Lee Jong-Sub, Lee Sang-Yum, Le Tri Ho Minh
Pavement R&D Office, Korea Expressway Corporation Research Institute, Dongbu-daro 922, Dongtan-myeon, Hwaseong-si 18489, Republic of Korea.
Department of Civil Engineering, Induk University, 12 Choansan-ro, Nowon-gu, Seoul 01878, Republic of Korea.
Polymers (Basel). 2023 Mar 29;15(7):1692. doi: 10.3390/polym15071692.
This paper proposes a performance-based mix design (PBMD) framework to support performance-related specifications (PRS) needed to establish relationships between acceptable quality characteristics (AQCs) and predicted performance, as well as to develop fatigue-preferred, rutting-preferred, and performance-balanced mix designs. The framework includes defining performance tests and threshold values, developing asphalt mix designs, identifying available performance levels, conducting sensitivity analysis, establishing the relationships between AQCs and predicted performance, and determining performance targets and AQC values for the three PBMDs using predicted performance criteria. Additionally, the framework recommends selecting the PBMD category for each asphalt layer to minimize pavement distresses. In this study, the proposed PBMD protocol was applied to FHWA accelerated loading facility (ALF) materials using asphalt mixture performance tester (AMPT) equipment coupled with mechanistic models. The study developed nine mix designs with varying design VMAs and air voids using the Bailey method. The cracking and rutting performance of the mix designs were determined by direct tension cyclic (DTC) fatigue testing, triaxial stress sweep (TSS) testing, and viscoelastic continuum damage (S-VECD) and viscoplastic shift models for temperature and stress effects. The study found that adjusting the design VMA was the primary way to achieve required performance targets. For fatigue-preferred mix design, the recommended targets were a cracking area of 0 to 1.9%, a rut depth of 10 mm, and a design VMA of 14.6 to 17.6%. For rutting-preferred mix design, the recommended targets were a cracking area of 18%, a rut depth of 0 to 3.8 mm, and a design VMA of 10.1 to 13.1%. For performance-balanced mix design, the recommended targets were a cracking area of 8.1 to 10.7%, a rut depth of 4.6 to 6.4 mm, and a design VMA of 12.6 to 14.3%. Finally, pavement simulation results verified that the proposed PBMD pavement design with fatigue-preferred mix in the bottom layer, performance-balanced mix in the intermediate layer, and rutting-preferred mix in the surface mix could minimize bottom-up cracking propagation without exceeding the proposed rutting performance criterion for long-life.
本文提出了一种基于性能的配合比设计（PBMD）框架，以支持建立可接受质量特性（AQC）与预测性能之间关系所需的与性能相关的规范（PRS），并开发抗疲劳优先、抗车辙优先和性能平衡的配合比设计。该框架包括定义性能测试和阈值、开发沥青混合料设计、确定可用性能水平、进行敏感性分析、建立AQC与预测性能之间的关系，以及使用预测性能标准确定三种PBMD的性能目标和AQC值。此外，该框架建议为每个沥青层选择PBMD类别，以尽量减少路面病害。在本研究中，所提出的PBMD协议应用于联邦公路管理局（FHWA）加速加载设施（ALF）的材料，使用沥青混合料性能测试仪（AMPT）设备并结合力学模型。该研究使用贝利法开发了九种具有不同设计有效沥青含量（VMA）和空隙率的配合比设计。通过直接拉伸循环（DTC）疲劳试验、三轴应力扫描（TSS）试验以及考虑温度和应力影响的粘弹性连续损伤（S-VECD）和粘塑性位移模型，确定了配合比设计的开裂和车辙性能。研究发现，调整设计VMA是实现所需性能目标的主要方法。对于抗疲劳优先的配合比设计，推荐的目标是开裂面积为0至1.9%，车辙深度为10毫米，设计VMA为14.6至17.6%。对于抗车辙优先的配合比设计，推荐的目标是开裂面积为18%，车辙深度为0至3.8毫米，设计VMA为10.1至13.1%。对于性能平衡的配合比设计，推荐的目标是开裂面积为8.1至10.7%，车辙深度为4.6至6.4毫米，设计VMA为12.6至14.3%。最后，路面模拟结果验证了所提出的PBMD路面设计，底层采用抗疲劳优先的混合料，中间层采用性能平衡的混合料，表面层采用抗车辙优先的混合料，可以在不超过提出的长寿命车辙性能标准的情况下，最大限度地减少自下而上的裂缝扩展。
