A Multilayer Photothermal Superhydrophobic Anti-Icing Coating Applied to Asphalt Pavement with Remarkable Wear Resistance.

Superhydrophobic surfaces exhibit considerable potential in road anti-icing applications due to their unique water-repellent properties. However, the nanorough structure of superhydrophobic coatings is highly susceptible to degradation under wheel rolling in practical applications. To maintain effective hydrophobicity under prolonged exposure to wheel rolling, a multilayer superhydrophobic anti-icing coating was developed. This coating utilizes antifreeze protein (AFP)-modified emulsified asphalt as the substrate with carbon nanotubes (CNTs) and silicon carbide (SiC) as surface coatings. Experimental results indicate that the inclusion of AFP enhances the viscosity of the emulsified asphalt, thereby stabilizing the nanorough structure of the coating. Even after 100 cycles of sandpaper grinding and 500 wheel rolls, the coating maintains robust hydrophobic properties. Moreover, when the coating is worn away by long-term high-strength loads, the exposed AFP-modified emulsified asphalt layer continues to exhibit effective anti-icing capabilities, significantly prolonging the complete freezing time of water droplets on its surface. Additionally, the incorporation of CNTs and SiC enhances the photothermal conversion performance, further improving the anti-icing efficiency of the coating under light irradiation. Overall, this coating shows promise for application in road anti-icing strategies.

Adhesion Performance of Rubber Modified Asphalt in Chip Seal: A Molecular Dynamic Study.

Chip seals are widely used for asphalt pavement maintenance, yet the understanding of the interaction between asphalt and aggregates embedded in the asphalt layer remains limited. This paper aims to quantify the interaction between asphalt and aggregate at the microscope level to better understand their adhesion performance in chip seals. Rubber-modified and neat asphalt models are established and verified based on various parameters, including density, viscosity, solubility, glass-transition temperature (Tg), and cohesive energy density (CED). Subsequently, nanoindentation simulation is employed to analyze the adhesion force and interface stress between aggregates and asphalt, considering different embedded depths and pull-off speeds. The adhesion energy between asphalt and silica is also calculated. The results indicate that rubber-modified asphalt exhibits lower density, CED, solubility parameters, and Tg while having higher viscosity than neat asphalt. The adhesion force and interface stress display a quadratic relationship with embedded depths and pull-off speeds. Furthermore, the bond between rubber-modified asphalt and silica is stronger than that between neat asphalt and silica. These findings advance the comprehension of asphalt-aggregate adhesion in chip seals and offer insights for optimizing chip seal design through molecular simulation, thereby potentially enhancing asphalt pavement performance.

Experimental Testing and Constitutive Modelling of Pavement Materials.

Pavement materials such as asphalt mixtures, granular aggregates and soils exhibit complex material properties and engineering performance under external loading and environmental conditions [...].

Identify the Micro-Parameters for Optimized Discrete Element Models of Granular Materials in Two Dimensions Using Hexagonal Close-Packed Structures.

The widely used simple cubic-centered (SCC) model structure has limitations in handling diagonal loading and accurately representing Poisson's ratio. Therefore, the objective of this study is to develop a set of modeling procedures for granular material discrete element models (DEM) with high efficiency, low cost, reliable accuracy, and wide application. The new modeling procedures use coarse aggregate templates from an aggregate database to improve simulation accuracy and use geometry information from the random generation method to create virtual specimens. The hexagonal close-packed (HCP) structure, which has advantages in simulating shear failure and Poisson's ratio, was employed instead of the SCC structure. The corresponding mechanical calculation for contact micro-parameters was then derived and verified through simple stiffness/bond tests and complete indirect tensile (IDT) tests of a set of asphalt mixture specimens. The results showed that (1) a new set of modeling procedures using the hexagonal close-packed (HCP) structure was proposed and was proved to be effective, (2) micro-parameters of the DEM models were transit form material macro-parameters based on a set of equations that were derived based on basic configuration and mechanism of discrete element theories, and (3) that the results from IDT tests prove that the new approach to determining model micro-parameters based on mechanical calculation is reliable. This new approach may enable a wider and deeper application of the HCP structure DEM models in the research of granular material.

Reconstruction of Asphalt Pavements with Crumb Rubber Modified Asphalt Mixture in Cold Region: Material Characterization, Construction, and Performance.

Dry-processed rubberized asphalt mixture has recently attracted a lot of attention as an alternative to conventional asphalt mixtures. Dry-processed rubberized asphalt pavement has improved the overall performance characteristics compared to the conventional asphalt road. The objective of this research is to demonstrate the reconstruction of rubberized asphalt pavement and evaluate the pavement performance of dry-processed rubberized asphalt mixture based on laboratory and field tests. The noise mitigation effect of dry-processed rubberized asphalt pavement was evaluated at the field construction sites. A prediction of pavement distresses and long-term performance was also conducted using mechanistic-empirical pavement design. In terms of experimental evaluation, the dynamic modulus was estimated using materials test system (MTS) equipment, the low-temperature crack resistance was characterized by the fracture energy from the indirect tensile strength test (IDT), and the asphalt aging was assessed with the rolling thin-film oven (RTFO) test and the pressure aging vessel (PAV) test. The rheology properties of asphalt were estimated by a dynamic shear rheometer (DSR). Based on the test results: (1) The dry-processed rubberized asphalt mixture presented better resistance to cracking, as the fracture energy was enhanced by 29-50% compared to that of conventional hot mix asphalt (HMA); and (2) the high-temperature anti-rutting performance of the rubberized pavement increased. The dynamic modulus increased up to 19%. The findings of the noise test showed that at different vehicle speeds, the rubberized asphalt pavement greatly reduced the noise level by 2-3 dB. The pavement M-E (mechanistic-empirical) design-predicted distress illustrated that the rubberized asphalt pavement could reduce the IRI, rutting, and bottom-up fatigue-cracking distress based on a comparison of prediction results. To sum up, the dry-processed rubber-modified asphalt pavement has better pavement performance compared to the conventional asphalt pavement.

A CFD study of the effects of combined impurities, ground temperature, and topography upon the consequence distances and plume shapes generated by CO2 release from CCS pipeline failure.

In the carbon capture and storage (CCS) infrastructure, the risk of a high-pressure buried pipeline rupture possibly leads to catastrophic accidents due to the release of tremendous amounts of carbon dioxide (CO2). Therefore, it is crucial to conduct an in-depth study on CO2 atmospheric dispersion when developing CO2 pipeline. In fact, the CO2 captured from diverse industrial processes may contain a variety of impurities. The combined effect of the toxicities of the multiple impurities increases the risk, which has usually been ignored by previous studies. In this paper, computational fluid dynamics (CFD) technology is applied to investigate the influence of hazardous chemicals on CO2 stream dispersion under different meteorological, complex terrain features, and ground temperature condition. In addition, the effect of combined toxic impurities on consequence distance was also investigated comprehensively. It was found that complex conditions affected the near-surface flow field, and obstacles enhanced the lateral dispersion of CO2. Compared to 288 K ground temperature, the plume area inside the 50,000 ppmv CO2 boundary decreased by 8.2%. The hazardous effects of combined toxic impurities became significant compared to a single toxic impurity. This study may furnish a viable assessment technique for the risks associated with CCS.

Investigation of Adhesion Performance of Wax Based Warm Mix Asphalt with Molecular Dynamics Simulation.

Compared with traditional hot mix asphalt (HMA), wax based warm mix asphalt (WWMA) can be mixed with the aggregate at a lower temperature and achieve the desired compaction. However, the adhesion performance of WWMA on aggregate is uncertain. To evaluate the adhesion performance of asphalt and aggregate, researchers used contact angle test, pull-off test, and ultrasonic washing experiments. However, these tests cannot adequately explain the microscopic mechanism of the interface between asphalt and aggregate. Molecular dynamics (MD) can better explain the adhesion mechanism of asphalt aggregates because they can be simulated at the molecular scale. So, the purpose of this research is to use the MD method to study the adhesion performance between WWMA and aggregate. Two aggregate oxides (CaCO3 and SiO2) models, the matrix asphalt model and WWMA models, were built in Materials Studio (MS) software. The adhesion work of asphalt and aggregate oxides was calculated. With the increase of wax modifier content, the adhesion work of asphalt and aggregate oxides (CaCO3 and SiO2) first increases and then decreases. When the wax modifier is increased to 3 wt%, the adhesion works of the WWMA-SiO2 and WWMA-CaCO3 increase by 31.2% and 14.0%, compared with that of matrix asphalt. In this study, the accuracy of the MD calculation result was verified by the pull-off experiments and the contact angle experiments. WWMA was prepared by a high-shear mixer emulsifier. In the pull-off experiments and the contact angle experiments, the tensile strength and the adhesion work between the aggregate and the asphalt containing 3% wax modifier reaches peak values. These values are 140.7% and 124.9%, compared with those between the aggregate and the matrix asphalt. In addition, the results of the pull-off experiments and the contact angle experiments are in good agreement with that of the MD simulation. Finally, Fourier transform infrared spectroscopy (FTIR) shows that the carbonyl content of WWMA is greater than that of matrix asphalt. It explains well that the wax modifier promotes the adhesion between asphalt and aggregate. This paper provides an important theoretical basis to understand the adhesion performance of WWMA and aggregate.

Anti-Skid Characteristics of Asphalt Pavement Based on Partial Tire Aquaplane Conditions.

This study presented a finite element model of radial tire-asphalt pavement interaction using ABAQUS 6.14 software to investigate the skid resistance properties of asphalt pavement under partial tire aquaplane conditions. Firstly, the pavement profile datum acquired by laser scanning were imported to Finite Element Analysis (FEA) software to conduct the pavement modeling. Secondly, a steady state rolling analysis of a tire on three types of asphalt pavements under drying conditions was carried out. Variation laws of the friction coefficient of the radial tire on different pavements with different pavement textures, tire pressures, and loads on the tire were examined. Subsequently, calculation results of the steady state rolling analysis were transmitted to dynamic explicit analysis, and an aquaplane model of a radial tire on asphalt pavements was built by inputting the flow Euler grids. The tire-pavement adhesive characteristics under partial aquaplane conditions are discussed regarding the aquaplane model. Influences of the thickness of water film, the texture of asphalt pavement, and the rolling speed of the tire on the vertical pavement-tire contact force are analyzed. It is found that the vertical contact force between open graded friction course (OGFC) pavement and tire is the highest, followed by stone mastic asphalt (SMA) pavement and dense graded asphalt concrete (AC) pavement surface. The vertical contact force between tire and pavement will be greatly reduced, even with increasing speed or water film thickness. As tire speed increases from 70 km/h to 130 km/h, the tire-pavement contact force is reduced by about 25%. Moreover, when the thickness of water film increases from 0 (dry condition) to 4 mm and then to 12 mm, the vertical contact force reduced 50% and 15%, respectively, compared with under the dry contact condition. This study provided a key theoretical reference for safe driving on wet pavements.

Discussion on molecular dynamics (MD) simulations of the asphalt materials.

The application of asphalt materials in pavement engineering has been increasingly widespread and sophisticated over the past several decades. Variations in the properties of asphalt binder during mixing, transportation, and paving can affect the performance of asphalt pavement. However, the asphalt material is a non-homogeneous and complex organic substance, consisting of various molecules with widely various molecular weights, elemental compositions, and structures. This complexity leads to difficulties for researchers to clearly and immediately understand the properties of asphalt materials and their variations. The multi-scale research approach combines macroscopic experimental data and microscopic simulation results from a practical engineering perspective. It helps to improve the understanding of asphalt materials. The molecular dynamics (MD) simulation proposes a corresponding molecular model of asphalt material based on experimental data, and the simulation algorithm is able to derive properties similar to those of real asphalt. This paper provides a comprehensive review of the current studies on MD simulation of asphalt materials, including modeling, properties, and multi-scale analysis. As a key part of the computational simulation, this paper discusses the typical asphalt binder and asphalt-aggregate interface models constructed by different groups, and also presents their differences from real samples and their feasibility based on fundamental properties. After the introduction of molecular models, the extensive work made by researchers based on molecular models is categorically reviewed and discussed. The strengths and weaknesses of MD simulation methods in the study of asphalt materials are also summarized in order to provide the reader with a more comprehensive understanding of the relevant contents and to guide subsequent research.

A Review of Characteristics of Bio-Oils and Their Utilization as Additives of Asphalts.

Transforming waste biomass materials into bio-oils in order to partially substitute petroleum asphalt can reduce environmental pollution and fossil energy consumption and has economic benefits. The characteristics of bio-oils and their utilization as additives of asphalts are the focus of this review. First, physicochemical properties of various bio-oils are characterized. Then, conventional, rheological, and chemical properties of bio-oil modified asphalt binders are synthetically reviewed, as well as road performance of bio-oil modified asphalt mixtures. Finally, performance optimization is discussed for bio-asphalt binders and mixtures. This review indicates that bio-oils are highly complex materials that contain various compounds. Moreover, bio-oils are source-depending materials for which its properties vary with different sources. Most bio-oils have a favorable stimulus upon the low temperature performance of asphalt binders and mixtures but exhibit a negative impact on their high-temperature performance. Moreover, a large amount of oxygen element, oxygen-comprising functional groups, and light components in plant-based bio-oils result in higher sensitivity to ageing of bio-oil modified asphalts. In order to increase the performance of bio-asphalts, most research has been limited to adding additive agents to bio-asphalts; therefore, more reasonable optimization methods need to be proposed. Furthermore, upcoming exploration is also needed to identify reasonable evaluation indicators of bio-oils, modification mechanisms of bio-asphalts, and long-term performance tracking in field applications of bio-asphalts during pavement service life.

Cold In-Place Recycling Asphalt Mixtures: Laboratory Performance and Preliminary M-E Design Analysis.

Cold in-place recycling (CIR) asphalt mixtures are an attractive eco-friendly method for rehabilitating asphalt pavement. However, the on-site CIR asphalt mixture generally has a high air void because of the moisture content during construction, and the moisture susceptibility is vital for estimating the road service life. Therefore, the main purpose of this research is to characterize the effect of moisture on the high-temperature and low-temperature performance of a CIR asphalt mixture to predict CIR pavement distress based on a mechanistic-empirical (M-E) pavement design. Moisture conditioning was simulated by the moisture-induced stress tester (MIST). The moisture susceptibility performance of the CIR asphalt mixture (pre-mist and post-mist) was estimated by a dynamic modulus test and a disk-shaped compact tension (DCT) test. In addition, the standard solvent extraction test was used to obtain the reclaimed asphalt pavement (RAP) and CIR asphalt. Asphalt binder performance, including higher temperature and medium temperature performance, was evaluated by dynamic shear rheometer (DSR) equipment and low-temperature properties were estimated by the asphalt binder cracking device (ABCD). Then the predicted pavement distresses were estimated based on the pavement M-E design method. The experimental results revealed that (1) DCT and dynamic modulus tests are sensitive to moisture conditioning. The dynamic modulus decreased by 13% to 43% at various temperatures and frequencies, and the low-temperature cracking energy decreased by 20%. (2) RAP asphalt incorporated with asphalt emulsion decreased the high-temperature rutting resistance but improved the low-temperature anti-cracking and the fatigue life. The M-E design results showed that the RAP incorporated with asphalt emulsion reduced the international roughness index (IRI) and AC bottom-up fatigue predictions, while increasing the total rutting and AC rutting predictions. The moisture damage in the CIR pavement layer also did not significantly affect the predicted distress with low traffic volume. In summary, the implementation of CIR technology in the project improved low-temperature cracking and fatigue performance in the asphalt pavement. Meanwhile, the moisture damage of the CIR asphalt mixture accelerated high-temperature rutting and low-temperature cracking, but it may be acceptable when used for low-volume roads.

Dispersion of carbon dioxide released from buried high-pressure pipeline over complex terrain.

To quantitatively assess the risks associated with Carbon Capture and Storage (CCS) technology, a better understanding of the dispersion characteristics of CO2 released from a high-pressure pipeline is necessary. The dispersion process is complicated as CO2 is denser than air, and the Joule-Thomson effect causes sharp drop of the temperature. In this study, computational fluid dynamics (CFD) technique was used to investigate the CO2 dispersion. The CFD model is validated by simulating a full-size blasting test. The influence of topography and low temperature at the release source on the dispersion of CO2 released from buried CO2 pipelines over complex terrain types was studied. This study provides a viable method for the assessment of the risks associated with CCS.

Design and Performance of Polyurethane Elastomers Composed with Different Soft Segments.

Thermoplastic polyurethane elastomers (TPUs) are widely used in a variety of applications as a result of flexible and superior performance. However, few scholars pay close attention on the design and synthesis of TPUs through the self-determined laboratory process, especially on definite of chemical structures and upon the influence on properties. To investigate the properties of synthesized modifier based on chemical structure, firstly each kind of unknown structure and composition ratio of TPUs was determined by using a new method. Furthermore, the thermal characteristics and mechanical properties of modifiers were exposed by thermal characteristics and mechanics performance tests. The experimental results indicate that TPUs for use as an asphalt modifier can successfully be synthesized with the aid of semi-prepolymer method. The linear backbone structure of TPUs with different hard segment contents were determined by micro test methods. The polyester-based TPUs had thermal behavior better than the polyether-based TPUs; conversely, the low temperature performance of polyether-based TPUs was superior. Most importantly, it was found that the relative molecular mass of TPUs exhibited a weak effect on the mechanical properties, whereas the crystallinity of hard segment showed a significant influence on the properties of TPUs.

The Effect of Waste Engine Oil and Waste Polyethylene on UV Aging Resistance of Asphalt.

Waste engine oil (WEO) and waste polyethylene (WPE) are two common wastes, which are easy to pollute the environment. As the primary material in road construction, natural asphalt is a non-renewable energy source and asphalt is vulnerable to ultraviolet (UV) radiation during the service life. It results in degradation of asphalt pavement performance. In this paper, 22 wt % to 82 wt % of WEO and WPE were used to modify asphalts and the UV aging simulation experiment was carried out. The physical parameters of asphalts before the UV aging experiment show that the asphalt containing 42 wt % WPE and 62 wt % WEO mixture (42 wt % WPE + 62 wt % WEO) has similar physical properties with that of the matrix asphalt. Besides, gel permeation chromatography (GPC) verifies that the molecular weight distribution of the asphalt containing 42 wt % WPE + 62 wt % WEO is close to that of the matrix asphalt. The storage stability test shows that 42 wt % WPE + 62 wt % WEO has good compatibility with the matrix asphalt. The functional groups and micro-morphology of asphalts before and after the UV aging experiment were investigated by Fourier transform infrared spectroscopy (FTIR) and atomic force microscopy (AFM). FTIR results display that 42 wt % WPE + 62 wt % WEO can effectively reduce the formation of carbonyl and sulfoxide functional groups. AFM shows that 42 wt % WPE + 62 wt % WEO can also retard the formation of a "bee-like" structure in asphalt after the UV aging experiment. Based on the above results, it can be concluded that WEO and WPE mixture can replace part of asphalt and improve the UV aging resistance of asphalt.

Emission analysis of recycled tire rubber modified asphalt in hot and warm mix conditions.

The hazardous emissions of crumb rubber (CR) modified asphalt during construction has been a concern for a long period. This study aims to identify the emission components in the CR modified asphalt in traditional hot mix asphalt (HMA) and with recently developed warm mix asphalt (WMA). The dynamic headspace gas chromatography-mass spectrometry (GCMS) was employed for identifying the emission of asphalt binders at 120°C, 140°C and 160°C. The coupling of gas chromatography and Fourier-transform infrared spectroscopy (GC-FTIR) was used to analyze the emission during the plant mixing for conventional HMA, CR-HMA and CR-WMA. The results showed the emission amount was highly dependent on mixing temperature. The warm mix technology can reduce the emission level significantly and should be encouraged in the asphalt mixture containing CR. Asphalt source and other extra additives in producing CR modified asphalt can also affect the emission significantly. Asphalt mixture containing CR can release toxic emissions such as xylene and toluene significantly higher compared to that without CR. In addition, it was found that the emission amount from the GCMS test for asphalt binder was lower than that in the field test for asphalt mix due to the thin asphalt film of asphalt mix.

Determination of Specific Heat Capacity on Composite Shape-Stabilized Phase Change Materials and Asphalt Mixtures by Heat Exchange System.

Previous research has shown that composite shape-stabilized phase change material (CPCM) has a remarkable capacity for thermal storage and stabilization, and it can be directly applied to highway construction without leakage. However, recent studies on temperature changing behaviors of CPCM and asphalt mixture cannot intuitively reflect the thermoregulation mechanism and efficiency of CPCM on asphalt mixture. The objective of this paper is to determine the specific heat capacity of CPCM and asphalt mixtures mixed with CPCM using the heat exchange system and the data acquisition system. Studies have shown that the temperature-rise curve of 5 °C CPCM has an obvious temperature plateau, while an asphalt mixture mixed with 5 °C CPCM does not; with increasing temperature, the specific heat capacities of both 5 °C CPCM and asphalt mixture first increase and then decrease, while the variation rate of 5 °C CPCM is larger than that of the asphalt mixture, and the maximum specific heat capacity of 5 °C CPCM appears around the initial phase change temperature. It is concluded that the temperature intervals of 5 °C CPCM are -18 °C-7 °C, 7 °C-25 °C and 25 °C-44 °C, respectively, and that of the asphalt mixture are -18 °C~10 °C, -10 °C~5 °C and 5 °C~28 °C. A low dosage of 5 °C CPCM has little influence on the specific heat capacity of asphalt mixture. Finally, the functions of specific heat capacities and temperature for CPCM and asphalt mixture mixed with CPCM were recommended by the sectional regression method.