Service Life Of Pavement Research Articles

Study on Rheological and Mechanical Properties of Rock-Compound-Additive-Modified Asphalt and Its Mixture.

Rutting is one of the most widespread and severe diseases in the service life of asphalt pavement. Enhancing the high-temperature rheological properties of pavement materials is one of the valid measures that can be used to solve rutting disease. In this research, the laboratory tests were carried out to compare the rheological properties of the different asphalts (including neat asphalt (NA), styrene-butadiene-styrene asphalt (SA), polyethylene asphalt (EA), and rock-compound-additive-modified asphalt (RCA)). Then, the mechanical behaviors of different asphalt mixtures were investigated. The results show that the rheological properties of modified asphalt with a 15% rock compound additive performed better compared with the other forms of modified asphalt. The dynamic shear modulus of 15% RCA is significantly higher than the other three asphalt binders, which is 8.2 times, 8.6 times, and 14.3 times that of the NA, SA, and EA at a temperature of 40 °C, respectively. After adding the rock compound additive, the compressive strength, splitting strength, and fatigue life of the asphalt mixtures were significantly enhanced. The results of this research have practical significance for new materials and structures to improve asphalt pavement resistance to rutting.

Novel Weigh-in-Motion Pavement Sensor Based on Self-Sensing Nanocomposites for Vehicle Load Identification: Development, Performance Testing, and Validation.

The development of the transportation industry has led to an increasing number of overloaded vehicles, which reduces the service life of asphalt pavements. Currently, the traditional vehicle weighing method not only involves heavy equipment but also has a low weighing efficiency. To deal with the defects in the existing vehicle weighing system, this paper developed a road-embedded piezoresistive sensor based on self-sensing nanocomposites. The sensor developed in this paper adopts an integrated casting and encapsulation technology, in which an epoxy resin/MWCNT nanocomposite is used for the functional phase, and an epoxy resin/anhydride curing system is used for the high-temperature resistant encapsulation phase. The compressive stress-resistance response characteristics of the sensor were investigated by calibration experiments with an indoor universal testing machine. In addition, the sensors were embedded in the compacted asphalt concrete to validate the applicability to the harsh environment and back-calculate the dynamic vehicle loads on the rutting slab. The results show that the response relationship between the sensor resistance signal and the load is in accordance with the GaussAmp formula. The developed sensor not only survives effectively in asphalt concrete but also enables dynamic weighing of the vehicle loads. Consequently, this study provides a new pathway to develop high-performance weigh-in-motion pavement sensors.

Improving Field Moisture Monitoring of Recycled and Virgin Aggregates

The structural capacity of pavement foundation is altered by moisture conditions. Reliable moisture monitoring of geomaterials throughout pavement service life is critical for asset management by transportation agencies. Improved moisture sensing enables transportation officials and practitioners to better understand performance of complex recycled materials under frequent extreme rain events. Although moisture sensing for geomaterials has improved significantly, there are still challenges when using sensors in recycled materials that may contain unhydrated cement, aged asphalt, or both. Challenges include the development of calibration functions that account for the presence of recycled materials and robust installation procedures, as technology was developed mostly for agricultural practices. In this study, a series of experiments were conducted to suggest improvements for installation techniques and data interpretation of soil moisture and water potential sensors. Suggested installation guidelines minimize wash-out and erosion potential at the soil–sensor interface. Experimental results indicate a strong bilinear relation between dielectric of recycled materials and water content, with a region of relatively small change governed by dielectric permittivity of air and a region of rapid change controlled by dielectric permittivity of water. Moreover, it was found that dielectric permittivity is not significantly affected by aggregate internal structure as dielectric for a specific moisture content for different compaction degrees is relatively similar. Furthermore, soil water characteristic curves obtained using the water potential sensor and improved installation technique compare reasonably well with laboratory results obtained with traditional equipment. Reliability of both moisture and water potential sensors was improved with the suggested guidelines.

Preparation of terminal blend/ grafting activated crumb rubber composite modified asphalt based on response surface methodology

Recycling waste tires, crushing them into crumb rubber (CR) and adding them to asphalt can effectively improve the performance and prolong the service life of asphalt pavement. However, the crumb rubber modified asphalt (CRMA) prepared by aforementioned process is prone to segregation during storage and transportation. The terminal blend rubber asphalt (TB) prepared with fine rubber powder by high-speed shearing at high temperature for long time, which effectively improves the storage stability and working performance of crumb rubber modified asphalt, but reduces the high-temperature performance. In this study, grafting activated crumb rubber (GACR) was incorporated into TB to improve its high temperature performance without impairing storage stability. Using shearing temperature, shearing time and grafting activated crumb rubber content as influencing factors, the response surface method (RSM) was carried out to optimize the preparation process. The results indicated that 180°C was a critical temperature, and the swelling of crumb rubber dominated with the temperature below it, but the desulfurization prevailed with the temperature above it. The extension of time favored the swelling of crumb rubber at low temperature but promoted desulfurization at high temperature. With the increase of crumb rubber content, the high temperature performance of modified asphalt improved whereas the storage stability deteriorated. According to the determination of response values and the prediction of optimal values, the suitable preparation conditions and parameters were recommended as shearing temperature of 190°C, shearing time of 90 min, and GACR content of 15%. The composite modified asphalt prepared through the optimized process showed good high temperature stability and storage stability.

Predicting the Friction Coefficient of High-Friction Surface Treatment Application Aggregates Using the Aggregates’ Characteristics

Providing sufficient pavement surface friction (i.e., skid resistance) between vehicle tires and pavement surface throughout the pavement service life is considered to be one of the main objectives of highway design. Moreover, vehicle safety, the amount of consumed fuel, and the wearing rate of vehicle tires generally are influenced by pavement surface friction. In this study, a comprehensive experimental testing program was conducted on different aggregate sources, including calcined bauxite and five alternative local sources, to assess their friction characteristics. The testing program included a British pendulum tester (BPT) and a dynamic friction tester (DFT), which were used to evaluate the friction characteristics of the proposed aggregates, along with basic and durability properties tests. The aggregate imaging measurement system (AIMS) technique was applied to evaluate the aggregate characteristics due to Micro-Deval degradation. This study provides two empirical models for the friction characteristics of high-friction surface treatment (HFST)-application aggregates based on the experimental results. The first model correlates the friction coefficient at 20 km/h (DFC20) with the British pendulum number (BPN). The second model expresses DFC20 as a function of polishing resistance of aggregates, which is represented by the initial and terminal aggregate texture and angularity values measured using the AIMS device with an overall coefficient of determination (R2) of 0.949. The aggregate characteristics (i.e., particle angularity and surface texture) align well with the microtexture characteristics of the investigated sources.

Research on pore-clogging behavior and mechanism in pervious concrete prepared with recycled aggregate

The application of construction waste as recycled aggregate (RA) to prepare pervious concrete (PC) for urban pavements is an important means for comprehensively alleviating ecological and environmental problems such as urban flooding and excessive construction waste. This paper focuses on the long-term decrease of permeability performance of recycled aggregate pervious concrete (RAPC) and the change in pore characteristics under clogging conditions to reveal the clogging mechanism of RAPC. The suitability of different methods for cleaning clogged materials were also evaluated. The results showed that the incorporation of RA reduced the effective porosity of the PC and thereby reduced its water permeability at 50% additional water. In addition, the greater the proportion of RA, the worse the permeability of RAPC and the more obvious the reduction of permeability during long-term clogging. Simultaneously, increasing the target porosity has the opposite effect because it increases the pore volume and pore connectivity. However, both factors are detrimental to the mechanical properties of RAPC. Furthermore, the clogged area of RAPC is divided into three main zones. The pores in region I have a funnel shape with additional concentrated clogging material and severe clogging, and the pore rate, pore number, and pore maximum Ferret diameter are all significantly reduced compared to the unclogged RAPC. Fewer clogging materials can reach region II, and thus there is significantly less clogging than in region I. The clogging material is unable to reach region III; thus there is almost no clogging, and the pore characteristics are unchanged from those in the original material. In addition, high-pressure flushing has a better cleaning effect for removing dusty soil from clogged pores, while vacuum suction has a better cleaning effect for removing sandy soil. The reason for this result is that the two cleaning methods have different mechanisms. This study reveals the pore structure evolution and permeability decrease in RAPC during long-term clogging by particles in road runoff and recommends cleaning methods for different clogs to ensure the long-term preservation of the permeability of RAPC and prolong the service life of RAPC pavements.

Prediction of remaining service life of cement concrete pavement in airfield runway

An improved Remaining Service Life (RSL) prediction model of slab based on strain gauge data was presented in this paper. Numerical simulation models were developed to analyse the responses on airfield pavement slabs for more than 10,935 loading scenarios. Then, the bottom transverse strains of the slab, as well as the slab thickness, elastic modulus of the slab, base thickness and elastic modulus of the base, were used to calculate the Cumulative Damage Factor (CDF) of the slab. The slab was divided into different strips to accurately locate the failure zone. The RSL of the slab calculated by the model developed were compared with result of the FAARFIELD software. The results showed that the RSL prediction method proposed in this paper is within 5% of the results of FAARFIELD. Furthermore, the constructed model for predicting the RSL of slabs can capture the failure regions of airfield runways.

Performance characterization of asphalt mixtures under different aging levels: A fracture-based method

This paper proposes a straightforward approach to characterize the fracture properties and fatigue life of asphalt mixtures over the service time. Since the serviceability of flexible pavements varies as they age, assessing the performance of asphalt mixes under aged conditions is essential. To investigate the sensitivity of fracture-related parameters to aging, accelerated laboratory aging, which is conditioning asphalt concrete samples in a force draft oven for different aging times (0, 3, 5, 7, and 9 days), was used. The Semi-Circular Bending (SCB) test at 25 °C was carried out on neat and activated carbon-modified samples to examine the fracture responses of asphalt mixes. First, force–displacement curves at failure were plotted. Then, fracture-related parameters (e.g., peak load, fracture toughness, strain energy, and J-integral) and damage levels corresponding to each fracture criteria were measured versus aging levels. In addition, the fatigue life ratio was determined to measure the influence of aging on the long-term performance of asphalt mixtures. To incorporate the effect of aging on the overall cracking resistance of asphalt mixtures, different fracture-related parameters versus service time were studied. Experimental findings suggest that the area under the fracture property versus service time can provide a reliable index for evaluating the long-term performance of asphalt mixtures. In addition, statistical analysis was performed to assess the impact of aging on fracture-related parameters obtained from the SCB fracture test. The proposed method was able to simultaneously factor in the fracture resistance and the rate of damage development during flexible pavement service life.

Evaluating the impact of overweight trucks on rigid pavement performance using AASHTOWare pavement ME design

ABSTRACT The purpose of this study is to evaluate the impact of overweight vehicles on pavement performance over its design life, with Jointed Plain Concrete Pavements (JPCPs) particularly considered for analysis. The Long-Term Pavement Performance database was used to provide information on pavement construction, age, overall structure, specific traffic inputs, and recorded historical pavement performance. AASHTOWare Pavement ME Design (PMED) was used to analyze data extracted from LTPP based on legislation by the Federal Highway Administration (FHWA) regulating gross vehicle weight (GVW) and single and tandem axle weights of overweight trucks (OWTs) to estimate pavement performance and service life. The overall findings indicated that although increasing overweight by 20% on single or tandem axles could considerably reduce pavement service life by up to 20% in the various scenarios examined in this study, OWT exceeding the GVW limit legally-allowed by FHWA could damage pavement more than OWT exceeding axle weight limits.

Experimental Study on Creep-Recovery Behavior of Polyphosphoric Acid (PPA) Modified Asphalt Binders under Multiple Factors.

The polyphosphoric acid (PPA) modified asphalt binder is a potential choice as one of the pavement materials for its excellent high-temperature performance and low cost. To further analyze the influences of temperature and load on the service life of pavement from the perspective of deformation behavior, six kinds of asphalt binders with different PPA dosages were prepared for Multiple Stress Creep and Recovery (MSCR) tests at five temperature levels. The deformation behavior is investigated by basic deformation parameters, rheological simulation, and energy parameter changes. The results show that the percent recovery (R) drops sharply while non-recoverable creep compliance (Jnr) goes up slightly with the increase in temperature. Three-element model, composed by E1, η1, and η2, can be used to describe the creep behavior. PPA-modified asphalt binder exhibits nonlinear creep behavior, and the logarithmic model can simulate recovery behavior better than the power-law model. Stored energy and dissipated energy can characterize the change of energy in the creep process under different conditions and show a significant correlation to deformation parameters. It is concluded that the elastic component of asphalt binders is increased by PPA, which is beneficial to the improvement of the deformation resistance and recovery capacity of asphalt binders. The recommended dosage of PPA is 1.5%. This investigation is conducive to a better understanding of the deformation behavior of PPA-modified asphalt binders and provides a reference for its engineering applications.

Pemodelan Kondisi Perkerasan Jalan dengan Metode Probabilistik Rantai Markov

Road pavements are an important part of transportation infrastructure and require regular maintenance. This study aimed to model the condition of road pavement by the probabilistic method of Markov chains. The method used in this study is a literature study and data collection from a survey of road pavement conditions in the field. Data analysis was performed using the Markov chain probabilistic method, which can be used to model changes in pavement conditions over time. The results showed that the Markov chain probabilistic method can be used to model changes in pavement conditions with high accuracy. This method can also be used to make predictions of future pavement conditions and determine the right time to perform maintenance and repairs. The study recommends using the Markov chain probabilistic method as a tool to model pavement conditions and make appropriate maintenance and repair decisions. Thus, it is expected to increase the effectiveness of road pavement management and extend the service life of road pavement.

Influence of asphalt mixture workability on the distribution uniformity of asphalt, aggregate particles and asphalt film during mixing process

Due to the homogenization of asphalt mixture, the service life and road performance of asphalt pavements are found to be seriously affected by the segregation of the asphalt mixture. The distribution mechanism of the asphalt on the aggregate as well as its distribution uniformity are also considered as major issues in the construction of asphalt mixtures during the mixing process. Accordingly, the present study aims at investigating the distribution uniformity of asphalt, aggregate particles, and asphalt film during the mixing process of asphalt mixture. Furthermore, the study intends to explore the effect of workability on the mixing uniformity of the mixture. To achieve these goals, a workability evaluation method was presented for the assessment of the asphalt mixture. In addition, using combustion furnace, scanning electron microscope (SEM), standard sieve, etc., the mixing uniformity was analyzed by evaluating the asphalt distribution uniformity (ADU), homogeneity of aggregate (HA), and coating uniformity of asphalt film (CUAF). Also, applying linear correlation, the correlation between workability and ADU, HA, and CUAF was determined. The obtained results corroborated the applicability of the proposed asphalt mixture, workability test equipment and evaluation metrics. The distribution of the asphalt and aggregate in the upper and the lower layers of the mixing pot was also found to be more severe than that of the different directions of the pot. Moreover, the existence of more coarse aggregates in the asphalt mixture was shown to result in a greater degree of aggregate dispersion. The homogeneity of the asphalt film was also observed to be greatly affected by the mixing temperature. Finally, the mixture’s workability was found to have a significant impact on the ADU, HA, and CUAF of the mixture.

Research on self-healing behavior of asphalt modified by polyurea elastomer containing dynamic disulfide/diselenide bond

Adding self-healing materials to asphalt can improve the service life of asphalt pavement. In this research, three kinds of polyurea elastomers (PE) with self-healing properties were prepared: the elastomer containing disulfide bonds (PE-S1) obtained by one-step copolymerization and the elastomers containing disulfide/diselenide bonds (PE-S2/PE-Se) obtained by two-step copolymerization. The three elastomers were used as modifiers to prepare corresponding modified asphalt. Fourier transform infrared spectroscopy (FTIR) and Raman spectroscopy demonstrate the successful preparation of the elastomer containing disulfide/diselenide bond. The results of fluorescence microscope and fracture-healing-tensile test demonstrated that elastomers containing dynamic disulfide/diselenide bonds had self-healing capability. Dynamic chemical bonds and synthesis steps had an impact on the thermal stability of the elastomer, but these were not enough to affect the preparation of elastomer modified asphalt. The results of tensile ductility test showed that all three kinds of elastomer modifiers could improve the self-repairing ability of asphalt binder, and the optimum content was 4%. At the same time, there are differences in the self-healing properties of elastomer modified asphalt with different dynamic chemical bonds and synthesis steps. PE-Se elastomer modified asphalt had the better short-term healing capability. PE-S1 elastomer modified asphalt had greater advantages in long-term healing capability.

Deterioration of Flexible Pavements Induced by Flooding: Case Study Using Stochastic Monte Carlo Simulations in Discrete-Time Markov Chains

Flooding is and has historically been the most frequent natural disaster in the globe. There is strong evidence that the frequency of flooding is increasing. Pavements, however, are currently designed based on historic climatic conditions assuming a stationary climate, which no longer seems to be a good proxy for future conditions. The goal of this study is to characterize the performance of flooded pavement and quantify the impact of flooding on pavement deterioration and service life. To achieve this goal, the study analyzes the floods occurring in Colorado, United States, in 2013, and uses empirical data on pavement conditions to (1) quantify whether flooding impacts pavement deterioration, (2) define a conceptual model to characterize the deterioration of flooded pavements, and (3) quantify the loss of service life derived from flooding. To address these inquiries, the study used statistical analysis, stochastic Markov deterioration modeling, and Monte Carlo simulations. The study found that flooding accelerates pavement deterioration. Specifically, flooding induces a sudden drop in condition, followed by an accelerated long-term (i.e., multiyear) deterioration that reduces the pavement service life. The better the condition before flooding, the higher the loss of pavement service life. This new understanding of the impact of flooding on pavement conditions will help transportation agencies in the design of resilience programs and postflood strategies. Further research is recommended to analyze other flood events using similar methodologies to understand the influence of factors such as flood characteristics, location, and climate conditions in this phenomenon.

Evaluation of pavement service life using AASHTO 1972 and mechanistic-empirical pavement design guides

• Predicted service life (SL) using AASHTO 1972 is generally lower than M-E method. • Variation of service life is lower in M-E method than AASHTO 1972 design method. • Predicted service life using M-E method affected by location (rural vs. urban). • Predicted SL using AASHTO 1972 is affected by SN values (design and required SN). Service life is often used by state transportation agencies to evaluate alternative flexible pavement designs. The design that keeps the pavement in acceptable condition longest before it needs another maintenance treatment is the preferred design. For a given rehabilitation design, this study evaluates the pavement service life using AASHTO 1972 pavement design guide and mechanistic-empirical (M-E) pavement design guide. The service life here is referred as the duration from last completed rehabilitation to the next maintenance treatment. The goal is not to determine which method is better, but rather, it is to understand how their estimated service lives differ and what factors contribute to their differences. To perform the evaluation, rehabilitation designs developed by the SCDOT for a research project are used. These designs take into account existing pavement distresses obtained through field investigation of 28 actual rehabilitation projects on primary routes. Service life is determined using MAP-21 criteria for good and fair pavements. Analysis results indicated that (1) the predicted service life using the M-E method has lower variation than the AASHTO 1972 method and is affected by the location (rural vs. urban) of the routes, (2) the predicted service life using the AASHTO 1972 method is generally lower than that of the M-E method and is affected by the difference between the design structural number (SN) and required SN, (3) the M-E service life for good pavement is generally longer for routes that include CMRB design and the percentage of trucks lower than 10%, and (4) the AASHTO 1972 service life is higher if the existing SN is already exceeding the required SN from the previous maintenance.

Laboratory investigation of graphene modified asphalt efficacy to pavement performance

The pavement industry is in constant search of new asphalt binder modifiers. Modifying the asphalt binder allows for a wider temperature range, which provides better performance and longer pavement service life. This study aims to evaluate the efficacies of graphene-modified asphalt on pavement performance through the laboratory test on asphalt binder and asphalt mixtures prepared with unmodified and graphene-modified binders. Four different graphene types (varied in particle size and purity), two types of asphalt binder (neat and SBS-modified) and two types of asphalt mixture (surface and base) were used in this study. Three binder types were chosen to perform the asphalt mixture performance tests IDEAL CT and Flow Number. Based on the results of this work, it was concluded that graphene could effectively increase the rutting resistance of asphalt mixture; however, the cracking resistance is strongly correlated to the quality of the graphene (particle size and purity).

Experimental Investigation on Physical Properties of Concrete Containing Polypropylene Fiber and Water-Borne Epoxy for Pavement

Cement concrete pavement accounts for a large proportion of the road network due to its excellent mechanical strength and durability. However, numerous microcracks are generated due to the high brittleness of concrete, which poses a threat to the service life of concrete pavement. Currently, simultaneous addition of fibers and polymers is a feasible approach to resolving the issues associated with the brittleness of concrete. This study explores the properties of concrete mixtures containing different levels of polypropylene fibers and water-borne epoxy. Additionally, fly ash is also introduced to concrete mixtures. The tests performed include slump, compressive strength, flexural strength, shrinkage, depth of water penetration, and abrasion. The results indicate that water-borne epoxy, at all levels, contributed to improving the weak interfacial bonding between polypropylene fibers and concrete. In addition, the combined incorporation of polypropylene fibers and water-borne epoxy could improve the mechanical and durability properties of concrete, with the combined utilization of 0.1% polypropylene fibers and 10% water-borne epoxy exhibiting the best performance. Moreover, with the incorporation of 10% fly ash into concrete, the mechanical strength and abrasion resistance experienced a slight reduction, while the workability, drying shrinkage resistance, and impermeability were improved. The current findings indicate that the combined utilization of polypropylene fibers and water-borne epoxy at appropriate levels is beneficial for application in pavement; however, in spite of superior drying shrinkage resistance and impermeability, the incorporation of fly ash into concrete pavement should be properly treated according to the actual engineering conditions.

Investigation into Viscoelastic Properties of Fiber-Reinforced Asphalt Composite Concrete Based on the Burgers Model

Asphalt composite concrete pavement is one of the common pavement forms in China. However, due to the influence of design, materials, construction quality, and other aspects, asphalt composite concrete pavement develops various degrees of cracks after being put into use, which affects the service performance and life of asphalt pavement. The Burgers model is used to examine the effects of fiber-volume-fraction and length–diameter-ratio on the viscoelastic mechanical behavior model parameters and viscoelastic properties of asphalt composite concrete through the bend test for creep of polyester fiber asphalt composite concrete beam. The findings indicate that the fiber’s ability to control asphalt composite concrete bending creep deformation increases initially and subsequently diminishes as fiber-volume-fraction and length–diameter-ratio increase. Fiber-volume-fraction and length–diameter-ratio effects can be fully reflected by fiber amount characteristics. A viscoelastic mechanical behavior model of fiber-reinforced asphalt composite concrete is developed on this foundation while taking into account the influence of fiber amount characteristic factors. Theoretical study and practical research indicate that the ideal fiber volume ratio of polyester fiber asphalt composite concrete is 0.35 percent, the ideal length-to-diameter ratio is 324, and the ideal fiber amount characteristic parameter is 1.13. The test results can provide a certain reference value for the improvement of the long-term durability of fiber asphalt composite concrete pavement of road engineering.

Effect of nanomaterials on the durability of hot mix asphalt

Traffic volume and loads have increased significantly in recent years, coupled with the high summer temperature and the low temperature in winter, premature failure in asphalt concrete pavement becomes the main challenge for pavement construction companies and engineers. The use of modifiers in asphalt concrete mixes become of considerable interest in the improvement of pavement performance and service life. With the advent and evolvement in nanotechnology, many researchers focused on how these materials could serve in rising the serviceability of pavement in terms of reducing rutting, fatigue cracking as well as moisture induced damage. In this study, nanomaterials, including nano silica (NS), nano carbonate calcium (NCC), nano clay (NC), and nano platelet hydroxyapatite (NP), were used to examine the prospect of enhancing the durability and resilience of asphalt mixtures. Specifically, this study aimed to evaluate the effect of adding nanomaterials as a modifier to the bitumen on the Marshall properties, resilient modulus as well as the durability of the asphalt concrete mixture, which was assessed for moisture susceptibility using indirect tensile strength (ITS) and permanent deformation using the uniaxial repeated load test. The investigated nanomaterial dosages were as follows; NS (1, 3 and 5%), NCC (2, 4 and 6%), NC (3, 5 and 7%), and NP (2, 4 and 6%), by weight of asphalt cement. The results were compared with the control mix (CM), i.e., an unmodified mix. The results revealed that nanomaterials significantly improved the properties of asphalt concrete. Also, this work provides a basis for producing more durable mixtures with higher resistance to distress.

Study on the evolution of airport asphalt pavement integrated distress based on association rule mining

In order to better investigate the relationship between airfield asphalt pavement distress, 500 units of asphalt runway data were obtained from a scientific pavement zoning method for five airports, based on an extensive collection and survey of asphalt pavement distress types and damage levels. An improved Apriori algorithm was used to explore the evolution mechanism between typical distress, to establish a pavement evolution model and to characterize the distress deterioration probability by defining the deterioration degree. The data mining results show that there are three stages of asphalt pavement distress evolution, and that each distress can evolve from the previous distress. The key to extending the service life of asphalt pavement lies in delaying and stopping the process of distress evolution and accurately judging the key points of distress evolution from the perspective of pavement maintenance plans for the whole life cycle of pavement, which provides a scientific basis for further management of a preventive maintenance evaluation index system for asphalt pavements.