Effect of different high viscosity modifiers on rheological properties of high viscosity asphalt

Abstract

High viscosity asphalt (HVA) has been a great success as a drainage pavement material. However, the larger porosity of drainage asphalt mixtures weakens the cohesion and adhesion and leads to premature rutting, water damage, spalling and cracking. The purpose of this study was to investigate the rheological properties of HVA prepared using different high viscosity modifiers through conventional tests, Brookfield viscosity tests, dynamic shear rheometer tests and bending beam rheometer tests. The conventional performance results demonstrated SBS + rubber asphalt (SRA-1/2) exhibited excellent elastic recovery and low-temperature flexibility. The 60°C dynamic viscosity results indicated TPS + rubber asphalt (TRA) had the excellent adhesion. The rotational viscosity results and rheological results indicated that SRA-2 not only exhibited excellent temperature stability and workability, as well as excellent resistance to deformation and rutting resistance, but also exhibited excellent low-temperature cracking resistance and relaxation performance. Based on rheological results, the PG classification of HVA was 16% rubber + asphalt for PG76-22, 20% rubber + asphalt for PG88-22, TRA and SRA-1/2 for PG88-28. From comprehensive evaluation of the viscosity, temperature stability and sensitivity, as well as high/low temperature performance of HVA, SRA-2 was found to be more suited to the requirements of drainage asphalt pavement materials.

Graphical abstract

Keywords

high viscosity asphalt / rheological properties / rubber / modifier / viscosity

1 Introduction

With the development of traffic construction and the increasingly complex traffic environment, pavements must offer increasingly demanding solutions to new challenges. Among them, drainage pavement, as an innovative type of pavement structure, has been widely used in Europe and Japan because of its excellent drainage, skid resistance, rutting resistance and the advantages of less water mist and low noise [1–3]. However, the drainage asphalt mixture has a large void ratio (15%–25%), which is not only vulnerable to erosion due to oxygen, light, heat, water, oxidizer, stress, and so on, but also peels the aggregates in the asphalt mixture under the effect of the structure void and the water pressure between the pavement and vehicle tires. This does great damage to the pavement structure and reduces pavement durability [4–6]. Therefore, drainage pavement must opt for high viscosity asphalt (HVA) with excellent high and low temperature performance, great water stability, advanced aging resistance and outstanding adhesion property to ensure that drainage asphalt pavement possesses superior road performance.

HVA is a kind of asphalt modified using high molecular weight polymer. The existing research shows that traditional HVA has some disadvantages such as high temperature sensitivity, poor low-temperature performance and anti-aging performance, and weak cohesion and adhesion. To tackle these deficiencies, researchers have tested various high-viscosity modifiers such as thermoplastic elastomers, rubber, fibers, resins, and nanomaterials to prepare HVA with improved performance [7–9]. One of the most striking results is that HVA with polymer additives can reduce loosening damage by improving adhesion, and improve the rutting resistance and durability of drainage pavement [10–13]. For example, Chen et al. [14] showed that TPS can effectively improve the temperature sensitivity, high temperature stability, low temperature crack resistance and elastic recovery of asphalt binders. Afonso et al. [15] studied the influence of lignin fibers on the performance of drained asphalt mixture. The results indicated that lignin fibers can improve the adhesion of asphalt and aggregate, and improve the durability and resistance to permanent deformation of the asphalt mixture. Li et al. [16] developed a HVM-700 modifier, which modified HVA such as to provide good high-temperature stability, low-temperature crack resistance and better mixing properties. Li [17] prepared a special high-viscosity modified bitumen (HVB) and compared it with ordinary HVB and SBS modified bitumen. The effect of the modifier on the high and low temperature properties and aging properties of HVB were studied, and it was concluded that the modifier improved the high and low temperature performance. The HVB exhibited good high-temperature anti-rutting performance and anti-ultraviolet aging performance. Tanzadeh and Shahrezagamasaei [18] investigated the effect of hybrid fibers and nano-silica on the property of enhanced porous asphalt mixtures. The research results showed that SBS, nano-silica, lime powder and hybrid synthetic fibers significantly improved the tensile strength and rutting resistance of the modified porous asphalt mixture. Imaninasab et al. [19] studied the impact of scrap rubber powder on the rutting resistance of drainage pavement. The study revealed that the increase of waste rubber powder admixture can effectively reduce the rutting depth. It is also reported that the literature includes reports on work on HVA using SBS, plasticizers and cross-linkers, and study of its low-temperature rheological performance. The studies revealed that the various additives have different effects on the low-temperature rheological performance of HVA [20]. Among them, a study by Molenaar et al. [21] showed that aging had a positive impact on stickiness and stress relaxation performance of SBS modified asphalt, thus avoiding spalling damage and fatigue damage of asphalt mixture. Tan et al. [22] studied the adhesion and cohesion of HVA. The results showed that HVA had strong adhesion and cohesion to the aggregate, and HVA exhibited excellent high-temperature stability and low-temperature flexibility.

Thus the literature review shows that, although researchers have done a lot of work on the development of high-viscosity modifiers, aging performance, high/low temperature performance and adhesion of HVA, few researchers have conducted systematic research on high viscosity modifiers with the most potential. In other words, there are few publications report that comparative analysis to comprehensively evaluate the advantages and disadvantages of high and low temperature performance, durability, temperature sensitive performance, adhesion, aging performance and other road performance of HVA prepared by different types of high viscosity modifiers. In addition, there are no guiding recommendation for the specific application scenarios of different high viscosity modifiers.

Therefore, the purpose of this work was to explore the effects of different types of high viscosity modifiers on the rheological performance of HVA, such as high/low temperature performance, temperature sensitivity, and adhesion. HVA was prepared with three high viscosity modifiers. The rheological properties of HVA were systematically investigated by conventional performance indexes, 60°C dynamic viscosity, rotational viscosity, viscosity temperature curve, dynamic shear rheometer tests and bending beam rheometer tests. In addition, a comparative analysis of HVA was conducted based on the indexes of drainage asphalt binders, and the most promising HVA for drainage pavement was selected. More importantly, another purpose of this study was to provide more choice of raw materials for drainage asphalt pavement and to provide an innovative technical suggestion for the construction of “sponge cities”.

2 Experiment and methods

2.1 Materials

The asphalt was 70 penetration graded as 70# asphalt, purchased from China Petrochemical Corporation. The styrene-butadiene triblock copolymer (SBS) modifier used in this study was a LG-501 linear structure produced by China Petroleum and Chemical Corporation. The particle size of ground rubber powder was 40 mesh (425 μm, Jiangsu Zhonghong Environment Technology Co., Ltd). The TAFPACK-Super (TPS) modifier used in this study was produced in Japan.

2.2 HVA preparation

The content of crumb rubber powder, SBS and TPS were calculated relative to the weight of asphalt and the specific addition ratio is presented in Table 1. The 70# asphalt and ground rubber powder were uniformly mixed using a high-speed shear emulsifying machine for approximately 1 h at 180°C maintaining a rotational speed of 5000 r/min. Next, SBS or TPS was added to the crumb rubber powder modified asphalt and sheared at 5000 r/min for 1 h. Then, sulfur was added and stirred at 160°C for 0.5 h. Finally, HVA were obtained for the intended tests.

2.3 Physical properties tests

Physical properties, such as softening point, penetration, ductility, viscosity and elastic recovery, were tested according to Standard Test Methods of Bitumen and Bituminous Mixtures for Highway Engineering (JTG E20-2011). The aging tests were conducted using thin film oven test (TFOT) at 163°C ± 1°C for 5 h according to JTG E20-2011.

2.4 Rheological tests

2.4.1 Brookfield viscosity tests

Viscosity is a mechanical index of asphalt, corresponding to the ability of asphalt to resist flow [23]. The Brookfield viscosity test is often applied to assess the workability of the mixture during the construction process. The greater the Brookfield viscosity, the worse the construction workability. The Brookfield viscosity of HVA was determined at 135°C, 155°C, 175°C, 185°C, and 195°C using a Brookfield viscometer. The shear speed at each temperature was 10, 20, 30, 40, and 50 r/min. The viscosity of HVA at each temperature was obtained by the mean of three groups of parallel specimens.

2.4.2 Dynamic shear rheometer (DSR) tests

A TA DHR-1 type Dynamic Shear Rheometer (DSR; Anton Paar Company, Austria) was used for investigating complex shear modulus (G*) and phase angle (δ) of the asphalt binders. The specimens were within the linear viscoelastic range when the tests were conducted (Fig. 1). The unaged and TFOT aged specimen tests were performed over a range of temperatures from 58°C to 88°C at an angular frequency of 10 rad/s.

2.4.3 Bending beam rheometer (BBR) tests

BBR tests are designed to determine stiffness of asphalt girder specimen under creep loading, which is often used to simulate the stresses that occur in a pavement when the temperature drops. The creep stiffness (S) parameter obtained by BBR tests mainly characterize the low temperature crack resistance of asphalt, and the m-value characterizes the rate of change of asphalt stiffness under loading. BBR creep tests were performed at −12°C, −18°C, −24°C, and −30°C using three samples following the AASHTO T313 or ASTM D6648 (Fig. 2).

A diagram of research methods is shown in Fig. 3.

3 Results and discussion

3.1 60°C dynamic viscosity

The research showed that the key technical index affecting the road performance of open-graded anti-slip wearing course (OGFC) was the 60°C dynamic viscosity of asphalt. The larger the 60°C dynamic viscosity, the more obvious the non-Newtonian flow characteristics of the modified asphalt. Therefore, the 60°C dynamic viscosity of HVA was tested separately, and the results are shown in Fig. 4.

From analysis of Fig. 4, the relative size of HVA at 60°C dynamic viscosity was TRA > RMA-2 > SRA-2 > SRA-1 > RMA-1. Among them, 60°C dynamic viscosity of TRA was the largest, reaching 121020 Pa·s, followed by RMA-2, SRA-2, and SRA-1. What was more noteworthy was that its 60°C dynamic viscosity was greater than 20 000 Pa·s, all of which met the viscosity requirements of the OGFC road performance specification [ 24]. For RMA, when the mass fraction of crumb rubber was 16% (RMA-1), the 60°C dynamic viscosity was 18070 Pa·s < 20000 Pa·s, which failed to meet the specification. But when the mass fraction of binder powder was 20% (RMA-2), the 60°C dynamic viscosity was 72360 Pa·s > 20000 Pa·s, which met the specification. This difference indicated that the crumb rubber dosage had a significant effect on 60°C dynamic viscosity. According to the analysis of the outcomes, it can be concluded that HVA exhibited significant non-Newtonian flow characteristics, its fluidity decreased, and its 60°C dynamic viscosity increased substantially. In addition, 60°C dynamic viscosity also reflected the adhesion of asphalt; that is, the greater the 60°C dynamic viscosity, the stronger the adhesion between asphalt and aggregate. Therefore, the results of the adhesion performance of HVA were consistent with the results of the 60°C dynamic viscosity.

3.2 Physical property

Asphalt binders are one of the core factors to determine the road performance of OGFC. This paper carried out indoor experiments to compare the physical properties of HVA, and the test results are summarized in Table 2.

Penetration can be considered to represent the viscosity of asphalt at room temperature. It can be noticed from Table 2 that penetration of RMA was relatively low, which may be associated with the poor melting and degradation of crumb rubber particles. The softening point, ductility and elastic recovery of TRA and SRA were significantly higher than that of RMA, which indicated that TRA and SRA had high heat resistance and excellent ductility and recovery performance. The main reason was that the modifier added in HVA activated the physicochemical reaction between rubber powder and asphalt.

3.3 Brookfield viscosity

Rotational viscosity is an essential parameter to gauge the flow characteristics of non-Newtonian fluids. Determination of the rotational viscosity of the asphalt binders at different temperatures not only provides comparison of the viscosity of different asphalts at different temperatures, but also determines the applicable construction temperature of various asphalts. In this study, the Brookfield rotational viscometer was applied to test the rotational viscosities of HVA at 135°C, 155°C, 175°C, 185°C, and 195°C. The viscosity-temperature curve is depicted in Fig. 5.

As seen in Fig. 5, Brookfield viscosity of HVA showed a downward trend with increase of temperature at the same doping dosage, and the decreasing rate was from fast to slow. The relationship between the rotational viscosity of HVA was TRA > SRA-2 > SRA-1 > RMA-2 > RMA-1. This phenomenon not only indicated that the viscosity values of TRA and SRA have been greatly improved, but also avoided the occurrence of rutting and other diseases of TRA and SRA under high temperature conditions. In addition, the existing literature has reported that the viscosity-temperature curve is useful for investigating the temperature sensitivity of asphalt binders [ 25,26]. When the slope of the viscosity-temperature curve is larger, the temperature sensitivity of the asphalt binders is stronger, but its temperature stability is worse. Therefore, the temperature sensitivity is characterized by calculating the slope (k) of the viscosity-temperature curve in each temperature interval, and the calculation formula is shown in Eq. (1):

(1)k=-(\mathrm{l}\mathrm{g}{\eta }_2-\mathrm{l}\mathrm{g}{\eta }_1)/(T_2-T_1),

where η₁, η₂ are the Brookfield viscosity at T₁ and T₂, respectively. T₁ and T₂ are the test temperatures.

The value of k of HVA in each temperature interval is presented in Fig. 6 and Table 3. It can be seen that the values of k found in this study followed nearly the same pattern and trend in all temperature intervals. In the range of 135°C–155°C, the values of k for the viscosity-temperature curves of SRA-1 and RMA-2 were larger than those of SRA-2 and TRA, indicating that SRA-1 and RMA-2 were more sensitive to temperature. Similarly, the temperature sensitivity of TRA was relatively strong in the range of 155°C–175°C. In the range of 175°C–185°C, RMA-2 had strong temperature sensitivity. In the range of 185°C–195°C, SRA-2 and TRA had strong temperature sensitivity. However, in the actual mixing and rolling temperature range of HVA mixtures, the value of k for SRA-1/2 was the smallest. This means that SRA-1/2 possessed the weakest temperature sensitivity and the strongest temperature stability.

Since both the viscosity-temperature relationship and the viscosity-temperature curve are the basic content of the rheology of asphalt binders. Therefore, the viscosity-temperature relationship of HVA was fitted using Arrhenius theoretical equation (Eqs. (2)–(3)) in this study. According to the Arrhenius theoretical equation, viscosity is negatively correlated with temperature. The higher the temperature, the smaller the viscosity. At the same time, the viscosity also depends on the activation energy of the material [27,28]. The greater the activation energy, the higher the viscosity.

(2)\eta =A{\mathrm{e}}^{(E_{\mathrm{f}}/RT)},

(3)\mathrm{l}\mathrm{n}\eta =E_{\mathrm{f}}/RT+\mathrm{l}\mathrm{n}A,

where η is the viscosity of HVA (Pa·s), T is the absolute temperature (K), A is a constant, E_f is the activation energy of HVA (J/mol), R is the molar gas constant, 8.314 J/(mol·K).

The Arrhenius fitted curves for HVA were obtained as shown in Fig. 7, and the fitted parameters are shown in Table 4. It can be seen from Fig. 7 and Table 4 that the relationship of E_f for HVA was RMA-2 > TRA > SRA-2 > SRA-1 > RMA-1. The results show that under the same temperature, the viscosity of RMA-2 was the highest, followed by TRA, SRA-2, SRA-1 and the viscosity of RMA-1 was the lowest. Although there was a certain difference between this result and the change rule of Brookfield viscosity, it can be concluded that SRA-1/2 was less sensitive to temperature changes [ 29].

3.4 High-temperature rheological performance

The high-temperature rheological performance of asphalt mixture is an important factor affecting the performance of pavements, but the decisive factor affecting the high-temperature stability of asphalt mixtures comes from the high-temperature rheological properties of asphalt binders. In this study, the high-temperature rheological properties of HVA were investigated through the DSR tests. That was because DSR is based on a dynamic mechanical analysis method to explore the viscoelastic properties of asphalt binders, which can reveal the rheological properties of asphalt binders under specific conditions. Besides, this study also determined the PG high-temperature classification of HVA with reference to ASTM-D6373-16 [30]. From the DSR tests results, the G*, δ−T diagram of HVA was obtained and plotted in Fig. 8.

As can be seen from Fig. 8(a), G* of HVA dropped gradually with rising temperature, and the reduction rate gradually became slower. The main reason was that the movement of polymer molecular chains in HVA was intensified with growing temperature, resulting in the weakening of intermolecular forces, thus reducing the stiffness and G* of HVA. Further observation of Fig. 8(a) revealed that the relationship of G* was TRA > SRA-2 > RMA-2 > SRA-1 > RMA-1. This phenomenon indicated that TRA had the strongest deformation resistance, followed by SRA-2, RMA-2, SRA-1, and RMA-1. It can be observed from Fig. 8(b) that δ increased progressively with increasing temperature. The relationship of δ was RMA-1 > RMA-2 > SRA-1 > TRA > SRA-2 when the temperature was lower than 76°C. The magnitude sequence of δ was RMA-1 > TRA > RMA-2 > SRA-1 > SRA-2 when the temperature exceeded 76°C. Such an interesting phenomenon most likely originated from the activity of the high-molecular polymer used in HVA. In addition, this phenomenon also indicated that SRA-2 had less viscous components and better resistance to permanent deformation.

The rutting factor (G*/sinδ) is often used to judge the ability of asphalt binders to resist permanent deformation under high-temperature conditions [31]. The larger G*/sinδ means the more significant elasticity, the smaller the flow deformation capacity, and the stronger the rutting resistance. The G*/sinδ vs T curves of HVA and HVA_TFOT were plotted in Fig. 9. As can be observed in Fig. 9, the G*/sinδ relationship of HVA was TRA > SRA-2 > SRA-1 > RMA-2 > RMA-1, and the G*/sinδ relationship of HVA_TFOT was TRA > SRA-2 > SRA-1 > RMA-2 > RMA-1. This phenomenon indicated that the G*/sinδ of TRA was the largest with or without aging. Therefore, TRA exhibited the best anti-rutting property.

The test results of G*/sinδ and T are fitted by a semi-logarithmic curve, and the slope of the obtained curve can reflect the temperature stability of the asphalt binders [32]. When the absolute value of the slope (|A|) of the curve is smaller, the temperature stability of the asphalt binder is better. To show the impact of aging on the temperature stability of asphalt binders the semi-logarithmic curve of G*/sinδ and T are shown in Fig. 10. The fitting results for HVA and HVA_TFOT are shown in Table 5. From Fig. 10 and Table 5, it can be seen that the |A| of HVA was RMA-1 > SRA-1 > RMA-2 > SRA-2 > TRA, but the |A| of HVA _TFOT was RMA-1 > RMA-2 > TRA > SRA-1 > SRA-2. Comprehensive comparison found SRA-2/1 exhibited excellent temperature stability, and the reasons for this may be that short-term aged had less influence on the colloidal structure of SRA-2/1 compared with TRA and RMA-1/2. Finally, the high-temperature grading of HVA was determined as follows RMA-1 was PG76, RMA-2, TRA, and SRA-1/2 were PG88, according to ASTM-D6373-16 PG grading standards.

3.5 Low-temperature performance

The BBR test was performed by measuring the vertical deflection of asphalt beam specimens under vertical load at low temperature to obtain the relevant physical parameters of the standard low-temperature deformation capacity, including S and m. S and m can characterize the deformation capacity and stress relaxation capacity of asphalt binders at low temperatures, respectively. It has been shown in the literature that the asphalt binders with better low-temperature performance correspond to a relatively small S and a relatively large m. In this study, the low-temperature cracking resistance of HVA was tested by BBR. The measured S and m-value changed with temperature and are shown in Fig. 11. Meanwhile, the PG low-temperature classification results of HVA were determined regarding ASTM-D6373.

The SHRP specification stipulates that S should not exceed 300 MPa and m is not less than 0.3. From Fig. 11(a), it can be observed that HVA met the requirement of S < 300 MPa at −18°C and −12°C, and the relationship of S was SRA-1 < TRA < SRA-2 < RMA-1 < RMA-2 from −18°C to −12°C. This indicates that SRA-1 had superior low temperature cracking resistance than that of TRA and RMA-1/2. As for Fig. 11(b), it can be found that TRA and SRA-1/2 met the requirement of m ≥ 0.3 at −18°C and −12°C, but RMA-1/2 only met the requirement at −12°C. Therefore, the magnitude sequence for the m-value of HVA was SRA-2 > SRA-1 > TRA > RMA-2 > RMA-1. This indicated that SRA-1/2 had better low-temperature relaxation performance than that of TRA and RMA-1/2. Combined with the above analysis, it can be concluded that SRA-2 had excellent low-temperature flexibility. Besides, the low-temperature classification of HVA was determined as RMA-1/2 was PG-22, TRA and SRA-1/2 were PG-28, according to ASTM-D6373-16 in PG classification standards.

4 Conclusions

This research comprehensively compared the rheological properties of HVA by testing the conventional performance and the high/low-temperature performance based on rheological considerations, and obtained the following conclusions.

1) Addition of high viscosity modifiers resulted in considerable improvement of conventional properties of HVA. In particular, comparing the conventional properties of five high-viscosity modified asphalts, SRA-1/2 exhibited excellent elastic recovery and low-temperature flexibility.

2) The relationship of 60°C dynamic viscosity of HVA was TRA > RMA-2 > SRA-2 > SRA-1 > RMA-1. The results indicated that the excellent adhesion of TRA can ensure its better resistance to high temperature and shear deformation. From the analysis of viscosity-temperature curves, compared with TRA, SRA-1 and RMA-1/2, SRA-2 showed the lowest temperature sensitivity (i.e., smaller k and smaller E_f) and the better temperature stability.

3) The results of high temperature rheological properties showed that SRA-2 exhibited excellent resistance to deformation (larger G*), stronger elasticity (smaller δ) and better rutting resistance (larger G*/sinδ). The semi-logarithmic curve results of G*/sinδ and T indicated that SRA-2 exhibited better temperature stability, which was consistent with the results obtained from the viscosity-temperature curve.

4) From the low temperature performance results of HVA, it can be concluded that SRA-1 had excellent low-temperature cracking resistance (smaller S), but SRA-2 had superior low temperature relaxation performance (lager m). Compared with TRA, SRA-1 and RMA-1/2, SRA-2 showed the better low-temperature flexibility.

5) According to the results of DSR and BBR tests, the PG classification of HVA was RMA-1 for PG76-22; RMA-2 for PG88-22, TRA; SRA-1/2 for PG88-28. Comprehensive physical properties, high-temperature rheological properties, low-temperature performance, construction workability and economic indicators, show SRA-2 to be the preferred asphalt material for drainage pavement.

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Higher Education Press 2021.