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Littérature scientifique sur le sujet « Asphalt cement »

Auteur : Grafiati

Publié le 4 juin 2021

Mis à jour le 26 janvier 2023

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Articles de revues sur le sujet "Asphalt cement"

Al-Jumaili, Mohammed Abbas, et Hamid Athab Al-Jameel. « Predicting a Model for Modified Asphalt Cement Rutting Parameters ». Key Engineering Materials 895 (3 août 2021) : 1–11. http://dx.doi.org/10.4028/www.scientific.net/kem.895.1.

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This paper aims to investigate the relationship between the Superpave rutting parameter of asphalt (G﹡/sin δ) by conducting Dynamic Shear Rheometer (DSR) tests with the rut depth values obtained by the wheel track device. The twenty asphalt mixtures have been prepared with twenty types of unmodified asphalts and Polymer-Modified Binders (PMBs). SBS was used to produce PMBs. The twenty base and modified asphalts have been used to prepare asphalt paving mixtures required to conduct wheel track tests. The predicted model of asphalt mixtures rut depth related to asphalt rutting parameter (G﹡/sin δ) values has been founded. Besides, the minimum limits of (G﹡/sin δ) of aged asphalt have been gotten as 3.25 kPa for Iraqi asphalt cement.

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Zhang, Yun Hua, et Fa Zhou Wang. « Effect of Emulsified Asphalt on Temperature Susceptibility of Cement Asphalt Mortar ». Advanced Materials Research 335-336 (septembre 2011) : 124–27. http://dx.doi.org/10.4028/www.scientific.net/amr.335-336.124.

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Cement asphalt mortar (CA mortar, or CAM) is a composite material with equal presence of cement and asphalt emulsion and acts as a cushion layer in the structure of slab track. In the hardened matrix, asphalt accounts for about 30 vol. %, rendering the properties of CA mortar susceptible to temperature variation. In the paper, different kinds of emulsified asphalts (A70 emulsified asphalt, A90 emulsified asphalt, SBS modified emulsified asphalt and SBR modified emulsified asphalt) for CA mortar and the compressive strengths of CA mortar under different temperatures (-18°C, 10°C, 25°C, 40°C and 60°C) were studied to reflect its thermal dependence. Results indicate that temperature susceptibility of CA mortar prepared with modified emulsified asphalt is better than which prepared with unmodified emulsified asphalt. SBS modified emulsified asphalt -CAM (viz. CA mortar prepared by SBS modified emulsified asphalt) is alleviated at the whole temperature range, while that of SBR modified emulsified asphalt -CAM is improved primarily at the lower temperature region. As for types of unmodified asphalts, A90 emulsified asphalt -CAM outperforms A70 emulsified asphalt -CAM at lower temperature range.

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Delgado Jojoa, Miguel Gerardo, Hugo Alexander Rondón Quintana, Jessica Alexandra Sánchez Gilede, Wilmar Darío Fernández Gómez et Fredy Alberto Reyes Lizcano. « Influence of four non-conventional additives on the physical, rheological and thermal properties of an asphalt ». Ingeniería e Investigación 38, n^o 2 (1 mai 2018) : 18–26. http://dx.doi.org/10.15446/ing.investig.v38n2.68638.

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This article shows the evaluation of the influence of two polymer wastes (crumb rubber – GCR and low density polyethylene – LDPE), a natural bitumen (Gilsonite - G) and a chemical component (Husil) about the physical, rheological and thermal properties of an asphalt cement (AC 60/70 penetration grade). Over a control asphalt and the modified asphalts were performed: penetration, softening point, ductility, ignition point, rheology (using a dynamic cut rheometer – DSR), Multi Stress Creep and Recovery (MSCR), linear amplitude sweep (LAS), differential scanning calorimetry (DSC) and thermogravimetric analysis (TGA) tests. The results show that fourth additives increase the stiffness and rutting resistance of the asphalts. Additionally, it reports an increase in fatigue cracking resistance when asphalt cement is modified with GCR, G and Husil. The additives give thermal stability to the asphalt cement, providing less mass loss (linked mostly to a less oxidation).

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Chen, Jian Hua, Gui Lian Zou, Xiao Ning Zhang, Shun Xian Zhang, Wen Nie et Tao Tao Wan. « Study on the Thixotropic Properties of Mastic Asphalt ». Advanced Materials Research 779-780 (septembre 2013) : 356–62. http://dx.doi.org/10.4028/www.scientific.net/amr.779-780.356.

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The asphaltic cement and mastic asphalt are respectively carried on Brookfield rotary viscometer and Lueer tester. The results show that: the thixotropic properties of mastic asphalt lags behind the asphaltic cement; as the stirring temperature is high, the thixotropic effect of mastic asphalt is not obvious, but the construction time range is large. With high stirring speed, the thixotropic effect of mastic asphalt is obvious, but the construction time range is small. The thixotropic effects of mastic asphalt are also analyzed to provide reference for the improvement of the construction process and quality of the construction.

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Li, Jun Xiao, Xiao Bo Yin, Jian Yuan, He Chao Zang et Zong Rui Hao. « Performance of Emulsified Asphalt Full Thickness Cold Recycling Subgrade Materials ». Advanced Materials Research 915-916 (avril 2014) : 704–8. http://dx.doi.org/10.4028/www.scientific.net/amr.915-916.704.

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Full thickness cold recycling subgrade materials were prepared by cement-emulsified asphalt solidified RAP and stabilized soil.The effect of adding amount of emulsified asphalts change on unconfined compressive strength, indirect tensile strength and water stability of cold recycled mixtures with different ratios was studied,and the mechanism of action of cement and emulsified asphalt in the mixtures was analysised via microscopic test. The results show that a proper addition of emulsified asphalt can improve the performance of cold recycled mixtures and the best emulsified asphalt mixing content is 3%. Microscopic test indicate that the cement hydration products space network structure interfinger with the emulsified asphalt network structure, so the cold recycled mixture tightly coupled to a semi-rigid whole, and the mixtures strength can form and develop.

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Li, Junxiao, Wei Fu et Hechao Zang. « Design Method for Proportion of Cement-Foamed Asphalt Cold Recycled Mixture ». MATEC Web of Conferences 142 (2018) : 02002. http://dx.doi.org/10.1051/matecconf/201814202002.

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Through foaming experiment of Zhongtai AH-70 asphalt, the best foaming temperature water consumption and influence factors of foamed asphalt’s foaming features are determined; By designing the proportion of foamed asphalt cold in-place recycled mixture combined with the water stability experiment, for this mixture the best foamed asphalt addition is 3%, and proportion of the mixture is RAP: fine aggregate: cement=75:23:2. Using SEM technology, the mechanism of increasing on the intensity of foamed asphalt mixture resulted by the addition of cement was analysed. This research provides reference for cement admixture’s formulation in the designing of foamed asphalt cold in-place recycled mixture.

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Kuemmel, David A., John R. Jaeckel, Alexander Satanovsky, Stephen F. Shober et Mitzi M. Dobersek. « Noise Characteristics of Pavement Surface Texture in Wisconsin ». Transportation Research Record : Journal of the Transportation Research Board 1544, n^o 1 (janvier 1996) : 24–35. http://dx.doi.org/10.1177/0361198196154400104.

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Twelve portland cement concrete pavement (PCCP) test sections were constructed to compare with standard PCCP and asphaltic concrete pavement (ACP) to quantify the effects of the pavement surface texture on noise, safety, and winter maintenance. Asphalt pavements studied included a Strategic Highway Research Program asphalt, stone matrix asphalt (SMA), and Wisconsin standard asphalt. A dependency between the pavement textures and their noise characteristics was observed. Noise measurements indicated that uniformly transverse tined PCCP created dominant noise frequencies that were audible adjacent to the road and inside the test vehicles. Careful design and construction of transversely tined PCCP can reduce tire-road noise. No significant acoustical advantages of open-graded asphalts over the standard dense asphalt were found. The results of this research are preliminary and have not yet been approved by the Wisconsin Department of Transportation Council on Research.

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Berthelot, Curtis, Diana Podborochynski, Colin Wandzura, Colin Prang et Brent Marjerison. « Triaxial frequency sweep characterization of Saskatchewan hot mix asphaltic concrete across asphalt cement binder type ». Canadian Journal of Civil Engineering 36, n^o 9 (septembre 2009) : 1403–10. http://dx.doi.org/10.1139/l09-066.

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The purpose of this research was to determine how asphalt cement binder types influence the mechanical behaviour of hot mix asphalt concrete mixes. This research employed triaxial frequency sweep characterization of a typical City of Saskatoon Hot Mix Type A2 and a typical Saskatchewan Ministry of Highways and Infrastructure Hot Mix Type 70 across a range of triaxial load frequencies and stress states representative of Saskatchewan field state conditions. The asphaltic mixes were evaluated across four asphalt cement binder types typically employed by Saskatchewan road agencies. Based on the findings of this study, the mechanical behaviour of both asphalt mixes evaluated were found to be highly sensitive to load rate, stress state, as well as asphaltic binder type. It was concluded that load rate, field stress state, and asphalt binder type should be incorporated into the structural design of hot mix asphalt concrete pavements to ensure adequate mix performance, particularly when placed in severe field conditions.

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Hu, Ganghua, Qing Yang, Xin Qiu, Huiqiong Liu, Yanfeng Qian et Shanglin Xiao. « Assessment of Interaction Behaviors of Cement-Emulsified Asphalt Based on Micro-Morphological and Macro-Rheological Approaches ». Materials 15, n^o 3 (29 janvier 2022) : 1070. http://dx.doi.org/10.3390/ma15031070.

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Cement emulsified asphalt composite binder (CEACB) plays a determining role in the construction of cold recycled asphalt pavements. Understanding the interaction behaviors of cement-emulsified asphalt is very essential to promote the serviceability of CEACB. The objective of this study was to explore the interaction behaviors and mechanism of cement-emulsified asphalt associated with microstructural characteristics and to assess the interaction ability of cement-emulsified asphalt by performing macro-rheological measurements. Firstly, the physico-chemical interaction of cement-emulsified asphalt was qualitatively discussed by analyzing the difference of characteristic peaks based on Fourier transform infrared (FTIR) spectrometer. Secondly, the micro-morphological evolution behaviors of CEACB attributing to the cement-emulsified asphalt interaction were investigated by using a fluorescence microscope (FM) and laser particle size analyzer (LPSA). Thirdly, the microstructural characteristics of CEACB were studied by observing the spatial network structure through the scanning electron microscopy (SEM). Finally, the macro-rheological index based on dynamic rheological shear (DSR) test was proposed to evaluate the interaction ability of cement-emulsified asphalt. The results show that the cement-emulsified asphalt interaction is merely a physical blending process due to the occurrence of no new characteristic peaks in the FTIR spectrum except for cement hydration products. The cement-emulsified asphalt interaction in early-age CEACB could be reflected by the aggregation process among asphalt droplets and the adsorption action of cement particles to asphalt droplets. A reasonable ratio of cement to emulsified asphalt could promote the formation of the denser spatial network structure of CEACB along with cement hydration products growing and interweaving with asphalt films. The K-B-G* index based on macro-rheological properties of CEACB with full consideration of cement hydration process is very suitable for evaluating the interaction ability of cement-emulsified asphalt under the condition of different cement proportions and curing time. The research would provide the support for understanding the natural properties of CEACB and promote the improvement of the mechanical performance of cold recycled asphalt pavements.

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Ma, Tao, Hao Wang, Yongli Zhao, Xiaoming Huang et Yuhui Pi. « Strength Mechanism and Influence Factors for Cold Recycled Asphalt Mixture ». Advances in Materials Science and Engineering 2015 (2015) : 1–10. http://dx.doi.org/10.1155/2015/181853.

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This study focused on the key factors affecting the tensile strength of cold recycled asphalt mixture with cement and emulsified asphalt. The specific surface areas and strength of RAP were analyzed. The interaction between the emulsified asphalt and cement was observed. Comprehensive laboratory testing was conducted to evaluate the influences of RAP, emulsified asphalt, and cement on the tensile strength of cold recycled asphalt mixture. It is found that although RAP is used as aggregates, its inner structure and strength are much different from real aggregates. The strength of RAP has decisive effect on the strength of cold recycled asphalt mixture. New aggregates and fine gradation design can help improve the bonding between RAP and binder. For emulsified asphalt, slow setting of asphalt can give sufficient time for cement to hydrate which is helpful for strength formation in the cold recycled asphalt mixture. The high viscosity of asphalt can improve the early strength of cold recycled asphalt mixture that is important for traffic opening in the field. Cement is an efficient additive to improve the strength of cold recycled asphalt mixtures by promoting demulsification of emulsified asphalt and producing cement hydrates. However, the cement content is limited by RAP.

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Thèses sur le sujet "Asphalt cement"

Gouru, Harinath. « Laboratory evaluation of asphalt-portland cement concrete composite ». Thesis, This resource online, 1992. http://scholar.lib.vt.edu/theses/available/etd-12232009-020518/.

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Saboori, Arash. « Warm Mix Asphalt Processes Applicable to North Dakota ». Thesis, North Dakota State University, 2012. https://hdl.handle.net/10365/26722.

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Warm mix asphalt (WMA) represents a group of technologies that allows production of asphalt mixtures at lower temperatures compared to traditional hot mix asphalt (HMA). This results in less fuel consumption and reduction in CO2 ?and fumes emission. This research was conducted in order to provide North Dakota department of transportation (NDDOT) with a thorough study on state of the practice of WMA in USA and compare WMA performance with HMA. Extensive literature study was conducted, collecting reports and field experiment data from DOTs of states with climate similar to ND. Viewpoints of experts in the field were collected and analyzed using a comprehensive survey. These were added to analysis of collected data on WMA performance. The research results suggest using foaming processes (Double Barrel Green in particular) and chemical additives (Evotherm in particular) at this early stage with guidelines for modifications in WMA specification and testing compared to HMA.
North Dakota Department of Transportation

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Hanson, Jon Russell. « Cracking and roughness of asphalt pavements constructed using cement-treated base materials / ». Diss., CLICK HERE for online access, 2006. http://contentdm.lib.byu.edu/ETD/image/etd1233.pdf.

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Liu, Yongliang. « Static, dynamic mechanical and fatigue properties of cement-asphalt mortars ». Thesis, University College London (University of London), 2018. http://discovery.ucl.ac.uk/10042034/.

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High-speed railway or rail (HSR) is a hot topic all over the contemporary world. And there is a growing tendency towards the application of nonballasted or slab tracks in HSR. Cement-asphalt mortar (CAM), a composite of Portland cement and asphalt emulsion, is widely used as a cushion layer in the two prevailing prefabricated concrete slab tracks of HSR in China, namely CRTS I and CRTS II. After a few years’ operation and service, however, premature cracking has been identified in the CAM layer along part of CRTS I and CRTS II. This is mainly caused by the fatigue of CAMs under repetitive traffic loading, that is, mechanical fatigue. In this research work, therefore, static, dynamic mechanical and most importantly, fatigue properties of the two typical CAMs, namely CAM-I and CAM-II, were investigated. Using a 4-point bending (4PB) test method, static or quasi-static mechanical properties of these two CAMs were studied. Results indicated that the 4PB test method was suitable for characterising their static bending properties in the laboratory, and more reliable results could be obtained, especially on modulus of elasticity, compared to the compression test method which was usually used for formulation design and quality evaluation. However, irrespective of the test methods used, CAM-I and CAM-II were found to be distinctively different in their static mechanical properties and behaviour at room temperature, due to the changes in the microstructures of their binding materials, cement-asphalt binder (CABs), used in CAMs at different A/Cs. The primary functions of CAMs as the cushion layer in CRTS I and II, especially damping, had been demonstrated to be in close relation to their viscoelasticity. Based on the DMA method, the temperature spectra of dynamical modulus and loss factors of CAMs or CABs were obtained to characterise their temperature susceptibility and viscoelasticity, respectively. On the temperature spectrum of CAM-I, the two characteristic temperatures of the asphalt binder, Tg implied to be around -20 °C and TR&B measured to be 48 °C, could be determined, andthese two not only defined the viscoelastic zone for CAM-I and the immediate temperature range for the fatigue tests of CAM-I, but also the two boundaries of service temperatures for CAM-I and CAM-II under traffic loads. The higher A/C caused a decrease in dynamic modulus of CAMs but an increase in their loss factors and temperature susceptibility, and a balance should be considered between them in the future design of new CAMs. For the first time, 4PB fatigue of CAM-I and CAM-II were investigated using two different fatigue test schemes, and the results indicated that, in terms of the fatigue behaviour, the CAM-I can be considered as a cement-modified asphalt mortar whilst CAM-II an asphalt-modified cement mortar. Therefore, it is preferable to use the asphalt mixture-based fatigue test configuration for CAM-I and this fatigue test scheme was an ideal one to be used. Additionally, it was found that low temperature was beneficial to the fatigue life of CAM-I whereas high temperature was detrimental to its fatigue life. On the other hand, the fatigue test configuration of cement-based materials including plain concretes is favourable to use for CAM-II but might not suitable for CAM-II, especially when the influence of the reversal stress, R, or the test temperature was separately considered. Different from plain concrete materials, the reversal stress or the test temperature had a significant impact on the fatigue life of CAM-II. Higher temperature would greatly reduce its fatigue life, and this temperature should not be higher than TR&B of the asphalt binder used. Much longer fatigue life of CAM-II was observed under low temperatures if the same stress, instead of normalised stress level, was applied, and CAM-II was more like plain concretes when temperature fell to around Tg of the asphalt binder.

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Brown, Ashley Vannoy. « Cement Stabilization of Aggregate Base Materials Blended with Reclaimed Asphalt Pavement ». Diss., CLICK HERE for online access, 2006. http://contentdm.lib.byu.edu/ETD/image/etd1314.pdf.

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Lucena, Maria da ConceiÃÃo Cavalcante. « Chemical and rheological characterization of an asphalt cement(AC)modified polymers ». Universidade Federal do CearÃ, 2005. http://www.teses.ufc.br/tde_busca/arquivo.php?codArquivo=1417.

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Neste trabalho foi realizado o estudo da caracterizaÃÃo quimica e reologica do cimento asfaltico produzido recentemente no pais, oriundo de petroleo do Campo Fazenda Alegre, no estado do Espirito Santo. Para efeito de comparaÃÃo, tambem foram estudados os asfaltos da refinaria Vale do Paraiba e os estrangeiros arabe e venezuelano. Os asfaltos foram modificados por incorporaÃÃo dos polimeros SBS e EVA, e os efeitos resultantes da modificaÃÃo foram avaliados. Os parÃmetros investigados visaram a avaliaÃÃo de problemas usuais como: deformaÃÃo permanente, trincas termicas e oxidaÃÃo. Os polimeros foram caracterizados atraves de termogravimetria e calorimetria exloratoria diferencial e por espectroscopia no infravermelho. Os asfaltos puros e modificados foram caracterizados por espectroscopia no infravermelho, ressonÃncia magnetica nuclear, calorimetria exploratoria diferencial, termogravimetria e cromatografia de permeaÃÃo em gel. A composiÃÃo quimica foi realizada atraves do fracionamento SARA e teor de enxofre. Ensaios empiricos como ponto d amolecimento, penetraÃÃo e retorno elastico tambem foram realizados. As propriedades reologicas foram avaliadas atravÃs da viscosidade absoluta e de ensaios dinÃmico-mecÃnicos. O envelhecimento oxidativo dos asfaltos foi avaliado a partir da analise dos espectros no infravermelho e de ressonÃncia magnÃtica nuclear, alem da variaÃÃo do modulo complexo de cisalhamento dinÃmico. Observou-se que os asfaltos brasileiros diferem em relaÃÃo aos teores de carbonos aromÃticos, quando comparados com o asfalto Ãrabe. Alem disso, apresentam comportamento diversos frente Ã presenÃa de oxigÃnio. Nos asfaltos modificados pos SBS, o ensaio de calorimetria exploratÃria diferencial mostrou uma diminuiÃÃo na transiÃÃo vÃtrea do material. A presenÃa do SBS aumentou a resistÃncia do asfalto ao processo oxidativo. A adiÃÃo do SBS e do EVA provocou um aumento da viscosidade do asfalto de forma nÃo linear indicando que os polÃmeros nÃo sÃo aditivos inertes. O comportamento Newtoniano nÃo foi verificado para os ligantes modificados. Ensaios dinÃmicos-mecÃnicos demonstraram que o SBS elevou o grau de desempenho dos ligantes. Os ensaios com as aparas da industria de calÃados (EVA), indicaram uma melhoria na elasticidade do ligante.
This work presents a study on chemical and rheological characterization of an asphalt cement (AC) recently produced in Brazil, originated of petroleum of the field of Fazenda Alegre at the state of EspÃrito Sa nto. A second Brazilian petroleum and also a foreign one were also studied, and their respective asphalts were compared to the Fazenda Alegre AC. The effect of polymers such as SBS and EVA on the chemical and rheological behavior of the investigated ACs was also object of the study. Typical pavement distresses were considered, such as permanent deformation, thermal cracking and oxidation. The polymers were examined using therm ogravimetry and differential scanning calorimetry and also infrared spectroscopy. Base and modi fied asphalt cements were characterized by infrared spectroscopy, nucl ear magnetic resonance, thermogravimetry, differential scanning calori metry and gel permeation chromatography. The chemical composition was found by the SARA method a nd the sulfur amount. Empirical tests such as softening point, penetration and elastic recovery were also performed. Rheological properties were determined by the absolute viscosity and dynamic mechanical analyses. The oxidative aging of asphalts was analyzed by the infrared and nuclear magnetic resonance as well by the variati on of complex shear modulus. The observed structural characteristics show ed that the Brazilian asphalt has a different structure when compared to foreign asphalts, evidenced by a different amount of aromatic carbon. In addition, the asphalts showed different beha vior when exposed to oxidative conditions. The differential scanning calorimetry results showed a decrease in glass transition temperatures in the polymer modi fied asphalts. The effect of SBS and EVA were also observed in the viscosity measurem ents. An increase in the absolute viscosity and a Non-Newtonian behavior was observe d. Therefore, polymers acted as non-inert additives. Dynamic mechanical analyses demonstrated that SBS increases the binder performance grade. The analyses performed in the asphalts modified by the residue of sandalâs industry showed an improvement in elasticity.

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Ghavibazoo, Amir. « Characterization of Activities of Crumb Rubber in Interaction with Asphalt and its Effect on Final Properties ». Diss., North Dakota State University, 2014. http://hdl.handle.net/10365/24768.

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Ragab, Mohyeldin. « Enhancing the Performance of Crumb Rubber Modified Asphalt through Controlling the Internal Network Structure Developed ». Diss., North Dakota State University, 2016. http://hdl.handle.net/10365/25735.

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Sustainability presents a pathway for future generations to have a better life. Cradle to cradle methodology is the essence of sustainability. In cradle to cradle approach, we aim to reuti-lize a given waste instead of disposing or landfilling it. Each year, millions of waste tires are dis-posed of in landfills. This poses a major challenge environmentally and economically. Environ-mentally, those tires become prone to fire hazards as well as being a place for rodents and mos-quitos to reside at. Economically, on the other hand, each tire has an average of about 50% valu-able polymers as well as oily components. One of the methods to utilize the valuable raw materi-als in waste tires is to recycle it in the form of ground tire rubber also known as crumb rubber modifier (CRM). Although CRM has been widely used as an asphalt modifier, however, due to the complexity of asphalt as well as the waste nature of CRM, the full understanding of the CRM modification mechanism with asphalt has not been fully understood. Understanding of the modi-fication mechanisms involved in the CRM interaction with asphalt would enable us to produce a crumb rubber modified asphalt (CRMA) with enhanced properties. In the current research work, an attempt is made to better understand the mechanism of interaction between CRM and asphalt and the nature of components from asphalt and CRM that take part in the interaction between them. In addition, we investigate the effectiveness of CRM as a modifier for asphalt on the mac-ro and microscale aspects. Another part of the current research work deals with a second waste material; used motor oil. Used motor oil (UMO) presents yet another challenge to environment. With the ever increas-ing motor vehicles produced with advanced technologies and increased advanced motor oil de-mand. This presents a burden on the environment, with the continuous production of UMO. In the current research work, we investigated the feasibility of utilizing UMO as a modifier for asphalt and CRMA. We also investigated the effect of UMO on the micro and macroscale aspects of asphalt.

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Ghavibazoo, Amir. « Characterization of Activities of Crumb Rubber in Interaction with Asphalt and its Effect on Final Properties ». Diss., North Dakota State University, 2015. https://hdl.handle.net/10365/27474.

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Recycling of millions of scrap tires produced everyday is crucial challenge encountered by waste management systems. Recycling tire rubbers in form of ground tire rubber, known as crumb rubber modifier (CRM), in asphalt industry was introduced in early 1960's and is proved as an effective recycling method. Interaction between CRM and asphalt is physical in nature which happens mainly due to exchange of components between CRM and asphalt and enhances the time temperature dependant properties of asphalt. In this work, the interaction between CRM and asphalt was evaluated through monitoring the evolutions of CRM in asphalt in macro and micro-level. The mechanism and extent of CRM dissolution were monitored under several interaction conditions. The composition of materials released from CRM was investigated using thermo-gravimetric analysis (TGA). The molecular status of the released components were studied using gel permeation chromatography (GPC) analysis. The composition analysis indicated that the CRM start releasing its polymeric components into the asphalt matrix at dissolutions higher than 20%. The released polymeric component of CRM alters the microstructure of the asphalt and creates an internal network at certain interaction temperatures according to viscoelastic analysis. At these temperatures, the released polymeric components are at their highest molecular weight based on GPC results. The effect of released components of CRM on the time temperature dependent properties of asphalt and its glass transition kinetic was monitored using dynamic shear rheometer (DSR) and differential scanning calorimetry (DSC), respectively. The DSC results showed that the intensity of glass transition of the asphalt binder which is mainly defined by the aromatic components in asphalt reduced by absorption of these components by CRM. The evolution of CRM was investigated during short-term aging of the modified asphalt binder. In addition, the effect of presence of CRM and release of its component on oxidization of asphalt binder was evaluated using Fourier transform infrared spectroscopy (FTIR). The results revealed that CRM continue absorbing the aromatic components of asphalt during aging which stiffen the asphalt binder. Also, it was observed that release of oily components of the CRM, which contain antioxidant, reduces oxidization rate of asphalt significantly.
National Science Foundatio (Grant No. 0846861)

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Bermel, Bethany Noel. « Feasibility of reclaimed asphalt pavement as aggregate in Portland cement concrete pavement ». Thesis, Montana State University, 2011. http://etd.lib.montana.edu/etd/2011/bermel/BermelB0811.pdf.

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Each year, the US highway industry produces over 100 million tons of reclaimed asphalt pavement (RAP) through the rehabilitation and construction of the nation's roads. Using RAP as aggregate in Portland cement concrete pavement (PCCP) is one attractive application for a further use of this recyclable material. Earlier research has demonstrated the feasibility of creating concrete with RAP aggregate; however, prior studies focus on mechanical properties of the material. This research project will further distinguish the properties of this material and draw conclusions on the concrete's aptness for use as a pavement in Montana. This thesis encompasses the development of candidate RAP in PCCP mixtures that will subsequently move forward for a more thorough evaluation of their material properties. The mixing experiment and preliminary testing phases of this project provided information to draw a number of conclusions about the appropriateness of RAP aggregate in PCCP, including: (1) using conventional practices, PCCP containing RAP aggregate (20 percent fine and 45 percent coarse) can achieve compressive strengths in excess of 3,000-psi; (2) as the RAP replacement rate is increased, the compressive strength of the concrete decreases; (3) fine RAP aggregate appears to have a more detrimental effect on the concrete than coarse aggregate; (4) concretes with a relatively high RAP replacement rate (50 percent fine and 100 percent coarse) may be suitable for transportation applications; (5) at high RAP replacement rates, there appears to be a benefit (relative to concrete strength) in using increased replacements of both fine and coarse RAP, rather than singly replacing just one aggregate gradation; and (6) concrete containing RAP displays increased flexural strengths as compared to traditional PCCP. This material research was performed using a Design of Experiments (DOE) method. The suitability of this statistical method as a mix design development tool was characterized through several important findings, which include: (1) the DOE method was effective in distinguishing mixture behaviors; (2) mix design optimization is readily accomplished using the statistical model generated from the DOE data; and (3) variability in the concrete mixing and testing processes has a significant effect on the capabilities of the statistical model.

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Livres sur le sujet "Asphalt cement"

Hardin, JC, dir. Physical Properties of Asphalt Cement Binders. 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959 : ASTM International, 1995. http://dx.doi.org/10.1520/stp1241-eb.

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Asphalt materials and mix design manual. Westwood, N.J : Noyes, 1998.

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Malsch, David A. Evaluating the effectiveness of liquid anti-strip additives in asphalt cement. Olympia, WA : Washington State Dept. of Transportation, Planning, Research and Public Transportation Division in cooperation with U.S. Dept. of Transportation, Federal Highway Administration, 1985.

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Griffith, Andrew. Asphalt cement chip seals in Oregon : Construction report. Salem, OR : Oregon Dept. of Transportation, Research Group, 2000.

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Ruenkrairergsa, Teeracharti. Stability of granitic soil mixed with asphalt cement. Bangkok, Thailand : Dept. of Highways, Ministry of Communications, 1985.

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Weimar), Asphaltstrassentagung (1997. Asphaltstrassentagung 1997 : Vorträge der Tagung der Arbeitsgruppe Asphaltstrassen am 5. und 6. Juni 1997 in Weimar. Bonn : Kirschbaum Verlag, 1998.

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Dawley, Cece. Guide to the characteristics, performance and selection of paving asphalts. Ottawa : Transportation Association of Canada = Association des transports du Canada, 1996.

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American Association of State Highway and Transportation Officials., National Research Council (U.S.). Transportation Research Board., United States. Army. Corps of Engineers. et United States. Federal Aviation Administration., dir. Hot-mix asphalt paving handbook 2000. 2^e éd. [Washington, D.C.] : US Army Corps of Engineers, 2000.

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Iinkai, Dōro Gijutsu Senmon. Dōro Gijutsu Senmon Iinkai hōkoku, R-7 : Iwaki Kokudō Kōji Jimusho no konkurīto hosō. Tōkyō : Semento Kyōkai, 1988.

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Halstead, Woodrow J. Rapid test methods for asphalt concrete and portland cement concrete. Washington, D.C : National Academy Press, 1993.

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Chapitres de livres sur le sujet "Asphalt cement"

Yang, Zhihao, Linbing Wang, Dongwei Cao, Rongxu Li et Hailu Yang. « Test and Evaluation for Performance of Composite Pavement Structure ». Dans Lecture Notes in Civil Engineering, 282–97. Singapore : Springer Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-1260-3_25.

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AbstractPerpetual pavement has become an important research field of highway development in China. Reasonable selection of pavement structure and ensuring the durability of the structure are one of the necessary measures to build perpetual pavements. The inverted asphalt pavement structure can not only provide high strength and good bearing capacity of semi-rigid base, but also make use of the graded crushed stones for restraining the reflection cracks of semi-rigid base. This paper presented a study on three pavement structures are, namely, a semi-rigid asphalt pavement and two inverted asphalt pavements. The performances of the three pavement structures after one million loading repetition are obtained. Taking rutting depth, deflection and dynamic response as evaluation indexes, the feasibility of inverted asphalt pavement structure as perpetual pavement structure is evaluated. It is found that the composite asphalt pavement structure with permeable asphalt mixture of large particle size as base and cement stabilized macadam as subbase has the best performance as perpetual pavement.

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Tashiro, Chuichi, et Mitsuru Ueda. « Properties of Asphalt Emulsion Concrete Using Cement Filler ». Dans Brittle Matrix Composites 3, 555–62. Dordrecht : Springer Netherlands, 1991. http://dx.doi.org/10.1007/978-94-011-3646-4_59.

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Lay, Maxwell, Metcalf John et Sharp Kieran. « The essential paving properties of bitumen, asphalt and cement ». Dans Paving Our Ways, 99–103. First edition. | Boca Raton : CRC Press, 2021. : CRC Press, 2020. http://dx.doi.org/10.1201/9781003056300-11.

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Huang, Qin L., Chen J. Quan, Zhuang Yang et J. Xu. « Mechanical Properties of Cement Stabilized Macadam Mixed with Emulsified Asphalt ». Dans Proceedings of GeoShanghai 2018 International Conference : Transportation Geotechnics and Pavement Engineering, 452–62. Singapore : Springer Singapore, 2018. http://dx.doi.org/10.1007/978-981-13-0011-0_49.

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Hong, Jinxiang, Wei Li et Kejin Wang. « Effects of Anionic Asphalt Emulsion on Early-Age Cement Hydration ». Dans International Congress on Polymers in Concrete (ICPIC 2018), 143–49. Cham : Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-78175-4_16.

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Hoang, Nguyen Ba, Pham Van Hung, Tran Viet Khanh et Nguyen Viet Huy. « Application of Asphalt Concrete using Limestone with Cement & ; Admixture ». Dans Lecture Notes in Civil Engineering, 391–96. Singapore : Springer Singapore, 2019. http://dx.doi.org/10.1007/978-981-15-0802-8_60.

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Yuan, Jiawei, Qiao Dong, Tianjie Zhang et Xingyu Gu. « Design and Performance Evaluation of Cement Enhanced Cold Patch Asphalt Mixture ». Dans Proceedings of GeoShanghai 2018 International Conference : Transportation Geotechnics and Pavement Engineering, 463–70. Singapore : Springer Singapore, 2018. http://dx.doi.org/10.1007/978-981-13-0011-0_50.

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Zhan, W., X. Yan, Z. Hu, Y. Yu et J. C. Wang*. « Study on nonlinear behavior of soil-cement based on CTS model ». Dans Green and Intelligent Technologies for Sustainable and Smart Asphalt Pavements, 379–83. London : CRC Press, 2021. http://dx.doi.org/10.1201/9781003251125-60.

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Mukhopadhyay, Anol, et Xijun Shi. « Microstructural Characterization of Portland Cement Concrete Containing Reclaimed Asphalt Pavement Aggregates Using Conventional and Advanced Petrographic Techniques ». Dans Advances in Cement Analysis and Concrete Petrography, 187–206. 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959 : ASTM International, 2016. http://dx.doi.org/10.1520/stp161320180008.

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Yuan, H. Q., Z. Ge, R. J. Sun, Y. H. Guan, Y. Q. Huo et H. Z. Zhang. « Application of green calcium sulphoaluminate cement to prepare foamed concrete for road embankment ». Dans Green and Intelligent Technologies for Sustainable and Smart Asphalt Pavements, 26–31. London : CRC Press, 2021. http://dx.doi.org/10.1201/9781003251125-5.

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Actes de conférences sur le sujet "Asphalt cement"

Liu, Zhifei, Jinxiang Hong et Jiaping Liu. « Rheological Behavior of Fresh Cement Asphalt Mortar ». Dans Second International Conference on Sustainable Construction Materials : Design, Performance, and Application. Reston, VA : American Society of Civil Engineers, 2012. http://dx.doi.org/10.1061/9780784412671.0005.

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Edeh, J. E., J. I. Nor et K. J. Osinubi. « Cement Kiln Dust Stabilization of Reclaimed Asphalt Pavement ». Dans GeoCongress 2012. Reston, VA : American Society of Civil Engineers, 2012. http://dx.doi.org/10.1061/9780784412121.395.

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Li, Yunliang, Menglong He, Jiuye Zhao, Shanshan Wang, Lun Ji, Ouyang Jian et Yiqiu Tan. « Cement Asphalt Mastic Dynamic Mechanical Properties and Microstructure Research ». Dans Transportation Research Congress 2016. Reston, VA : American Society of Civil Engineers, 2018. http://dx.doi.org/10.1061/9780784481240.012.

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Ashuri, Baabak, Mohammadilbeigi Mohammadilbeigi, Yang Hui et Mohsen Shahandashti. « Modeling And Forecasting Fluctuations Of Asphalt Cement Price Index ». Dans The Seventh International Structural Engineering and Construction Conference. Singapore : Research Publishing Services, 2013. http://dx.doi.org/10.3850/978-981-07-5354-2_radm-5-131.

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« RECLAIMED ASPHALT PAVEMENT AS AGGREGATE IN PORTLAND CEMENT CONCRETE ». Dans SP-314 Eco-Efficient and Sustainable Concrete Incorporating Recycled Post-Consumer and Industrial Byproducts. American Concrete Institute, 2017. http://dx.doi.org/10.14359/51689739.

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Sun, Renjuan, Tongbo Sun, Ziqiang Feng et Zhidong Zhou. « Research on Multigrade Asphalt Cement (MAC) Application Based on Evotherm Warm-Mixed Asphalt (EWMA) Technology ». Dans Geo-Hubei 2014 International Conference on Sustainable Civil Infrastructure. Reston, VA : American Society of Civil Engineers, 2014. http://dx.doi.org/10.1061/9780784478554.006.

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Ma, Tao, Chen Chen et Chunlei Li. « Laboratory Investigation of Recycling for Aged SBS Modified Asphalt Cement ». Dans GeoHunan International Conference 2011. Reston, VA : American Society of Civil Engineers, 2011. http://dx.doi.org/10.1061/47623(402)17.

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Puppala, Anand J., Sireesh Saride, Ajay Potturi et Laureano R. Hoyos. « Resilient Behavior of Cement-Fiber Treated Reclaimed Asphalt Pavement Aggregates ». Dans International Foundation Congress and Equipment Expo 2009. Reston, VA : American Society of Civil Engineers, 2009. http://dx.doi.org/10.1061/41023(337)55.

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Zagvozda, Martina, Matija Zvonarić, Marijana Cuculić et Ivana Pranjić. « Waste rubber - sustainable pavements solution ? » Dans 6th International Conference on Road and Rail Infrastructure. University of Zagreb Faculty of Civil Engineering, 2021. http://dx.doi.org/10.5592/co/cetra.2020.1138.

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Cement bound base courses increase pavement bearing capacity and resistance to detrimental effects of frost along with being a good base for surface courses. Due to its stiffness, cement bound base courses reduce vertical deflections and tensile stress in asphalt layers thus reducing fatigue and appearance of alligator cracks in asphalt. But, in order to generate required layer strength and stiffness of cement bound base, appropriate amount of cement is necessary. This in turn can cause shrinkage induced cracks which spread towards surface courses and cause accelerated deterioration of pavements. To prevent rapid deterioration of pavement surface layers and occurrence of reflective cracking, incorporation of recycled rubber from waste tire in mixtures for cement bound base courses is currently being considered. In this paper a short review of waste tire application and its behaviour in pavement structures will be shown. In addition, planned methodology and activities that are going to be conducted with in a research project are going to be discussed.

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Sarsam, Saad. « Reserving the Sustainability of Flexible Pavement In Terms Of Microcrack Healing ». Dans INTERNATIONAL CONFERENCE ON ARCHITECTURAL AND CIVIL ENGINEERING 2020. Cihan University-Erbil, 2021. http://dx.doi.org/10.24086/aces2020/paper.195.

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The fatigue life of Asphalt concrete pavement consists of two components, namely the resistance to fracture and crack, and the ability to heal the micro cracks. Both processes changes with temperature and time. Such processes exhibit the sustainability potential of asphalt concrete pavement. Repeated traffic loading and environmental impact causes deterioration in asphalt concrete pavement mixes and exhibit micro cracking and decreases its stiffness. However, due to the crack healing phenomena effect, asphalt mixes can demonstrate strength recovery and prolongs the fatigue life of asphalt mixtures. Many studies have been conducted to characterize the asphalt healing and its mechanisms. The approach to study this potential requires implementation of proper additives to the asphalt cement which can improve the self healing property of asphalt concrete and reserve the quality of the pavement. The aim of this work is to thoroughly understand the cracking and healing mechanisms and to define appropriate laboratory tests and type of additives which can increase the healing potential and can be used for a reliable performance-related selection and characterization of the asphalt binders, and the suitable asphalt concrete mixture based on the traffic loading and the environment issues. It was felt that it is essential to evaluate whether it is possible to achieve accelerated healing in asphalt mixtures within laboratory conditions, which could represent the actual behavior in the field. It was concluded that the process of healing is a sustainable measure and can be used to balance the damage process. The influence of several additives on the microcrack healing concept was discussed. The amount and rate of healing of asphalt cement which depend on several properties such as; its healing potential, stiffness, and surface free energy was also analized.

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Rapports d'organisations sur le sujet "Asphalt cement"

Coulombe, S., et M. A. Poirier. Hydrocarbon-type separation of middle distillates and asphalt cement fractions. Natural Resources Canada/ESS/Scientific and Technical Publishing Services, 1985. http://dx.doi.org/10.4095/302585.

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Thembeka Ncube, Ayanda, et Antonio Bobet. Use of Recycled Asphalt. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317316.

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The term Reclaimed Asphalt Pavement (RAP) is used to designate a material obtained from the removal of pavement materials. RAP is used across the US in multiple applications, largely on asphalt pavement layers. RAP can be described as a uniform granular non-plastic material, with a very low percentage of fines. It is formed by aggregate coated with a thin layer of asphalt. It is often used mixed with other granular materials. The addition of RAP to aggregates decreases the maximum dry unit weight of the mixture and decreases the optimum water content. It also increases the Resilient Modulus of the blend but decreases permeability. RAP can be used safely, as it does not pose any environmental concerns. The most important disadvantage of RAP is that it displays significant creep. It seems that this is caused by the presence of the asphaltic layer coating the aggregate. Creep increases with pressure and with temperature and decreases with the degree of compaction. Creep can be mitigated by either blending RAP with aggregate or by stabilization with chemical compounds. Fly ash and cement have shown to decrease, albeit not eliminate, the amount of creep. Mechanical stabilizing agents such as geotextiles may also be used.

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Thompson, Marshall, et Ramez Hajj. Flexible Pavement Recycling Techniques : A Summary of Activities. Illinois Center for Transportation, juillet 2021. http://dx.doi.org/10.36501/0197-9191/21-022.

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Cold in-place recycling (CIR) involves the recycling of the asphalt portions (including hot-mix asphalt and chip, slurry, and cape seals, as well as others) of a flexible or composite pavement with asphalt emulsion or foamed asphalt as the binding agent. Full-depth reclamation (FDR) includes the recycling of the entire depth of the pavement and, in some cases, a portion of the subgrade with asphalt, cement, or lime products as binding agents. Both processes are extensively utilized in Illinois. This project reviewed CIR and FDR projects identified by the Illinois Department of Transportation (IDOT) from the Transportation Bulletin and provided comments on pavement designs and special provisions. The researchers evaluated the performance of existing CIR/FDR projects through pavement condition surveys and analysis of falling weight deflectometer data collected by IDOT. They also reviewed CIR/FDR literature and updated/modified (as appropriate) previously provided inputs concerning mix design, testing procedures, thickness design, construction, and performance as well as cold central plant recycling (CCPR) literature related to design and construction. The team monitored the performance of test sections at the National Center for Asphalt Technology and Virginia Department of Transportation. The researchers assisted IDOT in the development of a CCPR special provision as well as responded to IDOT inquiries and questions concerning issues related to CIR, FDR, and CCPR. They attended meetings of IDOT’s FDR with the Cement Working Group and provided input in the development of a special provision for FDR with cement. The project’s activities confirmed that CIR, FDR, and CCPR techniques are successfully utilized in Illinois. Recommendations for improving the above-discussed techniques are provided.

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Thompson, Marshall, et David Lippert. Flexible Pavement Design (Full-depth Asphalt and Rubblization) : A Summary of Activities. Illinois Center for Transportation, juillet 2021. http://dx.doi.org/10.36501/0197-9191/21-021.

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This report summarizes activities undertaken to support and ensure that the Illinois Department of Transportation utilizes the best demonstrated available technology for design and construction of full-depth hot-mix asphalt (HMA) pavements and HMA pavements on rubblized Portland cement concrete pavement (PCCP). To achieve this goal, the researchers reviewed pavement design and special provisions for full-depth asphalt and rubblization projects as well as full-depth asphalt and rubblization project performance via condition surveys and deflection measurements. They also modified design inputs as needed from the review of literature and responded to specific issues related to full-depth asphalt and rubblization design and construction. The researchers studied 32 rubblization projects on the interstate system and found this rehabilitation technique is providing good to excellent performance that exceeds design expectations. They provided input on proposed changes to full-depth hot-mix asphalt pavement on rubblized PCCP specifications as well as provided input on the RoadTec 1105e material transfer device. Analysis of traffic speed deflectometer data obtained on several hot-mix asphalt and rubblized pavements resulted in the development of analysis algorithms.

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DeSantis, John, et Jeffery Roesler. Performance Evaluation of Stabilized Support Layers for Concrete Pavements. Illinois Center for Transportation, février 2022. http://dx.doi.org/10.36501/0197-9191/22-003.

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A research investigation was conducted on the erosion potential of stabilized subbases under concrete pavements and asphalt layers supporting concrete overlays. Through field surveys and testing in Illinois, this project evaluated if existing concrete pavements with stabilized subbases and concrete overlays were exhibiting potential erosion of the underlying support layer. The field evaluation testing included falling weight deflectometer testing, distress surveys, coring, and ultrasonic tomography scanning. A laboratory performance test was also established using the Hamburg wheel-tracking device to assess the erodibility of the various stabilized subbase layers for new construction and existing asphalt layers available for a concrete overlay. The analyzed field test results were coupled together with the laboratory performance testing to provide recommendations for updating the Illinois Department of Transportation’s “Bureau of Design and Environment Manual” guidance. No changes were recommended for hot-mix asphalt stabilized subbases, but testing using the Hamburg wheel-tracking device should be considered for Portland cement concrete stabilized support layers (e.g., CAM II) under concrete pavements. For testing of asphalt support layers for concrete pavement overlays, the Hamburg wheel-tracking device is recommended with performance criteria similar to flexible pavements for appropriate functional classes.

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Wei, Fulu, Ce Wang, Xiangxi Tian, Shuo Li et Jie Shan. Investigation of Durability and Performance of High Friction Surface Treatment. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317281.

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The Indiana Department of Transportation (INDOT) completed a total of 25 high friction surface treatment (HFST) projects across the state in 2018. This research study attempted to investigate the durability and performance of HFST in terms of its HFST-pavement system integrity and surface friction performance. Laboratory tests were conducted to determine the physical and mechanical properties of epoxy-bauxite mortar. Field inspections were carried out to identify site conditions and common early HFST distresses. Cyclic loading test and finite element method (FEM) analysis were performed to evaluate the bonding strength between HFST and existing pavement, in particular chip seal with different pretreatments such as vacuum sweeping, shotblasting, and scarification milling. Both surface friction and texture tests were undertaken periodically (generally once every 6 months) to evaluate the surface friction performance of HFST. Crash records over a 5-year period, i.e., 3 years before installation and 2 years after installation, were examined to determine the safety performance of HFST, crash modification factor (CMF) in particular. It was found that HFST epoxy-bauxite mortar has a coefficient of thermal expansion (CTE) significantly higher than those of hot mix asphalt (HMA) mixtures and Portland cement concrete (PCC), and good cracking resistance. The most common early HFST distresses in Indiana are reflective cracking, surface wrinkling, aggregate loss, and delamination. Vacuum sweeping is the optimal method for pretreating existing pavements, chip seal in particular. Chip seal in good condition is structurally capable of providing a sound base for HFST. On two-lane highway curves, HFST is capable of reducing the total vehicle crash by 30%, injury crash by 50%, and wet weather crash by 44%, and providing a CMF of 0.584 in Indiana. Great variability may arise in the results of friction tests on horizontal curves by the use of locked wheel skid tester (LWST) due both to the nature of vehicle dynamics and to the operation of test vehicle. Texture testing, however, is capable of providing continuous texture measurements that can be used to calculate a texture height parameter, i.e., mean profile depth (MPD), not only for evaluating friction performance but also implementing quality control (QC) and quality assurance (QA) plans for HFST.

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