Impact of freeze-thaw cycles on compressive characteristics of asphalt mixture in cold regions

Si, Wei; Li, Ning; Ma, Biao; Ren, Jizhou; Wang, Hainian; Hu, Jian

doi:10.1007/s11595-015-1215-5

Cited by 26 publications

(8 citation statements)

References 14 publications

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“…Qinghai-Tibet Highway (QTH) passes through the QTP from north to south, of which the pavement is semirigid base asphalt concrete (AC) and the general structure is 4 cm AC-13 + 6 cm AC-16 + 20 cm cement stabilized macadam base. QTH suffers from the severe environment conditions such as low annual average temperature, large difference in temperature, rapid cooling rate, and frequent and violent F-T cycles [7][8][9][10]. All these adverse weather conditions have evident influences on mechanical property and durability of asphalt pavement [11].…”

Section: Introductionmentioning

confidence: 99%

Assessment of Freeze-Thaw Cycles Impact on Flexural Tensile Characteristics of Asphalt Mixture in Cold Regions

Duojie

et al. 2021

Mathematical Problems in Engineering

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Low average temperature, large temperature difference, and continual freeze-thaw cycles have significant impacts on mechanical property of asphalt pavement. Bending test was applied to illustrate the mixtures’ flexural tensile properties under freeze-thaw (F-T) conditions. Experiment results showed that the flexural tensile strength and strain declined as F-T cycles increased; the deterioration of flexural tensile properties decreased sharply during initial F-T cycles but turned smooth after 15–21 F-T cycles. ANOVA showed that F-T cycles, asphalt-aggregate ratio, and gradation had obvious influence on flexural tensile characteristics. Flexural characteristics of AC-13 behaved better than the other gradations. It turned out that the mixtures’ low-temperature bending characteristics were improved when 5.5% optimum asphalt-aggregation ratio or slightly larger AC-13 gradation was applied.

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Section: Introductionmentioning

confidence: 99%

Assessment of Freeze-Thaw Cycles Impact on Flexural Tensile Characteristics of Asphalt Mixture in Cold Regions

Duojie

et al. 2021

Mathematical Problems in Engineering

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“…The dependence in Figure 5b cannot be considered general, it is not final and requires further development and improvement. At the same time, it can be concluded that the development of damage is associated with a significant change in the interpore space and with the subsequent development of destruction due to the loss of connections between particles, which was proved by other authors earlier (El-Hakim & Tighe, 2014;Li et al, 2019;Shakiba, Al-Rub, Darabi, You, Masad, & Little, 2013;Si et al, 2015;Teltayev et al, 2019;Varveri et al, 2014;Xu, Guo & Tan, 2015, 2016. The development of these processes can be recorded by measuring, for example, the water saturation (residual porosity) of asphalt concrete during it being at work under appropriate influence (temperature, load, solar radiation, etc.).…”

Section: Experimental Studies Of Damageability Of Asphalt Concrete Pamentioning

confidence: 56%

“…To date, a number of studies have been carried out on the progressing of asphalt concrete damageability, for example, in the process of alternate freezing and thawing, which confirm the development of microcracks, their integration and enlargement with changes in the interpore space in the structure of asphalt concrete (Darabi, Abu Al-Rub, Masad, & Little, 2013;El-Hakim & Tighe, 2014;Kayhanian, Anderson, Harvey, Jones, & Muhunthan, 2012;Li, Wang, Yi, Ma, & Lin, 2019;Shakiba et al, 2013;Sung & Kim, 2012;Underwood, 2016;Varveri, Avgerinopoulos, Kasbergen, Scarpas, & Collop, 2014;Si et al, 2015;Teltayev, Rossi, Izmailova, & Amirbayev, 2019;Xu, Guo & Tan, 2015, 2016.…”

Section: Damageability Of Road Asphalt Concrete Pavementsmentioning

confidence: 95%

Prospects for Evaluating the Damageability of Asphalt Concrete Pavements During Cold Recycling

Zankavich¹,

Khroustalev

Лю³

et al. 2020

BJRBE

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The article considers improvement of the methodology for accounting for the degradation of asphalt concrete working in the upper layers of the pavement. Development of recycling technologies for road structures is an ongoing process; it allows reaching a higher quality of reclaimed materials and using them for subsequent construction of structural layers, including the upper layers without the protective ones, as well as during repair and reconstruction of roads of various technical categories. At the same time, the system of pre-project assessment (diagnostics) of the state of asphalt concrete pavements cannot be considered optimal and effective because the determined indicators demonstrate that, firstly, various surface and structural defects are present, and, secondly, that the indicators mentioned above are more relevant to the road structure as a whole. The joint handling of the theoretical and experimental data allows concluding that damageability level depends on the physical, mechanical and structural properties, the main being maximal structural strength and the number of elastic bonds involved in the deformation process. A variant of modelling of asphalt concrete damageability depending on the work capacity is proposed, when the reduced amount of dissipated energy is replaced with sufficient accuracy for practice by the ratio of the actual number of load application cycles (freezing and thawing cycles) to the limit. A correlation between the level of damageability and the kinetics of changes of the interpore space of asphalt concrete under the influence of strain (temperature, climatic factors) has been established. Results allow fixing (predicting) the level of damageability by measuring the level of water permeability. The research methodology and equipment for implementation thereof was developed earlier, it can be effectively used at the stage of pre-project diagnosis.

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“…Due to the good performance and riding quality, along with easy maintenance and repair, asphalt pavement has increased year by year in China [1]. However, the temperature sensitivity of asphalt materials is high and the mechanical properties of asphalt pavement will degrade under large temperature difference [2]. Northeast China belongs to the seasonal frozen region and the average temperature in winter can reach −20 • C and above 20 • C in summer.…”

Section: Introductionmentioning

confidence: 99%

Pavement Performance Investigation of Nano-TiO2/CaCO3 and Basalt Fiber Composite Modified Asphalt Mixture under Freeze‒Thaw Cycles

Gong

Tian

et al. 2018

Applied Sciences

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The objective of this research is to evaluate the pavement performance degradation of nano-TiO 2 /CaCO 3 and basalt fiber composite modified asphalt mixtures under freeze-thaw cycles. The freeze-thaw resistance of composite modified asphalt mixture was studied by measuring the mesoscopic void volume, stability, indirect tensile stiffness modulus, splitting strength, uniaxial compression static, and dynamic creep rate. The equal-pitch gray prediction model GM (1,3) was also established to predict the pavement performance of the asphalt mixture. It was concluded that the high-and low-temperature performance and water stability of nano-TiO 2 /CaCO 3 and basalt fiber composite modified asphalt mixture were better than those of an ordinary asphalt mixture before and after freeze-thaw cycles. The test results of uniaxial compressive static and dynamic creep after freeze-thaw cycles showed that the high-temperature stability of the nano-TiO 2 /CaCO 3 and basalt fiber composite modified asphalt mixture after freeze-thaw was obviously improved compared with an ordinary asphalt mixture. adhesion between the asphalt binder and sensitive aggregate against moisture damage [4]. Nano-TiO 2 is a commonly used nanomodified material. Shafabakhsh et al. found that nano-TiO 2 could effectively improve the viscosity, anti-rutting, and anti-fatigue properties of asphalt mixture [5]. Sadeghnejad et al. used nanomaterials to modify SMA and the test results showed that nano-TiO 2 could improve the anti-rutting ability and splitting strength ratio and prolong the service life of an asphalt mixture [6]. Nazari et al. evaluated the microstructure and chemical properties of nanocomposite modified asphalt by X-ray and scanning electron microscopy. It was found that the addition of nanomaterials improved the fatigue resistance of asphalt mixture [7].There are many kinds of fiber modifiers used in asphalt mixtures in recent years, such as polyester fiber, lignin fiber, carbon fiber, glass fiber, basalt fiber, etc. Different fiber modifiers have their own advantages and disadvantages. The low-temperature crack resistance of asphalt mixture is the main problem in the frozen region of northeast China. Compared with other fibers, basalt fiber is a mineral fiber that is abundant and easy to obtain in northeast China. Also, it will not cause environmental pollution. Basalt fiber has some advantages in terms of modifying road performance of asphalt mixtures. Zheng studied the pavement performances of basalt fiber, lignin fiber, and polyester fiber modified asphalt mixtures and found that the performance of the basalt fiber modified asphalt mixture was superior to that of the others [8,9]. Morova et al. studied the usability of basalt fibers in order to bear the stresses occurring at the surface layer of pavement and the optimum value of the fiber ratio leading to the optimum stability value was determined [10]. Chen found that basalt fiber, at the optimal fiber content, could improve the water stability and high-temperature stability of the asphalt mi...

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Impact of freeze-thaw cycles on compressive characteristics of asphalt mixture in cold regions

Cited by 26 publications

References 14 publications

Assessment of Freeze-Thaw Cycles Impact on Flexural Tensile Characteristics of Asphalt Mixture in Cold Regions

Assessment of Freeze-Thaw Cycles Impact on Flexural Tensile Characteristics of Asphalt Mixture in Cold Regions

Prospects for Evaluating the Damageability of Asphalt Concrete Pavements During Cold Recycling

Pavement Performance Investigation of Nano-TiO2/CaCO3 and Basalt Fiber Composite Modified Asphalt Mixture under Freeze‒Thaw Cycles

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