Made available in DSpace on 2016-06-02T19:53:34Z (GMT). No. of bitstreams: 1 STARK_Felipe_2015.pdf: 2619946 bytes, checksum: 296213b74067cc59aea0beae2cf8f165 (MD5) Previous issue date: 2015-03-20 / Universidade Federal de Minas Gerais / The increase in the municipal and industrial waste generation has caused enviromental and public health problems and as a consequence laws exist to address the issue. In Brazil, with the Federal Law No. 12,350 / 10 about the Política Nacional de Resíduos Sólidos reverse logistics (RL) of some products has become mandatory, including waste tires. However, RL of waste tires has been structured since environmental government agency resolutions propose treatment for tires disposal incorrectly in the environment and new generation of waste tires. Currently, the reverse network is managed by the tire manufacturers and importers associations, and destinations are commonly used are co-processing in cement kilns, and the recovery of rubber and steel as secondary products, by processes such as scrapping or lamination. Increasing transportation and operation costs in the logistics network make the network design critical for the full compliance with the legal goal. This network design is aligned with a planning that considers the financial issues like the minimization of costs or the maximization of profit, while meets the requirements of environmental government agencies. So it involves key strategic decisions, as the location of facilities and material flows, taking into account many parameters simultaneously. The objective of this study is to propose a model for waste tires reverse logistics considering: (i) flows from the output of the collection points (called ecopontos ) to the destination companies; (ii) the possibility of processes as the sorting of used tires in usable condition or not; (iii) the grinding process as an intermediate phase and for which type of destination the tire would be sent. Still are considered fixed costs for the installation of storage centers, for sorting used tires, and intermediary companies, for grinding and separation of components, in addition to the variable operating costs, transportation and potential revenues generated from the substitution of raw materials or fuel in destination companies. The model is a mixed integer linear problem (MILP) with multiple time periods. Experiments are done with a single and multiple periods, finally were present some sensitivity analysis. Other financial constraints as the annual budget and an approach that includes the carbon footprint (CO2) in the transport and processing are explored. The results showed configurations that meet the goal and have a small profit, indicating that storage centers are preferred in places far from destination points and low demand, while the pre-processing companies have opposite behavior. When using the carbon footprint, it was found that the sorting of used tires gain more importance in the view of reducing emissions, because there is less emission in the reuse or refurbishment compared to the manufacturing of new tires. / O aumento na geração de resíduos urbanos e industriais tem ocasionado problemas de ordem ambiental e de saúde pública, e, como consequência, legislações específicas surgiram para tratar do assunto. No Brasil, a Lei Federal nº 12.350/10, da Política Nacional de Resíduos Sólidos, tornou obrigatória a logística reversa (LR) de alguns produtos, entre os quais o pneu usado sem condição de rodagem (inservível). Entratanto, a LR de pneus inservíveis já se apresentava em fase de estruturação, uma vez que resoluções ambientais propunham o tratamento do passivo deixado por anos de descarte incorreto dos pneus no meio ambiente. Atualmente, a rede reversa de pneus é administrada por associações de fabricantes e importadores, e as destinações comumente utilizadas são o coprocessamento, em fornos de cimenteira, e a recuperação da borracha e do aço como subprodutos, por meio de processos como a granulação ou a laminação. Os crescentes custos do transporte terrestre e as proposições de melhorias na rede logística tornam a configuração da rede de logística reversa de pneus como uma proposta para o total cumprimento da meta, alinhados ao planejamento que considere as questões financeiras como a minimização de custos logísticos ou maximização do lucro, enquanto cumprem as exigências dos órgãos ambientais. Esta configuração envolve decisões estratégicas essenciais, como a localização de instalações e determinação dos fluxos de materiais, sendo que muitos parâmetros estão presentes simultaneamente. O objetivo deste estudo é propor um modelo de configuração de rede logística reversa de pneus inservíveis considerando: (i) fluxos a partir da saída dos pontos de coleta (ecopontos) até as empresas destinadoras; (ii) processos como a possibilidade da triagem dos pneus usados em servíveis e inservíveis; (iii) a trituração como fase intermediária e para qual tipo de destinação enviar. São considerados ainda custos fixos para instalação de centros de armazenamento, para triagem dos pneus usados, e empresas intermediárias, para trituração e separação de componentes, além dos custos variáveis de operação, transporte e as possíveis rendas geradas com a substituição da matéria-prima ou combustível nas empresas destinadoras. O modelo apresenta formulação linear inteira mista (MILP) com múltiplos períodos. São feitos experimentos com único período, e com a variação de parâmetros. Posteriormente são estudadas restrições financeiras como orçamento anual e uma abordagem que inclui a pegada de carbono (CO2) no transporte e processamento. Os resultados encontrados apresentaram configurações que cumprem a meta e apresentam um pequeno lucro, indicando que os centros de armazenamento são preferíveis em locais afastados das destinadoras e com baixa demanda, enquanto as empresas intermediárias apresentam comportamento oposto. Quando se utilizou a pegada de carbono, verificou-se que a triagem de pneus ganha mais importância, dada a redução nas emissões do reuso ou reforma dos pneus em relação à fabricação de novos pneus.

Various improvements which have been made to the vehicle (reduced engine noise, reducedaerodynamic related NVH), have resulted in tire road noise as the dominant source of thevehicle interior noise. Generally, vehicle interior noise has two main sources, 1) travellinglow frequency excitation below 800 Hz from road surface through a structure- borne pathand 2) the high frequency (above 800 Hz) air-borne noise that is caused by air- pumpingnoise caused by tread pattern.The structure-borne waves of the circumference of the tire are generated by excitation atthe contact patch due to the road surface texture and characteristics. These vibrations arethen transferred from the sidewalls of the tire to the rim and then are transmitted throughthe spindle-wheel interface, resulting in high frequency vibration of vehicle body panels andwindows.The focus of this study is to develop several statistical-based models for analyzing the roadsurface and using them to predict the tire-road noise structure-borne component. In order todo this, a new methodology for sensing the road characteristics, such as asperities and roadsurface condition, were developed using virtual sensing and intelligent tire technology. In ad-dition, the spindle forces were used as an indicator to the structure-borne noise of the vehicle.Several data mining and multivariate analysis-based methods were developed to extractfeatures and to develop an empirical model to predict the power of structure-borne noiseunder different operational and road conditions. Finally, multiple data driven models-basedmodels were developed to classify the road types, and conditions and use them for the noisefrequency spectrum prediction. / Doctor of Philosophy / Multiple data driven models were developed in this study to use the vibration of the tirecontact patch as an input to sense some characteristics of road such as asperity, surface type,and the surface condition, and use them to predict the structure-borne noise power. Also,instead of measuring the noise using microphones, forces at wheel spindle were measuredas a metric for the noise power. In other words, a statistical model was developed that bysensing the road, and using the data along with other inputs, one can predict forces at thewheel spindle.

With increasing energy demand globally and, in particular, in South Africa coupled with depletion of the earth’s fossil energy resources and growing problem of disposal of nonbiodegradable waste such as waste tyres, there is a need and effort globally to find alternative energy from waste material including waste tyres. One possible way of exploiting waste tyre for energy or chemicals recovery is through gasification for the production of syngas, and this is what was investigated in this study. The possibility of gasification of waste tyre blended with coal after pyrolysis was investigated and two Bituminous coals were selected for blending with the waste tyre in co-gasification. A sample of ground waste tyre / waste tire, WT, a high vitrinite coal from the Waterberg coalfield (GG coal) and a high inertinite coal from the Highveld coalfield (SF coal) were used in this investigation. The waste tyre sample had the highest volatile matter content of 63.8%, followed by GG coal with 27% and SF coal with 23.8%. SF coal had the highest ash content of 21.6%, GG coal had 12.6% and waste tyre had the lowest of 6.6%. For the chars, SF char still had the highest ash of 24.8%, but WT char had higher ash, 14.7%, when compared to GG char with 13.9% ash. The vitrinite content in GG coal was 86.3%, whilst in SF coal it was 25% and SF coal had a higher inertinite content of 71% when compared to GG coal with 7.7%. SF char had the highest BET surface area of 126m2/g, followed by GG char with 113m2/g, and WT had the lowest value of 35.09m2/g. The alkali indices of the SF, WT and GG chars were calculated to be 8.2, 4.2 and 1.7 respectively. Coal samples were prepared by crushing and milling to particle sizes less than 75μm before charring in a packed bed balance reactor at temperatures up to 1000oC.Waste tyre samples were charred at the same conditions before milling to < 75μm particle size. Coal and WT chars were blended in ratios of 75:25, 50:50 and 25:75 before gasification experimentation. Carbon dioxide gasification was conducted on the blends and the pure coal and WT chars in a Thermogravimetric analyser (TGA) at 900oC, 925oC, 950oC and 975oC and ambient pressure. 100% CO2 was used at a flow rate of 2L/min. Reactivity of the pure char samples was found to be in the order SF > GG > WT, and the relationship between the coal chars’ reactivities could be explained by the high ash content of the SF char and low reactivity of the WT char corresponds to its low BET surface area. In general, the coal/WT char mixtures were less reactive than the respective coal, but more reactive than the pure WT char, the only exception being the 75% GG char blend which was initially more reactive than the GG char, and reactivity decreased with increasing WT content. For all samples reactivity increased with increasing temperature. The relationship between the reactivities of the GG char and its blends and that of the SF char and its blends was found to be affected by the amount of WT char added, especially at the lower temperatures 900oC and 925oC. SF coal is more reactive than GG coal, but at 900oC and 925oC, the reactivity of GG/WT blends improves in relation to the SF/WT blends with an increase in the ratio of WT in the blends, i.e. the 25% GG char blend is more reactive than the 25% SF char blend. The reactivity of the coal/WT blends was also checked against predicted conversion rates based on the conversion rates of the pure WT and coal samples. At 900oC and 925oC, the reactivities of the blends of both coal chars with WT char were found to be greater than the predicted conversion rates, and for the GG/WT blends the deviation increased with increasing WT ratios, while for the SF/WT blends the deviation increased with increasing SF ratios. These findings suggest the presence of synergism or enhancement between the coal chars and WT char in gasification reactions. The random pore model (RPM) was used to model the gasification results and it was found to adequately describe the experimental data. Activation energies determined with the RPM were found to be 205.4kJ/mol, 189.9kJ/mol and 173.9kJ/mol for SF char, WT char and GG char respectively. The activation energies of the coal/WT blends were found to be lower than those of both the pure coal and the pure WT chars. For the GG/WT blends the activation energy decreased with increasing WT char ratio, while for the SF/WT blends the activation energy decreased with increasing SF char ratio. The trends of the activation energies and conversion rates of the blends point to synergism or enhancement between the coal and WT chars in CO2 gasification reactions, and in the GG/WT blends this enhancement is driven more by the WT char, while in SF/WT blends it is driven by SF chars. It is possible that enhancement of the reactions is caused by mineral matter catalysis of the gasification reactions. The ash contents and alkali indices of the pure samples follow the order SF > WT > GG. / MIng (Chemical Engineering), North-West University, Potchefstroom Campus, 2015

With increasing energy demand globally and, in particular, in South Africa coupled with depletion of the earth’s fossil energy resources and growing problem of disposal of nonbiodegradable waste such as waste tyres, there is a need and effort globally to find alternative energy from waste material including waste tyres. One possible way of exploiting waste tyre for energy or chemicals recovery is through gasification for the production of syngas, and this is what was investigated in this study. The possibility of gasification of waste tyre blended with coal after pyrolysis was investigated and two Bituminous coals were selected for blending with the waste tyre in co-gasification. A sample of ground waste tyre / waste tire, WT, a high vitrinite coal from the Waterberg coalfield (GG coal) and a high inertinite coal from the Highveld coalfield (SF coal) were used in this investigation. The waste tyre sample had the highest volatile matter content of 63.8%, followed by GG coal with 27% and SF coal with 23.8%. SF coal had the highest ash content of 21.6%, GG coal had 12.6% and waste tyre had the lowest of 6.6%. For the chars, SF char still had the highest ash of 24.8%, but WT char had higher ash, 14.7%, when compared to GG char with 13.9% ash. The vitrinite content in GG coal was 86.3%, whilst in SF coal it was 25% and SF coal had a higher inertinite content of 71% when compared to GG coal with 7.7%. SF char had the highest BET surface area of 126m2/g, followed by GG char with 113m2/g, and WT had the lowest value of 35.09m2/g. The alkali indices of the SF, WT and GG chars were calculated to be 8.2, 4.2 and 1.7 respectively. Coal samples were prepared by crushing and milling to particle sizes less than 75μm before charring in a packed bed balance reactor at temperatures up to 1000oC.Waste tyre samples were charred at the same conditions before milling to < 75μm particle size. Coal and WT chars were blended in ratios of 75:25, 50:50 and 25:75 before gasification experimentation. Carbon dioxide gasification was conducted on the blends and the pure coal and WT chars in a Thermogravimetric analyser (TGA) at 900oC, 925oC, 950oC and 975oC and ambient pressure. 100% CO2 was used at a flow rate of 2L/min. Reactivity of the pure char samples was found to be in the order SF > GG > WT, and the relationship between the coal chars’ reactivities could be explained by the high ash content of the SF char and low reactivity of the WT char corresponds to its low BET surface area. In general, the coal/WT char mixtures were less reactive than the respective coal, but more reactive than the pure WT char, the only exception being the 75% GG char blend which was initially more reactive than the GG char, and reactivity decreased with increasing WT content. For all samples reactivity increased with increasing temperature. The relationship between the reactivities of the GG char and its blends and that of the SF char and its blends was found to be affected by the amount of WT char added, especially at the lower temperatures 900oC and 925oC. SF coal is more reactive than GG coal, but at 900oC and 925oC, the reactivity of GG/WT blends improves in relation to the SF/WT blends with an increase in the ratio of WT in the blends, i.e. the 25% GG char blend is more reactive than the 25% SF char blend. The reactivity of the coal/WT blends was also checked against predicted conversion rates based on the conversion rates of the pure WT and coal samples. At 900oC and 925oC, the reactivities of the blends of both coal chars with WT char were found to be greater than the predicted conversion rates, and for the GG/WT blends the deviation increased with increasing WT ratios, while for the SF/WT blends the deviation increased with increasing SF ratios. These findings suggest the presence of synergism or enhancement between the coal chars and WT char in gasification reactions. The random pore model (RPM) was used to model the gasification results and it was found to adequately describe the experimental data. Activation energies determined with the RPM were found to be 205.4kJ/mol, 189.9kJ/mol and 173.9kJ/mol for SF char, WT char and GG char respectively. The activation energies of the coal/WT blends were found to be lower than those of both the pure coal and the pure WT chars. For the GG/WT blends the activation energy decreased with increasing WT char ratio, while for the SF/WT blends the activation energy decreased with increasing SF char ratio. The trends of the activation energies and conversion rates of the blends point to synergism or enhancement between the coal and WT chars in CO2 gasification reactions, and in the GG/WT blends this enhancement is driven more by the WT char, while in SF/WT blends it is driven by SF chars. It is possible that enhancement of the reactions is caused by mineral matter catalysis of the gasification reactions. The ash contents and alkali indices of the pure samples follow the order SF > WT > GG. / MIng (Chemical Engineering), North-West University, Potchefstroom Campus, 2015

<p>U fazi razvoja traktora upotrebom računarski podržanih simulacija, neophodan je odgovarajući model pneumatika. U radu je korišćenjem neuronskih mreža razvijen originalni empirijski model geometrijskog niskopojasnog filtriranja kratkotalasnih neravnina podloge koje vrši pneumatik. Razvoj modela baziran je na sopstvenim eksperimentalnim istraživanjima posmatranog aspekta ponašanja pneumatika. Model je integrisan u globalni oscilatorni model sposoban da opiše osnovne aspekte dinamičkog ponašanja taktorskih pneumatika.</p> / <p>During tractor development phase in which computer aided simulations are used, it is necessary to use appropriate tire model. Original empirical model of tractor tire low-pass geometric filtering behavior on short-wavelength road unevenness was developed in this work by using neural networks. Model development is based on author&#39;s experimental investigations. Model is integrated into global vibration tire model able to describe basic aspects of tractor tire dynamic behavior.</p>

[pt] Este estudo apresenta o comportamento de solos reforçados com borracha moída de pneus inservíveis, através de estudo experimental. Os solos utilizados foram: um solo maduro argiloso de origem coluvionar e uma areia fina, limpa e mal graduada Foram realizados ensaios de caracterização física e mecânica, compactação Proctor Normal e ensaios triaxiais consolidados isotropicamente drenados (CID) para buscar estabelecer padrões de comportamento que possam explicar a influência da adição de borracha moída de pneu, relacionando-a com os parâmetros de resistência ao cisalhamento. Os ensaios triaxiais CID foram realizados em amostras de solo argiloso compactadas na densidade máxima seca e umidade ótima, com teores de borracha moída de 0 por cento, 5 por cento, 10 por cento, 20 por cento, 30 por cento e 40 por cento, em relação ao peso seco do solo. Os ensaios triaxiais CID em amostras de areia foram realizadas para uma densidade relativa de 50 por cento e umidade de 10 por cento, com teores de borracha moída de 0 por cento, 5 por cento e 10 por cento, em relação ao peso seco do solo. Os resultados mostraram que o teor de borracha e o nível de tensão confinante influenciam o comportamento mecânico final dos compósitos, sendo que não há uma tendência de comportamento bem definida ao analisar cada fator independentemente. Assim, para os compósitos de solo argiloso a inserção de borracha é mais efetiva para tensões de confinamento até 200 kPa, sendo que para tensões maiores a presença de borracha é prejudicial. O teor de borracha ótimo situa-se entre 10 por cento e 20 por cento. Para os compósitos de solo arenoso a inserção de borracha é mais efetiva para tensões de confinamento entre 100 e 200 kPa e o teor de borracha ótimo está entre 0 por cento e 5 por cento. Todos os compósitos possuem características de resistência que poderiam cumprir as exigências de determinadas obras geotécnicas, como por exemplo, em camadas de aterros sanitários, taludes e aterros sobre solos moles. / [en] This study presents the behavior of soils reinforced with ground rubber from waste tires through experimental study. Tow type of soils were used: a coluvionar and lateritic soil and a fine, clean and barely graduated sand. Physical characterization, Standard Proctor and consolidated drained triaxial tests were performed to establish patterns of behavior that may explain the influence of the addition of tire ground rubber, linking it with shear strength parameters. The CD triaxial was performed on samples of clayey soil compacted within the maximum dry density and optimum moisture content with ground rubber ratios of 0 per cent, 5 per cent, 10 per cent, 20 per cent, 30 per cent and 40 per cent by dry weight of soil. CD triaxial tests on sand samples were made to a relative density of 50 per cent and 10 per cent of moisture content, with ground rubber ratios of 0 per cent, 5 per cent and 10 per cent by dry weight of soil. The results showed the rubber content and level of confining pressure influence on the final mechanical behavior of the composite. There is not a define behavior when the composites are analyzed individually. Thus, for the clay composites the ground rubber is more effective for confinement stresses up to 200 kPa, for higher confinement stresses the presence of rubber is detrimental. The optimum rubber content is between 10 per cent and 20 per cent. For sand composites rubber inclusions are more effective confinement stresses between 100 and 200 kPa and the optimum rubber content is between 0 per cent and 5 per cent. All composites have strength characteristics that could accomplish the requirements of certain geotechnical projects like landfills, slopes and embankments on soft soil. Therefore, the use of ground rubber, in these works, contributes with the reduction of consumption of natural resources and consequently reduce the costs of transportation and earthmoving.

A reciclagem de materiais poliméricos tem sido objeto de estudos a fim de poupar recursos naturais, principalmente de fontes não renováveis, com objetivo de minimizar os impactos causados ao meio ambiente. Nesse cenário, aparecem os materiais elastoméricos, como a borracha, principalmente na utilizada da fabricação de pneus, uma vez que a indústria pneumática consome aproximadamente 60% da produção de borracha. Como a destinação final de forma ambientalmente correta do pneu é uma exigência devidamente amparada por normas e leis nacionais e internacionais, o objetivo desse trabalho é desenvolver um estudo sobre a eficácia das irradiações das micro-ondas no processo de desvulcanização do pó de pneu. Para esse estudo as amostras de pó de pneu foram submetidas a irradiações de micro-ondas, e posteriormente incorporadas às matrizes poliméricas de NR (borracha natural) e SBR (borracha de butadieno-estireno), e caracterizadas para verificação de suas propriedades. Para caracterização das amostras foram utilizados os seguintes ensaios: Espectroscopia no Infravermelho (FTIR), Dureza, Resistência à Tração e Alongamento, Reometria, Índice de Inchamento, Análise Termogravimétrica (TGA) e Microscopia Eletrônica de Varredura (MEV). Verificou-se viabilidade técnica da incorporação do pó de pneu nas matrizes de NR e SBR, uma vez que alguns resultados mostraram que a adição do pó de pneu irradiado via micro-ondas não ocasionou perdas significativas nas propriedades mecânicas e térmicas dos compostos. / The recycling of polymeric materials has been studied in order to save natural resources, mainly from non-renewable sources, in order to minimize the impacts caused to the environment. In this scenario, there are elastomeric materials, such as rubber, mainly used in tire manufacturing, since the pneumatic industry consumes approximately 60% of rubber production. As the final destination of an environmentally correct tire is a requirement, duly supported by national and international laws and regulations, the objective of this work is to develop a study on the efficiency of microwave irradiation in the process of tire powder devulcanization. For this study the tire powder samples were subjected to microwave irradiation, and later incorporated into the polymer matrices of NR (natural rubber) and SBR (butadiene-styrene rubber), and characterized for verification of their properties. For characterization of the samples the following tests were used: Infrared Spectroscopy (FTIR), Hardness, Tensile Strength and Stretching, Rheometry, Swell Index, Thermogravimetric Analysis (TGA) and Scanning Electron Microscopy (MEV). It was verified the technical feasibility of the incorporation of the tire powder in the NR and SBR matrices, since some results showed that the addition of the tire powder irradiated by microwave did not cause significant losses in the mechanical and thermal properties of the compounds.

Este trabalho apresenta estudo sobre a viabilidade técnica da incorporação de borracha de pneus em ligantes asfálticos utilizados em obras de pavimentação. Trata-se de uma alternativa para solucionar um grave problema ambiental, pois no Brasil, anualmente, são descartados mais de 30 milhões de pneus, dos quais a maior parte é disposta em locais inadequados, servindo para a procriação de vetores de doenças e representando risco de contaminação do meio-ambiente. Os efeitos dos principais fatores que condicionam o comportamento do ligante asfalto-borracha (teor e granulometria da borracha, temperatura de mistura, tempo de reação) são avaliados através de ensaios tradicionais de caracterização de ligantes asfálticos e também ensaios do Método Superpave, que determinam propriedades fundamentais, diretamente relacionadas ao desempenho dos pavimentos no campo. Os resultados da análise estatística da programação fatorial de ensaios laboratoriais desenvolvida evidenciam o efeito preponderante do teor de borracha e, principalmente, que o ligante asfalto-borracha pode aumentar a resistência ao acúmulo de deformação permanente e ao aparecimento de trincas por fadiga do revestimento. / This work presents the results of a study about the technical feasibility of the use of asphalt-rubber binder by the asphalt paving industry. In Brazil, more than 30 million tires a year are disposed, mostly in inadequate sites, causing serious health and environmental problems. The effects of the main factors (rubber content, rubber particle size, temperature of mixture, reaction time) on the behavior of asphalt-rubber binders are evaluated by traditional tests and also by tests of the Superpave Method, which are based on fundamental properties, directly related to field performance. The results of the statistical analysis of the factorial design of laboratory experiments show the most significant effect of rubber content and, mainly, that asphalt-rubber binder can increase the resistance to permanent deformation and fatigue cracking.

A utilização de resíduos tem se mostrado como uma boa alternativa na redução do impacto causado pelo consumo desordenado de matéria-prima e pela redução das áreas de disposição, em virtude do grande volume de resíduos descartados a cada ano em todo mundo. Neste contexto se inserem os resíduos de pneus provenientes da recauchutagem. Este trabalho foi desenvolvido com o objetivo de estudar algumas propriedades de pavers de concreto, com substituição parcial do agregado por resíduos de pneus. Para a produção dos pavers foram consideradas as faixas de consumo de cimento Portland de 292,84 kg/m³, 323,06 kg/m³ e 347,00 kg/m³, e os níveis de incorporação dos resíduos estudados foram de 8%, 10%, 12%, 15% e 20%, em volume. As propriedades foram: resistência à compressão, absorção de água, resistência ao impacto, resistência à abrasão profunda e expansão por umidade. Os resultados mostram que ocorre queda na resistência à compressão. Na absorção de água, não podemos afirmar que essa propriedade é afetada de maneira negativa. Os pavers demonstraram grande capacidade de absorção de energia (tenacidade). Os resultados de resistência à abrasão mostram-se interessantes para a aplicação em ambientes com baixas solicitações. A expansão por umidade não afetará o intertravamento dos pavers. Dessa forma, os resultados mostraram viabilidade na utilização dos pavers com resíduos de pneus em pavimentação intertravada com solicitações leves. / Concerns regarding the environment and shortage of natural resources have led the way for sustainable alternatives. The recycling process seems to be a suitable alternative to minimize the use of natural resources as well as the lack of proper disposal sites caused by the large amounts of discarded waste worldwide. Within this context, rubber residues from recapped tires are used for insertion. This work was developed with the objective of studying some of the properties of concrete paving, with partial substitution of the aggregate for tire residues. For the production of pavers the bands of Portland cement consumption was considered at 292,84 kg/m³, 323,06 kg/m³ and 347,00 kg/m³, and the levels of residues incorporation at 8%, 10%, 12%, 15% and 20%, in volume. The studied properties were: compressive strength, water absorption, impact resistance, deep abrasion and expansion resistance to humidity. The results show decrease in the compressive strength. The water absorption does not undergo negative influence. Pavers demonstrated substantial capacity for energy absorption (tenacity). The results of abrasion resistance reveal interesting applications for locales with low degree of demands. Expansion by humidity will not affect the interspersing of pavers. However, the results have shown viability in the use of pavers interspersed with tire residues in asphalt with light load demands.

Atualmente a destinação final de pneus inservíveis tornou-se um dos grandes problemas ambientais enfrentados pelo Poder Público. Esse tipo de resíduo é de decomposição muito lenta, baixa compressibilidade, o que resulta grandes volumes, além de oferecer prejuízos a natureza e à saúde pública quando não são encaminhados a uma destinação final ambientalmente adequada e segura. Diante dessa constatação, pesquisas estão sendo intensificadas considerando-se a viabilidade técnica da incorporação de borracha de pneus em materiais de construção civil. Dentre as possíveis utilizações desse resíduo destaca-se a sua incorporação como agregado em concretos de cimento Portland. No entanto, os diversos trabalhos elaborados apenas restringiram-se a avaliar o comportamento mecânico da borracha de pneus no compósito. Este trabalho tem como objetivo principal contribuir com a proposição de uma metodologia que permite correlacionar o provável desempenho físico-mecânico do concreto com borracha. O estudo foi elaborado a partir de resultados de ensaios em concretos dosados com diferentes teores de borracha incorporada em substituição à massa da areia, comparando-os com os de um concreto de referência. Os resultados permitiram concluir que quanto maior o teor de borracha incorporado no concreto, maior é a redução das suas propriedades em comparação ao concreto de referência, tais como: resistência à compressão, resistência à tração na flexão, módulo de elasticidade. O estudo também permitiu concluir, a partir de uma curva baseada na Teoria de Abrams, que a borracha incorporada se comporta como um poro no concreto e pode ser correlacionada juntamente com a água. / Nowadays, the final destination of unworthy tires has come to be one of the biggest environmental issues to government authorities. This kind of waste or residue has very low decomposition rates, and poor compressibility, which results on huge amounts. It also has the potential to provoke damages to nature and public health, especially when it was not take to an adequate and environmentally safe final destination. Upon this ascertaining, research has been increasingly made to verify the technical feasibility of incorporating tire-rubber to construction materials. One of the most feasible applications of this waste is to incorporate into Portland cement concrete as an aggregate. But several of these studies are limited to the evaluation of the mechanical properties when tire rubber is used in the compound. The main purpose of this research is to evaluate a methodology to correlate the expected physical and mechanical performances of concrete with rubber aggregate content. In this research, the concrete was submitted to tests with different rates of rubber aggregated in mass substitution of the sand, together with the reference concrete. The results show that with the increase of the rubber aggregate rate there is a decrease of the concrete properties in relation with the standard reference concrete, such as: compressive and flexural strengths, and elastic modulus. The study has also concluded, using a curve based on Abrams Law, that rubber aggregated acts like a pore in the concrete, and could be correlated together with water.