柔性鋪面是世界上應用最廣泛的道路類型之一，主要使用瀝青混凝土（Asphalt Concrete, AC）作為鋪面材料。它廣泛應用於各種場所，包括住宅街道、高速公路、停車場、自行車道和機場跑道等。在早期馬歇爾壓實法是一種廣泛應用的瀝青混凝土設計方法，優點在於其簡單易行，能夠提供準確的瀝青含量和混合料基本性能評估。然而，隨著技術的發展和需求的變化，近年來出現了其他更現代化和先進的混合料設計方法，如Superpave（Superior Performing Asphalt Pavements）設計法，其旋轉揉壓的壓實方式也較貼近現地的滾壓壓實方式。本研究針對高分子改質密級配瀝青混凝土，使用馬歇爾衝擊壓實法以及Superpave旋轉壓實法尋求各自的最佳瀝青含量，後續並進行間接張力試驗(IDT)、間接張力開裂試驗(IDEAL-CT)，間接張力車轍試驗(IDEAL-RT)，以及車轍輪跡試驗(WTT)。本研究比較了馬歇爾壓實法和SGC壓實法在柔性鋪面設計中的差異，結果顯示，當製作直徑150 mm及較高高度（95mm）之配比設計試體時(製作4%孔隙率)，馬歇爾壓實法在不同瀝青含量下的孔隙率差異較大，導致最佳瀝青含量計算偏高。然而，在製作直徑150 mm及較低之績效試驗試體高度（62mm）時(製作7%孔隙率試體)，以馬歇爾壓實法則仍可控制並接近正常孔隙率標準，推測是因為製作較高試體高度時，試體用料量大，即便提升夯實能量仍無法達到目標孔隙率，僅能透過提升瀝青含量而達成。另外，抗開裂性能在壓實方式和瀝青含量上有所不同，5%瀝青含量的馬歇爾壓實試體的抗開裂指數(CTindex)均低於規範值31，這意味著馬歇爾壓實法會使試體的脆性提高，而5%瀝青含量的SGC壓實試體則在規範值範圍內。此外，壓實方式對於高溫間接張力強度(HT-IDT)結果沒有明顯影響，但較高瀝青含量的試體顯示出明顯下降趨勢。在綜合比較不同壓實方式對於抗開裂指數和間接張力車轍與車轍輪跡試驗的關係時，可以觀察到CTindex越低則RTindex值越高，車轍的深度越小。此外，三種不同試體都達到了RTindex建議值72；車轍輪跡試驗顯示，不同壓實方式對車轍深度有影響，濕式5%瀝青含量的馬歇爾壓實試體車轍深度大於5%瀝青含量SGC壓實試體，而5.5%瀝青含量的馬歇爾壓實試體則最深。綜合比較抗開裂指數和間接張力強度的關係，間接張力強度越高，抗開裂指數越低。最後，Francken model擬合結果顯示，5%瀝青含量的馬歇爾壓實試體剝脫點最大，其次是5%瀝青含量的SGC壓實試體，最後是5.5%瀝青含量的馬歇爾壓實試體。總體而言，研究結果表明SGC壓實法在某些性能方面具有優勢，對於鋪面配比設計和性能評估具有重要參考價值，但以馬歇爾壓實方法製作績效試驗試體(7%孔隙率)依舊還是可以使用。

Asphalt concrete is a crucial component of flexible pavement, a popular road type worldwide. Asphalt concrete can be designed using different mix design approaches. The traditional Marshall method, utilized in Taiwan, is simple, precise, and capable of evaluating basic performance. However, it doesn't accurately reflect field conditions. In recent years, more cutting-edge mixture design techniques have emerged, such as the Superpave (Superior Performing Asphalt Pavements) design method, which employs a gyratory compaction method that accurately simulates field rolling compaction. This study compared polymer-modified dense-graded asphalt concrete designed using Marshall impact and Superpave gyratory compaction methods. The comparison is based on volumetric properties and mechanical performance. The performance tests utilized in the study were indirect tension tests (IDT), indirect tension cracking tests (IDEAL-CT), moisture damage resistance, indirect tension rutting tests (IDEAL-RT), and wheel tracking tests (WTT). The IDEAL-CT test indicated asphalt concrete's response to cracking, and the IDEAL-RT and WTT tests were conducted to evaluate permanent deformation resistance. The result revealed that distinctions in cracking resistance were observed between the compaction methods and asphalt contents. Marshall-compacted specimens with 5% asphalt content exhibited a CTindex below the specified threshold value, indicating less flexibility for cracking resistance. In contrast, SGC-compacted specimens with 5% asphalt content remained within the specified range. The compaction method did not significantly affect HT-IDT and IDEAL-RT results, but specimens with more asphalt showed a noticeable decrease in rutting resistance. The wheel tracking tests showed that different ways of compacting affected the depth of the rutting performance; Marshall-compacted samples with 5% asphalt content rutted less than SGC-compacted samples with the same asphalt content. Additionally, Marshall-compacted specimens with 5.5% asphalt content exhibited the greatest depth. When indirect tension rutting and wheel tracking tests were used to look at the relationship between compaction methods and resistance to cracking, lower CTindex values were linked to higher RTindex values and shallower rut depths. In terms of moisture damage resistance, Marshal compaction showed higher resistance than gyratory compacted specimens. Overall, the research findings highlight the advantages of the SGC compaction method in certain performance aspects, offering valuable insights for pavement mixture design and performance evaluation. However, the Marshall compaction method remains suitable for producing performance test specimens targeting a void ratio of 7%.

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