scholarly journals Experimental investigation of an asphalt concrete mixture cooling characteristics with the aim of reducing heat loss during transportation from the asphalt plant to the roadbed construction site

2018 ◽  
Vol 5 (4) ◽  
Author(s):  
Khizar Dzhabrailov ◽  
Magomed-Emi Soltamuradov ◽  
Salam Gaziev
Keyword(s):  
Asphalt Concrete ◽  
Federal Budget ◽  
Concrete Mixture ◽  
Concrete Pavements ◽  
Existing Building ◽  
The Road ◽  
Existing Structures ◽  
Strict Compliance ◽  
Positive Effect

In connection with the sharp increase in the traffic flow, the problem of the durability of asphalt concrete pavements comes to the fore – their ability to maintain their properties within a certain period of time within certain limits. In many respects, the quality of future coverage is laid by the adaptability of the laying process, strict compliance with the requirements of project documentation and existing building codes and regulations (SNiP, GOST, ISO, etc.). However, the technology itself of the process of making asphalt concrete pavements is constantly evolving – new complexes are emerging, changes are being introduced to existing structures of machines for building coatings. Addition, reduction and combination of operations of the technological process, including, against the background of improving the quality and, as a result, the durability of the coating, reduce the complexity of the work performed, reduce the number of necessary staff – all of this has a positive effect on the economic component of construction, frees up additional funds. And, as you know, there is already enough evidence that the main factor hindering the development of the road network in the Russian Federation is, just the same, the need to spend huge budget funds (in 2016, about 30 billion rubles were allocated from the federal budget to repair existing roads due to their poor condition). In turn, the road-building industry, which is developing at a high pace, sets stringent requirements to ensure the required level of quality throughout the entire process, starting from the places of production of asphalt-concrete mixture (ABZ).

scholarly journals Polyfunctional Modifiers for Bitumen and Bituminous Materials with High Performance

2018 ◽  
Vol 2018 ◽  
pp. 1-15 ◽  
Author(s):  
Alim Feizrakhmanovich Kemalov ◽  
Ruslan Alimovich Kemalov ◽  
Ilmira Maratovna Abdrafikova ◽  
Pavel Sagitovich Fakhretdinov ◽  
Dinar Zinnurovich Valiev
Keyword(s):  
Asphalt Concrete ◽  
High Performance ◽  
Concrete Pavements ◽  
Complex Action ◽  
The Road ◽  
Heavy Trucks ◽  
High Adhesion ◽  
On The Road ◽  
Road Paving

Over the last decade increase in capacity and the intensity of vehicular traffic has increased manifoldly, including heavy trucks, super singles, and higher tire pressures, resulting in significant increase of dynamic loads on the road surface which in turn lead to high quality requirements for bitumen in order to avoid premature wear and failure of asphalt concrete pavements. One of the possibilities to increase the quality of bitumen is to use special additives and modifiers that can provide a high adhesion to mineral filler and inhibit the aging and degradation processes in the asphalt coating. To achieve this, in the present study composite modifiers based on bisimidazolines derivatives were synthesized. The developed polyfunctional modifier (PFM) of complex action provides enhanced thermal stability, significantly improves the adhesion between bitumen binder and aggregates, and also improves the physical-mechanical properties of the asphalt concrete. Based on the test results it is recommended to use the synthesized samples of the PFM additive with complex action in asphalt mixtures for road paving.

scholarly journals Increasing the Durability of Asphalt Pavement - the Road to Road Safety

2021 ◽  
Vol 334 ◽  
pp. 01027
Author(s):  
Valentina Yadykina ◽  
Rashid Sharapov ◽  
Christina Pashkova ◽  
Anatoly Gridchin ◽  
Anna Trautvain
Keyword(s):  
Asphalt Concrete ◽  
Road Safety ◽  
Water Resistance ◽  
Experimental Studies ◽  
Softening Temperature ◽  
The Road ◽  
Fatigue Durability ◽  
The Impact ◽  
Positive Effect

Based on literature data, the paper analyzed the impact of transport operational indicators related to the quality of road surface coverage on road safety. It presented the results of experimental studies on the effect of the road adhesion cationic thermostable additive on the properties of bitumen and asphalt concrete. The authors identified that the introduction of this additive leads to an increase in the viscosity and softening temperature of bitumen, its adhesion to mineral materials, which has a positive effect on strength, water resistance, shear stability, crack resistance, fatigue durability of asphalt concrete. The conclusion was made about the regularity of improving road safety, related to the improvement of the quality of the pavement, arranged from asphalt concrete with the application of the tested additive.

scholarly journals CHANGE IN THE PROPERTIES OF ASPHALT CONCRETE WHEN USING HYDROPHOBIZED MINERAL POWDER

2020 ◽  
pp. 17-23
Author(s):  
V. Yadykina ◽  
E. Kuznetsova ◽  
M. Lebedev
Keyword(s):  
Asphalt Concrete ◽  
Water Saturation ◽  
Physical And Mechanical Properties ◽  
The Road ◽  
Operational Characteristics ◽  
Effect Of Treatment ◽  
Mineral Powder ◽  
Positive Effect

One of the main factors is the structure of asphalt concrete. The most important structural component in asphalt concrete is mineral powder, the quality of which depends on the technical and operational characteristics of the road surface. Different methods of processing mineral materials are used to improve the performance of asphalt concrete in Russia and abroad. In most cases, mechanical activation with organic substances is used during the grinding process. The article presents the results of research on the effect of treatment of mineral powder with the preparation GF-1 on its characteristics and on changes in the physical and mechanical properties of asphalt concrete, as well as on indicators for long-term water saturation. It is shown that as a result of modification, the mineral powder becomes hydrophobic, which has a positive effect on the physical and mechanical characteristics of asphalt concrete with its use. It is found that hydrophobization of mineral powder significantly reduces water saturation and swelling; increases water resistance during long-term water saturation (up to 90 days) of asphalt concrete samples. As a result of hydrophobization, the temperature sensitivity of asphalt concrete increases significantly. Therefore, the composite will work reliably in a wider temperature range.

Increasing the Efficiency of Asphalt by Introducing Additives Containing Polyphosphoric Acid

2016 ◽  
Vol 677 ◽  
pp. 128-132
Author(s):  
Valentina V. Yadykina ◽  
Christina Pashkova
Keyword(s):  
Asphalt Concrete ◽  
Polyphosphoric Acid ◽  
Water Saturation ◽  
Seasonal Temperature ◽  
Temperature Changes ◽  
The Road ◽  
Road Pavement ◽  
High Standards ◽  
Positive Effect

Bitumen modified by polyphosphoric acid (PPA), as well as in combination with polymers and is widely used for production of road bitumen, which correspond to high standards. Therefore, the aim of this work is to study the influence of the properties of the polyphosphoric acid with different contents of phosphorous oxide (P2O5) and a derivative of them based additives esters of polyphosphoric acid and synthetic phospholipids DAD-KT, developed by "Selena".The influence of these additives on the change of adhesive, cohesive properties of bitumen, as well as on the properties of asphalt concrete to change of the limits of the crushing stress, water saturation and long waterproof. The use of additives had a positive effect on the adhesion of bitumen with mineral material. The index of cohesion increased with the addition of DAD-KT, more than 80%. This is due to the presence in its structure of the polymer.In connection with the increase of adhesion and cohesion of asphalts modified polyphosphoric acid, asphalt concrete prepared with these binders should be characterized by the increased values of water, heat and frost resistance and resistance to rutting.Study of the influence of additives on the physico-mechanical characteristics of asphalt concrete shows a positive effect on the properties of the latter. So the strength of asphalt concrete at 20 °C has risen on average by 10 % relative to the initial bitumen without additives, the strength at 50 °C by 15 %, the strength at 0 °C decreased by 8-12 %, the water saturation decreased by 30-40 %, indicating that the decrease in porosity of asphalt concrete and increase the durability of asphalt to seasonal temperature changes. In turn, the resistance increased by 5-8 % relative to the bitumen without additives. Long resistant with additives also increased which can be explained by the improvement of adhesion of bitumen with mineral materials of asphalt concrete. So the resistance after 15 days of the original bitumen and bitumen with additives decreased by 15 and an average 5 %, respectively, after 30 days at 25 and 7 % respectively. It can be concluded that in the modification of bitumen polyphosphoric acid, and in particular the addition of DAD-KT, there has been a significant improvement in the properties of bitumen and asphalt concrete. Therefore, it is possible to expect the improvement of the quality of the road pavement made of asphalt, with the use of additives containing polyphosphoric acid, in particular - DAD-KT.

scholarly journals Studi Penggunaan Plastik Polypropylene pada Campuran Asphalt Concrete-Wearing Course

CANTILEVER ◽  
2020 ◽  
Vol 8 (2) ◽  
pp. 65-71
Author(s):  
Lie Ing Tan ◽  
Wildan Reza Pahlevi
Keyword(s):  
Asphalt Concrete ◽  
Traffic Accidents ◽  
The Road ◽  
Test Parameters ◽  
Marshall Test

The quality of implementation, drainage, materials that do not meet the standards, and overloaded from the specified class of roads are the main causes of road damage. Thus violations and negligence both in the implementation or maintenance of the road can cause a lot of traffic accidents, damage to vehicles, and various things that can disrupt the comfort and safety of drivers or pedestrians. The purpose of this study was to evaluate the effect of polypropylene plastic as an additive in the Asphalt Concrete-Wearing Course (AC-WC) layer. The use of polypropylene waste used as an additive is around 2.5%; 3.5%; 4.5%; and 5.5% of the asphalt weight. Based on the results of the analysis it was concluded that the mixture of AC-WC with the addition of polypropylene plastic experienced increased stability and decreased melting. Polypropylene plastic which can be used based on the five Marshall test parameters with the highest value of stability and lowest melting is 4.5% of the weight of asphalt.

scholarly journals Karakteristik Marshall Pada Campuran Asphalt Concrete – Wearing Course (AC-WC) Dengan Penambahan Styrofoam

2019 ◽  
Vol 8 (2) ◽  
pp. 51-62
Author(s):  
Ika Sulianti ◽  
Ibrahim Ibrahim ◽  
Agus Subrianto ◽  
Adelia Monita ◽  
Medici Medici
Keyword(s):  
Asphalt Concrete ◽  
Asphalt Pavement ◽  
Flexible Pavement ◽  
Asphalt Mixtures ◽  
Concrete Mixture ◽  
Pavement Performance ◽  
Food Container ◽  
Optimum Stability ◽  
Marshall Test

Styrofoam waste presents the environment issue because it is difficult to decompose. As an effort to recycle this pollutant, styrofoam can be utilized as an additive in asphalt concrete mixture. The use of additives aims to create a flexible pavement layer having good performance and meet the requirements. The purpose of this study is to find out whether the addition of styrofoam can improve the quality of asphalt mixtures, and look for alternative additives that can increase asphalt pavement performance. In this study, researchers used food container styrofoam as an addition and incorforated into Asphalt Concrete Wearing Course (AC-WC) mixture. The styrofoam content was 6.5%; 6.75%; 7% ; 7.25%; and 7.5% of asphalt weight. The optimum asphalt contentused is 5.5%. The value of the optimum stability was 3126,002 kg, found at 7.25% of styrofoam content. The best results of Marshall test was obtained at 6.5% of styrofoam content  with stability value  1362,045 kg, VIM value 4,96%, VMA 15,025%, VFA 67,800%, flow 3,44 mm, and MQ 416,338 kg / mm.

scholarly journals CONDITIONAL OPTIMIZATION MATHEMATICAL MODEL OF THE ASPHALT CONCRETE MIXTURE GRADING

2002 ◽  
Vol 8 (2) ◽  
pp. 125-132
Author(s):  
Henrikas Sivilevičius ◽  
Valentinas Podviezko
Keyword(s):  
Mathematical Model ◽  
Asphalt Concrete ◽  
Optimization Method ◽  
Concrete Mixture ◽  
Mass Ratio ◽  
First Time ◽  
Model Algorithm ◽  
Purification Equipment ◽  
Conditional Optimization

A new partial conditional optimization method which enables to select the best ratio of imported fillers not only while designing the composition of asphalt concrete mixture but also while adjusting the composition of the produced asphalt concrete mixture according to the actual quality of hot fractions is presented. The constructed mathematical model, algorithm and the solved task prove that irrespective of the number of fillers (from 2 to 7 and more) the ratio of their mass can be selected which enables to produce an asphalt concrete mixture which meets the requirements of the composition project best. The mass ratio λ of imported fillers A 1 and reclaimed dust A 2, which settled and accumulated in the dry purification equipment of an asphalt concrete plant presented in Regulations DAT.AD-96 was taken into account for the first time. Methodological scientific novelty and a possibility to apply it in practice can improve the control of asphalt concrete mixture production.

scholarly journals THEORETICAL PRINCIPLES AND EXPERIMENTAL DATA TO IDENTIFY STABILITY OF ASPHALT CONCRETE COMPONENTS IN FINALLY DOSED MINERAL MATERIALS

Transport ◽  
2002 ◽  
Vol 17 (1) ◽  
pp. 19-29 ◽  
Author(s):  
Henrikas Sivilevičius
Keyword(s):  
Experimental Data ◽  
Asphalt Concrete ◽  
Concrete Mixture ◽  
Sand Particle ◽  
Regression Equations ◽  
Mineral Component ◽  
Mineral Components ◽  
Concrete Mixer ◽  
Mineral Powder

The duration of asphalt concrete functioning depends on the quality of the asphalt concrete mixture used to pave the road. Grading of hot fractions sieved through technological sieves of asphalt concrete mixture, their pollution with particles of different size as well as stability influence on the quality of an asphalt concrete mixture. Each j - (j = 1...., m) aggregate mineral material or mixture is made up of two (mineral powder, particle of size less than 0,09 or 0,071 mm, and sand, particle of size from 2 to 0,09 mm or 5-0,071 mm) or three (crushed stone, particle size is larger than 2 or 5 mm) mineral components (i = 1, ..., k) . When required technological operations of asphalt concrete mixture production are carried out, the quantity and stability of any i - component in mineral materials change when they move through an asphalt concrete mixer. The more stable the quantity of mineral components in mineral materials (especially in finally dosed) is, the more uniform the composition of asphalt concrete mixture is produced. The experiments showed that when asphalt concrete mixture is produced applying a traditional technology in an asphalt concrete mixer of model D-597, D-508-2A, D-645-3 andD-590, sieved hot fractions of 0–5 mm and 5–15 are polluted with particles of different size by more than 10 per cent; and this pollution is neither uniform nor stable. Following a well-known theory, an average quadratic deviation σ of arithmetic undersized particles sieved through laboratory sieves ~aggregate mineral materials is the greatest when their mean X makes up 50 per cent; therefore, hot fractions of 0–5 mm and 5–15 mm were produced on the experimental data obtained from production as well as regression equations σ = ƒ( X )of statistical indeces of cold mineral powder. The values of average quadratic deviations σ µij of mineral component quantities in those finally dosed mineral materials are obtained from curves drawn according to the regression equations. They can be used to estimate dispersion σ2 Gi of mineral component i in asphalt concrete mixture which depends on the accuracy and stability of technological factors of an asphalt concrete mixer.

IMPROVING THE QUALITY OF REPAIR OF NON-RIGID ROAD SURFACES WITH THE USE OF COLD ASPHALT CONCRETE MIXTURES

2021 ◽  
pp. 62-74
Author(s):  
А. Ф. Зубков ◽  
К. А. Андрианов ◽  
Б. Бехзоди
Keyword(s):  
Layer Thickness ◽  
Asphalt Concrete ◽  
High Quality ◽  
Repair Work ◽  
The Road ◽  
Concrete Mixtures ◽  
Factory Production ◽  
Air Temperatures ◽  
Road Surfaces

Постановка задачи. Необходимо рассмотреть технологию ремонта дорожных покрытий нежесткого типа с применением холодных асфальтобетонных смесей на битумах марок БНД, СГ и МГ. Требуется разработать математическую модель конструкции автомобильной дороги, позволяющую демонстрировать распределение температуры по толщине слоя покрытия в зависимости от конструктивных параметров дороги с учетом теплофизических свойств материалов и температурных условий её эксплуатации. Также надлежит уточнить влияние температуры смеси на предел прочности холодной смеси заводского производства. Следует провести ремонт выбоин покрытия в производственных условиях при пониженных температурах воздуха. Результаты. По результатам моделирования распределения температуры в слое покрытия доказано, что применение холодных асфальтобетонных смесей обеспечивает высокое качество ремонтных работ при температуре воздуха выше 30 °С. Получены данные о зависимости температуры нагрева основания от температуры воздуха и толщины слоя, которая обеспечивает температурные режимы холодной смеси при её уплотнении. Установлено, что предел прочности покрытия зависит от температуры. Максимальная величина предела прочности холодного асфальтобетона заводского производства обеспечивается при температуре уплотнения смеси 50-55 °С. Проведенный ремонт выбоин дорожного покрытия при пониженных температурах воздуха доказал возможность выполнения ремонтных работ с высоким качеством в данных производственных условиях. Выводы. Доказана эффективность нагрева основания выбоины перед укладкой холодной асфальтобетонной смеси при ремонте дорожных покрытий нежесткого типа со снижением температуры воздуха ниже 5 °С. Установлено влияние температуры основания покрытия на ее равномерное распределение в зависимости от температуры воздуха и толщины слоя покрытия при выполнении ремонтных работ. Полученные данные о зависимости предела прочности холодного асфальтобетона заводского производства от температуры воздуха позволяет определять параметры уплотняющих машин, обеспечивающих высокое качество ремонтных работ. Statement of the problem. It is essential to consider the technology of repair of road surfaces of non-rigid type using cold asphalt-concrete mixtures on bitumen grades BND, SG and MG. It is important to develop a mathematical model of the road structure that enables modeling the temperature distribution over the layer thickness, depending on the design parameters of the road considering the thermal and physical properties of materials and the temperature conditions of the road operation. It is also necessary to specify the effect of the mixture temperature on the tensile strength of the cold mixture of factory production. Potholes of the coating must be repaired at low air temperatures of different repair technologies in production conditions. Results. Based on the results of modeling the temperature distribution in the coating layer, it is proven that the use of cold asphalt-concrete mixtures ensures high quality of repair work at air temperatures above +30 ° C. The dependence of the heating temperature of the base on the air temperature and the layer thickness is obtained, which provides the temperature conditions of the cold mixture during compaction. It is established that the ultimate strength depends on temperature. The maximum value of the strength limit of cold asphalt concrete of factory production is provided at the compaction temperature of the mixture at +50-55⁰C. The repair of potholes of the road surface carried out in production conditions at low air temperatures proved the ability to perform repair work with high quality of work. Conclusions. It is proven that it is effective to heat the base of the pothole during repair on non-rigid road surfaces at low air temperatures before laying a cold asphalt-concrete mixture. The influence of the base temperature on its distribution over the layer thickness depending on the air temperature and the layer thickness during repair work is established. The obtained dependence of the strength limit of cold asphalt concrete of factory production on temperature allows us to determine the parameters of compacting machines that ensure high quality of repair work.

scholarly journals Prospects for Evaluating the Damageability of Asphalt Concrete Pavements During Cold Recycling

2020 ◽  
Vol 15 (4) ◽  
pp. 125-151
Author(s):  
Vitali Zankavich ◽  
Boris Khroustalev ◽  
Tingguo Liu ◽  
Uladzimir Veranko ◽  
Viktors Haritonovs ◽  
...  
Keyword(s):  
Asphalt Concrete ◽  
Climatic Factors ◽  
Work Capacity ◽  
Structural Defects ◽  
Dissipated Energy ◽  
Concrete Pavements ◽  
Freezing And Thawing ◽  
The Road ◽  
Project Assessment ◽  
Cold Recycling

The article considers improvement of the methodology for accounting for the degradation of asphalt concrete working in the upper layers of the pavement. Development of recycling technologies for road structures is an ongoing process; it allows reaching a higher quality of reclaimed materials and using them for subsequent construction of structural layers, including the upper layers without the protective ones, as well as during repair and reconstruction of roads of various technical categories. At the same time, the system of pre-project assessment (diagnostics) of the state of asphalt concrete pavements cannot be considered optimal and effective because the determined indicators demonstrate that, firstly, various surface and structural defects are present, and, secondly, that the indicators mentioned above are more relevant to the road structure as a whole. The joint handling of the theoretical and experimental data allows concluding that damageability level depends on the physical, mechanical and structural properties, the main being maximal structural strength and the number of elastic bonds involved in the deformation process. A variant of modelling of asphalt concrete damageability depending on the work capacity is proposed, when the reduced amount of dissipated energy is replaced with sufficient accuracy for practice by the ratio of the actual number of load application cycles (freezing and thawing cycles) to the limit. A correlation between the level of damageability and the kinetics of changes of the interpore space of asphalt concrete under the influence of strain (temperature, climatic factors) has been established. Results allow fixing (predicting) the level of damageability by measuring the level of water permeability. The research methodology and equipment for implementation thereof was developed earlier, it can be effectively used at the stage of pre-project diagnosis.

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