WO2018055976A1 - Composition d'asphalte modifié par un polymère - Google Patents

Composition d'asphalte modifié par un polymère Download PDF

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Publication number
WO2018055976A1
WO2018055976A1 PCT/JP2017/030377 JP2017030377W WO2018055976A1 WO 2018055976 A1 WO2018055976 A1 WO 2018055976A1 JP 2017030377 W JP2017030377 W JP 2017030377W WO 2018055976 A1 WO2018055976 A1 WO 2018055976A1
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Prior art keywords
asphalt
polymer
temperature
modified asphalt
sbs
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PCT/JP2017/030377
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English (en)
Japanese (ja)
Inventor
彰 瀬尾
健太郎 野口
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昭和シェル石油株式会社
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Priority claimed from JP2017123945A external-priority patent/JP6912951B2/ja
Application filed by 昭和シェル石油株式会社 filed Critical 昭和シェル石油株式会社
Priority to MYPI2019001391A priority Critical patent/MY189125A/en
Publication of WO2018055976A1 publication Critical patent/WO2018055976A1/fr
Priority to SA519401410A priority patent/SA519401410B1/ar

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    • C—CHEMISTRY; METALLURGY
    • C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
    • C08K—Use of inorganic or non-macromolecular organic substances as compounding ingredients
    • C08K5/00—Use of organic ingredients
    • C08K5/04—Oxygen-containing compounds
    • C08K5/09—Carboxylic acids; Metal salts thereof; Anhydrides thereof
    • C—CHEMISTRY; METALLURGY
    • C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
    • C08L—COMPOSITIONS OF MACROMOLECULAR COMPOUNDS
    • C08L53/00—Compositions of block copolymers containing at least one sequence of a polymer obtained by reactions only involving carbon-to-carbon unsaturated bonds; Compositions of derivatives of such polymers
    • C08L53/02—Compositions of block copolymers containing at least one sequence of a polymer obtained by reactions only involving carbon-to-carbon unsaturated bonds; Compositions of derivatives of such polymers of vinyl-aromatic monomers and conjugated dienes
    • C—CHEMISTRY; METALLURGY
    • C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
    • C08L—COMPOSITIONS OF MACROMOLECULAR COMPOUNDS
    • C08L95/00—Compositions of bituminous materials, e.g. asphalt, tar, pitch
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C7/00—Coherent pavings made in situ
    • E01C7/08—Coherent pavings made in situ made of road-metal and binders
    • E01C7/18—Coherent pavings made in situ made of road-metal and binders of road-metal and bituminous binders
    • E01C7/22—Binder incorporated in hot state, e.g. heated bitumen

Definitions

  • the present invention relates to a polymer-modified asphalt composition that can be used for road pavement at a temperature lower than that of the prior art, and is particularly suitable for exerting the strength required for heavy traffic pavement.
  • asphalt has been used in a wide range of fields such as road paving and waterproofing.
  • polymer modified asphalt using styrene-butadiene-styrene block copolymer (hereinafter referred to as SBS) as a reinforcing agent is generally used.
  • SBS styrene-butadiene-styrene block copolymer
  • This polymer-modified asphalt can improve excavation resistance, water resistance, flexibility, etc. by adding a modifier such as SBS as a reinforcing material to straight asphalt or the like manufactured at a refinery,
  • SBS styrene-butadiene-styrene block copolymer
  • the road pavement after paving can be made more durable and have a longer life.
  • polymer-modified asphalt has been attracting attention as an indispensable material for the construction of the main trunk as a lifeline, particularly in recent years, and it is highly expected as a road paving material for reconstruction of severe disasters. Has been.
  • this polymer-modified asphalt is mixed with an aggregate, SBS and the like are contained, so that the polymer-modified asphalt is vigorously thickened. If the viscosity of the polymer-modified asphalt becomes high, it cannot be sufficiently mixed with the aggregate, and as a result, when the asphalt mixture in which the polymer-modified asphalt and the aggregate are mixed is paved as a road at the pavement, Can't be compacted. Pavement with insufficient compaction has an excessive gap (gap) inside the pavement, so rainwater can easily enter, and the durability of the pavement such as aggregate scattering and generation of potholes is significantly reduced. Furthermore, this insufficiently compacted pavement will not have sufficient flatness and will tend to have unevenness on the road, leading to deterioration of the ride comfort of vehicles traveling on the road and the occurrence of accidents due to collapse of cargo. there is a possibility.
  • the polymer-modified asphalt is generally heated to about 170 to 180 ° C. to reduce the viscosity so that the aggregate can be sufficiently mixed with the viscosity. Then, an asphalt mixture obtained by mixing polymer-modified asphalt and aggregate at such a temperature is spread on a road and then compacted with a roller or the like at about 150 to 160 ° C.
  • the asphalt mixture using polymer-modified asphalt when the workability improvement effect is achieved, it is possible to obtain a pavement that is sufficiently compacted in the above-mentioned winter construction and has a high density.
  • the density of the asphalt pavement after leveling can be improved and the durability of the pavement can be extended.
  • the flatness of the pavement surface can be secured, it is possible to improve safety by reducing vibrations (such as falling luggage or accidents due to fatigue) and improving ride comfort.
  • the polymer-modified asphalt needs to be blended so that it can be easily compacted even at a low temperature and can realize a high density.
  • FIG. 1 shows an example of the temperature and asphalt hardness of the polymer-modified asphalt mixture.
  • the workable hardness is a value indicated by a dotted line C in the figure, the workable temperature range is 140 ° C. to 180 ° C.
  • polymer-modified asphalt and aggregate are mixed at about 170-180 ° C to produce asphalt mixture. Thereafter, the asphalt mixture is transported to the construction site and leveled, and this work needs to be performed in the temperature range where the asphalt mixture can be constructed (140 ° C. is the lower limit here).
  • the temperature of the asphalt composite material that is, the polymer-modified asphalt in the composite material is lowered from 140 ° C., and the target asphalt hardness D is developed at 60 ° C. or less.
  • an asphalt composition a polyurethane polyisocyanate prepolymer, a petroleum-based blended oil and / or a lubricant are used so that they can be produced by mixing with an aggregate in an intermediate temperature range of 90 to 160 ° C.
  • An asphalt composition based on oil is disclosed.
  • Patent Document 1 can reduce the viscosity by adding lubricating oil or the like to the binder, the asphalt composition is softened and the strength is lost, and the high strength of the road after paving is high. It is still difficult to realize both improvement and workability improvement effect.
  • Patent Document 2 a technique of using a wax as a technique for reducing the viscosity of a binder is disclosed, but according to such a method, at a temperature equal to or higher than the softening point of the wax.
  • the viscosity can be lowered, the viscosity increases remarkably in the temperature range below the softening point, making temperature management during construction very difficult.
  • wax content increases, there exists a problem that compatibility of the thermoplastic elastomer in an asphalt composition deteriorates, and storage stability worsens.
  • the workable temperature range when the workable temperature range is set to be lower than 140 ° C., the strength of the asphalt at 60 ° C. or lower is lowered. That is, it has been difficult to achieve both high strength and high durability of the road after paving and low temperature in the workable temperature range.
  • the present invention has been devised in view of the above-described problems, and the object is to achieve both high strength and high durability of roads after paving and improvement in workability. It is possible to provide a polymer-modified asphalt composition capable of facilitating pavement construction and improving road pavement quality.
  • the polymer-modified asphalt composition according to the first aspect of the present invention is all in weight percent, base asphalt: 93.0-96.7%, SBS: 3-5%, carbon number 12 Saturated fatty acid of ⁇ 22: 0.3 to 2.0%
  • the polymer-modified asphalt composition according to the second invention is characterized in that, in the first invention, the base asphalt contains any one or more of straight asphalt, propane deasphalted asphalt, and aromatic heavy mineral oil. To do.
  • the polymer-modified asphalt composition according to the third invention is characterized in that, in the first invention or the second invention, the saturated fatty acid is palmitic acid (C16).
  • DS Dynamic Stability
  • the polymer-modified asphalt composition to which the present invention is applied is based on the weight percent of the total weight of the polymer-modified asphalt composition, base asphalt: 93.0-96.7%, SBS: 3-5%, carbon number 12 ⁇ 22 saturated fatty acids: contain 0.3-2.0%.
  • the content of the component composition in the polymer-modified asphalt composition is expressed as% by weight with respect to the total weight of the polymer-modified asphalt composition, and when expressing the% by weight, it is simply expressed as%.
  • Base asphalt 93.0-96.7%
  • the base asphalt contains, for example, one or more of straight asphalt, propane desulfurized asphalt, and aromatic heavy mineral oil.
  • this straight asphalt can be used in a penetration grade of 40/60 to 200/300 or equivalent.
  • Propane desulfurized asphalt corresponds to the residue obtained by extracting solvent defoamed oil (high viscosity lubricating oil fraction) from vacuum distillation residue (see “New Petroleum Dictionary”, Petroleum Society, 1982, p. 308). .
  • propane deasphalting asphalt when propane is used as a solvent, it is called propane deasphalting asphalt.
  • This propane deasphalted asphalt has a penetration of 3 to 20 (1/10 mm) at 25 ° C under JIS K2207, a softening point of 55 to 70 ° C, and a density of 1020 to 1065 kg / m 3 at 15 ° C.
  • a propane desulfurization asphalt it is not limited to the range of the physical property mentioned above, What kind of range may be sufficient.
  • the content of propane deasphalted asphalt with respect to the entire polymer-modified asphalt composition to which the present invention is applied is not particularly limited as long as it is a blending amount that adjusts the penetration of the composition of the present invention to 40 or more. Good.
  • solvent defoamed oil obtained by degassing crude oil distillation residue with propane or the like is further subjected to solvent extraction using a polar solvent such as furfural.
  • a solvent extraction oil for obtaining bright stock (heavy lubricating oil), that is, an extract can be used.
  • the role of the extract in the present invention is to increase the solubility of the thermoplastic elastomer in asphalt and prevent the occurrence of separation in storage stability. Moreover, when the extract more than necessary with respect to the addition amount of a thermoplastic elastomer is added, the elasticity modulus of an asphalt composition will fall.
  • the content of the extract in the entire asphalt composition is the penetration, softening point, storage stability, complex elastic modulus indicating strength and dynamic stability (DS) in the wheel tracking test, and bending work indicating low temperature properties. Although it is determined in consideration of the amount and bending stiffness, it is desirable that the content of the extract with respect to the entire asphalt composition is 6% or less within the range studied in the present invention. It does not have to be particularly essential and may not be contained.
  • SBS 3-5% SBS is a thermoplastic elastomer added as a reinforcing material.
  • the performance of SBS is mainly estimated from its molecular weight and styrene content.
  • the styrene content here is the weight percent of styrene contained in the SBS.
  • the molecular weight of SBS which is easily available industrially, is 120,000 to 250,000.
  • the SBS has a styrene content of 25 to 35% by weight, preferably 27 to 33% by weight, based on the entire SBS.
  • SBS having different molecular weight and styrene content are available, and the molecular weight of these SBS is 80,000 to 90,000. Furthermore, the styrene content is 25 to 50% by weight of the total SBS.
  • the strength of the polymer-modified asphalt composition cannot be expressed, and the DS of the asphalt mixture after mixing with the aggregate becomes small.
  • the SBS content is desirably 3 to 5%.
  • only one type of SBS may be mixed, or two or more types of SBS having a specific molecular structure may be selected and mixed.
  • the complexity of selecting and mixing two or more types of SBS can be eliminated, and the manufacturing labor can be reduced, which is desirable.
  • Saturated fatty acid having 12 to 22 carbon atoms 0.3 to 2.0%
  • saturated fatty acid examples include, for example, lauric acid (carbon number 12), myristic acid (carbon number 14), palmitic acid (carbon number 16), stearic acid (carbon number 18), arachidic acid (carbon number 20), behen An acid and (C22) can be mentioned.
  • saturated fatty acids may be any of vegetable oils and fats, animal oils and fats, and synthesized fats and oils. These saturated fatty acids may be purified and used alone.
  • the saturated fatty acid is not particularly limited in carbon number, but palmitic acid (16 carbon atoms) and stearic acid (18 carbon atoms) which are plant-derived and easily available industrially are preferable.
  • lauric acid (12 carbon atoms) and myristic acid (14 carbon atoms) have a lower molecular weight than palmitic acid (16 carbon atoms) and stearic acid (18 carbon atoms), so the asphalt composition is mixed with the aggregate. It tends to volatilize at 170-180 ° C, the temperature of road paving work.
  • arachidic acid carbon number 20
  • behenic acid carbon number 22
  • palmitic acid carbon number 16
  • stearic acid carbon number 18
  • the saturated fatty acid used in the present invention it is preferable to add palmitic acid (16 carbon atoms) and stearic acid (18 carbon atoms) in order to ensure the workability improvement effect of the asphalt composition. It is more preferable to use palmitic acid (carbon number 16), which has a high workability improving effect in terms of amount.
  • a saturated fatty acid having a carbon number smaller than that of capric acid (10 carbon atoms) is difficult to handle with a melting point of about 30 ° C. or lower, and further difficult to obtain as a natural fat or oil.
  • Saturated fatty acids ranging from lauric acid (12 carbon atoms) to behenic acid (22 carbon atoms) are preferred.
  • the content of the saturated fatty acid is less than 0.3%, the effect of the saturated fatty acid is not sufficient, and the workability improvement effect as the final product cannot be improved.
  • the content of the saturated fatty acid exceeds 2.0%, not only the effect of improving the workability improvement effect is saturated, but also the amount of expensive saturated fatty acid added increases. This raises the problem that the cost of raw materials is significantly increased. In addition, fluid resistance is reduced.
  • the content of the saturated fatty acid having 12 to 22 carbon atoms is set to 0.3 to 2.0%, more preferably 0.3 to 1.5%, still more preferably 0.3 to 1.0%. It is said that.
  • saturated fatty acids having the above-mentioned carbon number range may be mixed over a plurality of types, but the total content is preferably 0.3 to 2.0%, more preferably. Is 0.3 to 1.5%, more preferably 0.3 to 1.0%.
  • the penetration (25 ° C.) was measured according to JIS K-2207 “Petroleum Asphalt—Penetration Test Method”. This value is preferably 40 (0.1 mm) or more.
  • the softening point was measured by JIS K 2207 “Petroleum Asphalt—Softening Point Test Method”. This value is preferably 56 ° C. or higher.
  • Viscosity (180 ° C) is measured under the conditions of JPI-5S-54-99 “Asphalt-Viscosity Test Method Using a Rotational Viscometer” at a measuring temperature of 180 ° C., a used spindle SC4-21, and a spindle speed of 20 revolutions / minute. did.
  • Dynamic stability was carried out as a performance evaluation of an asphalt mixture in which asphalt and aggregate were mixed as a means of knowing the strength of the asphalt composition. Specifically, it was carried out based on the “B003 wheel tracking test method” described in the pavement evaluation / test method manual (edited by the Japan Highway Association).
  • This DS is exclusively used as an index for measuring the strength of road pavements, but when applying the asphalt composition to waterproofing materials, adhesives, etc., it is also required to improve the strength. As a result, it is fully conceivable to evaluate this through DS as a result. Therefore, in this case, the present invention may be applied not only to road pavement but also to any use including a waterproof material and an adhesive material while using DS as an evaluation index.
  • DS is an index for evaluating the flow resistance (difficulty of rutting) of an asphalt composition at high temperatures, and is measured using a wheel tracking tester.
  • the wheel tracking test is carried out at 60 ° C. assuming a summer road surface.
  • a specimen prepared by mixing an asphalt composition with an aggregate (stone obtained by pulverizing rocks) adjusted to a predetermined particle size described in Table 1 described later is prepared, cured at 60 ° C. for 5 hours or more, and the wheels are allowed to run for 1 hour. .
  • the specimen 5 consisting of 30 ⁇ 30 ⁇ 5 cm was cured.
  • the specimen 5 is reciprocated at a pace of 42 times / minute in the direction of the arrow in the figure while applying a downward load of 686 N by the wheels 11.
  • the traveling position by the wheels 11 is the same traveling path without shifting.
  • FIG. 3 shows an example of the amount of subsidence (mm) with respect to the test time (minutes) starting from the DS measurement test start time. As the test time increases starting from the test start time, the amount of settlement due to the reciprocating travel of the wheel 11 increases. This amount of subsidence is the subsidence depth (mm) from the surface of the specimen 5 to the depth direction.
  • DS (times / mm) Number of tire runs from 45 minutes to 60 minutes (times) / d (mm) (2) Can be obtained from When the reciprocation frequency by the wheel 11 is 42 (times / minute), the following equation (2) ′ can be rewritten by modifying the equation (2).
  • DS (times / mm) 630 (times) / d (mm) (2) '
  • the DS is not tested using only the asphalt composition, but the aggregate (crushed stone, limestone powder, etc.) shown in Table 2 and the asphalt composition described later are used as in actual road pavement. Measure using a specimen that was mixed and molded under conditions.
  • the DS is 6000 times / mm or more
  • the DS is reported to be 6000 times / mm or more.
  • Desirable DS is 3000 times / mm or more, preferably 5000 times / mm or more, and more preferably 6000 times / mm or more.
  • a crushed stone made of hard sandstone is used as the aggregate, and stone powder obtained by pulverizing limestone is used to prepare a fine granule (constituent component having a small particle diameter) to prepare a specimen.
  • Materials other than the above-mentioned crushed stone and stone powder such as sea sand and recovered dust are not used because they cause DS fluctuation.
  • the stone powder obtained by pulverizing limestone used to adjust the particle size of the aggregate is JIS A85008 “Pavement limestone powder”.
  • the passing mass percentage is 100% at 600 ⁇ m sieve, 90-100% at 150 ⁇ m, 75 ⁇ m. 70 to 100% and water content of 1% or less is used.
  • Water absorption is less than 1.5%, desirably less than 1.0%.
  • JIS A 1110 crushed stone having a water absorption rate of 0.64% is used.
  • the aggregate absorbs the coated asphalt, and as a result, the amount of asphalt in the mixture is small.
  • aggregates with high water absorption greatly change the amount of asphalt absorbed depending on the humidity during use and the wet state of the surface, and as a result, the amount of asphalt in the mixture varies.
  • the water absorption needs to be less than 1.5%, preferably less than 1.0%.
  • Stability 6% or less desirably 3% or less (JIS A 1122)
  • crushed stone having a stability of 2.4% was used.
  • the term “stability” as used herein defines stability against freezing and thawing. The smaller the stability number, the less aggregate destruction during freezing and thawing.
  • the pavement design and construction guidelines stipulate that it is 12% or less, but in order to suppress variations in the properties of aggregates, it is half of the guidelines.
  • Abrasion weight loss 20% or less, desirably 15% or less JIS A 1121
  • crushed stone with a weight loss of 12.6% was used.
  • the abrasion loss test is a test for evaluating the hardness of the aggregate and the resistance to abrasion, that is, the durability of the aggregate. Since rutting increases when the abrasion loss exceeds 20%, the abrasion loss is set to 20% or less, preferably 15% or less.
  • Soft stone amount of 5.0% or less, desirably 3.0% or less JIS A 1126
  • crushed stone with 2.5% soft stone was used.
  • the amount of soft stone is a test for judging whether scratches are made by a brass bar (Mohs hardness 3-4), and is a test for judging whether the aggregate is harder or softer than brass.
  • the amount of soft stone is a test for evaluating the hardness of the aggregate and the resistance to abrasion, that is, the durability of the aggregate, in the same manner as in the abrasion loss test.
  • the amount of soft stone generally needs to be 5% or less. (See pavement survey and test method manual A008.)
  • the content of slender or flat stone pieces is 10.0% or less, preferably 5.0% or less (pavement design and construction guidelines (regulation values) and pavement survey / test method manual A008 (test method)).
  • a crushed stone having an elongated or flat stone piece content of 2.8% was used.
  • those having a major axis / minor axis ratio of 3 or more are generally used as elongated or flat stone pieces.
  • the obtained value will fluctuate greatly unless the mixing amount of slender or flat stone pieces is limited.
  • the crushed stone and stone powder satisfying these properties were used as aggregates, the aggregate composition shown in Table 1 was adjusted, and specimens were prepared under the conditions shown in Table 2.
  • the preparation of the specimen is roughly classified into two stages: mixing the asphalt composition and the aggregate, and rolling.
  • mixing 574 g of the asphalt composition heated to 175 ° C. was heated to 185 ° C. and synthesized to the above-mentioned particle size (hereinafter, the adjusted particle size is referred to as a synthetic particle size).
  • 10456 g of aggregate was prepared. .
  • the aggregate was put in a mixer, and only the aggregate was mixed for 60 seconds to make it uniform. Mixing was temporarily stopped and 574 g of the asphalt composition was charged into the mixer, and then the asphalt composition and the aggregate were mixed for 120 seconds.
  • the asphalt composition and the aggregate were put into a form for wheel tracking test (inner dimensions: length 30.0 cm, width 30.0 cm, depth 5.0 cm) and rolled.
  • rolling is applied to the mixed asphalt by rolling a cylindrical roller having a radius of 460 mm under the rolling temperature shown in Table 2 below. This rolling is performed in two stages: primary rolling and secondary rolling. It is then dried for 8 hours.
  • the Marshall specimen density was measured in order to confirm the workability improvement effect.
  • the density of the Marshall specimen is determined based on the “B001 Marshall Stability Test Method” described in the Pavement Evaluation / Test Method Handbook (edited by the Japan Road Association, June 2007). After that, the density of the Marshall specimen was measured according to the pavement evaluation / test method manual (edited by the Japan Highway Association, June 2007) "B008 asphalt mixture density test” Measured based on “method”.
  • compaction temperature the production temperature of the Marshall specimen
  • the asphalt in the specimen increases in viscosity, making it difficult to produce a Marshall specimen of a predetermined shape.
  • the Marshall specimen is made by dropping a weight of a predetermined weight for a predetermined distance and a predetermined number of times from above using a cylindrical formwork, so that the column height increases as the manufacturing temperature decreases. As a result, the density of the specimen decreases.
  • the ratio between the Marshall specimen density compacted at a certain temperature and the standard density was determined.
  • the standard density hereinafter referred to as the standard density
  • the temperature at which the aggregate and straight asphalt were mixed hereinafter referred to as the mixing temperature
  • the compaction temperature was 140 ° C.
  • asphalt blends to be evaluated are shown in Table 3 with the mixing temperature being decreased to 175 ° C. and the compaction temperature being decreased to 165 ° C., 150 ° C., 135 ° C., 120 ° C. in this order.
  • a Marshall specimen was prepared under the conditions, and the density was measured. Then, a compaction temperature necessary for obtaining the same density as the previous reference density (hereinafter referred to as a temperature at which the compaction degree becomes 100%) was obtained and used as an index of the workability improvement effect.
  • asphalt blending with a low temperature at which the degree of compaction is 100% has a higher or better workability improvement effect than asphalt blending with a higher temperature.
  • the properties of straight asphalt are, for example, that the penetration at 25 ° C. is 65 (1/10 mm), the softening point is 48.5 ° C., and the density at 15 ° C. is 1034 kg / m 3 .
  • the properties of the used propane deasphalting asphalt are typical properties having a penetration of 13 (1/10 mm), a softening point of 61.5 ° C., and a density at 15 ° C. of 1066 kg / m 3 .
  • aromatic heavy mineral oil used has a kinematic viscosity at typical properties is 100 ° C. is a kinematic viscosity at 61.2mm 2 / s, 40 °C density at 3970mm 2 / s, 15 °C 976.4kg / It is an extract that is m 3 .
  • SBS1 used has a molecular weight of 150,000 and a styrene content ratio of 30%.
  • the SBS2 used has a molecular weight of 80,000 and a styrene content ratio of 45%.
  • the SBS3 used has a molecular weight of 90,000 and a styrene content ratio of 30%.
  • the saturated fatty acid used is a compound having 12 carbon atoms, a lauric acid content of 99.8%, an acid value of 281 (mgKOH / g: JIS K0070), an iodine value of 0.04 (mgKOH / g: JIS K0070). used.
  • saturated fatty acid having 14 carbon atoms a myristic acid content of 99.6%, an acid value of 245 (mgKOH / g: JIS K0070) and an iodine value of 0.08 (mgKOH / g: JIS K0070) were used.
  • a saturated fatty acid having 16 carbon atoms one having a palmitic acid content of 99.2%, an acid value of 219 (mgKOH / g: JIS K0070), and an iodine value of 0.04 (mgKOH / g: JIS K0070) was used.
  • stearic acid content 65.0% (35.0% is palmitic acid), acid value 205 (mgKOH / g: JIS K0070), iodine value 0.1 (mgKOH / g: JIS) K0070) was used.
  • saturated fatty acid having 22 carbon atoms one having a behenic acid content of 99.2%, an acid value of 164 (mgKOH / g: JIS K0070), and an iodine value of 0.04 (mgKOH / g: JIS K0070) was used.
  • an oleic acid having 18 carbon atoms and one double bond in the molecule having a purity of 88% and an acid value of 199 (mgKOH / g: JIS K0070) used.
  • a disproportionated gum rosin having an acid value of 156 (mgKOH / g: JIS K0070) and a softening point of 77.0 ° C (JIS K2207) was used for a comparative example.
  • the gum rosin is a rosin obtained by filtering the collected raw pine resin to remove impurities and then distilling it to separate low boiling point turpentine oil.
  • dimer acid which is a dimer of resin acid having 36 carbon atoms and an acid value of 195 (mgKOH / g: JIS : K0070) was used for a comparative example. Further, ethylenebisstearic acid amide having 36 carbon atoms and a softening point of 142.0 ° C. was used.
  • Straight asphalt, propane deasphalted asphalt, and aromatic heavy mineral oil are mixed in a melted state at a temperature of about 180 ° C. so that the penetration of the asphalt composition after manufacture is 44 to 58, and SBS is mixed.
  • a predetermined amount is added, and further, the above-described saturated fatty acid or other additive is added.
  • Mixing was performed using a homomixer, and the mixture was stirred and mixed for about 3 to 5 hours at a rotation speed of 1500 to 5000 rotations / minute.
  • the temperature of the asphalt at the end of mixing was adjusted to 200 to 205 ° C.
  • the production amount was 1.0 kg.
  • Table 4 shows the physical properties measured for each of Examples 1 to 21 and Comparative Examples 1 to 7.
  • Measured items of physical properties are roughly divided into property tests and mixture performance tests.
  • the property test the test is conducted for each of the items of penetration (0.1 mm), softening point (° C.), and viscosity at 180 ° C. (mPa ⁇ s).
  • mPa ⁇ s viscosity at 180 ° C.
  • DS and workability improvement effect are evaluated.
  • the penetration (25 ° C.) and softening point are the polymer modified asphalt type I quality standards established by the Japan Modified Asphalt Association, and the penetration (25 ° C.) is 40 or more, 44 or more, 60 or less is more preferable.
  • the softening point is 50.0 ° C. or higher.
  • Viscosity (180 ° C) is 240 mPa. s or less. If this value is exceeded, the viscosity is too high and construction becomes difficult.
  • the DS obtained from the wheel tracking test results was set to 3000 times / mm or more. It is a sufficient value for pavement on heavy traffic roads, and if it is below this, it indicates that dredging may occur.
  • the DS is more preferably 5000 times / mm or more, and further preferably 6000 times / mm or more.
  • the preferable range of workability improvement effect (temperature at which the degree of compaction is 100%) is 150 ° C. or less.
  • Examples 1 to 21 all have base asphalt, SBS, and saturated fatty acid within the range of the component composition defined in the present invention. For this reason, the penetration, softening point, and viscosity (180 ° C.) are all within the preferred ranges, and the DS is also 3000 times / mm or more for the rutting resistance, and the temperature at which the degree of compaction is 100% is any Was also 150 ° C. or lower. Therefore, it can be seen that Examples 1 to 21 can achieve both high strength and high durability of the road after paving and improvement in workability.
  • the total amount of SBS is not selected without selecting a specific molecular structure and further combining at a specific ratio. If the amount of the saturated fatty acid is within the range of the component composition defined in the present invention, the above-described effects can be exhibited.
  • Examples 7 to 12 were obtained by changing the content of palmitic acid (C16) as an unsaturated fatty acid by a minute amount from 0.3 to 2.0.
  • Examples 7 to 10 having a palmitic acid content of 0.3% to 1% were excellent in workability improvement effect and durability.
  • Examples 13 and 14 were excellent even when the disproportionated rosin or amide shown in Comparative Example 1 was contained in the base asphalt because the amounts of SBS and saturated fatty acid were within the scope of the present invention. It has been shown to show durability and excellent workability improvement effect.
  • the comparative example 1 mixed the disproportionated gum rosin as an unsaturated fatty acid instead of mixing a saturated fatty acid, the temperature which becomes 100% of compaction degree exceeds 150 degreeC, and a workability improvement effect falls. It was.
  • palmitic acid (C16) was 2.5%, which exceeded the upper limit defined in the present invention.
  • the SBS is within the range defined in the present invention
  • the DS was 2520 times / mm, which was less than 3000 times / mm, and the durability was lowered due to a decrease in fluid resistance. .

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  • Chemical & Material Sciences (AREA)
  • Organic Chemistry (AREA)
  • Health & Medical Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Medicinal Chemistry (AREA)
  • Polymers & Plastics (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Materials Engineering (AREA)
  • Compositions Of Macromolecular Compounds (AREA)
  • Road Paving Structures (AREA)

Abstract

Afin d'obtenir une composition d'asphalte modifié par un polymère qui présente à la fois un effet d'amélioration de la maniabilité et une résistance accrue et une durabilité accrue sur une route pavée, la composition d'asphalte modifié par un polymère est caractérisée en ce qu'elle contient, en % en poids, 93,0 à 96,7 % d'asphalte de base, 3 à 5 % de SBS et 0,3 à 2,0 % d'acides gras saturés comprenant 12 à 22 atomes de carbone et est en outre caractérisée en ce que l'asphalte de base contient au moins l'un parmi l'asphalte pur, l'asphalte désasphalté au propane et une huile minérale lourde aromatique.
PCT/JP2017/030377 2016-09-26 2017-08-24 Composition d'asphalte modifié par un polymère WO2018055976A1 (fr)

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SA519401410A SA519401410B1 (ar) 2016-09-26 2019-03-25 تركيبة بيتومين معدلة ببوليمر

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113272157A (zh) * 2018-11-14 2021-08-17 米其林集团总公司 用于确定地面坚硬度的方法

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