1. EVA modified bitumen EVA has good compatibility with bitumen and can be dissolved and dispersed in hot bitumen without colloid mill or high-shear mechanical processing, making it easy to use.
In recent years, bitumen pavement projects in Africa have been used more frequently, so domestic counterparts are reminded to pay attention.
2. High viscosity, high elasticity and high toughness modified bitumen. The bitumen viscosity and toughness test is more suitable for SBR modified bitumen, but when used for high viscoelastic modified bitumen, demoulding often occurs, making the test impossible. In view of this, it is recommended to use a universal material testing machine to conduct the viscosity and toughness test of highly viscoelastic modified bitumen, record the stress-strain curve, and use the integration method to easily calculate the test results. 3. High-content rubber composite modified bitumen With the carbon peak and the formulation of carbon neutrality goals, energy conservation and emission reduction are imperative. The tire industry has been facing the problem of "mass production and mass waste" since its invention and manufacturing. Tires require direct or indirect consumption of natural resources and energy from production to disposal, causing a large amount of carbon dioxide emissions.
The main component of tires is carbon, and even discarded tires have more than 80% carbon content. Waste tires can recover a large amount of materials and energy, fix carbon into products, and achieve the purpose of energy saving and emission reduction.  Waste tires are polymer elastic materials that are very difficult to degrade. They have high elasticity and toughness and almost no physical or chemical changes occur in the temperature range of -50C to 150C. Therefore, if they are allowed to degrade naturally in the soil, they will Without affecting the extent of plant growth, the process could take about 500 years. A large number of waste tires are piled up arbitrarily and occupy a large amount of land, preventing the effective use of land resources. Moreover, long-term water accumulation in tires will breed mosquitoes and spread diseases, causing hidden dangers to people's health.

Generally speaking, SBS modification of bitumen requires three processes: swelling, shearing (or grinding), and development.
For the SBS modified bitumen system, there is a close relationship between swelling and compatibility. The size of the swelling directly affects the compatibility. If SBS swells infinitely in the bitumen, the system becomes completely compatible. The swelling behavior is closely related to the production, processing technology and high-temperature storage stability of modified bitumen. As the temperature increases, the swelling rate accelerates significantly, and the swelling is obvious at the melt processing temperature higher than the glass transition temperature of PS of SBS. In addition, the structure of SBS has a significant impact on the swelling behavior: the swelling speed of star-shaped SBS is slower than that of linear SBS. Relevant calculations show that the density of SBS swelling components is concentrated between 0.97 and 1.01g/cm3, which is close to the density of aromatic phenols.

SBS modified asphalt uses base asphalt as raw material, adds a certain proportion of SBS modifier, and uses shearing, stirring and other methods to evenly disperse SBS in the asphalt. At the same time, a certain proportion of exclusive stabilizer is added to form an SBS blend. material, using the good physical properties of SBS to modify asphalt.
The use of modifiers to modify asphalt has a long history internationally. In the mid-19th century, the vulcanization method was used to reduce the penetration of asphalt and increase the softening point. The development of modified asphalt in the past 50 years has roughly gone through four stages.

Modified asphalt is to add external admixtures (modifiers) such as rubber, resin, high molecular polymers, finely ground rubber powder or other fillers, or take measures such as mild oxidation processing of the asphalt to make the asphalt or asphalt mixture The performance of the asphalt binder can be improved.

Many users who use emulsified asphalt do not understand why emulsified asphalt needs to be demulsified, nor what its use is. Therefore, the editor of emulsified asphalt manufacturer Sinoroader would like to take this opportunity to explain in detail the relevant knowledge of emulsified asphalt demulsification.

As we all know, micro-surfacing and slurry sealing are both relatively common preventive maintenance techniques, and the manual methods are also similar, so many people don’t know how to distinguish them in actual use, so the editor of Sinoroader would like to take this opportunity Let me tell you the difference between the two.