## 1 Introduction  
The bearing capacity of pavement structure is determined by integrating the modulus of each pavement layer [1; 2]. However, the bearing capacity of pavement structure decreases with increasing loading and amount of traffic, and it is not efficient to evaluate the in situ structural modulus of each pavement layer using in situ core drilling. Hence, development of nondestructive tests and back-calculation for detecting the structural modulus of pavement structures is critical and necessary. A falling weight deflectometer (FWD) is a widely used nondestructive test in pavement engineering for evaluating the modulus of each pavement layer. A FWD measures the deflection on the pavement surface subjected to impact loading. Then, the modulus of the pavement layer can be obtained by back-calculation of the measured surface deflections [3; 4; 5; 6]. The back-calculation analysis conducts iterations of structural analysis (e.g., finite element analysis and multi-layer theory) until the calculated surface deflection matches the measured deflection. [PERSON] [7] and [PERSON] [8] conducted lightweight FWD tests and a dynamic finite element analysis model was used to analyze and verify experimental data and to determine the mechanical properties of a road foundation layer comprising a mixture of limestone and bottom slag from an incinerator. [PERSON] et al. [9] simulated pavement with linear or nonlinear elasticity in a back-calculation to analyze the deflections for obtaining the material properties of various layers. Since asphalt material exhibits viscoelasticity with small deformations [10; 11], [PERSON] et al. [11] employed Schapery viscoelastic theory and performed a back-calculation to determine the dynamic modulus master curve of asphalt pavement through the surface deflection obtained using an FWD. During the iteration process, multilayer-viscoelasticity theory was employed to identify the linear viscoelastic characteristics of asphalt pavement. Since FWD deflection measurements are related to temperature for asphalt layers, scholars have proposed that the back-calculation of FWD deflection measurements should be temperature-corrected to a reference temperature and the temperature-correction should be dependent on the properties of the asphalt itself [12; 13; 14; 15]. However, actual in situ temperature data of asphalt layers are difficult to obtain. Therefore, a temperature prediction model must first be established for temperature-correction. On the basis of the BELLS temperature prediction model proposed by [PERSON] et al. [16], [PERSON] et al. [17] established a temperature prediction model appropriate for Michigan State in the United States by using temperature data from the seasonal monitoring of the US Long-Term Pavement Performance project. [PERSON] et al. [18] and [PERSON] et al. [19] verified another model, named BELLS3, in North Carolina and Tennessee, respectively. [PERSON] et al. [20] employed the BELLS equations as a basis for establishing a temperature prediction model for Henan, China. In terms of temperature correction, the effect of temperature on the modulus of an asphalt layer has been assessed using a master curve or by conducting deflection value correction to ensure the consistency of evaluation standards. The dynamic moduli obtained using a material test system or through FWD back-calculation were employed to calculate temperature-correction factors, facilitating comparison between data obtained at the same temperature. The Mechanistic-Empirical Pavement Design Guide states that dynamic modulus tests should typically be used to evaluate the linear viscoelasticity of asphalt concrete and determine the effects of various asphalt materials on temperature and frequency [21; 22; 23]. When tests are conducted at different temperatures and load frequencies with the application of continuous sine waves, the relationship between stress and strain measurements can be expressed by the complex dynamic modulus (E*). [PERSON] et al.