Asphalt pavements are prone to cracking in low-temperature environments, and microwave heating (MH) can heal the cracks effectively. This research mainly investigates the different MH effects on the self-healing properties of asphalt mixtures. With this objective, the three-point splitting test is conducted to generate the cracks. A microwave oven is employed to heat the samples, and a thermal camera measures the surface temperature. Results indicate that heating power and time show a positive linear correlation with healing efficiency, and the HI of the samples can reach over 80%. The HI of the samples decreases with the heating cycle, but the sample with reasonable power and time still has a HI higher than 70% after 5 cycles. The temperature peaks on thermal images indicate that uneven heating exists during heating, but the heating uniformity is within an acceptable range. The healing efficiency level (HEL) suggests that asphalt mixtures have very low inefficient healing behavior if the heating time is below 45 s, but HEL can reach 86.14% at 700 W after 60 s. Furthermore, although the HI of strength shows ideal results, the recovery of other crack parameters, including stiffness, fracture energy, flexible index, and crack resistance index, are not satisfactory.

Efficient demulsification is vital for the application of emulsified asphalt in road construction. In this paper, the effects of the main chemical components of the aggregates (CaCO₃, MgO, Fe₂O₃, SiO₂, Al₂O₃) on the demulsification process of emulsified asphalt were studied by experiment and simulation using a Gompertz model. The findings indicate that the surface energy, specific surface area, and pH of the chemical components of the aggregates are the most important factors influencing the demulsification speed of the emulsified asphalt. The choice of the aggregate’s main chemical components can accelerate demulsification speed, with the acceleration effect of Al₂O₃ on anionic (SDBS) emulsified asphalt and MgO on cationic (STAC) emulsified asphalt both reaching 60%. The fit between the Gompertz model and the experimental viscosity curve is greater than 0.93, which verifies the utility of using the Gompertz approach for studying emulsified asphalt-aggregate mortar viscosity changes. A demulsification evaluation function φ(t) of emulsified asphalt is proposed based on the parameters of the Gompertz model. When φ(t) is close to 1, the emulsified asphalt-aggregate mortar is fully demulsified, and setting φ(t)=1 allows the demulsification time of the emulsified asphalt-aggregate mortar to be calculated from the Gompertz model parameters.

This study presented a finite element model of radial tire–asphalt pavement interaction using ABAQUS 6.14 software to investigate the skid resistance properties of asphalt pavement under partial tire aquaplane conditions. Firstly, the pavement profile datum acquired by laser scanning were imported to Finite Element Analysis (FEA) software to conduct the pavement modeling. Secondly, a steady state rolling analysis of a tire on three types of asphalt pavements under drying conditions was carried out. Variation laws of the friction coefficient of the radial tire on different pavements with different pavement textures, tire pressures, and loads on the tire were examined. Subsequently, calculation results of the steady state rolling analysis were transmitted to dynamic explicit analysis, and an aquaplane model of a radial tire on asphalt pavements was built by inputting the flow Euler grids. The tire–pavement adhesive characteristics under partial aquaplane conditions are discussed regarding the aquaplane model. Influences of the thickness of water film, the texture of asphalt pavement, and the rolling speed of the tire on the vertical pavement-tire contact force are analyzed. It is found that the vertical contact force between open graded friction course (OGFC) pavement and tire is the highest, followed by stone mastic asphalt (SMA) pavement and dense graded asphalt concrete (AC) pavement surface. The vertical contact force between tire and pavement will be greatly reduced, even with increasing speed or water film thickness. As tire speed increases from 70 km/h to 130 km/h, the tire–pavement contact force is reduced by about 25%. Moreover, when the thickness of water film increases from 0 (dry condition) to 4 mm and then to 12 mm, the vertical contact force reduced 50% and 15%, respectively, compared with under the dry contact condition. This study provided a key theoretical reference for safe driving on wet pavements.

UV radiation can change the internal molecular composition, macroscopic rheological properties, and microscopic chemical composition of asphalt. To study the effect of ultraviolet aging on asphalt and its structure–activity relationship, its rheological properties were measured by dynamic shear rheology and multiple stress recovery creep tests, its chemical compositions were measured by component composition, elemental composition, and infrared spectrum tests, and its molecular weight, distribution, and molecular structure were determined by gel permeation chromatography and nuclear magnetic resonance tests. Then, the molecular weight and molecular structure, rheological properties, and microchemical aging behavior of asphalt after UV aging were characterized by correlation analysis, and the structure–activity relationship was analyzed. The results show that the deformation resistance and elastic recovery ability of asphalt after UV aging are enhanced, and the flow performance is decreased. The ultraviolet radiation caused the aromatic hydrocarbons containing naphthenes and long alkyl chains in the asphalt to break and connect with asphaltenes with a ring structure. The asphaltene content in each bitumen sample exceeded 46%, and that in KL reached 55%, indicating that the bitumen changed into a gel structure. UV aging causes the aggregation of asphalt molecules, and the aggregation of molecules narrows the molecular distribution boundary and moves in the direction of macromolecules, resulting in the reduction of the dispersion coefficient by 2–10%. Hydrogen atoms will undergo condensation and substitution reactions due to long-chain breaking, cyclization, or aromatization under UV action, and the breaking of C=C bonds in carbon atoms will increase the stable aromatic ring, strengthen the stiffness of the molecular backbone, and make it difficult for the backbone to spin. Through correlation analysis, it was found that the molecular composition index could characterize the aging behavior index of asphalt, and that the aromatic structure was the most critical molecular change. Further, it was found that the sulfoxide group and carbonyl group could be used as evaluation criteria for the UV aging of asphalt because the correlation between them was above 0.7. This study provides an essential index reference for evaluating the performance change of asphalt under ultraviolet aging to save testing time. Moreover, the molecular structure characterization revealed the changes in internal molecular composition that were behind the observed aging properties, providing a theoretical basis for research on asphalt anti-aging technology.

The anti-slip performance of road surfaces directly affects traffic safety, yet existing evaluation methods based on texture features often suffer from limited interpretability and low accuracy. To overcome these limitations, a portable 3D laser surface analyzer was used to acquire road texture data, while a dynamic friction coefficient tester provided friction measurements. A multi-view fractal dimension index was developed to comprehensively describe the complexity of texture across spatial, cross-sectional, and depth dimensions. Combined with road surface temperature, this index was integrated into an XGBoost-based prediction model to evaluate friction at driving speeds of 10 km/h and 70 km/h. Comparative analysis with linear regression, decision tree, support vector machine, random forest, and backpropagation (BP) neural network models confirmed the superior predictive performance of the proposed approach. The model achieved backpropagation (R²) values of 0.80 and 0.82, with root mean square errors (RMSEs) of 0.05 and 0.04, respectively. Feature importance analysis indicated that fractal characteristics from multiple texture perspectives, together with temperature, significantly influence anti-slip performance. The results demonstrate the feasibility of using non-contact texture-based methods to replace traditional contact-based friction testing. Compared with traditional statistical indices and alternative machine learning algorithms, the proposed model achieved improvements in R² (up to 0.82) and reduced RMSE (as low as 0.04). This study provides a robust indicator system and predictive model to advance road surface safety assessment technologies.