<?xml version="1.0" encoding="ISO-8859-1"?><article xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink" xmlns:xsi="http://www.w3.org/2001/XMLSchema-instance">
<front>
<journal-meta>
<journal-id>1405-7743</journal-id>
<journal-title><![CDATA[Ingeniería, investigación y tecnología]]></journal-title>
<abbrev-journal-title><![CDATA[Ing. invest. y tecnol.]]></abbrev-journal-title>
<issn>1405-7743</issn>
<publisher>
<publisher-name><![CDATA[Universidad Nacional Autónoma de México, Facultad de Ingeniería]]></publisher-name>
</publisher>
</journal-meta>
<article-meta>
<article-id>S1405-77432024000100008</article-id>
<article-id pub-id-type="doi">10.22201/fi.25940732e.2024.25.1.008</article-id>
<title-group>
<article-title xml:lang="es"><![CDATA[Diseño balanceado de mezcla asfáltica en caliente con pavimento recuperado (RAP) y agregado virgen]]></article-title>
<article-title xml:lang="en"><![CDATA[Balanced design of hot mix asphalt with reclaimed pavement (RAP) and virgin aggregate]]></article-title>
</title-group>
<contrib-group>
<contrib contrib-type="author">
<name>
<surname><![CDATA[González-Cruz]]></surname>
<given-names><![CDATA[Jacobo]]></given-names>
</name>
<xref ref-type="aff" rid="Aff"/>
</contrib>
<contrib contrib-type="author">
<name>
<surname><![CDATA[Pérez-Rea]]></surname>
<given-names><![CDATA[María de la Luz]]></given-names>
</name>
<xref ref-type="aff" rid="Aff"/>
</contrib>
<contrib contrib-type="author">
<name>
<surname><![CDATA[Hernández-Padrón]]></surname>
<given-names><![CDATA[Genoveva]]></given-names>
</name>
<xref ref-type="aff" rid="Aff"/>
</contrib>
<contrib contrib-type="author">
<name>
<surname><![CDATA[Castellanos-Cordero]]></surname>
<given-names><![CDATA[Alejandro]]></given-names>
</name>
<xref ref-type="aff" rid="Aff"/>
</contrib>
</contrib-group>
<aff id="Af1">
<institution><![CDATA[,Universidad Autónoma de Querétaro  ]]></institution>
<addr-line><![CDATA[ ]]></addr-line>
<country>Mexico</country>
</aff>
<aff id="Af2">
<institution><![CDATA[,Universidad Autónoma de Querétaro  ]]></institution>
<addr-line><![CDATA[ ]]></addr-line>
<country>Mexico</country>
</aff>
<aff id="Af3">
<institution><![CDATA[,Universidad Nacional Autónoma de México  ]]></institution>
<addr-line><![CDATA[ ]]></addr-line>
<country>Mexico</country>
</aff>
<aff id="Af4">
<institution><![CDATA[,CEVITER S.A. de C.V.  ]]></institution>
<addr-line><![CDATA[ Querétaro]]></addr-line>
<country>Mexico</country>
</aff>
<pub-date pub-type="pub">
<day>00</day>
<month>03</month>
<year>2024</year>
</pub-date>
<pub-date pub-type="epub">
<day>00</day>
<month>03</month>
<year>2024</year>
</pub-date>
<volume>25</volume>
<numero>1</numero>
<copyright-statement/>
<copyright-year/>
<self-uri xlink:href="http://www.scielo.org.mx/scielo.php?script=sci_arttext&amp;pid=S1405-77432024000100008&amp;lng=en&amp;nrm=iso"></self-uri><self-uri xlink:href="http://www.scielo.org.mx/scielo.php?script=sci_abstract&amp;pid=S1405-77432024000100008&amp;lng=en&amp;nrm=iso"></self-uri><self-uri xlink:href="http://www.scielo.org.mx/scielo.php?script=sci_pdf&amp;pid=S1405-77432024000100008&amp;lng=en&amp;nrm=iso"></self-uri><abstract abstract-type="short" xml:lang="es"><p><![CDATA[Resumen Actualmente se están desarrollando técnicas y procedimientos para lograr diseños de mezclas asfálticas capaces de soportar altos niveles de tránsito mediante el mejoramiento del desempeño del pavimento, por lo que este estudio tiene como objetivo lograr una mezcla que cumpla con las especificaciones de agrietamiento y deformación permanente utilizando una menor cantidad de cemento asfáltico, además de utilizar una mayor cantidad de pavimento asfáltico recuperado (RAP) mediante la implementación de una nueva metodología denominada Diseño Balanceado de Mezcla Asfáltica (BMD), la cual, dentro de sus requerimientos evalúa el rendimiento de la mezcla en cuanto a la deformación permanente (Rueda cargada de Hamburgo) y agrietamiento por tensión indirecta (IDEAL-CT), dando un parámetro del porcentaje máximo y mínimo de contenido asfáltico que podría utilizarse en la mezcla. Para ello, se ensayaron tres mezclas con diferentes porcentajes de asfalto, la primera con el óptimo (5 %) obtenido mediante el análisis volumétrico Superpave, la segunda con una menor cantidad de asfalto (4.5 %) y la tercera con un porcentaje mayor (5.5 %), dando como resultado un rango de asfalto aceptable entre 4.8 % y 4.95 % cumpliendo con los parámetros evaluados. Además, se ensayaron cuatro mezclas combinadas con 30 % de RAP y con diferentes porcentajes de asfalto, la primera con el óptimo (4.65 %), las tres siguientes con porcentajes mayores (5.15 %, 5.65 % y 6.15 %) de los cuales se logró cumplir con el ensayo de deformación permanente; sin embargo, los resultados de la prueba de agrietamiento por tensión indirecta resultaron ligeramente por debajo del mínimo recomendado, cabe mencionar que a las mezclas combinadas con RAP no se les agregó ningún aditivo rejuvenecedor, únicamente se utilizó un asfalto PG 64-22-H. Es importante mencionar que, para el diseño virgen, se logró disminuir el porcentaje de asfalto aceptable respecto al obtenido en el análisis volumétrico, contribuyendo a la optimización del costo monetario en el uso de cementos asfálticos y en las emisiones de agentes contaminantes.]]></p></abstract>
<abstract abstract-type="short" xml:lang="en"><p><![CDATA[Abstract Currently, techniques and procedures are being developed to achieve asphalt mix designs capable of withstanding high levels of traffic by improving pavement performance, so the objective of this study is to achieve a mix that meets the specifications of cracking and permanent deformation using a smaller amount of asphalt cement, The objective of this study is to achieve a mix that meets the specifications for cracking and permanent deformation using less asphalt cement, in addition to using a greater amount of reclaimed asphalt pavement (RAP) by implementing a new methodology called Balanced Asphalt Mix Design (BMD), which among its requirements evaluates the performance of the mix in terms of permanent deformation (Hamburg Loaded Wheel) and indirect stress cracking (IDEAL-CT), giving a parameter of the maximum and minimum percentage of asphalt content that could be used in the mix. For this purpose, three mixes were tested with different asphalt percentages, the first with the optimum (5 %) obtained by Superpave volumetric analysis, the second with a lower amount of asphalt (4.5 %) and the third with a higher percentage (5.5 %), resulting in an acceptable asphalt range between 4.8 % and 4.95 %, complying with the evaluated parameters. In addition, four mixes were tested combined with 30 % RAP and with different percentages of asphalt, the first with the optimum (4.65 %), the next three with higher percentages (5.15 %, 5.65 % and 6.15 %). However, the results of the indirect stress cracking test were slightly below the recommended minimum. It is worth mentioning that no rejuvenating additive was added to the mixes combined with RAP; only PG 64-22-H asphalt was used. It is important to mention that, for the virgin design, it was possible to reduce the percentage of acceptable asphalt with respect to that obtained in the volumetric analysis, contributing to the optimization of the monetary cost in the use of asphalt cements and in the emissions of contaminating agents.]]></p></abstract>
<kwd-group>
<kwd lng="es"><![CDATA[Diseño balanceado]]></kwd>
<kwd lng="es"><![CDATA[superpave]]></kwd>
<kwd lng="es"><![CDATA[RAP]]></kwd>
<kwd lng="es"><![CDATA[IDEAL-CT]]></kwd>
<kwd lng="es"><![CDATA[CT-Índex]]></kwd>
<kwd lng="en"><![CDATA[Balanced design]]></kwd>
<kwd lng="en"><![CDATA[superpave]]></kwd>
<kwd lng="en"><![CDATA[RAP]]></kwd>
<kwd lng="en"><![CDATA[IDEAL-CT]]></kwd>
<kwd lng="en"><![CDATA[CT-Index]]></kwd>
</kwd-group>
</article-meta>
</front><back>
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