Semi-rigid Base Asphalt Pavement Research Articles

Macroscopic properties and microscopic characterisation of an optimally designed anti-cracking stone base course filled with cement stabilised macadam

Stone base course filled with cement stabilised macadam (SFC) is a promising solution for addressing reflection cracks in semi-rigid base asphalt pavement due to its satisfactory crack resistance. However, its limited strength and construction challenges have impeded its widespread application. To overcome these challenges, an optimised mix proportion design method of SFC was proposed. Natural crushed limestones with specific particle sizes were selected to serve as skeletal coarse aggregates; fine aggregates and their proportions were step-by-step determined using aggregate and unconfined compressive strength tests. The multi-scale analysis integrating the performance tests and the microscopic detections was performed to evaluate the effectiveness of the proposed SFC, and compared with common cement stabilised macadam (CSM). The results indicate that the material exhibits satisfactory mechanical strength through a tightly interlocked skeleton structure and excellent crack resistance by dissipating strain energy and retarding cracking of SFC through the weak interface transition zone (ITZ).

An efficient analysis method for system reliability of semi-rigid base asphalt pavement structure based on direct probability integral method

The structural design parameters of asphalt pavement inherently possess randomness. Reliability theory aids in considering the stochastic nature of these parameters in asphalt pavement design. However, as the number of considered random factors increases, the complexity of reliability calculation models and the consumption of computational resources also significantly escalate. To analyze the structural reliability of semi-rigid base asphalt pavements more efficiently and accurately, a method combining Weighted Kernel Density Estimation (Weighted-KDE) with Direct Probability Integration Method (DPIM) using sampling strategies was employed. Furthermore, integrating the equivalent extreme value principle, an asphalt pavement structural system reliability analysis method was proposed, considering multiple failure mode correlations. The numerical solution steps of this method are also outlined. Based on the typical semi-rigid asphalt pavement structure in China, this study utilized the elastic layer system method (the program Apbi) and a computational program developed in MATLAB to compare the efficiency and accuracy of calculating reliability between DPIM and the Monte Carlo Simulations (MCS). The computational outcomes indicate that, under the premise of selecting 18 random parameters, DPIM can achieve the required accuracy in assessing the reliability of asphalt pavement structure and system reliability. Analyzing how the number of samples affects the computational results reveals that using weighted-KDE and DPIM only needs a few hundred sample points to limit the relative error within 4 %, compared to the results obtained from 105 samples in MCS. The research findings demonstrate that DPIM incorporating the principle of equivalent extreme value events can serve as an efficient analytical approach for assessing the system reliability of asphalt pavement structures characterized by more complex failure modes.

Microscale characterization of an anti-cracking stone base course filled with cement stabilized macadam

Large stone base course filled with cement stabilized macadam (LSFC) is a promising solution for addressing reflection cracks in semi-rigid base asphalt pavements due to its superior crack resistance. However, challenges associated with balancing strength and crack resistance, and mechanizing high-efficiency construction have hindered broader adoption. To address these issues, Wang et al. [1] proposed an optimized mix proportion design for an anti-cracking stone base course filled with cement stabilized macadam (SFC). In this study, various microscopic techniques were employed to explore the anti-cracking mechanism of SFC on a microscopic scale, and compared with the conventional cement stabilized macadam (CSM). These techniques included examining the structural morphology and pore distribution using polarizing microscope (PM) and nuclear magnetic resonance (NMR), analysing the elemental composition and hydration reaction in non-aggregate zones using energy dispersive spectroscopy (EDS), and testing the mechanical properties using atomic force microscope (AFM). The findings revealed, compared with CSM, SFC exhibits a more tightly interlocked coarse aggregate skeleton, which, in turns, resulting in weak interfacial transition zones (ITZs) with a high concentration of pores and defects, weak bonding, and a loose structure, potentially exceeding 20 µm in thickness. The tightly interlocked coarse aggregate skeleton in SFC effectively limits material shrinkage but also leads to localized high stress and weak interfacial damage within the vulnerable ITZ region, converting shrinkage strain energy into microcrack surface energy, thereby delaying the onset of cracking and ultimately enhancing the cracking resistance of the base.

Assessing bio-oil cutback asphalt for prime coat on semi-rigid base asphalt pavement: Lab experiment & indoor test section application

To analyze the potential utilization of bio-oil cutback asphalt (BCA) as an innovative permeable material, this study comprehensively evaluated the road performance of BCA. Infrared spectroscopy and fluorescence microscopy were employed to characterize the components' interaction mechanisms and storage stability within the BCA. The research also involved assessments of interlayer strength, unconfined compressive strength, and dynamic water scouring trials of the base layer. Subsequently, a comprehensive assessment of the road performance of BCA was carried out in conjunction with its application on the indoor test section. The microscopic test results revealed that bio-oil and the penetrant primarily enhanced the asphalt's flow and penetration properties through physical blending. Even after 28 days of storage, no phase separation occurred among the constituents in the BCA. Compared to conventional prime coat materials, the specimens treated with BCA demonstrated notably higher interlayer pull-off and shear strengths at the optimal sprinkling volume. Furthermore, applying BCA to the cement-treated base improved its early strength and erosion resistance. As a result, BCA plays a crucial role in enhancing the structural integrity of asphalt pavements with semi-rigid base layers.

Mechanical Analysis of Semi-Rigid Base Asphalt Pavement under the Influence of Groundwater with the Spectral Element Method

Over prolonged exposure to groundwater conditions, semi-rigid base asphalt pavements can undergo significant changes in their internal moisture field, resulting in substantial variations in the pavement’s stiffness and, consequently, affecting the overall load-bearing capacity and stability of the road structure. This paper employs FWD non-destructive testing equipment to assess its mechanical performance and conduct data analysis and conducts a mechanical response study of asphalt road surfaces, considering the influence of roadbed moisture levels. Using the dynamic analytical theory, the fundamental equations and stiffness matrices for a linear elastic half-space model were established, leading to the development of a computational model for the mechanical response of semi-rigid base asphalt pavements under FWD dynamic loading, with an examination of the surface deflection in relation to changes in groundwater levels. Numerical examples and engineering applications were employed to validate the proposed model. The research findings indicate: With the passage of time, surface deflection values initially increase and then decrease, exhibiting a sinusoidal variation pattern similar to that of the applied load. As the distance from the loading center increases, the moment of peak deflection continually lags behind. The average absolute relative error between the results obtained using the method proposed in this study and the traditional ABAQUS finite element method was only 0.70%. The correlation coefficient between the theoretically computed deflection curve and the measured deflection curve using the spectral element method was greater than 0.9, with an average absolute relative error of 4.92% between the theoretical peak deflection and the measured peak deflection. As the groundwater level rises, surface deflection noticeably increases, with an approximately 40% increase in deflection values at the loading center. These research findings can be utilized to analyze the dynamic deflection of semi-rigid base asphalt pavements under various groundwater conditions, providing significant practical value for assessing road structural performance and serviceability.

Structural optimization design of semi-rigid base asphalt pavement using modulus matching criterion and multi-indicator range analysis

Damage to semi-rigid base asphalt pavement is related to improper matching of the pavement structure moduli. This study mainly focused on the modulus matching of structural layers and the development of a pavement structure optimization method. First, the modulus loss of existing pavement structures was analysed, and a three-dimensional finite element model was established based on the existing pavement. Second, the influence of the modulus of each structural layer on the mechanical response indicators and fatigue life was analysed. Based on the results, a pavement structure design method using the smoothness of the stress-strain curve as the modulus matching criterion of the structural layers was proposed. And it was found that a strain convex point was present and that the stress mutation between the structural layers was significant when the modulus matching of the pavement structure was reasonable. Further, the evaluation indicators were divided into two groups, namely, mechanical indicators and fatigue life indicators. And it was proposed an optimized pavement structure design method based on modulus matching and multi-indicator range analysis. Finally, the optimal modulus combination of pavement structure was determined by this method. The research systematically studied the influence of the modulus of each structural layer on the mechanical response and fatigue life of the pavement, and proposed the concept and specific executive criteria of modulus matching for the first time. Meanwhile, it also provided an effective optimization method for pavement structure design.

Experimental study on the interface bonding characteristic of polyurethane and pavement materials

As a new grouting material, polyurethane has been used in the repair engineering of longitudinal joint distress of semi-rigid base asphalt pavement. It is necessary to study the bonding characteristics of the interface between polyurethane and road materials. In this paper, the interface characteristics of composite materials were considered from the two materials about pavement material and base material. Shear test and split tensile test were carried out on the specimens with different interface roughness and polyurethane density. Based on the test data, the strength models of shear strength and splitting tensile strength with roughness and density were established. The micro-characteristics of the composite interface were analyzed. Polyurethane formed a dense film at the interface, and the film thickness increases with the increase of density. The failure mode of the specimen was affected by the polyurethane film. In addition, the influence of normal stress is considered in the shear test, and the friction angle of the interface was analyzed. The stress-strain curve characteristics of shear test and split tensile test of two kinds of composite materials were summarized. The failure modes were generally three types: failure along the boundary of polyurethane material, failure along the boundary of base material, and joint failure of polyurethane material and base material along the interface. The research results provide a basis for better understanding the influencing factors and failure modes of the bonding characteristic between asphalt mixture, cement stabilized macadam and polyurethane materials.

Load response and fatigue life of cement-stabilized macadam base structure considering dynamic and static load differences and tension-compression modulus differences

The conventional semi-rigid base asphalt pavement (SRBAP) construction is designed with the classical theory of linear elastic mechanics. There is a significant discrepancy between the calculation results of the pavement structure load response and the measured results, which leads to inaccurate structural resistance and load response calculations. For this reason, this work depended on the actual structure of the SRBAP, took the linear elasticity theory as a contrast, and considered the difference between dynamic and static loads or the difference between the compressive and tensile modulus of pavement materials. Thus, the pavement structure response to load under three conditions is calculated, and five mechanical indexes are selected for comparative analysis. Furthermore, based on the calculated mechanical response, the structural fatigue life of the cement-stabilized macadam (CSMB) was then calculated, replacing the design index in the fatigue cracking model with the underside tensile stress or equivalent stress. The results demonstrated 20–30% variations between the calculated mechanical responses to dynamic and static stresses. Additionally, there is a substantial discrepancy between the strain computed using the bimodulus theory and the traditional linear elasticity theory, with a maximum divergence of 40%. In the meantime, the fatigue life of the CSMB produced using various design indices is noticeably different, and the fatigue life achieved using equivalent stress as the design index is significantly higher than that obtained using underside course tensile stress. Following is a relationship between the CSMB's fatigue life calculated by underside course tensile stress: viscoelastic theory (dynamic load) > bimodulus theory (tension–compression modulus difference) > classical linear elastic theory; The relationship of fatigue life represented by equivalent stress is as follows: viscoelastic theory > classical linear elastic theory > bimodulus theory.

Experiment investigation on mix proportion optimization design of anti-cracking stone filled with cement stabilized macadam

Semi-rigid base asphalt pavement is widely used in China for asphalt pavement construction. However, the presence of reflection cracks remains a significant issue associated with semi-rigid bases. Large Stone Filled with Cement Stabilized Macadam (LSFC) has been identified as an effective solution for inhibiting reflection cracks. However, the construction of LSFC using large particle size coarse aggregates can be challenging. Additionally, the existing mix design process lacks clarity and results in low strength. This paper aims to optimize the design method for anti-cracking Stone Filled with Cement Stabilized Macadam (SFC) by selecting appropriate materials and improving design process. Initially, a mix proportion for SFC is designed using coarse aggregates with common particle sizes employed in engineering applications. The filling proportion of the coarse aggregates, cement dosage, and mass proportion of the cement mortar are gradually determined through compaction and 7-day unconfined compressive strength tests, resulting in the complete mix proportion for SFC. Subsequently, the strength performance, fatigue performance, dry shrinkage performance, and temperature shrinkage performance of SFC are evaluated and compared with common Cement Stabilized Macadam (CSM). The results indicate that while the strength and fatigue properties of SFC are slightly inferior to those of common CSM, it exhibits superior dry shrinkage performance. Moreover, SFC demonstrates better overall crack resistance compared to common CSM, despite having slightly inferior temperature shrinkage performance.

Comprehensive Laboratory Evaluation of Crack Resistance for an Asphalt Rubber Stress-Absorbing Membrane Interlayer (AR-SAMI)

Reflective cracking is a common distress of semi-rigid base asphalt pavements and overlay pavement projects. An asphalt rubber stress-absorbing membrane interlayer (AR-SAMI) prepared by waste tires is an effective engineering solution for treating reflective cracking. This method can also reduce black pollution. However, there is no unified test method and index for crack resistance evaluation. In this work, AR-SAMIs with different air voids and gradations were investigated. A small beam bending test (BBT) at −10 °C and 15 °C, crack expansion SCB (CE-SCB) test, low-temperature SCB (LT-SCB) test, and Overlay Test (OT) were performed to evaluate the crack resistance of AR-SAMI comprehensively. Statistical analysis was also performed. Results showed that the crack resistance of AR-SAMI improved as the air voids decreased. The crack resistance of 10-A gradation with more fine aggregate was excellent. However, the AR-SAMI with more coarse aggregate had better crack extension resistance under the condition of pre-existing cracks. There are differences in the evaluation results of different test methods due to the various evaluation focus. The −10 °C BBT, CE-SCB, and OT were recommended to evaluate the crack resistance comprehensively. Research results can guide the evaluation method or index selection of crack resistance and the optimization of AR-SAMI mixture design under different working conditions.

Study on anti-crack effect of semi-rigid base pavement with stress absorbing layer

For the characteristics of semi-rigid base asphalt pavement prone to cracking, various stress-absorption layers are applied widely by decreasing stress concentration, improving interlayer bonding and waterproofing. Existing studies on the anti-cracking effect of stress absorbing layers rarely consider top-down fatigue cracking on the outside of the boundary of the vehicle loading zone. Firstly, this paper proposes a finite element model setting a downward expansion of fatigue crack in pavement based on fracture mechanics. The influence law of modulus and thickness of stress absorbing layer on stress intensity factor of crack tip and the fatigue life of the pavement is analyzed furthermore. Numerical calculation results demonstrate that shearing stress intensity factor increases with stress absorbing layer thickness and decreases with stress absorbing layer modulus, while fatigue life of pavement grows with the modulus of the stress absorbing layer and decreases with its thickness. Sensitivity analysis indicates that the modulus of the stress absorbing layer has a greater effect on the fatigue life of the pavement relative to thickness, which offers reference for further promotion and application of stress absorbing layer.

Rutting prediction model for semi-rigid base asphalt pavement based on a data-mechanistic dual driven method

ABSTRACT Rutting development in semi-rigid asphalt pavements can be predicted using models such as mechanistic-empirical (M-E) and data-driven methods. However, the prediction accuracies of the M-E methods in the laboratory may not be generalised due to the boundary condition differences, while inappropriate calibration in the data-driven methods may reduce the reliability owing to the lack of theoretical support. This study has proposed a combined framework of an M-E method and an artificial neural network (ANN) for rutting development prediction. This framework, namely the mechanistic-empirical and artificial neural network method, first calibrated the existing M-E model by adding a term of the time-varying hardening characteristics of asphalt mixture and optimised the parameters in the term using a genetic algorithm. The new M-E model was used to predict the possible range of rutting depth. An ANN then predicted the rutting depth that was normalised by the predicted range of the new M-E model. Thus, the proposed approach combined the reliability of the M-E method and the prediction accuracy of the ANN method. Field test results showed that the proposed framework with a 97.5% accuracy outperformed the ANN-based method.

Permeability detection and distress evolution characteristics of semi-rigid base asphalt pavement by infrared thermal difference method

ABSTRACT Semi-rigid base asphalt pavement (SBAP) has been recognised as an economical and high load-carrying ability pavement and has been practised widely in China. One of its primary deficiencies is water distress. In this study, the permeability detection of SBAP was investigated by infrared thermal difference method (ITDM), in which the permeability and distress evolution characteristics were explored by detecting the temperature difference. The air voids, thermal difference and permeability of asphalt pavement specimens were designed to obtain influence of water volume change on pavement temperature. The field thermal difference tests were performed by special test carriage and pavement distress were measured to obtain permeability responses. The results indicate that during temperature difference increases from 2 ∘ C to 5.9 ∘ C, ITDM will reflect the air voids and permeability coefficient of asphalt pavement. The results also show it takes more than 3 days for the water in the saturated specimens with a permeability coefficient greater than 300 mL/min to evaporate, which is unfavourable to the pavement. Furthermore, the field ITDM experimental results are corresponded well with pavement distress. It is concluded that ITDM is an effective approach for asphalt pavement permeability detection.

In-Situ Modulus Determination Using Dispersion Curves Developed From the Deflection-Time History Data

The advanced non-destructive tests (NDT) have become increasingly popular in the structural performance evaluation of transportation infrastructures including pavements. Among them, Falling Weight Deflectometer (FWD) and Spectral Analysis of Surface Waves (SASW) are the two most widely used methods in modulus measurement. Although popularly used, FWD methods base the analysis purely on the deflection characteristics of the pavement and the back-calculated modulus values are usually not unique for different data processing methods. SASW is based on fundamental spectral analysis of the Rayleigh waves but is practically limited in field operation due to its efficiency concern. On the other hand, the impact loading applied by the FWD will generate the Rayleigh wave, and the geophones used in FWD can capture Rayleigh wave fluctuation and measure the particle motion for phase velocity calculations. It is theoretically possible to use the deflection-time history collected by FWD to perform dispersion analysis based on the Rayleigh wave propagation theory, as used in the SASW method. Inspired from that, the main objective of this paper is to propose a new approach of using the deflection-time history collected by FWD to develop the dispersion curves and thus obtain the in-situ modulus of the layered asphalt pavement. This approach is referred as the FWD dispersion curve method. Two in-service semirigid base asphalt pavement segments were used as case studies to explain the new methodology. The results of layered modulus from the FWD dispersion curve method were compared with the traditional FWD and SASW method, as well as the laboratory Indirect Tensile (IDT) testing results using field cores. Findings demonstrated the feasibility of the FWD dispersion curve method in accurately capturing the layered modulus profile of the asphalt pavements.

Investigation of transverse crack spacing in an asphalt pavement with a semi-rigid base

Transverse cracking is a serious problem for semi-rigid base asphalt pavement. The shrinkage of the base course and the surface course, as well as reflective cracks, are key factors for transverse cracking in asphalt pavement. Crack spacing can directly reflect the degree of transverse cracking in pavements. Therefore, this study aims to calculate the transverse crack spacing and discuss its affecting factors. To this end, a calculation model of transverse crack spacing for the semi-rigid base asphalt pavement was first established. Then, the transverse crack spacings of different composite structures were calculated, and the influences of the shrinkage coefficient, the structural layer thickness, and the pavement tensile strength on transverse crack spacing were expounded. Finally, the transverse crack spacing of the pavement after the appearance of the reflective was calculated. The results show that the lower lime and fly ash content and skeleton gap gradation can be adopted during the design of the base course. Meanwhile, the lower lime and fly ash content in the macadam base, the skeleton gap gradation and asphalt concrete with a larger particle size in the surface layer can be used during the design of surface layer. In addition, the transverse crack spacing of the semi-rigid base asphalt pavement could be increased by reducing the shrinkage coefficient, increasing the thicknesses of the surface course and the base course, and improving the tensile strength of the pavement. After the appearance of reflective cracks, the transverse crack spacing of the surface layer ranged between 32.8 m and 66.5 m. 15fp-AC25, 15fp-AC20, 15df-AC25, and 17fp-AC25 were found to be the best semi-rigid base asphalt pavement structures to reduce transverse cracking. Finally, transverse cracking in pavement composite structures under different bonding conditions needs to be analyzed in the follow-up work.

Spatial distribution characterization of the Temperature-induced gradient viscoelasticity inside asphalt pavement

Under the influence of continuous periodic changes of various meteorological factors, there will be an inhomogeneous temperature field inside the asphalt pavement, which will cause a continuous gradient viscoelasticity of asphalt concrete with depth. In order to perform the structural mechanics analysis accurately, the temperature field gradient effect and the temperature-induced gradient viscoelasticity distribution inside the asphalt pavement should be revealed first. In this research, based on the heat conduction theory, a temperature field finite element analysis (FEA) model of a semi-rigid base asphalt pavement was established to investigate the distribution behavior of the temperature gradient along the depth. Dynamic modulus tests were conducted to survey temperature effect on the viscoelastic parameters of asphalt concrete. Eventually, the intrinsic relationship between temperature, depth, and viscoelastic parameters was integrated, and the relaxation time shift method was proposed to quantitatively characterize the temperature-induced gradient viscoelasticity at different depths. It is found that the temperature varies in a cubic parabolic fashion along the depth under the most significant positive and negative temperature gradient conditions. The relaxation time shift method can be effectively used to characterize the distribution of the relaxation modulus and relaxation time spectrum of asphalt concrete under the influence of temperature. It is easy to be programmed to fully consider the inhomogeneous temperature field, and applicable to both traditional and gradient FEA. The change of parameters of generalized Maxwell model for asphalt concrete with temperature is essentially the result of relaxation spectrum shifting along the relaxation time axis at different temperatures. When the temperature is high, the viscosity decreases, the relaxation spectrum shifts to the direction of decreasing relaxation time, the relaxation modulus of asphalt concrete decreases, and vice versa.

Reinforcement of interlaminar mechanical properties between rigid and flexible layers of semi-rigid base asphalt pavement using interlayer treatment

ABSTRACT To increase the interlaminar mechanical properties between the asphalt course and the semi-rigid base course, a novel method is proposed, which utilises pits to lock and bond them. Three types of pavement with different treatments are constructed and tested to assess their interlaminar mechanical properties. The experimental results show that the shear strength and pulling strength of the interface connected by nine pits of 18 mm between the asphalt mixture and the cement-stabilised macadam are, respectively 41.6% and 29.6% higher than those of the prime coat asphalt. When the ambient temperature rises, the maximum interlaminar shear strength of the pavement treated with pits decreases with the slowest rate, becoming 16.6% lower than that of the prime coat asphalt. When the shear rate increases, the interlaminar shear strength of the pavement treated with pits increases at the fastest rate, resulting to be 28.5% higher than that of the prime coat asphalt. Furthermore, since the size has an important effect on the interlaminar mechanical properties, the larger interlocking area between the asphalt mixture and the cement-stabilised macadam results in the ability to bear greater interlaminar shear strength and pulling strength. The proposed method provides several advantages for future engineering applications.

Cracking behavior of asphalt pavement with a graded gravel layer based on computational granular mechanics

The reflective cracking is still a critical issue to be solved in the semi-rigid base asphalt pavements. In this study, the discrete element method (DEM) is used to study the reflection cracks of semi-rigid base asphalt pavement with a graded gravel interlayer at the meso level. The generation and development of internal meso cracks in asphalt pavements under vehicle loads were simulated and analyzed. The simulation results show that in the semi-rigid base asphalt pavement, the preset cracks extend from the tip to the surface layer and form reflective cracks in the direction of the oblique loading plate. With the increase in surface thickness, the development trend of the cracks slows down, and the total amount of meso cracks in the pavement decreases. The reflective cracking is reduced in the asphalt pavement with a graded crushed stone base, and the distribution position is relatively discrete. Under the same surface thickness, the number of meso cracks decreases with the thickness of the graded crushed stone base. It indicates that the graded gravel can effectively prevent the development of reflective cracking in asphalt pavements.

Evaluation and Correction Method of Asphalt Pavement Rutting Performance Prediction Model Based on RIOHTrack Long-Term Observation Data

In order to improve the accuracy and reliability of an existing rutting performance prediction model, based on the long-term observation data of the RIOHTrack’s full-scale pavement structure, the rutting performance prediction model in China’s Specifications for Design of Highway Asphalt Pavement was evaluated, and the model correction method was proposed, which improves the model’s reliability and makes it more suitable for rutting estimation in the region. The research found that the rutting model in China’s Specifications for Design of Highway Asphalt Pavement has significant structural dependence. The model with the highest prediction accuracy and the smallest error is the semi-rigid base asphalt pavement structure with an asphalt concrete layer thickness of 12 cm; the prediction accuracy of other structures is not high. In order to improve the accuracy and reliability of the rutting prediction model, a new model is established by introducing local correction coefficients into the existing model. After local correction, the accuracy of the rutting prediction models for all structures has been greatly improved, and the determination coefficient R2 is greater than 0.87. Since the basic data has already reflected the characteristics of different pavement structures and materials, as well as the impact of local climate environment and traffic load conditions, the new model is more suitable for rutting prediction of various pavement structures in the region where the RIOHTrack is located.

Three-dimensional finite element analysis for structural parameters of asphalt pavement: A combined laboratory and field accelerated testing approach

To solve the issues that material parameters measured under specific laboratory conditions are extremely different from the actual pavement, a method of structural parameters correction in semi-rigid base asphalt pavement combining numerical simulations, laboratory tests, and accelerated pavement testing (APT) was proposed. The dynamic modulus and the uniaxial static compression creep tests were conducted to explore the effect of temperature, size, and fatigue. Then, these factors were coupled to the modified Burgers model that can reflect the creep law of the whole process. A constitutive model reflecting the real parameters of the pavement was subsequently constructed with the ABAQUS user-defined material (UMAT) subroutine. Experimental results illustrated it was verified that the modified subroutine has good feasibility both in single-layer and multi-layer materials from the actual pavement. Furthermore, simulated results also showed excellent agreement with field-tested findings. Finally, the rutting deformation curves and the demarcation points of each stage were obtained, which could guide the rutting prediction and maintenance decision of semi-rigid asphalt pavement.