Chapter 3:System Overview

This chapter is designed to familiarize first-time users with the major components of the
FWD test system. More detailed technical descriptions of specific components and
procedures are given in succeeding chapters. First-time operators should notice that there
is a Glossary near the end of this manual.

Falling Weight Deflectometer

The Falling Weight Deflectometer is mounted on the Transport Trailer, which is towed by
a Tow Vehicle. The FWD body is completely enclosed and is opened by releasing latches
located on either side of the machine. Opening the housing reveals the FWD force
generator, including the load plate, the deflection transducer elevators, and the FWD
mounted electronics system. Deflection sensors may also be placed rear of the main
housing.

Although considered optional equipment, the tow vehicle is an integral part of the FWD
test system. A suitable tow vehicle must have a rated towing capacity sufficient for the
trailer, see Specification. To be an optimized part ofthe FWD test system the tow vehicle
is usually slightly modified. The most efficient and convenient operation is obtained if the
wiring, electronics and computer are firmly installed. Depending on the FWD type some of
the following equipment may also be installed: controller for trailer electric brakes, larger
alternator, additional alternator, additional batteries, additional control buttons, hydraulic
pump, engine idler

Power supply

Electrical power is generated by a high output 12 V or 24 V DC alternator installed in the

tow vehicle, or an alternator on the trailer, operated by a petrol engine.

The tow vehicle engine, a 12 V or 24 V DC motor on the trailer, or a petrol engine on the
trailer operates the hydraulic pump.
Plate and Weight Assembly

The plate and weight assembly includes the components that work together to generate the
load impulse and impart it to the tested surface. The Plate and Weight assembly is also
refereed to as the "force generator" or "load generator".

Components

NOTE: The following text may be easier to understand if you refer directly to your FWD
while reading.

1. Middle weight
2. Falling weight
3. Frame
4. Guiding rolls
5. Upper rubber buffer set
6. Lower rubber buffer set
7. Support leg
8. Foot
9. Loading plate
10. Rubber plate

On this model the foot (6) and middle weight (1) is the same unit with no buffer in
between (6). Instead the rubber plate (10) is thicker and works as lower buffer set
Weights and buffers
As indicated by its name, the KUAB 2m-FWD features two masses. These masses are
referred to as the falling weight and the middleweight.
On some models weights can be added or removed from the falling weight and/or
middleweight, to change peak load and loading time.

One set of rubber buffers is attached to each of the upper and lower side of the
middleweight. A full explanation of the effect of the buffers is beyond the scope of this
manual, but a brief explanation is given later in this chapter.

On some models buffers can be added or removed to change peak load and loading time.
On some models the lower set of buffers may be attached to the foot instead of the
middleweight. The buffers may also come in the shape of ribbed rubber sheets.

The primary purposes of the foot are to guide the

loading plate and to allow for the placement of a
deflection sensor at the center of the load plate so
that the maximum deflection can be measured.
Segmented loading plate
A circular segmented loading plates with diameter of 300 mm is used to evenly distribute
the impulse on the surface. Sometimes plates with diameter of 100 mm, 150 mm and 450
mm are also supplied. Typically, the plate diameter that more closely simulates the actual
contact area of the simulated wheel load is used. Four-part segmented and stress-
distributing load plates are unique to the KUAB 2m-FWD and have been proven to evenly
distribute pressure on a variety of uneven surfaces. This is important because structural
analysis software assumes that the pressure is evenly distributed under the load plate, and
because other stress distributions are typically not reproducible.

The smallest plates, 100 mm and 150 mm, are not segmented. In some cases non-
segmented larger plates are also supplied.

The following picture is an example where the pressure distributions under a KUAB
segmented load plate and a conventional load plate were compared in the same test point.

Segmented Solid
Load Plate Load Plate
Frame and Support Legs
The frame provides support and guidance for the entire Plate and Weight Assembly. The
support legs do not move independently, but are actually part of the frame. The support
legs are lowered rotating an eccentric axle that is connected to the frame. The support legs
provide a more stable platform for conducting the tests than the trailer wheels and they
also provide a physical restraint against accidental movement of the unit while testing.
Generating a load pulse

A load pulse is the force generated by the falling weight and applied to the pavement
causing a deflection in the pavement surface. A load impulse is generated as follows:

1. The plate and weight assembly is lowered to the pavement surface. The frame supports
the plate and weight assembly perpendicular to the pavement surface. At this point, the
dead weight of the middleweight, foot, and load plate is applied to the pavement
surface.
2. The falling weight is raised to a predetermined height, depending on the magnitude of
the force needed.
3. The falling weight is released and falls down on the rubber buffer set on the top of the
middleweight. The resulting load pulse is transmitted through the upper buffers,
middle weight, lower buffers, foot, load plate, rubber plates and finally to the
pavement.

These are all part of a dynamic system that shapes the force pulse. The resulting force
pulse transmitted to the ground is reproducible and suitably shaped. When the load is
plotted against time the resulting plot reveals a smooth load pulse.

/\
I

TIEMPO T
The max peak force and rise time are shown in the specification. The rise time is simply
the time from when the force is first applied and to when the maximum force is applied.
Peak force and rise time can be varied by changing the height of fall and by using different
combinations of weights and buffers. The ideal force and rise time depend on the purpose
of the measurement. Generally, heavier load configurations should be used for pavements
loaded by heavier wheel loads.
The deflection sensors are mounted in elevators that are lowered to the surface for testing
and raised for towing. Different KUAB FWDs have different sensor elevator
configurations.

The "center elevator" raising and lowering the

center sensor, is the load plate. Attached to the
load plate may also be an elevator for additional
sensors close to the load plate. There may be a

Typically sensor positions 0, 200, 300, 450, 600,

900, 1200, 1500 and 1800 mm behind the load
center and 200 and 300 mm in front of the load

Hydraulic system

The hydraulic system consists of the hydraulic pump/motor combination, a bank of

solenoid valves mounted on a manifold, a hand pump, hydraulic cylinders, the hydraulic
oil filter, a fluid reservoir and various control valves, hoses and connectors.

The pump is operated by an electric motor, a petrol engine on the trailer or by the vehicle
engme.

The hydraulic pump pumps fluid to the manifold assembly. On the manifold assembly, the
upper valves control the hydraulic cylinders, while the bottom valve selects either a high
or low operating pressure for a particular mechanical movement. The hand pump is
mounted to the sheet metal FWD housing just forward of the valve assembly.

One cylinder lifts the falling weight. This cylinder also lowers and raises the entire plate
and weight assembly between testing and transport position. A second cylinder rotates an
eccentric axle that moves the FWD between transport and testing positions.

On most FWDs the frame that guides the plate and weight assembly is used as fluid
reservoir for the hydraulic system, and in some cases there is a separate fluid reservoir.
The transport trailer

The transport trailer supports the frame, which is connected to the trailer at three points.
The trailer frame is constructed of structural steel tubing and is hot-dipped galvanized for
complete corrosion protection. The suspension system consists of a torsion bar, or a rubber
suspension system and heavy-duty running gear. Inertial brakes or electric brakes are
incorporated into the unit and feature an emergency breakaway feature to lock the brakes
should the trailer become disengaged from the tow vehicle. The transport trailer is
equipped with lights and brakes, according to demands for normal highway speeds.

Operating system

The control system is placed partly on the trailer and partly in the tow vehicle. On the
trailer there are end switches indicating the positions ofthe movable parts, a junction
cabinet with relays giving power to the lifting magnet and the solenoids of the electric
hydraulic valves, and a control panel with direct commands to these relays. During
computer assisted testing, the computer operates the relays automatically.
The operator interacts with the computer to run the control system, read, display, store and
print measured results.

FWD Mounted Electric System

• FWD Junction Cabinet

• Manual Control Panel
• End Switches
• Solenoids
• Electromagnet

The junction cabinet is located on the right side of the FWD immediately above the
hydraulic fluid valve manifold. The cabinet contains printed circuit boards, relays, screw
terminal blocks, fuses and a 12 V DC to 24 V DC converter for the electromagnet.

With a few exceptions, the junction cabinet contains the connecting terminals between the
different parts of the electric system.
A Manual Control Panel is mounted on the FWD and contains all the controls for discrete
operation of the FWD for demonstration, maintenance or troubleshooting purposes. The
manual control can be used for component movement only, not for measurement.

End switches are simple mechanical switches carefully positioned near moving parts on
the FWD. By sensing the status (on/off) of the end switches, the electronics system can
determine the physical locations of moving mechanical components at any given time. The
end switches are also connected in such a way that certain movements that could damage
the FWD are prevented.

Solenoids are spring-loaded electromagnets that are typically used as control devices.
There are two types of solenoids on the FWD. One type of solenoid is used to open and
close hydraulic valves on the valve manifold. Activating the appropriate solenoid(s)
regulates appropriate fluid flow and pressure. The second type of solenoid, located
adjacent to the electric motor/hydraulic pump, is used to switch the electric motor on and
off.

Electromagnet

An electromagnet is used to lock the falling weight to the cylinder raising it. Unlike
mechanical connections, the magnet can release the weights with essentially no
disturbance.

WARNING: When the falling weight is being lifted, it is being suspended by an

electromagnet. Never rely on the electromagnet to secure thefalling weight ifworking on
the unit. Keep away from the falling weight, middleweight and the roller guides to prevent
serious injury.
Measuring Systems

A variety of parameters, including surface deflections, applied load, distance, air

temperature and pavement surface temperature are measured at each test point.
Transducers that provide a usable output in response to a specified physical quantity,
property or measured condition measure these parameters.

The most important function of the FWD measuring system is measuring deflections. For
most purposes, only the peak values of the deflections are recorded. The deflection
response of the pavement is measured using seismometers that use an inert mass as
reference point. Seismometers are commonly called "deflections sensors". The number of
deflection sensors is often seven, sometimes more, and in a few FWDs less. One is placed
on the ground through a hole in the center of the loading plate. The other sensors are
typically placed rear and/or forward of the load plate, on the centerline of the FWD.
Sometimes there are sensor positions also to the right and/or to the left of the centerline.

A pressure transducer that measures the oil pressure in the hydraulic load distributing
loading plate measures the applied load. A sensor mounted on the exterior of the FWD
housing measures air temperature. An infrared thermometer measures pavement surface
temperature. Some FWDs are not equipped with IR-thermometer. Distance is measured by
a distance meter that counts revolutions of a trailer wheel, or, rarely, is connected to the
speedometer of the tow vehicle.

Computer, Printer and Distance Meter Display

The components installed in the tow vehicle typically include an IBM-compatible laptop
computer, a printer, a separate LCD display, and a rack holding circuit boards of the
measuring system and the control system.

The hydraulic and measuring systems are controlled by the personal computer interfaced
with the electronics in the rack. Communication between computer and rack inside the tow
vehicle is accomplished through an I/O-port on the computer, or an input/output (I/O)
board interface installed in the computer.

At a minimum, the operator should be familiar with the keyboard layout and locations of
power and interface plug-ins as well as the location of the disk drive(s). The computer and
printer are further described in their manuals.

General Testing Sequence

1. Before testing, the operator is prompted by the computer for various information. A
full array of identification information can be customized to your needs.

3. The test sequence is initiated with a single keystroke. Once the test sequence is
initiated, the frame is lowered until it is resting on its support legs.

4. The plate and weight assembly is lowered to the ground along with the deflection
sensors.

5. A load pulse is applied to the pavement surface. The load pulse can be automatically
repeated several times at a variety of load levels. The peak value of the deflection of
the surface is measured and recorded at the center of the loaded area and at a number
of points in the deflection bowl, and stored together with applied force, air
temperature, pavement surface temperature and test point position.

6. The plate and weight assembly, the sensors and the frame are then returned to transport
position, after which the computer requests the operator to move to the next test point.
A standard 2-drop test sequence takes approximately 35 seconds, for some models
slightly more.

Additional Equipment

The FWD can also be equipped with a hydraulic core drill, video equipment, additional
temperature measuring equipment and GPS.