Effects of aggregate type and SBS copolymer on the interfacial heat transport ability of asphalt mixture using molecular dynamics simulation

Dan, Han-Cheng; Zou, Zhuo-Min; Zhang, Zhi; Tan, Jiawei

doi:10.1016/j.conbuildmat.2020.118922

Cited by 41 publications

(5 citation statements)

References 64 publications

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“…It is well known that the wet asphalt pavement is more likely to be frozen in the low-temperature environment especially in moist mountain area (Dan et al, 2014(Dan et al, , 2020a. The area in western China often suffers from freezing rain during the winter, and ice on the asphalt pavement reduces the pavement skid resistance and subsequently endangers the traffic safety (Gustafson, 1982;Zhu et al, 2012;Dan et al, 2020c).…”

Section: Introductionmentioning

confidence: 99%

Experimental Investigation on Uniaxial Unconfined Compressive Properties of Ice on Asphalt Pavement Surface

et al. 2020

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Mechanical deicing is a method to remove the ice on the pavement surface, and the ice strength directly affects the difficulty and effectiveness of the mechanical deicing. This paper aims to investigate the compression strength of ice to facilitate the deicing equipment to crush ice. In this paper, a large-scale freezing laboratory is employed to simulate low-temperature environment, and the uniaxial unconfined compressive tests of artificial freshwater ice under different temperature conditions are carried out through the uniaxial loading system. The compressive strength and modulus of ice are obtained when the substrate is asphalt pavement. The test result shows that the ice compressive strength and modulus respectively distribute from 0.36 to 3.67 MPa and 11.7 to 359.1 MPa when ice temperature varies from −0.7 to −7.5 • C. The relations between ice temperature and compressive strength are approximately in a linear manner, while the relation of compressive modulus and ice temperature shows good power function and exponential relationships, respectively, when ice temperature ranges from −8 to −5 • C and from −5 to 0 • C. Furthermore, the failure mechanism of ice under relatively lower temperature is due to the development of cut-through cracks inside the ice. The failure mode divides into shear failure and ductile failure and the failure ice is mainly composed of large ice strips and bulks. For the ice with relatively higher temperature especially the ice close to melting point temperature, the ice failure mode is compressive and ductile, and the failure ice is mainly composed of granular ice crystals.

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Section: Introductionmentioning

confidence: 99%

Experimental Investigation on Uniaxial Unconfined Compressive Properties of Ice on Asphalt Pavement Surface

et al. 2020

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“…Thermal conductivity is not explicitly addressed as one of the factors in this paper; however, it is important to acknowledge its significance in the discussion. Cement and asphalt concrete, the materials used in the bridge structure, have relatively low thermal conductivity [41,42]. The temperature distribution across the model's cross-section (see Figure 13) reveals distinct patterns.…”

Section: Thermal Conductivitymentioning

confidence: 99%

Finite Element Method Simulation and Experimental Investigation on the Temperature Control System with Groundwater Circulation in Bridge Deck Pavement

Ni,

Dan,

Bai

et al. 2024

Buildings

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The application of green energy resources is gaining increasing attention in the field of engineering. In cold areas, the groundwater circulation temperature control system (GCTCS) can serve as an auxiliary structure to the bridge deck on highways, effectively preventing the pavement surface from freezing. In this study, a finite element simulation is conducted to establish a bridge structure model of the GCTCS, incorporating both steady-state and transient conditions to investigate its anti-icing performance. Additionally, the influences of various factors, such as wind speed, asphalt concrete layer thickness, groundwater temperature, pipe water flow rate, and pipe spacing, on the temperature of the water film on the pavement surface are investigated and validated through laboratory testing. The results demonstrate that wind speed has a significant influence, with the convective heat loss reaching 90% when the wind speed reaches 10 m/s. Groundwater temperature is the second most influential factor, showing a linear relationship with the water film temperature. Excessive pipe spacing can lead to an uneven temperature distribution on the pavement surface. The thickness of the asphalt concrete layer and the flow rate have minimal effects. However, a low flow rate can result in a significant decrease in the water film temperature. Furthermore, changes in the thermal conductivity of the surface layers also contribute to the anti-icing effect. The simulation analysis of the GCTCS provides valuable guidance for practical engineering in cooler regions where groundwater resources are abundant.

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“…Classic atomic-level molecular simulation has become one of the commonly used methods to enhance our understanding of molecular processes in materials science [36]. With the aid of molecular dynamics simulation (MD) techniques, scholars can explore the microscopic mechanisms of polymer-modified asphalt at a molecular scale, following the construction of asphalt four-component models [37][38][39]. Recently, Hu et al [40] demonstrated that graphene can effectively reduce the binding energy of asphaltenes to non-polar molecules (saturate and aromatic) and elevate the diffusion coefficient of non-polar molecules by approximately 8%.…”

Section: Introductionmentioning

confidence: 99%

Microscopic Properties of Asphalt and Polyethylene at an Extraordinary High Dosage through Molecular Dynamics Simulation

Jin,

Li,

Chen

et al. 2024

Buildings

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Using waste plastics in asphalt mixtures could be an exploratory way to dispose of waste plastics. This study aims to investigate the microscopic properties between asphalt and polyethylene (PE) at an extraordinary dosage of 20 wt.%. Various types of PE with different degrees of polymerization (DP) and structural configurations were considered. Molecular dynamics simulations were used to calculate the mechanical parameters, free volume ratio (FVR), and Flory–Huggins parameter of the resulting PE-modified asphalt (PEA). Two types of PEA were made and characterized by fluorescence microscopy. The simulation results indicate that the addition of PE reduces the density of modified asphalt by less than 5%, and a higher density of PEA is associated with a lower FVR. When the FVR is close, the mechanical properties are greatly influenced by the DP and configuration. The DP and the number of chains are the main parameters impacting the compatibility between PE and asphalt, based on the Flory–Huggins parameter analysis. Decreasing the DP of PE (e.g., 50, with a minimum Flory–Huggins parameter and a relative molecular mass of 1300) will significantly increase the compatibility between asphalt and PE. LDPE−2 has better compatibility with asphalt, possibly because LDPE−2 has higher purity. These findings provide valuable insights into plastic thermal cracking and industrial modification practices.

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Effects of aggregate type and SBS copolymer on the interfacial heat transport ability of asphalt mixture using molecular dynamics simulation

Cited by 41 publications

References 64 publications

Experimental Investigation on Uniaxial Unconfined Compressive Properties of Ice on Asphalt Pavement Surface

Experimental Investigation on Uniaxial Unconfined Compressive Properties of Ice on Asphalt Pavement Surface

Finite Element Method Simulation and Experimental Investigation on the Temperature Control System with Groundwater Circulation in Bridge Deck Pavement

Microscopic Properties of Asphalt and Polyethylene at an Extraordinary High Dosage through Molecular Dynamics Simulation

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