Comparing Resilient Modulus and Dynamic Modulus of Hot-Mix Asphalt as Material Properties for Flexible Pavement Design

Loulizi, Amara; Flintsch, Gerardo W.; Al‐Qadi, Imad L.; Mokarem, David W

doi:10.1177/0361198106197000117

Cited by 40 publications

(11 citation statements)

References 1 publication

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“…e bending beam rheometer (BBR) test is a grading test method of evaluating the low-temperature performance of asphalt recommended by the Strategic Highway Research Program (SHRP) [18,25]. In the test, the deflection values were used to calculate the stiffness of asphalt binder; the equation is shown as follows:…”

Section: Bending Beam Rheological Testmentioning

confidence: 99%

Mechanism and Rheological Properties of High‐Modulus Asphalt

Yang

et al. 2020

Advances in Materials Science and Engineering

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High-modulus asphalt concrete (HMAC) is considered as an effective paving material for addressing the increasing heavy traffic and rutting problems. Therefore, one high-modulus agent was used in this study to prepare high-modulus asphalt binder with different dosages. The objective of this study is to investigate the performance and modification mechanism of high-modulus asphalt. The effects of high-modulus agent on the viscoelastic properties of asphalt with different dosages were quantified via rheological tests as compared to base binder and styrene-butadiene-styrene- (SBS-) modified asphalt. Moreover, the modification mechanism of the high-modulus agent was examined using fluorescence microscopy and infrared spectrum test. Based on rutting and dynamic modulus tests, the differences of road performances between high-modulus modified asphalt mixture and SBS-modified asphalt mixture were compared. The results demonstrate that the high-modulus agent improves the high-temperature performance and viscoelastic properties of the matrix asphalt. When the dosage increases to 6.67%, the modification effect is better than that of the SBS-modified asphalt. Furthermore, the results of the rutting test show that the high-modulus modified asphalt mixture has better resistance to deformation than the SBS-modified asphalt mixture. The dynamic modulus test further demonstrates that the high-modulus modified asphalt mixture exhibits superior performance in high-temperature range. Fluorescence microscopy shows that the high-modulus agent particles can swell in the asphalt to form polymer links that improve the viscoelastic properties of the asphalt. Based on the results of the infrared spectrum test, it can be concluded that a high-modulus agent changes the asphalt matrix via physical blending modification.

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Section: Bending Beam Rheological Testmentioning

confidence: 99%

Mechanism and Rheological Properties of High‐Modulus Asphalt

Yang

et al. 2020

Advances in Materials Science and Engineering

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“…The modulus is a critical parameter in asphalt pavement structure design, and directly affects the accuracy of a structural design. Analysis results can be used to calculate reasonable pavement thicknesses and evaluate the long-term performance characteristics of the asphalt pavement, such as fatigue, permanent deformation, and cracking [4,5,6]. Compared with Marshall-compacted specimens, the dynamic stability, flexural strength, and water stability of rotary-compacted asphalt mixture specimens have been greatly improved.…”

Section: Introductionmentioning

confidence: 99%

Characterization of Asphalt Mixture Moduli under Different Stress States

Fan

Zhang

et al. 2019

Materials

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Modulus testing methods under various test conditions have a large influence on modulus test results, which hinders the accurate evaluation of the stiffness of asphalt mixtures. In order to decrease the uncertainty in the stiffness characteristics of asphalt mixtures under various stress states, the traditional unconfined compression test, direct tensile test, and the synchronous test method, based on the indirect tension and four-point bending tests, were carried out for different loading frequencies. Results showed that modulus test results were highly sensitive to the shape, size, and stress state of the specimen. Additionally, existing modulus characteristics did not reduce these differences. There is a certain correlation between the elastic modulus ratio and the frequency ratio for asphalt under multiple stress states. The modulus, under multiple stress states, was processed using min–max normalization. Then, the standardization model for tensile and compressive characteristics of asphalt under diverse stress states was established based on the sample preparation, modulus ratio variations, and loading frequency ratio. A method for deriving other moduli from one modulus was realized. It is difficult to evaluate the stiffness performance in diverse stress states for asphalt by only using conventional compressive and tensile tests. However, taking into account the effects of stress states and loading frequencies, standardized models can be used to reduce or even eliminate these effects. The model realizes the unification of different modulus test results, and provides a theoretical, methodological, and technical basis for objectively evaluating moduli.

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“…The design guide encompasses a large number of design parameters and provides thorough performance and distress predictions. One of the major differences between the AASHTO empirical method and the MEPDG is the introduction of the dynamic modulus E* concept to replace the resilient modulus M R as a key input parameter (3). The dynamic modulus is defined as the absolute value of the complex modulus, a complex quantity that represents the stress-strain relationship under a continuous sinusoidal loading (3).…”

Section: Since the Introduction Of The Dynamic Modulus E* Concept In The Recentmentioning

confidence: 99%

Probabilistic Modeling of Dynamic Modulus Master Curves for Hot-Mix Asphalt Mixtures

Kahil

Najjar

Chehab

2015

Transportation Research Record

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Since the introduction of the dynamic modulus E* concept in the recent Mechanistic–Empirical Pavement Design Guide, there has been considerable interest in establishing reliable prediction models for E*. An investigation of the effectiveness of commonly used predictive models shows that E* predictions exhibit significant scatter around the measured values, with percentage of errors reaching about 6200%. A need exists for characterizing the uncertainties that are inherent in E* to serve as input to any future robust reliability analysis that aims at properly determining the probability of unsatisfactory performance of asphalt pavement systems. The primary objective of this study was to present a probabilistic model that would allow the user to determine a priori probability distribution for E* given knowledge about temperature and frequency. The seven-parameter model was based on the sigmoidal function and the shift factor that related reduced frequency to real frequency and temperature. The model was calibrated on the basis of a well-known published database that included 7,400 laboratory measurements of E* for 346 asphalt mixes. Monte Carlo simulations were used to propagate the uncertainties in the seven model parameters and determine realistic estimates of the mean, coefficient of variation, and probability distribution of E* at different frequencies and temperatures. Results showed that E* could be modeled by using a lognormal distribution with a mean that was estimated from the mean values of the parameters and a coefficient of variation that varied from a minimum of 0.55 for high values of reduced frequency to a maximum of 1.55 for lower values of reduced frequency.

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Comparing Resilient Modulus and Dynamic Modulus of Hot-Mix Asphalt as Material Properties for Flexible Pavement Design

Cited by 40 publications

References 1 publication

Mechanism and Rheological Properties of High‐Modulus Asphalt

Mechanism and Rheological Properties of High‐Modulus Asphalt

Characterization of Asphalt Mixture Moduli under Different Stress States

Probabilistic Modeling of Dynamic Modulus Master Curves for Hot-Mix Asphalt Mixtures

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