Frequently Asked Questions

The magic behind ASPHALT MANAGER starts with a unique vibration system. This system utilizes 2 eccentric weights that are in phase, but counter rotating. This leads to a completely linear motion of the drum, much like a tamper / jumping jack. This system can be rotated or aimed 90 degrees either way from vertical. As the direction of the vibration changes from vertical towards horizontal, the effective vertical amplitude decreases.The drum is outfitted with a vibration sensor on either side, which measure the feedback from the drum. This feedback is analyzed by a control system which determines whether more or less amplitude should be used, and adjusts the system accordingly.

ASPHALT MANAGER uses a proprietary vibration system coupled with 2 sensors that “listen” to the feedback from the drum. The system automatically adjusts the effective amplitude of the drum to optimize the compaction. This allows the drum to deliver the right amount of compaction when it counts, and minimize the amplitude before over-compaction can occur.

ASPHALT MANAGER can automatically adjust the amplitude of its front drum from maximum to near zero.ASPHALT MANAGER can run in oscillation-only mode.ASPHALT MANAGER can run its front drum in manual mode, like a 5-amplitude system, and with a bonus oscillation mode.

Great Question! ASPHALT MANAGER achieves the same benefits as a 5- or 8-amplitude system. In manual mode, ASPHALT MANAGER 2 allows an operator to select 1 of 5 fixed amplitude settings, while also reversing the direction of the eccentrics relative to the direction of travel, just like a 5- or 8-amplitude machine.But ASPHALT MANAGER will go a few steps further.ASPHALT MANAGER also offers an oscillation mode – a feature that 5- and 8-amplitude systems can’t accomplish.The unique movement of the ASPHALT MANAGER drum leads to more consistent density and smoothness, while reducing or eliminating impact spacing.Most importantly, ASPHALT MANAGER auto mode automates the adjustment of the amplitude system while in motion and while compacting. Think of it as placing a veteran operator in each drum of your 5- or 8-amplitude machine, and that operator is adjusting the amplitude wheel constantly based on the drum feedback – THAT is what ASPHALT MANAGER technology is doing for you.

ASPHALT MANAGER is equipped with a vibration sensor on either side of the front drum. Just like your veteran operator uses their ears to hear what the drum is doing (coincidently by picking up vibrations in the air, aka “sound”), these sensors listen to the feedback of the drum to detect signals that would indicate whether more or less amplitude is needed.

The ASPHALT MANAGER drum (which is the front drum on these machines) operates at 45 Hz / 2700 vpm. The rear drum is a conventional 2-amplitude, 2-frequency system which is available with a high frequency option, which allows up to 70 Hz / 4200 vpm.

Impact spacing is very limited with ASPHALT MANAGER machines. This relates to the unique motion of the ASPHALT MANAGER drum. While the vertical component of the vibration is performing the compaction work, the horizontal component is acting like an oscillation system and smooths out vibration marks. With each pass, as the feedback indicates more stiffness, the vibration becomes more horizontal, adding more oscillation-effect, thus reducing or eliminating impact spacing.

ASPHALT MANAGER machines are versatile and can operate anywhere you want them. Exact placement in your roller train will depend on your asphalt mix and what you are trying to achieve. Generally, the breakdown roller position is where you have the highest opportunity to use ASPHALT MANAGER technology to optimize your compaction train through reducing passes, improving density consistency, and improving smoothness.

No, ASPHALT MANAGER technology was first introduced in 2001! Its predecessor, VARIOCONTROL for soil compactors, is even older – introduced in 1996.ASPHALT MANAGER technology is widely used in Europe, but market conditions in North America never raised the interest in the technology. But now, with increasingly tight density specifications, more difficult mixes, and the challenge in finding quality operators in the North American market, this technology is suited to help contractors move their operations to the next level.

While exact numbers can’t be disclosed for competitive reasons, multiple thousands of ASPHALT MANAGER rollers have been produced at our facility in Boppard, Germany for the global market.

Absolutely! First, let’s set some parameters for the comparison. Let’s assume a 2” compacted lift of a relatively stiff material for an interstate overlay. We’ll compare 3 different roller trains to highlight the difference, which is also outlined in the chart below:Roller Train 1:  We have 3 conventional 2-amplitude/2-frequency rollers.  The breakdown roller is set to low amplitude / high frequency, running 4 passes.  The intermediate roller does the exact same.  The finish roller runs 2 static passes to iron out the marks.  In this case, low amplitude is dictated by the lift thickness.Roller Train 2:  For the breakdown position, we’ve substituted an 8-amplitude system, set to position 3, which achieves slightly higher amplitude than the convention 2A/2F system.  This roller achieves a better density at the end of it’s 4 passes because it has optimized the amplitude for it’s role as a breakdown roller.  The intermediate roller only needs 2 passes to hit the target before finish rolling.Roller Train 3:  An ASPHALT MANAGER machine is now in breakdown position, set to automatic mode for a 0-2” stiff mix.  On the first pass, it hears the sound of freshly laid asphalt, and automatically increases the effective amplitude.  On the second pass, it starts to detect some feedback, and drops the amplitude to about where the 8-amplitude system was set.  On the third pass - more feedback, less amplitude – ASPHALT MANAGER has reduced the amplitude to a typical 2A/2F level.  And on it’s last pass, even lower amplitude.  This has resulted in a highly accelerated density growth curve, reducing the need for so many passes later in the roller train.