In the French high-modulus asphalt mixture design system, the complex modulus of the mixture under the conditions of 15 °C and 10 Hz is taken as the design index. However, in China, the dynamic modulus under the conditions of 15 °C, 10 Hz, 20 °C, 10 Hz and 45 °C, 10 Hz was taken as the stiffness modulus index of high-modulus asphalt mixture. The difference in modulus values between the two systems caused the pavement structure layer to be thicker and the construction cost to be higher in China. In order to find out the appropriate modulus value of high-modulus asphalt mixture suitable for China’s modulus parameter conditions to better carry out the reasonable design and evaluation of high-modulus asphalt mixture in China, the modulus of four types of high-modulus asphalt mixtures under the two systems through the two-point bending complex modulus test of the CRT-2PT trapezoidal beam and the SPT uniaxial compression dynamic modulus test were analyzed in this paper. Under the premise of meeting the stiffness modulus index of the French high-modulus asphalt mixture, the relationship conversion models between the dynamic modulus and complex modulus of high-modulus asphalt mixture under different temperatures were established. According to the conversion models, the design evaluation value range of dynamic modulus suitable for China’s condition was recommended. It is recommended that the dynamic modulus of China’s high-modulus asphalt mixture at 15 °C and 10 Hz is not less than 16,000 MPa, the dynamic modulus at 20 °C and 10 Hz is not less than 14,000 MPa, and the dynamic modulus at 45 °C and 10 Hz is not less than 2500 MPa. Five kinds of high-modulus asphalt mixtures used in actual road engineering were tested to verify the reliability of the recommended dynamic modulus values based on the modulus conversion model, and the results are consistent with the recommended value range of the model.

The purpose of asphalt pavement structural design is to get a materially-coordinated and structurally-durable product, and a pavement structure with good road performance by combining the structural layer materials reasonably. However, due to lack of a rational evaluation index on the parameter combinations of structural layer materials, the structural layer materials are poor in terms of coordination, have low efficiency, and the actual use period is much lower than the designed working life. Therefore, it is very important to conduct research evaluating the coordination of the structural layer materials. In this study, the sensitivity of mechanical parameters and equivalent envelope area are proposed as new indexes to evaluate the coordination of material design of asphalt pavement structure layers. Software is developed to calculate the equivalent envelope area that can quantitatively evaluate the coordination among different layers and visualize the mechanical transfer behavior of each structural layer. Based on the equivalent envelope area index, this study incorporates two new steps in the design of pavements, namely the structural form comparison and optimization, and proposes a new structural design process. Finally, the rationality and reliability of the equivalent envelope area index are verified by presenting fatigue life calculation and field verification in a test road. The results propose a clear evaluation index of the coordination of material design of each structural layer, which makes the structural design of the asphalt pavement more scientific and reasonable.

The void at the bottom of a cement concrete slab is a common problem of composite pavements. It is of great significance to evaluate the spring stiffness, void size, and soil base elastic modulus at the bottom of cement concrete slab timely and accurately for the maintenance and guarantee of the pavement performance. In this paper, the composite pavement at a joint is modeled and the load transfer mechanism is realized by using spring groups for simulating the dowels that connect the two slabs of the joint. A database is established based on a large number of simulation results of joint load transfer efficiency and voids and the changing law of load transfer efficiency of cement concrete slab reveals their relationship. Taking into consideration the spring stiffness, void size, and soil base elastic modulus, the void evalua\tion method of composite pavement cement concrete slab is established by using back propagation neural network algorithm. The results show that the void evaluation method can provide the void determination map with two parameters. The values of the two parameters can be determined by the deflection basin. After querying the Atlas, the void determination can be more accurate. The research results provide scientific guidance for the void identification of the composite pavement and can effectively extend the service life of the pavement.

The accumulation of discarded tire rubber poses significant challenges in terms of land usage and environmental hazards. To address this issue, this article explores the potential reuse of rubber in roadbed engineering. This study conducts a comprehensive examination of the vibration compaction process involving a vibratory roller and rubber–sand mixtures, utilizing the discrete element method (DEM) in a two-dimensional (2D) framework to investigate the impact of dynamic vibration compaction on sand mixtures with varying rubber contents under different roller working conditions, while also evaluating the associated energy consumption. The results reveal that both the rubber content and operational parameters of the roller significantly influence compaction vibration effects. Notably, optimal rolling frequency, velocity, and rolling mass show correlations with the rubber content. Furthermore, this research provides a microscopic understanding of the compaction process, offering detailed insights into displacement fields, velocity fields, and contact forces.

The application of cement-stabilized recycled aggregate (CSR) in pavement bases is constrained by the high porosity and low strength of recycled aggregate (RA), whereas sulfate transport and durability mechanisms are less reported. To address this issue, this study incorporated high-strength and potentially reactive steel slag aggregate (SSA) into CSR to develop steel slag-enhanced cement-stabilized recycled aggregate (CSRS). The mechanical performance of the mixtures was evaluated through unconfined compressive strength (UCS) and indirect tensile strength (ITS) tests, and their durability was assessed using thermal shrinkage and sulfate resistance tests. In addition, a sulfate prediction model based on a physics-informed neural network (PINN) was developed. The results showed that, compared with CSR, the 7-day and 28-day UCS of CSRS increased by 6.7% and 16.0%, respectively, and the ITS increased by 4.3% and 5.9%. Thermal shrinkage tests indicated that CSR and CSRS, incorporating RA and SSA, exhibited slightly higher thermal shrinkage strain than cement-stabilized natural aggregate (CSN). During sulfate attack, SSA significantly improved the sulfate resistance of CSR, with the sulfate resistance coefficient of CSRS increasing by 18.8% compared to CSR. Furthermore, the PINN model predicted that, in 3%, 5%, and 7% sodium sulfate solutions, the sulfate concentration at a 1 mm depth in CSRS was reduced by 35.6%, 21.8%, and 29.4%, respectively, compared to CSR, with an average relative error below 14%, confirming its reliability. Therefore, these findings demonstrate that the incorporation of SSA markedly enhances the mechanical properties and sulfate resistance of CSR, and that the PINN model provides an effective tool for accurate simulation and prediction of sulfate diffusion.