Asphalt concrete based on bituminous polysulfide binder, designed according to the volumetric method

The purpose of this study is the development of new asphalt mixes in the system of volumetric - functional design, using bituminous polysulfide binders (hereinafter - BPV) in their composition. Research methods. At the first stage, research was carried out on the BPV of various grades to determine the brittleness temperature by the Fraas method and the softening temperature using the ring and ball method. At the second stage, studies of BPW were carried out in order to establish its compliance with the requirements for binder grades according to PG. The following indicators were determined: flash point using the Cleveland open crucible method; dynamic viscosity, which is defined as the ratio between the applied shear stress and the shear rate of the bituminous binder; shear stability using the DSR dynamic shear rheometer, the method of determining which is to evaluate the shear stability of the bituminous binder by oscillating shear deformation of the sample and determining the values of the complex shear modulus and phase angle; bitumen and determining the effect of this impact on bitumen by comparing the physical and chemical parameters of bitumen obtained before and after exposure; aging temperature according to the PAV method, which consists in exposing samples of bituminous binders to elevated temperature and pressure in order to simulate aging processes during a period of operation in the pavement from 5 to 10 years; fatigue resistance, which is determined on a bituminous binder aged by the PAV method; low-temperature resistance, the method of determining which is to evaluate the low-temperature properties of the bituminous binder by determining the complex shear modulus in the frequency range at different temperatures and determining the stiffness values S(t) and the parameter m. At the final stage, the compositions of the asphalt concrete mix were selected and tests were carried out for resistance to rutting by rolling a loaded wheel over a test sample at the required temperature and determining the rut depth after 10,000 load cycles (20,000 wheel passes) or until the limit value was reached.