona. South Africa, 1984
37
1
1
3.1
3.1. 1
METHOD
Preparatton prior to taking measurements
Selection of test point(a)
Test points are normally selected in the wheel paths of the lane to be tested.
These spots may be selected in a random fashion or marked at regular intervals. If a fairly long section of road is to be surveyed, all the test spots may be
selected and marked with road paint before the measurments are taken.
J
3.1.2
Set up the two load meters with a ramp in front of each rear outSIde whee l, and
t;,e wedge-shaped wooden blocks in front at the front wheels. Drive the truck
onto the load meters and ' blocks so that the rear outside wheels stop squarely
over the weighplates of the !oad meters. With the driver seated, adjust the load
to effect a loadmg of 40 kN or. each of the two rear outside wheels . (If only one
load meter is being used, the outside wheel on the other side of the truck must
be supported with a block of the same height as that of the load meter.)
3.1.3
3,1.3.1 At points where it is Important that the toe of the deflection beam and the
curvature meter should be placed precisely on a selected test point
Secure the indicator rod firmly to the body of the truck ensuring that it is conveniently placed and clearly visible to the driver from his cab. Guide the d river
until the appropriate dual wheels are directly over the test spot. Place the fold
up template on the road alongside and parallel to the truck with its zero mark directly under the point of the indicator rod and then mark oft with chalk or paint
the final stop position 3 m ahead of the truck from the zero mark on the template (see Figure ST9/IV). As soon as the marking has been done, reverse the
truck to the" -1.2 m" position indicated on the template. Do not leave the truck
standing on the test point for longer than is necessary. An alternative and more
convenient procedure is possible if pointers as described in 2.9 are available.
The truck is positioned so that the pOinter 1 ,2 m in front of the centre of the rear
axle is directly over the test point. The template is then placed on the road
alongside and parallel to the truck with its .. -1 ,2m" mark directly under the
point of the driver's indicator rod. The final stop position is then marked off 3 m
ahead of the zero mark on the template (see Figure ST9/IV).
3.1.3.2 For a deflection and curvature survey over fairly long sections of road
where accurate positioning on the preselected test points Is not neces-
sary
Where a great number of points are to be dealt with, deflections and curvatures
are normally measured at the same time using the deflection beam and the curvature meter simultaneously. It is then only necessary to provide marks for the
driver. Two marks must be made for each test point - one for the initial position
of the truck and one 4,2 m ahead of the initial point for the final stop position.
Specia! methods
38
1
J
These marks are normally made on the lane lines and the driver's indicator is
lengthened so that he can use the lane lines as a guide while the wheels of the
truck are still in the wheel paths (see 5.8).
Pointers similar to those described in 2.9 are then used to facilitate the corrsct
piacing of the deflection beam and curvature meter.
3.1.4
Using a steel peg, punch a hole about 25 mm deep into the road surface near
the test area. Insert the thermometer and ensure good thermal contact by filling
the space around the thermometer with fine sand.
]
3.2
3.2.1
If the differences between the two sets of values do not exceed 0,02 mm, the
deflection beam IS functioning satisfactonly (see 5.2). However, if backlash is
indicated. i.e. the difference exceeds 0.02 mm. the equipment is not working
satisfactorily. Oust may be fouling the splndie shafts of the dial gauges and/or
the bearing in the pivot-action support of the mcvable beam. Remedy any error in the readings due to friction by cleaning the spindie shafts and bearing
thoroughly with benzine.
All such moving parts must also be kept dry and should never be oiled or
greased. Moisture or dampness cause friction on the dial gauge spindle shaft
and this part must be cleaned often in humid or rainy weather.
After cleaning, the catibration procedure should be repeated. If the two sets of
values still do not agree satisfactorily, the equipment must be checked for fauity
components.
3.2.2
3.2.3
SpecIal methods
Draft TMH6. Pretona. South Afnca, 1984
39
the beam and paralle! to it. The positioning of the beam will be made easier If a
set of pointers as described in 2.9 is available.
Unclamp the movable beam and bring it to the centre of its play with the fear
sliding adjustment. Switch on the vibrator to reduce any effects of friction in the
instrument and adjust the dial gauge to zero (see 5.1 and 5.2)
3.2.4
Measurement of deflections
Drive the truck forwtrd slowly and smoothly to the " + 3 m " final stop pOSItion.
Record the initial zero dial gauge readjng. the maximum reading as the dual
wheels move over and past the lest point and the final reading when the truck
is stationary at the;final stop position.
Reverse the truck to the" -1.2 m" position (see 5.4) . Repeat the procedure until three sets of well-correlated deflection readings have been obtained (see
5.8) .
Record the road temperature (on asphalt surtaces only - see 5.9).
3.3
3.3.1
Drive the truck forward slowly and smoothly to about the "+ 0,6 m" position,
stopping briefly at the "-0.15 m" and "+0,15 m~ positions on the template. Record the dia! gauge readings at the latter two pOints. as well as the maximum
reading as the dual wheels move over and pass the test point. Reverse the
truck to the "_1 ,2 m" position .
Repeat the procedure until three sets of well-corre lated deflection readings
have been obtained .
Record the road temperature (on asphalt surfaces only - see 5.9) .
3.3.2
40
L.
Repeat the procedure until three sets of well-corre!ated readmgs have beer! ob
tained (see 5.6 to 5.8).
J
...
J
]
3.4
Recording of readings
Record the road temperature as well as the deflection and curvature readings
on data sheets such as Forms ST91, ST9,2 and ST9 i 3 (see aiso 5, 1 and 5,9).
4
CALCULATIONS
4,1
Oeflections
4,1 .1
Calculate the corrected maximum deflection 10 the nearest 0.1 mm for each of
the three sets of readings using the following formula (see also Form ST9 1 and
5,1 ):
(D! + Dn]
Dc.::; 2 Om - ._ - -
2
where
:=
o
o
In h~Jndredths
of a mm ,
4,1 2
Calculate the average of the three corrected maximum defleehon values obtained in 4,1,1 above 10 the nearest 0.1 mm, This average is the deflection va lue for the test point (see 5,8).
4 .2
Radius of curvature
4,2,1
4.2.1,1 Calculate the radius of curvature to the nearest ~ m for each at the three sets of
readings from the following formula (see also Form ST9,2),
1 125
R::::------2[Dm - (01
02)
where
R
= radius of curvature in m
In
4,2.1.2 Calculate the average of the three radius of curvature values obtaned in 4.2.1 .1
above to the nearest 1 m, This average is the radius ot curvature for the test
point (see 5,8).
4,2.2
4.2,2.1 Calculate the radius of curvature to the nearest 1 m for each of the three sets of
readings from the following formula (see also Form ST9i3):
1400
2
Soeclal methods
Draft TMH6. PretOria, SOllth Atnca, 198':
41
where
A
-=
radius of curvature in m
D1
4.3
Recording of resutls
Record the following results on Forms ST9;1. ST9i2 or Sr913. as applicable, lor
each test point:
Radius of curvature to the nearest 1 m
(b)
(c)
(d)
cc
NOTES
5,1
Some deflection beams are fitted with electronic measuring devices giving a
digital readout of deflection or are fitted to record these readings. Moreover,
some work on a different principle to the Benkelmann Beam and the 2: 1 ratio
may not be applicable . The calibration procedure for these machines may also
be slightly different and reference should be made to the operating manuals,
5.2
5.3
Strong winds on the beam can cause the dial gauge needle to oscillate excessively. This may be largely overcome by placing over the rear portion of the
beam a wooden box that acts as a wind-screen and/or by placing a suitable
weight on the front portion of the movable beam.
5.4
The instrument should preferably not be removed from the test point until the
whole test is complete. and it is therefore necessary to take extreme care not to
disturb or damage it when reversing the truck . However. should it be necessary
to move the instrument, it should be replaced in the same position as before.
5.5
5.6
If there is evidence of friction in the dial gauge (for example, erratic movement
of the indicator needle) during a test run, the spindle shaft must be cleaned with
benzine and the run repeated. If it still does not function satisfactorily, the
gauge must be repaired or replaced.
5.7
The deflection beam and curvature meter may be used simultaneously under
the same pair of dual wheels. When this is done, the curvature meter is placed
(a)
SpeCial methods
42
in longitudinal alignment with the deflection beam so that the adjusting-nut end
of the curvature meter is right in front of the beam point and thus virtually on the
test spot. with the dial gauge iacing to the rear of the truck. Readings are then
taken by observing the meter through the dual wheels from the rear as the
wheel passes the test paint The operator must take care to stay clear of the
wheels when obtaining the maximum reading as the truck moves forward.
When a large number of measurements are to be taken in both wheei paths ,
testing time can be greatly reduced by using a deflection beam and curvature
meter simUltaneously ur.der each paIr of dual wheels.
5.8
59
REFERENCES
1.
2.
Special methods
Draft TMH6, Pretofla, South Afnca, 1984
43
44
Special methods
Draft TMHS, Pretoria. South Afn<;a. 1Q8J!
45
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POINTERS
FIGURE smv
46
Special methods
Draft TMH6. Pretoria. South Africa. 1984
ROAO
PAD
C/JRFN.lI3EWAY
RYBMN
S\.RF'ACE
OPPERVLAKTE
OATE
DATUM
Test point
Toetspunf
Initial
B egfl
units of
Mox. Final
Moks. find
001
Gek~
defleksie
mm
AverOQe
Coodition of road
defle<:tlon
Temp.
Gemiddelde
defleksie
FORM ST9I1
DEFLECTION MEASUREMENTS
Special~
47
ROAD
PAD
ClARRWJEWAY
RYBAAN
OPPERVl..AKTE
DATE
OATUM
Tesf point
TOfltSpunt
~
Deflek~-leq
Deflecrioo meter
Initial
Begin
Max. Fino I
Mdts
Em
eenhede vol'lArilsdo,ol'nl'l'l
AveroQe
Radius of
clS\lOtl.l'e
RofC.
Kromming- Gemidc:lelde
straol
Ks .
Temp.
FORMSTW2
MENTS)
48
Special metnoda
CQIt l'MH6. Pretoria. South Africa, 1964
ROAD
PAD
ClATE
OATUM
Test point
Toe tspu"lt
Oefleksiemeter -lesing
ot/bot
0.15 m
Radius of
ctXWtt.n!
Aver~
R.ot .
HnMdr 'tG'V'-'Iit$
Temp.
CondI'tOn of rood
Toestand
\Ql
per:!
---
FOAMST9I3
Speciai methods
0nIft TMH6, Pretoria, South Africa, 1984
49
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50