Phase Change Heat-induced Structure of Asphalt Pavement for Reducing the Pavement Temperature

2021 ◽  
Author(s):  
Xing Gong ◽  
WeiDong Liu ◽  
Hong Ying
Keyword(s):  
Phase Change ◽  
Asphalt Pavement ◽  
Pavement Temperature ◽  
Induced Structure

scholarly journals A Review on Phase Change Materials Incorporation in Asphalt Pavement

2018 ◽  
Vol 3 (2) ◽  
pp. 171
Author(s):  
Intan Kumalasari ◽  
Madzlan Napiah ◽  
Muslich H. Sutanto
Keyword(s):  
Porous Material ◽  
Phase Change ◽  
Phase Change Material ◽  
Asphalt Concrete ◽  
Phase Change Materials ◽  
Mechanical Performance ◽  
Asphalt Pavement ◽  
Asphalt Mixture ◽  
Pavement Temperature ◽  
Change Material

Phase Change Material (later to be referred as PCM) has been successfully utilized in some areas. PCM has emerged as one of the materials for pavement temperature reducing due to its latent heat. Some research has been done regarding this topic. The objective of this paper is to review the development of PCM in asphalt pavement. The review has shown that organic PCM appears as the favourite PCM in asphalt concrete studies. Choice of porous material depends on method of incorporation. Reduction of temperature in PCM-asphalt mixture compared to conventional one is undoubtable. However, the mechanical performance of PCM-asphalt mixture need to be explored.

Effect of Aging on Urban Asphalt Pavement

2013 ◽  
Vol 671-674 ◽  
pp. 1287-1290
Author(s):  
Ning Li Li ◽  
Xin Po Zhao ◽  
Chuang Du ◽  
Cai Li Zhang ◽  
Qing Yi Xiao
Keyword(s):  
Softening Point ◽  
Asphalt Pavement ◽  
Early Years ◽  
Service Period ◽  
Viscosity Increase ◽  
Pavement Temperature ◽  
Years Of Service ◽  
The City

The aging of asphalt pavement gets serious in the course of service due to the large number of vehicles and high pavement temperature. A survey was conducted on urban road’s asphalt pavement in the city of Tianjin. By analyzing the extracted asphalt sample from asphalt pavement built in different years, it shows that asphalt’s softening point and viscosity increase but its penetration and ductility attenuate with the extension of service period. Of which, the ductility changes dramatically with its ductility attenuating fast in the early years of service and the attenuation of ductility tending to slow down later. The vertical difference of aging in different depth of pavement is marked and degree of aging tends to attenuate from the surface to the center.

scholarly journals Development of Asphalt Pavement Temperature Model for Tropical Climate Conditions in West Bali Region

2015 ◽  
Vol 125 ◽  
pp. 474-480 ◽  
Author(s):  
I. Made Agus Ariawan ◽  
Bambang Sugeng Subagio ◽  
Bagus Hario Setiadji
Keyword(s):  
Asphalt Pavement ◽  
Tropical Climate ◽  
Temperature Model ◽  
Climate Conditions ◽  
Pavement Temperature

Emission Characteristics of VOCs during Asphalt Pavement Construction

2021 ◽  
Vol 1035 ◽  
pp. 999-1005
Author(s):  
Yin Huai Ma ◽  
Li Guo ◽  
Shao Peng Wu ◽  
Na Li ◽  
Jun Xie
Keyword(s):  
Asphalt Pavement ◽  
Asphalt Binder ◽  
Critical Factor ◽  
Rolling Process ◽  
Field Investigation ◽  
Construction Technology ◽  
Pavement Temperature ◽  
Pavement Construction ◽  
Complex Organic ◽  
Vocs Emission

As the important part of expressway, the construction technology of asphalt pavement will contribute to the production of greenhouse gases and other volatile organic compounds (VOCs), which has a significant impact on the environment. In order to further analyze the composition, distribution and release of VOCs during asphalt pavement construction, the VOCs emission during paving and rolling were measured through field investigation and sampling. The results show that there are approximately 100 kinds of VOCs substances detected due to the complex organic component of asphalt binder, which is a critical factor to influence the VOCs emission during asphalt pavement construction. During the paving process, the largest VOCs release is 1015.05 ug/m3. With the increase of rolling times, the pavement temperature gradually decrease, and the VOCs emission drops to 266.73 ug/m3. The content of the 10 kinds of substances with the highest concentration accounts for more than 50% of the total VOCs content, in which the proportion of aliphatic hydrocarbons (ALH) and oxygenated hydrocarbon (O-HYD) of the paving process are the highest, while the proportion of aromatic hydrocarbons (ARH) is dominated in the rolling process. The results are vulnerable to the external environment, especially at lower emission level. The relevant research results have certain guiding significance for the control and treatment of harmful gas emission in the construction process of asphalt pavement.

scholarly journals Research of Deicing and Melting Snow on Airport Asphalt Pavement by Carbon Fiber Heating Wire

2020 ◽  
Vol 2020 ◽  
pp. 1-6 ◽  
Author(s):  
Xin Su ◽  
Yong Lai ◽  
Yan Liu ◽  
Daoxun Ma ◽  
Peng Wang
Keyword(s):  
Carbon Fiber ◽  
Air Temperature ◽  
Asphalt Pavement ◽  
Electrical Power ◽  
Area Ratio ◽  
Melting Snow ◽  
Cold Zone ◽  
Heating Wire ◽  
Pavement Temperature ◽  
Free Area

In the paper, the method of deicing and melting snow by the carbon fiber heating wire (CFHW) embedded in the airport asphalt pavement is proposed to improve the security of airport operation. The field experiment of deicing and melting snow on the airport asphalt pavement is conducted. Deicing and melting snow, asphalt pavement temperature, ice-free area ratio, and snow-free area ratio are analyzed. Electrical power with 350 W/m2 is input to the airport asphalt pavement for deicing and melting snow by the CFHW. In the experiment, 3 mm ice can be melted, and the average infrared ray temperature (IRT) of the airport asphalt pavement surface can achieve an increment of 13.0°C in 2.5 hours when the air temperature is from −7.5°C to −2.2°C. Snow with 3.2 mm precipitation can be melted in 2 hours when the air temperature is from −4.8°C to −3.5°C, and the asphalt pavement temperature can achieve an increment of 5.9°C at the depth of 0.5 cm. The results show that the method of deicing and melting snow on the airport asphalt pavement by the CFHW is practicable in the cold zone.

Thermoregulation effect analysis of microencapsulated phase change thermoregulation agent for asphalt pavement

2019 ◽  
Vol 221 ◽  
pp. 139-150 ◽  
Author(s):  
Yu-xiang Tian ◽  
Biao Ma ◽  
Feng-wei Liu ◽  
Ning Li ◽  
Xue-yan Zhou
Keyword(s):  
Phase Change ◽  
Asphalt Pavement ◽  
Effect Analysis

Analysis on Application Prospect of Shape-Stabilized Phase Change Materials in Asphalt Pavement

2013 ◽  
Vol 357-360 ◽  
pp. 1277-1281 ◽  
Author(s):  
Li Hong He ◽  
Jing Ruo Li ◽  
Hong Zhou Zhu
Keyword(s):  
Thermal Stability ◽  
Phase Change ◽  
Phase Change Materials ◽  
Asphalt Pavement ◽  
Driving Safety ◽  
Maintenance Cost ◽  
Chemical Compatibility ◽  
Good Thermal Stability ◽  
Large Phase ◽  
And Control

Blends of asphalt and shape-stabilized phase change materials (SSPCM) were prepared by physical blending. Heat storage and thermal stability of asphalt-SSPCM blends were investigated by DSC and TG, chemical compatibility of asphalt-SSPCM blends was characterized by FT-IR, and the application feasibility of SSPCM in asphalt pavement was explored. The results show that asphalt-SSPCM blends have large phase change enthalpy, good thermal stability and chemical compatibility. Based on phase change theoretical analysis and numerical calculation, SSPCM applied in asphalt pavement can actively regulate and control pavement temperature using solar energy conversion or storage, lighten the asphalt pavement diseases related temperatures, enhance the performance of and prolong the service life of asphalt pavement, lower repair and maintenance cost, and enhance driving safety. At the same time, it can also saving energy sources and protect environment. Therefore, SSPCM have broad application foregrounds in asphalt pavement.

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