Resumo: A mistura asfáltica, pode ser usinado a quente e pré-misturado a frio. A mistura denominada "pré-misturado", empregada no revestimento de pavimento é a mistura a frio, tendo como composição agregado mineral graduado, material de enchimento e emulsão asfáltica espalhada e comprimida a frio. Esse trabalho irá abordar a mistura asfástica pré-misturado a frio, tendo como objetivo comparar os resultados baseados em ensaios da mistura asfáltica e a caracterização do comportamento da mistura quando preparada com a adição de borracha reciclada de pneus usados. A pesquisa visa qualificar e otimizar o desempenho da mistura asfáltica que receberá a borracha moída com adições de 3%, 4% e 5% em relação à massa total de agregados minerais, comparando-as com a mistura de referência, sem a adição da borracha. A destinação final da borracha constitui em todo o mundo em um grande desafio, em virtude de suas peculiaridades, como seu tempo de degradação, estimado em aproximadamente 600 anos. Além da quantidade gerada nos dias de hoje, volume, peso e principalmente grande dificuldade de alternativas consideradas ecologicamente corretas e economicamente viáveis. Os ensaios realizados baseiam-se em uma faixa de pré-misturado a frio, onde os corpos de prova foram produzidos em laboratório com emulsão asfáltica catiônica. A adição da borracha moída e os teores de emulsão asfáltica foram definidos e analisados após ensaio de Dosagem Marshall a Frio. As características e comportamento das misturas foram avaliados pela densidade da mistura asfáltica, estabilidade e fluência Marshall. Dessa forma, buscando uma alternativa a atender as normas brasileiras e resultados de desempenho dessas misturas asfálticas, conclui-se que... (Resumo completo, clicar acesso eletrônico abaixo) / Abstract: The asphalt paving mixture can be produced in the heat and premixed in cold. The mixture called premixed, having as mineral aggregate composition graduated, stuffing material and the asphalt emulsion compressed in cold. This work will go to approach the premixed in cold of the asphalt misture, having as objective to compare the results based on assays of the asphalt mixture and the behavior misture characterization when it prepared with the recycled rubber of old tires. The research seeks to qualify and optimize the performance of the asphalt mixture thet will receive the crushed rubber with additions of 3%, 4% and 5% in relation to the total agregate mineral mass, comparing them with the reference mixture, without the rubber addition. The final destination of the rubber to consist of a great challenge all over the world, in virtue of its peculiarities, as its time of degradation, approximately esttmed in 600 years. Beyond the generated amount nowadays, volume, weight and mainly great difficult of considered alternatives correct ecologically and viable economically. The accomplishment rehearsals based on in a strip premixed in cold, called dense strip, where the specimens were produced on the lab wiyh the cationic asphalt emulsion. The crushed rubber addition and the asphalt emulsion texts had been defined and analyzed after rehearsal of in cold Marshall Dosage. The mixture characteristics and behaviour had been evaluated by the stability, Marshall fluency and asphalt mixture density. In the way, looking for an alternative to attend the Brazillians rules and results of performance of these asphalt paving mixture, it follows that the rubber addition benefits are considerable, where the line with 3% addition rubber it presented the smallest index of emptiness, to smallest fluency, the biggest stability Marshall, the biggest apparent density, the biggest relationship polishemptiness and the smallest tenor of emulsion asphalt. / Orientador: Eduardo Carlos Bianchi / Coorientador: Emílio Shizuo Fujikawa / Banca: Rosane Aparecida Gomes Battistelle / Banca: Bernardo Luiz Costas Fumio / O Programa de Pós-Graduação em Ciência e Tecnologia de Materiais, PosMat, tem caráter institucional e integra as atividades de pesquisa em materiais de diversos campi da Unesp / Mestre

Saskatchewan Ministry of Highways and Infrastructure (MHI) is responsible for maintaining approximately 26,100 km of two lane equivalent highways network. Most highways in Saskatchewan are constructed primarily of granular materials. Granular materials serve various purposes in a pavement structure. In particular, granular materials distribute stress within the road structure and reduce the stress applied to the subgrade. Granular materials also mitigate pumping of subgrade fines into surfacing materials, as well as provide drainage for the pavement structure.<p>As a result of the rapid deterioration of roadways and the increasing highway traffic, a significant portion of the Saskatchewan highway system is in need of rehabilitation in the next couple of decades. However, increasing costs associated with road construction as well as budget constraints render many conventional rehabilitation solutions untenable in many applications. In addition, the depletion of quality aggregate also exists in many areas of Saskatchewan. Given that much of Saskatchewan granular pavement system will be in need of strengthening in the next few decades, there is a need to apply new cost-effective and aggregate-preserving pavement rehabilitation technologies such as cold in-place recycling and base strengthening.<p>The goal of this research is to improve the engineering design and performance of recycled and stabilized granular base systems under Saskatchewan field state conditions. The specific objectives of this research are to characterize the conventional laboratory behaviour, moisture sensitivity, and mechanistic behaviour of various granular base strengthening systems in the laboratory, to characterize the structural responses of various granular base strengthening systems in the field, and to evaluate the pavement thickness design and responses of various granular base pavement structures.<p>This research is based on a cold in-place recycling and base stabilization project undertaken by Saskatchewan MHI in fall 2006. Control Section (C.S.) 15-11 between km 5.0 and km 8.0 was selected as a typical thin granular pavement under primary weight loadings that required strengthening. Unstabilized granular base, cement stabilized granular base, and cement with asphalt emulsion stabilized granular base were constructed and evaluated in this research. Materials employed on C.S. 15-11 were sampled and prepared for the various laboratory tests performed in this research. Conventional tests performed included sieve analysis, Atterberg limits, sand equivalent, standard proctor compaction, and California bearing ratio strength and swell test. Advanced mechanistic and moisture sensitivity testing included indirect tensile strength, moisture capillary rise and surface conductivity, unconfined compressive strength, and rapid triaxial frequency sweep testing.<p>The cement and cement with emulsion asphalt stabilization of the granular base were found to improve the conventional, mechanical and moisture susceptibility properties of in situ C.S. 15-11 granular base materials. The cement stabilization applied on C.S. 15-11 provided a high degree of improvement relative to the cement with emulsion stabilization. The cement stabilization was found to be relatively easy to apply in construction, whereas the cement with emulsion stabilization was more difficult, particularly due to the problems associated with cold temperatures during late season construction.<p>The rapid triaxial tester (RaTT) was found to be a practical and useful apparatus to characterize the mechanistic constitutive behaviours of granular materials. The C.S. 15- 11 in situ unstabilized base was found to have the poorest mechanistic behaviour among all three granular bases on C.S. 15-11, as expected. Cement stabilization improved the mechanistic behaviour of the in situ material significantly by providing the highest mean dynamic modulus, lowest mean Poissons ratio, lowest mean radial microstrain, and the lowest mean phase angle. The cement with emulsion asphalt stabilization also provided a considerable improvement on mechanistic behaviour of C.S. 15-11 granular base materials. However, the degree of improvement was less than the cement stabilization system.<p>Non-destructive falling weight deflection measurements taken across the field test sections showed that the stabilization systems yielded a significant improvement of primary structural response profiles across the C.S. 15-11 test sections after stabilization. The cement stabilization system was found to yield the most significant structural improvements among all the test sections constructed on the C.S. 15-11. The deflection measurements taken in 2007 after hot mix asphalt paving further identified that the unstabilized system is more sensitive to the freeze-thaw effects relative to cement stabilization and cement with emulsion stabilization systems.<p> This research also showed that the Saskatchewan MHI structural design system is not applicable to the design of stabilized granular base systems. Evaluation of the thickness design for C.S. 15-11 showed the unstabilized and the cement with asphalt emulsion stabilized test section met the criterion of fatigue cracking, but failed to meet the criterion of structural rutting in MHI design system. However, the cement stabilized section met both fatigue cracking and rutting criteria. The structural evaluation revealed that mechanistic pavement response analysis and validation are necessary in the thickness design of stabilized granular systems such as C.S. 15-11, where traditional MHI design system is not applicable. This research employed finite element modeling and linear elastic pavement modeling software to determine the maximum shear stresses within granular base under typical Saskatchewan stress state conditions. The maximum shear stress values were found to locate on top of granular base courses under the applied circular loading edges ranging from 177 kPa to 254 kPa. These maximum shear stresses within the C.S. 15-11 test section granular base courses under field stress states were compared to maximum shear stresses occurring within samples measured by rapid triaxial testing performed in this research. The comparison showed that the ranges of shear stresses applied in the laboratory RaTT testing were close to shear stresses of granular bases in the field computed from modeling. Therefore, this research showed a good correlation of lab RaTT testing and field results for granular pavements.<p>In summary, this research met the objectives of mechanistically evaluating various granular base stabilization systems in Saskatchewan by means of various laboratory testing, non-destructive field testing, as well as mechanistic modeling and analysis. This research provided valuable data and showed considerable potential for improving design, construction, and QA/QC of conventional and stabilized granular base systems in Saskatchewan.

Saskatchewan Ministry of Highways and Infrastructure (MHI) is responsible for maintaining approximately 26,100 km of two lane equivalent highways network. Most highways in Saskatchewan are constructed primarily of granular materials. Granular materials serve various purposes in a pavement structure. In particular, granular materials distribute stress within the road structure and reduce the stress applied to the subgrade. Granular materials also mitigate pumping of subgrade fines into surfacing materials, as well as provide drainage for the pavement structure.<p>As a result of the rapid deterioration of roadways and the increasing highway traffic, a significant portion of the Saskatchewan highway system is in need of rehabilitation in the next couple of decades. However, increasing costs associated with road construction as well as budget constraints render many conventional rehabilitation solutions untenable in many applications. In addition, the depletion of quality aggregate also exists in many areas of Saskatchewan. Given that much of Saskatchewan granular pavement system will be in need of strengthening in the next few decades, there is a need to apply new cost-effective and aggregate-preserving pavement rehabilitation technologies such as cold in-place recycling and base strengthening.<p>The goal of this research is to improve the engineering design and performance of recycled and stabilized granular base systems under Saskatchewan field state conditions. The specific objectives of this research are to characterize the conventional laboratory behaviour, moisture sensitivity, and mechanistic behaviour of various granular base strengthening systems in the laboratory, to characterize the structural responses of various granular base strengthening systems in the field, and to evaluate the pavement thickness design and responses of various granular base pavement structures.<p>This research is based on a cold in-place recycling and base stabilization project undertaken by Saskatchewan MHI in fall 2006. Control Section (C.S.) 15-11 between km 5.0 and km 8.0 was selected as a typical thin granular pavement under primary weight loadings that required strengthening. Unstabilized granular base, cement stabilized granular base, and cement with asphalt emulsion stabilized granular base were constructed and evaluated in this research. Materials employed on C.S. 15-11 were sampled and prepared for the various laboratory tests performed in this research. Conventional tests performed included sieve analysis, Atterberg limits, sand equivalent, standard proctor compaction, and California bearing ratio strength and swell test. Advanced mechanistic and moisture sensitivity testing included indirect tensile strength, moisture capillary rise and surface conductivity, unconfined compressive strength, and rapid triaxial frequency sweep testing.<p>The cement and cement with emulsion asphalt stabilization of the granular base were found to improve the conventional, mechanical and moisture susceptibility properties of in situ C.S. 15-11 granular base materials. The cement stabilization applied on C.S. 15-11 provided a high degree of improvement relative to the cement with emulsion stabilization. The cement stabilization was found to be relatively easy to apply in construction, whereas the cement with emulsion stabilization was more difficult, particularly due to the problems associated with cold temperatures during late season construction.<p>The rapid triaxial tester (RaTT) was found to be a practical and useful apparatus to characterize the mechanistic constitutive behaviours of granular materials. The C.S. 15- 11 in situ unstabilized base was found to have the poorest mechanistic behaviour among all three granular bases on C.S. 15-11, as expected. Cement stabilization improved the mechanistic behaviour of the in situ material significantly by providing the highest mean dynamic modulus, lowest mean Poissons ratio, lowest mean radial microstrain, and the lowest mean phase angle. The cement with emulsion asphalt stabilization also provided a considerable improvement on mechanistic behaviour of C.S. 15-11 granular base materials. However, the degree of improvement was less than the cement stabilization system.<p>Non-destructive falling weight deflection measurements taken across the field test sections showed that the stabilization systems yielded a significant improvement of primary structural response profiles across the C.S. 15-11 test sections after stabilization. The cement stabilization system was found to yield the most significant structural improvements among all the test sections constructed on the C.S. 15-11. The deflection measurements taken in 2007 after hot mix asphalt paving further identified that the unstabilized system is more sensitive to the freeze-thaw effects relative to cement stabilization and cement with emulsion stabilization systems.<p> This research also showed that the Saskatchewan MHI structural design system is not applicable to the design of stabilized granular base systems. Evaluation of the thickness design for C.S. 15-11 showed the unstabilized and the cement with asphalt emulsion stabilized test section met the criterion of fatigue cracking, but failed to meet the criterion of structural rutting in MHI design system. However, the cement stabilized section met both fatigue cracking and rutting criteria. The structural evaluation revealed that mechanistic pavement response analysis and validation are necessary in the thickness design of stabilized granular systems such as C.S. 15-11, where traditional MHI design system is not applicable. This research employed finite element modeling and linear elastic pavement modeling software to determine the maximum shear stresses within granular base under typical Saskatchewan stress state conditions. The maximum shear stress values were found to locate on top of granular base courses under the applied circular loading edges ranging from 177 kPa to 254 kPa. These maximum shear stresses within the C.S. 15-11 test section granular base courses under field stress states were compared to maximum shear stresses occurring within samples measured by rapid triaxial testing performed in this research. The comparison showed that the ranges of shear stresses applied in the laboratory RaTT testing were close to shear stresses of granular bases in the field computed from modeling. Therefore, this research showed a good correlation of lab RaTT testing and field results for granular pavements.<p>In summary, this research met the objectives of mechanistically evaluating various granular base stabilization systems in Saskatchewan by means of various laboratory testing, non-destructive field testing, as well as mechanistic modeling and analysis. This research provided valuable data and showed considerable potential for improving design, construction, and QA/QC of conventional and stabilized granular base systems in Saskatchewan.

Thesis (M.S.)--University of Texas at El Paso, 2008. / Title from title screen. Vita. CD-ROM. Includes bibliographical references. Also available online.

Made available in DSpace on 2014-06-11T19:23:29Z (GMT). No. of bitstreams: 0 Previous issue date: 2008-03-28Bitstream added on 2014-06-13T19:50:12Z : No. of bitstreams: 1 silva_scc_me_bauru.pdf: 852083 bytes, checksum: ac164d42c6d5526cc944c7194152c4ef (MD5) / A mistura asfáltica, pode ser usinado a quente e pré-misturado a frio. A mistura denominada pré-misturado, empregada no revestimento de pavimento é a mistura a frio, tendo como composição agregado mineral graduado, material de enchimento e emulsão asfáltica espalhada e comprimida a frio. Esse trabalho irá abordar a mistura asfástica pré-misturado a frio, tendo como objetivo comparar os resultados baseados em ensaios da mistura asfáltica e a caracterização do comportamento da mistura quando preparada com a adição de borracha reciclada de pneus usados. A pesquisa visa qualificar e otimizar o desempenho da mistura asfáltica que receberá a borracha moída com adições de 3%, 4% e 5% em relação à massa total de agregados minerais, comparando-as com a mistura de referência, sem a adição da borracha. A destinação final da borracha constitui em todo o mundo em um grande desafio, em virtude de suas peculiaridades, como seu tempo de degradação, estimado em aproximadamente 600 anos. Além da quantidade gerada nos dias de hoje, volume, peso e principalmente grande dificuldade de alternativas consideradas ecologicamente corretas e economicamente viáveis. Os ensaios realizados baseiam-se em uma faixa de pré-misturado a frio, onde os corpos de prova foram produzidos em laboratório com emulsão asfáltica catiônica. A adição da borracha moída e os teores de emulsão asfáltica foram definidos e analisados após ensaio de Dosagem Marshall a Frio. As características e comportamento das misturas foram avaliados pela densidade da mistura asfáltica, estabilidade e fluência Marshall. Dessa forma, buscando uma alternativa a atender as normas brasileiras e resultados de desempenho dessas misturas asfálticas, conclui-se que... / The asphalt paving mixture can be produced in the heat and premixed in cold. The mixture called premixed, having as mineral aggregate composition graduated, stuffing material and the asphalt emulsion compressed in cold. This work will go to approach the premixed in cold of the asphalt misture, having as objective to compare the results based on assays of the asphalt mixture and the behavior misture characterization when it prepared with the recycled rubber of old tires. The research seeks to qualify and optimize the performance of the asphalt mixture thet will receive the crushed rubber with additions of 3%, 4% and 5% in relation to the total agregate mineral mass, comparing them with the reference mixture, without the rubber addition. The final destination of the rubber to consist of a great challenge all over the world, in virtue of its peculiarities, as its time of degradation, approximately esttmed in 600 years. Beyond the generated amount nowadays, volume, weight and mainly great difficult of considered alternatives correct ecologically and viable economically. The accomplishment rehearsals based on in a strip premixed in cold, called dense strip, where the specimens were produced on the lab wiyh the cationic asphalt emulsion. The crushed rubber addition and the asphalt emulsion texts had been defined and analyzed after rehearsal of in cold Marshall Dosage. The mixture characteristics and behaviour had been evaluated by the stability, Marshall fluency and asphalt mixture density. In the way, looking for an alternative to attend the Brazillians rules and results of performance of these asphalt paving mixture, it follows that the rubber addition benefits are considerable, where the line with 3% addition rubber it presented the smallest index of emptiness, to smallest fluency, the biggest stability Marshall, the biggest apparent density, the biggest relationship polishemptiness and the smallest tenor of emulsion asphalt.

O uso de geossintéticos em rodovias tem recebido considerável atenção nas últimas décadas. A utilização de materiais alternativos na reabilitação de pavimentos flexíveis, utilizando sistemas anti-reflexão de trincas, tem se destacado entre pesquisas acerca deste tema. A experiência internacional mostra que o uso de geotêxteis não tecidos, aliados ao ligante asfáltico, tem demonstrado bom desempenho em obras de restauração de pavimentos. No entanto, o sucesso desta técnica depende diretamente do entendimento do comportamento dos geotêxteis quando impregnados com asfalto. Neste contexto, este estudo avaliou diferentes geotêxteis não tecidos frequentemente utilizados em sistemas anti-reflexão de trincas, enfatizando o ganho de rigidez à tração e a redução da permeabilidade destes materiais após a impregnação com o ligante asfáltico. Amostras de geotêxteis não tecidos de poliéster e polipropileno foram impregnadas com emulsão asfáltica catiônica de ruptura rápida. Ensaios de tração foram realizados de acordo com a ABNT - NBR 12824/93 e os ensaios de transmissão de vapor d\'água foram conduzidos conforme as especificações da ASTM - E96M/05. Os resultados dos ensaios de tração em geotêxteis impregnados mostraram um aumento significativo dos valores de rigidez à tração para os níveis de deformação analisados. Resultados revelaram também um elevado aumento nos valores de rigidez à tração para níveis de deformação da ordem de 0,03%. Ensaios de transmissão de vapor d\'água demonstraram que a emulsão asfáltica aplicada sobre os geotêxteis permite uma drástica redução nos valores de permeabilidade normal do material, podendo transformar este sistema em uma barreira impermeável. / The use of geosynthetics in roadway systems has received considerable attention over the past decades. Paving fabrics have been used for rehabilitation of pavements to reduce propagation of cracks and to extend pavement life. In addition, the success of this technique depends directly on the understanding of the geotextiles behavior when impregnated with asphalt. I this sense, this study evaluated different nonwoven geotextiles frequently used in the anti-reflective cracking systems, focusing on initial stiffness gain and permeability reduction. Virgin and impregnated specimens of polyester and polypropylene nonwoven geotextiles were used. Cationic rapid setting emulsified asphalt (CRS) was used as asphalt binder. Wide-width tensile tests were performed in accordance with ABNT - NBR 12824/93 and water vapor transmission tests (WVT) were performed according to ASTM E96M/05. The results of tensile tests on impregnated geotextiles showed significantly increase in tensile stiffness values. Results also showed high increase in stiffness values at strain levels less than 0.03% and decrease on stiffness gains with the increase of strains. Water vapor transmission tests demonstrated that cationic asphalt emulsion applied on nonwoven geotextiles allows a drastic reduction in permeability values and may turn this system in a low permeability barrier.

Submitted by Johnny Rodrigues (johnnyrodrigues@ufcg.edu.br) on 2018-10-02T15:37:29Z No. of bitstreams: 1 ADEMIR MONTES FERREIRA - DISSERTAÇÃO PPGECA 1980..pdf: 16537187 bytes, checksum: 2bde2139eea0b3c23fb1f2cb6809002e (MD5) / Made available in DSpace on 2018-10-02T15:37:29Z (GMT). No. of bitstreams: 1 ADEMIR MONTES FERREIRA - DISSERTAÇÃO PPGECA 1980..pdf: 16537187 bytes, checksum: 2bde2139eea0b3c23fb1f2cb6809002e (MD5) Previous issue date: 1980-09 / A falta de uma metodologia apropriada para o dimensionamento e ensaios de laboratório para condições locais representa a maior dificuldade para o emprego eficiente de sistemas solo-emulsão asfáltica na construção de pavimentos flexíveis. Esta investigação apresenta os resultados de um estudo de uma metodologia de cura acelerada. 0 processo de cura utilizado, secagem das amostras a 60°C durante 24h, mostrou-se plenamente satisfatório podendo ser utilizado no laboratório. As variáveis investigadas foram teor de umidade de compactação e quantidade de emulsão asfáltica catiônica Estas variáveis foram estabelecidas através da medida das seguintes propriedades: peso unitário, absorção, resistência à compressão simples e resistência ã tensão de tração indireta. trabalho mostra que o teor ótimo de umidade para máxima massa especifica aparente seca foi muito aproximada do teor ótimo de umidade para máxima resistência. E também mostrado que a porcentagem ótima de emulsão asfáltica pode ser determinada usando-se somente o critério da resistência máxima, pois os valores de absorção foram muito pequenos para os casos estudados, sendo inferiores aos máximos comumente utj_lizados por outros investigadores. / Lack of appropriate testing procedures and design methods for local conditions are still the main drawbacks for the efficient utilization of soi1-asphaltic emulsion systems inflexible pavement construction. This investigationpresents the results of an study in which an accelerated testing procedure was deveioped and used. Three soils from the region north east were selected as representative of the local variations and used for the study. The variables investigated were compaction moisture content and quantity of cationic asphaltic emulsion.These variables were assessed by measuring the following selected engineering properties. Unit weight, absorption, unconfined compressive strenght and indirect tensile strength. The study shows that the optimum moisture content for maximum dry unit weight approximates very closely the optimum moisture content for maximum strength, it also shows that the optimum percentage of asphaltic emulsion may be determined using only the criterium of maximum strength since the values of absorption were in very case very small and far below of the maximumvalues commonly used by other investigators.

The objectives of this research were 1) to examine correlations between compositional and structural properties of emulsion-treated base (ETB) layers, determine which of these factors exhibit the greatest spatial variability, and determine if significant differences exist between different test sections on a given project and 2) to investigate temporal trends in the structural properties of base materials treated with asphalt emulsion and to assess the rate at which ETB design properties are achieved. The research conducted in this study focused on testing of the ETB layer constructed on 7800 South (SR-48) in West Jordan, Utah. The research conducted in this study involved field and laboratory evaluations of spatial and temporal variability in properties of ETB. Regarding spatial results, the average modulus values of the ETB layer were unusually low for a typical stabilized base material and were in general even lower than the subgrade modulus values at this test site. All three sections had high moisture contents after compaction, with the moisture content of the ETB layer exceeding the specified optimum moisture content at many locations even before the emulsion was injected. One of the three test sections had higher percentages of reclaimed asphalt pavement and emulsion than the other two. The ETB compressive strength was very low throughout the entire year of testing, clearly demonstrating the consequences of inadequate emulsion curing associated with this project. The statistical analyses showed that higher pre-treatment moisture contents and higher amounts of binder added were associated with lower stiffness and strength, while higher wet densities were associated with higher stiffness and strength. The analyses also showed substantial variation in most response variables but comparatively low variation in predictor variables. Only four structural properties were significantly different between sections. Temporal testing was performed to monitor the properties of the ETB layer and to compare the ETB section to an adjacent untreated base course (UTBC) section. The ETB moisture content did not change significantly during the 1-year monitoring period, showing that drying of the ETB layer did not occur following placement of the hot mix asphalt surface. Furthermore, the analyses provided no evidence that the ETB layer experienced any sustained increase in strength as a result of emulsion curing; instead, the ETB modulus was shown to be greatly dependent on season, with higher ETB moisture contents and temperatures corresponding to lower ETB modulus values. Even during the winter when the ETB stiffness reached its peak, the modulus was still below the target value specified for this project. The statistical analyses indicated that the modulus values of the ETB and UTBC layers were not statistically different.

Made available in DSpace on 2014-12-17T15:01:34Z (GMT). No. of bitstreams: 1 JuliaCLT_DISSERT.pdf: 2162032 bytes, checksum: 7f341c00df066e306597bec708b72f71 (MD5) Previous issue date: 2013-08-05 / Coordena??o de Aperfei?oamento de Pessoal de N?vel Superior / The increasing demand for asphalt leads to the development of techniques that can improve the quality of products and increase the useful working life of pavements. Consequently, there is a growing application of asphalt emulsions, which are produced from a mixture of petroleum asphalt cement (CAP) with an aqueous phase. The main advantage of asphalt emulsions is its cold application, reducing energy costs. Conventional emulsions are obtained using asphalt, water, solvent, and additives. The modified asphalt emulsion is developed by adding a modifying agent to conventional emulsions. These modifiers can be natural fibers, waste polymers, nanomaterials. In this work modified asphalt emulsion were obtained using organoclays. First, it was prepared a conventional asphalt emulsion with the following mass proportion: 50% of 50/70 penetration grade CAP, 0.6% of additives and 3% of emulsifier, 20% of solvent and 26.4% of water. It was used bentonite and vermiculite (1% and 4%) to obtain the modified asphalt emulsion. Bentonite and vermiculite were added in its raw state and as an organoclay form and as an organoclay-acid form, resulting in 26 experimental runs. The methodology described by Qian et al. (2011), with modifications, was used to obtain the organoclay and the organoclay-acid form. infrared spectroscopy (IR)) were used to characterize the clays and nanoclays. The emulsions were prepared in a colloidal mill, using 30 minutes and 1 hour as mixing time. After, the emulsions were characterized. The following tests were performed, in accordance with the Brazilian specifications (DNER- 369/97): sieve analysis, Saybolt Furol viscosity, pH determination, density, settlement and storage stability, residue by evaporation, and penetration of residue. Finally, it can be concluded that the use of nanoclays as asphalt modifiers represent a viable alternative to the road paving industry / Com o aumento da demanda por asfaltos, faz-se necess?rio o desenvolvimento de t?cnicas que melhorem a qualidade e aumentem o tempo de vida ?til dos pavimentos. Com isso, cresce a aplica??o das emuls?es asf?lticas, que s?o produzidas a partir de uma mistura de Cimento Asf?ltico de Petr?leo (CAP) e uma fase aquosa, tendo como principal vantagem a redu??o de custos energ?ticos devido a sua aplica??o ser a frio. Neste trabalho foram obtidas emuls?es asf?lticas convencionais e modificadas. Para a obten??o de emuls?es asf?lticas convencionais foram utilizados os seguintes constituintes: asfalto, ?gua, solvente e aditivos. As emuls?es asf?lticas modificadas foram desenvolvidas a partir da adi??o de um agente modificante ?s emuls?es asf?lticas convencionais. Os agentes modificantes utilizados foram a bentonita e a vermiculita natural e modificadas com tensoativos. Primeiramente, preparou-se uma emuls?o asf?ltica convencional nas seguintes propor??es: 50% de CAP 50/70, 0,6% de aditivos e 3% de emulsificante em rela??o ? quantidade de asfalto, 20% de solvente e 26,4% de ?gua. Para a obten??o da emuls?o asf?ltica modificada, foi utilizada a bentonita e vermiculita como agente modificador em propor??es de 1% e 4 %. Os constituintes foram adicionados ao moinho coloidal por per?odos de 30 e 60 minutos. Foram realizados 26 ensaios, onde a bentonita e vermiculita foram adicionadas na sua forma natural, na forma organof?lica e na forma organof?lica em meio ?cido. Para a obten??o da argila organof?lica e organof?lica em meio ?cido utilizou-se o m?todo de Qian et al. (2011), com adapta??es. Para caracteriza??o das argilas e nanoargilas utilizou-se a t?cnica de espectroscopia no infravermelho (IV). Ap?s o per?odo de emulsifica??o, foram realizados os ensaios para caracteriza??o da emuls?o obtida. Os seguintes ensaios foram realizados, de acordo com as especifica??es t?cnicas (DNER-EM 369/97): peneiramento, viscosidade Saybolt Furol, pH, densidade, sedimenta??o, res?duo por evapora??o e penetra??o. Por fim, pode-se concluir que as emuls?es asf?lticas modificadas com nanoargilas apresentam-se como uma alternativa para o setor de pavimenta??o

Orientador: Antonio Carlos Bannwart / Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Mecanica e Instituto de Geociencias / Made available in DSpace on 2018-08-04T02:30:45Z (GMT). No. of bitstreams: 1 Silva_RosivaniadaPaixao_M.pdf: 2594655 bytes, checksum: b6c2b50ec1aafc9b617cd07d018c8efc (MD5) Previous issue date: 2004 / Resumo: O processamento primário dos fluidos na produção do petróleo consiste na separação entre o óleo, gás, água e as impurezas em suspensão, no condicionamento dos hidrocarbonetos para que possam ser transferidos para as refinarias, e no tratamento da água para reutilização ou descarte apropriado. Com a crescente importância de campos de óleos pesados, cuja densidade é mais próxima da água e a viscosidade é da ordem de centenas de vezes a da água, a produção deste óleo e o processamento primário dos fluidos produzidos com as tecnologias usuais tornam-se pouco atraente e muitas vezes inviável. Este trabalho investiga o comportamento da dispersão de água em óleo pesado que pode se transformar em emulsão. Portanto, o estudo sobre o conceito e a classificação das emulsões de água em óleo e de óleo em água e a revisão das principais técnicas para sua geração e separação, visam definir estratégias para a separação eficaz desses fluidos. A partir disso, investiga-se os critérios de projeto de vasos separadores gravitacionais trifásicos, tais como o tempo de retenção, tamanho e velocidade terminal das partículas, enfatizando-se os aspectos físicos da separação. Utilizou-se o software Mathematica??para a modelagem das equações que governam o dimensionamento de vasos separadores horizontais, permitindo-se observar a influência de diversas variáveis nas dimensões do vaso separador / Abstract: The primary processing of the produced fluids from an oil field consists in the separation of oil, gas, water and solids suspensions, in the conditioning of the hydrocarbons for transporting to the refinery, and in the water treatment for reuse or proper disposal. For heavy oils, whose densities are almost the same as water and viscosities about two hundred times higher than water, the production and primary processing with the usual technologies is not attractive and many times unfeasible. This work investigates the behavior of the water dispersion in a heavy oil, that can become an emulsion. The scope of the study of water-in-oil and oil-in-water emulsions and the review of the principal techniques for its generation, leads to strategies to efficiently separate these liquids. Considering the presence of a free gas phase, design criteria for three-phase separator, such as retention time, size and terminal velocity of the particles, emphasizing the physical aspects of separation, are investigated. Mathematica??software was used for solving the equations that rule the design of horizontal separators vases, allowing observation of the influence of several parameters on the separator dimensions / Mestrado / Explotação / Mestre em Ciências e Engenharia de Petróleo