Design method of integral casting type flow paste asphalt mixture pavement

Abstract

The present application relates to the technical field of asphalt mixture pavement design, and particularly relates to a design method of integral pouring type flow mortar asphalt mixture pavement. The method comprises the following steps: (1) material preparation, aggregate includes diabase with a particle size of 4.75mm-13.2mm, mineral powder adopts limestone mineral powder with a particle size of less than 0.075mm, and asphalt adopts high viscosity asphalt; (2) mixture ratio calculation; (3) mixture preparation and molding. The design method can prepare a composite structure FMA pavement which can be based on filling degree adjustment and integral pouring one-time molding. Under the premise of large flowability of the mortar, the mortar can fully fill the aggregate voids, so that the asphalt pavement with different mortar filling degrees can be obtained. In this way, the waterproof layer at the lower part of the FMA and the upper part of the drainage pavement do not need to be constructed separately, the tediousness of secondary construction is avoided, and meanwhile the durability and anti-rutting performance of the asphalt pavement can be ensured.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of asphalt mixture pavement design, and particularly relates to a design method of an integral casting type flowable mortar asphalt mixture pavement. BACKGROUND

[0002] With the development of road construction in China, in addition to the performance index, the safety and comfort of driving are also put forward with higher requirements. The safety of the road surface for driving mainly reflects in the anti-skid performance. According to the investigation, the probability of traffic accidents in rainy days is more than 6 times of that in sunny days. The main reason is that the accumulated water on the road surface is difficult to be quickly discharged, which leads to the formation of water film on the road surface, greatly reducing the anti-skid performance of the road surface. In order to solve the problem of driving safety in rainy days, the drainage pavement emerges as the times require.

[0003] The drainage pavement refers to a kind of asphalt mixture with a large void structure, and the void ratio thereof is between 18% and 25% after compaction and molding. Due to the large void structure, the drainage asphalt pavement has excellent drainage performance compared with other pavements, which makes the rainwater quickly discharge from the pavement, avoids the accumulated water phenomenon, reduces the influence of the water film on the road surface on the anti-skid performance of the pavement, and thus improves the driving safety. However, due to the large porosity and large particle size, the mixture is easy to produce segregation during construction. In addition, the drainage pavement usually takes the dense gradation as the lower waterproof layer to prevent the seepage of the surface water. Therefore, the drainage pavement usually needs to be separately constructed and layered paved for the lower waterproof layer and the upper drainage pavement. The secondary construction not only increases the construction time, but also greatly improves the construction difficulty. At the same time, the non-integral double-layer pavement also brings many problems, such as local subsidence, pavement heave and the like.

[0004] The common foundation of the current HMA theory and design method at home and abroad is that the mastic is plastic and does not leak. For the mixture forming, the mastic viscosity is required to be large, because once the mastic flows to cause too large segregation and then the mixture is determined to be unqualified. In the rolling construction process, due to the mutual interference between the aggregate particles and the mastic, it is difficult to achieve the ideal state that the aggregate particles form a close skeleton and the mastic completely fills the skeleton gap. Only by reducing the oil-stone ratio to reduce the mastic can the embedding of the mixture skeleton be ensured and the requirement of anti-rutting performance be met. Therefore, the traditional asphalt mixture takes 3-6% as the air voids rate standard, which is not a voluntary choice for performance, but a helpless choice for ensuring the priority of anti-rutting performance. And due to various factors in actual construction, the local air voids rate of the asphalt pavement is often greater than the design air voids rate, which is easy to cause water damage, insufficient durability and fatigue cracking of the asphalt pavement. As shown above, the traditional design concept of "mastic plasticity" determines that the asphalt pavement has to reserve 4% of the air voids rate, which fundamentally limits the durability and performance improvement of the asphalt pavement.

[0005] In view of this, the present application is proposed. SUMMARY

[0006] The purpose of the present application is to provide a design method of a whole-pouring type flow mastic asphalt pavement, which can prepare an integrated asphalt pavement, the lower waterproof layer and the upper drainage pavement do not need to be constructed separately, avoiding the complexity of secondary construction, and can ensure the durability and anti-rutting performance of the asphalt pavement.

[0007] The present application provides a design method of a whole-pouring type flow mastic asphalt (FMA) pavement, comprising the following steps:

[0008] (1) Material preparation

[0009] The aggregate includes diabase with a particle size of 4.75mm-13.2mm, the mineral powder uses limestone mineral powder with a particle size of less than 0.075mm, and the asphalt uses high-viscosity asphalt;

[0010] (2) Mix proportion calculation

[0011] Aggregate dosage , mastic dosage , internal design air voids rate and mixture skeleton gap rate The relationship is:

[0012]

[0013] Among them, is the bulk volume density of the mortar; is the bulk density of the aggregate;

[0014] is the filling degree, i.e. the filling degree of the mortar to the skeleton void, and the value range is 0-1; When close to 1.0, the mortar can completely fill the skeleton void; <1.0, due to the flow of the mortar, the amount of the mortar is insufficient to fill all the skeleton void, at this time it is manifested as the upper skeleton-void structure, and the lower part is the skeleton-superdense structure;

[0015] If the fine aggregate is included in the mix design, it is calculated according to the following formula:

[0016]

[0017] wherein, is the bulk volume density of the fine aggregate; is the coarse aggregate content; is the fine aggregate content;

[0018] (3) Preparation of the mixture and molding

[0019] (a) The aggregate, the mineral powder and the asphalt are heated respectively;

[0020] (b) After the heated aggregate is mixed, the asphalt and the mineral powder are added in turn and mixed to obtain the mixture;

[0021] (c) The mixture is loaded into a mold for processing and molding.

[0022] (4) Requirement for the flow degree of the mortar

[0023] The molding of the flow mortar type asphalt mixture depends on the flowability of the asphalt mortar thereof, i.e. the leakage index is not less than 0.3%.

[0024] Preferably, the technical parameters of the asphalt in step (1) are: dynamic viscosity at 60℃≥400000 Pa·s, softening point≥60℃, ductility≥20mm, and penetration within 3.0-6.0mm.

[0025] Preferably, the technical parameters of the mineral powder in step (1) are: apparent relative density 2.83g / cm³, specific surface area≥400m² / kg, and water content≤1%.

[0026] Preferably, the heating in step (a) of step (3) is carried out in two stages, the first stage heating temperature is 180-190℃, and the heating time is 3 hours; the second stage heating temperature is 200-205℃, and the heating time is 1 hour.

[0027] Preferably, the step (b) in the step (3) is mixed for 90s.

[0028] Preferably, the step (c) in the step (3) can be formed by using a track mold or a Marshall mold. If the track plate test piece is formed, a general track mold can be selected for wheel rolling forming; if the Marshall test piece is formed, the Marshall mold is used for Marshall compaction forming, and the single side is compacted for 100 times.

[0029] In summary, the design method provided by the present application has the following advantages compared with the prior art:

[0030] The design method provided by the technical scheme of the present application can prepare a one-time formed "upper transparent lower dense" type integral FMA pavement. The FMA can be designed as a skeleton-void structure in the upper part and a skeleton-ultra-dense structure in the lower part according to the filling degree. The lower part can almost completely isolate the influence of water vapor, has excellent water tightness, and makes the prepared pavement have better durability, skid resistance and integrity.

[0031] The pavement designed in the present application is different from the drainage + dense graded pavement combination which needs two times of construction. The integral forming process determines that the service durability of the FMA will be better than that of the traditional "1+1 type" drainage pavement combination. The integral forming process will not cause uneven settlement of the pavement due to layered construction, and has better integrity. The lower ultra-dense water layer also isolates the influence of water damage on the durability of the pavement. From the aspects of durability and construction, the FMA has more advantages and is more flexible. Because the filling degree can be determined according to the needs to cope with different use scenarios. BRIEF DESCRIPTION OF DRAWINGS

[0032] In order to more clearly illustrate the technical scheme in the specific embodiments or prior art of the present application, the drawings needed in the specific embodiments or prior art description will be briefly introduced below. Obviously, the drawings in the following description are some embodiments of the present application, and those skilled in the art can also obtain other drawings according to these drawings without creative labor.

[0033] Figure 1 The Marshall mold used in the present application;

[0034] Figure 2 The cross-sectional view of the Marshall test piece prepared in Example 1 of the present application is cut;

[0035] Figure 3 The cross-sectional view of the Marshall test piece prepared in Example 2 of the present application is cut;

[0036] Figure 4Bottom view of Marshall specimen prepared in Example 1 of the present application;

[0037] Figure 5 Side view of the present application Figure 4

[0038] Figure 6 Side view of rut specimen prepared in Example 3 of the present application;

[0039] Figure 7 Surface view of rut specimen prepared in Example 4 of the present application.

[0040] BRIEF DESCRIPTION OF DRAWINGS Figure 2 , Figure 3 , Figure 5 , Figure 6 The horizontal lines marked in the drawings are the boundary lines between the upper and lower parts of the specimen. DETAILED DESCRIPTION

[0041] The technical solutions of the present application will be described clearly and completely below in conjunction with the embodiments. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all the other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0042] In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only used to facilitate the description of the present application and simplify the description, and therefore cannot be understood as indicating or implying that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application.

[0043] ​In addition, the terms "first", "second", "third", etc. are used only for descriptive purposes and do not connote or imply relative importance or a quantity of the indicated technical features. Thus, features with "first", "second", "third" designations can include one or more of the features implicitly or explicitly. In the description of the present application, the meaning of "a plurality" is two or more, unless explicitly specified otherwise. In addition, the terms "mounting", "connected", "connecting" should be interpreted broadly, for example, can be fixedly connected, can be detachably connected, or integrally connected; can be mechanically connected, or electrically connected; can be directly connected, or indirectly connected through an intermediate medium, or can be internal communication of two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0044] Material preparation in the present application

[0045] The aggregate includes diabase with a particle size of 4.75mm-13.2mm, the mineral powder is limestone mineral powder below 0.075mm, and the asphalt is selected as high-viscosity asphalt;

[0046] The technical parameters of the limestone mineral powder are as follows: apparent relative density 2.83g / cm³; specific surface area ≥400m² / kg; water content ≤1%;

[0047] The technical parameters of the asphalt are: dynamic viscosity at 60℃ ≥400000Pa·s, softening point ≥60℃, ductility (5℃, 5cm / min) ≥20mm, and penetration (25℃, 100g, 5s) within 3.0-6.0mm.

[0048] The proportioning of the two-grade aggregate of 4.75-13.2mm is determined based on the theory of Tybo (n=0.45), which is used as the proportioning of the coarse aggregate part; since the discontinuous gradation has a stronger skeleton than the continuous gradation, and the positioning of the fine aggregate in the FMA (flowing asphalt mortar mixture) system is mainly for filling function, the filling according to the maximum density theory (n=0.4) can be performed. At the same time, considering the interference of the fine aggregate to the skeleton, the two grades of 1.18mm and 2.36mm which have a greater interference to the skeleton are discontinuous. According to the MAFF design method, the super-flexible FMA and the basic FMA are designed by adjusting the oil-stone ratio, i.e. the amount of mortar, wherein the powder-binder ratio of the super-flexible FMA is 1.0, and the oil-stone ratio is 13.61%; the powder-binder ratio of the basic FMA is 1.0, and the oil-stone ratio is 7.6%.

[0049] The aggregate proportioning of the super-flexible FMA is shown in Table 1:

[0050] Table 1 Aggregate proportioning of the super-flexible FMA

[0051]

[0052] The aggregate mix ratio of the basic type-FMA is shown in Table 2:

[0053] Table 2 Aggregate mix ratio of the basic type-FMA

[0054]

[0055] The aggregate amount , the mortar amount , the internal design porosity , and the gap porosity of the mixture framework are related as follows:

[0056]

[0057] If the fine aggregate is included in the mix ratio design, it is calculated as follows:

[0058]

[0059] wherein, is the combined bulk volume density of the mortar; is the combined bulk volume density of the coarse aggregate; is the combined bulk volume density of the fine aggregate; is the coarse aggregate content; is the fine aggregate content;

[0060] is the filling degree, i.e., the filling degree of the mortar to the framework gap, and the value range is 0-1; When close to 1.0, the mortar can completely fill the framework gap; <1.0, due to the flow of the mortar, the amount of the mortar is insufficient to fill all the framework gap, at this time, it is embodied as the upper framework-gap structure, and the lower is the framework-ultra-dense structure;

[0061] In this embodiment, the design of the asphalt mortar is 1.0, i.e., the mass ratio of asphalt to mineral powder in the mortar is 1:1, the density of asphalt is 1.030 g / cm 3 , the density of mineral powder is 2.817 g / cm 3 , and the calculated combined density of the mortar is 1.508 g / cm 3 ;

[0062] is the combined bulk volume density of the fine aggregate, the composition and bulk density of the fine aggregate for filling are shown in Table 3:

[0063] Table 3 Composition and bulk volume density of fine aggregate

[0064]

[0065] The bulk density of the aggregate, the composition of the coarse aggregate for filling and the apparent volume density are shown in Table 4:

[0066] Table 4 Composition and apparent volume density of coarse aggregate

[0067]

[0068] measured by dry ramming method, is 1.778, The interstitial porosity of the mixture skeleton is 37.15%.

[0069] Taking the calculation of super-soft FMA as an example, the above indexes are substituted into formulas (1) and (2) to obtain 76.04%, 23.96%; since the powder-binder ratio is equal to 1, it can be known that the proportions of asphalt and mineral powder are both 11.98%; the calculation of the mixing ratio of basic FMA can be obtained in the same way.

[0070] Example 1

[0071] A design method of an integral pouring type fluid mastic asphalt (FMA) pavement, the specific process is as follows:

[0072] (1) Material preparation

[0073] In this embodiment, the material preparation is carried out according to the gradation of super-soft FMA;

[0074] (2) Calculation of mixing ratio

[0075] Filling degree Selecting 0.2, the calculation is carried out according to the above calculation method, the weight percentage of coarse aggregate is 76.04%, and the weight percentages of asphalt and mineral powder are both 11.98%.

[0076] (3) Preparation and molding of mixture

[0077] (a) The prepared diabase, limestone mineral powder and asphalt are respectively heated for a total time of 4 hours in two stages, the first stage heating temperature is 180℃ for 3 hours, and the second stage heating temperature is 200℃ for 1 hour. The heating temperature is obtained from the viscosity-temperature curve determined by the asphalt rotary viscosity test, and the two-stage heating can avoid the aging of asphalt caused by high temperature throughout the process.

[0078] (b) The heated diabase is put into the asphalt mixer and mixed for 90s, then the asphalt and limestone mineral powder are added and mixed for 90s to obtain the mixture.

[0079] (c) The mixture is loaded into a mold to process Marshall molding specimens, using Figure 1 The mold shown in FIG. 1 is used to perform Marshall compaction molding, and the single side is compacted 100 times.

[0080] (4) The flowability requirement of the mortar

[0081] The bleeding value of the mixture is not less than 0.3%, satisfying the flowability requirement of the asphalt mortar.

[0082] Example 2

[0083] A design method of the integral pouring type flow mortar asphalt mixture pavement, the technical scheme of which is basically consistent with that of Example 1, and the difference lies in that the filling degree in step (2) is 0.5.

[0084] Example 3

[0085] A design method of the integral pouring type flow mortar asphalt mixture pavement, the technical scheme of which is basically consistent with that of Example 2, and the difference lies in that:

[0086] First aspect: (a) in step (3), the prepared diabase, limestone powder and asphalt are respectively heated for a total time of 4 hours in two sections, the first section is heated at 190°C for 3 hours, and the second section is heated at 200°C for 1 hour.

[0087] Second aspect: (c) in step (3), the mixture is placed into a rut plate mold, and the specimen is formed by the wheel compaction method in the specification T0703, and vibration can be assisted before rolling to further compact the skeleton. The side of the formed specimen is shown in FIG. 3, and the surface graph is shown in FIG. 4. Figure 6 Figure 7

[0088] Example 4

[0089] A design method of the integral pouring type flow mortar asphalt mixture pavement, the technical scheme of which is consistent with that in Example 3, and the difference lies in that the material preparation in step (1) of the embodiment is performed according to the gradation of the basic type-FMA.

[0090] Test 1: Mortar flowability test

[0091] To prove that FMA has mortar flowability and can be filled according to the filling degree , two specimens with filling degrees of 0.2 and 0.5, i.e., the specimens in Example 1 and Example 2, are respectively formed. The two specimens after being cut open are shown in FIGS. 5 and 6, respectively. The flowability of the two specimens is tested by the bleeding value test, and the results are shown in Table 1. F d Figure 2 Figure 3 The bleeding value of the specimen with a filling degree of 0.2 is 0.3%, and the bleeding value of the specimen with a filling degree of 0.5 is 0.2%.​​​​​ The specimen with 0.2 is taken as an example, the bottom view and side view thereof are shown in Figs. 1 and 2 (the horizontal line marked in the figures is the boundary line between the upper skeleton-void structure and the lower skeleton-ultra-dense structure), which can clearly define the upper and lower parts of the mixture by whether being wrapped by the cement paste. Figure 4 、 Figure 5

[0092] Test two: void ratio measurement of the formed specimen

[0093] Four mixture specimens were prepared by the method of Example 2 for verification, = 0.5, the formed Marshall specimen was cut into two parts, i.e. the upper structure and the lower structure, and the void ratio thereof was measured and verified respectively.

[0094] The upper part of the specimen is the skeleton-void structure, and the volume method is used to measure the same due to its large void structure; the lower part is the ultra-dense-skeleton part, and the water immersion method is used to measure the void ratio thereof, and if the void ratio is > 1%, the flowability of the FMA does not meet the requirement. The measurement results are shown in Table 5 and Table 6.

[0095] Table 5: Measurement results of the void ratio of the upper part of the specimen

[0096]

[0097] Table 6: Measurement results of the void ratio of the lower part of the specimen

[0098]

[0099] It can be seen from Table 5 that the void ratio of the upper part of the specimen is more than 18%, which meets the minimum requirement of the void ratio of the drainage pavement in the specification, and it can be seen from Table 6 that the lower part of the void ratio also meets the requirement of 0-1%, and the flowability of the cement paste meets the requirement.

[0100] Test three: water damage resistance test

[0101] The lower part of the four specimens in Test two was subjected to the Marshall test, and the water immersion Marshall test was used to detect the water damage resistance of the lower part, and the results were similar, and the average value was taken, which is shown in Table 7.

[0102] Table 7: Results of the water damage resistance test

[0103]

[0104] The requirement of the specification for the general mixture is that the residual stability is not less than 80%, and the residual stability result of the FMA far exceeds the standard requirement of the specification, and the ultra-dense structure characteristic thereof makes it almost immune to water damage.

[0105] Test four: wheel rut experiment ​

[0106] The test pieces prepared by Example 3 and Example 4 were used to evaluate the high-temperature rutting resistance of FMA by rutting test, and the test pieces prepared by AC-13 gradation median (oil-stone ratio 4.6%) under the same conditions were used as a control group for comparison.

[0107] Table 8 Rutting test results

[0108]

[0109] Note: Three test pieces prepared by the same method were used for each group, and 1, 2, and 3 in Table 8 are the serial numbers of the three test pieces of each group.

[0110] It can be seen from the experimental results that the variation coefficients meet the specification requirement of less than 20%, and the dynamic stability meets the requirement of not less than 3000. The rutting performance of the two FMA prepared by Example 3 and Example 4 can also reach a relatively excellent level on the basis of a significantly larger oil-stone ratio than that of AC-type mixture.

[0111] Test five Low-temperature bending test

[0112] The test pieces prepared by Example 3 and Example 4 were used to evaluate the low-temperature performance of FMA by low-temperature bending test, and the test pieces prepared by AC-13 gradation median (oil-stone ratio 4.6%) under the same conditions were used as a control group for comparison, and the test results are shown in Table 9.

[0113] Table 9 Low-temperature bending test results

[0114]

[0115] According to the requirements of the current specification and the design documents of this project, the low-temperature bending failure strain of the upper layer asphalt mixture should be not less than 2800. The control group and Example 3 and Example 4 meet the specification requirements, and it can be seen that the performance of Example 3 and Example 4 is better than that of the control group, and they perform excellently in low-temperature performance. The bending-tensile failure strain of FMA prepared by Example 3 gradation is twice that of the control group, and it has excellent crack resistance.

[0116] Based on the problems existing in the prior art asphalt pavement, the application provides a design method of an integral casting type flowable mortar asphalt mixture (FMA) pavement, aiming to improve the durability of the asphalt pavement under the premise of ensuring the drainage and skid resistance. The FMA refers to a skeleton-ultra-dense asphalt mixture with a near-zero internal void ratio formed by filling the inter-aggregate space by the flowable mortar relying on the flowability of the mortar or the compaction auxiliary measures. The biggest feature of the FMA is that the mortar has flowability, while the mortar of the traditional asphalt mixture is plastic. Therefore, unlike the traditional asphalt mixture, the FMA can achieve the internal void ratio close to 0 under the filling of the flowable asphalt mortar. The design of the FMA is based on the innovative theory of the mortar flowability and the skeleton void filling principle, the skeleton and the mortar can be designed respectively, and thus the FMA asphalt mixtures with different performances can be designed under the premise of ensuring the anti-rutting.

[0117] Based on the feature that the mortar and the skeleton of the FMA can be designed separately, the filling degree of the mortar in the mixture is adjusted, so that the one-step forming integral asphalt mixture pavement with the upper part being the drainage function pavement with large voids and the lower part being the water-tight layer can be achieved. In this way, the cumbersome secondary construction is avoided, and the integral pavement has better integrity. Moreover, the mixture designed based on the current FMA cannot meet the requirements of the anti-rutting, anti-cracking and durability at the same time, and the anti-rutting strategy is adopted, because the rutting often occurs in the first summer high-temperature period after construction, while the fatigue and reflection cracking often occur later, and the consequences are far less than the serious rutting of the pavement. However, with the emergence of modified asphalt, the rutting problem is no longer a problem for designers, and the problems of how to ensure the durability, cracking and water damage of the pavement follow. The lower part of the FMA is more dense than the traditional dense-graded mixture, so the lower part of the mixture is almost not affected by the water damage, and the water-tightness is much better than that of the general mixture. Moreover, due to the embedding of the mixture skeleton and the sufficient filling of the voids by the mortar, the anti-cracking performance and the deformation capacity are also better than those of the general mixture, the durability is greatly improved, and the performance is ensured under the premise of durability.

[0118] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the application, and not to limit them; although the application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the application.

Claims

1. A method for designing a whole cast flowable cementitious material pavement, characterized in that, The method comprises the following steps: (1) material preparation The aggregate comprises diabase with a particle size of 4.75mm-13.2mm, the mineral powder is limestone mineral powder with a particle size of less than 0.075mm, and the asphalt is high-viscosity asphalt; (2) calculation of the mixing ratio Aggregate amount , cement paste amount , internal design void ratio and the relationship between the mixture skeleton gap ratio is: wherein, is the bulk volume density of the cement paste; is the bulk density of the aggregate; For the filling degree, i.e. the filling degree of the paste to the skeleton void, the value is 0.5; When close to 1.0, the paste can completely fill the skeleton void; When < 1.0, due to the flow of the paste, the amount of the paste is insufficient to fill all the skeleton void, which is manifested as the upper part being a skeleton-void structure, and the lower part being a skeleton-superdense structure; If the mixing ratio design contains fine aggregate, the following formula is used for calculation: wherein, is the synthetic bulk density of the fine aggregate; is the coarse aggregate content; is the fine aggregate content; (3) preparation of the mixture and molding (a) the aggregate, the mineral powder and the asphalt are heated respectively; (b) the heated aggregate is mixed, and then the asphalt and the mineral powder are added and mixed in sequence to obtain the mixture; (c) the mixture is loaded into a mold for molding; (4) requirement for the flowability of the asphalt paste The molding of the flowable asphalt paste type asphalt mixture depends on the flowability of the asphalt paste thereof, i.e. the leakage index is not less than 0.3%.

2. The design method of claim 1, wherein The technical parameters of the asphalt in the step (1) are as follows: the dynamic viscosity at 60℃ is greater than or equal to 400000Pa·s, the softening point is greater than or equal to 60℃, the ductility is greater than or equal to 20mm, and the penetration is within 3.0-6.0mm.

3. The method of designing according to claim 1, wherein, The technical parameters of the mineral powder in the step (1) are as follows: the apparent relative density is 2.83g / cm³, the specific surface area is greater than or equal to 400m² / kg, and the water content is less than or equal to 1%.

4. The method of claim 1, wherein, The heating in the step (a) of the step (3) is performed in two stages, the first stage is heated at a temperature of 180-190℃ for 3 hours, and the second stage is heated at a temperature of 200-205℃ for 1 hour.

5. The method of claim 1, wherein, The mixing time in the step (b) of the step (3) is 90s.

6. The design method of claim 1, wherein The step (c) of the step (3) is molded by using a rut mold or a Marshall mold.

Images