The assessment of temperatures dissipation during the hot mix asphalt concrete construction in conjunction with a multilayered pavement temperature monitoring stations (Conference Presentation)

2019 ◽  
Author(s):  
Yu-Min Su ◽  
Tsung-Chin Hou ◽  
Jia-Lin Chen ◽  
Huang-Hsin Pan ◽  
Ming-Gin Lee
Keyword(s):  
Asphalt Concrete ◽  
Hot Mix Asphalt ◽  
Temperature Monitoring ◽  
Concrete Construction ◽  
Pavement Temperature ◽  
Monitoring Stations

Effects of asphalt concrete characteristics on cohesive zone model parameters of hot mix asphalt mixtures

2016 ◽  
Vol 43 (3) ◽  
pp. 226-232 ◽  
Author(s):  
S. Pirmohammad ◽  
H. Khoramishad ◽  
M.R. Ayatollahi
Keyword(s):  
Asphalt Concrete ◽  
Cohesive Energy ◽  
Cohesive Zone ◽  
Hot Mix Asphalt ◽  
Cohesive Zone Model ◽  
Experimental Tests ◽  
Model Parameters ◽  
Zone Model ◽  
Binder Type ◽  
Air Void

In this paper, the effects of the main asphalt concrete characteristics including the binder type and the air void percentage on the cohesive zone model (CZM) parameters were studied. Experimental tests were conducted on semi-circular bend (SCB) specimens made of asphalt concrete and the fracture behavior was simulated using a proper CZM. The CZM parameters of various hot mix asphalt (HMA) mixtures were determined using the SCB experimental results. Five types of HMA mixtures were tested and modeled to consider the effects of binder type and air void percentage on the CZM parameters. The results showed that as the binder in HMA mixture softened, the cohesive energy strength increased, whereas enhancing the air void percentage led to reduction of the cohesive energy and strength values. Among the studied HMA mixtures, the highest values of CZM parameters were found for the HMA mixture containing a copolymer called styrene-butadiene-styrene.

scholarly journals SIFAT VOLUMETRIK CAMPURAN LASTON MENGGUNAKAN ASPAL MODIFIKASI GETAH PINUS DAN LIMBAH STYROFOAM

2021 ◽  
Vol 7 (1) ◽  
pp. 66-77
Author(s):  
Ratna Yuniarti ◽  
Hasyim Hasyim ◽  
Rohani Rohani ◽  
Desi Widianty
Keyword(s):  
Specific Gravity ◽  
Asphalt Concrete ◽  
Hot Mix Asphalt ◽  
Negative Impact ◽  
Volumetric Properties ◽  
Mineral Aggregate ◽  
Modified Asphalt ◽  
Pine Resin ◽  
Road Pavement

Sifat volumetrik campuran pada laston merupakan salah satu faktor yang menentukan durabilitas (keawetan) lapis perkerasan jalan. Untuk meningkatkan keawetan lapis perkerasan jalan dan mengurangi dampak negatif terhadap lingkungan dapat dilakukan antara lain melalui modifikasi aspal dengan getah pinus dan limbah styrofoam. Tulisan ini bertujuan untuk mengkaji sifat volumetrik campuran laston menggunakan aspal modifikasi getah pinus dan limbah styrofoam tersebut. Sifat volumetrik campuran laston yang dikaji adalah rongga dalam campuran, rongga di antara mineral agregat, rongga terselimuti aspal, density dan bulk specific gravity. Pada penelitian ini digunakan agregat bergradasi rapat yang dicampur dengan aspal modifikasi pada suhu 155 oC dan dipadatkan 75 kali pada kedua sisinya. Pada seluruh benda uji, prosentase limbah styrofoam yang digunakan adalah 6% sedangkan getah pinus sebesar 0%, 1%, 2% dan 3% terhadap berat aspal modifikasi.  Hasil penelitian menunjukkan bahwa campuran laston yang menggunakan aspal modifikasi getah pinus menghasilkan nilai VFB, density dan bulk specific gravity lebih besar serta nilai VIM dan VMA lebih kecil dibandingkan dengan campuran yang menggunakan aspal modifikasi limbah styrofoam. Dengan nilai VIM dan VMA lebih kecil, campuran yang menggunakan aspal modifikasi getah pinus menghasilkan daya ikat lebih kuat sehingga memiliki durabilitas lebih tinggi. Ditinjau dari persyaratan laston sebagai lapis aus pada perkerasan jalan, penggunaan getah pinus dan limbah styrofoam sebagai modifier aspal memenuhi persyaratan volumetrik campuran. Volumetric properties of asphalt concrete is important factor to determine the durability of road pavement. Improvement the durability of road pavement and reducing negative impact of the environment can be done by using modified asphalt. This article aims to know the volumetric properties of  hot mix asphalt using pine resin and waste styrofoam as asphalt modifier. The volumetric properties include voids in mix, voids in the mineral aggregate, voids filled with bitumen, density and bulk specific gravity.  In this study, a continuously graded aggregate was used and mixed with modified asphalt at 155 oC and compacted with 75 blows on both sides. The percentage of waste styrofoam was 6% whereas the percentages of pine resin where  0%, 1%, 2% and 3% by weight of modified asphalt. From the analysis, it can be concluded that asphalt concrete containing pine resin as  modifier strengthen the binding between asphalt and agregate, due to increasing value of voids filled with bitumen (VFB), density and bulk specific gravity. Durability of asphalt concrete using pine resin as modifier was higher than that of asphalt concrete using waste styrofoam because of decreasing value of voids in mix (VIM) and voids in the mineral aggregate (VMA). Based on the specification of  asphalt concrete wearing course, the use of pine resin and waste styrofoam as asphalt modifier has fulfilled volumetric properties requirements.

scholarly journals Ageing and Cooling of Hot-Mix-Asphalt during Hauling and Paving—A Laboratory and Site Study

2020 ◽  
Vol 12 (20) ◽  
pp. 8612 ◽  
Author(s):  
Edoardo Bocci ◽  
Emiliano Prosperi ◽  
Volkmar Mair ◽  
Maurizio Bocci
Keyword(s):  
Mechanical Properties ◽  
High Temperature ◽  
High Temperatures ◽  
Hot Mix Asphalt ◽  
Prolonged Exposure ◽  
Road Construction ◽  
Temperature Monitoring ◽  
Thermal Camera

In road construction, it can happen that, for different reasons, the time between hot-mix asphalt (HMA) production and paving is extended to some hours. This can be reflected in several problems such as mix cooling and temperature segregation, but also in an extremely severe bitumen ageing due to its prolonged exposure to high temperatures. This paper deals with the investigation of these phenomena both in the laboratory and on site. In particular, the first part of the research aimed at observing the influence of the conditioning time, when the loose HMA is kept in the oven at a high temperature, on the mix properties. The second part focused on the ageing/cooling that happens on site during HMA hauling, as a function of time and type of truck. Temperatures were monitored using a thermal camera and different probes, and gyratory compactor specimens were produced by sampling some HMA from the trucks every 1 h for 3 h. The results showed that HMA stiffness rises if the time when the loose mix stays in the laboratory oven before compaction increases. However, on site, the HMA volumetric and mechanical properties do not change with hauling time up to 3 h, probably because the external material in the truck bed protects the HMA core from the access of oxygen, hindering bitumen oxidation and loss of volatiles. The temperature monitoring highlighted that temperature segregation, after 3 h hauling, can be higher than 30 °C but it can be reduced using insulated truck beds.

Constitutive Modeling of Asphalt Bound Granular Materials: Theoretical Background

2002 ◽  
Author(s):  
J. Murali Krishnan ◽  
K. R. Rajagopal
Keyword(s):  
Creep Test ◽  
Asphalt Concrete ◽  
Constitutive Modeling ◽  
Hot Mix Asphalt ◽  
Constitutive Models ◽  
Companion Paper ◽  
Theoretical Background ◽  
Asphalt Mixtures ◽  
Unified Approach ◽  
Multiple Natural Configurations

Different kinds of hot mix asphalt mixtures are used in highway and runway constructions. Each of these mixtures cater to specific needs and differ from each other in the type and percentage of aggregates and asphalt used, and their response can be markedly different. Constitutive models used in the literature do not differentiate between these different kinds of mixtures and use models which treat them as if they are one and the same. In this study, we propose constitutive models for two different kinds of hot mix asphalt, viz., asphalt concrete and sand asphalt. We use a framework for materials that possess multiple natural configurations for deriving the constitutive equations. While asphalt concrete is modeled as a two constituent mixture, sand asphalt is modeled as a single constituent mixture due to the peculiarity in its makeup. In this study, we present a unified approach for deriving models for these different kind of mixtures. In a companion paper, we compare the predictions of the model for a compressive creep test with available experimental results.

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