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Meneguini, Eduardo Cesar Antonelli. "Avaliação de concreto asfáltico com incorporação de pó de borracha reciclada de pneus, tratada superficialmente com hidróxido de sódio comercial." [s.n.], 2011. http://repositorio.unicamp.br/jspui/handle/REPOSIP/258506.
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Orientador: Vladimir Antonio PaulonTese (doutorado) - Universidade Estadual de Campinas, Faculdade de Engenharia Civil, Arquitetura e Urbanismo
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Resumo: O principal objetivo deste trabalho é a determinação das principais propriedades do asfalto borracha e das propriedades mecânicas de um concreto asfáltico, tendo, como adição, o uso de borracha moída de pneus usados, tratada com solução de hidróxido de sódio comercial. Obtivemos, com o tratamento superficial da borracha de pneus usados, melhor interface entre a borracha e asfalto, assim como com o concreto asfáltico e a borracha, alcançando sensível aumento da durabilidade do asfalto-borracha. Realizamos, primeiramente, ensaios para caracterizar o asfalto-borracha tratado de acordo com as Normas vigentes, ensaios de durabilidade e, em seguida, ensaios mecânicos do concreto asfáltico. A recuperação elástica do asfalto-borracha utilizando pó de borracha tratada com hidróxido de sódio aumentou em 10% quando comparados com asfalto-borracha sem tratamento. Os resultados demonstraram melhora da estabilidade à estocagem em 42% nos ensaios realizados. Os ensaios de envelhecimento demonstraram que o tratamento do pó de borracha com hidróxido de sódio aumentou sensivelmente sua durabilidade. O ensaio de variação de massa, após o ensaio de envelhecimento, demonstrou que a perda de massa dos corpos de prova utilizando pó de borracha tratada com hidróxido de sódio foi 111% melhor quando comparados com os corpos de prova utilizando pó de borracha sem tratamento. Concluímos que há grande aplicabilidade deste asfalto-borracha na construção civil
Abstract: The main objective of this study is to determine the main properties of the asphalt-rubber and the mechanical properties of an asphalt concrete, with the addition of ground rubber from second-hand tires, treated with a sodium hydroxide commercial solution. We obtained, with the superficial treatment of rubber from second-hand tires, a better interface between the rubber and the asphalt, as well as with the asphalt concrete and the rubber, achieving significant increase in the durability of the asphalt-rubber. We undertake tests to characterize the treated asphalt-rubber according to current standards, durability tests, and then mechanical tests of the asphalt concrete. The elastic recovery of the rubber asphalt with rubber powder treated with sodium hydroxide increased by 10% compared to the untreated rubber asphalt. The results showed an improved stability to storage in 42% in the tests. The aging tests showed that the treatment of the rubber powder with sodium hydroxide significantly increased their durability. The mass change test after the aging test showed that the mass loss of the specimens with rubber powder treated with sodium hydroxide was 111% better when compared to the specimens with rubber powder without treatment. We conclude that there is great use of this rubber asphalt in the construction industry
Doutorado
Saneamento e Ambiente
Doutor em Engenharia Civil
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Nguyen, Tom P. "MITIGATING MOISTURE SUSCEPTIBILITY IN HOT-MIX ASPHALT CONCRETE." DigitalCommons@CalPoly, 2011. https://digitalcommons.calpoly.edu/theses/467.
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Moisture damage in asphalt pavement has always been a problem for drivers, bicyclists, and pedestrians. The primary objective of this study is to evaluate moisture susceptibility of Hot-Mix Asphalt (HMA) and to investigate mitigation techniques using different antistripping agents. Three types of antistripping agents were used in this research investigation. Two of which are chemical based and the other is hydrated lime. The two types of liquid antistripping agents used in this study include Arr Maz CC LOF-6500 and Arr Maz CC XL-9000. These two liquid antistripping agents were tested at 0.25%, 0.50%, and 0.75%. Hydrated Lime was tested at 1.0%, 1.5%, and 2.0%. The binder used in this study is Asphalt Performance Grade (PG) 64-16 provided by Oxnard Refinery. The crushed stone aggregate used in this study was provided by Cal Portland. This study follows the guidelines of standardized AASHTO, ASTM, and SuperPave mix design for all preparation and test procedures. A total of 120 4-inch by 2.83-inch core specimens with void ratios between 6 to 8 percent were created to test for moisture susceptibility in accordance with the Modified Lottman Test, which tested for Indirect Tensile Strength and Immersion Compression Test, which tested for Compression Strength and Elasticity. During the test, half of these specimens were placed in a hot water bath for 24 hours to condition the sample to represent field performance and the other half were unconditioned. Based on the results, the best liquid antistripping agent is XL-9000 at 0.50% and hydrated lime is most efficient at a dosage rate of 1.5%. The best performing antistripping additive for the value is hydrated lime at 1.5%.
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Penny, Julie Elizabeth. "An evaluation of heated reclaimed asphalt pavement (RAP) material and wax modified asphalt for use in recycled hot mix asphalt (HMA)." Worcester, Mass. : Worcester Polytechnic Institute, 2007. http://www.wpi.edu/Pubs/ETD/Available/etd-010807-113145/.
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Ofori-Abebresse, Edward Kwame. "Fatigue resistance of hot-mix asphalt concrete (HMAC) mixtures using the calibrated mechanistic with surface energy (CMSE) measurements approach." Thesis, Texas A&M University, 2006. http://hdl.handle.net/1969.1/4136.
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Fatigue cracking is one of the fundamental distresses that occur in the life of a Hot Mix Asphalt Concrete (HMAC) pavement. This load induced distress leads to structural collapse of the entire pavement ultimately and can only be remedied by rehabilitation. There is the need, therefore, for a total understanding of the phenomenon to be able to counter its occurrence. The fatigue resistance of hot mix asphalt concrete (HMAC) has been estimated using approaches ranging from empirical methods to mechanistic-empirical methods to purely mechanistic methods. A continuum mechanics based approach called the Calibrated Mechanistic with Surface Energy (CMSE) measurements was developed at Texas A&M University and recommended after comparison with other approaches in predicting fatigue lives of two Texas HMAC mixtures. The CMSE approach which includes fundamental material properties such as fracture, aging, healing, and anisotropy has been shown to effectively model the parameters that affect the performance of HMAC pavements exposed to repetitive traffic loads. Polymer modified asphalt (PMA) improves pavement performance by providing additional resistance to the primary distresses in flexible pavements, including permanent deformation or rutting, thermal cracking, and fatigue cracking. In this research, the CMSE approach was utilized to estimate the fatigue resistance of HMAC fabricated with asphalts modified with Styrene-butadiene-Styrene (SBS) co-block polymer. These HMAC mixtures were fabricated from materials used on three different road sections in Texas and one test pavement in Minnesota. The CMSE approach was validated as an effective approach for estimating the fatigue resistance of HMAC mixtures with PMA. The effect of oxidative aging on the fatigue resistance of the HMAC mixtures was also verified. Oxidative aging of the mixtures resulted in a corresponding decrease in mixture fatigue resistance. In addition, for two HMAC mixtures with the same binder content and aggregate gradation, the mixture with the softer of the two Performance Grade (PG) binders exhibited greater fatigue resistance. The use of the Utility Theory revealed the possible effects of aggregate geometric properties on the HMAC mixture properties and consequently on their fatigue resistance.
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Othman, Ayman Mahmoud. "Mechanical performance and fatigue crack growth behavior of polymer-modified asphalt concrete mixtures." Case Western Reserve University School of Graduate Studies / OhioLINK, 1995. http://rave.ohiolink.edu/etdc/view?acc_num=case1058531669.
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Asam, Kalyan Reddy. "Laboratory evaluation of the effect of superpave gradations and polymer modified asphalts on pavement performance." Ohio : Ohio University, 2001. http://www.ohiolink.edu/etd/view.cgi?ohiou1173466416.
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Edwards, Ylva. "Influence of waxes on bitumen and asphalt concrete mixture performance." Doctoral thesis, KTH, Väg- och banteknik, 2005. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-553.
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This doctoral thesis consists of a literature review, presented in two papers, and another six papers describing experimental studies of the influence of different kinds of wax and polyphosporic acid on bitumen and asphalt concrete mixture properties. The literature review should give an extensive description of the field of knowledge concerning wax in bitumen. Effects of wax in crude oil, bitumen and asphalt concrete as well as test methods for studying these effects are described. Theories behind possible mechanisms are also discussed, and commercial wax as additive to bitumen for different purposes included. The experimental parts comprise laboratory studies involving totally five 160/220 penetration base bitumens from different sources, two isolated bitumen waxes, five commercial waxes and one polyphosphoric acid. Asphalt concrete slabs, containing base or modified bitumen were prepared and tested. Binder properties were evaluated using different types of laboratory equipment, such as dynamic shear rheometer (DSR), bending beam rheometer (BBR), differential scanning calorimeter (DSC), force ductilometer, as well as equipment for determining conventional parameters like penetration, softening point, viscosity, and Fraass breaking point. Fourier Transform Infrared (FTIR) spectroscopy and Thin Layer Chromatography (TLC-FID) were used for chemical characterization. The binders were aged by means of the rolling thin film oven test (RTFOT) and pressure ageing vessel (PAV) in combination. Asphalt concrete properties were evaluated at low temperatures using the tensile strain restrained specimen test (TSRST) and creep test at -25°C. Dynamic creep testing was performed at 40°C, as well as complex modulus tests between 0 and 20°C. Binder test results indicated that the magnitude and type of effect on bitumen rheology depend on the bitumen itself, type of crystallizing fraction in the bitumen and/or type and amount of additive used. Bitumen composition was found to be of decisive importance. Adding polyethylene wax or polyphosphoric acid, especially to a non-waxy 160/220 penetration grade bitumen, showed no or positive effects on the rheological behaviour at low temperatures (decrease in stiffness) as well as medium and high temperatures (increase in complex modulus and decrease in phase angle). However, the corresponding positive effects could not be shown in dynamic creep testing (at 40°C) of asphalt concrete mixtures containing these modified binders. Adding FT-paraffin decreased the physical hardening index for all bitumens. Also polyethylene wax and montan wax showed this effect for some bitumens. Slack wax showed a large increasing effect on physical hardening, and polyphosphoric acid none or a minor negative effect. No correlation between physical hardening index (PHI) and wax content by DSC was found in this study, involving both natural bitumen wax and commercial wax. Addition of the commercial waxes used showed no or marginally positive influence on bitumen ageing properties for the bitumens and test conditions used. Comparing asphalt mixture test results to the corresponding binder test results, the effects on asphalt mixtures from adding commercial wax or polyphosphoric acid were less evident. Significant binder physical hardening by BBR could not be confirmed by TSRST.QC 20101006
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Bruxel, Daiana Frank. "ESTUDO DO COMPORTAMENTO VISCOELÁSTICO DE CONCRETOS ASFÁLTICOS CONVENCIONAIS E MODIFICADOS ATRAVÉS DE ENSAIOS DE LABORATÓRIO E DE ANÁLISE DE DESEMPENHO." Universidade Federal de Santa Maria, 2015. http://repositorio.ufsm.br/handle/1/7901.
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Coordenação de Aperfeiçoamento de Pessoal de Nível SuperiorRoad transport is of great importance for many countries, in Brazil it can be even more extreme, by excessive movement of cargo through this modal. We know that the maintenance costs of roads are high, forcing researchers to find always new alternatives to improve the use of materials, reduce energy consumption, speed up restoration interventions, among others. The goal of this study is to evaluate the behavior of conventional asphalt mixtures of polymers and modified for resistance and deformability. For this study, we used a crushed mineral aggregate skeleton of volcanic origin with framed particle size in the range of C DNIT, coming from the quarry of Santo Antonio da Patrulha RS. 4 types of asphalt binders were used, the CAP 50/70, the TLA CAP, the CAP 60/85 and the TLA FLEX, and the latter two are modified polymers. Compression was done according to Superpave methodology. Tests were carried out to check the mechanical behavior (test Tensile Strength for Diametral Compression (RT) assay Resilience Module (MR) and Dynamic Module test Uniaxial) and later held one performance analysis of mixtures studied by AASHTOWare software. From these investigations it was possible to verify the behavior of the mixtures studied for their resistance, deformability and especially as its durability. It can be said that the choice of the mixture to be used will depend on its applicability. The tests showed that mixtures with TLA Flex achieved the best results, a fact that was confirmed by performance analysis that demonstrated the mixture of TLA Flex with a thickness of 18 cm coating meets all requirements evaluated.
O transporte rodoviário é de grande importância para muitos países, no Brasil isso pode ser ainda mais extremo, pelo excesso de movimentação das cargas através deste modal. Sabe-se que os custos de manutenção das rodovias são elevados, forçando os pesquisadores a encontrar sempre novas alternativas para melhorar o aproveitamento dos materiais, diminuir o consumo de energia, agilizar as intervenções de restauração, entre outros. O objetivo do presente trabalho é avaliar o comportamento de misturas asfálticas convencionais e modificadas por polímeros quanto à resistência e deformabilidade. Para este estudo foi utilizado um esqueleto mineral agregado britado de origem vulcânica com granulometria enquadrada na Faixa C do DNIT, advindos da pedreira de Santo Antônio da Patrulha, RS. Foram utilizados 4 tipos de ligantes asfálticos, o CAP 50/70, o CAP TLA, o CAP 60/85 e o TLA FLEX. A dosagem e compactação foram feitas segundo a metodologia SUPERPAVE. Foram realizados ensaios para verificação do comportamento mecânico (ensaio de Resistência à Tração por Compressão Diametral (RT), ensaio de Módulo de Resiliência (MR) e ensaio de Módulo Dinâmico Uniaxial) e posteriormente realizada uma análise desempenho das misturas estudadas através do software AASHTOWare. A partir destas investigações foi possível verificar o comportamento das misturas estudadas quanto a sua resistência, deformabilidade e principalmente quanto ao seu desempenho. Pode-se afirmar que a escolha da mistura a ser utilizada dependerá do cumprimento de uma série de quesitos de projeto. Os ensaios evidenciaram que as misturas com TLA Flex obtiveram os melhores resultados, fato este que foi confirmado através da análise de desempenho que comprovou que esta mistura, com espessura de 18 cm de revestimento cumpre com todos os requisitos de projeto.
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Çelik, Osman Nuri. "The engineering properties and fatigue behaviour of asphaltic concrete made with waste shredded tyre rubber modified binders." Thesis, University of Leeds, 1996. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.271237.
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Chih-HongLi and 李志鴻. "Engineering Properties of Recycled Modified Asphalt Concrete (RMAC)." Thesis, 2016. http://ndltd.ncl.edu.tw/handle/29ecz2.
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碩士國立成功大學
土木工程學系
104
There are few domestic studies of Reclaimed Modified Asphalt Pavement (RMAP) now. In this study, AC-20 and AC-10 were respectively used as virgin asphalt and softening agent. RA-5 was used as rejuvenating agent. In order to compare engineering and volumetric properties for different mix designs, asphalt content and grading curve of mix designs were adjusted to the same as much as possible. In this study, conducting Marshall test of stability, flow, indirect tension, resilient modulus, residual strength and Cantabro test with mixture conditioning to evaluate virgin asphalt concrete, Recycled Asphalt Concrete (RAC) and Recycled Modified Asphalt Concrete (RMAC). In addition to flow value, engineering properties of RMAC and RAC were all in compliance with specification requirements, and reclaimed materials still obviously had hardening effect. RAC and RMAC had significant differences in Cantabro test, but there were no significant differences between short-term aging and long-term aging. When adding rejuvenating agent RA-5, V.M.A. of RAC and RMAC would decline with the increase of the proportion of reclaimed materials；but when adding the softening agent, V.M.A of RAC in a high proportion of reclaimed material would rise due to porosity increasing, and RMAC would still control the porosity of 4%. From the results of engineering and volumetric properties, it is feasible to use RMAP in asphalt pavement when proportion of reclaimed materials are less than 60%. Because of the effect of black rock, the surface of specimens would generate binder spots and bleeding.
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KUO-JUNG, CHENG, and 鄭國榮. "Research of Regeneration Modified Corase Graded Asphalt Concrete." Thesis, 2016. http://ndltd.ncl.edu.tw/handle/jh4266.
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碩士高苑科技大學
土木工程研究所
104
Taiwan has limited resources, therefore we rely on import for petroleum. Besides, sand and stone are decreasing. The reuse of reclaimed asphalt pavement (RAP) will reduce the environmental pollution and be friendly to the environment. This study investigated the use of aging highway which is modified reclaimed asphalt pavement, added the new pellets formulated into coarse grade, modified the asphalt and added the regeneration agent; It could be used as laying the road base after heating and stirring the regeneration. Because of the removed asphalt containing high molecular polymers, the viscosity of recycled asphalt is not easy to get the exact result by the normal test way. By comparing with the documents, we could get the actual ageing of the reclaimed asphalt pavement. Then we use the regenerant, add the different viscosity of AC-20, change into the Ⅲ type fresh asphalt, and divide into the recycled asphalt concrete of the 5000 Poise and the 15000 Poise target viscosities. In order to explore reclaimed asphalt pavement accounted for 40% of changed recycled asphalt concrete, we choose coarse graded asphaltic concrete to get the best asphalt content from Marshell test. Then we could know the testament of the stable value, the indirect tension strength retention, the immersion stripping test, the resilient modulus and the static creep test, etc. From the test results of the effectiveness comprehensive assessment, we know that the effect of changed recycled coarse graded asphaltic concrete is better than fresh coarse graded asphaltic concrete and the target viscosity 15000 Poise ( modified III asphalt) is better than the target viscosity 5000 Poise (AC-20). Both of them are able to be the marital subbase of building road.
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Yu-TingChen and 陳禹廷. "Engineering Properties of Modified and Recycled Asphalt Concrete." Thesis, 2018. http://ndltd.ncl.edu.tw/handle/p5pk52.
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碩士國立成功大學
土木工程學系
106
Fatigue cracking is one of the broken types of asphalt pavement in Taiwan. In this study, the engineering properties of asphalt concrete were tested to investigate the cracking behavior of asphalt concrete. The gradation of 19mm maximum aggregate size was adopted to control asphalt dosage and gradation curve. The results of water resistance showed that the AR-8000M and the SBS modified asphalt whose softening point was over 70°C, had good tensile strength ratio, indicating that appropriate modified effect was helpful for water resistance; besides, with the increase of the appending proportion for the reclaimed asphalt pavement (RAP), there was a downward trend in the result of indirect tension, affecting the ability of water resistance. According to the semi-circular bending test results, as the stiffness of asphalt increases, the strain energy to failure will increase. The modified asphalt concrete has better cracking resistance than the traditional asphalt concrete. The result of semi-circular bending test shows the contribution of polymer addition to asphalt concrete; in addition, The results of strain energy to failure and critical strain energy release rate of recycled asphalt concrete (RAC) show that 40% RAP of recycled asphalt concrete has better cracking resistance than traditional asphalt concrete. But with the RAP addition increasing, the cracking resistance of the recycled asphalt concrete will diminish.
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WANG, LIEN-PING, and 王連斌. "Research of Regeneration Modified Dense Graded Concrete Asphalt." Thesis, 2016. http://ndltd.ncl.edu.tw/handle/96211140506736759301.
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碩士高苑科技大學
土木工程研究所
104
There is close relationship between road works and the materials that asphalt concrete after processing is one of them. Asphalt concrete after processing can be reused after design and processing. The performance of reused asphalt concrete after processing is not worse than the performance of the fresh concrete, and the reused asphalt concrete after processing is in accordance with the needs of environmental sustainability. The eliminating materials of highway is better than general eliminating materials for the high standard on modified asphalt and aggregates. In this study, highway eliminating materials is used. Because of its bitumen eliminating material containing a polymer composition, the viscosity of bitumen recovered by conventional techniques can not be accurately determined. Hence, the fresh asphalt modified Ⅲ is simulated aging by thin film oven aging test to imitate the actual aging of the asphalt materials. A modified type Ⅲ fresh asphalt were formulated to target viscosity 5000Poise which was mixed by regenerated catalyst and regeneration of asphalt 15000Poise concrete (Recycled asphalt concrete) which was mixed by different viscosity of AC-20. There are 40% of recycled asphalt concrete modified in eliminating materials (Reclaimed asphalt Pavement, RAP ). We set the same grading curve conditions after Marshall test and get the optimal oil content. Stable value, indirect tension strength retention, flooding exfoliation, resilient modulus static creep and rutting were tested next. In order to compare the performance of the mechanical properties of RAC, we mixed the AC-20 and modified asphalt type Ⅲ full of fresh asphalt to get the mechanical properties. The mechanical properties of modified asphalt type Ⅲ in adding 40% eliminating materials are better than eliminating AC-20 in this study.
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賴瑞麒. "Effects of Modified Asphalt and Geogrid in Enhancing the Resistance of Asphalt Concrete to Reflection Cracks." Thesis, 1997. http://ndltd.ncl.edu.tw/handle/29128088203345787388.
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碩士中原大學
土木工程學系
85
Studies on the formation and development of reflection cracks in ]pavement overlay are readily found in many related literature. In particular, the formation and development of reflection cracks in asphalt concrete beams has been extensively studied. Among these studies, howver, very few focused on the effects of strength of geogrid embeded in asphalt concrete, to resist the formation of reflection cracks. On the other hand, the nominal maximum particle size of the aggregate used in these studies is smaller than that of the dense graded asphalt concrete required by the Construction Specifications commonly applied by the Taiwan. Area National Freeway Bureau (TANFB). It follows that the findings and/or conclusions of those studies cannot be effectively applied to most situations in Taiwan. It is therefore necessary to study the formation and development of refleciton cracks in overlaid dense graded asphalt concrete. In this study, a modified asphalt cement and a conventional asphalt cement are tested for comparison. In the experiment, an asphalt concrete beam is placed on an elastic foundation which consists of a rubber pad 20 cm thick. A 1 cm thick plywood sheet is placed between the beam and the elastic foundation to simulate the residual cracks in old pavement. A resilient modular test system is utilized to simulate repeated loadings. Specimen should be contained in a temperature chamber maintained at 20∼40℃. The geogrids used in this study are made of glass fiber, with strengths of 100 kN/m and 200 kN/m. Findings indicate that the use of geogrid significantly enhances the resistance of conventional asphalt concrete to the formationand development of reflection cracks, especially that reinforced with geogrids of 200 kN/m strength, in which the fatigue life is 10 times that of the non-reinforced beam. Findings also indicate that an increase in frequency of loadings to the beam reinforced with 200 kN/m geogrid results in a greater total settlement. Temperature increase results in an apparent reduction in fatigue life and a greater total settlement. Repeat the above experiment with an asphalt concrete beam made of ingredient mixed with modified asphalt cement. Findings indicate that the use of modified asphalt mixed into asphalt concrete beam shows equivalent resistance as the conventional asphalt concrete beam reinforced by 200 kN/m geogrid to the formation and development of reflection cracks, but a lower total settlement. It is observed that temperature has imposed the greatest impact on fatigue life cycle, white geogrid reinforcement will increase the number of cycles to failure, and in which the 200 kN/m geogrid provide better reinforcement than the 100 kN/m geogrid.
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Chang, Shu-Chia, and 張書嘉. "Material Characteristics and Evaluation of Engineering Properties of Rock Modified Asphalt Concrete." Thesis, 2019. http://ndltd.ncl.edu.tw/handle/2236au.
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博士國立臺灣科技大學
營建工程系
107
In this study, pure rock asphalt (PRA) was extracted from Buton rock asphalt. The PRA was added as a modifier to petroleum asphalt cement (AC-20) to form rock modified asphalt (RMA). A dynamic shear rheometer was used to conduct an oscillation test and multiple stress creep recovery test on the RMA to investigate its rheological properties and the optimum addition amount of PRA. The rock modified asphalt concrete (RMAC) design method including dry and wet modification processes was discussed. The RMAC included dense graded asphalt concrete, stone matrix asphalt, and porous asphalt concrete. The polymer modified asphalt concrete was the control group and the rock asphalt modified asphalt concrete was the experimental group. The asphalt mixtures were compared in terms of mechanical properties, pavement performance, durability, and acoustic characteristics to investigate the effectiveness of rock asphalt addition to asphalt concrete. Regarding the rheological properties of the RMA, research results show that the anti-viscous flow ability of AC-20 under high temperature environment or very low vehicle speed was improved. The permanent deformation resistance ability of AC-20 in the nonlinear viscoelasticity state was also improved. It indicates that the rutting resistance of rock modified asphalt concrete can be enhanced. In order to obtain the appropriate viscoelastic properties of rock modified asphalt to resist high-temperature deformation and low-temperature cracking, this study recommends that the PRA content of RMA be in the range of 15 to 34%. Regarding the mechanical properties of the RMAC, the viscosity of the asphalt binder could be increased and the penetration of the asphalt binder could be reduced through the wet modification process. The mechanical properties of the RMAC could be improved. In terms of the pavement performance of the RMAC, the rutting parameter of the asphalt binder could be increased and the non-recoverable compliance of the asphalt binder could be reduced through the wet modification process. The rutting resistance performance of the RMAC could be enhanced. Concerning the durability properties of the RMAC, the penetration of asphalt binder should be reduced to improve the durability of the RMAC. However, when the pure asphalt equivalent content (PRAeq) of rock modified asphalt concrete is higher than 15%, it can be found that the asphalt mixture tends to have a higher Cantabria abrasion ratio. Regarding the acoustic characteristics of the RMAC, 7-cm-thick RMAC has the sound absorption characteristics of sound waves with absorption frequency of 600~700Hz. In addition, rock asphalt modified porous asphalt concrete has air void of 20% and its surface has large macroscopic texture. Thus, rock asphalt modified porous asphalt concrete has better sound absorbing effect. Overall, the mechanical properties of the RMAC were comparable to those of polymer modified asphalt concrete. RMAC exhibited higher moisture damage resistance and lower moisture susceptibility compared with the polymer modified asphalt concrete. The pavement performance of the RMAC produced using the wet modification process was superior to that of the RMAC produced using the dry modification process. The pavement performance of asphalt concrete can thus be improved by adding a suitable amount of rock asphalt.
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Meng-HangHsieh and 謝孟航. "Influence of Storage Stability on Engineering Properties of Polymer-Modified Asphalt Concrete." Thesis, 2019. http://ndltd.ncl.edu.tw/handle/v34fyg.
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Onyango, Felix Odhiambo. "Rubber tyre and plastic waste use in asphalt concrete pavement." Thesis, 2015. http://hdl.handle.net/10352/331.
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M. Tech. (Civil Engineering, Faculty of Engineering and Technology), Vaal University of Technology)Modified asphalt concrete is one of the important construction materials for flexible pavements. The addition of polymers and natural hydrocarbon modifiers to enhance the properties of asphalt concrete over a wide temperature range in paving applications has been the common practice. Currently these modified asphalt mixtures are relatively expensive. However, recycled polymers and rubber added to asphalt have also shown similar results in improving the performance of road pavements. In this study, an attempt has been made to use low density polyethylene (LDPE) obtained from plastic waste and crumb rubber obtained from worn out vehicle tyres. The aim was to optimise the proportions of LDPE in the bitumen binder using the ‘wet process’ and crumb rubber aggregates in the hot mix asphalt (HMA) using the ‘dry process’. The Marshall method of bituminous mix design was carried out for varying percentages of LDPE namely 2%, 4%, 6%, 8% and 10% by weight of bitumen binder and 1%, 2%, 3%, 4% and 5% crumb rubber by volume of the mineral aggregates. The characteristics of bitumen modified with LDPE were evaluated. The modified asphalt mix was also evaluated to determine the different mix characteristics. The results from laboratory studies in terms of the rheological properties of the LDPE modified bitumen binder showed an increase in viscosity, softening point and stiffness of the binder. The optimum Marshall stability values for HMA mixtures containing 2% crumb rubber tyre and 4% LDPE were found to be 30% higher than the conventional asphalt concrete mix. The wheel tracking test done at 50ºC was 9.81mm rut depth showing a good rutting resistance of the optimized mixture compared to the conventional asphalt mixes. The Modified Lottman test gave a Tensile Strength Ratio value of 0.979 which indicates a low degree of moisture susceptibility of the modified asphalt mix. The above results showed improved properties of the asphalt mixture. The economic assessment done using the present worth of costs indicated a reduction in maintenance cost due to the extended service life of the modified asphalt pavement.
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Chiu, Kai-Hsiang, and 邱凱祥. "Study the Field Performance for Modified Asphalt Concrete with Basic Oxygen Furnace Slag." Thesis, 2011. http://ndltd.ncl.edu.tw/handle/93821761711679569920.
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碩士義守大學
土木與生態工程學系碩士班
99
In this study, aggregates and BOF-Slag to modification Ⅲ asphalt of bonding material made with concrete, Through the specimens with the design, the engineering properties of the associated test, followed by Southern Star in the Kaohsiung area land reclamation plan, the laying of road and observed the road test results, and analyze and discuss. In addition, as the test road located near the sea, and often have large vehicles, making too much dust on the road, you need to water often wash the pavement, so the experiment also increased the residual strength of sea water and fresh water, expansion of the comparison, and analysis and discussion results of this study provide engineering design and maintenance and construction of the reference. According to test results of this study that the BOF-Slag and the Marshall stability of asphalt concrete wear test is superior to conventional values other asphalt concrete, with anti-rutting capabilities; another expansion for this instability in the BOF-Slag, the image can be seen from the surface of the asphalt between the BOF-Slag and very close together, representing the BOF-Slag more easily than aggregates coated with asphalt, thereby reducing the occurrence of this expansion. There is also found that the quality of water will accelerate the destruction of the pavement, for the engineering properties of asphalt concrete will be reduced, because the other BOF-Slag asphalt concrete produced water will accelerate the expansion of the problem.
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Khodary, Moalla Hamed Farag. "Evaluation of Fatigue Resistance for Modified Asphalt Concrete Mixtures Based on Dissipated Energy Concept." Phd thesis, 2010. https://tuprints.ulb.tu-darmstadt.de/2108/1/Khodary_-_PhD-Thesis.pdf.
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The performance of asphalt concrete pavement depends on the bitumen properties, asphalt concrete mixtures volumetric properties and external factors such as traffic volume and environment. Bitumen is a visco-elastic material where temperature and rate of load application have a great influence on its behavior. Conventional bitumen is exposed to a wide range of loading and weather conditions; it is soft in a hot environment and brittle in cold weather. Higher traffic volume produces high stress within pavement layer, which is one of the main causes for pavement distress. Fatigue cracking and permanent deformation is considered as most serious distresses associated with flexible pavements. These distresses reduce the service life of the pavement and increase the maintenance cost. To reduce the pavement distresses there are different solutions such as adopting new mix design or by using asphalt additives. Using of asphalt additives in highway construction is known to give the conventional bitumen better engineering properties as well as it is helpful to extent the life span of asphalt concrete pavement. In this research an investigation was made on the fundamental studies of modified asphalt binder and mixtures in order to understand the influence of modifiers on the rheological properties and fatigue resistance with the aim of preventing fatigue cracking in asphalt pavement. The conventional bitumen (70/100) penetration grade was used in this research, modified with crumb rubber (CR) and styrene-butadiene-styrene (SBS) at four different modification levels namely 3%, 5%, 7% and 10% by weight of the bitumen. The rheological properties and fatigue resistance tests for asphalt binder were performed using a dynamic shear rheometer apparatus. Fatigue life for asphalt binder and mixtures were calculated based on the dissipated energy concept as well as a procedure for modifying of conventional bitumen was developed to find the suitable blending time and the optimum modifier content. From the results at low rubber content 3% and 5%, the behaviour of the modified bitumen remains close to that of the conventional bitumen and the optimum crumb rubber content for good rheological properties and long fatigue life was found to be 10% by the weight of bitumen. At higher (SBS) polymer content 7% and 10%, the behaviour of the modified binders remains close to that of the modified bitumen with 5% (SBS) and the optimum (SBS) content was found to be 5%. The fatigue behavior of modified bitumen was found to be significantly improved compared to conventional bitumen. Fatigue test using dynamic shear rheometer was found to be costly and time consuming. 3D finite element model for dynamic shear rheometer has been developed and was used for dissipated energy calculation. The experimental result and the model result showed excellent fit between dissipated energy for the same tested bitumen. On the other hand, a shift factor was found between the dissipated energy per volume from the bitumen specimen in dynamic shear rheometer and dissipated energy per volume for asphalt concrete mixtures in indirect tensile fatigue test.
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Yan-LinHuang and 黃彥霖. "Laboratory and Field Evaluation of Modified Basic Oxygen Furnace Slag Applied to Porous Asphalt Concrete." Thesis, 2015. http://ndltd.ncl.edu.tw/handle/2gpmus.
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碩士國立成功大學
土木工程學系
103
In the case of Taiwan lacks natural pellets gradually to find suitable alternative pellets and reduce carbon emissions is an important topic of public works. The study used a modified Basic Oxygen Furnace replace coarse aggregate to do asphalt concrete (Porous Asphalt Concrete, PAC) mix design, and compare it with the traditional Basic Oxygen Furnace and natural aggregates PAC with durability, functionality and safety. Then at different temperatures, laboratory analysis, to explore anti-rutting, permeable asphalt content and nature, the final analysis the modified Basic Oxygen Furnace and dense graded asphalt concrete to be detected before and after the data with paving. The results show that the modified Basic Oxygen Furnace PAC strength, stable value retention strength and resilience modulus are higher than three PAC there are good effects of flooding. Pavement temperature was raised to 70 ℃ will dramatically increase the depth of the rut, and modified converter stone preferred high temperature deformation resistance, but in dynamic stability values at high temperatures still can not regulate and direct impact on the value of the wheel track at permeable, 90 ℃ permeability coefficient is only half of 60 ℃. It shows the importance of curing time on the PAC. Basic Oxygen Furnace mix oil absorption will be affected raised, the need to extend the extraction time to get a more accurate results. Basic Oxygen Furnace modified after construction stone in functionality, safety and durability compliant and good performance after four months, are short-term observation, we shall continue to observe, to understand the long-term performance.
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Zeng, Yi-Lin, and 曾伊麟. "Performance Evaluation On Porous Asphalt Concrete Mixed with Polymer-Modified Cement between Crushed Stone and Basic Oxygen Furnance Slag." Thesis, 2009. http://ndltd.ncl.edu.tw/handle/38629120928596678509.
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Khodary, Moalla Hamed Farag [Verfasser]. "Evaluation of fatigue resistance for modified asphalt concrete mixtures based on dissipated energy concept / submitted by Farag Khodary Moalla Hamed." 2010. http://d-nb.info/1001484193/34.
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Chen, shnin huang, and 陳世晃. "The study of modified asphlt concrete standard." Thesis, 1997. http://ndltd.ncl.edu.tw/handle/70996986575689063492.
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碩士國立中央大學
土木工程學系
85
ABSTRACTkeyword: visbreaking , toughness , SMA , SEMRecently , many roads have already made use of modified asphalt in Taiwan .Up to now ,there are no standards of modified asphalt in Taiwan ,and we usually use ASTM or JIS .Therefore it is urgent to establish the standards suitable for Taiwan. The research focuses on the interrelation between toughness and tenacity of SMA used in Europe. Besides, we also research the bond effect between asphalt and polymer before and after visbreaking.The result of Rheology show that the asphalt cement of non- visbreaking have performs better than it of visbreaking , In addition , the asphalt cement of non-visbreaking have more chain entanglement and crosslink form FE-SEM(Field Emission Scanning Electron Microscope ) test. In a word , the asphalt cement of non-visbreaking is a better base asphalt .Form the result of research , the more polymer additive , the higher ability of deformation resistant of asphalt cement it shows. For the modified asphalt concrete, the mechanic property of asphalt cement would not reflect on the asphalt concrete .According to toughness test of the research , the toughness value at 10.8cm deformation has high degree positive relation with performance test. We can see that 10.8cm is very closed to the effective deformation of asphalt cement assumed by us. Stonic Mastic Asphalt really can be used in Taiwan to improve the rutting at high temperature, and consequently to improve the gradation and aggregate is another important problem. At last ,we refer to JIS , ASTM and the result of this research and elementary criterion draft for posterior research .
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Hung, Guo-Neng, and 洪國能. "Performance Evaluation on Porous Asphalt Concrete between Asphalt Rubber Modifier and AR-80 Asphalt Cement." Thesis, 2008. http://ndltd.ncl.edu.tw/handle/34337701436802422999.
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Chen, Shyue-Jinn, and 陳學璡. "Performance Evaluation between Fiber Additives and Asphalt Rubber Modifier On Porous Asphalt Concrete by Using Dynamic Modulus Test." Thesis, 2007. http://ndltd.ncl.edu.tw/handle/39852611460438862778.
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