Behavior Of Asphalt Mixtures Research Articles

Densification behavior of asphalt mixture and its relation with particle dynamic responses during gyratory compaction

Compaction of asphalt mixture is a critical step of the pavement construction, which determines the performance and durability for asphalt pavement. The densification behavior of asphalt mixture is complicated and its workability is prone to be affected by the material composition and construction conditions. Knowing the compaction process is of great significance for improving the pavement construction quality. This study aims to investigate the densification behavior of asphalt mixture in the compaction process and its correlation with dynamic responses of the built-in Smart Aggregate. Through Los Angeles abrasion tests and aggregate imaging measurement system, 40 kinds of coarse aggregates with different morphologies were prepared and employed to carry out gyratory compaction tests for asphalt mixtures. The height decline and density growth of the mixtures were concerned in different compaction stages. Meanwhile, the Smart Aggregate was embedded in the mixture to capture the particle dynamic responses, which were further correlated to the densification behavior of the mixture. The results show that material factors have the significant influence on the compaction process after the mixture has been compacted to the P1 at which the height change is less than 1 mm. The gyratory compaction process can be divided into different stages of 0∼P1, P1∼P0.1, P0.1∼P0 according to the change in mixture height, and every gyration would enable the percentage of maximum theoretical specific gravity (Gmm) increase with 1.46 %, 0.3 %, 0.11 % in the corresponding stage. After the threshold point P0, the increment of compaction degree after per gyration is less than 0.05 %. AC and SMA-13 mixtures would achieve the 95.5 %∼97.4 % of Gmm when they are compacted to locking point of P0. Asphalt mixture height is highly related to the relative rotation of the embedded Smart Aggregate. Change in the mixture height can be characterized by the variation of particle relative rotation, which could be further adopted to determine the locking state of asphalt mixture compaction in real-time.

Ultrasonic characterisation of the elastic properties of mineral aggregates used in asphalt mixtures

Mineral aggregates are the main constituent of asphalt mixtures by volume, having a significant influence on the performance and durability of asphalt materials and flexible pavements, but their elastic stiffness properties are rarely investigated in the scientific literature. Nevertheless, these properties represent important input to micromechanical models which are aimed at providing a better understanding of the behaviour of asphalt mixtures as the basis for optimising their design. Herein, the elastic properties of 55 cylindrical specimens representing six types of rock from two quarries are investigated using ultrasonic testing, in order to assess the variation of the results between different rock types and between different samples of the same rock type as well as the sensitivity to specimen length (50–150 mm) and frequency (0.05–5.00 MHz). Most of the elastic stiffness values of the investigated rocks are found to be larger than stiffness values frequently used as input to micromechanical models.

Durability behavior of asphalt mixtures in regard to material properties and gradation type

The main objective of this study is to compare the differences between different gradation types of mixtures (stone matrix asphalt (SMA), large stone asphalt (LSA), stone asphalt concrete (SAC), and superior performing asphalt pavements (Superpave)) and conventional dense-graded mixtures (asphalt concrete (AC)) in terms of resistance to rutting, moisture damage, low-temperature cracking, and water permeability. The paper reports a study of the effect of different asphalt binders on the performance of asphalt mixtures. The experimental results demonstrated that the gradation types had a significant effect on the engineering performance of asphalt mixtures. SMA20, SAC20, and LSA30 exhibited lower rutting potential than AC20. In addition, SAC20 had a larger stripping ratio, while AC13 had a smaller stripping ratio. The stone matrix asphalt displayed the largest failure strain, while the SAC had the smallest, and Superpave ranged between SMA and SAC. SAC20 had the maximum permeability coefficient, followed by SMA20 and AC20, and Superpave20 had the smallest. The nominal maximum aggregate sizes significantly affected the resistance to permanent deformation, resistance to low-temperature cracking, and moisture sensitivity of the asphalt mixtures. Styrene–butadiene–styrene (SBS)-modified asphalt was found to significantly improve the performance of asphalt mixtures compared with ordinary asphalt.

Analysis of Low-Temperature Rheological and Mechanical Properties of Steel Slag Asphalt Mixture Based on Direct Tensile Test

Due to the high resource requirements for specimen preparation and testing equipment, the direct tensile test method is seldom used to study the cracking behavior of asphalt mixture at low temperatures. In this study, three asphalt mixtures were prepared in which all of the basalt or part of the basalt and basalt aggregate was replaced by steel slag. Through the direct tensile creep test and direct tensile relaxation tests including the measurement of creep rate, cumulative strain change rate, and relaxation time, the variation law of rheological properties of low-temperature steel slag asphalt mixture was analyzed and the variation law of viscoelastic properties was explored. Meanwhile, based on the traditional viscoelastic constitutive model, the creep compliance and relaxation modulus were fitted. The mechanical response of the transformation from creep compliance to relaxation modulus of steel slag asphalt mixture was analyzed by a numerical method. The results show that, with the decrease of temperature, the creep rate εs and cumulative strain change rate of the three asphalt mixtures gradually decline, and the relaxation time gradually increases. In particular, when the temperature was reduced from −20°C to −30°C, the cumulative strain change rate of all three asphalt mixtures reached the minimum, which was less than 10%. Moreover, none of them relax to 75% σ0 within 3,600 s at −30°C. The mixture specimens with steel slag replacing all basalt exhibited the best low-temperature deformation adaptation performance under different temperature conditions. Mixture specimens with basalt as aggregate have the worst low-temperature deformation adaptation performance. The relaxation modulus obtained by the measurement of creep compliance is similar to that obtained by testing, and the relaxation modulus calculated through the direct tensile test is more accurate.

Pre- and post-cracking behavior of asphalt mixtures under modes I and III at low and intermediate temperatures

The pre- and post-cracking resistance of asphalt mixtures depends on factors such as the coherence of the soft asphalt matrix (SAM) section, which should be considered. The SAM section can achieve more coherence through the suitable additives. In fact, the additives increase the interlocking of aggregates by increasing the coherence of the SAM section; conclusively, the pre- and post-cracking resistance of the pavement increases. This study was intended to investigate the pre- and post-cracking behavior of two types of modified asphalt mixtures, namely Hot Mix Asphalt (HMA) and Warm Mix Asphalt (WMA), using indicators of pre-peak fracture energy (Gfpre-peak), post-peak fracture energy (Gfpost-peak), Tensile Stiffness Index (TSI), and Tensile Strength (TS) at temperatures of −18 °C and + 25 °C (under modes I and III). Thereby, 5 HMA mixtures and 5 WMA mixtures containing different percentages of polyester fibers and calcium lignosulfonate were prepared. Subsequently, two geometries called symmetric specimen ENDB and asymmetric specimen ENDB, typifying mode I and III the loading conditions, were extracted from the desired mixtures, and then they were tested. According to the results, the fracture behavior of HMA and WMA mixtures was changed by increasing the coherence of the SAM section. Moreover, the resistance to elastic deformations for HMA and WMA mixtures containing additives was improved by using TSI and TS indicators. The results of the statistical analysis showed that there was a good correlation between the TSI and TS indices with the Gfpre-peak index, which indicated the relationship of the Gfpre-peak index with stiffness (resistance to elastic deformation). In addition, the regression relationships with higher R2 values indicated that the stiffness of the asphalt mixture can be estimated using ENDB geometry. Therefore, the slope of the load–displacement curve obtained from the ENDB geometry can be used as a measure to calculate the stiffness of the asphalt mixture. Finally, considering all the results, it can be argued that for the HMA and WMA mixtures, the mixtures containing 0.25% polyester fiber and the mixture containing 0.25% polyester fibers + 6% calcium lignosulfonate had a better fracture behavior (pre- and post-cracking resistance) under mode I and III loading conditions (at temperatures of −18 °C and + 25 °C).

Generalised Kelvin contact models for DEM modelling of asphalt mixtures

ABSTRACT Rigid particle models based on the discrete element method (DEM) have been adopted to model creep, fracture, and the viscoelastic behaviour of asphalt mixtures considering an irregular micro-structure and particle contacts. Within a DEM framework, the Burgers contact model, which is known to have a narrow frequency and temperature range, is usually adopted to model viscoelastic properties. In this study, a new explicit three-dimensional generalised Kelvin (GK) contact model formulation for the DEM model is proposed for asphalt materials. The model is implemented following two different methodologies (GK 1 and GK 2 ). The models are validated in uniaxial tension-compression sinusoidal tests for predicting the dynamic modulus ( | E ∗ | ) and phase angle (ϕ) of these composites at a frequency range of 1–10 Hz at 20 ∘ C. Four mixtures are investigated based on the modelling of their mastic. The influence of the GK contact parameters on the dynamic response of mastics is assessed. Results show that κ m has an important influence on both rheological properties and that η m can be used for small adjustments focussing on the predicted phase angle. Moreover, it is shown that a viscoelastic contact model should be adopted to simulate aggregate-to-mastic contacts in mixtures. As expected, the response obtained for both GK models is the same but the simulations with the GK 1 are 14% faster. In addition, the response predicted with the proposed GK contact model is compared with the response predicted with a Burgers contact model. The DEM predictions obtained for the GK model are more accurate. For mastics, the average errors for | E ∗ | and ϕ when adopting the GK model (Burgers) are 2.40% (3.46%) and 3.64% (4.17%), respectively. For mixtures, the average errors for | E ∗ | for the GK model (Burgers) are 7.00% (7.92%). The proposed contact model greatly enhances the DEM ability to simulate the viscoelasticity of asphalt materials.

Development of a generalised creep-recovery test and a back-calculation method for determining the permanent deformation of asphalt mixtures in the time domain

The measured strain during a creep-recovery (CR) test comprises both reversible and irreversible strains; therefore, adequate treatment is required to accurately separate them. In this paper, a generalised version of the CR test was proposed to investigate the permanent deformation behaviour of asphalt mixtures exerted by a variety of loading patterns in the time domain. The companion back-calculation algorithm was also proposed to separate with improved accuracy and repeatability the pure viscoelastic (VE) and viscoplastic (VP) strains. First, the creep compliance (CC) was back-calculated based only on the recovery data by using an approximate analytical creep compliance function of the Huet-Sayegh model as the solution function in the optimisation process. Then, the pure VE and VP strains were determined. The results show that the proposed method attains a good level of reliability although relatively short durations of the recovery period have been used.

Study on the cracking behavior of asphalt mixture by discrete element modeling with real aggregate morphology

This research aimed to investigate the crack resistance of asphalt mixtures via laboratory tests and discrete element modelling. For the construction of virtual cracking model, the interactive 2D modeling method based on various software and the establishment method of 3D aggregate are proposed. The description method of crack path is also improved.When establishing the 2D model, considering the mesostructural characteristics of an AC-20 asphalt mixture, the aggregate-asphalt mortar-void three-phase structure was established based on PFC2D software and image processing. Taking into account the gradation and form of coarse aggregate, a 3D model incorporating real aggregate shapes was constructed by PFC3D. Based on the numerical model, semi-circular bending and tensile tests of specimens with pre-cut slits of different lengths were conducted to analyse their stress levels, cracking process and crack locations under low-temperature conditions. Taking the fracture performance parameters as an evaluation index, the feasibility of the numerical simulations was verified in comparison to laboratory test data. In the early phase of model loading, the stress distribution has the characteristics of a compression-tension zone. Crack formation undergoes a process of smooth expansion and rapid penetration, and cracks in the compression zone pass through the aggregate. The failure state presented by the particle flow program was in general agreement with the crack evolution results obtained from the tests. Additionally, the fracture parameters of the simulations had a favourable overlap with the experimental observations, indicating that the discrete element simulations can adequately represent the crack propagation process in asphalt mixes. This approach is effective for in-depth and efficient exploration of the cracking performance of asphalt mixtures.

The Stiffness Behavior of Asphalt Mixtures with Different Compactness under Variable Confinement.

The dynamic modulus is a key property determining the short- and long-term performance of asphalt pavement, and its strong dependence on confining pressure and material density (mixture compactness) has been clearly indicated in the literature. It is always challenging to reproduce three-dimensional in situ stress conditions in the laboratory. To alleviate this difficulty, in this study, a convenient experimental setup was developed, in which the lateral confinement was made present and variable as a concomitant reaction of the surrounding materials to the vertical loading. Three dense-graded mixtures were prepared to a set of four different densities and then subjected to the confined dynamic modulus test. The results indicated a significant dependence of the confined modulus on the three factors of temperature, frequency, and compactness and that the mixture with coarser gradation demonstrated a less sensitivity to these parameters. A mathematical model was developed for the dynamic modulus master curve unifying these factors by means of horizontal shifting due to the time-temperature superposition principle (validated against the variable confinement at different compactness) and the vertical shift factor as a function of reduced frequency and compactness. The adequacy of the model was demonstrated using the experimental data, and its potential application in field pavement compaction was discussed.

Use of the Modified Ramberg-Osgood Material Model to Predict Dynamic Modulus Master Curves of Asphalt Mixtures.

Dynamic modulus master curves are usually constructed by using sigmoid functions, but the coefficients of these functions are not independent of each other. For this reason, it is not possible to clearly identify their physical mean. Another way of describing the dynamic modulus master curves is to choose the Ramberg-Osgood (RAMBO) material model, which is also well-suited for modelling the cyclic behaviour of soils. The Ramberg-Osgood model coefficients are completely independent of each other, so the evaluation of the fitted curve is simple and straightforward. This paper deals with the application of the Ramberg-Osgood material model compared to the usual techniques for constructing a master curve, determining the accuracy in describing the material behaviour of asphalt mixtures, and seeking any surplus information that cannot be derived by traditional techniques. Because the dynamic modulus and phase angle master curves are strictly related, in the present study, the asymmetric bell-shaped frequency curve of Toranzos was used to describe the phase angle for four types of asphalt mixtures (RmB, PmB, RA, and NB). The results show that the RAMBO model is a good alternative to the sigmoid function in describing the master curve of the dynamic modulus. We successfully used the Toranzos asymmetric bell-shaped frequency curve to describe the phase angle master curve. We also found a promising relationship between the independent RAMBO model parameters and the physical properties of the investigated binders, but this requires further research.

Laboratory investigation on the fatigue performance of asphalt mixes reinforced with human hair fiber in pavement application

Presently, a severe dilemma that points to environmental pollution is the mass increase in scrap tyres generated from different automobile industries, waste plastics from various fields including human, commercial and even industrial sources and human hair waste from salons. A pivotal approach to rectify this problem is to utilize these waste tyres and other discarded materials in pavement construction, an example being crumb rubber as asphalt binder modifier and human hair as reinforcement in asphalt mixture. This research tries to examine the engineering behavior of asphalt mixture with the addition of human hair wastes obtained from salons. The Fatigue behavior of asphalt mixture with 0.1 %, 0.2 %, 0.3 % and 0.4 % of human hair waste with different lengths (5 mm, 10 mm, 15 mm and 20 mm) were found. From the results obtained, it is clear that the addition of 0.2 % human hair waste shows an impactful effect on the engineering behavior of asphalt mixture. Apart from the percentage of addition, the length of hair fiber also contributes significantly in affecting the properties of the mixture. It is found that 10 mm length was the best hair fiber length for reinforcement of asphalt mixture. Moreover, this research helps in the proper utilization of waste materials i.e. human hair waste in an environmental affection driven approach.

基于SmartRock监测与离散元仿真分析的沥青混合料压密行为研究

基于SmartRock监测与离散元仿真分析的沥青混合料压密行为研究

Enhancing Asphalt Mixture Performance with Crumb Rubber: A Sustainable Solution for Improved Durability and Mechanical Properties

Asphalt crumb rubber is a type of pavement material formed by mixing asphalt cement with crumb rubber that is derived from recycled tires. This eco-friendly approach aids in waste reduction and promotes environmental preservation by incorporating recycled materials into pavement construction. The study aimed to examine the behavior of asphalt mixtures modified with crumb rubber, made by blending recycled tire-derived crumb rubber with asphalt cement. Adding crumb rubber improved the performance of asphalt mixtures, with 8% crumb rubber enhancing the Marshall stability by 20% and 34% for 40/50 and 50/60 grades, respectively. The moisture susceptibility of both grades also improved. Crumb rubber is a sustainable material that can improve the performance of asphalt mixtures.

Rutting Prediction of Hot Mix Asphalt Mixtures Modified by Nano silica and Subjected to Aging Process

High-volume traffic with ultra-heavy axle loads combined with extremely hot weather conditions increases the propagation of rutting in flexible pavement road networks. Several studies suggested using nanomaterials in asphalt modification to delay the deterioration of asphalt pavement. The current work aims to improve the resistance of hot mix asphalt (HMA) to rutting by incorporating Nano Silica (NS) in specific concentrations. NS was blended into asphalt mixtures in concentrations of 2, 4, and 6% by weight of the binder. The behavior of asphalt mixtures subjected to aging was investigated at different stages (short-term and long-term aging). The performance characteristics of the asphalt mixtures were evaluated using the Marshall stability, flow, and wheel tracking tests. Field Emission Scanning Electron Microscopy (FESEM) was utilized to understand the microstructure changes of modified asphalt and estimate the dispersion of NS within the asphalt. The results revealed that using NS–asphalt mixtures as a surface layer in paving construction improved pavement performance by increasing stability, volumetric characteristics, and rutting resistance before and after aging. The FESEM images showed adequate dispersion of NS particles in the mixture. Results indicated that adding 4% of NS to asphalt mixtures effectively enhanced the pavement’s performance and rutting resistance. Doi: 10.28991/CEJ-SP2023-09-01 Full Text: PDF

Evaluation of asphalt mixture micromechanical behavior evolution in the failure process based on Discrete Element Method

Asphalt mixture was a granular material, and traditional mechanical testing methods were difficult to reveal the failure mechanism. To evaluate the micromechanical behavior of asphalt mixture in the failure process, the DEM (Discrete Element Method) model of the uniaxial compression test was established. The virtual aggregate particle database with real morphology properties was constructed, and the linear parallel bond model was used to simulate the adhesion of asphalt. In the DEM model of the asphalt mixture failure process, the movement of asphalt mortar and coarse aggregate was evaluated, and the Discrete Fracture Network (DFN) was proposed to represent the microcrack. Finally, the three-dimensional spherical coordinate histogram was used to analyze the evolution of magnitude and direction of the coarse aggregate skeleton contact force. It found that the movement of coarse aggregate was less than that of asphalt mortar in the process of the uniaxial compression test, and the coarse aggregate movement was affected by its particle size and location. The result also found that although the adhesive and cohesion failure could occur at the same time, the adhesive failure was less than cohesion failure in the early stage of the uniaxial compression test, and the aggregate with larger particle size could reduce the generation of adhesive failure. Compared with the magnitude of coarse aggregate skeleton contact force, the change of direction was the main reason for a decrease in stress when the asphalt mixture specimen exceeded the peak strength.

Relationship among air void microstructural characteristics, stiffness, and fatigue of asphalt concrete mixtures

It is a common sense that the air void content significantly affects the field performance of asphalt mixtures. Thus, this parameter is a key mix design criterion and is also adopted as a quality assurance/control tool. Even though the air voids play a notorious role in the behaviour of asphalt mixtures, the knowledge about their microstructural characteristics is still limited. To overcome this limitation, advanced techniques such as the X-ray micro-computed tomography technology may be pursued as an alternative. This paper uses X-ray micro-computed tomography to identify microstructural parameters of air voids within asphalt mixtures, i.e. distribution, content, type, size, and degree of anisotropy. These microstructural characteristics are compared to the stiffness and the resistance to fatigue cracking of asphalt mixtures. The findings suggest that the air void distribution is strongly correlated with the mixture stiffness and fatigue behaviour, and that the air void heterogeneity should be avoided.

Polishing behaviour of asphalt surface course containing recycled materials

Skid resistance is a key road safety factor indicating the provided friction of a pavement’s surface, which deteriorates over its service life mainly due to traffic polishing. Hence, the polishing behaviour of a pavement’s surface course is important for the provided road safety. For this reason, there have been many studies related to the assessment of polishing behaviour of asphalt mixtures. Besides, during the last decades the introduction of recycled materials in pavements has increased in order to face environmental challenges. However, investigations regarding the surface course are mainly centred around aspects of structural performance of the recycled materials. Contrariwise, it appears that the investigation for the provided skid resistance of asphalt mixtures containing recycled materials is limited. On these grounds, the present study investigates skid resistance performance through the polishing behaviour of asphalt mixtures containing recycled materials under the effect of traffic, simulated by the Wehner/Schulze machine. The investigated mixtures include conventional Hot-Mix Asphalt (HMA), as well HMA containing varying contents of Reclaimed Asphalt Pavement (RAP) material or recycled rubber in the form of Crumb Rubber (CR) originating from waste tyres. Analysis results demonstrate that the friction level of the tested asphalt mixtures containing RAP or CR is slightly lower than the conventional ones, but their overall performance seems to present an almost similar trend under the polishing effect. Generally, the study suggests a methodological approach towards the assessment of the skid resistance potentials for asphalt mixtures of a surface course that contain the investigated recycled materials, in an effort to act as a precursor for the enrichment of the related knowledge gap.

Experimental Study on Torsional Shear Testing of Asphalt Mixture

In order to research investigations on the shear behavior of asphalt mixture, a new shear testing device is developed which can apply torque to a prismatic specimen. This test configuration incorporates a loading application and instrumentation systems to measure and record the response of these mixtures. The loading application can be subjected to individual or combined axial and torsional loads; in particular, the axial load can be dynamically controlled to remain constant. The paper first uses the mechanical theory to analyze the stress state of a prismatic specimen under a torsional load in unconfined compression and confined compression, respectively, and illustrates the influence factor, the shear strength parameter, and the failure criterion for the torsional shear test of the asphalt mixture. Then, the size and the preparation procedure of specimen are explained, and the experimental plan is described. Finally, the torsional shear test apparatus is used to conduct two types of shear tests of asphalt mixtures. The type I test in unconfined compression consists of two conditions: under a constant loading speed (2.4 rad/min) at four temperatures (30 ∘C, 40 ∘C, 50 ∘C, and 60 ∘C), and under a constant temperature (40 ∘C) at three loading speeds (2.4 rad/min, 4.0 rad/min, and 8.5 rad/min). The type II test in confined compression is performed under a loading speed of 2.4 rad/min and a temperature of 40 ∘C, at 0.125 MPa, 0.200 MPa, 0.355 MPa, 0.465 MPa, and 0.570 MPa normal stress levels, respectively. The results prove that (1) temperatures, loading speeds, and normal stress levels are the issues to be considered on torsional shear testing; (2) the pure shear model can be realized by the prismatic specimen, therefore, the cohesion average value obtained is 0.519 MPa; (3) the compression-shear model can be achieved by the prismatic specimen similarly, so the cohesion and the friction angle are simulated based on the Mohr–Coulomb failure criterion, which are 0.546 MPa and 44.15°, respectively; and (4) at the high temperature and low normal stress level, the Mohr–Coulomb failure criterion does not agree well with measured data, so the nonlinear failure envelope should not be ignored.

Design of Sustainable Asphalt Mixtures for Bike Lanes Using RAP and Ceramic Waste as Substitutes for Natural Aggregates

The European Union is promoting a circular economy in which waste management plays an essential role. Although many studies focusing on the use of recycled materials in the manufacture of asphalt mixtures for roads have been developed, studies related to the use of recycled materials for the construction of bike lanes are scarce. In this context, the main objective of this research is to explore the behaviour of asphalt mixtures with high replacement rates of recycled materials—reclaimed asphalt pavement (RAP) and ceramic waste—by natural aggregates for the construction of bike lanes. A total of six types of asphalt mixtures were designed by combining the content of the recycled materials and natural aggregates, with replacement rates ranging from 50% to 100%. The asphalt mixtures were characterized by determining the bulk and maximum density; the void content in the mixture; and the aggregate, stability, and deformation. In conclusion, the mixture C50R50, which consists of a full replacement of natural fine and coarse aggregates by 50% ceramic waste aggregate and 50% RAP, is proposed as the most appropriate sustainable solution. In this way, the use of this asphalt mixture allows for boosting the use of recycled aggregates as well as minimizing the consumption of virgin bitumen due to its residual bitumen content. Compared to the reference asphalt mixture consisting of 100% of natural aggregates, C50R50 is a more open mixture, with higher void content and somewhat more brittleness. Even so, the mixture C50R50 could be good enough for use in low traffic roads.

Effect of fiber reinforcement on self-healing ability of asphalt mixture induced by microwave heating

Microwave heating is considered to be an effective method for accelerating the healing of the asphalt mixture with cracks that contain microwave-absorbing materials. Three fibers as microwave-absorbing materials (i.e., carbon fiber, steel fiber and steel wool) were used to fabricate self-healing asphalt mixtures, and their mechanical properties and self-healing ability were evaluated by semi-circular bending test. Effect of freeze–thaw cycles on the mechanical properties and healing effect of fiber modified asphalt mixtures were investigated, and the different fiber reinforcing effects were studied by the digital image correlation. Results show that although the addition of fibers can greatly improve the mechanical properties and healing ability of mixtures, freeze–thaw cycles have great adverse effects on these performances. Among the three fibers, steel fiber has the strongest reinforcement effect on the fracture behavior of asphalt mixture, and its reinforcement effect and healing ability are also less affected by moisture and freeze–thaw effect than that of steel wool and carbon fiber. Carbon fiber modified asphalt mixture has the lowest fracture and freeze–thaw resistance. Considering the harmful impacts of freeze–thaw cycles and the beneficial impacts of fiber reinforcing effect, steel fiber is recommended for fabricating self-healing asphalt mixture.