CN113882224A

CN113882224A - Airport rigid pavement surface in-situ modifier and enhancement modification method

Info

Publication number: CN113882224A
Application number: CN202111370718.6A
Authority: CN
Inventors: 钱鑫; 赵鸿铎; 凌建明; 杨帆; 杨恒; 李梦晓
Original assignee: Tongji University
Current assignee: Tongji University
Priority date: 2021-11-18
Filing date: 2021-11-18
Publication date: 2022-01-04
Anticipated expiration: 2041-11-18
Also published as: CN113882224B

Abstract

The invention relates to the technical field of road engineering, in particular to an airport rigid pavement surface in-situ modifier and an enhancement modification method. The raw materials of the airport rigid pavement surface in-situ modifier comprise phosphate, a penetrating agent and water. Meanwhile, the invention discloses a detailed and specific enhancement modification method. Compared with the existing modified products and technologies, the invention aims to solve the problems of skid resistance loss, easy generation of FOD and high cost when the surface performance of the airport pavement is improved. The method provided by the invention can realize the modification of the surfaces of the pavement of different ages, including newly-built airport pavement and the existing airport pavement, the improvement of the freeze-thaw resistance, abrasion resistance and mechanical property of the surfaces is realized on the physical and chemical layers, the friction coefficient of the surfaces of the pavement is not reduced, and the method has pertinence and adaptability to the prevention of the durability diseases such as peeling and spalling of the airport pavement. In addition, the invention has the advantages of convenient operation, no obvious potential safety hazard and the like, and has stronger economical efficiency.

Description

Airport rigid pavement surface in-situ modifier and enhancement modification method

Technical Field

The invention relates to the technical field of road engineering, in particular to an airport rigid pavement surface in-situ modifier and an enhancement modification method.

Background

The airport cement concrete pavement, also called as a rigid pavement, has the advantages of strong bearing capacity, good durability, large rigidity and the like, and is the main structural type of the airport pavement in China. The cement concrete airports built in 80-90 years in China gradually enter the later use stage, and with the lapse of service life and the increase of traffic volume, more and more pavement surfaces are exposed in the natural environment for a long time, and under the repeated comprehensive action of factors such as temperature, water, salt and the like, the airport pavement surfaces can generate durability damage. Such as runway surface peeling or the formation of reticular, shallow and fine hairlike cracks (abbreviated as "peeling"), when the peeling degree is severe, even the peeling of coarse aggregate on the surface layer can be caused, FOD (Foreign object breakdown, which can damage some Foreign substance, debris or object of the aircraft) is generated, accidents such as tire puncture of the aircraft, damage of the aircraft skin and even suction of an engine can be caused, and serious economic loss and social influence are caused. Meanwhile, in airports in northern cold regions and coastal regions, scaling, a type of runway disease, is particularly prevalent and severe due to erosion of cement concrete by deicing salts or sea salt.

With the increasingly heavy airport traffic duty and the development and service of large heavy-duty aircrafts in China, the actual service life of a cement concrete pavement is usually shorter than the design life of the cement concrete pavement in the actual service process, the functional damage to the surface of the runway generally occurs after the cement concrete pavement is used for about 10 to 15 years, and a large amount of maintenance is needed, which is particularly common in cold climates in the plateau and the north of China.

Aiming at a large number of domestic pavements in long-term service, the airport mainly adopts a mode of spraying a curing agent to carry out surface modification so as to achieve the purpose of improving the surface impermeability, corrosion resistance and freeze-thaw resistance of the pavements. In the prior art, modifiers for pavement maintenance can be mainly divided into two major classes of organic and inorganic reagents, such as silane, ethyl silicate, epoxy resin, water glass and the like, and an organic and inorganic protective layer is formed on the surface of a pavement to physically block pavement microcracks.

However, the above products have the following technical defects in practical application:

(1) the anti-skid property is reduced. The concrete surface modifier has various types, but the products maturely applied to the airport pavement are few, wherein the most main factor for limiting the popularization and the application of the concrete surface modifier is to reduce the anti-skid performance of the airport pavement and reduce the surface friction coefficient of the airport pavement, the anti-skid performance of the surface of the airport pavement is the key performance for ensuring the safe take-off and landing of an airplane, the reduction of the anti-skid performance of the surface of the rigid pavement is one of the main inducements for causing the safe accidents of the airport, and therefore, the improvement of other performances of the pavement at the expense of the anti-skid performance cannot be adopted by considering the particularity and the importance of the airport as the important transportation hub operation safety.

(2) The cost is high. In research and application, although the application effect and product evaluation of the organic modifier are generally higher than those of the inorganic modifier, the organic modifier is expensive in manufacturing cost, and the cost of the product is generally higher due to raw materials and production processes, so that the manufacturing cost of applying the organic product to maintenance of airport pavement is high.

(3) Yielding the FOD. The organic surface curing agent has the defects of poor fire resistance, easy aging and the like, when the organic surface curing agent is used as an airplane runway curing agent, the action effect of the organic surface curing agent is rapidly reduced to generate cracks or peeling under the irradiation of ultraviolet rays which are radiated for years, the organic surface curing agent is difficult to clean from the concrete surface after losing efficacy, FOD is easy to generate, and potential safety hazards are formed on the takeoff and landing of airplanes.

Disclosure of Invention

In view of the above-mentioned shortcomings of the prior art, the present invention aims to provide an in-situ modifying agent for the surface of rigid pavement in airport and a method for enhancing modification, which can enhance the surface performance of pavement and ensure the anti-skid performance.

To achieve the above objects and other related objects, the present invention is achieved by the following technical solutions.

The invention provides an airport rigid pavement surface in-situ modifier, which comprises the following raw materials in percentage by mass:

3% -30% of phosphate;

0.2 to 1.5 percent of penetrant;

68.5 to 96.8 percent of water;

the pH value of the airport rigid pavement surface in-situ modifier is adjusted to be more than or equal to 7.6 by the pH regulator.

In some embodiments of the invention, the phosphate is selected from the group consisting of one or more of diammonium phosphate, potassium dihydrogen phosphate, and sodium dihydrogen phosphate.

In some embodiments of the invention, the osmotic agent is selected from the group consisting of ethylene glycol, isopropyl alcohol, acrylic acid, and a combination of one or more of nanoparticles.

In some embodiments of the invention, the nanoparticles comprise CuO and/or TiO₂(ii) a The particle size of the nanoparticles is less than 500 nm.

In some embodiments of the invention, the pH adjusting agent is selected from alkaline adjusting agents, preferably, the pH adjusting agent is selected from NaOH solution or NaHCO solution₃And (3) solution.

The preparation method of the airport rigid pavement surface in-situ modifier comprises the steps of mixing phosphate, a penetrating agent and water, and adjusting the pH value to be greater than or equal to 7.6.

The invention also provides a method for enhancing and modifying the surface of the rigid pavement of an airport in situ, which comprises the following steps:

(1) dividing the surface of the airport rigid pavement to be processed into one or more construction domains;

(2) cleaning each construction subarea in the step (1);

(3) and (3) performing covering operation and airing on the construction subarea treated in the step (2) by adopting the airport rigid pavement surface in-situ modifier, and repeating the covering operation for a plurality of times.

In some embodiments of the present invention, the cleaning step of step (2) comprises washing the tire gel layer in the construction zone and/or scouring other particles that wash the surface of each of the construction zones.

In some embodiments of the present invention, in the step (3), the covering operation manner is one or more of pressure spraying, negative pressure absorption, or spraying under normal atmospheric pressure environment, and negative pressure absorption after painting.

In some embodiments of the invention, in the step (3), the temperature of the airport rigid pavement surface in-situ modifier before the covering operation is not lower than 25 ℃.

In some embodiments of the invention, in the step (3), the drying is natural air drying.

In some embodiments of the present invention, in the step (3), the covering operation is repeated 1 to 3 times after the intervals of 24h, 48h and 72 h.

In some embodiments of the invention, in the step (2), in the step of cleaning the tire rubber layer in the construction subarea, the other particulate matters comprise one or more of dust, stones and gravel.

In some embodiments of the present invention, in the step 3), the pressure range of the pressure spraying is 140Mpa to 240 Mpa.

In some embodiments of the invention, in the step 3), the negative pressure absorption is performed by a vacuum pump, a negative pressure pump, a device for forming a sealed vacuum negative pressure cavity on the surface of the road surface, or a functional vehicle.

In some embodiments of the present invention, said step (3) is followed by cleaning all construction domains.

The invention also provides application of the method for enhancing and modifying the surface of the airport rigid pavement in situ in the field of road engineering.

Drawings

FIG. 1 is a schematic flow diagram of a modification process of the present invention;

FIG. 2 is a schematic diagram of the modification principle of the present invention;

FIG. 3 is a schematic diagram of division of construction domains in embodiment 1 of the present invention;

FIG. 4 is a schematic view of a working route in embodiment 1 of the present invention;

fig. 5 is a schematic diagram of construction area division in embodiment 2 of the present invention;

fig. 6 is a schematic view of a working route in embodiment 2 of the present invention.

Detailed Description

Hereinafter, embodiments of the airport rigid pavement surface in-situ modifier and the method for enhancing the airport rigid pavement surface in-situ modification of the present application are specifically disclosed in detail with reference to the accompanying drawings as appropriate. But a detailed description thereof will be omitted. For example, detailed descriptions of already known matters and repetitive descriptions of actually the same configurations may be omitted. This is to avoid unnecessarily obscuring the following description, and to facilitate understanding by those skilled in the art. The drawings and the following description are provided for those skilled in the art to fully understand the present application, and are not intended to limit the subject matter recited in the claims.

The "ranges" disclosed herein are defined in terms of lower limits and upper limits, with a given range being defined by a selection of one lower limit and one upper limit that define the boundaries of the particular range. Ranges defined in this manner may or may not include endpoints and may be arbitrarily combined, i.e., any lower limit may be combined with any upper limit to form a range. For example, if ranges of 60-120 and 80-110 are listed for a particular parameter, it is understood that ranges of 60-110 and 80-120 are also contemplated. Furthermore, if the minimum range values 1 and 2 are listed, and if the maximum range values 3, 4, and 5 are listed, the following ranges are all contemplated: 1-3, 1-4, 1-5, 2-3, 2-4 and 2-5. In this application, unless otherwise stated, the numerical range "a-b" represents a shorthand representation of any combination of real numbers between a and b, where a and b are both real numbers. For example, a numerical range of "0 to 5" indicates that all real numbers between "0 to 5" have been listed herein, and "0 to 5" is only a shorthand representation of the combination of these numbers. In addition, when a parameter is an integer of 2 or more, it is equivalent to disclose that the parameter is, for example, an integer of 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, or the like.

All embodiments and alternative embodiments of the present application may be combined with each other to form new solutions, if not specifically stated.

All technical and optional features of the present application may be combined with each other to form new solutions, if not otherwise specified.

All steps of the present application may be performed sequentially or randomly, preferably sequentially, if not specifically stated. For example, the method comprises steps (1) and (2), which means that the method can comprise steps (1) and (2) which are performed sequentially, and can also comprise steps (2) and (1) which are performed sequentially. For example, the mention that the process may further comprise step (3) means that step (3) may be added to the process in any order, for example, the process may comprise steps (1), (2) and (3), may also comprise steps (1), (3) and (2), may also comprise steps (3), (2) and (1), etc.

The terms "comprises" and "comprising" as used herein mean either open or closed unless otherwise specified. For example, the terms "comprising" and "comprises" may mean that other components not listed may also be included or included, or that only listed components may be included or included.

In this application, the term "or" is inclusive, if not otherwise specified. For example, the phrase "a or B" means "a, B, or both a and B. More specifically, either of the following conditions satisfies the condition "a or B": a is true (or present) and B is false (or not present); a is false (or not present) and B is true (or present); or both a and B are true (or present).

Through a large number of exploration experiments, the inventor of the invention provides an airport rigid pavement surface in-situ modifier and a strengthening modification method, solves the problems that the existing modified product loses anti-skid performance when improving the surface performance of the airport pavement, is easy to generate FOD (FOD), and is high in manufacturing cost, realizes modification of pavement surfaces of different ages, and realizes durability of a surface strengthening layer.

The invention provides an airport rigid pavement surface in-situ modifier, which comprises phosphate, a penetrating agent and water.

In the airport rigid pavement surface in-situ modifier provided by the invention, the raw material of the airport rigid pavement surface in-situ modifier comprises 3-30% of phosphate according to mass percentage. In some embodiments, the phosphate may be, for example, 3% to 10%, 10% to 20%, 20% to 30%, 3% to 8%, 8% to 15%, 15% to 20%, 20% to 25%, or 25% to 30% by mass. The phosphate is selected from one or more of diammonium hydrogen phosphate, potassium dihydrogen phosphate and sodium dihydrogen phosphate. The phosphate is preferably selected from diammonium hydrogen phosphate.

In the airport rigid pavement surface in-situ modifier provided by the invention, the raw materials of the airport rigid pavement surface in-situ modifier comprise 0.2-1.5% of penetrant by mass percent. In some embodiments, the weight percentage of the penetrating agent may also be 0.2% to 0.5%, 0.5% to 1.0%, or 1.0% to 1.5%, etc. Specifically, in some embodiments, the osmotic agent is selected from the group consisting of ethylene glycol, isopropyl alcohol, acrylic acid, and a combination of one or more of nanoparticles. Wherein the nanoparticles comprise CuO and/or TiO₂(ii) a The nanoparticles have a particle size of less than 500nm, and may be, for example, 0.1 to 500nm, 0.1 to 100nm, 100 to 200nm, 200 to 300nm, 300 to 400nm, or 400 to 500 nm. More specifically, the penetrant, when selected to be nanoparticles, should be high purity (99.9 wt%) CuO and TiO₂The nano particles are 0.2-1.5% or 0.2-0.8% in the surface in-situ modifier of the rigid pavement of the airport. When the penetrant is selected from ethylene glycol, acrylic acid, and isopropanol, the purity is 99.0 wt%) The mass fraction of the industrial grade product in the in-situ modifier for the surface of the rigid pavement in the airport is 0.2-1.5% or 0.5-1.5%, etc. The nano-particles in the penetrant serve to enhance the hardness of cement mortar to further improve the resistance of the pavement surface to deformation, penetration and abrasion. The ethylene glycol, the isopropanol and the acrylic acid have the function of improving the corrosion resistance of the surface mortar after treatment. In some embodiments, ethylene glycol, isopropyl alcohol, acrylic acid, and nanoparticles may be used in combination. When used in combination, it may be, for example, 0.4% of CuO + 0.5% of ethylene glycol or 0.6% of TiO₂Nanoparticles + 0.5% ethylene glycol.

In the airport rigid pavement surface in-situ modifier provided by the invention, the water is deionized water so as to ensure the adjustment precision of the pH value of the airport rigid pavement surface in-situ modifier in the preparation process and avoid the influence of the overlow pH value on the modification effect of the pavement surface. Typically, the pH of the airport rigid pavement surface in situ modifier (also referred to as phosphate modification solution) needs to be maintained at 7.6 or greater. In some embodiments, the pH of 7.6 ≦ 13.2. More specifically, the pH may be 7.6 to 8.6, 8.6 to 10.0, 10.0 to 11.0, 11.0 to 12.0, or 12.0 to 13.2.

In the airport rigid pavement surface in-situ modifier provided by the invention, the airport rigid pavement surface in-situ modifier can be adjusted by a pH regulator. Specifically, the pH regulator is selected from an alkaline regulator, and preferably, the pH regulator is selected from NaOH solution or NaHCO solution₃And (3) solution. More specifically, for example, it may be a 0.1mol/L NaOH solution or 1mol/L NaHCO solution₃Solutions, and the like.

In a specific embodiment, the raw materials of the airport rigid pavement surface in-situ modifier comprise the following components in percentage by mass:

3% -30% of phosphate;

0.2 to 1.5 percent of penetrant;

68.5 to 96.8 percent of water;

The second aspect of the invention provides a preparation method of the airport rigid pavement surface in-situ modifier, which comprises the steps of mixing phosphate, a penetrating agent and water, and adjusting the pH value to be greater than or equal to 7.6. Typically, the proportions of the components according to the first aspect of the invention are formulated. The pH can be adjusted by a pH adjuster. Wherein the pH regulator is selected from alkaline regulator, preferably, the pH regulator is selected from NaOH solution or NaHCO solution₃And (3) solution. More specifically, the pH may be 7.6 to 8.6, 8.6 to 10.0, 10.0 to 11.0, 11.0 to 12.0, or 12.0 to 13.2.

In the preparation method of the airport rigid pavement surface in-situ modifier provided by the invention, the preparation of the airport rigid pavement surface in-situ modifier is completed within 2 hours before the airport rigid pavement surface in-situ modifier performs airport rigid pavement surface covering action, so that solution components are prevented from volatilizing or being influenced by other components. The preparation can be carried to a construction site after indoor preparation or on-site preparation according to the selected materials, design technology and special requirements in application.

In the preparation method of the airport rigid pavement surface in-situ modifier, phosphate and water are sequentially mixed and then uniformly stirred in the preparation process, a penetrating agent is added after phosphate solids are completely dissolved, and the mixture is continuously and fully stirred uniformly; the proportion of each component must be strictly controlled, the dosage of each mixing is determined according to the shortest operation time and the engineering quantity of the construction domains in the step (1), the prepared finished product of the airport rigid pavement surface in-situ modifier is sealed and stored for less than 2 hours; over 2h should be discarded without further preparation. And the pH value of the airport rigid pavement surface in-situ modifier is more than or equal to 7.6, and the airport rigid pavement surface in-situ modifier is prepared under the constant temperature condition.

The third aspect of the invention provides a method for enhancing and modifying the surface of an airport rigid pavement in situ, which comprises the following steps:

(2) cleaning each construction subarea in the step (1);

In the method for in-situ enhancing and modifying the surface of the airport rigid pavement, the step (1) is to divide the surface of the airport rigid pavement to be treated into one or more construction domains. Specifically, the construction domains are determined according to the following method, the construction area and the engineering quantity are determined according to a total construction plan, the construction area is divided into a plurality of quadrilateral regular construction domains as much as possible according to the contour size of the airport pavement, and the construction domains can also be divided into the construction domains according to the existing mark and marked lines of the airport pavement. In general, the area of each construction sub-area is not particularly limited, and in some specific embodiments, the area of each construction sub-area may be divided into, for example, 200m for convenience of construction²～400m²、200m²～300m²Or 300m²～400m²And the like. The airport rigid pavement to be treated may be, for example, an apron or an airport runway or the like. The construction sub-areas can be constructed simultaneously or sequentially according to the operation time limit, and the staff and the mechanical configuration of each construction sub-area at least use the shortest operation time and the shortest engineering quantity as constraint conditions for calculation and can be divided according to engineering experience.

The shortest operation time refers to the time from the entry time of operation machinery and personnel to the time of complete departure and clearing when the airport does not stop at night; the engineering quantity refers to the total surface area of the road surface subjected to surface modification in the construction sub-area.

In the method for in-situ enhancing and modifying the surface of the airport rigid pavement, the step (2) is to clean each construction subarea in the step (1). The specific cleaning can be divided into cleaning the tire rubber layer in the construction subarea and/or scouring and cleaning other particles on the surface of each construction subarea.

In the step (2), in the step of cleaning the tire rubber layer in the construction sub-area (such as a runway), a special rubber removal cleaning vehicle is adopted for cleaning the tire rubber layer in the construction sub-area, sewage and FOD (some foreign substances, scraps or objects which may damage the aircraft) generated in the cleaning process can be synchronously recovered, the workload of secondary cleaning of the pavement after rubber removal is finished is reduced, the rubber removal effect quality is improved, and meanwhile, the damage of the pavement surface layer structure or the reduction of the surface anti-skid function caused by high-pressure water guns or mechanical abrasion is prevented. In addition, the cleaning of the tire rubber layer is not needed for the newly built airport rigid pavement surface such as a runway.

In the step (2), in the step of washing and cleaning other particulate matters on the surface of each construction sub-area, a special vehicle with cleaning and blowing functions can be used for cleaning the construction universe, so as to remove other particulate matters (the other particulate matters can be, for example, surface FOD attached with dust, stones, gravel or other types of redundant objects), and enable the surface mortar layer to be exposed on the surface of the road surface and keep clean.

In the method for enhancing and modifying the surface of the airport rigid pavement in situ provided by the invention, the step (3) is to adopt the airport rigid pavement surface in-situ modifier of the first aspect of the invention to carry out covering operation and airing on the construction domains treated in the step (2), and the covering operation is repeated for a plurality of times. Specifically, the method comprises the following steps:

in the step (3), the covering operation mode is one or more of pressurized spraying, negative pressure absorption, or negative pressure absorption after spraying and smearing in a normal atmospheric pressure environment.

Wherein, the pressure range used for the pressurized spraying can be 140-240 Mpa, 140-180 Mpa, 180-200 Mpa, or 200-240 Mpa, etc. The influence of the included angle between the spray gun and the road surface and the distance between the spray gun nozzle and the washed road surface on the road surface modification effect is determined by indoor tests or full scale. The angle between the lance and the road surface may be, for example, 15 to 30 degrees, 15 to 20 degrees, 20 to 25 degrees, 25 to 30 degrees, or the like. The distance between the nozzle of the spray gun and the washing road surface can be, for example, 0 to 5m, 0 to 1m, 1 to 2m, 2 to 3m, 3 to 4m, or 4 to 5 m.

The experimental content at least covers SEM electron microscope scanning experiment, X-ray diffractometer technology and negative pressure absorption experiment, and the penetration depth of the airport rigid pavement surface in-situ modifier in the cement concrete specimen and the distribution condition of Hydroxyapatite (HAP) are used as evaluation indexes. The penetration depth may be, for example, 0.1mm to 5mm, 0.1mm to 1mm, 1mm to 2mm, 2mm to 3mm, 3mm to 4mm, or 4mm to 5 mm. The hydroxyapatite is uniformly and completely distributed on the treated surface.

The negative pressure absorption is carried out by a small vacuum pump, a negative pressure pump or a special equipment instrument or a functional vehicle which can form a sealed vacuum negative pressure cavity on the surface of the road surface. The temperature of the modifying solution before the operation should be not lower than 25 ℃, and may be, for example, 25 ℃ to 35 ℃, 25 ℃ to 30 ℃, or 30 ℃ to 35 ℃.

In the step (3), whether the standard is met or not is measured by adopting a portable pH meter, and the covering operation is repeated for 1-3 times after the interval of 24h, 48h and 72 h. For example, the number of surface covering operations is 2, the second surface covering operation can be started after all the surfaces of the construction sub-domains are treated, and the construction should be carried out on a day when the environmental temperature exceeds 30 ℃, so that the treatment effect is prevented from being influenced by the volatilization of the solution.

In the method for in-situ enhancing and modifying the surface of the airport rigid pavement, the step (3) is followed by cleaning all construction domains. Specifically, the whole construction area is cleaned by using a special vehicle with cleaning and blowing functions to clean the construction universe, and the FOD attached to the surface of dust, stones, gravel or other kinds of redundant objects and the exudation crystals attached to the surface mortar layer are removed.

The fourth aspect of the invention provides the application of the method for the in-situ reinforced modification of the surface of the airport rigid pavement in the field of road engineering.

Due to the adoption of the technical scheme, the airport rigid pavement surface in-situ modifier and the enhanced modification method have the following technical advantages:

(1) compared with the prior art, the product has obvious economic advantage. Wherein, the diammonium hydrogen phosphate is the main component of the fertilizer, and the phosphate solution is used as a common agricultural high-efficiency fertilizer, so the cost is low.

(2) The surface friction coefficient of the grooved road surface is hardly influenced, namely the surface anti-skid property of the rigid road surface is not reduced. The friction coefficients of the pavement surface in a water film state are all smaller than those in a dry state, and after the surface modification method provided by the invention is used for treatment, the friction coefficient of the pavement surface is close to that of an original pavement without treatment, namely, the airport rigid pavement surface in-situ modifier provided by the invention belongs to a permeable modified material, and the influence of the working mechanism on the surface structure of concrete is small; after the surface of the pavement concrete is modified according to the method provided by the invention, the friction coefficient of the grooved pavement meets the evaluation standard of the civil airport flight area technical standard (MH5001-2013) on the friction coefficient of a newly-built runway, so that the method provided by the invention hardly influences the anti-skid performance of the airport pavement.

(3) Effectively improves the anti-permeability performance and the anti-ion erosion capability of the road surface. The invention can modify the surface of the cement concrete by using the phosphate solution, and can use Ca in the road surface and the mortar material²⁺The invention can obviously improve the plugging effect of surface microcracks, mortar surface and capillary pores near the surface compared with the method of treating the pavement by only using phosphate solution, and a compact hydroxyapatite reinforcing layer is formed on the surface layer of the pavement to effectively prevent water and Cl^-、SO₄ ^2-The plasma impregnation effect improves the surface impermeability, thereby prolonging the service life and maintenance cycle of the pavement; therefore, the method is also suitable for the high-temperature and rainy coastal airports.

(4) Effectively improves the freeze-thaw resistance of the pavement. The modified hydroxyapatite has extremely high chemical stability, and can exist in a quite stable way even under the condition of acidity (Rdis is 10-14mols cm)^-2s^-1At pH 5.6), salt ion participation will exacerbate the creation and extent of runway spalling during freeze-thaw damage of airport pavements, and thus the present invention improves Cl resistance^-、SO₄ ^2-The impregnation effect of the ions can improve the freeze-thaw damage resistance of the pavement. Therefore, the invention provides a method needleThe method has applicability to plateau alpine regions with large day-night temperature difference and perennial low temperature.

(5) Effectively improves the mechanical property and abrasion resistance of the road surface. The phosphate solution used in the invention can generate hydroxyapatite in situ with rich Ca source on the surface of cement concrete. Because it has the same chemical composition and similar microstructure as human enamel, so called enamel-like strengthening layer, the method should mix Ca (OH) which is not wear-resistant in cement₂The modified hydroxyapatite is converted into stable and wear-resistant hydroxyapatite, and the wear resistance of the pavement can be obviously improved; the hydroxyapatite has hardness comparable to that of quartz stone, and can improve the mechanical strength of the surface of the pavement.

(6) The method has wide application range and can be used for modifying the surfaces of airport pavement with different weather types and different ages. The invention can be used for building cement concrete airport pavement, and surface modification is carried out in the maintenance period after the airport pavement is roughened and grooved; the invention can also be used for treating the airport pavement with different service lives by using the existing cement concrete pavement. The durable diseases generated on the surface of the long-service-life airport pavement under the action of weather factors and loads of airplanes, ground operation vehicles and the like are increased as compared with the newly-built pavement, and the modification method provided by the invention can be used for effectively plugging micro cracks and micro cracks on the surface, so that the effect of prolonging the service life of the airport pavement is realized.

The embodiments of the present invention are described below with reference to specific embodiments, and other advantages and effects of the present invention will be easily understood by those skilled in the art from the disclosure of the present specification. The invention is capable of other and different embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the spirit and scope of the present invention.

In the following examples, reagents, materials and instruments used are commercially available unless otherwise specified.

The glue removing agent manufacturer Shenzhen ruili building science and technology Limited, model RLstd2700HP standard type glue removing vehicle for airport runway in the special glue removing vehicle for airport pavement.

The manufacturer of the special cleaning vehicle for the road surface is a special cleaning vehicle for Hubei, Long-power and heavy-industry, model 8, Dongfeng Tianjin cleaning vehicle. Or S2-1400 road sweeper produced by Jiangsu Meijiada environmental protection technology limited company.

The negative pressure construction equipment manufacturer is a Suzhou cement concrete product research institute, model V82 air cushion film vacuum water absorption machine set.

Example 1

A surface in-situ modification method and a construction flow of a newly-built airport apron. If necessary, the total length of the airport parking apron is about 440m²And carrying out surface modification treatment. With reference to figure 1 of the drawings,

(1) determining a construction sub-domain; according to engineering experience, the total engineering quantity (440 m) is comprehensively considered²) And the shortest operation time (4 h/day according to the project schedule chart) to divide the airport construction segment into 2 segments with the area of 220m, see figure 3²The method comprises the following steps of (1) constructing a domain I and a domain II according to rules, wherein the domain I and the domain II are in regular quadrangles, selecting a parallel construction mode, respectively configuring 1 cleaning vehicle special for the airport pavement, 3 operators and 1 special negative pressure construction device for the airport pavement in the two construction domains, and starting operation when the pavement is maintained for the 7 th day.

(2) Cleaning a rubber layer of the runway tire; this step is skipped because the newly built runway is not yet in operation.

(3) Flushing and cleaning the modified area of the pavement; construction divides territory I, construction and divides territory II to be under construction simultaneously, drives the special cleaning cart of road surface and cleans, removes surface FOD such as adhering to dust, stone, gravel or other kinds of unnecessary objects of clean, makes surface mortar layer expose on the road surface and keep clean.

(4) Preparing an airport rigid pavement surface in-situ modifier; conveying the airport rigid pavement surface in-situ modifier prepared in an industrial laboratory 2h ahead to a construction site by a high-pressure water truck which is fully clean and the inner wall of a water tank is specially treated (a constant temperature environment and a liquid tank body provides a constant pH value environment), wherein the airport rigid pavement surface in-situ modifier is prepared from diammonium hydrogen phosphate according to the mass fraction: ethylene glycol: deionized water 15%: 1%: 84%; in the preparation process, the diammonium hydrogen phosphate and the deionized water are mixed and stirred uniformly, the ethylene glycol is doped until the diammonium hydrogen phosphate solid is completely dissolved, the stirring is continued to be uniform, the pH value of the airport rigid pavement surface in-situ modifier at the moment is calibrated, the pH value of the airport rigid pavement surface in-situ modifier is adjusted to be 8.62-13.2 by 1mol/L NaOH alkaline modifier, and the preparation is carried out at the constant temperature of 25 ℃.

(5) Carrying out pavement surface covering operation by using the prepared airport rigid pavement surface in-situ modifier; the pressure set by the pressurized spraying is 160Mpa, the included angle between the spray gun and the road surface is 30 degrees, and the distance between the spray gun nozzle and the washed road surface is 40 cm. Before operation, the temperature of the modified solution in the liquid tank is checked by workers to be 25 ℃, the pH value is 8.64, the site conditions are ready, the weather is good, and the requirements and conditions for starting the operation are met. The high-pressure waterwheel in the construction subarea I and the construction subarea II starts to operate along one side of the construction subarea, the traveling route travels towards the opposite side of the construction subarea in a reciprocating fold line (see figure 4), the traveling track covers all areas of the construction subarea, and after the surfaces of the construction subarea I and the construction subarea II are uniformly covered with the airport rigid pavement surface in-situ modifier, the high-pressure waterwheel performs secondary pressurized spraying operation along the primary traveling route; and then, a constructor uses a portable small vacuum pump to form a negative pressure space on the surface of the pavement along the same advancing route as the high-pressure water wheel through a vacuum box, so that the infiltration depth and the infiltration speed of the in-situ modifier on the surface of the rigid pavement of the airport are increased. The infiltration depth of the in-situ modifier for accelerating the surface of the airport rigid pavement is 0.5-1 mm. The infiltration speed of the in-situ modifier on the surface of the airport rigid pavement is accelerated. The range of the vacuum degree is-0.0658 MPa to-0.789 MPa.

(6) And (4) naturally drying the in-situ modifier on the surfaces of the rigid runway surfaces of the airport to be constructed in the subarea I and the airport to be constructed in the subarea II when the operators and the machinery leave the airport.

(7) And (5) repeating the steps (4) - (6) for 2 times after the interval of 24h and 48h, and finishing surface modification treatment for 6 times on the construction subarea I and the construction subarea II.

(8) And (5) after the step (7) is finished, cleaning the construction subarea I and the construction subarea II at an interval of 24 h. The FOD attached to the surfaces of dust, stones, gravels or other kinds of redundant objects is removed, no exuded crystal attached to the surfaces of the parking apron is found, and the treatment effect is good.

Example 2

The surface in-situ modification operation is not stopped at night for a certain existing coastal airport pavement. According to specific needs and the latest flight and open traffic requirements of the airport, the shortest operation time is 3h, and the total length of 1200m of the airport runway is preliminarily planned to be 3h²And carrying out surface modification treatment. With reference to figure 1 of the drawings,

(1) determining a construction sub-domain; according to engineering experience, the total engineering quantity (1200 m) is comprehensively considered²) Dividing the airport construction segment into 4 segments with the area of 300m and the shortest operation time (3 h according to a project progress chart)²The construction sub-area I, the construction sub-area II, the construction sub-area III and the construction sub-area IV are all in a regular quadrilateral shape, and a sequential construction mode is adopted (refer to figure 5). 1 platform of special glue removing vehicle for airport pavement, 1 platform of special cleaning vehicle for pavement, 3 operators and 1 platform of special negative pressure construction equipment are arranged together, and the guidance vehicle guides the airport to enter for starting operation.

(2) Cleaning a rubber layer of the runway tire; 1 platform of special glue removing vehicle of airport pavement washs the tire glue film of construction subregion I, utilizes the special glue removing vehicle of airport pavement to retrieve sewage and the FOD that produces in the cleaning process in step.

(3) Flushing and cleaning the modified area of the pavement; the special cleaning vehicle for the driving pavement cleans the construction subarea I, removes the cleaning attached dust, stones, gravels or other kinds of redundant objects and other surface FOD, and in the cleaning process, for the cleaning liquid residual area appearing in the cleaning process of the tire glue layer, the cleaning liquid is mainly sprayed and washed, so that the cleaning liquid chemical substance and the airport rigid pavement surface in-situ modifier are prevented from generating chemical reaction to corrode the pavement or influence the modification effect, and the surface of the runway is kept clean after cleaning.

(4) Preparing an airport rigid pavement surface in-situ modifier; the airport rigid pavement surface in-situ modifier prepared in an industrial laboratory 2h ahead is subjected to high-pressure water through full cleaning and special treatment (constant temperature environment, constant pH value environment provided by a liquid box body) on the inner wall of a water tankThe vehicle is conveyed to a construction zone I, rainwater erosion and ion erosion effects of coastal airport climate are considered, and the proportion of the surface in-situ modifier of the airport rigid pavement is diammonium hydrogen phosphate: ethylene glycol: TiO 2₂Nano-particles: deionized water 13.5%: 1.0%: 0.5%: 85 percent; in the preparation process, the diammonium hydrogen phosphate and the deionized water are mixed and stirred uniformly until the diammonium hydrogen phosphate solid is completely dissolved, the ethylene glycol is added into the mixture to continue stirring, and then the TiO is added into the mixture₂The method comprises the steps of uniformly stirring the nano particles, calibrating the pH value of the airport rigid pavement surface in-situ modifier at the moment, adjusting the pH value of the airport rigid pavement surface in-situ modifier to 9.80 by using 1mol/L NaOH alkaline regulator, and configuring the airport rigid pavement surface in-situ modifier at the constant temperature of 28 ℃.

(5) Using the prepared modified solution to cover the surface of the pavement; the pressure set by the pressurized spraying is 160Mpa, the included angle between the spray gun and the road surface is 30 degrees, and the distance between the spray gun nozzle and the washed road surface is 40 cm. Before operation, the temperature of the modified solution in the liquid tank is checked by workers to be 28 ℃, the pH value is 9.76, the site conditions are ready, and the air temperature at night meets the operation standard, so that the operation starting requirements and conditions are met. The high-pressure watermill in the construction subarea I starts to operate along one side of the construction subarea, the traveling route travels towards the opposite side of the construction subarea in a reciprocating fold line (see figure 6), the driving track covers all areas of the construction subarea, and after the surface of the construction subarea I is uniformly covered with the airport rigid pavement surface in-situ modifier, the high-pressure watermill performs secondary pressurized spraying operation along the primary traveling route; and then, a constructor uses a portable small vacuum pump to form a negative pressure space on the surface of the pavement along the same advancing route as the high-pressure water wheel through a vacuum box, so that the infiltration depth and the infiltration speed of the in-situ modifier on the surface of the rigid pavement of the airport are increased. The infiltration depth of the in-situ modifier for accelerating the surface of the airport rigid pavement is 0.5-1 mm. The infiltration speed of the in-situ modifier on the surface of the airport rigid pavement is accelerated. The range of the vacuum degree is-0.0658 MPa to-0.789 MPa.

(6) And (4) leaving the airport by operating personnel and machinery, and naturally drying the airport rigid pavement surface in-situ modifier on the surface of the subarea I to be constructed.

(7) And (5) repeating the steps (4) - (6)1 time after 24h intervals, and finishing surface modification treatment for 4 times on the construction subarea I.

(8) And (5) after the step (7) is finished, cleaning the construction subarea I and the construction subarea II at an interval of 24 h. Removing the FOD attached to the surfaces of dust, stones, gravels or other kinds of redundant objects and the like, and finishing the surface modification operation of the construction subarea I. And according to the steps and the method, carrying out surface modification operation on the construction sub-area II, the construction sub-area III and the construction sub-area IV in sequence.

Referring to fig. 2, the working principle of the surface in-situ modification method provided by the present invention is as follows: the phosphate solution can react with calcium source rich in rigid pavement surface layer, such as calcium hydroxide, calcium silicate hydrate gel, calcium carbonate, etc., to generate hydroxyapatite (HAP, molecular formula Ca) in situ₁₀(PO₄)₆(OH)₂). Because it has the same chemical composition and similar microstructure as human enamel, it is called an enamel-like strengthening layer. Ca (OH) due to oriented structure in cement mortar₂The crystals are one of the causes of poor strength and abrasion resistance, and the phosphate solution may be mixed with Ca (OH)₂The crystals generate HAP to seal capillary pores on the surface of the mortar or near the surface, so that the pore structure of the mortar is more compact, and the wear resistance and the freezing resistance of the mortar are improved in a microstructure. Meanwhile, the HAP has the hardness which is comparable to that of quartz stone, the Mohs hardness can reach more than 5, and the wear resistance of the pavement can be obviously improved on the mechanical layer. In addition, HAP has extremely high chemical stability and can be used at pH>4, and has extremely low solubility (Rdis ═ 10-14mols cm)^-2s^-1At pH 5.6). Therefore, the tooth glaze reinforcing layer formed by phosphate modification not only can effectively block the micropores/cracks of the rigid road surface, but also can seal Ca (OH) which is not wear-resistant in cement₂Converted into stable and wear resistant HAP, modifying the rigid pavement from both physical and chemical levels.

Example 3

The surface in-situ modification method and the construction process of the existing airport apron in a certain plateau severe cold environment. According to the requirement, the airport is contracted with partial parking apron200m²And carrying out surface modification treatment. With reference to figure 1 of the drawings,

(1) determining a construction sub-domain; because the airport has low take-off and landing frequency and no construction time constraint problem, the total engineering quantity (200 m) is comprehensively considered according to engineering experience²) Then, the airport construction section is directly divided into 2 construction domains I and II with equal areas, and the area of each construction domain is 100m²The sequential construction mode is selected, and 1 cleaning vehicle special for the airport pavement, 3 operators and 1 special negative pressure construction device are arranged together.

(3) Flushing and cleaning the modified area of the pavement; the special cleaning vehicle for driving the road surface cleans the FOD attached with dust, stones, gravels or other kinds of redundant objects, and the like, so that the surface mortar layer is exposed on the surface of the road surface and keeps clean.

(4) Preparing an airport rigid pavement surface in-situ modifier; conveying the airport rigid pavement surface in-situ modifier prepared in an industrial laboratory 2h in advance to a construction site by a high-pressure water truck which is fully clean and the inner wall of a water tank is specially treated (a constant temperature environment and a liquid tank body provide a constant pH value environment), wherein the airport rigid pavement surface in-situ modifier is prepared from disodium hydrogen phosphate according to the mass fraction: diammonium hydrogen phosphate: ethylene glycol: deionized water 10%: 5%: 1%: 84%; in the preparation process, disodium hydrogen phosphate, diammonium hydrogen phosphate and deionized water are mixed according to a certain proportion and then uniformly stirred until ethylene glycol is doped after diammonium hydrogen phosphate and disodium hydrogen phosphate solids are completely dissolved, and the mixture is continuously and uniformly stirred; after being uniformly stirred, the pH value of the in-situ modifier for the surface of the airport rigid pavement is calibrated, and then 1mol/L NaOH alkaline regulator is added until the pH value of the modifier reaches 11.0-13.2 under the field condition, and the preparation is carried out under the condition of constant temperature of 40 ℃.

(5) Carrying out pavement surface covering operation by using the prepared airport rigid pavement surface in-situ modifier; setting the pressure of pressurized spraying at 160Mpa, and freely setting the included angle between a spray gun and a road surface at 15-30 degrees; the distance between the nozzle of the spray gun and the washing road surface is adjusted to be 20cm by considering the ambient temperature and the solution temperature. Before operation, a worker checks that the temperature of the modified solution in the liquid tank is 40 ℃ and the pH value is 11.64; considering the construction specificity of the plateau high-cold environment, firstly, a high-pressure water wheel is adopted to perform pressurized spraying operation on the surface of the construction subarea I; sequentially laying water filtering nets along the transverse direction, and performing secondary pressurized spraying operation on the surfaces of the construction domains I by using a high-pressure water wheel until the water filtering nets are completely soaked; arranging a vacuum water absorption pad on the water filter screen, wherein the size of the water filter screen and the vacuum water absorption pad is 4m by 5m, and the total area is 20m²Paving 5 blocks, and performing vacuum environment preparation by adopting a concrete pavement vacuum water suction machine, wherein the vacuum degree is set to be-0.0658 MPa to-0.789 MPa, and a negative pressure space is formed between the water filter screen and the vacuum water suction pad; after the treatment is finished, the saturated water filter net is still laid on the pavement, only the upper layer of the vacuum water absorption pad is taken away, and then the upper layer of the vacuum water absorption pad is covered by the geotechnical health preserving cloth; and constructing the construction sub-area II by adopting the same method.

(6) Workers and machinery leave the field; and when the ambient temperature is reduced to 15-20 ℃, taking away the geotechnical health-preserving cloth and the water filter net, and naturally drying the in-situ modifier on the surfaces of the airport rigid pavement in the construction subarea I and the construction subarea II.

(7) After the interval of 24h and 48h, the steps (4) to (6) are repeated for 2 times.

(8) And (5) after the step (7) is finished, cleaning the construction subarea I and the construction subarea II at an interval of 24 h. The FOD attached to the surfaces of dust, stones, gravels or other kinds of redundant objects is removed, and simultaneously the exuded crystals attached to the surfaces of the parking apron are removed lightly by using a brush.

Comparative example 1

Compared with example 1, but without treatment with a surface in situ modifier.

Comparative example 2

Compared with example 2, but without treatment with the surface in-situ modifier.

Comparative example 3

Compared with example 3, but without treatment with the surface in-situ modifier.

The surface friction coefficient, the impermeability, the freeze-thaw resistance and the mechanical property of the airport rigid pavement surface in-situ reinforced and modified in the embodiments 1 to 3 and the comparative examples 1 to 3 are shown.

1. And (3) testing the anti-skid performance:

due to the special requirements of the airport runway on safety performance, the skid resistance is an important index for measuring the safety performance and the service life of the runway surface. And the BPN swing value of the pavement surface is measured in situ by adopting a pendulum friction meter according to the specification T0969-2019 (the on-site test regulation of the roadbed and the pavement of the highway).

The results of the anti-slip property test are shown in Table 1. 90d after the treatment, the friction coefficient of the pavement is not influenced, and the operation safety of the airport pavement is effectively ensured.

TABLE 1 anti-skid Property test results

2. And (3) testing the impermeability:

according to the test method of the concrete impermeability in reference to the standard of test methods for long-term performance and durability of common concrete (GBT 50082-. The water pressure is constantly controlled at (1.2 +/-0.05) MPa, the test is stopped after 24 hours, the test piece is split into two halves along the longitudinal section, and the water mark is drawn after the water mark is seen clearly. Then, a trapezoidal glass plate was placed on the cleavage plane of the test piece, and the water penetration height on 10 lines was measured with a ruler. And taking the arithmetic mean of the water seepage heights at the 10 measuring points as the water seepage height of the test piece, and taking the arithmetic mean of the water seepage heights of the 6 test pieces as the mean water seepage height of the group of test pieces.

The results of the impermeability tests are shown in table 2. The impermeability of the surface modification treatment test piece is obviously improved. Comparing the results in table 2, it can be seen that the average water seepage heights of the concrete samples treated by the phosphate surface modifiers with different proportions provided by the invention in the three groups of examples are respectively reduced by 73.18% (example 1), 81.42% (example 2) and 79.10% (example 3) compared with the corresponding comparative examples.

Table 2 impermeability test results

3. And (3) testing the freeze-thaw resistance:

carrying out single-side freeze-thaw test on the test piece subjected to surface modification by referring to 'test method standard for long-term performance and durability of common concrete' GB/T50082-2009, respectively selecting tap water and 3.0 wt% potassium acetate solution as freeze-thaw media, and verifying the freeze-thaw resistance and salt-thaw resistance of the test piece; before the test, the mortar test piece is placed in a water saturation device with corresponding solution for 24 hours, so that the test piece reaches a water saturation state, the initial quality and the initial dynamic elastic modulus of the test piece are tested, and then a freeze-thaw test is started. The test piece is placed in a test groove of a concrete freezing and thawing tester (CABR-HDD type concrete unilateral freezing and thawing tester of China building science research institute), the highest temperature and the lowest temperature are set to be 20 ℃ and-20 ℃, freezing for 4 hours, low-temperature maintaining for 3 hours, thawing for 4 hours and temperature maintaining for 1 hour, and 12 hours in total are taken as a freezing and thawing cycle. The water and 3.0 wt% potassium acetate solution in the test cell were replaced after each 10 freeze-thaw cycles to maintain the pH of the solution stable. And testing the quality loss and the dynamic elastic modulus loss of the DAP surface modified mortar test piece after each 20 times of freeze-thaw cycles.

The results of the freeze-thaw resistance test are shown in tables 3 and 4. As can be seen from the data in the table, the freeze-thaw resistance of the surface modification treatment test piece is improved remarkably, wherein the maximum salt freezing cycle number allowed by the test piece is lower than the water freezing cycle number under the same treatment mode, which also accords with the conclusion that the cement concrete damage can be accelerated under the salt freezing condition. In the experiment, the freeze-thaw test is stopped when the reference standard mass loss reaches 5%, but the test pieces of the embodiment group are not obviously damaged and only slightly peel off in a local area of the surface, so that the treatment effect of the invention is completely and objectively displayed, and the freezing cycle time is 175 times according to the pre-experimental result; the number of salt freezing cycles was 120. The results of example 1 and its comparative example 1 (same compounding ratio as example 1, but without surface modification treatment) show that: the test piece subjected to surface modification treatment has the mass loss rate of only 32.68% of that of the comparative example 1 under the water freezing condition and the mass loss rate of only 33.40% of that of the comparative example 1 under the salt freezing condition; the results of example 2 and its comparative example 2 (same compounding ratio as example 2, but without surface modification treatment) show that: the test piece subjected to the surface modification treatment has the mass loss rate of 57.95% of that of the comparative example 1 under the water freezing condition and 53.03% of that of the comparative example 1 under the salt freezing condition; the results of example 3 and its comparative example 3 (same compounding ratio as example 3, but without surface modification treatment) show that: the test pieces subjected to the surface modification treatment had a mass loss rate of 46.31% under the water freezing condition and 47.32% under the salt freezing condition, respectively, of the comparative example 1.

TABLE 3 Freeze-thaw resistance characterized by mass loss under Water freezing conditions

TABLE 4 Freeze-thaw resistance characterized by mass loss under salt freezing conditions

In addition, the loss of dynamic elastic modulus is taken as an evaluation index of the freeze-thaw resistance, and the test results are shown in table 5. Comparing the results in table 5, it can be seen that after the phosphate surface modifiers with different proportions provided by the present invention are used in the three groups of examples, the relative dynamic elastic modulus loss rates of the concrete samples are respectively reduced by 59.25% (example 1), 58.66% (example 2) and 53.10% (example 3), and the number of freeze-thaw cycles is 200 in this experiment. Experimental results prove that the surface modifier is an effective method for improving the freeze-thaw resistance of the concrete pavement.

TABLE 5 Freeze-thaw resistance characterized by relative dynamic elastic modulus under Water freezing conditions

In each of examples and comparative examples, the loss ratio of dynamic elastic modulus (initial dynamic elastic modulus-dynamic elastic modulus after 200 freeze-thaw cycles)/initial dynamic elastic modulus

4. Measurement of physical and mechanical Properties

A HARTIP 1800 model Leeb hardness tester is selected for surface hardness measurement. Each test piece (a room forming test piece with the size of 100mm x 100mm or a drill core sampling test piece with the size of phi 150mm x 100 mm) is taken as a measuring area on the surface modification layer, 10 measuring points are randomly selected in the measuring area, the measuring points are uniformly distributed in the measuring area, the clear distance between two adjacent side points cannot be less than 10mm, the distance between two adjacent measuring points and the distance between the measuring points and the edge of the test piece are generally not less than 30mm, the measuring points cannot be arranged on air holes or exposed stones, and the same measuring point can be shot only once. In order to reduce errors, 6 Richter hardness values are measured at each measuring point, the maximum value and the minimum value are respectively eliminated, the average value of the remaining 4 effective hardness values is taken as the hardness value of the measuring point, the average value of the hardness of all the measuring points is calculated as the average hardness of the test piece, and the calculation is accurate to 0.01.

The hardness test results are shown in the table6. As can be seen from the data in the table, comparing the results in Table 6, the surface Rockwell hardness values of the concrete samples are respectively increased by 20.70% (example 1), 24.70% (example 2) and 26.10% (example 3) after the three groups of examples are treated by the phosphate surface modifiers with different proportions provided by the invention, and the experimental results verify the action mechanism of the phosphate modification method, namely, the Ca on the surfaces of the phosphate and mortar layers²⁺Hydroxyapatite (enamel-like substance) is generated in an alkaline environment and distributed on the surface of the pavement, so that the surface hardness of the mortar layer is improved.

Table 6 hardness test results

When numerical ranges are given in the examples, it is understood that both endpoints of each of the numerical ranges and any value therebetween can be selected unless the invention otherwise indicated. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. In addition to the specific methods, devices, and materials used in the examples, any methods, devices, and materials similar or equivalent to those described in the examples may be used in the practice of the invention in addition to the specific methods, devices, and materials used in the examples, in keeping with the knowledge of one skilled in the art and with the description of the invention.

Claims

1. The airport rigid pavement surface in-situ modifier comprises the following raw materials in percentage by mass:

3% -30% of phosphate;

0.2 to 1.5 percent of penetrant;

68.5 to 96.8 percent of water;

2. The airport rigid pavement surface in situ modifier of claim 1, wherein the phosphate is selected from the group consisting of one or more of diammonium phosphate, potassium dihydrogen phosphate, and sodium dihydrogen phosphate;

and/or the penetrating agent is selected from one or more of ethylene glycol, isopropanol, acrylic acid and nano particles.

3. The airport rigid pavement surface in situ modifier of claim 2, wherein said nanoparticles comprise CuO and/or TiO₂(ii) a The particle size of the nanoparticles is less than 500 nm.

4. The airport rigid pavement surface in-situ modifier of claim 1, wherein the pH modifier is selected from alkaline modifiers, preferably the pH modifier is selected from NaOH solution or NaHCO solution₃And (3) solution.

5. The method for preparing the airport rigid pavement surface in-situ modifier according to any one of claims 1 to 4, which comprises mixing phosphate, a penetrating agent and water, and adjusting the pH value to be more than or equal to 7.6.

6. A method for in-situ reinforced modification of a rigid runway surface in an airport, the method comprising:

(2) cleaning each construction subarea in the step (1);

(3) and (3) performing covering operation and airing on the construction subarea treated in the step (2) by using the airport rigid pavement surface in-situ modifier according to any one of claims 1 to 4, and repeating the covering operation for a plurality of times.

7. The method of in situ reinforced modification of the airport rigid pavement surface of claim 6, further comprising any one or more of the following features:

A1) the cleaning step in the step (2) comprises cleaning a tire rubber layer in a construction subarea and/or flushing and cleaning other particles on the surface of each construction subarea;

A2) in the step (3), the covering operation mode is one or more of pressurized spraying, negative pressure absorption, or negative pressure absorption after spraying and smearing in normal atmospheric pressure environment;

A3) in the step (3), the temperature of the airport rigid pavement surface in-situ modifier before the covering operation is not lower than 25 ℃;

A4) in the step (3), the airing is natural air drying;

A5) and (4) repeating the covering operation for 1-3 times after the interval of 24h, 48h and 72h in the step (3).

8. The method for in situ enhanced modification of airport rigid pavement surfaces as claimed in claim 7, wherein in said step (2), during said step of cleaning the rubber layer of the tire in the construction segment, other particulate matter includes one or more of dust, stones, gravel;

and/or, in the step 3), the pressure range of the pressurized spraying is 140 MPa-240 MPa;

and/or in the step 3), the negative pressure absorption is carried out by a vacuum pump, a negative pressure pump, equipment for forming a sealed vacuum negative pressure cavity on the surface of the road surface or a functional vehicle.

9. The method for in-situ reinforced modification of the surface of the airport rigid pavement of claim 6, further comprising cleaning all construction zones after step (3).

10. Use of the method for the in situ reinforced modification of the surface of an airport rigid pavement according to any one of claims 6 to 9 in the field of road engineering.