‘Consrveson and Building Marri 310 (2021) 125007 Contents lists 2 leat ScienceDirect Construction and Building Materials ELSEVIER journal homepage: www slsevier-comilocste/conbullemat i Preparation, Performance, and modification mechanism of high viscosity modified asphalt Zhigang Zhou’, Gonghong Chen Key Latonary of Road Sacre and atrial rapoaton My, Chania Unorty of Scnce& Teal, Changsha, Hunan 41011, China Keys |Atype ofhigh viscosity modified asphalt (HVONA) with excelent performance was prepared by mixing acerain igh vicoxty made asphalt ‘amount of $88 modifier, tackiying resin, aber, and plasiier ico the base asphalt (BA) to meet the pe Prparien formance requirements of porous sspalt pavement. Te influence of each modifier on the performance of composite modified asphalt wa studied according to the base physial performance test of arphalt, and the fpproprinte amount ofeach modifier was determined, Tae HVMA, BA, S86/ackfyng resin mofedaepbak, tnd domestic high viscosity aspalt (HVA) were tested with a dynamic shea sheomese. The high temperature ‘heologieal properties of HVMA were evaluated by comparative analjsis. The modilatlon mechanism af VK was analyzed by Fourier transform infrared spectroscopy, seanning electron mieroscopy, and thermogravineey/ ‘erential scanning calorimetry, Test rests show tha the 7% SBS moifer and 4% tckfying resin re the appropriate proportions. HVMA has exelent high temperature ant-ruting performance and ant-permanent deformation ably, which snot lferlr t that of HVA. Inthe modiiation of HVMA, dhe modifier and BA te cainy physical blending; however, chemical reactions also occur. The modifi fully swells and evely Fig enperure lai propenies 1. Introduction Inthe high temperature and rainy areas of China, porous asphalt, pavement is increasingly widely used, Porous asphalt pavement has Detter high-temperature rutting resistance, skid resistance, and noise ‘eduction performance and can make up for the shortcomings of poor “rainage of densely graded asphalt pavement. Splashing or water mist, will not occur when driving on the road, which greatly improves the driving safety and comfort of the user (1-3). The quality of asphalt performance ofthe porous asphalt pavement is particularly important. High viscosity modified asphalt (HMVA) is gradually used for porous asphalt pavement due to its good high-temperature antirutting perfor. ‘mance and strong adhesion to aggregates 5). At present, the well-known high viscosity modified asphalt is Jepan's, TPS (TAFPACK-Super) modified asphalt, which has mature technology and excellent performance (6,7). However, the price ofa single TPS modifier is expensive. Domestic scholars use other modifiers and TPS ‘compounding methods to reduce the cos of modification, but they filed to fundamentally solve the problem (5). Some domestic units or in stitutions have also achieved cerain results inthe development of high * Coresponding author Binal address Zo. 2gessina.cors (2 Zh). Ieps://do org/10.1016/ conbuiémat 2021 125007 ‘viscosity mocified asphalt, such as the high-vscosty mocifier devel: coped by the Highway Research Institute of the Ministey of Commu cations (9) and the high viscosity modified asphalt developed by Shenzhen Haichwan Company [10], to solve the monopoly of TPS ‘modifiers onthe high-viseosity modifier market. Rungia (1) combined styrene butadiene styrene (SBS) modified asphalt (SMA) with tackifying resin, The resulting asphalt has a dynamic viscosity of 53,000 Pas at 60°C anda rotational viscosity of only 1.20 Pa sat 135 °C, which shows ood workability in construction. Zhang «12) prepared high viscosity modified asphalt by adding 6% SBS, 4% furfural essential ol, and 0.2% sulfur to the base asphalt (BA), and the overall performance of the ‘asphalt was improved. However, the overall performance of domestic high viscosity modified asphal stl far behind that of TPS modifier. In addition, China's trafic and climatic conditions are also different from those of other foreign countries, Heavy and extra-heavy traffic serious, and annual traffic i large. In adltion, the summer is hot and rainy in the south, which proposed new requirements onthe performance of high viscosity modified asphalt Im summary, a type of high viscosity modified asphalt that is not inferior to the traditional high viscosity modified asphalt, has a lower Received 13 April 2021; Received in revised form 13 September 2021; Acepted 20 September 2021 Avallable online 22 October 2021 ‘9980-06187 2021 Published by Elsevier Lacost, and i in line with China's national conditions must be developed. ‘Among many modifiers, the SBS modifier can signifcanty improve the high temperature performance and low temperatuce rack resistance of asphalt and reduce the temperature sensitivity of asphalt; however, the price is relatively high (13-16). Iflovepriced alternatives are combined with SBS to modify asphalt, then it can not only ensure the overall performance of the modified asphalt but also reduce the cost of modi Fieaton (17-201, In this stad, dhe SBS and tackifying resin are used as ‘main additives, and a HMVA is prepared by adding plasticizers and stabilizers; its high-temperature rheological properties and modification -mechanism are studied. This research s of great significance for meeting the domestic high-viscosity asphalt modifier market demand and pro: moting the better development of porous asphalt pavement. 2, Materials and methods 2.1, Raw materials The asphalt used inthe testis 70# BA of China National Petroleum Corporation (CNPC), and its basic performance index test results are shovn in Tobie 1, SBS modifier is YH-791 (1201-1) provided by Baling Petrochemical Company. The appearance of asphalt is shown in Fis. | (a), and its quality indicators are shown in Tse 2. The takifying resin is yellow slid particles at room temperature and has good compatibility with SBS. The appearance of the tackfying resin s shown in 1(b). At the same time, certain amounts of plasticizers and stabilizers are used to modify the BA to improve the comprehensive performance of the asphalt. Domestic high viseosity asphalt (IVA) is prepared with high viscosity modifier (9) developed by Highway Research Institute of Ministry of Communications 2.2, Preparation method First, based on the basic physical performance indicators of asphalt, the influence of the SAS modifier and tackifying resin content on the performance of composite modified asphalt (SRMA) was studied, and the appropriate content ofthe modifier was determined. The contents of the SBS modifier and tackifying resin were (5%, 6%, 796) and (2%, 3%, 6), respectively. On the bass ofthe modified asphalt with the optimal content of the S8S modifier and tackifying resin, the comprehensive performance of the asphalt Is further improved by adding the appro priate plasticizers and stabilizers, Finally, the finished HVMA is ob- tained. The preparation process ofthe SBS/tackifying resin modified asphalt (SRMA) and HVMA is as follows. a) seMa ist, the BA is weighed (500) and heated to 160-165 °C; then, the BA is placed in highspeed shearing equipment; the SBS modifier is added and stirred with a glass rod. After the asphalt is heated to approximately 180 °C, shearing Is conducted at a high speed of approximately 4000 rad/s fr 45 min; then tackifying resins added to the asphalt, sired with a glass rod, and sheared at @ high speed of approximately 4000 rad/s for 30 min, The temperature is maintained at table est results of 708 BA of CNPC “ete at Gully nde Tet Te ess 0°) Wat Mewrel—=10340"—TOE0S Ceca ed ang Mori 310 2021) 125007 approximately 180 °C. Ate finishing the shear, the resulting mixture was moved to an oven and kept at 180 °C for 2h to develop. Finally, SRMA was obtained, (@) BVMA First, the BA (600 g) is weighed and heated to 160-165 °C; then, the BA is placed in high-speed shearing equipment. The SBS modifier and plasticizer are added and stirred with a glass rod. After the asphalt is heated to approximately 180°C, shearing is conducted a igh speed of approximately 4000 rad/s for 45 min; then, a tackifying resin isadded to the asphalt, stirred with a glass rod, and sheared at a high speed of about 4000 rad/s for 30 min. The temperature was kept at 180 °C. Then, @ stabilizer is added to the asphalt, si it Fully witha glass rod and then shear at a high speed of approximately 4000 rad/s for 45 min, The temperature was kept al approximately 180°C. After finishing the shear, the resulting mixture was moved tan oven and kept at 180°C for 20 develop Finally, HVMA was obtained. 23, Base physical performance index test method ‘The basi physical properties of modified asphalt were evslusted by penetration at 28 °C, softening point, duct costy at 60 °C, and rotational viscosity at 135, ac 15 °C, dynamie vis: (21). 24, Dynamic shear rheology (DSR) test method The dynamic shear rheological test can be used to study the visco elastic properties of asphalt. DSR was used to perform temperature Scanning tests on BA, SRMA, IIVMA, and IIVA, The tes st and scanned every 1°C. The strain level was set at 12%, and the shear rate was st at 10 rad/s. The rutting factor (G*/sin8) and phase angle (8) of asphalt are used as the evaluation indexes of high temperature per formance [22 25. Analytical method of the modification mechanism (4) Fourier transform infrared spectroscopy (FTIR) Infrared spectroscopy can be used to analyze the changes of the functional groups and molecular structure in asphalt after adding various modifiers to reveal the modification mechanism of diferent ‘modifies on asphalt, whichis a commonly used method for the mech: anism analysis of modified asphalt (2°). We mainly observe and analyze the functional group area (4000-1300 cm~!) and fingerprint area (1300-400 em *, In this experiment, the Bruker Tens0r27 FTIR is used for infrared special analysis. The resolution of the instrument is 1-0.4 em”, the wave number range is 4000 to 400 em”, and the wave umber accuracy is 0.01/2000 em (2) Scanning electron microscope (SEM) technology ‘The micromorphology ofthe blend system composed of asphalt and, modifier can reflect the interaction mechanism between them and the reasons for system improvement to 8 certain extent (2). The micro struecure and distribution ofeach modifier in asphalt were observed by electron microscope, so as to evaluate the shear swelling effect of ‘modified asphalt and the compatibility of exch modifier with asphalt and reveal the modification mechanism of HVMA. (2) Thermogravimetry/ciffeential scanning calorimetry (TG/DSC) Differential scanning cslorimetry (DSC) and thermogravimetry (TC) ace thermal analytical techniques to study the phase and mass changes of the internal components of a substance when the temperature changes [25-77], DSC and TG can be used to explain and evaluate the thermal stability and temperature sensitivity of asphalt. In this test, a NETZSCH STA449F5_ synchronous thermal analyzer is used. The analyzer system combines DSC and IGA to simultaneously measure the heat and mass of asphalt. The test temperature ranges from 20 °C to 300°C, and the heating rates controlled at 5 “C/mia. The protective gas of sample is nitrogen, and the reference material of the simple is inert sluminum oxidea) SBS modifier Ceca ed ang Mori 310 2021) 125007 b) Tackifying resin Fig. 1. Appearence ofthe modifier. ‘Tabie2 Quality Indexes of the $88 mole. “et em i Teall dee Simao = 3070 ‘ene Strength Me cis Mat flow ie ernie 18-500 3. Results and discussion 3.1. Influence of madifiers onthe physical properties of asphalt 1m Fig, (a, the penetration of modified asphalt at 25 °C gradually ‘decreases with the increase in the tackifying resin content, end the “decreasing rate continues to attenuate. This phenomenon shows that the tackifying resin increases the viscosity of asphalt, making the asphalt hnarder, and its impact gradually becomes smaller The penetration of ‘modified asphalt at 25 °C also shows a decreasing trend sith th in ‘crease inthe amount of SBS modifier; however, the decreasing rate is almost the same, Accordingly, the modifieation methods of the SBS ‘modifier and tackifying resin on the BA are different. When the content ‘of SBS modifier is 7%, and that of tacking resin is 4%, the penetration ‘of the modified asphalt at 28 Cis close to 40(0.1 mm), indicating that the modified asphalt is already hard. Ifthe content of the modifier ‘continues to inerease, then its value will exceed the critical value required by the specification (28 forthe penetration of high viscosity modified asphalt igure 200) shows thatthe softening point of madified asphalt shows, ‘an increasing trend with the increase in the content of SBS modifier or tackifying resin, and che $BS modifier plays a greater role in it. The softening point of the modified asphalt inereases more withthe increase in the SHS modifier content. This situation occurs because the tackifying resin promotes the mutual dissolution of SBS and the BA, which makes the network structure formed inside the asphalt denser and more stable and improves the structural strength and the high temperature perfor manee of the modified asphalt '29, When the content of SBS modifiers (6%, and that of tackifying resin i 3%, the softening point of modified asphalt exceeds 80 °C, which meets the requirements of specification (28) of high viscosity modified asphalt, but is for domestic trafic and ‘environment. IF necessary, the softening point needs to be improved ‘When the SBS modifier is 7%, and the tacking resin conteat is 3%, the softening polat of the modified asphalt exceeds 90 °C, indicating its excellent high temperature performance. Figure 2(€ shows thatthe ductility of modified asphalt at 15 °C tradually decreases with the increase in the tackifying resin content, and Sts change law is similar to the change law of penetration index. When the content of tackifying resin is 2% or 336, the 15 °C ductility of ‘modified asphalt slighty inereases withthe increas inthe SBS modifier content. When the content of takifying resin is 46, the modified asphalt changes with the inerease in the SBS modifier content. This situation cceurs because when the SHS modifier content is 7%, the light compo: rent in the BA is not enough to promote the full swelling of the SBS particles, resulting ina great eduction in the low-temperature ductility of the modified asphalt The tackifying resin plays a promoting role in ‘he modification. Approximately 4% tackifying resin can make SBS swell ‘in asphalt beter and reduce the lss of low-temperature performance of rodified asphal. igure 2(@ shows that the 60 °C dynamic viscosity of the modified asphalt increases with the increase in the tackifying resin, but the tackifying resin has little effect on this index. However, the 60 °C dy- namic viscosity of the modified asphalt significantly increased with the increase in the SAS modifier content, and it growth rate gradually Increased. The SHS modifier plays.a major role inthe modification ofthe BA. When the SHS modifier content is 6%, the 60°C dynamic viscosity of the modified asphalt has exceeded 20,000 Pas; however, the 60 °C ddynamie viscosity of the cureent domestic heavy traffic enviconment reeds to be improved. When the content ofthe SBS modifier s 7%, the 60 °C dynamic viscosity of modified asphalt reaches approximately 10,000 Pass, which meets the requirements of specifcation| 2) ofhigh Viscosity modified asphalt and the domestic heavy traffic demand. In Fs, 20), the 135 °C rotational viscosity ofthe modified asphalt shows an increasing trend with the increase in the amount of SBS ‘modifier or tackifying resin. When the content ofthe SAS modifier is 7%, the rotational viscosity of asphalt at 135 °C only slightly exceeds 3.0 Pas; thus, modified asphalt construction mixing and pumping can meet the requirements withthe current level of construction technology. Considering the changes of the physical performance indexes ofthe above modified asphalt with the change of the SBS modifier and taki fying resin content and taking the 60 °C dynamic viscosity of the modified asphalt as the main control index, the optimal content of the ‘SBS modifier and tackifying resin is 79 and 4%, respectively ‘The composite modified asphalt prepared with 7%6 SBS and 4% ‘ackifying resin contents has high dynamic viscosity at 60 °C and sof ening point; however, its penetration index is close tothe eriticel value required by the specification, and there is sll room for improvement in rotational viscosity at 195 °C. On this bass, the asphalt was farther modified by adding appropriate amounts of plasticizers and stabilizes. ‘The test results of the basic physical performance indexes of theDosage of tackiiev% 4) Penetration at 25 ° Ceca ed ang Mori 310 2021) 125007 . ee a Dosage of tackiier™ b) Softening point 000 & 2000 2 sn 2 0m é ° at Dosage of tackiien™% +0 200 2a 5 3 3 i 2 as Dosage of tackiien™% 4) Dynamic osity at 60°C Sosa sas asa Dosage of tackiien% ©) Rotat prepared HIVMA are shown in ‘Table 3 “Table illustrates that after adding the proper amount of plasticizer and stabilizer {© SRMA, the penetration of HVMA increases, and its Table3 Test ess of he physical indexes of HVMA. Pil inde ead value Sorening pon eet Dynamic rcs 960°C (Pa) Naas Romina voy a1 Ca) 2250 onal viscosity at 135 °C ig. 2. Influence ofthe various performance indexes of stp. penetration index is more in line with the specification requirements The ductility at 15°C has also been improved toa certain extent, and it has better plasticity; although the 60 °C dynamlc viscosity of modified asphalt has been reduced to a certain extent, it is stil greater than 100,000 Pa-s and has a high dynamic viscosity, Although the rotational viscosity of 135 "Cis slightly greater than 3.0 Pa, with the current level of construction technology, it ean meet the construction ané workability requirements ofthe asphalt mixture prepared from the modified asphalt. Therefore, the developed HVMA is 2 modified asphalt with high vis. costy, good high-temperature performance, low-temperature ductility, and good workability4.2. DSR analysis Before short-term aging, the changes ofthe rutting factor and phase angle ofeach asphalt with temperature are shove in Figs. 3 and 4 "igure 3 shows thatthe rutting factor ofeach asphalt gradually de- creases with the increase in temperature, and the deceleration rate sradually reduces, indicating that temperature has a greater impact on the anti-ruting performance of asphalt. The rutting factor of BA is much smaller than that ofthe modified asphalt. The rutting factor of SRMA is the largest. After the plasticizers and sablizers are added, the rutting factor of IIVMA is reduced. This is because plasticier increases the content of light components in asphalt and softens the asphalt, which ‘will affect the high temperature performance of the modified asphalt to 8 certain extent, The comparison between HVMA and HVA shows that the rating factor of HVA s larger, end its high temperature performance is better, indicating that a certain gap stil exists between the high temperature performance of HVMA and that of HVA with the mature technology. However, after 65 °C, the rutting factor of HVMA is slightly higher than tht of IVA, indicating that HVMA has a slight advantage in anti-ruting performance under high temperature conditions. igure 4 shows thatthe phase angle of esch asphalt gradually re: dluces with the increase in temperature, and the phase angle ofthe BA is ‘uct larger than that ofthe modified asphalt, indicating thatthe BA has more viscous components, and its ability to resist permanent deforma. tion is poor, showing a greater sensitivity to temperature, However, the phase angle of SRMA has a greater decrease, indicating that the modifier and the matrix asphalt will form a more stable internal structure after dissolving, and its ability to resist permanent deformation is improved. ‘The temperature-sensing performance of asphalt has been improved. HVMA has the smallest phase angle, showing better viscoelastic prop: erties, the strongest resistance to permanent deformation, andthe lowest sensitivity to temperature. The temperature-phase angle curves of HVA and SRMA are relatively similar. This notion shows thatthe viscoelas ticity of the two asphalts i relatively close ‘Afer short-term aging, the changes ofthe ruting factor and phase angle of each asphalt with temperature is shown in Figs. 5 and 6, respectively, ‘igure 5 demonstrates that after the short-term aging of HVMA and, HVA, the rutting factor has been greatly improved, indicating that aging makes the modified asphalt oxidize and harden, inereases the viscosity of asphalt, and improves its high-temperature rutting resistance. The rutting factor of the two asphalt changes with temperature similar to that before aging, The comparison between the growth rates ofthe two modified asphalts before and after aging shows that HVA is more aifected by aging, indicating that its anti-ging performance is slightly worse than that of HMA. igure 6 shows that the phase angle of HVMA decreases between 47 -C and 95 “Cater short-term aging, and the degree of decrease first — sea, ava 0000 60000 (G" sinsyP2 0000 Temperature/*C ig. 3. G/sins-temperatre curve ofasphalis before lag Ceca ed ang Mori 310 2021) 125007 * pa sawn as ava, va, ae 30 a8 Temperature!"C 200000 ava 160000 ava AMA ot short te aging = HVA of shortter 120000 ne sp suo a0 36070, Temperature!" 30 “so 700 Fig. 5. G"/sin-semperture curve of modified asphalt before and afer ang = HVMA, ava = BVMA of shor-iem aging BVA of short-term 8 n we) 6 “0 a oO Tempe Fig. 6. Temperatare seaming results of the 5 values of mosifed asphalt before and after aging. increases and then decreases. At approximately 69 °C, the decrease of phase angle is the largest, which indicates that aging decreases the temperature sensitivity of modified asphalt under the high temperature condition, and the influence is the biggest at epproximately 69°C. After HVA is modified, the phase angle also shows a decreasing trend, and the decreasing range is larger. The decreasing range gradually reduces with the temperature increase, After short-tetm aging, the phase angle of IVA i smaller than that of HVMA before approximately 4 °C, and then cs larger than HVMA with the temperature increase, indicating thatHVA exhibits better elasticity at lower temperatures, and its shear deformation recovery ability is better. Meanwhile, HVMA has better elastic performance and stronger resistance to permanent deformation at high temperature. After short-term aging, the phase angles of the two VMAs decrease. This situation may be du to the modifier activity in the asphalt that is further stimulated during the short-term aging pro: cess, which enhances the elastic properties of the modified asphalt. 3.3. Analysis ofthe microscopic modification mechanism During the composite modification of asphalt, physical fusion and chemical reaction occurred between the admixtures and the BA. ‘Accordingly, the analysis ofthe modification mechanism ofthe mixture {is more complicated. Ths study uses FTIR, SEM, and TG-DSC to test and analyze the infrared ight absorption characteristics of HVMA before anc ater modification, the microscopic appearance and quality of th asphalt, and heat absorption change rues. Such an initiative is carried ‘ut to reveal the modification mechanism of HVMA from a microscopic point of view. (1) FMR results In Fig. 7, the comparison result between the functional maps of SRMA and matrix asphalt (BA) shows thatthe main absorption peaks of the two are simply superimposed and weakened. The stretching vibra on of thei functional groups shows that the main substances existing in SRMA and BA are longichain alkanes, aliphatic hydrocarbons, aromatic ‘compounds, and various derivatives, The infrared transmittance spectrum of SRMA has bending vibration of eis-CH (olefin) at 694.04 em ', and this absorption peak represents the presence of SBS, A weak peak can be observed a¢ 967.35 en, These ‘ovo absorption peaks do not exst in the BA spectrum, The comparison result between the infrared spectra af the above two asphas shows that their infrared absorption conditions are basically the same in other places. However, the absorption peaks are simply superimposed or ‘weakened, Therefore, the physical fusion of SBS and tackifying resin is the main process in the modification of BA. The infrared spectra of SBS and tackifying resin show tha the tackifying resin has a characteristic peak at 3021.55 cm”? which represents the stretching vibration of CH (olefin) and does not exist in the infrared spectra of BA and SRMA, indicating that the functional group reacted with BA. The absorption peak at 1025.91 em-* represents the stretching vibration of aliphatic sulfoxide and benzyl sulfoxide. This group appears as 2 decrease in the ‘peak are inthe infrared spectrum of SRMA, The $ = O group is apolar sroup. Afer dipolarization occurs, the group will interact with other dipole groups in the matrix asphalt, improving the visccsityof asphalt. The comparison of the above infrared spectra demonstrated that chemical reactions occurred during the modification of marx asphalt by tackifer resin. SBS has an absorption peak at 964.25 em”', whieh 100 0 40 — sma oo BA sas s+ Tackifving resin Ceca ed ang Mori 310 2021) 125007 represents the bending vibration of rans-CH (olefin), which is the reflection of he infrared spectrum of the polybutadiene segment in SBS; the out-of-plane swing vibration of Cl (olefin) oceurs at 910.22 er Moreover, bending vibration of ci-CH (olefin) occurs at 694.04 em” The above three absorption peaks appear as the weakening ofthe peaks in the infrared spectrum of SRMA, indicating tha the C = Cdouble bond ‘continuously opened during the modification ofthe BA by SBS. SBS is cross-linked with each other to form a more stable spatial network structure, and a graft copolymerization reaction occurs between SBS and the BA, which makes SBS swell better in the asphalt, thereby improving the high temperatute stability of SRMA, The other characteristic peaks of SB5 and SRMA's infrared spectral absorption peaks are simply superimposed or weakened. Therefore, in the interaction between SBS and matrix asphalt, physical blending and chemical bond breakage ‘igure 8 shows that stabilizer A has a strong characteristic peak at 1459.40 em", which represents the stretching vibration of tae C= C (aromatic ring). Two absorption peaks are observed at 872.03 and 70.61 cm inthe ngerprint area, and they only show the weakening of wave crest on the HVMA spectrum. The comparison result between the infrared spectra of EVMA and SRMA indicated that the absorpsion peaks ofthe two asphalis are basically the same, indicating thatthe main functional groups of the two asphalt ae the same. No new absorption peaks appear in the remaining functional group regions, indicating that the modification of SRMA by stabilizer A is only simple physical fusion. (2) SEM results The electron microscope scanning results of each asphalt are shown in Fg. 9. Fig. 9() shows the BA with only continuous and uniform black asphalt colloid under the electron microscope. ig. 9) and (e illustrate the SMA and SAMA, respectively. The white part in the Sigure is the bundled SBS, andthe SBS in Fs. °(b) is not uniformly distributed. The interface between SBS and asphalt colloid is clea, which indicates that the content of SBS modlfer in SMA is high. Meanwhile, the light com ponents in the asphalt are less; thus, SBS cannot be well dissolved in asphalt colloid, and their compaubilty is poor In Fig, °C, the white spots ofthe small particles are tackifying resin, andthe amount is only smal, indicating thatthe compatibility of the tackifying resin and SBS is better, The white part ofthe SHS area is larger, and the SBS is more evenly distributed. In the asphalt colloid, they are entengled with each other to form a stable spatial network structure in the BA, which shows that the SBS modifier can be fully sheared inthe BA at high speed, and the tackifying resin helps in improving the compatibility of SBS and asphalt colloid, Under the action of the tackifying resin, SBS further swells, and the SBS particles expand and are sheared into small particles at igh speed, which are eveoly dispersed in the asphalt. No obvious traces of SBS particles can be found in Vg. 9(d) compared with is. 9(). Te interface between SBS and asphalt colloid is blurred, indicating that é va 2» Stabilizer ype A S090" 3300 300023002000 13001000 ~ 506 Wave number/em”! ig 7. iftared transmittance specu of SRMA. 409 3600 3000 2500 2000 1600 1000 500 \ l Wave mumberiemy ig. tftaced transmittance spect of HVMA.Ceca ed ang Mori 310 2021) 125007 a) BA by SMA, ©) SRMA plasticizers and stabilizes are added to SRMA. The SBS particles further absorb light components, more fully swell, and evenly disperse in asphalt. The SBS and asphalt colloid show good compatibility. Under the ‘action of stabilizers, the surface tension between the modifier and the asphalt colloid decreases; thus, the SBS and asphalt colloid form a more stable structural system. The small white particles in Fis. 9(€) are st Dilizer A, which are evenly distributed in HVMA, This situation Is ‘conductive to strengthening the force between the asphalt micelles and forming 2 more stable asphalt whole. The viscosity and deformation resistance of HVMA are improved. (@) T6-DsC results igure 10 shows that the DSC curve of BA i tthe bottom of several asphalt, indicating that BA has the largest heat absorption. After the BA 's modified, the heat absorption has been significantly reduced, indi ‘ating that the modified asphalt system Is more stable. The SBS, tack fying resin, and domestic high-viscosty modifier arc helpful to improve ‘the thermal stability of asphalt. The heat absorption of the modified os 00 DscimWmg"! a ‘Temperature/"C Fig, 10, DSC curves of each asphale a) HVMA 9, SEM results of asphalt at $000 times. asphalt gradually expands with the gradual increase in temperature after 54 °C, and the increase in the initial heat absorption is relatively gentle. After approximately 95 °C, the increase rate of the heat ab sorption of the modified asphalt is greater. This phenomenon shows that the state of the modified asphalt ha litle change under medium tem perature conditions, and the heat absorption is relatively stable. Mean- ‘hil, the asphalt gradually softens and melts to fluid state under high temperature conditions, and the phase trasition of the asphalt makes the heat absorption continuously increase. Before 200 °C, the endo- thermic heat f each modified asphaltis relatively stable, indieating that their thermal stability is good. After 200 °C, the DSC curve of HVMA ‘shows several faint small peak, which indieates the occurrence of phase or material transformation in HVMA at ultrachigh temperature, which leads to the instability of the endothermic process. The DSC curves of HVMA and HVA are close, indicating that thelr thermal stability Is ‘equivalent. The DSC curve of SRMA is located a the top of several as phalts, indicating that SRMA has the best thermal stability in high temperature environments In Fig. 11, the mass percentage of each asphalt gradually decreases with the temperature increase. Before 200 °C, the slope of the mass percentage-temperature curve of BA isthe largest, and that ofthe SRA curve is the smallest, indicating thatthe mass loss of BA is fast, and its heat stability Is poor. Meanwhile, the mass loss of SRMA Is slower, and Sts thermal stability isthe best. Before 167 °C, the mass loss rates of HIVMA and HVA are basically clos, indicating that their thermal ss bility is equivalent. After approximately 200 °C, the mass loss rate of, HIVMA is the first to increase among the three modified asphats, ind «ating that ts thermal stability becomes worse. This situation is mainly due to the high content of light components in HVMA, which easly escape from the asphalt surface under ultra-high temperature condi tons, resulting in the mass os. 4. Conclusions Inthis study, an HIVMA with excellent performance was prepared by101 ¥ 100 2 | Z Zoo ” a a empeature°C Fig. 11. TG cuve of each asphal. adding SBS modifier, tacktying resin, plasticizer, and stabilizer to the BA. The high-temperature rheological properties of HVMA were studied through DSR tests. The modification mechanism, modifier distribution, ‘and thermal stability of HVMA were analyzed fom a mieroscapie point ‘of view via FTIR, SEM, and TG/DSC technology. The specific conclusions are a follows: (1) The SBS modifier and tackifying resin ean improve the high temperature performance of asphalt. Especially the SBS modifier can significantly enhance the viscosity of asphalt. however, the SBS. ‘modified agents and tackifying resins have a certain adverse effects on the low temperature ductility of asphalt. Research has determined that the optimal contents ofthe SBS modifier and takifying resin aze 7% and 496, espoctvely. On this bass, che prepared HVMA has excellent high temperature rutting resistance and better low temperature performance and construction workability by adding an appropriate amount of plasticizer and stabilizer. (2) HVMA has better viscoelasticity and Tower temperature sensl Livty, and it has better high-temperature deformation resistance and aging resistance than HVA. (3) The modifiers are mainly physically mocified inthe BA, but thece ‘are also chemical reactions. The modifies ae uniformly dispersed inthe asphalt, and the swelling Is sufficient. A relatively stable spatial network structute is formed in the asphalt colloid. Before 200 °C, the thermal “tability of HVMA is equivalent to that of HVA and has good thermal ability. Funding “This work was financially supported by the National Natural Science Foundation of China (No. 51878079) and Hunan Transportation Science and Technology Project (No, 201807). ‘CRediT authorship contribution statement Zhigang Zhou: Conceptuslization, Methodology, Validation, Formal ‘analysis, Investigation, Resources, Writing - review & editing, Visual zation, Supervision, Project administration, Funding acquisition. Gon- Thong Chen: Methodology, Validation, Formal analysis, Resources, Writing — review & editing, Visualization, Supervision, Project administration, Declaration of Competing Interest “The authors declare that they have no known competing financtal Interests or personal relationships that could have appeared to influence the work reported inthis pape. Ceca ed ang Mori 310 2021) 125007 Acknowledgment We would like to acknowledge many co-workers and students for providing technical help in the test. References ao 2 a a 1 m1 8) a0, on aa aa aa as) as) an os) a1 oo an a es en 2) 28) sate of porous pavement}, lt. 3 Pavement tng. 20 (4) (2019) #849, ‘evement od SA paves tae on eck vent oct, OP Go Sr Enh von St 285 (1) (209) 1-1 is BG, ew mtr compton nd ponies fers Bu. ng Su, . Su, etal, Et of teal aig on high vse ‘BertlopyI. Comune 241 (2020) 1-5 [eoiaten laa tighway, Gud fo ora Aap Pavemen(), Mazen JCal, Soo Zot tl nvestigaon on Mghiscosty asphalt ages for peeabie aha cone wih wate ates J. 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