Rheological properties of bitumen containing nanoclay and organic warm-mix asphalt additives
Introduction
With the increasing use of warm mix asphalt, which allows a reduction in the mixing and compaction temperatures, evaluation of conventional and rheological properties of WMA bitumen has been the foremost investigation challenge for the production of environmentally sustainable flexible pavements[1], [2], [3], [4], [5], [6]. Three main categories of WMA additives have been denoted in the literature: organic additives, chemical additives, and foaming technologies. Each of these groups causes the reduction of bitumen viscosity. The potential advantages of this viscosity reduction, which have discussed in the literature, are decreasing plant emissions, reducing energy consumption, extending haul distance and paving seasons, and also a provision of better work conditions for the staff [4], [6], [7], [8], [9], [10], [11], [12], [13]. However, there are also some concerns about the performance of this technology [14], [15], [16], [17], [18], [19]. Most of the available literature highlights the Sasobit “as organic WMA additives” advantages such as improves the workability, compactability, and rutting resistance of mixtures [6], [12], [20]. Also, some researches showed that the addition of Sasobit could have a detrimental effect on moisture damage resistance, low temperature cracking, and fatigue cracking of mixtures [11], [12], [19], [20], [21], [22], [23].
On the other hand, depending on the temperature and vehicle speed, the behavior of bitumen in the asphalt mixtures varies from the elastic solid to the viscous liquid. At high speed and low temperatures, bitumen behavior is more like elastic solid, and thermal cracks are the predominant failure modes of the pavement. At low speeds and high temperatures, which bitumen behavior likes as a viscous liquid, the most common distress types were found to be rutting. Finally, at intermediate temperatures and regular speeds, it shows viscoelastic properties. In this case, fatigue cracks are the most predominant distress types [24].
Increasing traffic volumes and axle loads, variations in the behavior of bitumen as a function of vehicle speed and temperature, and also a drawback of WMA mixtures performance reported in the literature, all of them tend to raise the demand for the use of modified bitumen in flexible pavement [24], [25], [26]. Numerous modifiers are that can be used to enhance binder engineering properties such as polymers, natural rubber, crumb rubber, Styrene Butadiene Styrene (SBS), Ethylene Vinyl Acetate (EVA), nanoclay, etc. [27], [28], [29], [30], [31], [32], [33], [34]. Different types of nanoclay materials have been used in pavement technology to enhance bitumen properties and reduce different types of pavement distress. Montmorillonite (MMT), Rectorite (REC), vermiculite (VMT), and kaolinite (KC) are the most common types of the materials above [35], [36], [37], [38].
Based on the main researches done so far and their findings, it appears that low temperature and fatigue cracking identified as major concerns and obstacles performance of bitumen containing Sasobit [23], [39]. Also, it seems that the addition of montmorillonite in bitumen could mitigate the detrimental impact of Sasobit on their low-temperature and fatigue performance [35], [36], [37], [38], [40], [41]. While the advantages of nano-montmorillonite to enhance the properties of bitumen extensively investigated by previous researchers, additional research is needed to better understand the conventional and rheological properties of bitumen with various amounts of nano-montmorillonite k10 and Sasobit. Therefore, it is crucial to determine the effect of various percentages of nano-montmorillonite k10 and Sasobit to rheological and conventional properties of bitumen. For this purpose, in this research study, Sasobit as an organic warm mix asphalt additive and nano-montmorillonite k10 as a bitumen modifier were used with different contents to modify the 60/70 and 40/50 pen-grade bituminous. Conventional and rheological behaviors of modified bitumen with multiple values of Sasobit and nano-montmorillonite k10 at low, intermediate, and high temperature have evaluated.
Section snippets
Bitumen
Penetration grade (PG) 60/70 and 40/50 bituminous obtained from Shiraz petroleum refineries were used as a base bitumen and labeled as B1 and B2 in this laboratory study, respectively. Characteristics of the base bitumen presented in Table 1.
WMA additives
The organic WMA additives Sasobit, which is described as an “asphalt flow improver,” in various percentages (0, 2, 2.5, 3, and 4% by weight of the bitumen) used in this research. The properties of Sasobit presented in Table 2.
Nano-montmorillonite k10
In this research study,
Testing program and methods
For investigating the influences of nano-montmorillonite k10 to WMA mixes containing Sasobit, conventional, and rheological properties of samples evaluated. Fig. 3 presents the experimental design of this laboratory research.
Test results and discussions
Three test replicates per sample were used in all tests, and the average test values applied in the subsequent discussion.
Conclusion
The objective of this study was to investigate the conventional and rheological properties of bitumen modified with various contents of Sasobit and nano- montmorillonite k10. In this work, these two types of additives were used simultaneously to improve the performance of bitumen. High, intermediate, and low temperature performances of samples evaluated, and the performance grade of samples determined. Based on the experimental results, presented in this paper, the main conclusions of this
CRediT authorship contribution statement
Behrooz Sedaghat: Data curation, Investigation. Reza Taherrian: Formal analysis, Investigation, Methodology, Supervision. Sayyed Ali Hosseini: Project administration, Methodology, Investigation, Supervision, Writing – original draft, Writing - review & editing, Validation. Seyed Mojtaba Mousavi: Data curation, Investigation.
Declaration of Competing Interest
The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper.
Acknowledgment
The authors thank Mr. Ahmad Jalili of the Fars province branch of Road and Transportation Ministry of Iran for his assistance in supplying the required materials for this project.
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