While rubberized asphalt with a crumb rubber content of 20% to 40% can improve asphalt performance, it also faces prominent issues such as increased construction viscosity and intensified fume emissions. Currently, systematic studies on high-content deodorized rubberized asphalt across different preparation temperatures remain insufficient, particularly regarding the synergistic optimization of performance enhancement and fume emission control, including gaseous pollutants and particulate matter. To address this, deodorized crumb rubber (G-CR), a surface-treated crumb rubber produced by coating with a deodorizing agent, was introduced in this study and blended with base asphalt to prepare deodorized rubberized asphalt (G-CRA). Through laboratory binder tests, the coupled effects of crumb rubber content and preparation temperature (170–200 °C) on the conventional properties, rheological characteristics, and fume emissions of G-CRA were systematically analyzed. The results show that at 30% crumb rubber content and 190 °C preparation temperature, the asphalt binder achieves an optimal balance among penetration, ductility, and softening point, along with significantly improved high-temperature stability and aging resistance. Compared to conventional crumb rubber asphalt (CRA, without deodorant treatment), G-CRA achieves a significant reduction in fume emissions, with SO₂ reduction reaching up to 81%. This study demonstrates that deodorized crumb rubber can effectively synergize performance enhancement and gaseous emission control under high-content conditions, providing laboratory-level data support for the development of environmentally friendly rubberized asphalt.

To investigate the rutting resistance of Large Stone Asphalt Mixture (nominal maximum aggregate size of 53 mm, abbreviated as LSAM-50), this study evaluated the effects of temperature, load, and their interaction on the rutting performance of LSAM-50 through large-thickness rutting tests. It analyzed the characteristics of rutting deformation under varying thermal and loading conditions, established a permanent deformation-temperature-load dependency model, and explored the correlations between permanent deformation and high-temperature evaluation indicators. The findings indicate that the temperature-load interaction fundamentally alters the load-transfer mechanism between the viscoelastic matrix and coarse aggregates within LSAM-50, thereby activating the interlocking effect of its thick structural skeleton. The dynamic stability undergoes a pronounced reduction as temperature or load increases, peaking at a degradation rate of 40–57% within the 40–50 °C interval. Furthermore, the rutting deformation of the LSAM-50 mixture demonstrates significant temperature and load dependency; as the number of loading cycles increases, the deformation exhibits an initial rapid escalation before reaching a plateau. During temperature elevation and load escalation, the rutting deformation increases in a step-wise manner. Notably, the preliminary application of low temperatures and light loads imparts a substantial “training” effect on the material’s rutting resistance. Once the mixture is wheel-tracked to densification under high temperatures or heavy loads, negligible new deformation is generated during the subsequent cooling or unloading phases. Specifically, upon the initial unloading from 1.1 MPa to 0.9 MPa, the incremental deformation is merely 0.04 mm; upon further unloading to 0.7 MPa, the additional deformation approaches 0 mm. The established permanent deformation-temperature-load dependency model for LSAM-50 yields a high predictive correlation of 96%. Moreover, the permanent deformation exhibits robust linear relationships with 1-h rutting depth (R² = 0.95), compressive strength (R² = 0.91), and shear strength (R² = 0.97). These indicators can thus facilitate the rapid and precise estimation of permanent pavement deformation.