Characteristics Of Bitumen Research Articles

Effect of Nanostructured Shungite on the Rheological Properties of Bitumen

Improving the physico-mechanical characteristics of bitumen is a constant and pressing problem in road construction. The issue is solved by modifying bitumen with various additives, one of which is a nanostructured modifier. This paper examines the effect of adding a natural mineral, shungite, to bitumen from the Koksu deposit (Kazakhstan) after grinding under different conditions. The mechanochemical activation of shungite made it possible to obtain samples with an average particle diameter of up to 3 μm. Using scanning electron microscopy, nanostructured particles with sizes of up to 100 nm were discovered in their structure. The effect of nanostructured shungite on the rheological characteristics of bitumen—elasticity and loss moduli, and loss tangent at high and low temperatures—was studied. The transition temperatures of bitumen from the viscoelastic to the liquid state were established, and their shift to the region of elevated temperatures when modified with ground shungite are shown. The presence of organic and inorganic components in the composition of shungite—carbon, silica, and metal oxides—has a beneficial effect on the rheological properties of bitumen by forming bonds with resinous asphaltene components of bitumen. The use of bitumen modified with nanostructured shungite makes it possible to replace the polymer modifier with a natural mineral to improve the quality of the road surface.

Development of an Energy-Efficient Method of Obtaining Polymer-Modified Bitumen with High Operational Characteristics via Polymer–Bitumen Concentrate Application

New requirements for the operational reliability of roads make the utilization of polymer-modified bitumen (PMB) more common in road construction. The application of polymer-modified bitumen based on traditional technology for the production of asphalt mixtures is associated with technological and economic difficulties and does not provide proper adhesion to the mixture’s mineral components. In addition, the method of producing a binder over a long time at high process temperatures leads to increased aging, which significantly reduces the service life of the material in the pavement. This paper presents the results of studies on the effect of polymer–bitumen concentrate (PBC) consisting of styrene–butadiene–styrene, plasticizer, and surfactant on the bitumen characteristics. It has been established that the use of PBC in the bitumen binder leads to an increase in the temperature range of plasticity, softening temperature, elasticity, and cohesive strength with a decrease in the viscosity of the modified bitumen. With a complex modifier rational content of 8% by weight of bitumen, the temperature range of plasticity is 79 °C, and elasticity is 82%, which exceeds the parameters of the factory PMB-60 based on SBS polymer. Tests of binders using the Superpave method allow classifying the modified binder to the PG 64-28, which shows an increase in the temperature range of viscoelastic properties by 6 °C compared with the binder produced by traditional methods. Thus, the expediency of using a complex additive containing a polymer and surface-active substances (surfactants) that can be distributed in bitumen without the use of a colloid agitator and plasticizer has been proven to improve the quality of an organic binder.

Measurement on the fatigue-healing performance of SARAs fractions in bitumen and its characterization by molecular simulations

The objective of this research was to investigate the healing characteristics of bitumen through the assessment of fatigue-healing performance of SARAs fractions and its characterization at the molecular level with SARAs fractions as the intermediate. Firstly, the flow behaviors and fatigue-healing performance of fractions were characterized by rheometer. Then, the diffusion systems were constructed and the diffusion with preset cracks was carried out, the evaluation of which was identified by density distribution, relative concentration in crack region, mean square displacement and interaction effect. The results indicate that aromatics exhibit the closest similarity to original bitumen in flowing behavior, which also reflected in the healing performance. The healing performance of resins and asphaltenes are extremely limited while that of saturates was comparable to fluid. Molecular simulation was further supporting to investigate the healing process. A platform period was found in the healing period when the molecules would move to seek the lowest energy state which was considered as healing in the alternative perspective. During the period, heavy components were more difficult to traverse while weak interaction between light components would shorten the period and identify the lowest energy state more easily, thereby greatly affecting the healing performance of fractions. Furthermore, heavy components are analogous to anchor points, among which resins were more readily aggregated and asphaltenes were relatively dispersed, while light components diffuse flexibly within them. The diffusion has the potential to drive the movement of heavy components which also kept the capture of other components, ultimately resulting in the formation of a stable healing state. The outcome with a discernible interaction effect would be important theoretical significance for the refinement of bitumen of better healing performance and the potential to influence the development of rejuvenators.

Study of the influence of aromatic hydrocarbons on the process of tar oxidation

Abstract This study examines the impact of polycyclic aromatic hydrocarbons on the oxidation of petroleum tar. An aromatic hydrocarbon concentrates isolated from extracts of selective oil purification using the polar industrial solvent N-methylpyrrolidone was employed as an additive to tar. The relationship between the softening temperature of oxidized bitumen and both the duration of oxidation and the properties of the initial raw material mixture was investigated. It has been established that the introduction of 10 wt.% aromatic additive will increase the oxidation rate by 6 °C/h. The conditions for producing road bitumen from the proposed raw material compositions were identified. The influence of polycyclic aromatic hydrocarbon concentrate on the qualitative characteristics of bitumen during the tar oxidation process was determined. Aromatic additive is similar to a plasticizer, and reduces the softening temperature of bitumen by 9 °C. But the combined oxidation of tar with an aromatic additive and a catalyst makes it possible to obtain bitumen with a softening point of 44 °C and a penetration of 80 x0.1 mm, which corresponds to the grade of bitumen 70/100. Analysis of the group composition of oxidized bitumen revealed that the aromatic additive facilitates the intensification of the tar oxidation process.

The influence of olive kernel ash obtained from canning factory as a bitumen modifier

Today, the construction sector experiences significant pressure to use green and sustainable materials. In this framework, using biological components derived from agricultural products is the most interesting topic for the stability of asphalt pavement construction materials. Furthermore, the escalation in demand for transportation infrastructure has resulted in a rapid surge in the volume of traffic and premature degradation of asphalt pavements. The primary objective of this study is to assess the efficacy of olive kernel ash (OKA) obtained from olive canning factories in modifying the characteristics of asphalt. The investigation of this function has not been explored in prior research. To this end, a comprehensive analysis of morphological, Thermogravimetric, chemical, and phase separation was conducted, in addition to physical and rheological testing, over three distinct temperature ranges: high, intermediate, and low. The results showed that OKA is thermally stable and has a slow decomposition. Also, using OKA, compared to most biomass employed in bitumen, exhibits a satisfactory amount of phase separation. Despite the enhanced shear strength, the modified samples incorporating OKA do not encounter any operational challenges regarding transportation and pumping. The findings from the rheological experiments indicate that incorporating 20 % OKA in bitumen can increase the shear modulus up to 71 % and recovery percentage up to 20 %. Therefore, it significantly enhances the resistance to permanent deformation under high temperatures. The increase in molecular weight and asphaltene phase creates a resistant binder against high temperatures. Meanwhile, the fatigue life of modified samples containing 20 % OKA decreased to 59 %. However, applying the highest shear stress to the sample containing OKA experiences demonstrates its ability to resist this stress for longer. Also, it was found that regulating the OKA dosage in bitumen can maintain its acceptable resistance level to cracking at low temperatures. This phenomenon is due to the positive effect of OKA on the viscoelastic characteristics of bitumen. Based on our assessments, it has been observed that incorporating OKA up to 20 % in bitumen consistently enhances its performance capabilities at high temperatures. Nevertheless, while using this modified bitumen in cold regions, limiting its utilization to a maximum of 5 % is advisable.

Influence of thermal intrusion on the Alum Shale from south central Sweden

This study investigates the geochemical and petrological characteristics of solid bitumen in the DBH15/73 core from the Furongian (upper Cambrian) and Miaolingian (middle Cambrian) Alum Shale in Billingen, south central Sweden. At Billingen a > 30 m thick Permian diabase (dolerite sill) intruded approximately 100 m above the Alum Shale that promoting the formation of solid bitumen in the uppermost half of the Alum Shale due to enhanced heat flow. The bitumen has been classified into bituminite/diagenetic solid bitumen (DSB), initial-oil solid bitumen (IOSB), and primary-oil solid bitumen (POSB) based on their genesis, morphology and random solid bitumen reflectance (BRo). The Miaolingian shale, constituting the lower part of the Alum Shale, is immature and contains solely bituminite and DSB, with measured BRo ranging from 0.40% to 0.48%. In contrast, the Furongian shale exhibits enrichment in IOSB and POSB and range from marginally mature to peak oil generation with towards the top of the section. Characteristics of uneven heating is seen in the IOSB (BRo: 0.97–1.08%) including oxidation rims and abnormally high maturity surrounding fractures. The POSB (BRo: 0.63–2.01%) is present not only in the Alum Shale but also in the overlying Ordovician Latorp limestone and the underlying Kakeled Limestone Bed, and shows flow structures which is further evidence for migration. The abundance of POSB and IOSB is determined through maceral point counting, revealing POSB as the dominant bitumen type (1.54–7.13 vol%), while IOSB constitutes the minority (0.05–0.31 vol%) within the Furongian shale. This distribution suggests rapid thermal evolution of organic matter within the oil generation window. Additionally, a reduction in free hydrocarbons (Rock-Eval S1), potential hydrocarbons (Rock-Eval S2), and unexpectedly low Tmax was observed in the Furongian shale. Results indicate that hydrocarbon generation resulting from thermal intrusion contributes to the relatively low S2. Migration of POSB and generated oil to adjacent layers leads to the loss of S1, while the reduced Tmax may be attributed to high uranium content which weakens carbon chain bond energy. These anomalies result in an underestimation when evaluating thermal maturity and kerogen type conversion based on Rock Eval data alone.

Evaluation of engineering characteristics of bitumen modified with waste tyre rubber for road construction applications

Evaluation of engineering characteristics of bitumen modified with waste tyre rubber for road construction applications

Study of Characteristics of Bitumen and Aggregate with Use of Plastic Waste

Plastic is everywhere, and its use in different forms is increasing day by day despite discouragement from the government. Plastic waste disposal is a global issue since they are non-biodegradable and toxic in burning. Plastic pollution threatens food quality, human health, sanitation, and the ecosystem and contributes to climate change. The usage of plastic waste in elements (bitumen and aggregate) used in road construction was the main objective of this study. With use of appropriate plastic waste in building of road would not only reduce material cost but also contributes in solving plastic waste management issue. Nepal being a developing country with low Gross Domestic Product (GDP) where most of the districts are still deprived of good flexible pavement networks, plastic modified roads could be a value engineering and economic solution. The paper highlights by which method plastic waste can be used effectively in road construction by performing different experimental tests reflecting the characteristics of bitumen and aggregate on addition of plastic. The study has determined the penetration, softening point, ductility values of bitumen and impact and abrasion values of aggregate in addition to different percentage of plastic waste. According to the study, bitumen's penetration and ductility value drop with increasing plastic content, making it better suited for usage in warmer climates, but its softening point rises, ensuring a stronger resistance to flow in services. Comparably, when in aggregate plastic content rises, both its AIV value and its LA abrasion value fall, enhancing the aggregate's toughness and ability to endure greater wear and tear.

Review of Lab-Accelerated Aging Techniques of Asphalt Mixes

Bitumen aging contributes to main pavement distress due to the changes in rheological, chemical, and physical characteristics of bitumen. Mainly, aging process can be divided into two categories, the first category namely short-term aging takes place during the heating up of bitumen and aggregate, mixing, transportation, laying down, and compaction. While the second category of aging takes place during the service life of pavement which is denoted as long-term aging. Consequently, researchers’ focus is to simulate bitumen aging in the lab by developing lab-accelerated methods to simulate the process of bitumen aging and studying the rate of change before and after aging. This article reviews these methods and compares the extent of the impact on lab-aged bitumen with old bitumen. The main outcome is, that the duration of exposure to high temperatures, which is the dominant method to accelerate aging process, resulted in inadequate changes in the structure of the bitumen molecule, hence, making it different from old bitumen. For that reason, using oxidants such as hydrogen peroxide showed more reliable results but requires more attention by researchers to achieve a standardized aging process of bitumen.

CHEMICAL MODIFICATION OF ROAD PETROLEUM BITUMEN WITH MALEIC ANHYDRIDE AND POLYETHYLENE GLYCOLS

A number of problems arise in the production and application of road bitumen. One of them is unsatisfactory operational characteristics, mainly heat resistance, elasticity and adhesion between the binder and aggregate. With an increase in the intensity of traffic, an increase in the volume of heavy goods transportation, the mass of cars, together with the influence of weather and climate factors on the structure, this leads to the destruction of the road surface. The work describes the results of the study of the process of chemical modification of road petroleum bitumen with maleic anhydride and polyethylene glycols (PEG) to obtain bitumen-polymer mixtures, which, in addition to good heat resistance, also have high elasticity. When modifying road bitumen with maleic anhydride, the latter acts as a certain narrowing link, which contains on the one hand a double bond that interacts with bitumen, and on the other hand an anhydride group that can interact with various polymers containing functional groups (hydroxyl, epoxy and other). Further, by adding a polymer to maleinized bitumen (bitumen modified with maleic anhydride), the resulting bitumen-polymer mixtures can be given various properties (heat resistance, elasticity, adhesion, and others). Polyethylene glycol is a cheap polymer capable of interacting with the anhydride group of maleic anhydride in bitumen on the hydroxyl group. It was established that the effect of maleic anhydride and maleic anhydride together with PEG on the heat-resistant characteristics of bitumen is the same regardless of the modification conditions. Compared to the original bitumen, the obtained BPS is characterized by a higher softening temperature, lower penetration and ductility. The temperature of brittleness is not rapid, but it is increasing. The influence of the used modifiers on bitumen elasticity is significant and depends on the modification conditions. It was established that PEG 2000 is the optimal PEG for modifying maleinized bitumen, from the point of view of ensuring good bitumen elasticity.

ASPHALT MIXTURES AND ASPHALT CONCRETE USING OIL RESIDUES AND BITUMEN MODIFIED WITH MALEIC ANHYDRIDE AND POLYETHYLENE GLYCOLS

A number of problems arise during the production and use of petroleum road bitumen. One of them is unsatisfactory performance characteristics, mainly heat resistance, plasticity, elasticity, and adhesion between the binder and the surface of the mineral material. With the increase in traffic intensity, the growth of heavy traffic volumes, the weight of cars, along with the impact of weather and climatic factors on the structure, this leads to the destruction of the road surface. One of the most promising areas in improving the quality of binders to obtain pavements with improved performance characteristics is their modification with polymeric materials. However, the use of modifiers is limited due to their high cost. Therefore, it is important to find inexpensive substances that would improve the performance characteristics of bitumen. This work is devoted to a completely new binder for asphalt mixtures, including crushed stone mastic mixtures. As a binder, we used raw materials for the production of bitumen - tar, modified with maleic anhydride and polyethylene glycol. The design of crushed stone and mastic asphalt mixtures using the obtained binders was carried out, and samples of crushed stone and mastic asphalt concrete were formed from them and tested. It was found that when binders were obtained from tar by modifying it with maleic anhydride and polyethylene glycol, crushed stone mastic mixtures with lower strength values were obtained compared to binders obtained by modifying oxidized bitumen. Comparison of crushed stone and mastic mixtures obtained using SBS modified bitumen and the studied binders showed that the use of the studied binders (oxidized bitumen modified with maleic anhydride and maleinized oxidized bitumen modified with polyethylene glycol) is characterized by lower water saturation and strength compared to the use of oxidized bitumen modified with SBS.

Exploring the recovery capacity of recycling agents on atomic-scale energy properties of aged bitumen and their potential correlations with high-temperature rheological performance

This study implements molecular dynamics (MD) simulations to explore the atomic-level energy properties of rejuvenated bitumen, considering the influence of different recycling agent (RA) types, dosages and aging levels of bitumen. Moreover, the potential correlations between energy indices and high-temperature performance of rejuvenated bitumen are explored. Our findings show that recycling agents can effectively reinstate the cohesive energy density (CED) values of aged bitumen, correlating well with their high-temperature rheological properties. The results reveal that the energy parameters of potential energy (UVEP), kinetic energy (UWEK), non-bond energy (EN), total energy (UVET), diagonal energy (UNED), and cross-terms energy (ECT) can reflect the restoration level of recycling agents (RAs) on atomic-level energy characteristics of aged bitumen. Compared to rutting failure temperature (RFT), elastic recovery (R3.2), and creep compliance (Jnr3.2), the zero-shear viscosity (ZSV) greatly correlates with CED. Meanwhile, the UWEK index from MD simulations demonstrates a strong correlation with high-temperature rheological indicators of rejuvenated bitumen. With the rise in UWEK, there is a linear decrease in the RFT, Log(ZSV), and R3.2 values of rejuvenated bitumen. Conversely, the Log(Jnr3.2) exhibits a linear increasing trend. However, the correlation patterns between rheological indicators and either EN or ECT are contingent on the aging degree of bitumen. Based on the correlation coefficient, the UWEK stands out as the primary choice among all energy indices for predicting high-temperature rheological performance of rejuvenated bitumen.

Evaluation of the sensitivity of the rheology characteristics of bitumen and slurry seal modified with cellulose nanofiber solution

Asphalt pavements account for a significant share of the world's pavements, these pavements will cause the waste of many unacceptable renewable resources along with the emission of greenhouse gases. Therefore, in order to reduce environmental risks and reduce costs, the use of protective asphalt has received more and more attention in recent decades. Slurry seal is used as an environmentally friendly product to delay pavement failures. Improving the properties of this type of preventive asphalt by changing the characteristics of the bitumen emulsion has attracted the attention of researchers in the last few years. Therefore, in this research, it has been tried to improve the quality of emulsion as an important and influential member on the performance of slurry seal using CNF (cellulose nanofiber solution. This research is based on laboratory and analytical method on modified bitumen emulsion and slurry seal containing it. In this research, 5 types of modified bitumen emulsions with CNF, including CNF0, CNF3, CNF5, CNF7, and CNF9, were proposed for the construction of slurry seal mixture. Bituminous specimens were subjected to physical, microstructure and rheological tests including saybolt furol viscosity, softening point, penetration degree, surface free energy (SFE), fourier transform infrared spectroscopy (FTIR), multi-stress creep recovery (MSCR) and elastic recovery (ER) tests. Then, the modified asphalt mixtures were evaluated with the wet cohesion, wet track abrasion, loaded wheel-displacement and loaded wheel-sand adhesion tests. Among the 5 specimens, CNF5 and CNF7 had the best results in bitumen and asphalt qualitative tests. These results showed that CNF5 with cellulose nanofibers of 5% can be considered as the optimal percentage because the properties of asphalt such as adhesion, deformation, bleeding, wear caused by moisture can be improved by 22.7%, 42%, 28.7% and 42.7%, respectively. It improved 8% to the control sample in residual bitumen.

Influence of novel modified waste cooking oil beads on rheological characteristics of bitumen

The high global need for non-renewable resources such as bitumen for the construction of flexible pavements is a foremost concern in the pavement industry. Thus, researchers are looking for novel approaches such as bio-modifiers to reduce dependency on bitumen. This study investigated the effect of the modified waste cooking oil beads (MWCOBs) as a bio-modifier on the rheological properties, morphological properties, and chemical characteristics. The waste cooking oil (WCO) was pre-processed and modified at two ratios (45:55 and 50:50) with the SBS to form the rubbery material (MWCOBs). The base bitumen (BB) with 60/70 grade was blended with five percentages of MWCOBs for each ratio (5%, 10%, 15%, 20%, and 25%). The results indicated that viscosity has systematically increased with increasing content of MWCOBs and provided a better response at higher temperatures. Adding 5 wt% of MWCOB-A and MWCOB-B improves the viscosities to 513 cp and 562 cp at 135 ℃ respectively compared to 429 cp of BB. The incorporation of the MWCOBSs substantially enhances the elasticity and stiffness of modified bitumens. Additionally, based on the rutting and fatigue parameters, the incorporation of the MWCOBs provides enhanced performance. The 15 A and 15B demonstrated a performance grade (PG) 76 with failing temperatures of 76.2 °C and 78.7 °C respectively. However, 5B exhibited fatigue failure at 13 °C, whereas all other modified bitumens demonstrated fatigue parameter values below 5000 kPa. The separation indices (SIs) based on complex modulus at a temperature of 64 °C of modified bitumen are within the specified range regardless of the 25 A and 25B with SIs of 1.27 and 1.36 respectively. The master curve of 15 A demonstrated higher stiffness at a lower frequency than other bitumen curves and is less stiff at a higher frequency. The field emission scanning electron microscope (FESEM) investigation showed that the MWCOBs are dispersed in the base bitumen and produced a homogeneous matrix. In conclusion, the modified bitumen 15 A and 10B have shown optimal rheological performance and could be utilised as a sustainable bio-modifier.

Influence of fillers on the formation of properties of bitumen matrices for the construction industry

This article aims to explore the alteration of bitumen properties through the addition of different substances in order to assess their impact on its original properties. The study focuses on examining the variations in bitumen characteristics, specifically viscosity, flexibility, fluidity, and how they can be regulated to meet specific requirements. The paper identifies fillers through which it is possible to regulate the heat resistance of compositions made using bitumen binders. Plasticizing components were isolated into a separate group and tested. The most promising directions of their use and optimization parameters are noted. A comparative analysis was performed on the effect of synthetic wax additives on bitumen. Research shows that using knowledge about the individual or complex filling of the bitumen matrix, it is possible to regulate and predict the properties of final composites to obtain economic and operational effects for the road construction industry.

Geochemical characteristics of Cambrian bitumen and Cambrian-Ordovician source rocks in the Keping area, NW Tarim Basin

The Cambrian Yuertus Formation and Ordovician Saergan and Yingan formation source rocks, which TOC contents of 0.38%–4.30%, are well developed in the Keping area of the Tarim Basin. Reservoir bitumen had been found in the Cambrian Wusongger Formation and Shayilike Formation. In this study, the geochemical characteristics of the bitumen and source rocks were analyzed through biomarkers for oil-source correlation. The results show that the characteristics of the bitumen and Yuertus Formation source rocks are similar. Comparatively, the Yuertus Formation source rocks and bitumen have lower Pr/Ph values and higher C28/C29 regular steranes values. The maturity characteristics and depositional environment of the Cambrian source rocks in the Keping area and the platform basin areas are similar. Plots of Ph/n-C18versus Pr/n-C17, Ts/(Ts+Tm) versus 4-/1-MDBT (methyl dibenzothiophene), and DBT/P (dibenzothiophene/phenanthrene) versus Pr/Ph distinguish the bitumen and source rocks well. As an original plot, we found that the Fla/Py (fluoranthene/pyrene) versus MP/P (methyl-phenanthrene/phenanthrene) intersection plot can be used to identify the possible sources of polycyclic aromatic hydrocarbons (PAHs) to a certain extent and can distinguish between the Cambrian and Ordovician source rocks in this study. Comprehensive analysis revealed that the bitumen samples most likely originated from the Yuertus Formation source rocks. It was also found that the biomarker characteristics such as the shape type of the C27-C28-C29 regular steranes, triarylosteranes, and triarylosteroids are not applicable to distinguishing the Cambrian and Ordovician source rocks in the Keping area. These research findings provide references for studying the Lower Paleozoic oil-source correlation in the platform in the Tarim Basin.

Char from Pyrolysis of Waste Tires to Increase Bitumen Performances

Road pavement characteristics can be improved by modifying bitumens through addition of fine particles. To avoid environmental issues, attention is recently being paid to bio-materials. In this study, a 50/70 bitumen was modified through the addition of char obtained from the pyrolysis of waste tires. Char addition causes an increase in transition (gel to sol) temperature of up to 4 °C and an increase in rigidity under working conditions (50 °C) of up to about one order of magnitude. The effect of the gas type flowing under the pyrolysis process (CO2, N2 and CO2 + N2) on the mechanical characteristics of the bitumen was also investigated. More marked effects on the rheological performances were found if char coming from pyrolysis under CO2 was used (the gel-to-sol transition temperature is increased by about 4.5 °C) compared to that coming from pyrolysis under N2 (gel-to-sol transition temperature is increased by about 3 °C). The effect is at a maximum for char from CO2 at 3% wt/wt, whereas regarding char from N, a lesser effect is seen with a more uniform (flat) effect as a function of char% and with an increase in gel-to-sol transition temperature of about 3 °C. Coherently, char obtained from pyrolysis under CO2 was found to possess a higher surface area constituted by smaller particles than that coming from pyrolysis under N2. In fact, the BET-specific surface passes 79 m2/g for N2-char to 174 m2/g for CO2-char and the micropore volume fraction increases from 2 to 9. The observed differences can be attributed to the oxidizing environment (CO2) that is more aggressive and reactive in the synthesis phase compared to an inert environment (N2). Char also showed an anti-aging effect, hindering the increase in rigidity typically associated with the aging process. This effect was explained in terms of the compatibility of char with bitumen’s organic nature, and presumably its more effective hosting in a bituminous structure, which is presumably higher when char is produced under CO2 rather than N2. This study quantitatively indicates how a residue derived from the pyrolysis of a waste material can be efficiently re-used to increase the mechanical characteristics of bitumen, accomplishing the recent circular-based needs for environmental protection.

CURRENT STATE OF METHODS FOR DETERMINING THE ADHESIVE AND COHESIVE PROPERTIES OF ROAD BITUMEN

The sphere of transport infrastructure is developing rapidly, which underlines the importance of stable properties of bitumen in the construction of road surfaces. A necessary condition for improving the quality of the bitumen binder is its high adhesionto the surface of the mineral filler. The adhesion of bitumen with mineral filler is an important indicator that characterizes the quality of the asphalt concrete mixture, the performance characteristics of the asphalt concrete coating and its resistance to damage. An adequate assessment of these characteristics becomes a key factor in ensuring the durability and reliability of road surfaces. The article analyzes the current state of methods for determining the adhesive and cohesive characteristics of bitumen and mineral filler. The aimof the work is a thorough analysis of various methods used to evaluate the adhesive and cohesive properties of bitumen, with subsequent identification of their advantages and disadvantages. An overview of both traditional and modern approaches used to determine these characteristics is given to better understand the structure and behavior of bituminous materials. Conclusion. The article emphasizes the need for further research and development in the field of methods for determining the adhesive and cohesive properties of bitumen, considering modern requirements for road infrastructure. It is necessary to develop scientific and practical approaches to improving existing regulatory documents considering the characteristics of bituminous materials.It can be concluded that it is necessary to develop new accurate reproducible methods using computer technologies that automate data collection and processing and reduce the likelihood of errors.

Mechanochemically Activated Shungite as an Additive to Improve Bitumen Characteristics

Mechanochemically Activated Shungite as an Additive to Improve Bitumen Characteristics

A Review of Wireless Pavement System Based on the Inductive Power Transfer in Electric Vehicles

The proliferation of electric vehicles (EVs) hinges upon the availability of robust and efficient charging infrastructure, notably encompassing swift and convenient solutions. Among these, dynamic wireless charging systems have garnered substantial attention for their potential to revolutionize EV charging experiences. Inductive power transfer (IPT) systems, in particular, exhibit a promising avenue, enabling seamless wireless charging through integrated pavements for EVs. This review engages in an in-depth exploration of pertinent parameters that influence the inductivity and conductivity performance of pavements, alongside the assessment of potential damage inflicted by IPT pads. Moreover, the study delves into the realm of additive materials as a strategic approach to augment conductivity and pavement performance. In essence, the review consolidates a diverse array of studies that scrutinize IPT pad materials, coil dimensions, pavement characteristics (both static and dynamic), and adhesive properties. These studies collectively illuminate the intricate dynamics of power transfer to EVs while considering potential repercussions on pavement integrity. Furthermore, the review sheds light on the efficacy of various additive materials, including metal and nanocomposite additives with an SBS base, in amplifying both conductivity and pavement performance. The culmination of these findings underscores the pivotal role of geometry optimization for IPT pads and the strategic adaptation of aggregate and bitumen characteristics to unlock enhanced performance within wireless pavements.