Performance Evaluation of Ultra-Thin Wearing Course with Different Polymer Modified Asphalt Binders

Yu, Jianying; Chen, Yanlin; Wei, Xiaopeng; Dong, Niya; Yu, Huayang

doi:10.3390/polym14163235

Cited by 13 publications

(4 citation statements)

References 47 publications

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“…The methods of re-making anti-skid structures include manual chiseling, grooving [7,8], and milling [9]. The overlay method includes laying sealing layer [10], micro-surfacing [11], Novachip overlay [12], and asphalt concrete ultra-thin overlay [13][14][15]. The anti-skid performance of the road surface is mainly determined by both macro and micro textures [16][17][18].…”

Section: Introductionmentioning

confidence: 99%

Research on surface treatment technology for quickly improving the skid resistance of tunnel concrete pavement

Lei,

Zhao,

Wang

et al. 2024

PLoS ONE

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In order to solve the problem that the skid resistance of concrete pavement in tunnel deteriorates rapidly, which is easy to cause traffic accidents, the anti-skid rapid elevation technology of surface treatment is proposed. Wear tests were used to investigate the effects of concrete surface roughness, properties of modified emulsified asphalt binder and anti-skid fine aggregate type on long-term skid resistance of treated surfaces. The results show that the four coarsening methods of fine milling, milling, grooving and brooming can improve the skid resistance of concrete, and the skid resistance durability of fine milling and milling is better. The adhesive property of modified emulsified asphalt is the best when the content of water-based epoxy resin is 20%. In different aggregates, the anti-skid effect is better when silicon carbide is used as anti-skid aggregate and the particle size is 0.6mm:0.3mm = 2:3. The method of fine milling of concrete surface + spraying epoxy emulsified asphalt + spreading silicon carbide can effectively improve the anti-skid performance of the original concrete pavement, and the feasibility of the scheme is verified by the test road. The research results have a good reference value for improving the skid resistance of tunnel concrete pavement.

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Section: Introductionmentioning

confidence: 99%

Research on surface treatment technology for quickly improving the skid resistance of tunnel concrete pavement

Lei,

Zhao,

Wang

et al. 2024

PLoS ONE

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“…An ultra-thin wear layer is an asphalt pavement thin overlay that has emerged in recent years and has a wide range of applications [8,9]. It can improve the skid and wear resistance of the pavement as well as repair the original pavement microcracks [10]. Therefore, the combination of ultra-thin wear layer and microwave deicing is beneficial for the further promotion and application of microwave deicing.…”

Section: Introductionmentioning

confidence: 99%

An Ultra-Thin, Microwave-Absorbing Wear Layer for Pavement Deicing

2023

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Microwave heating is widely employed in pavement deicing. However, it is difficult to improve the deicing efficiency because only a small part of the microwave energy is used and most of it is wasted. To improve the utilization efficiency of microwave energy and the deicing efficiency, we used silicon carbide (SiC)–replaced aggregates in asphalt mixtures to prepare an ultra-thin, microwave-absorbing wear layer (UML). The SiC particle size, SiC content, oil–stone ratio and thickness of the UML were determined. The effect of the UML on energy saving and material reduction was also evaluated. Results show that only a 10 mm UML was needed to melt a 2 mm ice layer within 52 s at −20 °C and rated power. In addition, the minimum layer thickness to meet the specification requirement (≥2000 με) of asphalt pavement was also 10 mm. SiC with larger particle sizes increased the temperature rise rate but decreased the temperature uniformity, instead increasing the deicing time. The deicing time of a UML with SiC particle size less than 2.36 mm was 35 s shorter than that of a UML with SiC particle size greater than 2.36 mm. Furthermore, more SiC content in the UML resulted in a higher temperature rise rate and less deicing time. The temperature rise rate and deicing time of the UML with 20% SiC were 4.4 times and 44% of those of the control group. When the target void ratio was 6%, the optimum oil–stone ratio of UML was 7.4%, and it had good road performance. Compared to overall heating, the UML saved 75% of power and SiC material under the same heating efficiency. Therefore, the UML reduces microwave deicing time and saves energy and material.

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“…In order to support a PRS system, a PBMD framework can provide the mathematical models that explain the relationship between the acceptance quality characteristics (AQCs) and predicted performance for selected mixtures [ 2 , 11 , 12 , 16 ]. The volumetric and/or mechanical AQCs that can be measured during construction are also identified through the PBMD framework [ 1 , 7 , 16 , 17 , 18 , 19 ]. Here, the volumetric AQCs are asphalt mix design requirements (i.e., design air void, binder content, design voids in mineral aggregate (VMA)) measured by volumetric tests, whereas mechanical AQCs are simplified performance indices measured by a mechanical performance tester at the time of construction [ 3 , 20 ].…”

Section: Introductionmentioning

confidence: 99%

“…Several state departments of transportation (DOTs) have modified current volumetric asphalt mix designs to better control performance-based on mechanical tests (TRB Circular, 2014). In California, polymer-modified binder in the surface layer and rich asphalt bottom layers were constructed for long-life rehabilitation of the I-710 highway [ 4 , 18 , 21 ]. Polymer-modified binder mixtures are chosen to improve both rutting and fatigue cracking (one might consider this a performance-balanced mix design), whereas the rich binder mixture is focused on better compaction and more resistance to bottom-up cracking and moisture susceptibility (one might consider this a fatigue-preferred mix design) [ 22 ].…”

Section: Introductionmentioning

confidence: 99%

Developing Performance-Based Mix Design Framework Using Asphalt Mixture Performance Tester and Mechanistic Models

Lee¹,

Lee

2023

Polymers

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This paper proposes a performance-based mix design (PBMD) framework to support performance-related specifications (PRS) needed to establish relationships between acceptable quality characteristics (AQCs) and predicted performance, as well as to develop fatigue-preferred, rutting-preferred, and performance-balanced mix designs. The framework includes defining performance tests and threshold values, developing asphalt mix designs, identifying available performance levels, conducting sensitivity analysis, establishing the relationships between AQCs and predicted performance, and determining performance targets and AQC values for the three PBMDs using predicted performance criteria. Additionally, the framework recommends selecting the PBMD category for each asphalt layer to minimize pavement distresses. In this study, the proposed PBMD protocol was applied to FHWA accelerated loading facility (ALF) materials using asphalt mixture performance tester (AMPT) equipment coupled with mechanistic models. The study developed nine mix designs with varying design VMAs and air voids using the Bailey method. The cracking and rutting performance of the mix designs were determined by direct tension cyclic (DTC) fatigue testing, triaxial stress sweep (TSS) testing, and viscoelastic continuum damage (S-VECD) and viscoplastic shift models for temperature and stress effects. The study found that adjusting the design VMA was the primary way to achieve required performance targets. For fatigue-preferred mix design, the recommended targets were a cracking area of 0 to 1.9%, a rut depth of 10 mm, and a design VMA of 14.6 to 17.6%. For rutting-preferred mix design, the recommended targets were a cracking area of 18%, a rut depth of 0 to 3.8 mm, and a design VMA of 10.1 to 13.1%. For performance-balanced mix design, the recommended targets were a cracking area of 8.1 to 10.7%, a rut depth of 4.6 to 6.4 mm, and a design VMA of 12.6 to 14.3%. Finally, pavement simulation results verified that the proposed PBMD pavement design with fatigue-preferred mix in the bottom layer, performance-balanced mix in the intermediate layer, and rutting-preferred mix in the surface mix could minimize bottom-up cracking propagation without exceeding the proposed rutting performance criterion for long-life.

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Performance Evaluation of Ultra-Thin Wearing Course with Different Polymer Modified Asphalt Binders

Cited by 13 publications

References 47 publications

Research on surface treatment technology for quickly improving the skid resistance of tunnel concrete pavement

Research on surface treatment technology for quickly improving the skid resistance of tunnel concrete pavement

An Ultra-Thin, Microwave-Absorbing Wear Layer for Pavement Deicing

Developing Performance-Based Mix Design Framework Using Asphalt Mixture Performance Tester and Mechanistic Models

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