Modulus Tests Research Articles

Research on the Rheological Properties and Modification Mechanism of Epoxy Resin/SBS Composite-Modified Asphalt

Both epoxy resin (ER) and SBS are considered effective pavement materials for avoiding ruts. However, epoxy resin asphalt suffers from poor low-temperate performance and a high material cost in practical applications. Aiming to tackle these issues, a new type of composite asphalt modifier (ER-SBS) has been fabricated by combining epoxy resin with SBS. This work prepared modified asphalt with different doping amounts using the above composite asphalt modifier (ER-SBS), intending to explore the properties of composite-modified asphalt and the modification mechanism of the modifier. Furthermore, the effects of the composite modifier at different doping amounts on the viscoelastic property of asphalt were explored through rheological tests, and then the prepared composite-modified asphalt was compared with matrix asphalt and SBS-modified asphalt. In addition, the modification mechanism of the composite modifier was investigated by fluorescence microscopy and infrared spectroscopy. The difference in pavement performance between the composite-modified asphalt and SBS-modified asphalt was compared by a rut test and dynamic modulus test. The research results showed that the composite modifier improved the high- and low-temperature performances and viscoelastic property of matrix asphalt. When the doping amount was raised to 9%, the composite-modified asphalt exhibited better a modification effect than SBS-modified asphalt. The rut test results indicated that composite-modified asphalt demonstrated a stronger deformation resistance than SBS-modified asphalt. The dynamic modulus test showed that the composite-modified asphalt has better viscoelastic properties and temperature sensitivity. Fluorescence microscopy suggested that the crosslinking between the composite modifier and asphalt forms a mesh structure which greatly improves its resistance to deformation. From infrared spectroscopy, the composite modifier clearly functions as a physical modifier.

The influence of residual asphalt material in the mechanical behaviour of soil-RAP mixtures for use in paving

ABSTRACT The evaluation of Reclaimed Asphalt Pavement (RAP)’s suitability for pavement layers, optimises resource use, reduces environmental impact, and supports cost-effective practices. In this sense this study aimed to characterise soil-RAP mixtures to ensure they meet the quality standards required for pavement applications. The study examined two types of soil mixtures: one soil-RAP aggregates and the other soil-virgin aggregates (VAM) to understand the impact of residual asphalt binder on aggregate particles. Various mass contents (30%, 50%, 70%, and 90%) were tested alongside conventional soil-gravel mixtures with equivalent proportions and gradation of RAP and VAM. Additionally, the study investigated the effect of adding 2% cement on the performance of both recycled soil-RAP mixtures and conventional soil-gravel mixtures. The analysis includes granulometry, Atterberg Limits, MCT (Miniature, Compacted, Tropical) classification, soil chemical characterisation and microscopic images, compaction in Modified Proctor Energy, CBR, Resilient Modulus tests and stress–strain analysis. The results have revealed that the residual asphalt binder, surrounding RAP aggregates, has reduced the soil mixtures’ strength for different RAP contents. However, the study demonstrated that the addition of cement rendered the soil-RAP mixture feasible, enabling the application of the studied mixtures of RAP to constitute subbase and base layers.

Effect of Chemical Composition on Rheological Properties of Asphalt Binders Modified with Rap Binders and Rejuvenator

Conventional rejuvenating agents such as virgin binders, polymers and so on, poses environmental, technical, and economic challenges. The objective of this study is to investigate the interaction between chemical components and rheological behavior of hot mix asphalt modified with RAP binder and diesel engine waste oil (DEWO) as rejuvenator. 7.2% DEWO was added to the RAP binder to achieve the modified binder (MB), and the effects of the rejuvenator through the MB were evaluated at varying percentages (0 to 100% by weight of the virgin binder) using Dynamic Shear Rheometer (DSR) under short and long-term aging at high and intermediate temperatures, as well as low temperatures using Bending Beam Rheometer (BBR). Saturates, aromatics, resins, and asphaltenes (SARA)-separation, Indirect tensile stiffness modulus test (ITSM), and fatigue life test were also employed to investigate the interaction between chemical components and rheological properties of binder. Results indicated that incorporating 50% modified RAP binder significantly enhanced the performance of the asphalt mixtures, it was also discovered that 100% of RAP content meets standard specifications when modified with oil rejuvenators. This research suggests that large quantities of diesel engine waste oil can be diverted from landfills and employed as useful resource in asphalt production.

Feasibility Assessment of Mudstone Aggregate as an Alternative Material for Colored Asphalt Pavement in South Korea

Colored asphalt pavements have been implemented in South Korea to enhance visibility and lane distinction; however, color fading, accelerated deterioration, and increased pothole occurrence have been noticed. As a solution, alternative materials that can be used for the construction of colored asphalt pavements are being explored. This study evaluates the feasibility of using mudstone aggregate in constructing colored asphalt pavement in South Korea. Initially, aggregate quality tests were conducted on mudstone samples to assess their suitability compared to standard criteria. To enhance the visibility and color retention of colored asphalt, addition of pigment in the colored asphalt pavement mixture was considered and evaluated. The asphalt mixtures were evaluated for deformation, crack and viscoelastic properties using the Kim test, indirect tensile (IDT) strength test, and dynamic modulus test, respectively. Results showed that mudstone aggregate exceeded quality standards and the colored asphalt mixtures demonstrated superior deformation strength and crack resistance compared to typical SMA. However, the addition of pigment slightly reduced these properties. Overall, the findings suggest mudstone aggregate as a viable alternative for constructing colored asphalt pavements, offering potential improvements in durability and color retention.

Characterization of Amnion-Derived Membrane for Clinical Wound Applications.

Human amniotic membrane (hAM), the innermost placental layer, has unique properties that allow for a multitude of clinical applications. It is a common misconception that birth-derived tissue products, such as dual-layered dehydrated amnion-amnion graft (dHAAM), are similar regardless of the manufacturing steps. A commercial dHAAM product, Axolotl Biologix DualGraft™, was assessed for biological and mechanical characteristics. Testing of dHAAM included antimicrobial, cellular biocompatibility, proteomics analysis, suture strength, and tensile, shear, and compressive modulus testing. Results demonstrated that the membrane can be a scaffold for fibroblast growth (cellular biocompatibility), containing an average total of 7678 unique proteins, 82,296 peptides, and 96,808 peptide ion variants that may be antimicrobial. Suture strength results showed an average pull force of 0.2 N per dHAAM sample (equating to a pull strength of 8.5 MPa). Tensile modulus data revealed variation, with wet samples showing 5× lower stiffness than dry samples. The compressive modulus and shear modulus displayed differences between donors (lots). This study emphasizes the need for standardized processing protocols to ensure consistency across dHAAM products and future research to explore comparative analysis with other amniotic membrane products. These findings provide baseline data supporting the potential of amniotic membranes in clinical applications.

Experimental Study on Pavement Performance of Warm High Modulus Mixture WHMM-13

In order to solve the dusting and rutting problems of hot mix asphalt mixture during construction and operation, rutting test, bending test, Marshall stability test, freeze-thaw splitting test, uniaxial compression dynamic modulus test, overlay test, and four-point bending fatigue life test are applied on WHMM-13 to study the high-temperature stability, low-temperature cracking resistance, water stability, anti-reflection crack performance and fatigue durability in comparison with HMM-13. The results show that, compared to HMM-13, the dynamic stability and dynamic modulus (45 ℃, 10 Hz) of WHMM- 13 are improved by 10.0% and 47% respectively, and the rutting depth is reduced by 27.3%, indicating that the high temperature stability of WHMM-13 has been greatly improved. As for low temperature cracking resistance, the bending failure strain, stiffness modulus, flexural tensile strength and rupture energy of WHMM-13 are slightly lower than those of HMM-13. As for water stability, the residual stability of WHMM-13 in immersion Marshall test is 87.5%, and the splitting strength is 82.3%, both higher than that of HMM-13. As for anti-reflection crack performance, the total tensile rupture energy of WHMM-13 is 2.32 times that of HMM-13, with cracking resistance index (CRI) increased by 25%, which shows that WHMM-13 has better strength, can effectively prevent the crack from spreading and effectively improve the cracking resistance capacity of asphalt pavement. As for fatigue durability, the fatigue life of WHMM-13 is 5.4% lower than that of HMM-13, with bending stiffness modulus and cumulative dissipation energy reduced by 11.3% and 2.8% respectively, indicating that the fatigue durability of WHMM-13 is slightly reduced.

Rigidity coefficients of rubber belts for dynamic testing of modulus of elasticity and shear modulus of non-wood engineered board

To determine the appropriate stiffness coefficient k values for rubber belts used in dynamic testing of the elastic modulus and shear modulus of timber and solid wood composite materials, this study employed three different thicknesses of rubber belts. Dynamic tests were conducted on straw boards, Laminated Veneer Lumber (LVL), and Spruce-Pine-Fir (SPF) materials, and the results were validated and analyzed using static four-point bending tests. The conclusions drawn from this research indicate that the range of stiffness coefficient k values for the rubber belts obtained through dynamic testing fell between 0.05 and 0.28 N/m. The correctness of the dynamic testing method was verified through static four-point bending tests. The error levels for elastic modulus E and shear modulus G of the same type of board measured using the three different rubber belts were below 9.5% and 9.8%, respectively.

Assessment of Semi-Flexible Pavement Using Styrene-Butadiene Emulsion Modified Cement Grout

Semi-flexible pavement (SFP) is a type of road surface that combines open-graded asphalt concrete with cement grout for wearing courses containing 18 to 28% air voids. This study investigates the effectiveness of two types of cement grouts using modified styrene-butadiene emulsions, Sika Latex and Sika Latex TH, with varying amounts ranging from 4.5% to 7.5% and 7.5% to 9%, respectively. The goal of the paper is to determine the appropriated type of styrene-butadiene emulsion type for SFP. To create the SFP, the selected grout and Vinkems Asphalsol grout with a water-cement ratio of 0.45 were poured into the asphalt structure, resulting in an SFP with 22.8% air voids. Additionally, several experiments were conducted to evaluate the effectiveness of SFP. These experiments included the Marshall stability test, indirect tensile strength test, and resilient modulus test. The study results showed that Sika Latex 6.5% and Sika Latex TH 9% had good properties for use in SFP.

Advancing the performance characteristics of rubber asphalt mixtures through the integration of Basic Oxygen Furnace (BOF) slag: A focus on static and dynamic mechanical enhancements.

To investigate the advantageous effects of incorporating industrial solid waste basic oxygen furnace (BOF) slag on the mechanical characteristics of warm-mixed rubber asphalt (WMRA) and hot-mixed rubber asphalt (HMRA) mixture, varying proportions of BOF slag were substituted for limestone coarse aggregates (0%, 25%, 50%, and 75%). Additionally, a 1.5% dosage of Sasobit warm-mixed modifier was introduced to prepare the rubber asphalt. Subsequent to preparation, both static mechanical tests (including Marshall and indirect tensile tests) and dynamic mechanical tests (including dynamic creep and elastic modulus tests) were conducted to evaluate the influence of BOF slag on the mechanical behavior of WMRA and HMRA mixtures across different substitution levels. Following testing, a two-way analysis of variance (ANOVA) was employed to dissect the impact of BOF slag content and Sasobit warm-mixed modifier on the static and dynamic mechanical properties of the rubber asphalt mixtures. The findings reveal that BOF slag exhibits commendable engineering aggregate properties, enabling substantial substitution of coarse aggregates in both HMRA and WMRA mixtures. As the proportion of BOF slag increases, it enhances the resistance of asphalt mixtures to permanent deformation and cracking under static and dynamic loading conditions, while broadening the range of elastic deformation for both WMRA and HMRA mixtures subjected to repeated loading. Moreover, a synergistic enhancement in the resistance of rubber asphalt mixtures to dynamic load-induced deformation is observed when employing both BOF slag and Sasobit warm-mixed modifier. The findings offer valuable insights for enhancing the performance of WMRA and HMRA mixtures, as well as broadening the utilization of BOF slag and waste rubber.

Mechanical Analysis through Non-Destructive Testing of Recycled Porous Friction Course Asphalt Mixture

This study assessed the mechanical performance of porous asphalt mixtures, specifically the porous friction course (PFC), incorporating 10% Reclaimed Asphalt Pavement (RAP) and rubberized asphalt. Three different methods were investigated to evaluate the stiffness of the mixtures: the resilience modulus (RM) test at a single temperature and loading frequency, the complex modulus |E*| test from compressive loading conducted at various temperatures and frequencies, and the impact resonance (IR) tests performed at three temperatures with five impacts applied to the mixture. The results demonstrated that the RAP-containing mixture exhibited a higher resilience modulus at all tested temperatures, indicating greater stiffness compared to the mixture without RAP. Additionally, the IR and |E*| tests revealed similar behavior between the two evaluated mixtures. These findings suggest that both quasi-static and vibrational tests are suitable for characterizing the stiffness of porous asphalt mixtures due to the similarity in the viscoelastic parameters of the two investigated mixtures. This study provides important insights into the practical and scientific application of recycled and modified materials in porous asphalt mixtures.

Assessment of various polymeric sulphur as soft bitumen improver for pavement applications

ABSTRACT In this study, five polymeric sulphurs are utilised, including polymeric sulphur based on both aliphatic copolymers and styrene copolymers, namely PS1 to PS5 correlated to amorphous poly alpha olefins (APAO) PS1, olefin residues from MAC carpet company PS2, Ethylene Vinyl Acetate (EVA) copolymer PS3, Styrene Butadiene Styrene (SBS) copolymer PS4 and Dicyclopentadiene monomer (DCPD) PS5. The five polymeric sulphur compounds were mixed by 25wt% with soft bitumen penetration grade (80/100) to produce five sulphur-extended asphalt binders, namely SEA1, SEA2, SEA3, SEA4, and SEA5. The physical properties, including softening point, viscosity, and penetration, are examined to characterise the consistency of SEA binder. The dynamic mechanical behaviour such as complex modulus, temperature sweep, and stress relaxation test was investigated for SEA binder and compared with a reference soft bitumen (Blank) using a dynamic mechanical analyzer (DMA). It is concluded that polymeric sulphur based on styrene compounds SEA2 and SEA4 binders have the highest resistance against cracking of the pavement at low temperatures according to penetration index readings, and have the least permanent (plastic) deformation at high temperatures according to temperature sweep from DMA data. It is noticed that SEA5 binder has a negative effect on the performance of soft bitumen.

Flexural Properties, Wear Resistance, and Microstructural Analysis of Highly Filled Flowable Resin Composites.

This study aimed to evaluate the flexural properties and two-body wear resistance of nine highly filled flowable resin composites relative to those of viscous and conventional low-filled flowable composites. In addition, scanning electron microscopy (SEM) analysis of the microstructures was performed. For each resin composite group (n=12), 12 specimen bars (25 mm × 2 mm × 2 mm) were fabricated using a silicon mold for performing flexural strength (FS), flexural modulus (E), flexural toughness (FT), Weibull modulus (m) tests, and SEM microstructural analysis. For each group, ten bars were tested using a three-point flexural test on a universal testing machine, while the other two were embedded in acrylic resin before being observed by SEM for structural analysis. During the two-body wear test with a chewing simulator, 8 specimens (12 groups, n=8) of each resin composite group were manufactured in a specific mold and subjected to 120,000 cycles of wear against a steatite ball, and the depth loss was measured. Three one-way ANOVA tests followed by Tukey's post hoc tests were conducted to compare the flexural and wear properties among the different groups. The majority of highly filled composites tested in this study exhibited similar flexural strengths (between 105.68 MPa and 135.49 MPa) and superior wear resistance to those of viscous composites. The flexural moduli (between 5.12 GPa and 9.62 GPa) of these composites were in between those of the viscous and low-filled composites tested in this study. The highly filled flowable composites tested in this study exhibited different in vitro properties but were often superior to those of viscous resin composite suggesting their possible use for posterior restorations.

Comparison of mechanical properties of 3D printer resins for occlusal splints using different models of 3D printers.

Considering the development of new 3D printing technologies that use different printing techniques, further studies must be conducted to evaluate the impact of different printing systems on the mechanical properties of 3D-printed materials. This study aimed to evaluate the mechanical properties of 3D-printed materials for occlusal devices using different 3D printers and printing layer thicknesses. Ninety rectangular samples were manufactured and divided into nine groups according to the 3D printer model they were printed on (AnyCubic Mono X, Elegoo Mars 2, or FlashForge Hunter) and the layer thickness (20, 50, or 100 µm) and were subjected to superficial microhardness, flexural resistance, and elasticity modulus tests. The results were analyzed using two-way analysis of variance and Tukey's statistical tests, with a significance level of 5%. The type of 3D printer significantly affected superficial microhardness (p = 0.007). Flexural strength showed a significant interaction between the 3D printer and layer thickness (p = 0.005), with both factors independently influencing flexural strength (printer: p< 0.001, layer thickness: p< 0.001). Elasticity modulus was significantly influenced by the 3D printer type (p< 0.001) and the interaction between both factors (p = 0.004). The AnyCubic Mono X 3D printer with a 20 µm layer thickness exhibited more consistent mechanical properties than the other printers. Variations in printing systems and layer thicknesses can impact the mechanical properties of 3D-printed materials. Key words:CAD-CAM. Bruxism. Temporomandibular disorders. Mechanical tests; 3-D printing.Care Team.

Statistical analysis of low-density and high-density polyethylene modified asphalt mixes using the response surface method

The common use of plastics in daily life has engendered gigantic amounts of waste plastics, which have a detrimental influence on the environment. Researchers have proposed several strategies for the recycling of waste plastics and their products. Among these, one strategy is to use them in the construction industry, particularly in asphaltic pavements. This study thus focused on the utilization of waste plastics, specifically Low-Density Polyethylene (LDPE) and High-Density Polyethylene (HDPE), as an additive in Asphalt Concrete (AC) mixes. Indirect Tensile Strength (ITS), Flow Time (FT), and Dynamic Modulus (DM) tests were used to investigate the moisture damage, permanent deformation, fatigue performance, and DM of the LDPE and HDPE modified AC mixes. According to the laboratory test results, the LDPE and HDPE modified AC mixes offer more resistance to moisture damage compared to the Control AC mixes. It was also concluded that asphalt mixes modified with the LDPE and HDPE attained 2.07 times and 1.26 times superior resistance to permanent deformation than the Control mixes. Furthermore, the LDPE and HDPE modified AC mixes outperformed the DM values of the Control mixes by 2.06 times and 1.41 times, respectively. In addition, it was determined that the LDPE and HDPE modified AC mixes exhibit 1.72 times and 1.39 times greater fatigue parameter values than their counterpart, suggesting superior fatigue resistance performance. The statistical models developed using Response Surface Methodology (RSM) revealed the highest values of the Coefficient of Determination (>0.80), adequate precision (>4.0), and lack-of-fit tests, indicating the model’s adequacy for predicting the response.

Mechanical and piezoresistive performance of polymethyl methacrylate modified with carbon nanotubes for sensitive road surface

Piezoresistive materials, known for their mechanical adaptability and sensing capacity, hold the potential to be used as the materials for the sensitive surface layer in the digital twin of road systems. This study aims to investigate the mechanical and piezoresistive performance of a novel pavement material, a composite that comprises Polymethyl methacrylate (PMMA) as the matrix and carbon nanotubes (CNTs) as the conductive filler. Firstly, the composition and preparation process of CNTs-modified PMMA (CMP) were optimized via investigation on curing time, dispersion methods, and initiator content. Subsequently, the piezoresistive responses of CMP were analyzed within a loading range of 0 to 10 MPa by conducting linear increase compressive stress tests. Additionally, dynamic modulus tests and dynamic creep tests were employed to assess the mechanical and piezoresistive responses of CMP under equivalent vehicle loads. Results show that optimal properties are achieved when using ultrasonic methods to disperse CNTs, with a curing period of 72 h and an initiator content of 1.6 wt%. PMMA exhibits a lower modulus, reduced elasticity recovery and temperature sensitivity after modification with CNTs. And varying the CNTs content from 0.8 wt% to 1.2 wt% does not significantly affect the viscoelastic properties of CMP. The piezoresistive response of CMP under equivalent vehicle loads occurs in the first stage of the fractional change in resistance curve and is exclusively correlated with the tunneling resistance of adjacent CNTs. In this stage, CMP demonstrates higher sensitivity to heavy loads at lower CNTs content. The developed piezoresistive model based on tunneling resistance aligns with the experimental results. This study provides a basis for the performance study of CMP as a piezoresistive material in pavements, contributing to the design and development of sensitive surface layers in road systems.

The investigation of the properties of filaments fabricated from carbon biomass and LLDPE

This study aims to develop composites using electrically conductive carbon and polymer polyethylene (LLDPE) to enhance electrical conductivity. Investigations have been conducted on the fabrication of electrically conductive composites and the modulus of elasticity through heat compaction using mixtures of carbon-LLDPE powders. Heat compaction is performed at temperatures ranging from 120°C to 150°C, with varying composition ratios of carbon-LLDPE, including 50:50, 60:40, and 70:30 % wt. Higher proportions of carbon and compaction temperatures are correlated with increased electrical conductivity. For instance, the C7-3LLDPE composite, compacted at 150°C, demonstrates the highest electrical current flow of 0.0018 A, whereas the C5-5LLDPE composite, compacted at 135°C, exhibits the lowest current flow at 0.0000638 A. Regarding the modulus of elasticity, the composition ratio of C7-3LLDPE, compacted at 120°C, achieves the highest value at 2686.43 [N/mm2 ]. Conversely, the composition ratio of C5-5LLDPE, compacted at 135°C, yields the lowest modulus of elasticity at 1530.94 [N/mm2 ]. Elasticity modulus testing follows the ASTM D638 standard, with a speed of 2 mm/min. It is observed that increasing the compaction temperature results in a decreased modulus of elasticity across all composition ratios. Furthermore, a higher carbon content within the composite corresponds to a higher modulus of elasticity, regardless of the compaction temperature.

Mechanistic Fatigue Performance Evaluation of Stone Mastic Asphalt Mixtures: Effect of Asphalt Performance Grade and Elastic Recovery.

This study evaluates the crack performance of stone mastic asphalt (SMA) mixtures according to the performance of a modified asphalt binder, evaluated based on the asphalt performance grade (PG) and the elastic recovery of multiple stress creep and recovery (MSCR) according to AASHTO M 320 and T 350. The cracking performance of the mixture was evaluated using the asphalt mixture performance tester (AMPT) according to AASHTO T 378 and T 400 through dynamic modulus and direct tension cyclic fatigue tests. Furthermore, the recently developed viscoelastic continuum damage (VECD) theory was utilized to evaluate the cyclic fatigue index parameter (apparent damage capacity, Sapp) and the permissible heavy vehicle class. For performance evaluation, six modified asphalt mixtures were prepared and tested using SMA aggregate gradation with a nominal maximum aggregate size (NMAS) of 10 mm. The MSCR test results revealed that, of the six asphalt mixtures, the rubber-based PG76-28 exhibited the least initial strain and the highest elastic recovery. The dynamic modulus test results demonstrated that using a rubber-based modifier increased the elastic modulus at high temperatures and decreased it at low temperatures, thereby enhancing resistance to plastic deformation in the summer and reducing low-temperature cracking in the winter. Finally, the correlation between the Sapp performance index and the elastic recovery of modified asphalt and the number of direct tension cyclic loads until failure of the mixture was evaluated as 0.87 and 0.76, respectively.

Mechanical performance of an asphalt stabilized base with natural asphalt, hydrated lime and Portland cement

This study aimed to evaluate the mechanical performance of an asphalt stabilized base with natural asphalt mix (ASB-NA) with added contents of 1.0 %, 2.0 %, and 3.0 % of Hydrated Lime (HL) and Portland Cement (PC). Tests were employed under dry and wet conditions to analyze the response to monotonic loading in compression and indirect traction and evaluate the susceptibility to water. Additional tests were conducted to analyze the resistance to cyclic dynamic loading, employing resilient modulus, permanent deformation, and fatigue resistance testing. The results reported that adding HL and PC in ASB-NA significantly increased the mechanical performance under monotonic and dynamic loading. These increases were evidenced by higher compressive strength, indirect tensile strength, resilient modulus, fatigue resistance and permanent deformation. Regarding water susceptibility (durability), higher resistance values to moisture damage were presented for the samples with 2 % HL and PC contents. This paper presents new materials for pavement asphalt base courses, which would reduce asphalt consumption, save energy, cut costs, and protect the environment.

Establishment and evaluation of dynamic viscoelasticity constitutive model for asphalt mixtures based on PCA model: Utilizing coal-based synthetic natural gas slag and phosphogypsum whisker as substitute fillers

To promote the secondary utilization of solid waste in asphalt pavement and reduce resource waste and environmental damage, the fine solid waste powder from the secondary treatment of solid waste was used as a substitute filler to prepare asphalt mixtures. To more precisely characterize the effects of filler type and substitution ratio on the dynamic viscoelastic mechanical characteristics of asphalt mixtures, the dynamic modulus test was conducted on asphalt mixtures, while the dynamic modulus master curve of asphalt mixtures was established based on the time-temperature equivalent principle and the Sigmoidal function. The improved generalized Sigmoidal (IGS) model, five-parameter fractional Zener (FFZ) model, six-parameter fractional Zener (SFZ) model and ten-parameter fractional Zener (TFZ) model were used to construct the shrinkage frequency curves of different asphalt mixtures under different constitutive relationships, whereas the applicability of the constitutive models was further evaluated by the principal component analysis (PCA) model. The research results showed that the dynamic modulus and phase angle of the mixture exhibited a similar change rule with the variation of temperature and frequency, and the use of solid waste-based fillers could effectively reduce the effect of frequency variation on the viscoelasticity of the mixture. The dynamic modulus master curve constructed by Sigmoidal function could accurately describe the functional relationship between the dynamic modulus with loading frequency and temperature, and the variation trend of dynamic modulus in a wider frequency range was flattened with the increase in frequency, and this change rule was not affected by the substitution ratio of the filler, while the use of solid waste-based filler could reduce the dependence of the mixture on the temperature. Compared to several fractional constitutive models, the IGS model exhibited a higher fitting accuracy for the dynamic viscoelasticity of several mixtures, and with the use of solid waste-based fillers, the deviation of fitting curves gradually decreased. A comparative study showed that the fractional constitutive model was difficult to accurately describe the dynamic viscoelasticity of the mixture, and the IGS model was preferred to be recommended as a calculation model to investigate the constitutive relationship on the dynamic viscoelasticity of the mixture.

Study on Dynamic Modulus Prediction Model of In-Service Asphalt Pavement

The dynamic modulus of in-service asphalt pavements serves as a critical parameter for the computation of residual life and the design of overlays. However, its acquisition is currently limited to laboratory dynamic modulus testing using a limited number of core samples, necessitating a reassessment of its representativeness. To facilitate the prediction of dynamic modulus design parameters through Falling Weight Deflectometer (FWD) back-calculated modulus data, an integrated approach encompassing FWD testing, modulus back-calculation, core sample dynamic modulus testing, and asphalt DSR testing was employed to concurrently acquire dynamic modulus at identical locations under varying temperatures and frequencies. Dynamic modulus prediction models for in-service asphalt pavements were developed utilizing fundamental model deduction and gene expression programming (GEP) techniques. The findings indicate that GEP exhibits superior efficacy in the development of dynamic modulus prediction models. The dynamic modulus prediction model developed can enhance both the precision and representativeness of asphalt pavement’s dynamic modulus design parameters, as well as refine the accuracy of residual life estimations for in-service asphalt pavements. Concurrently, the modulus derived from FWD back-calculation can be transmuted into the dynamic modulus adhering to a uniform standard criterion, facilitating the identification of problematic segments within the asphalt structural layer. This is of paramount importance for the maintenance or reconstruction of in-service asphalt pavements.