Research on Preparation Technology of Brittle-resistant Asphalt Mixture Based on Wet-Dry Combined Modification Processes

Research on Preparation Technology of Brittle-resistant Asphalt Mixture Based on Wet-Dry Combined Modification Processes | Research Square window.SnipcartSettings = { analytics: { enabled: false } }; (function() { var accessVector = localStorage.getItem('access_vector') || ''; window.dataLayer = window.dataLayer || []; if (accessVector) { window.dataLayer.push({ user: { profile: { profileInfo: { snid: accessVector } } } }); } })(); (function(w,d,s,l,i){w[l]=w[l]||[];w[l].push({'gtm.start':new Date().getTime(),event:'gtm.js'});var f=d.getElementsByTagName(s)[0],j=d.createElement(s),dl=l!='dataLayer'?'&l='+l:'';j.async=true;j.src='https://www.googletagmanager.com/gtm.js?id='+i+dl;f.parentNode.insertBefore(j,f);})(window,document,'script','dataLayer','GTM-K279D39R'); Browse Preprints In Review Journals COVID-19 Preprints AJE Video Bytes Research Tools Research Promotion AJE Professional Editing AJE Rubriq About Preprint Platform In Review Editorial Policies Our Team Advisory Board Help Center Sign In Submit a Preprint Cite Share Download PDF Research Article Research on Preparation Technology of Brittle-resistant Asphalt Mixture Based on Wet-Dry Combined Modification Processes Zhengfeng Song, Chuanfeng Zheng, Zhiqiang Wei, Hanjun Li, Jing Zhao This is a preprint; it has not been peer reviewed by a journal. https://doi.org/ 10.21203/rs.3.rs-4073822/v1 This work is licensed under a CC BY 4.0 License Status: Posted Version 1 posted You are reading this latest preprint version Abstract This study aims to reduce the brittle point temperature of asphalt binders and improve the low-temperature mechanical properties of mixtures by developing a brittle-resistant asphalt mixture preparation technology for use in cold regions. The SBS wet-modified asphalt was combined with the melted star-shaped SBS modifier through a dry method. During mixing and transportation, the high-temperature effect helped form a secondary cross-linking effect with part of the original SBS-modified asphalt. The rest was evenly dispersed in the form of tough fillers, effectively avoiding the segregation and high viscosity issues caused by the conventional high-dosage wet-modified SBS asphalt. Tests were conducted on the brittle point temperature of asphalt binders, oil–aggregate interface adhesion grade, high- and low-temperature rheological properties of asphalt binders and the high- and low-temperature performances of the mixture to analyse the scientific nature of the developed preparation technology. Results show that compared with the conventional wet-modified SBS asphalt, the brittle-resistant SBS-modified asphalt prepared based on the wet–dry method has a reduced brittle point temperature by nearly 6.6°C, maintains an adhesion grade of 5 at the oil-aggregate interface. Moreover, the m value increases by approximately 1.3 times, the low-temperature bending strain of the mixture increases by approximately 70%, and the low-temperature bending strength is enhanced by approximately 60%. These results demonstrate that the proposed brittle-resistant SBS-modified asphalt preparation technology significantly improves the low-temperature performance of the mixture whilst ensuring mixing quality, which is crucial for enhancing the service performance of asphalt pavements in cold regions. Asphalt mixture Cold region Brittle-resistant Preparation Technology Pavement performance Figures Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 1 Introduction The probability of cracking and rutting in asphalt pavements during their service life in cold regions is significantly higher than that in other temperature regions. Although the application of modified asphalt has improved the low-temperature performance of asphalt mixtures to some extent, low-temperature diseases on road surfaces in cold regions are still common [ 1 – 3 ] . The brittleness problem of asphalt binders in cold regions is a technical issue that cannot be ignored. Asphalt is a complex temperature-sensitive material with significantly different physical and chemical properties at high, medium and low temperatures [ 4 – 6 ] . Before brittleness, asphalt binder has good elasticity; however, the asphalt binder undergoes significant brittleness once the external temperature drops below its brittleness temperature, causing a rapid decline in low-temperature performance parameters and a series of low-temperature diseases [ 7 – 10 ] . The above analysis indicates that the brittleness of asphalt material exacerbates the low-temperature damages in asphalt mixtures; moreover, the brittleness temperature of asphalt is the dividing point of different properties of asphalt binder [ 11 – 13 ] . Suppose that we can extend the brittleness temperature of the asphalt binder to the low-temperature zone by 5–10°C through corresponding technologies, or the brittleness temperature of the asphalt binder can be adjusted below − 30°C. In this case, the pavement material does not enter the brittleness period throughout winter, maintaining good elasticity. In this scenario, low-temperature diseases in asphalt mixtures can be significantly reduced. Given the above analysis, this study starts from the technical idea of inhibiting the brittleness of asphalt binder. A preparation technology for modified asphalt with ultralow brittleness temperature is developed by analysing the key influencing factors and effects of asphalt brittleness characteristics. This technology adopts a wet–dry combined application mode, effectively avoiding the segregation and mixing quality problems of asphalt mixtures caused by excessive SBS modifier dosage in conventional wet modification modes. The road performance of asphalt mixtures, particularly the low-temperature mechanical performance, is greatly improved by reducing the brittleness temperature of the binder, ensuring that the asphalt mixture maintains excellent elasticity during low temperatures. 2 Experimental materials and technical solutions 2.1 Experimental materials The materials used in this study include 90# base asphalt, conventional linear SBS modifier, star-shaped SBS modifier, mineral aggregates and fibres. The penetration grade of 90# base asphalt at 25°C is 90.2 (0.1 mm), the softening point is 45°C, the ductility at 15°C is 138 cm, and the viscosity at 135°C is 0.368 Pa·s. This study is based on a wet–dry combined mode for preparing crack-resistant SBS-modified asphalt, which uses the conventional linear SBS modifier and a star-shaped SBS modifier that is easy to melt and has strong toughness. The parameters are shown in Table 1 , and the appearance and molecular structure are shown in Fig. 1 . The mineral aggregates used are locally common limestone aggregates, and the fibres are conventional basalt fibres. The study involves two typical gradations: AC-13 and SMA-13. Table 1 Parameters of star-shaped and linear SBS modifiers Types of SBS modifiers Relative density (g/cm 3 ) Tensile strength (kg/cm) Shore hardness Elongation at break (%) Melt index (g/10min) Star-shaped SBS 0.94 320 87 720 7 Linear SBS 0.94 120 85 310 5 2.2 Technical methodology This study involves key experimental contents, including the preparation of the modified asphalt samples, asphalt brittleness temperature testing, asphalt–aggregate interface adhesion testing, high- and low-temperature rheological performance testing of asphalt mixtures and high- and low-temperature road performance testing of mixtures. The details are described as follows. The conventional SBS-modified asphalt was prepared using a high-speed shearing machine through shearing, swelling and other technical processes based on the wet modification asphalt preparation process. The dry SBS-modified asphalt preparation process relied on the shearing effect of the aggregates to simulate the high-temperature processes of mixing, transportation, paving and compaction. Different crack-resistant SBS-modified asphalt samples were obtained at different times by deliberately increasing the amount of asphalt in different wet–dry combined modes. The influence of the SBS modifier dosage on the asphalt brittleness temperature was analysed using the asphalt brittleness tester (with a maximum range of − 40°C). The effects of different SBS modifier dosages on the oil-aggregate interface adhesion performance were analysed using traditional boiling tests to determine the adhesion level. The complex shear modulus and phase angle of different asphalt binders were tested via dynamic shear rheological (DSR) tests during the comparative evaluation stage of different asphalt binder performances. The rut factor and elastic specific gravity were used to characterise the high-temperature deformation resistance and fatigue characteristics of the binders. The stiffness modulus and the m-value of different asphalt binders were determined through asphalt bending beam rheological tests to analyse the low-temperature mechanical properties of the crack-resistant SBS-modified asphalt with high dosage in the wet–dry combined mode. The rutting dynamic stability (DS) values, TSR values, bending failure strain (ε) and bending failure strength (R) of different mixtures were obtained based on rutting tests, water stability tests and small beam bending failure tests during the comparative evaluation stage of the asphalt mixtures’ performance to evaluate the road performance of crack-resistant SBS-modified asphalt mixtures in the wet–dry combined mode. Experimental roads were laid based on the actual highway project construction. The tests and evaluations on compaction, permeability, smoothness, skid resistance and surface texture depth were conducted in this study to complete the engineering verification of the newly developed technology. 3 Effect of SBS modifier dosage on asphalt brittleness behaviour and performance Engineering research and a series of preliminary tests confirm that the dosage of SBS modifier significantly affects the brittleness behaviour characteristics of asphalt binders. Therefore, this study focused on the SBS modifier target, explored new technologies for preparing the SBS-modified asphalt and aimed to improve significantly the low-temperature performance of asphalt mixtures. 3.1 Influence of SBS modifier on asphalt brittleness temperature patterns This study utilised the traditional wet modification asphalt preparation process to conduct an in-depth and detailed study on the direct impact patterns of the SBS modifier dosage on the brittleness temperature of asphalt binders. Six SBS-modified asphalt samples with dosages of 2%, 3%, 4%, 5%, 6% and 7% were prepared using standard processes, such as shearing, swelling and development. The brittleness temperature testing equipment was used to focus on the influence patterns of SBS modifier dosage on the brittleness temperature of asphalt binders, as shown in Fig. 2 . The test results are presented in Table 2 . Table 2 Influence of SBS modifier dosage on the brittleness temperature of asphalt binder SBS dosage (%)) 0 2 3 4 5 6 7 Brittleness temperature (℃) -18 -19 -20 -22 -28 -36 ≤-40 The results in Table 2 indicate that the dosage of the SBS modifier significantly impacts the brittleness temperature of the binder. The delaying effect on the brittleness temperature of the binder is noticeable after the dosage of the SBS modifier exceeds 4%. When the dosage of the SBS modifier exceeds 7%, the brittleness temperature of the binder exceeds the measuring range of the brittleness temperature testing equipment and cannot be read. It is only marked as ≤ − 40°C. According to previous experience, the delay in the brittleness temperature of asphalt binder leads to a delay in the deterioration point of asphalt mastics and asphalt mixtures, significantly improving the performance of asphalt mixtures. The data in Table 2 show that if the dosage of the SBS modifier exceeds 6%, the brittleness temperature of the binder ranges from − 36°C to − 40°C. This finding indicates that the asphalt binder remains in a resilient state throughout the cold period in cold regions without undergoing brittleness. Therefore, the high-dosage application of the SBS modifier produces a special engineering effect based only on the brittleness temperature of the asphalt binder. 3.2 Effect of SBS modifier dosage on the mixing effect of asphalt mixtures The existing engineering experience indicates that excessive dosage of the SBS modifier can result in negative engineering effects. For example, the density difference between the SBS modifier and the base asphalt can lead to significant segregation during the preparation of the SBS-modified asphalt for crack resistance once the high-speed shearing is stopped; the SBS modifier floats and accumulates, rendering the modified asphalt unusable [ 14 – 16 ] . This study shows segregation begins when the SBS modifier dosage exceeds 5%, with segregation visible to the naked eye at 6% and 7% dosages. On the contrary, a high dosage of the SBS-modified asphalt significantly increases the viscosity of the asphalt binder, thereby reducing the coating effect between the asphalt binder and aggregates [ 17 – 19 ] . Adhesion-grade testing was conducted in this study, and the crack-resistant SBS-modified asphalt was analysed using the boiling water method. The description regarding the adhesion status between the asphalt binder and aggregates indicates that excessive asphalt viscosity reduces the wetting effect on the aggregate surface, resulting in decreased adhesion between the asphalt binder and aggregates. At SBS modifier dosages of 6% and 7%, the adhesion grade between the asphalt and aggregates significantly drops to level 4 and level 3, respectively. Additionally, the mixing test between the asphalt and aggregates shows that the increased viscosity affects the mixing effect between the asphalt and aggregates when the initial viscosity of the asphalt increases. 4 Preparation technology of brittle-resistant SBS-modified asphalt 4.1 Wet–dry linkage technology principle According to the previous analysis, increasing the dosage of SBS modifier can significantly reduce the brittleness temperature of asphalt mixture materials, resulting in a significant performance improvement. However, the high SBS dosage in asphalt can also lead to technical issues, such as segregation, poor adhesion and reduced oil-aggregate interface performance. Resolving the above issues has become a critical technical issue. Wet modification technology involves shearing, swelling and developing processes to prepare modified asphalt. Dry modification involves directly adding the modifier into the mixture during mixing, thereby ensuring its uniform dispersion. This study proposed and adopted a wet–dry linkage mode. The addition process of the SBS modifier was divided into two stages. In the first stage, a traditional wet process was used to prepare the SBS-modified asphalt with a dosage of 4.5%, ensuring no segregation effects and a level 5 adhesion between oil and stone interfaces. In the second stage, a fine-grained and high-melt-index star-shaped SBS modifier was added to the asphalt mixture during mixing, with an additional amount of 2.5% of the asphalt mass. The star-shaped SBS modifier added in the second stage was uniformly dispersed by optimising the mixing process parameters, thereby ensuring that viscosity did not affect the adhesion effect and mixing quality of the oil-aggregate interface during the relatively short high-temperature mixing stage. After the completion of mixing, the high-temperature effect during transportation and paving allows some of the star-shaped SBS modifiers to form secondary cross-linking effects inside the binder. The remaining portion functions as a tough filler to enhance the toughness and brittle-resistant ability. This modification principle includes chemical and physical modification states, which have beneficial effects on reducing the brittleness temperature of asphalt binders. 4.2 Selection and treatment of dry SBS modifier In this study, the SBS modifiers added in two stages significantly differ. The SBS modifier used in the first stage is a commonly used linear SBS modifier in engineering, which can achieve modification in a relatively short time. Therefore, the technical performance of the SBS modifier added in the second stage is crucial. In this study, a star-shaped SBS modifier was selected and further ground to reduce its particle size to 1/3–1/5 of conventional SBS modifiers. This treated SBS modifier has a significantly higher melt index than conventional SBS modifiers, enhancing its compatibility with the modified asphalt. 5 Performance evaluation of brittle-resistant SBS-modified asphalt 5.1 Simulation of brittle-resistant modified asphalt preparation process Researchers prepared different asphalt samples according to the modes in Table 3 to study the technical performance of the SBS-modified asphalt binders at different stages under the wet–dry linkage mode. Table 3 Description of asphalt samples at different stages Stage Classification Sample Preparation Description Description of Simulated Construction Phase Wet Modification Stage The SBS modifier dosage is 4.5% of the asphalt mass. The standard procedure of shearing, swelling, and aging is followed, and then sampling is done. Simulation of the preparation process of SBS modified asphalt in an asphalt production plant. Dry Modification First Stage Additional 2.5% of dry SBS modifier by mass of asphalt is added, sheared for 30 seconds at 180℃, and then sampled. Simulation of the mixing period of the asphalt mixture. Dry Modification Second Stage Building upon the first stage, the sample is allowed to stand and undergo temperature control to reduce the temperature to 150℃ within 30 minutes. Simulation of the period from the completion of asphalt mixture preparation to transportation to the site. Dry Modification Third Stage Building upon the second stage, the sample is allowed to stand and undergo temperature control to reduce the temperature to 25℃ within 90 minutes. Simulation of the period from the start of asphalt mixture paving to the temperature dropping to ambient temperature. 5.2 Basic asphalt parameters Precise measurements of penetration, ductility, softening point and viscosity values were conducted on the asphalt samples to obtain the basic performance of brittle-resistant SBS-modified asphalt in the three stages above. The results of the four basic performance parameters are shown in Table 4 . Table 4 Basic performance parameters of brittle-resistant SBS modified asphalt with different aging periods Test Parameters Penetration Ductility Softening Point Rotational Viscosity (25℃/0.1mm) (15℃/cm) (℃) 135℃/Pa·s Original SBS modified asphalt 69.3 > 100 52.41 1.144 High dosage of STEP-1 63.2 105 70.5 1.847 High dosage of STEP-2 61.1 108 71.8 1.946 High dosage of STEP-3 60.9 109 72.3 2.013 5.3 Asphalt adhesion A visual boiling test was conducted to test the adhesion characteristics between the asphalt and aggregate in the first stage and investigate the impact of the wet–dry linkage application of the SBS modifier addition process on the adhesion performance of the oil-aggregate interface. Thus, the adhesion grade of the oil-aggregate interface was determined in the first stage. The test results are shown in Table 5 . The adhesion grade test between asphalt and aggregate indicates that under the wet–dry linkage application mode, the dosage of the SBS modifier increases by 2.5%, and the total dosage reaches 7.0%; however, the adhesion grade of the oil-aggregate interface does not decrease during the mixing stage. This finding indicates that the proposed preparation process of the brittle-resistant SBS-modified asphalt does not affect the mixing quality of the asphalt mixture. Table 5 Adhesion characteristics of asphalt binders at different time periods under the wet-dry combined application mode Asphalt sample Description of the peeling off situation of the asphalt film on the surface of the mineral after the test Adhesion grade Original SBS modified asphalt The asphalt film is completely preserved, with a peeling area percentage close to 0 5 High dosage of STEP-1 The asphalt film is completely preserved, with a peeling area percentage close to 0 5 5.4 Asphalt brittleness characteristics As mentioned above, the brittleness temperature of the asphalt binder for asphalt mixtures used in cold regions is a crucial factor influencing the low-temperature mechanical performance of the mixture. Lowering the brittleness temperature significantly enhances the low-temperature performance of the mixture. Figure 3 shows that after mixing, transportation and paving, the brittleness temperature of the asphalt binder decreases from − 23.6°C to 30.2°C because of the chemical and physical modification effects of an additional 2.5% SBS modifier. This phenomenon results in a 6.6°C difference in brittleness temperature. This value indicates that with the traditional 4.5% dosage of the SBS-modified asphalt, the asphalt and asphalt mixture enter a brittle state when the external temperature reaches around − 23.6°C. However, with the modified asphalt mixture prepared using the proposed modification process, the mixture only enters a brittle state when the temperature is below − 30°C. 5.5 Asphalt’s high-temperature rheological properties (DSR) This study used a dynamic shear rheometer to characterise the high-temperature stability of asphalt by testing the high-temperature rheological parameters of the three types of asphalt: complex shear modulus G*, phase angle and rutting factor G*/sin. The existing literature research indicates that traditional fatigue factors cannot effectively predict the fatigue resistance of asphalt binders. As shown in the testing and calculation results in Table 6 , this study uses the asphalt elastic density LE = G*/sin(1-cos) to evaluate the fatigue resistance characteristics of asphalt through literature comparison [ 20 – 22 ] . Table 6 Test and calculation results of asphalt dynamic shear rheological parameters Asphalt type Rheological parameters Test temperature / ℃ 52 58 64 70 76 82 90# base asphalt Complex shear modulus G * / kPa 5.98 1.80 0.81 0.44 0.17 0.10 Phase angle δ /( 。 ) 83.99 85.65 86.34 86.53 86.63 86.63 Rut factor / kPa 6.01 1.81 0.81 0.44 0.17 0.10 Elastic specific gravity L E / kPa 6.72 1.95 0.87 0.47 0.18 0.11 Conventional SBS modified asphalt Complex shear modulus G * / kPa 14.94 7.06 3.38 1.74 1.01 0.61 Phase angle δ /( 。 ) 70.35 72.26 72.36 71.56 69.25 65.53 Rut factor / kPa 15.86 7.41 3.55 1.83 1.08 0.67 Elastic specific gravity L E / kPa 23.90 10.66 5.09 2.68 1.67 1.14 Brittle-resistant SBS modified asphalt Complex shear modulus G * / kPa 20.59 10.64 5.94 3.49 1.81 1.15 Phase angle δ /( 。 ) 60.53 61.91 63.99 61.32 57.76 53.72 Rut factor / kPa 23.65 12.06 6.61 3.98 2.14 1.43 Elastic specific gravity L E / kPa 46.55 22.79 11.77 7.65 4.59 3.49 The complex shear modulus of the three types of asphalt shows a negative exponential relationship with temperature, which aligns with the fundamental characteristics of asphalt. The asphalt gradually softens as the temperature increases, leading to a corresponding decrease in shear resistance. Comparisons amongst the three types of asphalt reveal that the addition of an SBS modifier and an increase in modifier dosage increase the complex shear modulus. The addition of the SBS modifier changes the phase structure of the asphalt binder, leading to some differences in the temperature-dependent phase angle of the matrix asphalt and the two other SBS-modified asphalts. The rutting factor G*/sin of asphalt is a comprehensive reflection of the complex shear modulus and phase angle. Given the significant temperature sensitivity of the complex shear modulus compared with the relatively weak temperature sensitivity of the phase angle, the temperature-dependent behaviour of the rutting factor aligns with that of the complex shear modulus, as shown in Fig. 4 . The rutting factor of the brittle-resistant SBS-modified asphalt significantly increases in the temperature range of 52°C to 70°C. Given the experimental results, the brittle-resistant SBS-modified asphalt mixture prepared using the wet-dry combined method proposed in this study can presumably exhibit significant resistance to high-temperature deformation. The higher the elastic density of the asphalt binder is, the better its fatigue resistance characteristics are. Figure 5 shows that the addition of the SBS modifier enhances the elastic effect of the binder. For example, the elastic density of the brittle-resistant SBS-modified asphalt at 52°C is approximately twice higher than that of the regular SBS-modified asphalt and approximately eight times higher than that of the matrix asphalt within the conventional working temperature range of the mixture. These experimental results suggest that the application of the brittle-resistant SBS modification technology significantly enhances the fatigue resistance performance of asphalt mixtures. 5.6 Asphalt’s low-temperature rheological properties (BBR) This study used the bending beam rheometer test to obtain the stiffness modulus S and m value of three asphalt binders, which characterise the flexibility and stress relaxation properties of the three asphalts [ 23 ] . The test temperatures are − 6, −12, − 18 and − 24°C, with a test duration of 240 s and a test load of 980 mN ± 50 mN. The stiffness modulus S of the asphalt binder at 60 s was obtained using the corresponding relationship between the stiffness modulus and the deflection change deflection at the specimen’s midpoint over time and load. Additionally, the temperature-dependent behaviour of the stiffness modulus S was fitted to obtain the m value of the three asphalt binders, as shown in Table 7 . Table 7 Test and calculation results of asphalt bending beam rheological parameters Asphalt type Rheological parameters Test temperature / ℃ -6 -12 -18 -24 90# base asphalt Modulus of Rigidity S /MPa 40.42 171.09 364.55 614.95 m 0.51 0.39 0.28 0.18 Conventional SBS modified asphalt Modulus of Rigidity S /MPa 9.78 57.45 165.46 324.11 m 0.59 0.47 0.38 0.27 Brittle-resistant SBS modified asphalt Modulus of Rigidity S/MPa 8.12 33.23 78.46 213.78 m 0.67 0.55 0.46 0.33 Within the low-temperature range, the smaller the stiffness modulus of the binder is, the better the elasticity and toughness characteristics of the binder are. For example, the stiffness modulus of the brittle-resistant SBS-modified asphalt at − 24°C is approximately one-third of that of the matrix asphalt and approximately two-thirds of that of the regular SBS-modified asphalt. Within the low-temperature range, the larger the m value of the binder is, the better its stress relaxation properties are, indicating the excellent low-temperature mechanical performance of the asphalt and asphalt mixtures. Similarly, the m value of the brittle-resistant SBS-modified asphalt at − 24°C is approximately twice higher than that of the matrix asphalt and approximately 1.3 times higher than that of the regular SBS-modified asphalt. 6 Performance evaluation of brittle-resistant SBS-modified asphalt mixtures 6.1 Performance testing of the asphalt mixtures based on laboratory experiments In this study, two commonly used asphalt mixtures, AC-13 type asphalt mixture and SMA-13 type asphalt mixture, were selected to evaluate further the application effect of the preparation technology of crack-resistant SBS-modified asphalt based on wet–dry combined modification processes mentioned in the text. Moreover, 90# base asphalt, conventional SBS-modified asphalt and crack-resistant SBS-modified asphalt were formed using wet–dry combined modification processes. The high-temperature stability of the mixture was evaluated using the DS test, the water stability of the mixture was evaluated using TSR, and the low-temperature crack resistance performance of the mixture was evaluated by flexural strain and flexural strength. The test results of high-temperature stability and water stability of the mixtures are shown in Table 8 . The test results of flexural strain and flexural strength of the mixtures are shown in Table 9 . Table 8 Test results of high-temperature stability and water stability of asphalt mixtures Test content Performance parameters Type of asphalt binder 90# base asphalt Conventional SBS modified asphalt Brittle-resistant SBS modified asphalt Rutting test AC-13 DS/(Times/mm) 2249 2978 3346 SMA-13 DS /( Times /mm) 3613 4218 4675 Water stability test AC-13 TSR /(%) 79.2 82.5 82.8 SMA-13 TSR /(%) 83.1 89.5 89.5 Table 9 Test results of low-temperature mechanical properties of asphalt mixtures Type of binder Gradation type 0℃ -10℃ -20℃ -30℃ R / MPa ε/ µε R / MPa ε/ µε R / MPa ε/ µε R / MPa ε/ µε 90# base asphalt AC-13 6.32 4423 7.18 2745 6.43 2164 3.87 884 SMA-13 8.75 5271 10.13 3527 8.88 2986 5.46 1476 Conventional SBS modified asphalt AC-13 8.54 5754 9.45 4113 11.12 3068 6.32 1712 SMA-13 10.43 6487 12.45 4887 13.22 3745 8.95 2364 Brittle-resistant SBS modified asphalt AC-13 9.12 6654 10.98 5189 12.87 4423 12.14 2987 SMA-13 11.46 7732 12.87 6138 13.98 5623 14.11 3984 Note: R represents the bending failure strength of the mixture; ε represents the bending failure strain of the mixture. The application of the crack-resistant SBS-modified asphalt preparation technology proposed in the text significantly improves the high-temperature stability of the AC-13 type asphalt mixture and the SMA-13 type asphalt mixture. This finding indicates a significant reduction in the probability of high-temperature diseases, such as rutting, waves, shoving and rutting, during the service life of the asphalt mixture. The water stability test results of the mixtures in Table 8 indicate that applying the crack-resistant SBS-modified asphalt preparation technology proposed in the text makes the TSR values of the mixtures approach those of the conventional SBS-modified asphalt mixtures. The temperature variation law of the bending failure strain of two types of asphalt mixtures shows a regular decreasing trend with a continuous decrease in temperature. However, the failure strain of the brittle-resistant SBS-modified asphalt mixture is significantly higher than that of the conventional SBS-modified asphalt and matrix asphalt mixtures. For the AC-13 asphalt mixture, the increase at − 30°C is 74% and 238%. For the SMA-13 asphalt mixture, the increase at − 30°C is 69% and 170%. The temperature variation law for the bending failure strength of this type of mixture indicates significant differences from that of the two other mixtures because of the significantly reduced brittleness temperature of the brittle-resistant SBS-modified asphalt prepared by the wet-dry combined method. In particular, the bending failure strength of the mixture does not show significant attenuation at − 20°C to 30°C, indicating a significant performance improvement. Compared with the bending failure strengths of the conventional SBS-modified asphalt mixture and 90# matrix asphalt mixture, the bending failure strength of the AC-13 asphalt mixture is increased by 107.7%, 158.4% and 214.6%, and that of the SMA-13 asphalt mixture is increased by 57.6% and 158.4%. The test data of the low-temperature mechanical properties of the above mixtures fully demonstrate that the brittle-resistant SBS-modified asphalt mixture prepared using the wet-dry combined method has significantly improved low-temperature mechanical properties because of its low brittle point and enhanced elasticity. Thus, a significant improvement space is formed. The mixture’s ability to resist low-temperature cracking is greatly enhanced. 6.2 Testing of road construction and performance evaluation 6.2.1 Testing of road construction process A test road construction was carried out by relying on the Puyan Expressway in Jilin Province, China, to verify further the practical application effect of the wet–dry combined preparation of the crack-resistant SBS-modified asphalt technology proposed in this study. The test road is 524 m long and 11.25 m wide with a thickness of 4 cm. The specific station numbers are YK271 + 800 to YK272.324. The surface layer of the pavement in this project is an SMA-13 type asphalt mixture, with the binder being SBS-modified asphalt. The dosage of the SBS modifier is 4.5%, the bitumen–aggregate ratio is 6.3%, and the fibre dosage is 0.3% of the mass of the mixture. A formulation plan for the SMA-13 asphalt mixture of the test road was developed based on a series of indoor tests. In addition to the original SBS-modified asphalt, an additional 2.5% of the star-shaped SBS modifier was added. The bitumen–aggregate ratio was adjusted to 6.8%, and the gradation and fibre dosage of the mixture remained unchanged. The additional star-shaped SBS modifier was added to the mixture through the mineral powder feeding port based on the initial dosage. The mixing parameters were appropriately adjusted to ensure an excellent cross-linking structure between the additional star-shaped SBS modifier and the original asphalt. The mineral aggregate preheating temperature was 200°C, the asphalt heating temperature was 165°C, the mixing temperature was 180°C, and the mixing cycle was 50 s. The test road was constructed at night, with a rolling process similar to the conventional SBS-modified asphalt mixture. As a result, a crack-resistant SBS-modified asphalt mixture pavement was formed. 6.2.2 Performance testing of the test road According to the standards for quality inspection and evaluation of highway engineering, on-site tests were conducted on the test road using equipment such as a nuclear density gauge, smoothness tester, pavement permeability tester, pendulum friction tester and electric sand spreader to assess the compaction, smoothness, permeability, friction coefficient and structural depth. The test results met the requirements. The detection results are shown in Table 10 . Table 10 Test results of pavement performance Detection index Compaction degree(%) International roughness index IRI(m/km) Permeability coefficient(mL/min) Friction coefficient SFC Structural depth TD(mm) Conventional road section 98.93 1.72 103.66 61.42 1.13 Test road section 98.91 1.66 106.83 63.26 1.08 Evaluation criteria ≥ 96% of the laboratory standard density ≤ 2.0 ≤ 120 ≥ 50 ≥ 0.5 7 Discussion Given the temperature-sensitive properties of asphalt, the mechanical performance of asphalt mixtures is directly related to temperature. Therefore, ongoing research efforts are focused on improving the low-temperature mechanical performance of mixtures and reducing the occurrence of low-temperature diseases, particularly in cold regions. The brittleness temperature of the asphalt binder is critical for the performance of asphalt and asphalt mixtures. The low-temperature mechanical performance of the asphalt and asphalt mixtures rapidly deteriorates when the external temperature is below the brittleness temperature. Lowering the brittleness temperature of the asphalt binder can delay the onset of performance decline, significantly enhancing the peak strength and deformation resistance of mixtures. As a result, the low-temperature mechanical performances of the mixtures are improved. Therefore, research on reducing the brittleness temperature of asphalt binders is vital in engineering. The results of this study show that increasing the dosage of SBS modifier can effectively lower the brittleness temperature of the asphalt binder. The toughness characteristics of the binder significantly improve as the dosage of the SBS modifier increases. This phenomenon results in a noticeable decrease in the brittleness temperature. In the current modified asphalt design, controlling the dosage of the SBS modifier is necessary to prevent phase separation and excessive viscosity, which can negatively impact the coating effect of the binder on aggregates. The findings of this study confirm the importance of dosage control. The proposed SBS-modified asphalt preparation technology based on wet–dry combined modification processes can achieve the aforementioned goals effectively. The easy-to-melt, star-shaped SBS modifier was mixed into the original wet-modified asphalt by adjusting the mixing process parameters using a dry modification method. During mixing, transportation and paving at high temperatures, the modifier forms a good blend with the original modified asphalt, with some forming a cross-linked structure with the binder and the remaining acting as a toughening filler dispersed in the modified asphalt. Thus, its toughness is increased, and its brittleness is reduced. Although the brittleness temperature achieved through this method (approximately − 30.2°C) may not reach the level of fully wet-modified asphalt (less than − 40°C), the wet–dry combined modification processes effectively avoids poor mixing due to excessive viscosity during the mixing stage. Field tests confirm that the mixture is in good working condition throughout the mixing, paving and compaction stages. Thus, it meets the requirements for pavement density, smoothness, water permeability, friction coefficient and structural depth. The SBS-modified asphalt preparation technology based on wet–dry combined modification processes is expected to enhance significantly the resistance to asphalt mixture diseases in cold regions. It also has great potential for widespread application. 8 Conclusions This study aimed to improve the low-temperature mechanical properties of asphalt mixtures. Moreover, the preparation technology of the durable SBS-modified asphalt was studied using wet-dry combined modification processes based on the brittle temperature characteristics of asphalt binders. The following research conclusions were drawn: (1) Increasing the dosage of SBS modifier can significantly reduce the brittle temperature of asphalt binders. For example, the catalytic temperature of the binder in the wet modification mode is lower than − 40°C when the dosage of the SBS modifier is 7%. Thus, the effective range of the brittleness point tester can be reached. However, the modified asphalt prepared in this mode is prone to segregation and exhibits high viscosity and an adhesion grade of 3. Thus, it does not meet the requirements. (2) The brittle-resistant SBS-modified asphalt prepared by wet-dry combined modification processes using the star-shaped SBS modifier (dosage of 7%) significantly reduces the brittle temperature, reaching − 30.2°C. The adhesion grade of the modified asphalt remains at level 5, and the mixing effect of the mixture is not affected. (3) The durable SBS-modified asphalt binder prepared by wet-dry combined modification processes shows significant optimisation effects on rutting factor, elastic specific gravity, stiffness modulus and m value because of the reduced brittle temperature. Thus, the pavement performance of the binder is significantly improved. (4) Compared with the 90# base asphalt and conventional SBS-modified asphalt mixtures, the durable SBS-modified asphalt mixture prepared using wet-dry combined modification processes significantly improves the bending strain and bending strength at − 30°C. The maximum increase reaches 239.2%, demonstrating the strong application effect of this new technology. (5) The technology presented in this paper was applied during the construction of the Puyan Expressway project, where experimental road paving was carried out on its mainline lanes. The performance was also tested. Indicators such as compaction degree, smoothness, water resistance, friction coefficient and construction depth all meet the requirements, proving the feasibility and scientificity of this technology. Declarations Acknowledgements The authors are grateful for the funding provided by the key research and development project of science and technology development plan in Jilin Province (20220203092SF) and key scientific and technological project in transportation in Jilin Province (2023ZDGC-1-2). The authors would also like to thank Jilin China Railway Expressway Co., Ltd. for their strong support during the trial road construction process, and thank Jilin University Road Laboratory for their strong cooperation in the process of carrying out this research activity. Thanks to other research personnel who have worked hard to achieve this research goal. Compliance with ethical standards Finding: This study was funded by the Key Research and Development Project of Science and Technology Development Plan of Jilin Province (20220203092SF) and the Key Science and Technology Project of Transportation in Jilin Province (2023ZDGC-1-2). Conflict of Interest: The authors declare no conflict of interest. Declaration of interests The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper. The authors declare the following financial interests/personal relationships which may be considered as potential competing interests: References Y. Wang, H. Zhang, Influence of asphalt microstructure to its high and low temperature performance based on atomic force microscope (AFM), Constr. Build. Mater. 267 (2021). S.S. Ashani, S. Varamini, M.D. Elwardany, S. Tighe, Investigation of low-temperature cracking resistance of asphalt mixtures by conducting Disc-Shaped Compact Tension (DC(T)) and Semi-Circular Bend (SCB) tests, Constr. Build. Mater. 359 (2022). D. Han, G. Liu, T. Yang, Y. Xie, Y. Zhao, A phase-field cohesive zone model for fracture simulation of asphalt mixture, Eng. Fract. Mech. 281 (2023). Q. Guo, Z. Chen, P. Liu, Y. Li, J. Hu, Y. Gao, X. Li, Influence of basalt fiber on mode I and II fracture properties of asphalt mixture at medium and low temperatures, Theor. Appl. Fract. Mech. 112 (2021). S. Ghafari, M. Ehsani, F.M. Nejad, Prediction of low-temperature fracture resistance curves of unmodified and crumb rubber modified hot mix asphalt mixtures using a machine learning approach, Constr. Build. Mater. 314 (2022). M. Zhao, J. Long, H. Zhang, Z. Chen, Performance evaluation of temperature-regulating asphalt mixture with thermochromic materials and low freezing point materials, Constr. Build. Mater. 364 (2023). Z. Zhang, T. Huang, J. Sun, Z. Wang, L. Wang, X. Li, H. Liu, D. Zhang, Laboratory Study and Molecular Dynamics Simulation of High- and Low-Temperature Properties of Polyurethane-Modified Asphalt, J. Mater. Civ. Eng. 35 (2023). L. Wang, Z. Zhang, J. Sun, H. Liu, Y. Wei, D. Zhang, Z. Wang, Investigation on the High- and Low-Temperature Performance of Organic Rectorite and Polyurethane Composite-Modified Asphalt Binder, J. Mater. Civ. Eng. 35 (2023). X. Li, Z. Zhou, J. Ye, X. ’an Zhang, S. Wang, A. Diab, High-temperature creep and low-temperature relaxation of recycled asphalt mixtures: Evaluation and balanced mix design, Constr. Build. Mater. 310 (2021). N. Qian, W. Luo, Y. Ye, Y. Liu, D. Yin, B. Zheng, H. Peng, Effects of the ductility and brittle point of modified asphalt on the freeze-break behavior of asphalt concrete: A 3D-mesoscopic damage FE model, Constr. Build. Mater. 386 (2023). D. Han, G. Liu, Y. Xi, X. Xia, Y. Zhao, Simulation of low-temperature brittle fracture of asphalt mixtures based on phase-field cohesive zone model, Theor. Appl. Fract. Mech. 125 (2023). X. Wen, L. Feng, G. Yin, Q. Liang, M.R.M. Aliha, P.J. Haghighatpour, Relationship between low-temperature KIc and KIIc values of bitumen with different performance grades and comparison with naturally solid materials, Theor. Appl. Fract. Mech. 117 (2022). X. Yu, W. Yang, L. Zhang, K. Formela, S. Wang, Impact and stretching standardized tests as useful tools for assessment of viscoelastic behavior for highly rubberized asphalt binder, Constr. P. Xu, Z. Zhu, Y. Wang, P. Cong, D. Li, J. Hui, M. Ye, Phase structure characterization and compatibilization mechanism of epoxy asphalt modified by thermoplastic elastomer (SBS), Constr. Build. Mater. 320 (2022). W. Zhang, L. Zou, F. Chen, C. Yang, Y. Li, X. Yan, J. Zang, J. Liu, Evaluation method of storage stability of SBS modified bitumen based on dynamic rheological properties, Constr. Build. Mater. 323 (2022). Z. Liu, P. Wang, Z. Huang, R. Ren, K. Liu, Nano-micelle formation and aggregation in SBS-Modified asphalt induced by π-π interaction using molecular dynamics, Mater. Des. 237 (2024). X. Yu, D. Li, Z. Leng, H. Yao, S. Wang, Weathering characteristics of asphalt modified by hybrid of micro-nano tire rubber and SBS, Constr. Build. Mater. 389 (2023). H. Li, C. Cui, A.A. Temitope, Z. Feng, G. Zhao, P. Guo, Effect of SBS and crumb rubber on asphalt modification: A review of the properties and practical application, J. TRAFFIC Transp. Eng. Ed. 9 (2022). S. Ren, X. Liu, J. Xu, P. Lin, Investigating the role of swelling-degradation degree of crumb rubber on CR/SBS modified porous asphalt binder and mixture, Constr. Build. Mater. 300 (2021). H. Luo, X. Huang, T. Rongyan, H. Ding, J. Huang, D. Wang, Y. Liu, Z. Hong, Advanced method for measuring asphalt viscosity: Rotational plate viscosity method and its application to asphalt construction temperature prediction, Constr. Build. Mater. 301 (2021). E. Clara, B.S. Barra, L.H. Teixeira, A. Mikowski, G.B. Hughes, M.-L. Nguyen, Influence of polymeric molecular chain structure on the rheological-mechanical behavior of asphalt binders and porous asphalt mixes, Constr. Build. Mater. 369 (2023). S. Komaragiri, A. Filonzi, A. Masad, D. Hazlett, E. Mahmoud, A. Bhasin, Using the Dynamic Shear Rheometer for Low-Temperature Grading of Asphalt Binders, J. Test. Eval. 50 (2022) 1622–1633. J. Buechner, D. Rys, S. Trifunovic, M.P. Wistuba, Development and application of asphalt binder relaxation test in different dynamic shear rheometers, Constr. Build. Mater. 364 (2023). Cite Share Download PDF Status: Posted Version 1 posted You are reading this latest preprint version Research Square lets you share your work early, gain feedback from the community, and start making changes to your manuscript prior to peer review in a journal. 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Also discoverable on Platform About Our Team In Review Editorial Policies Advisory Board Help Center Resources Author Services Accessibility API Access RSS feed Manage Cookie Preferences © Research Square 2026 | ISSN 2693-5015 (online) Privacy Policy Terms of Service Do Not Sell My Personal Information {"props":{"pageProps":{"initialData":{"identity":"rs-4073822","acceptedTermsAndConditions":true,"allowDirectSubmit":true,"archivedVersions":[],"articleType":"Research Article","associatedPublications":[],"authors":[{"id":282113499,"identity":"9a513e3b-7af0-4d2f-af5e-cd84df1cfae6","order_by":0,"name":"Zhengfeng Song","email":"","orcid":"","institution":"Jilin University","correspondingAuthor":false,"prefix":"","firstName":"Zhengfeng","middleName":"","lastName":"Song","suffix":""},{"id":282113500,"identity":"b234c89b-8e09-40b3-a122-89c02777a728","order_by":1,"name":"Chuanfeng Zheng","email":"data:image/png;base64,iVBORw0KGgoAAAANSUhEUgAAAZAAAAAyAQMAAABI0h/eAAAABlBMVEX///8AAABVwtN+AAAACXBIWXMAAA7EAAAOxAGVKw4bAAAA00lEQVRIie3QIQ+CQBjG8ffGdhYY9RwbfAWY0S+DieRmIimD3XYU7Tg/hc2Iu+0sjmwwkMzaNLDJMTOczc37l/fC8ysHoNP9YkaJ5XFRLg9WITjsZhNEvyWz1FAlNhvd6sdhFVFq+nCPOdi7tJ8QAVGwPZ/mWUtQUXEg17Kf+F4qHIuJjhgW4+CTcIBgxJyGiQhJ0qgRAzuILcOOIBVCBMbjDSuDjOLFcV1FJrkMEPlj5MUSL8jpvn7GU9cuBsgnDkEKULYvU2nfloCnOtXpdLr/6w36nj2U3SsDqwAAAABJRU5ErkJggg==","orcid":"https://orcid.org/0000-0001-5619-0585","institution":"Jilin University","correspondingAuthor":true,"prefix":"","firstName":"Chuanfeng","middleName":"","lastName":"Zheng","suffix":""},{"id":282113501,"identity":"64b7608a-4853-4528-af0a-84e579904f0d","order_by":2,"name":"Zhiqiang Wei","email":"","orcid":"","institution":"China Railway Investment Group Co., Ltd","correspondingAuthor":false,"prefix":"","firstName":"Zhiqiang","middleName":"","lastName":"Wei","suffix":""},{"id":282113502,"identity":"200980bb-a3e6-4c49-aa93-08c788726b5c","order_by":3,"name":"Hanjun Li","email":"","orcid":"","institution":"Jilin China Railway Expressway Co., Ltd","correspondingAuthor":false,"prefix":"","firstName":"Hanjun","middleName":"","lastName":"Li","suffix":""},{"id":282113503,"identity":"04429acf-c2c6-4ff0-add9-bb27a62b6281","order_by":4,"name":"Jing Zhao","email":"","orcid":"","institution":"Jilin China Railway Expressway Co., Ltd","correspondingAuthor":false,"prefix":"","firstName":"Jing","middleName":"","lastName":"Zhao","suffix":""}],"badges":[],"createdAt":"2024-03-11 12:35:01","currentVersionCode":1,"declarations":"","doi":"10.21203/rs.3.rs-4073822/v1","doiUrl":"https://doi.org/10.21203/rs.3.rs-4073822/v1","draftVersion":[],"editorialEvents":[],"editorialNote":"","failedWorkflow":false,"files":[{"id":53398399,"identity":"fc2fca56-6ff6-43d3-9c58-f90bc26acbcb","added_by":"auto","created_at":"2024-03-25 13:59:29","extension":"png","order_by":1,"title":"Figure 1","display":"","copyAsset":false,"role":"figure","size":51275,"visible":true,"origin":"","legend":"\u003cp\u003eMolecular structures of star-shaped and linear SBS modifiers\u003c/p\u003e","description":"","filename":"floatimage1.png","url":"https://assets-eu.researchsquare.com/files/rs-4073822/v1/f5b0aa7509e59b30c70b99a8.png"},{"id":53398401,"identity":"ce1a00ac-e7de-445f-972e-fbdf34273ee7","added_by":"auto","created_at":"2024-03-25 13:59:29","extension":"jpeg","order_by":2,"title":"Figure 2","display":"","copyAsset":false,"role":"figure","size":104689,"visible":true,"origin":"","legend":"\u003cp\u003eAsphalt binder ductility test\u003c/p\u003e","description":"","filename":"floatimage2.jpeg","url":"https://assets-eu.researchsquare.com/files/rs-4073822/v1/e672c5d85e46ebaafa3af3c6.jpeg"},{"id":53398398,"identity":"befd21e8-8ef2-4540-bd84-04e5352d238f","added_by":"auto","created_at":"2024-03-25 13:59:29","extension":"png","order_by":3,"title":"Figure 3","display":"","copyAsset":false,"role":"figure","size":24510,"visible":true,"origin":"","legend":"\u003cp\u003eAsphalt binder brittleness temperature at different time periods under the wet-dry combined application\u003c/p\u003e","description":"","filename":"3.png","url":"https://assets-eu.researchsquare.com/files/rs-4073822/v1/75b172f2aac1c918d73ae65b.png"},{"id":53398400,"identity":"177ac364-aa67-42d3-add3-f2d3d87a5222","added_by":"auto","created_at":"2024-03-25 13:59:29","extension":"png","order_by":4,"title":"Figure 4","display":"","copyAsset":false,"role":"figure","size":48208,"visible":true,"origin":"","legend":"\u003cp\u003eRelationship between rut factor and temperature for three types of asphalt\u003c/p\u003e","description":"","filename":"4.png","url":"https://assets-eu.researchsquare.com/files/rs-4073822/v1/835e32da548d94119e8b021f.png"},{"id":53398397,"identity":"cc004fe8-7157-4d1a-bb5c-759d033098ca","added_by":"auto","created_at":"2024-03-25 13:59:29","extension":"png","order_by":5,"title":"Figure 5","display":"","copyAsset":false,"role":"figure","size":54449,"visible":true,"origin":"","legend":"\u003cp\u003eRelationship between elastic specific gravity and temperature for three types of asphalt\u003c/p\u003e","description":"","filename":"5.png","url":"https://assets-eu.researchsquare.com/files/rs-4073822/v1/2016047e6d426aebca4e7e34.png"},{"id":55327967,"identity":"fa9ef9c2-90fe-4b2d-b4b9-da03cb12b15b","added_by":"auto","created_at":"2024-04-25 18:13:59","extension":"pdf","order_by":0,"title":"","display":"","copyAsset":false,"role":"manuscript-pdf","size":829818,"visible":true,"origin":"","legend":"","description":"","filename":"manuscript.pdf","url":"https://assets-eu.researchsquare.com/files/rs-4073822/v1/209bbc3c-9026-406b-8b58-bbcae3b47cd3.pdf"}],"financialInterests":"","formattedTitle":"Research on Preparation Technology of Brittle-resistant Asphalt Mixture Based on Wet-Dry Combined Modification Processes","fulltext":[{"header":"1 Introduction","content":"\u003cp\u003eThe probability of cracking and rutting in asphalt pavements during their service life in cold regions is significantly higher than that in other temperature regions. Although the application of modified asphalt has improved the low-temperature performance of asphalt mixtures to some extent, low-temperature diseases on road surfaces in cold regions are still common\u003csup\u003e[\u003cspan additionalcitationids=\"CR2\" citationid=\"CR1\" class=\"CitationRef\"\u003e1\u003c/span\u003e\u0026ndash;\u003cspan citationid=\"CR3\" class=\"CitationRef\"\u003e3\u003c/span\u003e]\u003c/sup\u003e.\u003c/p\u003e \u003cp\u003eThe brittleness problem of asphalt binders in cold regions is a technical issue that cannot be ignored. Asphalt is a complex temperature-sensitive material with significantly different physical and chemical properties at high, medium and low temperatures\u003csup\u003e[\u003cspan additionalcitationids=\"CR5\" citationid=\"CR4\" class=\"CitationRef\"\u003e4\u003c/span\u003e\u0026ndash;\u003cspan citationid=\"CR6\" class=\"CitationRef\"\u003e6\u003c/span\u003e]\u003c/sup\u003e. Before brittleness, asphalt binder has good elasticity; however, the asphalt binder undergoes significant brittleness once the external temperature drops below its brittleness temperature, causing a rapid decline in low-temperature performance parameters and a series of low-temperature diseases\u003csup\u003e[\u003cspan additionalcitationids=\"CR8 CR9\" citationid=\"CR7\" class=\"CitationRef\"\u003e7\u003c/span\u003e\u0026ndash;\u003cspan citationid=\"CR10\" class=\"CitationRef\"\u003e10\u003c/span\u003e]\u003c/sup\u003e.\u003c/p\u003e \u003cp\u003eThe above analysis indicates that the brittleness of asphalt material exacerbates the low-temperature damages in asphalt mixtures; moreover, the brittleness temperature of asphalt is the dividing point of different properties of asphalt binder\u003csup\u003e[\u003cspan additionalcitationids=\"CR12\" citationid=\"CR11\" class=\"CitationRef\"\u003e11\u003c/span\u003e\u0026ndash;\u003cspan citationid=\"CR13\" class=\"CitationRef\"\u003e13\u003c/span\u003e]\u003c/sup\u003e. Suppose that we can extend the brittleness temperature of the asphalt binder to the low-temperature zone by 5\u0026ndash;10\u0026deg;C through corresponding technologies, or the brittleness temperature of the asphalt binder can be adjusted below \u0026minus;\u0026thinsp;30\u0026deg;C. In this case, the pavement material does not enter the brittleness period throughout winter, maintaining good elasticity. In this scenario, low-temperature diseases in asphalt mixtures can be significantly reduced.\u003c/p\u003e \u003cp\u003eGiven the above analysis, this study starts from the technical idea of inhibiting the brittleness of asphalt binder. A preparation technology for modified asphalt with ultralow brittleness temperature is developed by analysing the key influencing factors and effects of asphalt brittleness characteristics. This technology adopts a wet\u0026ndash;dry combined application mode, effectively avoiding the segregation and mixing quality problems of asphalt mixtures caused by excessive SBS modifier dosage in conventional wet modification modes. The road performance of asphalt mixtures, particularly the low-temperature mechanical performance, is greatly improved by reducing the brittleness temperature of the binder, ensuring that the asphalt mixture maintains excellent elasticity during low temperatures.\u003c/p\u003e"},{"header":"2 Experimental materials and technical solutions","content":"\u003cdiv id=\"Sec3\" class=\"Section2\"\u003e \u003ch2\u003e2.1 Experimental materials\u003c/h2\u003e \u003cp\u003eThe materials used in this study include 90# base asphalt, conventional linear SBS modifier, star-shaped SBS modifier, mineral aggregates and fibres. The penetration grade of 90# base asphalt at 25\u0026deg;C is 90.2 (0.1 mm), the softening point is 45\u0026deg;C, the ductility at 15\u0026deg;C is 138 cm, and the viscosity at 135\u0026deg;C is 0.368 Pa\u0026middot;s. This study is based on a wet\u0026ndash;dry combined mode for preparing crack-resistant SBS-modified asphalt, which uses the conventional linear SBS modifier and a star-shaped SBS modifier that is easy to melt and has strong toughness. The parameters are shown in Table\u0026nbsp;\u003cspan refid=\"Tab1\" class=\"InternalRef\"\u003e1\u003c/span\u003e, and the appearance and molecular structure are shown in Fig.\u0026nbsp;\u003cspan refid=\"Fig1\" class=\"InternalRef\"\u003e1\u003c/span\u003e. The mineral aggregates used are locally common limestone aggregates, and the fibres are conventional basalt fibres. The study involves two typical gradations: AC-13 and SMA-13.\u003c/p\u003e \u003cp\u003e \u003cdiv class=\"gridtable\"\u003e\u003ctable float=\"Yes\" id=\"Tab1\" border=\"1\"\u003e \u003ccaption language=\"En\"\u003e \u003cdiv class=\"CaptionNumber\"\u003eTable 1\u003c/div\u003e \u003cdiv class=\"CaptionContent\"\u003e \u003cp\u003eParameters of star-shaped and linear SBS modifiers\u003c/p\u003e \u003c/div\u003e \u003c/caption\u003e \u003ccolgroup cols=\"6\"\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c1\" colnum=\"1\"\u003e\u003c/div\u003e \u003cdiv align=\"char\" char=\".\" class=\"colspec\" colname=\"c2\" colnum=\"2\"\u003e\u003c/div\u003e \u003cdiv align=\"char\" char=\".\" class=\"colspec\" colname=\"c3\" colnum=\"3\"\u003e\u003c/div\u003e \u003cdiv align=\"char\" char=\".\" class=\"colspec\" colname=\"c4\" colnum=\"4\"\u003e\u003c/div\u003e \u003cdiv align=\"char\" char=\".\" class=\"colspec\" colname=\"c5\" colnum=\"5\"\u003e\u003c/div\u003e \u003cdiv align=\"char\" char=\".\" class=\"colspec\" colname=\"c6\" colnum=\"6\"\u003e\u003c/div\u003e \u003cthead\u003e \u003ctr\u003e \u003cth align=\"left\" colname=\"c1\"\u003e \u003cp\u003eTypes of SBS modifiers\u003c/p\u003e \u003c/th\u003e \u003cth align=\"left\" colname=\"c2\"\u003e \u003cp\u003eRelative density (g/cm\u003csup\u003e3\u003c/sup\u003e)\u003c/p\u003e \u003c/th\u003e \u003cth align=\"left\" colname=\"c3\"\u003e \u003cp\u003eTensile strength (kg/cm)\u003c/p\u003e \u003c/th\u003e \u003cth align=\"left\" colname=\"c4\"\u003e \u003cp\u003eShore hardness\u003c/p\u003e \u003c/th\u003e \u003cth align=\"left\" colname=\"c5\"\u003e \u003cp\u003eElongation at break (%)\u003c/p\u003e \u003c/th\u003e \u003cth align=\"left\" colname=\"c6\"\u003e \u003cp\u003eMelt index (g/10min)\u003c/p\u003e \u003c/th\u003e \u003c/tr\u003e \u003c/thead\u003e \u003ctbody\u003e \u003ctr\u003e \u003ctd align=\"left\" colname=\"c1\"\u003e \u003cp\u003eStar-shaped SBS\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"char\" char=\".\" colname=\"c2\"\u003e \u003cp\u003e0.94\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"char\" char=\".\" colname=\"c3\"\u003e \u003cp\u003e320\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"char\" char=\".\" colname=\"c4\"\u003e \u003cp\u003e87\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"char\" char=\".\" colname=\"c5\"\u003e \u003cp\u003e720\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"char\" char=\".\" colname=\"c6\"\u003e \u003cp\u003e7\u003c/p\u003e \u003c/td\u003e \u003c/tr\u003e \u003ctr\u003e \u003ctd align=\"left\" colname=\"c1\"\u003e \u003cp\u003eLinear SBS\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"char\" char=\".\" colname=\"c2\"\u003e \u003cp\u003e0.94\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"char\" char=\".\" colname=\"c3\"\u003e \u003cp\u003e120\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"char\" char=\".\" colname=\"c4\"\u003e \u003cp\u003e85\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"char\" char=\".\" colname=\"c5\"\u003e \u003cp\u003e310\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"char\" char=\".\" colname=\"c6\"\u003e \u003cp\u003e5\u003c/p\u003e \u003c/td\u003e \u003c/tr\u003e \u003c/tbody\u003e \u003c/colgroup\u003e \u003c/table\u003e\u003c/div\u003e \u003c/p\u003e \u003cp\u003e \u003c/p\u003e \u003c/div\u003e \u003cdiv id=\"Sec4\" class=\"Section2\"\u003e \u003ch2\u003e2.2 Technical methodology\u003c/h2\u003e \u003cp\u003eThis study involves key experimental contents, including the preparation of the modified asphalt samples, asphalt brittleness temperature testing, asphalt\u0026ndash;aggregate interface adhesion testing, high- and low-temperature rheological performance testing of asphalt mixtures and high- and low-temperature road performance testing of mixtures. The details are described as follows.\u003c/p\u003e \u003cp\u003eThe conventional SBS-modified asphalt was prepared using a high-speed shearing machine through shearing, swelling and other technical processes based on the wet modification asphalt preparation process. The dry SBS-modified asphalt preparation process relied on the shearing effect of the aggregates to simulate the high-temperature processes of mixing, transportation, paving and compaction. Different crack-resistant SBS-modified asphalt samples were obtained at different times by deliberately increasing the amount of asphalt in different wet\u0026ndash;dry combined modes.\u003c/p\u003e \u003cp\u003eThe influence of the SBS modifier dosage on the asphalt brittleness temperature was analysed using the asphalt brittleness tester (with a maximum range of \u0026minus;\u0026thinsp;40\u0026deg;C). The effects of different SBS modifier dosages on the oil-aggregate interface adhesion performance were analysed using traditional boiling tests to determine the adhesion level.\u003c/p\u003e \u003cp\u003eThe complex shear modulus and phase angle of different asphalt binders were tested via dynamic shear rheological (DSR) tests during the comparative evaluation stage of different asphalt binder performances. The rut factor and elastic specific gravity were used to characterise the high-temperature deformation resistance and fatigue characteristics of the binders. The stiffness modulus and the m-value of different asphalt binders were determined through asphalt bending beam rheological tests to analyse the low-temperature mechanical properties of the crack-resistant SBS-modified asphalt with high dosage in the wet\u0026ndash;dry combined mode.\u003c/p\u003e \u003cp\u003eThe rutting dynamic stability (DS) values, TSR values, bending failure strain (ε) and bending failure strength (R) of different mixtures were obtained based on rutting tests, water stability tests and small beam bending failure tests during the comparative evaluation stage of the asphalt mixtures\u0026rsquo; performance to evaluate the road performance of crack-resistant SBS-modified asphalt mixtures in the wet\u0026ndash;dry combined mode. Experimental roads were laid based on the actual highway project construction. The tests and evaluations on compaction, permeability, smoothness, skid resistance and surface texture depth were conducted in this study to complete the engineering verification of the newly developed technology.\u003c/p\u003e \u003c/div\u003e"},{"header":"3 Effect of SBS modifier dosage on asphalt brittleness behaviour and performance","content":"\u003cp\u003eEngineering research and a series of preliminary tests confirm that the dosage of SBS modifier significantly affects the brittleness behaviour characteristics of asphalt binders. Therefore, this study focused on the SBS modifier target, explored new technologies for preparing the SBS-modified asphalt and aimed to improve significantly the low-temperature performance of asphalt mixtures.\u003c/p\u003e \u003cdiv id=\"Sec6\" class=\"Section2\"\u003e \u003ch2\u003e3.1 Influence of SBS modifier on asphalt brittleness temperature patterns\u003c/h2\u003e \u003cp\u003eThis study utilised the traditional wet modification asphalt preparation process to conduct an in-depth and detailed study on the direct impact patterns of the SBS modifier dosage on the brittleness temperature of asphalt binders. Six SBS-modified asphalt samples with dosages of 2%, 3%, 4%, 5%, 6% and 7% were prepared using standard processes, such as shearing, swelling and development. The brittleness temperature testing equipment was used to focus on the influence patterns of SBS modifier dosage on the brittleness temperature of asphalt binders, as shown in Fig.\u0026nbsp;\u003cspan refid=\"Fig2\" class=\"InternalRef\"\u003e2\u003c/span\u003e. The test results are presented in Table\u0026nbsp;\u003cspan refid=\"Tab2\" class=\"InternalRef\"\u003e2\u003c/span\u003e.\u003c/p\u003e \u003cp\u003e \u003c/p\u003e \u003cp\u003e \u003cdiv class=\"gridtable\"\u003e\u003ctable float=\"Yes\" id=\"Tab2\" border=\"1\"\u003e \u003ccaption language=\"En\"\u003e \u003cdiv class=\"CaptionNumber\"\u003eTable 2\u003c/div\u003e \u003cdiv class=\"CaptionContent\"\u003e \u003cp\u003eInfluence of SBS modifier dosage on the brittleness temperature of asphalt binder\u003c/p\u003e \u003c/div\u003e \u003c/caption\u003e \u003ccolgroup cols=\"8\"\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c1\" colnum=\"1\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c2\" colnum=\"2\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c3\" colnum=\"3\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c4\" colnum=\"4\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c5\" colnum=\"5\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c6\" colnum=\"6\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c7\" colnum=\"7\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c8\" colnum=\"8\"\u003e\u003c/div\u003e \u003cthead\u003e \u003ctr\u003e \u003cth align=\"left\" colname=\"c1\"\u003e \u003cp\u003eSBS dosage (%))\u003c/p\u003e \u003c/th\u003e \u003cth align=\"left\" colname=\"c2\"\u003e \u003cp\u003e0\u003c/p\u003e \u003c/th\u003e \u003cth align=\"left\" colname=\"c3\"\u003e \u003cp\u003e2\u003c/p\u003e \u003c/th\u003e \u003cth align=\"left\" colname=\"c4\"\u003e \u003cp\u003e3\u003c/p\u003e \u003c/th\u003e \u003cth align=\"left\" colname=\"c5\"\u003e \u003cp\u003e4\u003c/p\u003e \u003c/th\u003e \u003cth align=\"left\" colname=\"c6\"\u003e \u003cp\u003e5\u003c/p\u003e \u003c/th\u003e \u003cth align=\"left\" colname=\"c7\"\u003e \u003cp\u003e6\u003c/p\u003e \u003c/th\u003e \u003cth align=\"left\" colname=\"c8\"\u003e \u003cp\u003e7\u003c/p\u003e \u003c/th\u003e \u003c/tr\u003e \u003c/thead\u003e \u003ctbody\u003e \u003ctr\u003e \u003ctd align=\"left\" colname=\"c1\"\u003e \u003cp\u003eBrittleness temperature (℃)\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c2\"\u003e \u003cp\u003e-18\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c3\"\u003e \u003cp\u003e-19\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c4\"\u003e \u003cp\u003e-20\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c5\"\u003e \u003cp\u003e-22\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c6\"\u003e \u003cp\u003e-28\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c7\"\u003e \u003cp\u003e-36\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c8\"\u003e \u003cp\u003e\u0026le;-40\u003c/p\u003e \u003c/td\u003e \u003c/tr\u003e \u003c/tbody\u003e \u003c/colgroup\u003e \u003c/table\u003e\u003c/div\u003e \u003c/p\u003e \u003cp\u003eThe results in Table\u0026nbsp;\u003cspan refid=\"Tab2\" class=\"InternalRef\"\u003e2\u003c/span\u003e indicate that the dosage of the SBS modifier significantly impacts the brittleness temperature of the binder. The delaying effect on the brittleness temperature of the binder is noticeable after the dosage of the SBS modifier exceeds 4%. When the dosage of the SBS modifier exceeds 7%, the brittleness temperature of the binder exceeds the measuring range of the brittleness temperature testing equipment and cannot be read. It is only marked as \u0026le;\u0026thinsp;\u0026minus;\u0026thinsp;40\u0026deg;C.\u003c/p\u003e \u003cp\u003eAccording to previous experience, the delay in the brittleness temperature of asphalt binder leads to a delay in the deterioration point of asphalt mastics and asphalt mixtures, significantly improving the performance of asphalt mixtures. The data in Table\u0026nbsp;\u003cspan refid=\"Tab2\" class=\"InternalRef\"\u003e2\u003c/span\u003e show that if the dosage of the SBS modifier exceeds 6%, the brittleness temperature of the binder ranges from \u0026minus;\u0026thinsp;36\u0026deg;C to \u0026minus;\u0026thinsp;40\u0026deg;C. This finding indicates that the asphalt binder remains in a resilient state throughout the cold period in cold regions without undergoing brittleness. Therefore, the high-dosage application of the SBS modifier produces a special engineering effect based only on the brittleness temperature of the asphalt binder.\u003c/p\u003e \u003c/div\u003e \u003cdiv id=\"Sec7\" class=\"Section2\"\u003e \u003ch2\u003e3.2 Effect of SBS modifier dosage on the mixing effect of asphalt mixtures\u003c/h2\u003e \u003cp\u003eThe existing engineering experience indicates that excessive dosage of the SBS modifier can result in negative engineering effects. For example, the density difference between the SBS modifier and the base asphalt can lead to significant segregation during the preparation of the SBS-modified asphalt for crack resistance once the high-speed shearing is stopped; the SBS modifier floats and accumulates, rendering the modified asphalt unusable\u003csup\u003e[\u003cspan additionalcitationids=\"CR15\" citationid=\"CR14\" class=\"CitationRef\"\u003e14\u003c/span\u003e\u0026ndash;\u003cspan citationid=\"CR16\" class=\"CitationRef\"\u003e16\u003c/span\u003e]\u003c/sup\u003e. This study shows segregation begins when the SBS modifier dosage exceeds 5%, with segregation visible to the naked eye at 6% and 7% dosages.\u003c/p\u003e \u003cp\u003eOn the contrary, a high dosage of the SBS-modified asphalt significantly increases the viscosity of the asphalt binder, thereby reducing the coating effect between the asphalt binder and aggregates\u003csup\u003e[\u003cspan additionalcitationids=\"CR18\" citationid=\"CR17\" class=\"CitationRef\"\u003e17\u003c/span\u003e\u0026ndash;\u003cspan citationid=\"CR19\" class=\"CitationRef\"\u003e19\u003c/span\u003e]\u003c/sup\u003e. Adhesion-grade testing was conducted in this study, and the crack-resistant SBS-modified asphalt was analysed using the boiling water method. The description regarding the adhesion status between the asphalt binder and aggregates indicates that excessive asphalt viscosity reduces the wetting effect on the aggregate surface, resulting in decreased adhesion between the asphalt binder and aggregates. At SBS modifier dosages of 6% and 7%, the adhesion grade between the asphalt and aggregates significantly drops to level 4 and level 3, respectively. Additionally, the mixing test between the asphalt and aggregates shows that the increased viscosity affects the mixing effect between the asphalt and aggregates when the initial viscosity of the asphalt increases.\u003c/p\u003e \u003c/div\u003e"},{"header":"4 Preparation technology of brittle-resistant SBS-modified asphalt","content":"\u003cdiv id=\"Sec9\" class=\"Section2\"\u003e \u003ch2\u003e4.1 Wet\u0026ndash;dry linkage technology principle\u003c/h2\u003e \u003cp\u003eAccording to the previous analysis, increasing the dosage of SBS modifier can significantly reduce the brittleness temperature of asphalt mixture materials, resulting in a significant performance improvement. However, the high SBS dosage in asphalt can also lead to technical issues, such as segregation, poor adhesion and reduced oil-aggregate interface performance. Resolving the above issues has become a critical technical issue.\u003c/p\u003e \u003cp\u003eWet modification technology involves shearing, swelling and developing processes to prepare modified asphalt. Dry modification involves directly adding the modifier into the mixture during mixing, thereby ensuring its uniform dispersion. This study proposed and adopted a wet\u0026ndash;dry linkage mode. The addition process of the SBS modifier was divided into two stages. In the first stage, a traditional wet process was used to prepare the SBS-modified asphalt with a dosage of 4.5%, ensuring no segregation effects and a level 5 adhesion between oil and stone interfaces. In the second stage, a fine-grained and high-melt-index star-shaped SBS modifier was added to the asphalt mixture during mixing, with an additional amount of 2.5% of the asphalt mass. The star-shaped SBS modifier added in the second stage was uniformly dispersed by optimising the mixing process parameters, thereby ensuring that viscosity did not affect the adhesion effect and mixing quality of the oil-aggregate interface during the relatively short high-temperature mixing stage. After the completion of mixing, the high-temperature effect during transportation and paving allows some of the star-shaped SBS modifiers to form secondary cross-linking effects inside the binder. The remaining portion functions as a tough filler to enhance the toughness and brittle-resistant ability. This modification principle includes chemical and physical modification states, which have beneficial effects on reducing the brittleness temperature of asphalt binders.\u003c/p\u003e \u003c/div\u003e \u003cdiv id=\"Sec10\" class=\"Section2\"\u003e \u003ch2\u003e4.2 Selection and treatment of dry SBS modifier\u003c/h2\u003e \u003cp\u003eIn this study, the SBS modifiers added in two stages significantly differ. The SBS modifier used in the first stage is a commonly used linear SBS modifier in engineering, which can achieve modification in a relatively short time. Therefore, the technical performance of the SBS modifier added in the second stage is crucial. In this study, a star-shaped SBS modifier was selected and further ground to reduce its particle size to 1/3\u0026ndash;1/5 of conventional SBS modifiers. This treated SBS modifier has a significantly higher melt index than conventional SBS modifiers, enhancing its compatibility with the modified asphalt.\u003c/p\u003e \u003c/div\u003e"},{"header":"5 Performance evaluation of brittle-resistant SBS-modified asphalt","content":"\u003cdiv id=\"Sec12\" class=\"Section2\"\u003e\n\u003ch2\u003e5.1 Simulation of brittle-resistant modified asphalt preparation process\u003c/h2\u003e\n\u003cp\u003eResearchers prepared different asphalt samples according to the modes in Table\u0026nbsp;\u003cspan class=\"InternalRef\"\u003e3\u003c/span\u003e to study the technical performance of the SBS-modified asphalt binders at different stages under the wet\u0026ndash;dry linkage mode.\u003c/p\u003e\n\u003cdiv class=\"gridtable\"\u003e\n\u003ctable id=\"Tab3\" border=\"1\"\u003e\u003ccaption\u003e\n\u003cdiv class=\"CaptionNumber\"\u003eTable 3\u003c/div\u003e\n\u003cdiv class=\"CaptionContent\"\u003e\n\u003cp\u003eDescription of asphalt samples at different stages\u003c/p\u003e\n\u003c/div\u003e\n\u003c/caption\u003e\n\u003cthead\u003e\n\u003ctr\u003e\n\u003cth align=\"left\"\u003e\n\u003cp\u003eStage Classification\u003c/p\u003e\n\u003c/th\u003e\n\u003cth align=\"left\"\u003e\n\u003cp\u003eSample Preparation Description\u003c/p\u003e\n\u003c/th\u003e\n\u003cth align=\"left\"\u003e\n\u003cp\u003eDescription of Simulated Construction Phase\u003c/p\u003e\n\u003c/th\u003e\n\u003c/tr\u003e\n\u003c/thead\u003e\n\u003ctbody\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eWet Modification Stage\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eThe SBS modifier dosage is 4.5% of the asphalt mass. The standard procedure of shearing, swelling, and aging is followed, and then sampling is done.\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eSimulation of the preparation process of SBS modified asphalt in an asphalt production plant.\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eDry Modification First Stage\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eAdditional 2.5% of dry SBS modifier by mass of asphalt is added, sheared for 30 seconds at 180℃, and then sampled.\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eSimulation of the mixing period of the asphalt mixture.\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eDry Modification Second Stage\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eBuilding upon the first stage, the sample is allowed to stand and undergo temperature control to reduce the temperature to 150℃ within 30 minutes.\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eSimulation of the period from the completion of asphalt mixture preparation to transportation to the site.\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eDry Modification Third Stage\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eBuilding upon the second stage, the sample is allowed to stand and undergo temperature control to reduce the temperature to 25℃ within 90 minutes.\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eSimulation of the period from the start of asphalt mixture paving to the temperature dropping to ambient temperature.\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003c/tbody\u003e\n\u003c/table\u003e\n\u003c/div\u003e\n\u003c/div\u003e\n\u003cdiv id=\"Sec13\" class=\"Section2\"\u003e\n\u003ch2\u003e5.2 Basic asphalt parameters\u003c/h2\u003e\n\u003cp\u003ePrecise measurements of penetration, ductility, softening point and viscosity values were conducted on the asphalt samples to obtain the basic performance of brittle-resistant SBS-modified asphalt in the three stages above. The results of the four basic performance parameters are shown in Table\u0026nbsp;\u003cspan class=\"InternalRef\"\u003e4\u003c/span\u003e.\u003c/p\u003e\n\u003cdiv class=\"gridtable\"\u003e\n\u003ctable id=\"Tab4\" border=\"1\"\u003e\u003ccaption\u003e\n\u003cdiv class=\"CaptionNumber\"\u003eTable 4\u003c/div\u003e\n\u003cdiv class=\"CaptionContent\"\u003e\n\u003cp\u003eBasic performance parameters of brittle-resistant SBS modified asphalt with different aging periods\u003c/p\u003e\n\u003c/div\u003e\n\u003c/caption\u003e\n\u003cthead\u003e\n\u003ctr\u003e\n\u003cth rowspan=\"2\" align=\"left\"\u003e\n\u003cp\u003eTest Parameters\u003c/p\u003e\n\u003c/th\u003e\n\u003cth align=\"left\"\u003e\n\u003cp\u003ePenetration\u003c/p\u003e\n\u003c/th\u003e\n\u003cth align=\"left\"\u003e\n\u003cp\u003eDuctility\u003c/p\u003e\n\u003c/th\u003e\n\u003cth align=\"left\"\u003e\n\u003cp\u003eSoftening Point\u003c/p\u003e\n\u003c/th\u003e\n\u003cth align=\"left\"\u003e\n\u003cp\u003eRotational Viscosity\u003c/p\u003e\n\u003c/th\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003cth align=\"left\"\u003e\n\u003cp\u003e(25℃/0.1mm)\u003c/p\u003e\n\u003c/th\u003e\n\u003cth align=\"left\"\u003e\n\u003cp\u003e(15℃/cm)\u003c/p\u003e\n\u003c/th\u003e\n\u003cth align=\"left\"\u003e\n\u003cp\u003e(℃)\u003c/p\u003e\n\u003c/th\u003e\n\u003cth align=\"left\"\u003e\n\u003cp\u003e135℃/Pa\u0026middot;s\u003c/p\u003e\n\u003c/th\u003e\n\u003c/tr\u003e\n\u003c/thead\u003e\n\u003ctbody\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eOriginal SBS modified asphalt\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"char\" char=\".\"\u003e\n\u003cp\u003e69.3\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e\u0026gt;\u0026thinsp;100\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"char\" char=\".\"\u003e\n\u003cp\u003e52.41\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"char\" char=\".\"\u003e\n\u003cp\u003e1.144\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eHigh dosage of STEP-1\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"char\" char=\".\"\u003e\n\u003cp\u003e63.2\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e105\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"char\" char=\".\"\u003e\n\u003cp\u003e70.5\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"char\" char=\".\"\u003e\n\u003cp\u003e1.847\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eHigh dosage of STEP-2\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"char\" char=\".\"\u003e\n\u003cp\u003e61.1\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e108\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"char\" char=\".\"\u003e\n\u003cp\u003e71.8\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"char\" char=\".\"\u003e\n\u003cp\u003e1.946\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eHigh dosage of STEP-3\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"char\" char=\".\"\u003e\n\u003cp\u003e60.9\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e109\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"char\" char=\".\"\u003e\n\u003cp\u003e72.3\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"char\" char=\".\"\u003e\n\u003cp\u003e2.013\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003c/tbody\u003e\n\u003c/table\u003e\n\u003c/div\u003e\n\u003c/div\u003e\n\u003cdiv id=\"Sec14\" class=\"Section2\"\u003e\n\u003ch2\u003e5.3 Asphalt adhesion\u003c/h2\u003e\n\u003cp\u003eA visual boiling test was conducted to test the adhesion characteristics between the asphalt and aggregate in the first stage and investigate the impact of the wet\u0026ndash;dry linkage application of the SBS modifier addition process on the adhesion performance of the oil-aggregate interface. Thus, the adhesion grade of the oil-aggregate interface was determined in the first stage. The test results are shown in Table\u0026nbsp;\u003cspan class=\"InternalRef\"\u003e5\u003c/span\u003e. The adhesion grade test between asphalt and aggregate indicates that under the wet\u0026ndash;dry linkage application mode, the dosage of the SBS modifier increases by 2.5%, and the total dosage reaches 7.0%; however, the adhesion grade of the oil-aggregate interface does not decrease during the mixing stage. This finding indicates that the proposed preparation process of the brittle-resistant SBS-modified asphalt does not affect the mixing quality of the asphalt mixture.\u003c/p\u003e\n\u003cdiv class=\"gridtable\"\u003e\n\u003ctable id=\"Tab5\" border=\"1\"\u003e\u003ccaption\u003e\n\u003cdiv class=\"CaptionNumber\"\u003eTable 5\u003c/div\u003e\n\u003cdiv class=\"CaptionContent\"\u003e\n\u003cp\u003eAdhesion characteristics of asphalt binders at different time periods under the wet-dry combined application mode\u003c/p\u003e\n\u003c/div\u003e\n\u003c/caption\u003e\n\u003cthead\u003e\n\u003ctr\u003e\n\u003cth align=\"left\"\u003e\n\u003cp\u003eAsphalt sample\u003c/p\u003e\n\u003c/th\u003e\n\u003cth align=\"left\"\u003e\n\u003cp\u003eDescription of the peeling off situation of the asphalt film on the surface of the mineral after the test\u003c/p\u003e\n\u003c/th\u003e\n\u003cth align=\"left\"\u003e\n\u003cp\u003eAdhesion grade\u003c/p\u003e\n\u003c/th\u003e\n\u003c/tr\u003e\n\u003c/thead\u003e\n\u003ctbody\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eOriginal SBS modified asphalt\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eThe asphalt film is completely preserved, with a peeling area percentage close to 0\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"char\" char=\".\"\u003e\n\u003cp\u003e5\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eHigh dosage of STEP-1\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eThe asphalt film is completely preserved, with a peeling area percentage close to 0\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"char\" char=\".\"\u003e\n\u003cp\u003e5\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003c/tbody\u003e\n\u003c/table\u003e\n\u003c/div\u003e\n\u003c/div\u003e\n\u003cdiv id=\"Sec15\" class=\"Section2\"\u003e\n\u003ch2\u003e5.4 Asphalt brittleness characteristics\u003c/h2\u003e\n\u003cp\u003eAs mentioned above, the brittleness temperature of the asphalt binder for asphalt mixtures used in cold regions is a crucial factor influencing the low-temperature mechanical performance of the mixture. Lowering the brittleness temperature significantly enhances the low-temperature performance of the mixture. Figure\u0026nbsp;\u003cspan class=\"InternalRef\"\u003e3\u003c/span\u003e shows that after mixing, transportation and paving, the brittleness temperature of the asphalt binder decreases from \u0026minus;\u0026thinsp;23.6\u0026deg;C to 30.2\u0026deg;C because of the chemical and physical modification effects of an additional 2.5% SBS modifier. This phenomenon results in a 6.6\u0026deg;C difference in brittleness temperature. This value indicates that with the traditional 4.5% dosage of the SBS-modified asphalt, the asphalt and asphalt mixture enter a brittle state when the external temperature reaches around \u0026minus;\u0026thinsp;23.6\u0026deg;C. However, with the modified asphalt mixture prepared using the proposed modification process, the mixture only enters a brittle state when the temperature is below \u0026minus;\u0026thinsp;30\u0026deg;C.\u003c/p\u003e\n\u003c/div\u003e\n\u003cdiv id=\"Sec16\" class=\"Section2\"\u003e\n\u003ch2\u003e5.5 Asphalt\u0026rsquo;s high-temperature rheological properties (DSR)\u003c/h2\u003e\n\u003cp\u003eThis study used a dynamic shear rheometer to characterise the high-temperature stability of asphalt by testing the high-temperature rheological parameters of the three types of asphalt: complex shear modulus G*, phase angle and rutting factor G*/sin. The existing literature research indicates that traditional fatigue factors cannot effectively predict the fatigue resistance of asphalt binders. As shown in the testing and calculation results in Table\u0026nbsp;\u003cspan class=\"InternalRef\"\u003e6\u003c/span\u003e, this study uses the asphalt elastic density LE\u0026thinsp;=\u0026thinsp;G*/sin(1-cos) to evaluate the fatigue resistance characteristics of asphalt through literature comparison\u003csup\u003e[\u003cspan class=\"CitationRef\"\u003e20\u003c/span\u003e\u0026ndash;\u003cspan class=\"CitationRef\"\u003e22\u003c/span\u003e]\u003c/sup\u003e.\u003c/p\u003e\n\u003cdiv class=\"gridtable\"\u003e\n\u003ctable id=\"Tab6\" border=\"1\"\u003e\u003ccaption\u003e\n\u003cdiv class=\"CaptionNumber\"\u003eTable 6\u003c/div\u003e\n\u003cdiv class=\"CaptionContent\"\u003e\n\u003cp\u003eTest and calculation results of asphalt dynamic shear rheological parameters\u003c/p\u003e\n\u003c/div\u003e\n\u003c/caption\u003e\n\u003ctbody\u003e\n\u003ctr\u003e\n\u003ctd rowspan=\"2\" align=\"left\"\u003e\n\u003cp\u003eAsphalt type\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd rowspan=\"2\" align=\"left\"\u003e\n\u003cp\u003eRheological parameters\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd colspan=\"6\" align=\"left\"\u003e\n\u003cp\u003eTest temperature / ℃\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e52\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e58\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e64\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e70\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e76\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e82\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd rowspan=\"4\" align=\"left\"\u003e\n\u003cp\u003e90# base asphalt\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eComplex shear modulus \u003cem\u003eG\u003c/em\u003e\u003csup\u003e*\u003c/sup\u003e/ kPa\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e5.98\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e1.80\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.81\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.44\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.17\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.10\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003ePhase angle \u003cem\u003e\u0026delta;\u0026nbsp;\u003c/em\u003e/(\u003csup\u003e。\u003c/sup\u003e)\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e83.99\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e85.65\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e86.34\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e86.53\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e86.63\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e86.63\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eRut factor / kPa\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e6.01\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e1.81\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.81\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.44\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.17\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.10\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eElastic specific gravity \u003cem\u003eL\u003c/em\u003e\u003csub\u003eE\u003c/sub\u003e/ kPa\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e6.72\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e1.95\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.87\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.47\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.18\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.11\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd rowspan=\"4\" align=\"left\"\u003e\n\u003cp\u003eConventional SBS modified asphalt\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eComplex shear modulus \u003cem\u003eG\u003c/em\u003e\u003csup\u003e*\u003c/sup\u003e/ kPa\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e14.94\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e7.06\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e3.38\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e1.74\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e1.01\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.61\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003ePhase angle \u003cem\u003e\u0026delta;\u0026nbsp;\u003c/em\u003e/(\u003csup\u003e。\u003c/sup\u003e)\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e70.35\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e72.26\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e72.36\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e71.56\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e69.25\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e65.53\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eRut factor / kPa\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e15.86\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e7.41\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e3.55\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e1.83\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e1.08\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.67\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eElastic specific gravity \u003cem\u003eL\u003c/em\u003e\u003csub\u003eE\u003c/sub\u003e/ kPa\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e23.90\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e10.66\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e5.09\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e2.68\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e1.67\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e1.14\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd rowspan=\"4\" align=\"left\"\u003e\n\u003cp\u003eBrittle-resistant SBS modified asphalt\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eComplex shear modulus \u003cem\u003eG\u003c/em\u003e\u003csup\u003e*\u003c/sup\u003e/ kPa\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e20.59\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e10.64\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e5.94\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e3.49\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e1.81\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e1.15\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003ePhase angle\u0026nbsp;\u003cem\u003e\u0026delta;\u003c/em\u003e /(\u003csup\u003e。\u003c/sup\u003e)\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e60.53\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e61.91\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e63.99\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e61.32\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e57.76\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e53.72\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eRut factor / kPa\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e23.65\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e12.06\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e6.61\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e3.98\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e2.14\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e1.43\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eElastic specific gravity \u003cem\u003eL\u003c/em\u003e\u003csub\u003eE\u003c/sub\u003e/ kPa\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e46.55\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e22.79\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e11.77\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e7.65\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e4.59\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e3.49\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003c/tbody\u003e\n\u003c/table\u003e\n\u003c/div\u003e\n\u003cp\u003eThe complex shear modulus of the three types of asphalt shows a negative exponential relationship with temperature, which aligns with the fundamental characteristics of asphalt. The asphalt gradually softens as the temperature increases, leading to a corresponding decrease in shear resistance. Comparisons amongst the three types of asphalt reveal that the addition of an SBS modifier and an increase in modifier dosage increase the complex shear modulus. The addition of the SBS modifier changes the phase structure of the asphalt binder, leading to some differences in the temperature-dependent phase angle of the matrix asphalt and the two other SBS-modified asphalts.\u003c/p\u003e\n\u003cp\u003eThe rutting factor G*/sin of asphalt is a comprehensive reflection of the complex shear modulus and phase angle. Given the significant temperature sensitivity of the complex shear modulus compared with the relatively weak temperature sensitivity of the phase angle, the temperature-dependent behaviour of the rutting factor aligns with that of the complex shear modulus, as shown in Fig.\u0026nbsp;\u003cspan class=\"InternalRef\"\u003e4\u003c/span\u003e. The rutting factor of the brittle-resistant SBS-modified asphalt significantly increases in the temperature range of 52\u0026deg;C to 70\u0026deg;C. Given the experimental results, the brittle-resistant SBS-modified asphalt mixture prepared using the wet-dry combined method proposed in this study can presumably exhibit significant resistance to high-temperature deformation.\u003c/p\u003e\n\u003cp\u003eThe higher the elastic density of the asphalt binder is, the better its fatigue resistance characteristics are. Figure\u0026nbsp;\u003cspan class=\"InternalRef\"\u003e5\u003c/span\u003e shows that the addition of the SBS modifier enhances the elastic effect of the binder. For example, the elastic density of the brittle-resistant SBS-modified asphalt at 52\u0026deg;C is approximately twice higher than that of the regular SBS-modified asphalt and approximately eight times higher than that of the matrix asphalt within the conventional working temperature range of the mixture. These experimental results suggest that the application of the brittle-resistant SBS modification technology significantly enhances the fatigue resistance performance of asphalt mixtures.\u003c/p\u003e\n\u003c/div\u003e\n\u003cdiv id=\"Sec17\" class=\"Section2\"\u003e\n\u003ch2\u003e5.6 Asphalt\u0026rsquo;s low-temperature rheological properties (BBR)\u003c/h2\u003e\n\u003cp\u003eThis study used the bending beam rheometer test to obtain the stiffness modulus S and m value of three asphalt binders, which characterise the flexibility and stress relaxation properties of the three asphalts\u003csup\u003e[\u003cspan class=\"CitationRef\"\u003e23\u003c/span\u003e]\u003c/sup\u003e. The test temperatures are \u0026minus;\u0026thinsp;6, \u0026minus;12, \u0026minus;\u0026thinsp;18 and \u0026minus;\u0026thinsp;24\u0026deg;C, with a test duration of 240 s and a test load of 980 mN\u0026thinsp;\u0026plusmn;\u0026thinsp;50 mN. The stiffness modulus S of the asphalt binder at 60 s was obtained using the corresponding relationship between the stiffness modulus and the deflection change deflection at the specimen\u0026rsquo;s midpoint over time and load. Additionally, the temperature-dependent behaviour of the stiffness modulus S was fitted to obtain the m value of the three asphalt binders, as shown in Table\u0026nbsp;\u003cspan class=\"InternalRef\"\u003e7\u003c/span\u003e.\u003c/p\u003e\n\u003cdiv class=\"gridtable\"\u003e\n\u003ctable id=\"Tab7\" border=\"1\"\u003e\u003ccaption\u003e\n\u003cdiv class=\"CaptionNumber\"\u003eTable 7\u003c/div\u003e\n\u003cdiv class=\"CaptionContent\"\u003e\n\u003cp\u003eTest and calculation results of asphalt bending beam rheological parameters\u003c/p\u003e\n\u003c/div\u003e\n\u003c/caption\u003e\n\u003ctbody\u003e\n\u003ctr\u003e\n\u003ctd rowspan=\"2\" align=\"left\"\u003e\n\u003cp\u003eAsphalt type\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd rowspan=\"2\" align=\"left\"\u003e\n\u003cp\u003eRheological parameters\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd colspan=\"4\" align=\"left\"\u003e\n\u003cp\u003eTest temperature / ℃\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e-6\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e-12\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e-18\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e-24\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd rowspan=\"2\" align=\"left\"\u003e\n\u003cp\u003e90# base asphalt\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eModulus of Rigidity \u003cem\u003eS\u003c/em\u003e/MPa\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e40.42\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e171.09\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e364.55\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e614.95\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e\u003cem\u003em\u003c/em\u003e\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.51\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.39\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.28\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.18\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd rowspan=\"2\" align=\"left\"\u003e\n\u003cp\u003eConventional SBS modified asphalt\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eModulus of Rigidity \u003cem\u003eS\u003c/em\u003e/MPa\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e9.78\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e57.45\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e165.46\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e324.11\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e\u003cem\u003em\u003c/em\u003e\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.59\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.47\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.38\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.27\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd rowspan=\"2\" align=\"left\"\u003e\n\u003cp\u003eBrittle-resistant SBS modified asphalt\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003eModulus of Rigidity S/MPa\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e8.12\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e33.23\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e78.46\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e213.78\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e\u003cem\u003em\u003c/em\u003e\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.67\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.55\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.46\u003c/p\u003e\n\u003c/td\u003e\n\u003ctd align=\"left\"\u003e\n\u003cp\u003e0.33\u003c/p\u003e\n\u003c/td\u003e\n\u003c/tr\u003e\n\u003c/tbody\u003e\n\u003c/table\u003e\n\u003c/div\u003e\n\u003cp\u003eWithin the low-temperature range, the smaller the stiffness modulus of the binder is, the better the elasticity and toughness characteristics of the binder are. For example, the stiffness modulus of the brittle-resistant SBS-modified asphalt at \u0026minus;\u0026thinsp;24\u0026deg;C is approximately one-third of that of the matrix asphalt and approximately two-thirds of that of the regular SBS-modified asphalt. Within the low-temperature range, the larger the m value of the binder is, the better its stress relaxation properties are, indicating the excellent low-temperature mechanical performance of the asphalt and asphalt mixtures. Similarly, the m value of the brittle-resistant SBS-modified asphalt at \u0026minus;\u0026thinsp;24\u0026deg;C is approximately twice higher than that of the matrix asphalt and approximately 1.3 times higher than that of the regular SBS-modified asphalt.\u003c/p\u003e\n\u003c/div\u003e"},{"header":"6 Performance evaluation of brittle-resistant SBS-modified asphalt mixtures","content":"\u003cdiv id=\"Sec19\" class=\"Section2\"\u003e \u003ch2\u003e6.1 Performance testing of the asphalt mixtures based on laboratory experiments\u003c/h2\u003e \u003cp\u003eIn this study, two commonly used asphalt mixtures, AC-13 type asphalt mixture and SMA-13 type asphalt mixture, were selected to evaluate further the application effect of the preparation technology of crack-resistant SBS-modified asphalt based on wet\u0026ndash;dry combined modification processes mentioned in the text. Moreover, 90# base asphalt, conventional SBS-modified asphalt and crack-resistant SBS-modified asphalt were formed using wet\u0026ndash;dry combined modification processes. The high-temperature stability of the mixture was evaluated using the DS test, the water stability of the mixture was evaluated using TSR, and the low-temperature crack resistance performance of the mixture was evaluated by flexural strain and flexural strength. The test results of high-temperature stability and water stability of the mixtures are shown in Table\u0026nbsp;\u003cspan refid=\"Tab8\" class=\"InternalRef\"\u003e8\u003c/span\u003e. The test results of flexural strain and flexural strength of the mixtures are shown in Table\u0026nbsp;\u003cspan refid=\"Tab9\" class=\"InternalRef\"\u003e9\u003c/span\u003e.\u003c/p\u003e \u003cp\u003e \u003cdiv class=\"gridtable\"\u003e\u003ctable float=\"Yes\" id=\"Tab8\" border=\"1\"\u003e \u003ccaption language=\"En\"\u003e \u003cdiv class=\"CaptionNumber\"\u003eTable 8\u003c/div\u003e \u003cdiv class=\"CaptionContent\"\u003e \u003cp\u003eTest results of high-temperature stability and water stability of asphalt mixtures\u003c/p\u003e \u003c/div\u003e \u003c/caption\u003e \u003ccolgroup cols=\"5\"\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c1\" colnum=\"1\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c2\" colnum=\"2\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c3\" colnum=\"3\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c4\" colnum=\"4\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c5\" colnum=\"5\"\u003e\u003c/div\u003e \u003ctbody\u003e \u003ctr\u003e \u003ctd align=\"left\" colname=\"c1\" morerows=\"1\" rowspan=\"2\"\u003e \u003cp\u003eTest content\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c2\" morerows=\"1\" rowspan=\"2\"\u003e \u003cp\u003ePerformance parameters\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colspan=\"3\" nameend=\"c5\" namest=\"c3\"\u003e \u003cp\u003eType of asphalt binder\u003c/p\u003e \u003c/td\u003e \u003c/tr\u003e \u003ctr\u003e \u003ctd align=\"left\" colname=\"c3\"\u003e \u003cp\u003e90# base\u003c/p\u003e \u003cp\u003easphalt\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c4\"\u003e \u003cp\u003eConventional SBS modified asphalt\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c5\"\u003e \u003cp\u003eBrittle-resistant SBS modified asphalt\u003c/p\u003e \u003c/td\u003e \u003c/tr\u003e \u003ctr\u003e \u003ctd align=\"left\" colname=\"c1\" morerows=\"1\" rowspan=\"2\"\u003e \u003cp\u003eRutting test\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c2\"\u003e \u003cp\u003eAC-13 DS/(Times/mm)\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c3\"\u003e \u003cp\u003e2249\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c4\"\u003e \u003cp\u003e2978\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c5\"\u003e \u003cp\u003e3346\u003c/p\u003e \u003c/td\u003e \u003c/tr\u003e \u003ctr\u003e \u003ctd align=\"left\" colname=\"c2\"\u003e \u003cp\u003eSMA-13 \u003cem\u003eDS\u003c/em\u003e/( Times /mm)\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c3\"\u003e \u003cp\u003e3613\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c4\"\u003e \u003cp\u003e4218\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c5\"\u003e \u003cp\u003e4675\u003c/p\u003e \u003c/td\u003e \u003c/tr\u003e \u003ctr\u003e \u003ctd align=\"left\" colname=\"c1\" morerows=\"1\" rowspan=\"2\"\u003e \u003cp\u003eWater stability test\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c2\"\u003e \u003cp\u003eAC-13 \u003cem\u003eTSR\u003c/em\u003e/(%)\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c3\"\u003e \u003cp\u003e79.2\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c4\"\u003e \u003cp\u003e82.5\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c5\"\u003e \u003cp\u003e82.8\u003c/p\u003e \u003c/td\u003e \u003c/tr\u003e \u003ctr\u003e \u003ctd align=\"left\" colname=\"c2\"\u003e \u003cp\u003eSMA-13 \u003cem\u003eTSR\u003c/em\u003e/(%)\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c3\"\u003e \u003cp\u003e83.1\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c4\"\u003e \u003cp\u003e89.5\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c5\"\u003e \u003cp\u003e89.5\u003c/p\u003e \u003c/td\u003e \u003c/tr\u003e \u003c/tbody\u003e \u003c/colgroup\u003e \u003c/table\u003e\u003c/div\u003e \u003c/p\u003e \u003cp\u003e \u003cdiv class=\"gridtable\"\u003e\u003ctable float=\"Yes\" id=\"Tab9\" border=\"1\"\u003e \u003ccaption language=\"En\"\u003e \u003cdiv class=\"CaptionNumber\"\u003eTable 9\u003c/div\u003e \u003cdiv class=\"CaptionContent\"\u003e \u003cp\u003eTest results of low-temperature mechanical properties of asphalt mixtures\u003c/p\u003e \u003c/div\u003e \u003c/caption\u003e \u003ccolgroup cols=\"10\"\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c1\" colnum=\"1\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c2\" colnum=\"2\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c3\" colnum=\"3\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c4\" colnum=\"4\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c5\" colnum=\"5\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c6\" colnum=\"6\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c7\" colnum=\"7\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c8\" colnum=\"8\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c9\" colnum=\"9\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c10\" colnum=\"10\"\u003e\u003c/div\u003e \u003ctbody\u003e \u003ctr\u003e \u003ctd align=\"left\" colname=\"c1\" morerows=\"1\" rowspan=\"2\"\u003e \u003cp\u003eType of binder\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c2\" morerows=\"1\" rowspan=\"2\"\u003e \u003cp\u003eGradation type\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colspan=\"2\" nameend=\"c4\" namest=\"c3\"\u003e \u003cp\u003e0℃\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colspan=\"2\" nameend=\"c6\" namest=\"c5\"\u003e \u003cp\u003e-10℃\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colspan=\"2\" nameend=\"c8\" namest=\"c7\"\u003e \u003cp\u003e-20℃\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colspan=\"2\" nameend=\"c10\" namest=\"c9\"\u003e \u003cp\u003e-30℃\u003c/p\u003e \u003c/td\u003e \u003c/tr\u003e \u003ctr\u003e \u003ctd align=\"left\" colname=\"c3\"\u003e \u003cp\u003e\u003cem\u003eR\u003c/em\u003e/ MPa\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c4\"\u003e \u003cp\u003e\u003cem\u003eε/\u003c/em\u003e\u0026micro;ε\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c5\"\u003e \u003cp\u003e\u003cem\u003eR\u003c/em\u003e/ MPa\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c6\"\u003e \u003cp\u003e\u003cem\u003eε/\u003c/em\u003e\u0026micro;ε\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c7\"\u003e \u003cp\u003e\u003cem\u003eR\u003c/em\u003e/ MPa\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c8\"\u003e \u003cp\u003e\u003cem\u003eε/\u003c/em\u003e\u0026micro;ε\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c9\"\u003e \u003cp\u003e\u003cem\u003eR\u003c/em\u003e/ MPa\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c10\"\u003e \u003cp\u003e\u003cem\u003eε/\u003c/em\u003e\u0026micro;ε\u003c/p\u003e \u003c/td\u003e \u003c/tr\u003e \u003ctr\u003e \u003ctd align=\"left\" colname=\"c1\" morerows=\"1\" rowspan=\"2\"\u003e \u003cp\u003e90# base asphalt\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c2\"\u003e \u003cp\u003eAC-13\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c3\"\u003e \u003cp\u003e6.32\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c4\"\u003e \u003cp\u003e4423\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c5\"\u003e \u003cp\u003e7.18\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c6\"\u003e \u003cp\u003e2745\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c7\"\u003e \u003cp\u003e6.43\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c8\"\u003e \u003cp\u003e2164\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c9\"\u003e \u003cp\u003e3.87\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c10\"\u003e \u003cp\u003e884\u003c/p\u003e \u003c/td\u003e \u003c/tr\u003e \u003ctr\u003e \u003ctd align=\"left\" colname=\"c2\"\u003e \u003cp\u003eSMA-13\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c3\"\u003e \u003cp\u003e8.75\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c4\"\u003e \u003cp\u003e5271\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c5\"\u003e \u003cp\u003e10.13\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c6\"\u003e \u003cp\u003e3527\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c7\"\u003e \u003cp\u003e8.88\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c8\"\u003e \u003cp\u003e2986\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c9\"\u003e \u003cp\u003e5.46\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c10\"\u003e \u003cp\u003e1476\u003c/p\u003e \u003c/td\u003e \u003c/tr\u003e \u003ctr\u003e \u003ctd align=\"left\" colname=\"c1\" morerows=\"1\" rowspan=\"2\"\u003e \u003cp\u003eConventional SBS modified asphalt\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c2\"\u003e \u003cp\u003eAC-13\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c3\"\u003e \u003cp\u003e8.54\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c4\"\u003e \u003cp\u003e5754\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c5\"\u003e \u003cp\u003e9.45\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c6\"\u003e \u003cp\u003e4113\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c7\"\u003e \u003cp\u003e11.12\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c8\"\u003e \u003cp\u003e3068\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c9\"\u003e \u003cp\u003e6.32\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c10\"\u003e \u003cp\u003e1712\u003c/p\u003e \u003c/td\u003e \u003c/tr\u003e \u003ctr\u003e \u003ctd align=\"left\" colname=\"c2\"\u003e \u003cp\u003eSMA-13\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c3\"\u003e \u003cp\u003e10.43\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c4\"\u003e \u003cp\u003e6487\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c5\"\u003e \u003cp\u003e12.45\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c6\"\u003e \u003cp\u003e4887\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c7\"\u003e \u003cp\u003e13.22\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c8\"\u003e \u003cp\u003e3745\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c9\"\u003e \u003cp\u003e8.95\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c10\"\u003e \u003cp\u003e2364\u003c/p\u003e \u003c/td\u003e \u003c/tr\u003e \u003ctr\u003e \u003ctd align=\"left\" colname=\"c1\" morerows=\"1\" rowspan=\"2\"\u003e \u003cp\u003eBrittle-resistant SBS modified asphalt\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c2\"\u003e \u003cp\u003eAC-13\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c3\"\u003e \u003cp\u003e9.12\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c4\"\u003e \u003cp\u003e6654\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c5\"\u003e \u003cp\u003e10.98\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c6\"\u003e \u003cp\u003e5189\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c7\"\u003e \u003cp\u003e12.87\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c8\"\u003e \u003cp\u003e4423\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c9\"\u003e \u003cp\u003e12.14\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c10\"\u003e \u003cp\u003e2987\u003c/p\u003e \u003c/td\u003e \u003c/tr\u003e \u003ctr\u003e \u003ctd align=\"left\" colname=\"c2\"\u003e \u003cp\u003eSMA-13\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c3\"\u003e \u003cp\u003e11.46\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c4\"\u003e \u003cp\u003e7732\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c5\"\u003e \u003cp\u003e12.87\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c6\"\u003e \u003cp\u003e6138\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c7\"\u003e \u003cp\u003e13.98\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c8\"\u003e \u003cp\u003e5623\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c9\"\u003e \u003cp\u003e14.11\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c10\"\u003e \u003cp\u003e3984\u003c/p\u003e \u003c/td\u003e \u003c/tr\u003e \u003c/tbody\u003e \u003c/colgroup\u003e \u003ctfoot\u003e \u003ctr\u003e\u003ctd colspan=\"10\"\u003eNote: R represents the bending failure strength of the mixture; ε represents the bending failure strain of the mixture.\u003c/td\u003e\u003c/tr\u003e \u003c/tfoot\u003e \u003c/table\u003e\u003c/div\u003e \u003c/p\u003e \u003cp\u003eThe application of the crack-resistant SBS-modified asphalt preparation technology proposed in the text significantly improves the high-temperature stability of the AC-13 type asphalt mixture and the SMA-13 type asphalt mixture. This finding indicates a significant reduction in the probability of high-temperature diseases, such as rutting, waves, shoving and rutting, during the service life of the asphalt mixture. The water stability test results of the mixtures in Table\u0026nbsp;\u003cspan refid=\"Tab8\" class=\"InternalRef\"\u003e8\u003c/span\u003e indicate that applying the crack-resistant SBS-modified asphalt preparation technology proposed in the text makes the TSR values of the mixtures approach those of the conventional SBS-modified asphalt mixtures.\u003c/p\u003e \u003cp\u003eThe temperature variation law of the bending failure strain of two types of asphalt mixtures shows a regular decreasing trend with a continuous decrease in temperature. However, the failure strain of the brittle-resistant SBS-modified asphalt mixture is significantly higher than that of the conventional SBS-modified asphalt and matrix asphalt mixtures. For the AC-13 asphalt mixture, the increase at \u0026minus;\u0026thinsp;30\u0026deg;C is 74% and 238%. For the SMA-13 asphalt mixture, the increase at \u0026minus;\u0026thinsp;30\u0026deg;C is 69% and 170%.\u003c/p\u003e \u003cp\u003eThe temperature variation law for the bending failure strength of this type of mixture indicates significant differences from that of the two other mixtures because of the significantly reduced brittleness temperature of the brittle-resistant SBS-modified asphalt prepared by the wet-dry combined method. In particular, the bending failure strength of the mixture does not show significant attenuation at \u0026minus;\u0026thinsp;20\u0026deg;C to 30\u0026deg;C, indicating a significant performance improvement. Compared with the bending failure strengths of the conventional SBS-modified asphalt mixture and 90# matrix asphalt mixture, the bending failure strength of the AC-13 asphalt mixture is increased by 107.7%, 158.4% and 214.6%, and that of the SMA-13 asphalt mixture is increased by 57.6% and 158.4%. The test data of the low-temperature mechanical properties of the above mixtures fully demonstrate that the brittle-resistant SBS-modified asphalt mixture prepared using the wet-dry combined method has significantly improved low-temperature mechanical properties because of its low brittle point and enhanced elasticity. Thus, a significant improvement space is formed. The mixture\u0026rsquo;s ability to resist low-temperature cracking is greatly enhanced.\u003c/p\u003e \u003c/div\u003e \u003cdiv id=\"Sec20\" class=\"Section2\"\u003e \u003ch2\u003e6.2 Testing of road construction and performance evaluation\u003c/h2\u003e \u003cdiv id=\"Sec21\" class=\"Section3\"\u003e \u003ch2\u003e6.2.1 Testing of road construction process\u003c/h2\u003e \u003cp\u003eA test road construction was carried out by relying on the Puyan Expressway in Jilin Province, China, to verify further the practical application effect of the wet\u0026ndash;dry combined preparation of the crack-resistant SBS-modified asphalt technology proposed in this study. The test road is 524 m long and 11.25 m wide with a thickness of 4 cm. The specific station numbers are YK271\u0026thinsp;+\u0026thinsp;800 to YK272.324. The surface layer of the pavement in this project is an SMA-13 type asphalt mixture, with the binder being SBS-modified asphalt. The dosage of the SBS modifier is 4.5%, the bitumen\u0026ndash;aggregate ratio is 6.3%, and the fibre dosage is 0.3% of the mass of the mixture. A formulation plan for the SMA-13 asphalt mixture of the test road was developed based on a series of indoor tests. In addition to the original SBS-modified asphalt, an additional 2.5% of the star-shaped SBS modifier was added. The bitumen\u0026ndash;aggregate ratio was adjusted to 6.8%, and the gradation and fibre dosage of the mixture remained unchanged. The additional star-shaped SBS modifier was added to the mixture through the mineral powder feeding port based on the initial dosage. The mixing parameters were appropriately adjusted to ensure an excellent cross-linking structure between the additional star-shaped SBS modifier and the original asphalt. The mineral aggregate preheating temperature was 200\u0026deg;C, the asphalt heating temperature was 165\u0026deg;C, the mixing temperature was 180\u0026deg;C, and the mixing cycle was 50 s. The test road was constructed at night, with a rolling process similar to the conventional SBS-modified asphalt mixture. As a result, a crack-resistant SBS-modified asphalt mixture pavement was formed.\u003c/p\u003e \u003c/div\u003e \u003cdiv id=\"Sec22\" class=\"Section3\"\u003e \u003ch2\u003e6.2.2 Performance testing of the test road\u003c/h2\u003e \u003cp\u003eAccording to the standards for quality inspection and evaluation of highway engineering, on-site tests were conducted on the test road using equipment such as a nuclear density gauge, smoothness tester, pavement permeability tester, pendulum friction tester and electric sand spreader to assess the compaction, smoothness, permeability, friction coefficient and structural depth. The test results met the requirements. The detection results are shown in Table\u0026nbsp;\u003cspan refid=\"Tab10\" class=\"InternalRef\"\u003e10\u003c/span\u003e.\u003c/p\u003e \u003cp\u003e \u003cdiv class=\"gridtable\"\u003e\u003ctable float=\"Yes\" id=\"Tab10\" border=\"1\"\u003e \u003ccaption language=\"En\"\u003e \u003cdiv class=\"CaptionNumber\"\u003eTable 10\u003c/div\u003e \u003cdiv class=\"CaptionContent\"\u003e \u003cp\u003eTest results of pavement performance\u003c/p\u003e \u003c/div\u003e \u003c/caption\u003e \u003ccolgroup cols=\"6\"\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c1\" colnum=\"1\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c2\" colnum=\"2\"\u003e\u003c/div\u003e \u003cdiv align=\"char\" char=\".\" class=\"colspec\" colname=\"c3\" colnum=\"3\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c4\" colnum=\"4\"\u003e\u003c/div\u003e \u003cdiv align=\"left\" class=\"colspec\" colname=\"c5\" colnum=\"5\"\u003e\u003c/div\u003e \u003cdiv align=\"char\" char=\".\" class=\"colspec\" colname=\"c6\" colnum=\"6\"\u003e\u003c/div\u003e \u003cthead\u003e \u003ctr\u003e \u003cth align=\"left\" colname=\"c1\"\u003e \u003cp\u003eDetection index\u003c/p\u003e \u003c/th\u003e \u003cth align=\"left\" colname=\"c2\"\u003e \u003cp\u003eCompaction degree(%)\u003c/p\u003e \u003c/th\u003e \u003cth align=\"left\" colname=\"c3\"\u003e \u003cp\u003eInternational roughness index IRI(m/km)\u003c/p\u003e \u003c/th\u003e \u003cth align=\"left\" colname=\"c4\"\u003e \u003cp\u003ePermeability coefficient(mL/min)\u003c/p\u003e \u003c/th\u003e \u003cth align=\"left\" colname=\"c5\"\u003e \u003cp\u003eFriction coefficient SFC\u003c/p\u003e \u003c/th\u003e \u003cth align=\"left\" colname=\"c6\"\u003e \u003cp\u003eStructural depth TD(mm)\u003c/p\u003e \u003c/th\u003e \u003c/tr\u003e \u003c/thead\u003e \u003ctbody\u003e \u003ctr\u003e \u003ctd align=\"left\" colname=\"c1\"\u003e \u003cp\u003eConventional road section\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c2\"\u003e \u003cp\u003e98.93\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"char\" char=\".\" colname=\"c3\"\u003e \u003cp\u003e1.72\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c4\"\u003e \u003cp\u003e103.66\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c5\"\u003e \u003cp\u003e61.42\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"char\" char=\".\" colname=\"c6\"\u003e \u003cp\u003e1.13\u003c/p\u003e \u003c/td\u003e \u003c/tr\u003e \u003ctr\u003e \u003ctd align=\"left\" colname=\"c1\"\u003e \u003cp\u003eTest road section\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c2\"\u003e \u003cp\u003e98.91\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"char\" char=\".\" colname=\"c3\"\u003e \u003cp\u003e1.66\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c4\"\u003e \u003cp\u003e106.83\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c5\"\u003e \u003cp\u003e63.26\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"char\" char=\".\" colname=\"c6\"\u003e \u003cp\u003e1.08\u003c/p\u003e \u003c/td\u003e \u003c/tr\u003e \u003ctr\u003e \u003ctd align=\"left\" colname=\"c1\"\u003e \u003cp\u003eEvaluation criteria\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c2\"\u003e \u003cp\u003e\u0026ge;\u0026thinsp;96% of the laboratory standard density\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"char\" char=\".\" colname=\"c3\"\u003e \u003cp\u003e\u0026le;\u0026thinsp;2.0\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c4\"\u003e \u003cp\u003e\u0026le;\u0026thinsp;120\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"left\" colname=\"c5\"\u003e \u003cp\u003e\u0026ge;\u0026thinsp;50\u003c/p\u003e \u003c/td\u003e \u003ctd align=\"char\" char=\".\" colname=\"c6\"\u003e \u003cp\u003e\u0026ge;\u0026thinsp;0.5\u003c/p\u003e \u003c/td\u003e \u003c/tr\u003e \u003c/tbody\u003e \u003c/colgroup\u003e \u003c/table\u003e\u003c/div\u003e \u003c/p\u003e \u003c/div\u003e \u003c/div\u003e"},{"header":"7 Discussion","content":" \u003cp\u003eGiven the temperature-sensitive properties of asphalt, the mechanical performance of asphalt mixtures is directly related to temperature. Therefore, ongoing research efforts are focused on improving the low-temperature mechanical performance of mixtures and reducing the occurrence of low-temperature diseases, particularly in cold regions.\u003c/p\u003e \u003cp\u003eThe brittleness temperature of the asphalt binder is critical for the performance of asphalt and asphalt mixtures. The low-temperature mechanical performance of the asphalt and asphalt mixtures rapidly deteriorates when the external temperature is below the brittleness temperature. Lowering the brittleness temperature of the asphalt binder can delay the onset of performance decline, significantly enhancing the peak strength and deformation resistance of mixtures. As a result, the low-temperature mechanical performances of the mixtures are improved. Therefore, research on reducing the brittleness temperature of asphalt binders is vital in engineering.\u003c/p\u003e \u003cp\u003eThe results of this study show that increasing the dosage of SBS modifier can effectively lower the brittleness temperature of the asphalt binder. The toughness characteristics of the binder significantly improve as the dosage of the SBS modifier increases. This phenomenon results in a noticeable decrease in the brittleness temperature. In the current modified asphalt design, controlling the dosage of the SBS modifier is necessary to prevent phase separation and excessive viscosity, which can negatively impact the coating effect of the binder on aggregates. The findings of this study confirm the importance of dosage control.\u003c/p\u003e \u003cp\u003eThe proposed SBS-modified asphalt preparation technology based on wet\u0026ndash;dry combined modification processes can achieve the aforementioned goals effectively. The easy-to-melt, star-shaped SBS modifier was mixed into the original wet-modified asphalt by adjusting the mixing process parameters using a dry modification method. During mixing, transportation and paving at high temperatures, the modifier forms a good blend with the original modified asphalt, with some forming a cross-linked structure with the binder and the remaining acting as a toughening filler dispersed in the modified asphalt. Thus, its toughness is increased, and its brittleness is reduced.\u003c/p\u003e \u003cp\u003eAlthough the brittleness temperature achieved through this method (approximately \u0026minus;\u0026thinsp;30.2\u0026deg;C) may not reach the level of fully wet-modified asphalt (less than \u0026minus;\u0026thinsp;40\u0026deg;C), the wet\u0026ndash;dry combined modification processes effectively avoids poor mixing due to excessive viscosity during the mixing stage. Field tests confirm that the mixture is in good working condition throughout the mixing, paving and compaction stages. Thus, it meets the requirements for pavement density, smoothness, water permeability, friction coefficient and structural depth. The SBS-modified asphalt preparation technology based on wet\u0026ndash;dry combined modification processes is expected to enhance significantly the resistance to asphalt mixture diseases in cold regions. It also has great potential for widespread application.\u003c/p\u003e"},{"header":"8 Conclusions","content":"\u003cp\u003eThis study aimed to improve the low-temperature mechanical properties of asphalt mixtures. Moreover, the preparation technology of the durable SBS-modified asphalt was studied using wet-dry combined modification processes based on the brittle temperature characteristics of asphalt binders. The following research conclusions were drawn:\u003c/p\u003e \u003cp\u003e(1) Increasing the dosage of SBS modifier can significantly reduce the brittle temperature of asphalt binders. For example, the catalytic temperature of the binder in the wet modification mode is lower than \u0026minus;\u0026thinsp;40\u0026deg;C when the dosage of the SBS modifier is 7%. Thus, the effective range of the brittleness point tester can be reached. However, the modified asphalt prepared in this mode is prone to segregation and exhibits high viscosity and an adhesion grade of 3. Thus, it does not meet the requirements.\u003c/p\u003e \u003cp\u003e(2) The brittle-resistant SBS-modified asphalt prepared by wet-dry combined modification processes using the star-shaped SBS modifier (dosage of 7%) significantly reduces the brittle temperature, reaching \u0026minus;\u0026thinsp;30.2\u0026deg;C. The adhesion grade of the modified asphalt remains at level 5, and the mixing effect of the mixture is not affected.\u003c/p\u003e \u003cp\u003e(3) The durable SBS-modified asphalt binder prepared by wet-dry combined modification processes shows significant optimisation effects on rutting factor, elastic specific gravity, stiffness modulus and m value because of the reduced brittle temperature. Thus, the pavement performance of the binder is significantly improved.\u003c/p\u003e \u003cp\u003e(4) Compared with the 90# base asphalt and conventional SBS-modified asphalt mixtures, the durable SBS-modified asphalt mixture prepared using wet-dry combined modification processes significantly improves the bending strain and bending strength at \u0026minus;\u0026thinsp;30\u0026deg;C. The maximum increase reaches 239.2%, demonstrating the strong application effect of this new technology.\u003c/p\u003e \u003cp\u003e(5) The technology presented in this paper was applied during the construction of the Puyan Expressway project, where experimental road paving was carried out on its mainline lanes. The performance was also tested. Indicators such as compaction degree, smoothness, water resistance, friction coefficient and construction depth all meet the requirements, proving the feasibility and scientificity of this technology.\u003c/p\u003e"},{"header":"Declarations","content":"\u003cp\u003e\u003cstrong\u003eAcknowledgements\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eThe authors are grateful for the funding provided by the key research and development project of science and technology development plan in Jilin Province (20220203092SF) and key scientific and technological project in transportation in Jilin Province (2023ZDGC-1-2). The authors would also like to thank Jilin China Railway Expressway Co., Ltd. for their strong support during the trial road construction process, and thank Jilin University Road Laboratory for their strong cooperation in the process of carrying out this research activity. Thanks to other research personnel who have worked hard to achieve this research goal.\u003c/p\u003e\n\u003cp\u003e\u003cstrong\u003eCompliance with ethical standards\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eFinding: This study was funded by the Key Research and Development Project of Science and Technology Development Plan of Jilin Province (20220203092SF) and the Key Science and Technology Project of Transportation in Jilin Province (2023ZDGC-1-2).\u003c/p\u003e\n\u003cp\u003eConflict of Interest: The authors declare no conflict of interest.\u003c/p\u003e\n\u003cp\u003e\u003cstrong\u003eDeclaration of interests\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eThe authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper.\u003c/p\u003e\n\u003cp\u003eThe authors declare the following financial interests/personal relationships which may be considered as potential competing interests:\u003c/p\u003e"},{"header":"References","content":"\u003col\u003e\n\u003cli\u003eY. Wang, H. Zhang, Influence of asphalt microstructure to its high and low temperature performance based on atomic force microscope (AFM), Constr. Build. Mater. 267 (2021).\u003c/li\u003e\n\u003cli\u003eS.S. Ashani, S. Varamini, M.D. Elwardany, S. Tighe, Investigation of low-temperature cracking resistance of asphalt mixtures by conducting Disc-Shaped Compact Tension (DC(T)) and Semi-Circular Bend (SCB) tests, Constr. Build. Mater. 359 (2022).\u003c/li\u003e\n\u003cli\u003eD. Han, G. Liu, T. Yang, Y. Xie, Y. Zhao, A phase-field cohesive zone model for fracture simulation of asphalt mixture, Eng. Fract. Mech. 281 (2023).\u003c/li\u003e\n\u003cli\u003eQ. Guo, Z. Chen, P. Liu, Y. Li, J. Hu, Y. Gao, X. Li, Influence of basalt fiber on mode I and II fracture properties of asphalt mixture at medium and low temperatures, Theor. Appl. Fract. Mech. 112 (2021).\u003c/li\u003e\n\u003cli\u003eS. Ghafari, M. Ehsani, F.M. 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Ye, X. \u0026rsquo;an Zhang, S. Wang, A. Diab, High-temperature creep and low-temperature relaxation of recycled asphalt mixtures: Evaluation and balanced mix design, Constr. Build. Mater. 310 (2021).\u003c/li\u003e\n\u003cli\u003eN. Qian, W. Luo, Y. Ye, Y. Liu, D. Yin, B. Zheng, H. Peng, Effects of the ductility and brittle point of modified asphalt on the freeze-break behavior of asphalt concrete: A 3D-mesoscopic damage FE model, Constr. Build. Mater. 386 (2023).\u003c/li\u003e\n\u003cli\u003eD. Han, G. Liu, Y. Xi, X. Xia, Y. Zhao, Simulation of low-temperature brittle fracture of asphalt mixtures based on phase-field cohesive zone model, Theor. Appl. Fract. Mech. 125 (2023).\u003c/li\u003e\n\u003cli\u003eX. Wen, L. Feng, G. Yin, Q. Liang, M.R.M. Aliha, P.J. Haghighatpour, Relationship between low-temperature KIc and KIIc values of bitumen with different performance grades and comparison with naturally solid materials, Theor. Appl. Fract. 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Mater. 364 (2023).\u003c/li\u003e\n\u003c/ol\u003e"}],"fulltextSource":"","fullText":"","funders":[],"hasAdminPriorityOnWorkflow":false,"hasManuscriptDocX":true,"hasOptedInToPreprint":true,"hasPassedJournalQc":"","hasAnyPriority":false,"hideJournal":true,"highlight":"","institution":"","isAcceptedByJournal":false,"isAuthorSuppliedPdf":false,"isDeskRejected":"","isHiddenFromSearch":false,"isInQc":false,"isInWorkflow":false,"isPdf":false,"isPdfUpToDate":true,"isWithdrawnOrRetracted":false,"journal":{"display":true,"email":"[email protected]","identity":"researchsquare","isNatureJournal":false,"hasQc":true,"allowDirectSubmit":true,"externalIdentity":"","sideBox":"","snPcode":"","submissionUrl":"/submission","title":"Research Square","twitterHandle":"researchsquare","acdcEnabled":true,"dfaEnabled":false,"editorialSystem":"","reportingPortfolio":"","inReviewEnabled":false,"inReviewRevisionsEnabled":true},"keywords":"Asphalt mixture, Cold region, Brittle-resistant, Preparation Technology, Pavement performance","lastPublishedDoi":"10.21203/rs.3.rs-4073822/v1","lastPublishedDoiUrl":"https://doi.org/10.21203/rs.3.rs-4073822/v1","license":{"name":"CC BY 4.0","url":"https://creativecommons.org/licenses/by/4.0/"},"manuscriptAbstract":"\u003cp\u003eThis study aims to reduce the brittle point temperature of asphalt binders and improve the low-temperature mechanical properties of mixtures by developing a brittle-resistant asphalt mixture preparation technology for use in cold regions. The SBS wet-modified asphalt was combined with the melted star-shaped SBS modifier through a dry method. During mixing and transportation, the high-temperature effect helped form a secondary cross-linking effect with part of the original SBS-modified asphalt. The rest was evenly dispersed in the form of tough fillers, effectively avoiding the segregation and high viscosity issues caused by the conventional high-dosage wet-modified SBS asphalt. Tests were conducted on the brittle point temperature of asphalt binders, oil\u0026ndash;aggregate interface adhesion grade, high- and low-temperature rheological properties of asphalt binders and the high- and low-temperature performances of the mixture to analyse the scientific nature of the developed preparation technology. Results show that compared with the conventional wet-modified SBS asphalt, the brittle-resistant SBS-modified asphalt prepared based on the wet\u0026ndash;dry method has a reduced brittle point temperature by nearly 6.6\u0026deg;C, maintains an adhesion grade of 5 at the oil-aggregate interface. Moreover, the \u003cem\u003em\u003c/em\u003e value increases by approximately 1.3 times, the low-temperature bending strain of the mixture increases by approximately 70%, and the low-temperature bending strength is enhanced by approximately 60%. These results demonstrate that the proposed brittle-resistant SBS-modified asphalt preparation technology significantly improves the low-temperature performance of the mixture whilst ensuring mixing quality, which is crucial for enhancing the service performance of asphalt pavements in cold regions.\u003c/p\u003e","manuscriptTitle":"Research on Preparation Technology of Brittle-resistant Asphalt Mixture Based on Wet-Dry Combined Modification Processes","msid":"","msnumber":"","nonDraftVersions":[{"code":1,"date":"2024-03-25 13:59:24","doi":"10.21203/rs.3.rs-4073822/v1","editorialEvents":[{"type":"communityComments","content":0}],"status":"published","journal":{"display":true,"email":"[email protected]","identity":"researchsquare","isNatureJournal":false,"hasQc":true,"allowDirectSubmit":true,"externalIdentity":"","sideBox":"","snPcode":"","submissionUrl":"/submission","title":"Research Square","twitterHandle":"researchsquare","acdcEnabled":true,"dfaEnabled":false,"editorialSystem":"","reportingPortfolio":"","inReviewEnabled":false,"inReviewRevisionsEnabled":true}}],"origin":"","ownerIdentity":"0c8d1b24-6fcf-477d-b73e-ca7a5048beb4","owner":[],"postedDate":"March 25th, 2024","published":true,"recentEditorialEvents":[],"rejectedJournal":[],"revision":"","amendment":"","status":"posted","subjectAreas":[],"tags":[],"updatedAt":"2024-04-25T18:05:52+00:00","versionOfRecord":[],"versionCreatedAt":"2024-03-25 13:59:24","video":"","vorDoi":"","vorDoiUrl":"","workflowStages":[]},"version":"v1","identity":"rs-4073822","journalConfig":"researchsquare"},"__N_SSP":true},"page":"/article/[identity]/[[...version]]","query":{"redirect":"/article/rs-4073822","identity":"rs-4073822","version":["v1"]},"buildId":"qtupq5eGEP_6zYnWcrvyt","isFallback":false,"isExperimentalCompile":false,"dynamicIds":[84888],"gssp":true,"scriptLoader":[]}