Synchronous method and mechanism of asphalt-aggregate separation and regeneration of reclaimed asphalt pavement

Liu, Chaochao; Zhao, Bo; Xue, Yanhua; He, Yaxuan; Ding, Sha; Wen, Yiyi; Lv, Songtao

doi:10.1016/j.conbuildmat.2023.131127

Cited by 17 publications

(6 citation statements)

References 32 publications

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“…Based on the viscosity data of asphalt at 135 • C, 165 • C, and 175 • C, regression analyses were performed for varying asphalt types according to the viscosity-temperature curve equation. The formula is shown in Equation ( 5) [43].…”

Section: Viscosity Results Analysismentioning

confidence: 99%

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Rheological Properties of Silica-Fume-Modified Bioasphalt and Road Performance of Mixtures

Hou,

Xue,

et al. 2024

Materials

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The objective of this research is to enhance the high-temperature antirutting and antiaging characteristics of bioasphalt. In this study, silica fume (SF) was selected to modify bioasphalt. The dosage of bio-oil in bioasphalt was 5%, and the dosage of SF was 2%, 4%, 6%, 8%, and 10% of bioasphalt. The high- and low-temperature characteristics, aging resistance, and temperature sensitivity of Bio + SF were evaluated by temperature sweep (TS), the multiple stress creep recovery (MSCR) test, the bending beam rheology (BBR) test, and the viscosity test. Meanwhile, the road behavior of the Bio + SF mixture was evaluated using the rutting test, low-temperature bending beam test, freeze–thaw splitting test, and fatigue test. The experimental results showed that the dosage of SF could enhance the high-temperature rutting resistance, aging resistance, and temperature stability of bioasphalt. The higher the dosage of SF, the more significant the enhancement effect. However, incorporating SF weakened bioasphalt’s low-temperature cracking resistance properties. When the SF dosage was less than 8%, the low-temperature cracking resistance of Bio + SF was still superior to that of matrix asphalt. Compared with matrix asphalt mixtures, the dynamic stability, destructive strain, freeze–thaw splitting strength ratio, and fatigue life of 5%Bio + 8%SF mixtures increased by 38.4%, 49.1%, 5.9%, and 68.9%, respectively. This study demonstrates that the development of SF-modified bioasphalt could meet the technical requirements of highway engineering. Using SF and bio-oil could decrease the consumption of natural resources and positively reduce environmental pollution.

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Section: Viscosity Results Analysismentioning

confidence: 99%

“…RFAI is calculated as shown in Equation ( 4). The lower the RFAI, the more superior the antiaging characteristics [43,44]. The results of RFAI values for different asphalts are shown in Figure 5.…”

Section: Antiaging Performancementioning

confidence: 99%

Rheological Properties of Silica-Fume-Modified Bioasphalt and Road Performance of Mixtures

Hou,

Xue,

et al. 2024

Materials

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“…The maintenance and reconstruction of asphalt pavement following prolonged use will generate a substantial volume of RAP material [1,2]. Improper disposal of RAP can lead to environmental pollution and resource wastage [3][4][5]. Therefore, the recycling of RAP is the best way to save nonrenewable resources and protect the environment; it is also the focus of social attention [6,7].…”

Section: Introductionmentioning

confidence: 99%

The Early Performance Development of Hot In-Place Recycled Asphalt Mixture

Shi,

Liu,

Xue

et al. 2024

Coatings

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With increasing societal attention being directed to resource and environment problems, the research focus on high reclaimed asphalt content mixtures has become pertinent. The degree of asphalt fusion in the thermal regeneration process of a high RAP content reclaimed asphalt mixture has a great influence on its performance. In order to explore the development process of hot in-place recycling mixture performance along with internal asphalt fusion, this study conducted research on a geothermal regeneration mixture with 80% RAP content. Dynamic shear rheology (DSR), infrared spectroscopy, and scanning electron microscopy were used to investigate the fusion of recycled mixture under different placement times (1 day, 4 days, and 7 days), and the road performance and fatigue life of the recycled mixture under different placement times were then studied. The results showed that the fusion degree of old asphalt and new asphalt in a recycled asphalt mixture reached 100%, and gradually increased with the extension of placement time. With the increase in placement time, the high temperature performance of the regenerated mixture gradually decreased, the water stability gradually increased, and the low-temperature performance and fatigue life significantly increased from 1 day to 7 days, by 19% and 32%, respectively.

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“…However, curing time might affect the variability of fatigue results and consequently, their modeling, thus curing times longer than six months are advised [15,16]. Furthermore, advanced techniques have been used to understand important characteristics of different pavement materials (e.g., RAP asphalt-aggregate interaction, particle shape, loading rate) [17][18][19], including the fatigue behavior of CRCTMs [20]. Despite that, engineers still often use parameters and methods of traditional cement-treated materials to design CRCTM layers, which might increase the uncertainty of the whole project.…”

Section: Introductionmentioning

confidence: 99%

Fatigue of Cold Recycled Cement-Treated Pavement Layers: Experimental and Modeling Study

et al. 2023

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Fatigue is the main design criterion for cold recycled cement-treated mixtures (CRCTMs). However, the literature shows that the fatigue behavior of such mixtures is still not well known. For example, the effect of increasing reclaimed asphalt pavement (RAP) contents is yet a topic of discussion. This experimental and modeling study helps fill knowledge gaps on CRCTM fatigue behavior using long-term curing fatigue tests and three design methods currently being used in different countries. The objectives of this study were: (1) to characterize the mechanical and fatigue behavior of mixtures of RAP, aggregates and cement; (2) to evaluate the fatigue life of pavements with base and subbase layers of such mixtures using the novel Brazilian design method (MeDiNa); and (3) to compare the results with those obtained using the South African Pavement Engineering Manual (SAPEM) transfer functions and the American Association of State Highway and Transportation Officials AASHTOWare Pavement Mechanistic-Empirical Design (PMED) software. The mixtures were tested in the laboratory using flexural static and cyclic tests, and the required parameters to use the methods were obtained. Experimental results and modeling demonstrated a superior fatigue behavior of recycled layers with higher RAP contents. On the other side, layers with lower RAP contents abruptly lost stiffness in short periods, making thicker structures necessary. Therefore, using high RAP contents is not only a sustainable practice, but also a technical benefit. The equivalent single axle loads obtained using the SAPEM were higher than those obtained using MeDiNa, while the PMED ones were higher than both previous methods. Despite the inherent differences, this suggests that MeDiNa is more conservative. It also highlights the importance of calibration based on long-term pavement performance data.

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Synchronous method and mechanism of asphalt-aggregate separation and regeneration of reclaimed asphalt pavement

Cited by 17 publications

References 32 publications

Rheological Properties of Silica-Fume-Modified Bioasphalt and Road Performance of Mixtures

Rheological Properties of Silica-Fume-Modified Bioasphalt and Road Performance of Mixtures

The Early Performance Development of Hot In-Place Recycled Asphalt Mixture

Fatigue of Cold Recycled Cement-Treated Pavement Layers: Experimental and Modeling Study

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