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Estimation of hot mix asphalt concrete rutting potential from asphalt binder tests.

机译：通过沥青粘合剂试验估算热拌沥青混凝土的车辙可能性。

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摘要

In recent decades, the Strategic Highway Research Program (SHRP) suggested new performance based specifications for asphalt binders known as Performance Grade (PG) Specifications which suggest performing tests at the service temperature rather than a set temperature. To meet these new PG-specifications, manufacturers either altered manufacturing practices like air blown asphalt, or added modifiers like polymers. In general, the addition of modifiers improved the performance of hot mix asphalt concrete (HMAC), while the air blown or acid modified asphalt decreased the durability of the mixes.; In general, the new performance tests are unable to differentiate between polymer modified asphalts and acid modified asphalt. To overcome this problem, the elastic recovery test has been specified by the highway agencies because it can differentiate between asphalt binder consisting of modifier and acid modified asphalt binders. However, the discussions with the asphalt producers identified that the asphalt modified with Styrene Butadiene Rubber (SBR) does not pass elastic recovery test but performs well in the field. In addition, the test does not provide any fundamental property of asphalt binder.; Recently, a new test called repeated creep test has been proposed by the Federal Highway Administration (FHWA) to measure the fundamental properties of asphalt binders and can be used to identify the presence of modifiers. Therefore, the objective of this study was to evaluate the capability of the repeated creep test in identifying the presence of modifiers.; Typically, rutting is one of the major causes of premature failure of HMAC, especially within the state of Texas. To identify rutting potential of hot mix asphalt concrete, the Hamburg Wheel Tracking Device (HWTD) test has been specified by the Texas Department of Transportation (TxDOT). If HWTD test results identify a mix to be rut susceptible, the test results do not necessarily indicate whether the mix design and/or asphalt binder is the major factor responsible for rutting potential. It may be possible that the repeated creep test results can identify the rutting potential; thus, identifying whether the asphalt binder is the contributing factor or not. Therefore, another objective of this study was to identify rutting potential of a mix consisting of rut prone asphalt binder using repeated creep tests. If a correlation can be established between the properties of the asphalt binders used in the HMAC and the rutting potential displayed in laboratory testing, the premature failure can be minimized.; To perform this study two mix designs used by the Texas Department of Transportation (TxDOT), Type-D and Coarse Matrix High Binder (CMHB-C), were selected. The Type-D mix was obtained from the Austin District and the CMHB-C from the Bryan District. Both of the chosen mixes have shown success in the field and have recently been placed using modifiers. The modifiers assessed in this study include, Styrene-Butadiene-Styrene (SBS), Styrene-Butadiene-Rubber 9SBR), Tire Rubber (TR), and Elvaloy. Since the mix types are rut resistant and mix design are the same, the major factor contributing towards rutting of HMAC can be traced to the asphalt binders which is the only component that is altered between the mixes. To validate test results, two additional mixes (CMHB-C and Superpave from El Paso District) consisting of one binder type were evaluated.; The test results suggested that the presence of modifiers can be identified using repeated creep tests and can be used to identify the rutting potential of HMAC. In addition, a relationship between mix types and accumulated strains (from repeated creep tests) has been proposed. The developed relationships were further evaluated using different mix designs not evaluated in the original study. The test results suggest that repeated creep test results have the potential of being used as the test to identify rutting potential of HMAC.
机译：在最近的几十年中，战略公路研究计划（SHRP）提出了新的基于性能的沥青粘合剂规格，称为性能等级（PG）规格，建议在工作温度而不是设定温度下进行测试。为了满足这些新的PG规范，制造商要么改变了制造习惯，例如吹气沥青，要么添加了诸如聚合物的改性剂。通常，添加改性剂可改善热拌沥青混凝土（HMAC）的性能，而吹气或酸改性的沥青则会降低混合物的耐久性。通常，新的性能测试无法区分聚合物改性沥青和酸改性沥青。为了克服这个问题，公路部门已经指定了弹性恢复测试，因为它可以区分由改性剂组成的沥青粘合剂和酸改性的沥青粘合剂。但是，与沥青生产商的讨论表明，用苯乙烯丁二烯橡胶（SBR）改性的沥青未通过弹性回复测试，但在现场表现良好。另外，该测试没有提供沥青粘合剂的任何基本性能。最近，联邦公路管理局（FHWA）提出了一种称为重复蠕变测试的新测试，以测量沥青粘合剂的基本性能，并可以用于识别改性剂的存在。因此，本研究的目的是评估重复蠕变试验识别改性剂存在的能力。通常，车辙是HMAC提前失效的主要原因之一，尤其是在德克萨斯州。为了确定热拌沥青混凝土的车辙潜力，德克萨斯州交通运输部（TxDOT）指定了汉堡车轮跟踪装置（HWTD）测试。如果HWTD测试结果确定混合物易发车辙，则测试结果不一定表明混合物设计和/或沥青粘合剂是否是造成车辙可能性的主要因素。重复的蠕变测试结果可能会识别出车辙的可能性。因此，确定沥青粘结剂是否是促成因素。因此，这项研究的另一个目的是通过反复蠕变试验来确定由易发车辙的沥青粘合剂组成的混合物的车辙潜力。如果可以在HMAC中使用的沥青粘合剂的性能与实验室测试中显示的车辙可能性之间建立相关性，则可以将过早失效降至最低。为了进行这项研究，选择了得克萨斯州交通运输部（TxDOT）使用的两种混合料设计，即D型和粗基质高粘结剂（CMHB-C）。 D型混合物来自奥斯汀区，而CMHB-C来自布莱恩区。所选的两种混合物均已在该领域中显示出成功，并且最近已使用修饰符进行了放置。在这项研究中评估的改性剂包括苯乙烯-丁二烯-苯乙烯（SBS），苯乙烯-丁二烯-橡胶9SBR），轮胎橡胶（TR）和Elvaloy。由于混合料类型具有耐车辙性，并且混合料设计相同，因此可将导致HMAC车辙的主要因素追溯到沥青粘结剂，沥青粘结剂是在混合料之间改变的唯一组分。为了验证测试结果，还评估了由一种粘合剂类型组成的另外两种混合物（CMHB-C和El Paso District的Superpave）。测试结果表明，可以使用重复蠕变测试来识别改性剂的存在，并可以用于识别HMAC的车辙潜力。另外，已经提出了混合类型和累积应变之间的关系（来自反复蠕变试验）。所建立的关系使用原始研究中未评估的不同混合设计进一步评估。测试结果表明，重复的蠕变测试结果有可能被用作确定HMAC车辙的潜力的测试。

著录项

  • 作者

    Hrdlicka, Gina M.;

  • 作者单位

    The University of Texas at El Paso.;

  • 授予单位 The University of Texas at El Paso.;
  • 学科 Engineering Civil.
  • 学位 M.S.
  • 年度 2006
  • 页码 99 p.
  • 总页数 99
  • 原文格式 PDF
  • 正文语种 eng
  • 中图分类 建筑科学;
  • 关键词

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