【正文】 astic properties of the asphalt mixes were measured from the dynamic modulus test. The dynamic modulus test was conducted in the indirect tensile mode at three di erent temperatures (5, 15, and 30 LC). At each temperature, the test was performed at four di erent frequencies (20, 10, , and Hz). Fig. 3 shows the dynamic modulus master curves at the reference temperature of 15 LC. The master curve was constructed by shifting the individual dynamic modulus data at various temperatures horizontally along the frequency axis based on the time–temperature superposition principle. It can be seen from this figure that the dynamic modulus of the HMAM is higher than the conventional mix especially at low frequencies. According to the time– temperature superposition principle, the low frequency corresponds to the high temperature. The dramatic increase in the dynamic modulus of the HMAM at high temperatures may be due to the e ects of high boiling point petroleum and polymer in the mix. The high boiling point petroleum increases the sti ness of the binder, and the polymer increases the elasticity of the binder10000010000lE*l (MPa)1000Log10010Conventional lE*lHMAM lE*l11086420246810Log Reduced FrequencyFig. 3. Dynamic modulus master curves at 15 L C reference temperature.. Moisture susceptibility testThe moisture susceptibility of the asphalt mixtures was evaluated according to the test procedure described in ASTM D486792. The dry and wet tensile strengths of conventional mix and HMAM were measured, and test results are summarized in Table 2. The resistance of asphalt mix to the detrimental moisture e ect is expressed as tensile strength ratio (TSR). The TSR is defined as the tensile strength ratio of dry and wet specimens. It is well known that the higher TSR value indicate the better resistance to moisture damage of asphalt mixtures. Most of pavement agencies remends that the TSR value should be greater than 70–80% in their mix design specification [5]. As shown in Table 2, the TSR values obtained from the both mixes are greater than 80% that satisfies the mix design specification. However, the TSR value of the HMAM (%) is about 10% greater than that of the conventional mix (%). The TSR value of % means that negligible moisture damage has been occurred in the HMAM wet specimens. This high resistance of the HMAM to moisture damage could be mainly due to the anti stripping agent premixed into the HMAB.. Wheel tracking testThe wheel tracking tester developed by Tanifuji Machine Industries Co. Ltd. in Japan was used according to the KS F2374 test procedure. A contact pressure of 628 kPa and total wheel load of kN was applied to the 300 mm 300 mm Long life asphalt pavement。 accepted 26 January 2006 Available online 18 April 2006Abstract：This paper describes the results of laboratory and full scale performance tests for a high modulus asphalt binder (HMAB) and mixes (HMAM) developed in this study for long life asphalt pavements. Various binder tests were first conducted on the HMAB and test results showed that the sti ness of the HMAB was significantly increased pared to the conventional binder without changing the low temperature properties of the binder. Laboratory tests for the mixes included dynamic modulus, moisture susceptibility, wheel tracking and fatigue tests.Dynamic modulus test results showed that the modulus of the HMAM was 50% higher than those of the conventional mix at the high temperatures. The results of performance test indicated that the resistances of the HMAM against moisture, rutting, and fatigue damage were better than those of the conventional mix. It was also found from the full scale test sections that the tensile strain values at the bottom of the asphalt layer for the HMAM sections were lower than those of the conventional mix sections although the asphalt layer thicknesses of the HMAM sections were thinner than those of the conventional sections. All the tensile strain values measured from the HMAM sections were within the fatigue endurance limit of 70 microstrain which is the fatigue criterion of a long life asphalt pavement. Similar to the wheel tracking test results, the rut depth occurred in the thick HMAM test section was two times smaller than the conventional pavement section.2006 Elsevier Ltd. All rights reserved.Keywords: High modulus asphalt binder。附錄B 外文文獻(xiàn)Performance evaluation of high modulus asphalt mixtures for long life asphalt pavementsHyun Jong Lee a,1, Jung Hun Lee a,2, Hee Mun Park b,*a Department of Civil and Environmental Engineering, Sejong University, Seoul, Republic of Koreab Highway Research Department, Korea Institute of Construction Technology, 2311, DaehwaDong, IlsanGu, GoyangSi, GyeonggiDo 411712, Republic of KoreaReceived 22 December 2005。l 輪轍試驗也表明發(fā)生在HNAM路面的車轍深度低于普通混合物路面的1/2。同時從疲勞試驗得出HMAM的抗疲勞能力是拉伸應(yīng)變值小于150個微應(yīng)變的普通混合物的5—10倍l 全尺寸試驗發(fā)現(xiàn)盡管HMAM路面的瀝青混凝土層比普通混合物路面的薄，但其瀝青層層底拉伸應(yīng)變值卻比較低。l 水穩(wěn)定試驗表明，由于抗剝離劑的使用，HMAM的抗水損害性能比普通混合物好10%。l 動態(tài)模量試驗結(jié)果表明，在高溫時HMAM的模量比普通混合物高50%。這項研究的主要成果簡述如下：l 通過加入SBS改性瀝青粘結(jié)劑和高沸點石油研發(fā)出滲透等級為2030的HMAB。實驗室瀝青混合物試驗包括動態(tài)模量試驗、水穩(wěn)定性、間接拉伸疲勞和輪轍試驗。圖9 全性能測試疲勞試驗結(jié)果l 研發(fā)了一種高模量瀝青粘結(jié)劑(HMAB)和混合 (HMAM)做為長壽命瀝青路面的基層。圖9 給出分析結(jié)果。測試段運用疲勞模型測得的拉伸應(yīng)變值帶入式（1）估計其疲勞壽命。由于研究的時間限制本試驗不能繼續(xù)進(jìn)行。為了加速疲勞開裂，在每一路段瀝青層底部安裝一個薄橡膠板。結(jié)果表明，和輪轍試驗的結(jié)果類似。對測得的車轍數(shù)據(jù)取平均值進(jìn)行計算用于構(gòu)建橫向車轍剖面曲線，選取曲線的最高和最低點，計算兩點之間不同的車轍深度，將測得的每個輪胎車轍值取平均值得到最后的車轍深度。測試時路面表面一下5厘米深處的溫度應(yīng)維持在50 ℃。但是必須進(jìn)行更多的實驗室和現(xiàn)場試驗來確定這種過早的結(jié)論，尤其是確定HMAM潛在的疲勞耐力極限，從而提出一個更精確合理的基層厚度。因此。試驗段所有的拉伸應(yīng)變值均在由Monismith和Carpenter等人提出的疲勞極限（70個微應(yīng)變）之內(nèi)。這一結(jié)果間接的證明了圖3所示的動態(tài)模量試驗結(jié)果HMAM的剛度較大。Ttype探針安裝在瀝青混凝土基層的不同深度控制和監(jiān)測路面溫度圖6 全尺寸測試橫斷面5．試驗結(jié)果在25℃的室溫下測量瀝青層層底拉伸應(yīng)變評價各路段