Asphalt mixtures or asphalt concrete are used to pave about 93% of about 2.6 million miles paved roads and highways in the US. Asphalt concrete is a composite of aggregates and asphalt binder; asphalt binder works as a glue to bind the aggregate particles. The mechanical response of the asphalt binder is dependent on the time/rate of loading, temperature and age. An asphalt concrete mixture inherits most of these characteristics from the asphalt binder. Also the asphalt binder plays a critical role in providing the asphalt concrete the ability to resist tensile stresses and relaxing thermally induced stresses that can lead to fatigue and low temperature cracking, respectively. Hence, it is very important (but not sufficient) to ensure that asphalt binders used in the production of asphalt concrete are inherently resistant to cracking, rutting and other distresses that a pavement may undergo. Current binder specification (AASHTO M-320) to evaluate its fatigue cracking is based on the stiffness of the binder and not on its tensile strength. Also, measurements following current specifications are made on test specimens subjected to a uniaxial mode of loading that does not produce the same stress state in the binder as in the case of asphalt concrete. Another challenge in being able to produce binders with inherently superior performing characteristics is the fact that the asphalt binders produced in a refinery do not have a consistent chemical composition. The chemical composition of asphalt binder depends on the source and refining process of crude oil. There is a need to better quantify the tensile strength of asphalt binder and understand the relationship between the chemical composition of asphalt binders and its mechanical properties. The knowledge from this study can be used to engineer asphalt binders that have superior performance characteristics. The objective of this research was to quantify the tensile strength of asphalt binder, develop a metric for the tensile strength and identify the relationship between chemical composition and mechanical properties of asphalt binder. Laboratory tests were performed on binders of different grades using a poker chip geometry to simulate confined state by varying the film thickness, rate of loading and modes of loading. The chemical properties of asphalt binder were studied based on SARA fractionation. The findings from this research showed that the modified correspondence principles can unify and explain the rate and mode dependency of asphalt binder. This study also quantified the relationship between chemical composition, and rheological and mechanical properties of asphalt binder. Finally, a composite model was developed based on the individual properties of chemical fractions which could predict the dynamic modulus of the asphaltenes doped and resins doped binder. / text

The KENTRACK program is a finite element based railway trackbed structural design program that can be utilized to analyze trackbeds having various combinations of all-granular and asphalt-bound layered support. It is applicable for calculating compressive stresses at the top of subgrade, indicative of potential long-term trackbed settlement failure. Furthermore, for trackbeds containing asphalt layer, it is applicable for calculating tensile strains at the bottom of the asphalt layer, indicative of potential fatigue cracking. The program was recently expanded to include both English and international units. A procedure has been incorporated to provide a path to save results in a text formation in post-Windows XP operating systems. More importantly, properties of performance graded (PG) asphalt binders and the Witczak E* predictive model have been incorporated in the 4.0 Version of the program. Component layers of typical trackbed support systems are analyzed while predicting the significance of layer thicknesses and material properties on design and performance. The effect of various material parameters and loading magnitudes on trackbed design and evaluation, as determined and predicted by the computer program, are presented. Variances in subgrade modulus and axle loads and the incorporation of a layer of asphalt within the track structure have significant effects on subgrade vertical compressive stresses and predicted trackbed service lives. The parameter assessments are presented and evaluated using sensitivity analysis. Recommendations for future research are suggested.

The study of asphalt chemo-mechanics requires a basic understanding of the physical properties and chemical composition of asphalt and how these properties are linked to changes in performance induced by chemical modifications. This work uniquely implements the framework of chemo-mechanics by investigating two types of chemical modification processes, natural (oxidative aging) and synthetic (chemical doping) as they relate not only to macro-scale properties of asphalt binder but also to the asphalt microstructure and nanorheology. Furthermore, this study demonstrates the application of atomic force microscopy (AFM) imaging and the extraction of nano-scale engineering properties, i.e. elastic modulus, relaxation modulus, and surface energy, as a method to predict performance related to the fatigue characteristics of asphalt binders by modeling intrinsic material flaws present amongst phase interfaces. It was revealed that oxidative aging induces substantial microstructural changes in asphalt, including variations in phase structure, phase properties, and phase distribution. It has also been shown that certain asphalt chemical parameters have a consistent and measureable effect on the asphalt microstructure that is observed with AFM. In fact, particular phases that emerged via chemical doping revealed a surprising correlation between oxidative aging and the saturates chemical parameter of asphalt in terms of how they explicitly impact durability and performance of asphalt. By implementing a crack initiation model – which requires measureable microstructural characteristics as an input parameter – it was found that microstructural flaws (depending on the extremity) can have a more profound impact on asphalt performance than the properties of the material located between the flaws. It was also discovered by comparing the findings to performance data in the Strategic Highway Research Program’s (SHRP’s) Materials Reference Library (MRL), that the crack initiation model predicts very similar performance as the SHRP’s distress resistance indicators. Overall, this body of work yields improved input values for asphalt prediction models and serves as the basis for ongoing studies in the areas of asphalt chemical mapping, modeling of nano-damage, and nano-modification using AFM.

Submitted by Maria Medeiros (maria.dilva1@ufcg.edu.br) on 2018-08-24T11:22:53Z No. of bitstreams: 1 MIRTES AILA RODRIGUES DE CARVALHO - DISSERTAÇÃO (PPGECA) 2018.pdf: 2832182 bytes, checksum: eb9e4bf2802a12b8ca3371f98de48cbb (MD5) / Made available in DSpace on 2018-08-24T11:22:53Z (GMT). No. of bitstreams: 1 MIRTES AILA RODRIGUES DE CARVALHO - DISSERTAÇÃO (PPGECA) 2018.pdf: 2832182 bytes, checksum: eb9e4bf2802a12b8ca3371f98de48cbb (MD5) Previous issue date: 2018-04-12 / Capes / As misturas asfálticas com ligantes modificados por polímeros são cada vez mais utilizadas para satisfazer as necessidades crescentes do tráfego rodoviário, melhorando as condições de resistência, de durabilidade dos revestimentos asfálticos sob a ação de cargas pesadas. Os polímeros reativos/não-reativos e o ácido polifosfórico, em separado, são opções utilizadas como modificadores dos ligantes cujo o objetivo é melhorar as propriedades mecânicas da mistura asfáltica. No entanto, o uso combinado dos modificadores pode proporcionar melhores resultados que o uso individual. O objetivo desta pesquisa foi de avaliar o comportamento mecânico de misturas asfálticas quando modificadas por polímero reativo/não-reativo associados ao ácido polifosfórico como catalizador em diferentes teores. Para isso foram realizados ensaios físicos e mecânicos nos ligantes 50/70 com adição de Etileno Acrilato de Metila e Metacrilato de Glicidila (EMA-GMA) comercialmente conhecido por S74, Terpolímero de Alta densidade (SX500) e Ácido Polifosfórico (PPA116%), antes e após envelhecimento a curto prazo (RTFO) e nos ligantes 50/70, 55/75 sem a modificação. Foram dosadas misturas asfálticas com 1,8%S74, 0,3%SX500 associadas a teores variados de 0,15; 0,3 e 0,5% PPA116% e analisado o comportamento mecânico das misturas asfálticas por meio de ensaios de Resistência a Tração, Módulo de Resiliência, Módulo Dinâmico, Flow Number, Lotman Modificado e Desgaste Cântabro. Os resultados indicam que as misturas asfálticas com os ligantes modificados com polímero reativo/não-reativo associados ao ácido polifosfórico nos teores de 0,3 e 0,5%PPA se classificam como ligantes elastoméricos 60/85-E e suas respectivas misturas asfálticas possuem maior resistência a deformação permanente quando submetidos a altas temperaturas, maior resistência ao desgaste e menor susceptibilidade a umidade, indicando que tais misturas podem ser usadas como alternativa a misturas asfálticas convencionais, principalmente para regiões de clima tropical. / The polymer modified asphalt mixtures are increasingly being used to satisfy the growing road traffic needs, improving their resistance conditions and the asphalt coating durability under the action of heavy loads. The reactive/non-reactive polymers and the polyphosphoric acid, separated, are largely used as modifiers for the asphalt binders whose objective is to improve its mechanical properties. However, the combined use of them can provide better results that individually. This researches objective was to evaluate the mechanical behavior of the asphalt mixtures when modified with reactive/non-reactive polymer associated with the polyphosphoric acid as a catalyst in different contents. There were performed physical and mechanical tests on the 50/70 binder with the addition of ethylene methyl acrylate and glycidyl methacrylate (EMA-GMA) commercially known as S74, high density thermo-polymer (SX500) and polyphosphoric acid (PPA 116%), before and after the short term aging process (RTFO). The same procedures were performed on the 50/70 and 55/75 non modified binders. Asphalt mixtures were designed with 1,8%S74, 0,3SX500 associated with varied contents of 0,15; 0,30 and 0,50% PPA 116% and analyzed in relation to its mechanical behavior by means of traction resistance, resilience module, dynamic module, flow number, modified lotman and cântabro wear tests. The results indicate that the asphalt mixtures modified with reactive/non-reactive polymer associated with the polyphosphofic acid in the contents of 0,3 and 0,5%PPA are classified as 60/85-E elastomeric binders and have a higher permanent deformation resistance when subjected to high temperatures, greater wear resistance and lower susceptibility to humidity, indicating that this mixtures can be used as an alternative to conventional asphalt mixtures, mainly in tropical climate regions.

ANDRADE, José Roberto Moreira de. O efeito da modificação de ligante asfáltico com uma resina fenólica: cardanol-formaldeído. 2013. 79 f. Dissertação (Mestrado em química)- Universidade Federal do Ceará, Fortaleza-CE, 2013. / Submitted by Elineudson Ribeiro (elineudsonr@gmail.com) on 2016-06-03T19:36:40Z No. of bitstreams: 1 2013_dis_jrmandrade.pdf: 997257 bytes, checksum: 1c29a466e7d42d6dd458984448bd75b5 (MD5) / Approved for entry into archive by José Jairo Viana de Sousa (jairo@ufc.br) on 2016-07-21T19:10:47Z (GMT) No. of bitstreams: 1 2013_dis_jrmandrade.pdf: 997257 bytes, checksum: 1c29a466e7d42d6dd458984448bd75b5 (MD5) / Made available in DSpace on 2016-07-21T19:10:47Z (GMT). No. of bitstreams: 1 2013_dis_jrmandrade.pdf: 997257 bytes, checksum: 1c29a466e7d42d6dd458984448bd75b5 (MD5) Previous issue date: 2013 / The asphalt from petroleum refineries, when presents proper consistency to pavement, is denominated asphaltic binder or petroleum asphaltic cement (PAC). The petroleum asphaltic binders are materials constituted by complex mixtures of high-molecular-weight hydrocarbons. Their main components are carbon, hydrogen, but also contain other elements like oxygen, sulphur and some metals. They are obtained from the natural evaporation of deposits located on the earth surface (natural asphalt), or by distillation in industrial units specially designed for this. The asphaltic binders produced by petroleum refining resist satisfactorily in most situations to which pavements are submitted. Nevertheless, over the past years, the highways with a high volume of traffic have had to support an increasing daily average of vehicles, heavier trucks, and also increases in axle weight and in tire pressure. These roads require, thus, asphaltic coatings with better performance and more modern constructive techniques. In view of this, this research has as its goal to study the effects resulting from the modification of the petroleum asphaltic cement (PAC) by the addiction of a resin of the type phenol-formaldehyde – obtained from cardanol – to analysis of the feasibility of this additive in asphalts. Through this study, it was found that the additive enabled an increase in the module (G*) and a lowering of the phase angle (δ) that resulted in a better performance of the asphaltic binder in terms of permanent deformation if compared to the pure PAC. It was also observed a reduction of approximately 12°C in the temperature of compaction and machining of the mixture in relation to the pure binder, what makes possible the use of the resin as additive in asphaltic binders. / O asfalto obtido das refinarias de petróleo, quando apresenta consistência adequada à pavimentação, é denominado de ligante asfáltico ou cimento asfáltico de petróleo (CAP). Os ligantes asfálticos de petróleo são materiais constituídos por misturas complexas de hidrocarbonetos de elevada massa molar, cujos componentes principais são o carbono e o hidrogênio, contendo também outros elementos como o oxigênio, enxofre e alguns metais. São obtidos por evaporação natural de depósitos localizados na superfície da terra (asfaltos naturais), ou por destilação em unidades industriais especialmente projetadas. Os ligantes asfálticos produzidos pelo refino do petróleo atendem satisfatoriamente à maioria das situações às quais os pavimentos são submetidos. Contudo, nos últimos anos, as rodovias de alto volume de tráfego apresentam aumento no VMD (número de veículos médio diário), maior peso nos caminhões, aumento da carga por eixo e aumento da pressão dos pneus, requerendo revestimentos asfálticos que apresentem melhor desempenho e técnicas construtivas mais modernas. Em vista disso, este trabalho tem como objetivo estudar os efeitos resultantes da modificação do cimento asfáltico de petróleo (CAP) por adição de uma resina do tipo fenol-formaldeído – obtida a partir do cardanol – para análise da viabilidade do uso deste aditivo em asfaltos. Por meio deste estudo verificou-se que o aditivo possibilitou um aumento no módulo complexo (G*) e um abaixamento do ângulo de fase (δ) o que fez com que o ligante asfático obtivesse um melhor desempenho em relação a deformação permanente comparado ao CAP puro. Verificou-se, também, uma redução de aproximadamente 12 ºC na temperatura de compactação e usinagem da mistura em relação ao ligante puro, o que torna viável a utilização da resina como aditivo em ligantes asfálticos.

abstract: Asphalt concrete is the most recycled material in the United States and its reclamation allows the positive reuse of the constituent aggregates and asphalt binder, contributing to the long-term sustainability of the transportation infrastructure; decreasing costs, and the total energy and greenhouse emissions embodied into new materials and infrastructure. Although the national trends in Reclaimed Asphalt Pavements (RAP) usage are encouraging, the environmental conditions in Phoenix, Arizona are extreme and needs further consideration. The objective of this research study was to evaluate the viability of using RAP in future pavement maintenance and rehabilitation projects for the City. Agencies in the State of Arizona have been slow adopting the use of RAP as a regular practice. While the potential benefits are great, there is some concern on the impact to long-term pavement performance. RAP millings were sampled from the city’s stockpiles; processed RAP and virgin materials were provided by a local plant. Two asphalt binders were used: PG 70-10 and PG 64-16. RAP variability was evaluated by aggregate gradations; extracted and recovered binder was tested for properties and grading. A mixture design procedure based on the City’s specifications was defined to establish trial blends. RAP incorporation was based on national and local practices. Four different RAP contents were studied 10%, 15%, 25%, and 25% content with a softer binder, in addition to a control mix (0% RAP). Performance tests included: dynamic modulus to evaluate stiffness; Flow Number, to assess susceptibility for permanent deformation (rutting); and Tensile Strength Ratio as a measure of susceptibility to moisture damage. Binder testing showed very stiff recovered asphalts and variable contents with a reasonable variability on aggregate gradations. Performance test results showed slightly higher modulus as RAP content increases, showing a slight improvement related to rutting as well. For moisture damage potential, all mixtures performed well showing improvement for RAP mixtures in most cases. Statistical analysis showed that 0%, 10%, 15% and 25% with softer binder do not present significant statistical difference among mixtures, indicating that moderate RAP contents are feasible to use within the City paving operations and will not affect greatly nor negatively the pavement performance. / Dissertation/Thesis / Masters Thesis Civil, Environmental and Sustainable Engineering 2018

Submitted by Lucienne Costa (lucienneferreira@ufcg.edu.br) on 2018-04-17T13:30:49Z No. of bitstreams: 1 THALITA MARIA RAMOS PÔRTO DE MORAES – DISSERTAÇÃO (PPGECA) 2018.pdf: 3322287 bytes, checksum: 36e41cf17e60d380a38ffe1e5778f8e0 (MD5) / Made available in DSpace on 2018-04-17T13:30:49Z (GMT). No. of bitstreams: 1 THALITA MARIA RAMOS PÔRTO DE MORAES – DISSERTAÇÃO (PPGECA) 2018.pdf: 3322287 bytes, checksum: 36e41cf17e60d380a38ffe1e5778f8e0 (MD5) Previous issue date: 2018-02 / CNPq / As misturas mornas surgem como uma opção para a redução das temperaturas de usinagem e compactação, uma alternativa que proporciona vantagens econômicas, ambientais e técnicas. Este trabalho trata da utilização das ceras de carnaúba do tipo 1, nos teores de 1, 2 e 3% (m/m), como aditivo incorporado as misturas asfálticas para a obtenção de misturas mornas. A cera do tipo 1 foi utilizada para modificar o ligante 50/70 e foram avaliados seus efeitos a partir de ensaios empíricos: penetração, ponto de amolecimento e ensaios no viscosímetro rotacional. O ligante asfáltico modificado com 2 e 3% de cera de carnaúba apresentou uma considerável diminuição das temperaturas de usinagem (TU) de 9°C, reduzindo as emissões de gases poluentes (CO2 e VOCs, por exemplo) e o gasto energético. Foi utilizado o método SUPERPAVE, com objetivo de produzir os corpos de prova que foram utilizados para fazer a análise mecânica. Com o propósito de avaliar os efeitos da redução das temperaturas de produção e compactação e a influência da incorporação do aditivo na mistura asfáltica, foram realizados ensaios mecânicos: Resistência à Tração, Modulo de Resiliência, Dano por Umidade (Lottman), Fadiga, Flow Number, Cântabro e Módulo Dinâmico. A mistura com 2% de cera de carnaúba apresentou melhores resultados em relação as análises mecânica e reológica, uma maior redução das temperatura de usinagem e compactação. Espera-se que tal pesquisa possa contribuir para a redução dos danos causados ao meio ambiente, maior viabilidade técnica e econômica. Portanto, a cera de carnaúba cumpre algumas exigências mecânicas e reológicas para a sua utilização como aditivo em misturas asfálticas mornas. / Warm mixtures appear as an option for reducing temperature machining and compression, an alternative that provides economic advantages, environmental and technical. This paper deals with the use of carnauba wax type 1, the levels 1, 2 and 3% (m / m), as an additive incorporated into the asphalt mixtures for obtaining mixtures of lukewarm. Wax type 1 was used to modify the binder 50/70 and evaluated its effects from empirical tests: penetration point testing the softening and rotational viscometer. The modified asphalt binder 2:03% carnauba wax showed a considerable reduction in temperature machining (TU) of 9 ° C, reducing pollutant emissions (CO 2 and VOCs, for example) and energy expenditure. SUPERPAVE the method was used, in order to producing the specimens which were used to make mechanical analysis. As order to evaluate the effects of reducing the production and compaction temperatures and the influence of the incorporation of the additive in the asphalt mixture, tests were conducted Mechanical: tensile strength, modulus of resilience, moisture damage (Lottman) Fatigue, Flow Number, Cántabro and dynamic modulus. The mixture with 2% wax carnauba showed better results than the mechanical and rheological analysis, further reducing the temperature machining and compression. It is expected that such research can contribute to the reduction of damage to the environment, most technical and economic feasibility. Therefore, carnauba wax meets certain requirements mechanical and rheological properties for use as an additive in warm asphalt mixes.

abstract: Asphalt binder is a complex viscoelastic hydrocarbon, whose performance depends upon interaction between its physical and chemical properties, both of which are equally important to the successful understanding of the material. Researchers have proposed various models linking linear viscoelastic (LVE) and microstructural parameters. However, none of these parameters provide insight into the relationship in the non- linear viscoelastic NLVE domain. The main goals of this dissertation are two fold. The first goal is to utilize the technique of Laser Desorption Mass Spectroscopy (LDMS) to relate the molecular structure of asphalt binders to its viscoelastic properties. The second goal of the study is to utilize different NLVE characterization tools and analysis procedures to get a clear understanding of the NLVE behavior of the asphalt binders. The goals of the study are divided into four objectives; 1) Performing the LDMS test on asphalt binder to develop at the molecular weight distributions for different asphalts, 2) Characterizing LVE properties of Arizona asphalt binders, 3) Development of relationship between molecular structure and linear viscoelasticity, 4) Understanding NLVE behavior of asphalt binders through three different characterization methods and analysis techniques. In this research effort, a promising physico-chemical relationship is developed between number average molecular weight and width of relaxation spectrum by utilizing the data from LVE characterization and the molecular weight distribution from LDMS. The relationship states that as the molecular weight of asphalt binders increase, they require more time to relax the developed stresses. Also, NLVE characterization was carried out at intermediate and high temperatures using three different tests, time sweep fatigue test, repeated stress/strain sweep test and Multiple Stress Creep and Recovery (MSCR) test. For the intermediate temperature fatigue tests, damage characterization was conducted by applying the S-VECD model and it was found that aged binders possess greater fatigue resistance than unaged binders. Using the high temperature LAOS tests, distortion was observed in the stress-strain relationships and the data was analyzed using a Fourier transform based tool called MITlaos, which deconvolves stress strain data into harmonic constituents and aids in identification of non-linearity by detecting higher order harmonics. Using the peak intensities observed at higher harmonic orders, non-linearity was quantified through a parameter termed as “Q”, which in future applications can be used to relate to asphalt chemical parameters. Finally, the last NLVE characterization carried out was the MSCR test, where the focus was on the scrutiny of the Jnrdiff parameter. It was found that Jnrdiff is not a capable parameter to represent the stress-sensitivity of asphalt binders. The developed alternative parameter Jnrslope does a better job of not only being a representative parameter of stress sensitivity but also for temperature sensitivity. / Dissertation/Thesis / Doctoral Dissertation Civil, Environmental and Sustainable Engineering 2018

CoordenaÃÃo de AperfeiÃoamento de Pessoal de NÃvel Superior / O CAP 50/70 (Petrobras - LUBNOR) puro e modificado por poli (Ãcido fosfÃrico) (PPA) foram analisados quanto as suas principais caracterÃsticas utilizando-se de ensaios reolÃgicos (viscosidade e DSR), anÃlise tÃrmica (TGA e DSC), mÃtodos espectromÃtricos (RMN e FTIR) e cromatogrÃficos (TLC-FID e GPC). A interaÃÃo do CAP com o PPA foi investigada a partir das reaÃÃes de suas fraÃÃes (aromÃticos, resinas e asfaltenos) com o PPA. Os espectros de RMN 31P indicaram que a reaÃÃo ocorre preferencialmente com as resinas e os asfaltenos. Os parÃmetros G* e tan δ, obtidos atravÃs dos ensaios reolÃgicos, mostraram que o PPA promoveu uma melhoria no desempenho do CAP em relaÃÃo à rigidez e elasticidade, tornando o ligante modificado com PPA mais resistente à deformaÃÃo permanente e ao trincamento por fadiga. O CAP modificado com PPA apresentou um aumento na viscosidade, na temperatura de usinagem e compactaÃÃo (TUC) e tambÃm a suscetibilidade tÃrmica em relaÃÃo ao CAP puro. Na tentativa de reduzir esses efeitos - que elevam o gasto energÃtico de modo substancial durante o processamento, foi incorporado um novo aditivo â o lÃquido da casca da castanha de caju (LCC) ao CAP + PPA. Os efeitos da adiÃÃo do LCC ao CAP + PPA foram: reduÃÃo na viscosidade, na temperatura de compactaÃÃo e usinagem (TCU) e na suscetibilidade tÃrmica, portanto, o LCC apresenta-se como aditivo Ãtil para melhorar o desempenho do CAP + PPA em relaÃÃo a essas propriedades. Para efeito comparativo, as propriedades do LCC como aditivo modificador do CAP puro tambÃm foram analisadas. A modificaÃÃo do CAP com PPA, com LCC e com os dois aditivos combinados (PPA + LCC) foi analisada atravÃs das curvas mestras: provocou um aumento significativo no mÃdulo complexo G*, principalmente em baixas frequÃncias (altas temperaturas), tornando esses ligantes mais resistentes à deformaÃÃo permanente em temperaturas mais elevadas. Todos os modificadores promoveram uma diminuiÃÃo no valor da tangente de delta (tan ), o que significa que esses aditivos proporcionam maior elasticidade ao ligante asfÃltico. Os efeitos da combinaÃÃo dos modificadores PPA + LCC, resultaram em valores intermediÃrios de viscosidade, energia de ativaÃÃo de fluxo e TUC quando comparados aos efeitos provocados pelos dois aditivos isoladamente. O CAP + PPA + LCC ainda apresentou os menores valores do Ãndice de envelhecimento, indicando uma maior resistÃncia ao envelhecimento. Em relaÃÃo aos estudos de estabilidade à estocagem, os aditivos demostraram boa compatibilidade com o ligante, sendo que a amostra com LCC apresentou menores valores do Ãndice de separaÃÃo (Is) e, portanto, melhor resultado. Os valores da temperatura de transiÃÃo vÃtrea (Tg) medidos atravÃs das curvas de DSC foram menores para os ligantes modificados, sugerindo que os mesmos podem ser utilizados em temperaturas mais baixas que o ligante de origem. Dados cromatogrÃficos relativos à composiÃÃo SARA (saturados, aromÃticos, resinas e asfaltenos) mostraram uma mudanÃa na composiÃÃo dos ligantes apÃs o processo de envelhecimento das amostras, no entanto, todos os ligantes (puro e modificados) foram classificados como ligantes do tipo GEL. Os resultados de GPC mostraram que os valores de massa molar das fraÃÃes I (asfaltenos) e II (maltenos) dos ligantes estudados aumentaram apÃs do processo de envelhecimento. Os ensaios mecÃnicos dos corpos de prova das misturas asfÃlticas trabalhadas (ligantes + agregados) mostraram que a adiÃÃo de PPA, bem como a de LCC, melhoram as propriedades mecÃnicas e a adesividade das misturas. / The AC with 50/70 penetration grade (Petrobras - LUBNOR), pure and modified by polyphosphoric acid (PPA), was analyzed by rheological tests (viscosity and DSR), thermal analysis (TGA and DSC), spectrometric (NMR and FTIR) and chromatographic (TLC-FID and GPC) methods. The interaction of AC with PPA was investigated from the reactions of its fractions (aromatics, resins and asphaltenes) with the PPA. The 31P NMR spectra indicated that the reaction occurs preferentially with the resins and asphaltenes. The parameters G * and tan δ, obtained from the rheological tests showed that the PPA has promoted an improvement in the performance of the AC in relation to the stiffness and elasticity, making the binder modified with PPA more resistant to permanent deformation and fatigue cracking. The results show that modification with PPA increased the viscosity of the binder, the mixing and compaction temperatures, as well as the thermal susceptibility. In an attempt to reduce these effects - which increase energy cost substantially during processing, we have incorporated a new additive - the cashew nut shell liquid (CNSL) to the AC / PPA. The effects of the CNSL addition of AC + PPA were: reduction in viscosity, mixing and compaction temperature and thermal susceptibility, so the LCC presents useful as an additive to improve the performance of the regarding AC + PPA to these properties. For comparison, the properties of the LCC as an additive modifier pure AC were also analyzed. The modification of the AC + PPA with LCC and the two combined additives (PPA + LCC) was analyzed using the master curves, caused a significant increase in complex modulus G *, especially at low frequencies (high temperatures), making these binders resistant to permanent deformation at higher temperatures. All modifiers lead to a decrease in the value of tan δ, which means that these additives provide greater elasticity to the asphalt binder. The effects of the combination of PPA + CNSL modifiers, resulted in intermediate values of viscosity, flow activation energy and TUC compared to the effects caused by the two additives alone. The AC + PPA + CNSL also had the lowest aging index values, indicating a greater resistance to aging. Regarding storage stability, the additives showed good compatibility with the binder, and the CNSL showed lower values of the separation index and, therefore, the best result. The values of glass transition temperature as measured by the DSC curves were lower for the modified binders, suggesting that they may be used at temperatures lower than the binder source. Chromatographic data on the composition SARA (saturates, aromatics, resins and 19 asphaltenes) showed a change in the composition of the binders after the aging process of the samples. However, all the binders (pure and modified) were classified as gel-type. The GPC results showed that the values of molar mass fractions I (asphaltenes) and II (maltene) of all the binders studied increased after the aging process. The mechanical tests showed that the addition of PPA and the CNSL improves the mechanical properties and adhesiveness of mixtures.

The objective of this study was to modify the asphalt binder (LA) with 50/70 penetration by incorporating SBS (3, 4 and 4.5%) and the cashew nut shell liquid (CNSL) (1% w/w). The studies were directed towards assessing and analyzing the rheological master curves obtained from tests on a dynamic-shear rheometer (DSR). In addition, we assessed the effects of additives in relation to the viscosity, storage stability, and oxidative aging simulated at the RTFOT. The results indicated that the addition of SBS increases the stiffness and the elastic response of the binder at high temperatures. The master curves showed improvements in the rheological parameters at intermediate and high temperatures, where the process of permanent deformation occurs. Samples with SBS contents 3, 4 and 4.5% were tested for storage stability for 48 hours. The sample with 3% SBS showed no phase separation when stored under the conditions investigated, however, samples with 4 and 4.5% of SBS showed phase separation. In these samples (4 and 4.5%), the addition of CNSL embedded in the modified binder by SBS show the potential to estabilize the binder-polymer mixture, avoiding phase separation. The CNSL, therefore, proved to be potentially useful to prevent phase separation of the LAs with the polymer. The results also indicate that the presence of CNSL promoted a reduction in viscosity and flow activation energy of the binder modified by SBS, contributing thus to improve the thermal susceptibility of the modified binder. Tests of resilient modulus (MR) and tensile strength (RT) in asphalt mixtures containing modified binder suggest that the presence of SBS makes the mixture less susceptible to deformation and failure than mixtures with pure LA. However, the asphalt mixture containing the binder modified by SBS with the addition of CNSL presents an even greater hardening when compared to the SBS blend containing no additive. It is likely that the presence of polymerized CNSL has contributed to the hardening of the sample. / O objetivo deste trabalho foi modificar o ligante asfÃltico (LA) com penetraÃÃo 50/70 pela incorporaÃÃo de SBS (3, 4 e 4,5% m/m) e do lÃquido da castanha do caju (LCC) (1% m/m). Os estudos foram dirigidos para avaliaÃÃo dos parÃmetros reolÃgicos e anÃlise das curvas mestras obtidas atravÃs de ensaios realizados em um reÃmetro de cisalhamento dinÃminco (DSR). AlÃm disso, foram avaliados os efeitos da presenÃa dos aditivos em relaÃÃo à viscosidade, estabilidade à estocagem e envelhecimento oxidativo simulado em estufa RTFOT. Os resultados indicaram que a adiÃÃo de SBS aumenta a rigidez e a resposta elÃstica do ligante em altas temperaturas. As curvas mestras mostraram melhorias nos parÃmetros reolÃgicos em temperaturas intermediÃrias e altas, onde ocorre o processo de deformaÃÃo permanente. As amostras com teores de 3, 4 e 4,5% foram testadas quanto à estabilidade a estocagem por 48h. A amostra com teor de 3% SBS nÃo apresentou separaÃÃo de fases quando estocada nas condiÃÃes trabalhadas, no entanto, as amostras com teores de 4 e 4,5% apresentaram separaÃÃo de fases. Nessas amostras (4 e 4,5%), a adiÃÃo do LCC incorporado ao ligante modificado por SBS demonstrou estabilizar a mistura ligante-polÃmero, evitando a separaÃÃo de fases. O LCC, portanto, mostrou-se potencialmente Ãtil para prevenir a separaÃÃo de fases dos LAs modificados com o polÃmero. Os resultados tambÃm indicam que a presenÃa do LCC promoveu uma reduÃÃo na viscosidade e na energia de ativaÃÃo de fluxo do ligante modificado por SBS, contribuindo, portanto, para melhorar a susceptibilidade tÃrmica do ligante modificado. Os ensaios de mÃdulo de resiliÃncia (MR) e reistÃncia a traÃÃo (RT) nas misturas asfÃlticas contendo os ligantes modificados sugerem que a presenÃa do SBS torna a mistura menos susceptÃvel à deformaÃÃo do que as misturas com o LA puro. No entanto, a mistura asfÃltica contendo o ligante modificado por SBS com adiÃÃo de LCC apresenta um endurecimento ainda maior quando comparada a mistura que contÃm o SBS sem o aditivo. à provÃvel que a presenÃa de LCC polimerizado tenha contribuÃdo para o endurecimento da amostra.