KR100563802B1 - A colorable paving material capable of paving road with a thin layer - Google Patents

Abstract

15% to 25% by weight of styrene-butadiene copolymer, 1% to 5% by weight of styrene-butadiene rubber, 1% to 5% by weight of chlorinated paraffin as plasticizer, 1% to 5% by weight of polyolefin wax as dispersant , 55% to 65% by weight of lime as filler, and iron trioxide red, ferric oxide, copper bromide phthalocyanine, C. children. 1% to 5% by weight of pigment selected from the group consisting of Pigment Blue 15: 3 and carbon black, and from 10% by weight of hard aggregate selected from the group consisting of silica sand and ceramic aggregate having a particle size of 0.85 mm to 0.5 mm A colored road pavement is disclosed which can be paved in an ultra-thin layer comprising 20% by weight. This colored road pavement is hardly cracked and peeled due to high strength even if it is paved with an ultra thin layer on the surface of a road such as asphalt, and has excellent resistance to external factors, especially temperature change and load, and has excellent water permeability and Excellent anti-slip In addition, such a colored road pavement can allow a vehicle to pass in 3 to 5 minutes after construction, thereby significantly reducing the traffic regulation time.

Colored Road Pavers, Chlorinated Paraffin, Polyolefin Waxes, Pigments

Description

Color Road Paving Material (Color Micro Paving) {A COLORABLE PAVING MATERIAL CAPABLE OF PAVING ROAD WITH A THIN LAYER}

1 is a photograph of a tire running tester used to determine the blending ratio of the rubber-based resin contained in the road pavement according to the present invention;

2a to 2c are photographs when the mixing ratio of the rubber-based resin used in the road pavement according to the present invention is 0.3%, 1.0% and 2.0%, respectively, before the rotation test by the tire running tester;

Figures 3aa and 3ab (an enlarged picture of Figure 3aa), Figures 3ba and 3bb (an enlarged picture of Figure 3ba), and Figures 3ca and 3cb (an enlarged view of Figure 3ca) is a rubber-based resin used in the road pavement of the present invention Is a photograph when the compounding ratio of 0.3%, 1.0% and 2.0%, respectively, showing the situation when rotated 50,000 times by a tire running tester;

Figures 4aa and 4ab (an enlarged view of Figure 3aa), Figures 4ba and 4bb (an enlarged view of Figure 3ba), and Figures 4ca and 4cb (an enlarged view of Figure 3ca) is a rubber system used in the road pavement according to the present invention Photographs when the blending ratios of the resins are 0.3%, 1.0% and 2.0%, respectively, showing the situation when the apparatus is rotated 100,000 times by a tire running tester;

5 is a photograph taken of a portion of the equipment used for the wheel tracking test;

6a to 6c are photographs when the content of the hard aggregate used in the road pavement according to the present invention is 10%, 15% and 20%, respectively, a picture showing the coating state after the test by the equipment of FIG. 5;

7 is a graph showing the slip resistance of the road pavement according to the present invention; And

8 is a photograph showing a road paving material according to the present invention is paved on the actual road surface.

The present invention relates to a road pavement for paving the surface of the road, such as asphalt, more specifically, cracks and peeling phenomenon due to high strength, even if paved in a thin layer (hereinafter referred to as "ultra thin layer") on the surface of the road Not only rarely, but also permeability and anti-slip property are also excellent colored road pavement (optionally referred to as "color micro fave").

In Korea, about 40% of highways and 98% of national highways are paved with asphalt. Such asphalt roads are usually composed of a road layer which is stacked in contact with the general ground, a base layer which is stacked on an upper surface of the road layer, and a surface layer as an outermost layer which is stacked on an upper surface of the base layer and exposed to the outside. Among these, the surface layer is exposed to the outside, and is mainly damaged by rutting and fatigue cracking caused by the external environment (eg, change in temperature) and the driving vehicle (eg, excessive traffic load). In particular, in summer it will be more affected by the external environment and the driving vehicle at the same time. Rutting is a kind of plastic deformation that corresponds to permanent deformation generated up and down or left and right due to repeated traffic loads, and is caused by various factors such as porosity, asphalt selection without consideration of traffic conditions, poor construction and excessive traffic load. Is generated. In Korea, permanent deformation, including such rutting, accounts for about 75% of all failures. In order to minimize the damage of the asphalt including the surface layer due to severe fatigue load and temperature changes, the surface layer is usually packed in the thickness of 5cm to 10cm in Korea. This increase in thickness eventually leads to an increase in construction cost.

Nevertheless, when permanent deformation occurs in an asphalt pavement or the like, asphalt of the same component is generally overlaid on an existing pavement. However, the average life span of the overlaid pavement is not more than five years, and in some heavy vehicle passage sections, the rutting phenomenon occurs less than one year, and thus it is not a modern solution. In addition, overlaid pavement to significant thickness not only increases road pavement costs but is also very susceptible to breakage such as plastic deformation and cracking due to fatigue loading.

In recent years, as another method for efficiently coping with rutting and fatigue cracking, a method of changing the particle size of an aggregate or using a modified binder or the like has also been attempted.

However, the method of using such aggregate size change or modified binder is fatal to high temperature and static load due to the viscoelasticity of the asphalt pavement, and some special asphalts are expensive and disadvantageous in terms of cost.

More recently, white topping is an effective maintenance method for asphalt pavement where repeated rutting or fatigue cracking occurs by overlaying concrete on asphalt pavement with short life span due to heavy load transit section or breakage. This is recently introduced and implemented in Korea.

This white tapping is a generic name for the concrete overlaid on the existing asphalt pavement layer, divided into thin white topping (100 to 200mm) and ultra-thin white topping (UTW method) of less than 100mm do. This method can reduce tensile stress by overlaying a thin concrete material on the existing asphalt layer in terms of structural behavior and by using short joint spacing, so it is effectively applied to a heavy load traffic area.

In particular, the Ultradin White Tapping (UTW) can reduce maintenance costs when used properly, but as concrete and asphalt layers have a complex behavior, asphalt thickness and existing breakage can affect pavement behavior and commonality. Therefore, problems such as edge cracks, center cracks, and reflection cracks may occur. In addition, since the curing time is required in general concrete considerably, the increase in traffic congestion and user costs due to traffic control is still a problem.

In order to improve the problems in this method, the crude steel cement which can express early strength is introduced and constructed. However, this is a packaging material that can be used for over-opening for early repair, such as improper use of large-scale construction and inconvenience of proper equipment operation. Development is urgent.

Recently, development of packaging materials capable of expressing various colors has been attempted. As a method of expressing the color of such a packaging material, a method of mixing a pigment in a transparent binder or a colored aggregate in an existing asphalt binder (mixed type) and a method of fixing the aggregate or fusion of colored paint after applying the binder (adhesion) Equation) is used.

In the case of the mixed type, it is mainly applied to the new packaging, in which case it is impossible to achieve a sufficient dispersion of the pigment to achieve the integration of the pigment and the binder, which is a problem that the pigment is extracted and scattered from the binder during the common period It is also pointed out that there is a disadvantage that it should be laid over a certain thickness. When it is applied in thin layers, it is difficult to secure sufficient properties of the mixture because the strength of the package is small, so that cracking or peeling occurs and the adhesive strength of the binder is weakened. The film is peeled off, the aggregate is detached, and during the rainy season, a porthole is generated to cause pigment to leak out.

In the case of the adhesive type, not only the construction of the thin layer itself is difficult, but also the water permeability does not occur, so that a hydroplaning phenomenon occurs when the vehicle passes.

In particular, in the case of using colored paint, construction in a thin layer is possible, but the slip resistance is remarkably decreased, and the occurrence rate of the accident due to the sliding of the vehicle is not only high, but also the packaging life is remarkably shortened.

In order to solve the problems as described above, by laying and compacting porous asphalt concrete and spraying the color polymer mixture thereon, a method for shortening the curing time and easily coloring the color has been attempted [Ref. : Korean Patent Publication No. 2003-59753 entitled "Colorado Packaging Method", weather resistance and durability are still weak.

The present invention has been made to solve the above problems of the prior art, an object of the present invention, even when paved with an ultra-thin layer on the surface of the road, such as asphalt, the colored road hardly occurs cracks and peeling phenomenon due to high strength It is to provide packaging.

It is another object of the present invention to provide a colored road pavement having excellent resistance to external factors, especially temperature changes and loads, even when paved with an ultra-thin layer on the surface of a road such as asphalt.

Still another object of the present invention is to provide a colored road pavement having excellent water permeability and anti-slip even when paved with an ultra-thin layer on the surface of a road such as asphalt.

Still another object of the present invention is to provide a colored road pavement material having an improved service life even if it is paved with an ultra-thin layer on the surface of a road such as asphalt.

In order to achieve the above object, the present invention,

15 wt% to 25 wt% styrene-butadiene-styrene block copolymer (SBS), 1 wt% to 5 wt% styrene-butadiene rubber, chlorinated paraffin as plasticizer 1% to 5% by weight, 1% to 5% by weight of polyolefin wax as dispersant, 55% to 65% by weight of lime as filler, and Iron trioxide red, Ferric oxide, copper bromide phthalocyanine, seed. children. Silica sand having a particle size of 1% to 5% by weight of iron oxide pigment selected from the group consisting of CI Pigment blue 15: 3 and Carbon black, and 0.85mm to 0.5mm; It provides a colored road pavement material that can be paved in an ultra-thin layer comprising 10% by weight to 20% by weight of a hard aggregate selected from the group consisting of ceramic aggregates.

As used herein, the expression “ultra thin layer” should be understood to represent a layer of 1.7 mm or less.

The styrene-butadiene copolymer added to the road pavement according to the present invention is a block copolymer including a styrene-butadiene-styrene triple block, and is a compound widely used as an asphalt modifier, a plastic modifier, a compound, and the like in addition to a thermally applied adhesive. Such copolymers have the effect of enhancing crack resistance at low temperatures and reducing plastic deformation at high temperatures when used as asphalt modifiers. Such copolymers are preferably used in amounts of 15% to 25% by weight based on the total weight of the packaging.

In order to overcome the limitations of such styrene-butadiene copolymers, styrenebutadiene rubber is added to the road pavement according to the present invention as a rubber-based resin. Styrenebutadiene rubber is cheaper, more uniform in quality and has a constant vulcanization rate than natural rubber. In addition, styrene-butadiene rubber is heat-resistant, not easily worn and hardly deteriorated. Such styrenebutadiene rubber is preferably added in an amount of 1% by weight to 5% by weight based on the total weight of the packaging material depending on the above limitations of the styrene-butadiene copolymer.

In addition, in the road pavement according to the present invention, chlorinated paraffin is added as a plasticizer in order to penetrate between the polymer molecules to weaken the intermolecular force of the polymer and to make the polymer molecular chain move. These chlorinated paraffins lower the glass transition temperature to impart flexibility to the polymer, and in particular, vinyl chloride allows the flexibility to be freely controlled by the amount of its addition. The chlorinated paraffin as a plasticizer used in the present invention is a chlorinated paraffin of 40% to 70%, imparting flame retardancy to the manufactured packaging material to have compatibility, heat resistance and cold resistance. Such chlorinated paraffins are preferably added in amounts of 1% to 5% by weight based on the total weight of the packaging.

In addition, to the road pavement according to the present invention, polyolefin wax is added as a dispersant. The polyolefin wax used in the present invention has a low degree of polymerization ranging from 300 to 10,000 based on the weight-average molecular weight. Such polyolefin wax is preferably added in an amount of 1% by weight to 5% by weight based on the total weight of the packaging material.

In addition, lime is added to the road pavement according to the present invention as a filler. Such lime is preferably added in an amount of 55% to 65% by weight based on the total weight of the packaging.

In addition, a pigment is added to the road pavement according to the present invention. Examples of such pigments are Iron trioxide red, ferric oxide, copper bromide phthalocyanine, C. children. Pigment blue 15: 3 and Carbon black may be mentioned. Iron trioxide red is red, ferric oxide is reddish brown, copper bromide phthalocyanine is green, children. Pigment blue 15: 3 is blue, and carbon black is black. Those skilled in the art, having read this specification, will be able to contemplate appropriate combinations of these for the desired color. Such pigments are added in amounts of 1% to 5% by weight based on the total weight of the packaging.

In addition, a hard aggregate selected from the group consisting of silica sand and ceramic aggregate is used for the packaging material according to the present invention. Their particle size is preferably in the range of 0.85 mm to 0.5 mm. Such hard aggregates are preferably used in amounts of 10% to 20% by weight based on the total weight of the packaging.

Table 1 below shows the components and the composition ratios of the road pavement according to a preferred embodiment of the present invention.

Item division ingredient Compounding ratio (% by weight) Binder Petroleum resin Styrene-Butadiene Copolymer 17 Rubber Styrenebutadiene rubber One Plasticizer Chlorinated Paraffin 2 Dispersant Polyolefin wax One Filling lime 62 Pigment Pigment 2 Hard aggregate Silica sand or ceramic aggregate 15

Here, the styrene-butadiene copolymer has a very low miscibility with asphalt and a high viscosity so that workability may be greatly inferior. In the present invention, it is preferable that the styrene-butadiene copolymer does not exceed 25% by weight based on the total weight of the packaging material. It appeared that, if less than 15% by weight did not obtain the desired properties.

In addition, in the present invention, the styrene-butadiene copolymer has an effect of improving crack resistance at low temperatures and reducing plastic deformation at high temperatures, and securing flame retardancy, compatibility, heat resistance, and cold resistance due to chlorinated paraffin as a plasticizer. It became.

Pigments adopted as pigments can be expressed in various colors depending on the group selected, the aggregate is selected from the group consisting of silica sand and ceramic aggregate as a hard aggregate, the particle size is preferably 0.85mm to 0.5mm.

Hereinafter, the present invention will be described in more detail with reference to Examples. These examples are only for illustrating the present invention, it will be apparent to those skilled in the art that the scope of the present invention is not limited to these examples.

Example 1: Determination of the mixing ratio of rubber resin

Since the rubber resin produced a difference in durability due to the compounding amount, the tire running test was carried out by changing the compounding amount to verify the difference in durability.

Tire driving tester (see Fig. 1)

Purpose: Durability Test

Wheel pressure: 1t

Travel Speed: 40km / h

Rotation radius: 4m

Compounding ratio of rubber resin

① 0.3% (see Fig. 2a)

② 1.0% (see Fig. 2b)

③ 2.0% (see FIG. 2C)

The test was carried out by comparing the durability of the melt sprayed road marking paint with the rubber resin mixture changed to the amount of ①②③ as described above.

result

Although it is hard to recognize in the photograph, ① is exposed to the asphalt of the lower ground at 50,000 revolutions (see Fig. 3aa and 3ab simultaneously), and in ②, the exposure of the asphalt is not as much as ① (see Fig. 3ba and 3bb simultaneously). . In 100,000 revolutions, abrasion progressed in both ① and ②, and the exposure of the asphalt was expanded (FIGS. 4A and 4A and 4B and 4B, respectively). ③ showed no exposure of the lower limb at 50,000 revolutions (see FIGS. 3ca and 3cb at the same time), and at 100,000 revolutions, exposure of the lower asphalt was initiated and improvement of durability was confirmed (refer to FIG. 4ca and 4cb simultaneously). Based on these results, the amount of rubber-based resin was determined in an amount of 1% by weight to 5% by weight based on the total weight of the packaging material.

Example 2: Determination of size and quantity of hard aggregate

The content of hard aggregates is related to the maintenance of slip resistance, which is closely related to safety. Therefore, the content was determined by measuring the sliding resistance by abrasion of the surface by a wheel tracking test while changing the content of the aggregate.

Wheel tracking test (see Figure 5)

Surface condition: Dry

Driving conditions: 21 round trips / min (mileage 23cm)

Wheel load: 70 ㅁ 1kgf

Additional conditions: No. 4 silica sand spread (60g / 3 hours)

Test time: 24 hours

Hard aggregate content

    ① 10%

    ② 15%

    ③ 20%

result

Coating State after Test : The coating state after the test is shown in FIGS. 6A-6C. 6a corresponds to ① 10%, FIG. 6b corresponds to ② 15%, and FIG. 6c corresponds to ③ 20%.

Slip resistance test result : Since the aggregate was not spread on the surface of the initial film, only the measurement was performed after 24 hours.

sample Coating temperature Measure Average 20 ℃ correction value ①10% 23 ℃ 60, 58, 58, 57, 58 58.2 60.0 ②15% 23 ℃ 68, 68, 67, 68, 69 68.0 68.8 ③20% 23 ℃ 73, 74, 73, 72, 72 72.8 74.6 portable skid resistance tester (unit: BPN)

According to the test results, when the content of 10% was 60BPN, the value was relatively high, but considering the result of the accelerated test, there was a little unstable. Again, it is judged that 65BPN or more that satisfies all conditions is preferable. In case of 15% of ②, 68.8BPN can satisfy the condition. Also, considering the price of hard aggregate, it is not desirable to put too much. In consideration of the above, the content of the containing hard aggregate was determined to be 15%.

In the determination of the particle size of the hard aggregates, A grains (2.0 to 1.0 mm), B grains (0.85 to 0.5 mm), and C grains (0.5 to 0.15 mm) were used as the types of grain sizes marketed as ceramic aggregates. As aggregate contained in a packaging material, it contained in a packaging material for every particle diameter, and carried out the construction test, and formed the coating film.

As a result, it was difficult to form a stable coating film because of the large aggregate particles in the conventional A 1.7 mm construction, the peeling phenomenon easily appeared, and the lack of durability was also found. In addition, large aggregates remained in the openings of the construction machine or the upper part of the rotating body, causing the appearance of streaks on the finishing surface. In the C grains, due to the small particle size, there was no proper unevenness caused by the hard aggregate, and an unstable phenomenon occurred in the sliding resistance of the coating film itself. In the B lip, an appropriate unevenness was formed on the coating film itself, and the thickness was also maintained almost constant to obtain a stable coating film. From the above results, the particle size used for the containing aggregate was determined as B grains (0.85 mm to 0.5 mm).

Example 3: Evaluation of pavement material according to the present invention (1)

Table 3 below shows the comparative data of specific gravity, softening point, non-tack dryness, abrasion resistance, compressive strength, and alkali resistance to the road pavement according to the present invention having the composition as shown in Table 1 above.

Test Items unit Normal standard Experiment result importance g / cm ³ 2.3 or less 1.9 Softening point ℃ 80 or more 106 Non-stick Dryness No adhesion after 3 minutes no problem Wear resistance mg 200 or less 61 Compressive strength kg / cm ² More than 120 213 Alkali resistance There is no discoloration for 18 hours no problem

From the above test results, it can be seen that the road pavement according to the present invention has a significant effect than the standard value required by the standard in terms of specific gravity, softening point, non-adhesive dryness, wear resistance, compressive strength and alkali resistance.

That is, in the case of specific gravity, the specific specification requires a specific gravity of 2.3 g / cm ³ or less, but in the packaging material according to the present invention, a specific gravity of 1.9 g / cm ³ is shown. The softening point is required, but the packaging material according to the present invention exhibits a high softening point of 106 ° C., which shows a superior effect than the packaging material in the normal standard.

In addition, the standard is required to dry and non-adhesive after 3 minutes, but this phenomenon did not occur in the packaging material according to the present invention, unlike the packaging material of the normal standard products requiring abrasion resistance of 200mg or less In the present invention, a good quality product range of 61 mg was obtained. In particular, the non-adhesive dryness means the tire adhesion, it can be seen that the traffic opening time after pavement by the road paving material according to the present invention is fast. This means that traffic can be operated within a short time after construction.

In addition, through Table 2, it can be confirmed that the packaging material according to the present invention also has a considerable quality in comparison with a conventional product in terms of compressive strength and alkali resistance.

The comparative advantage of the packaging material according to the invention as described above also indicates that packaging in a relatively thin ultrathin layer is possible.

Example 4: Evaluation of pavement material according to the present invention (2)

Tables 4 and 7 show slip resistance for road pavement according to the present invention having the composition as shown in Table 1 above.

division Right after construction 3 months 6 months 12 months 24 months Remarks The present invention 99.0 72.2 69.2 68.3 72.9 3-point average Drainage packaging 67.6 65.1 63.0 61.9 64.3 Meter: Portable Skid Resistance Tester TR-300

From Table 4 and Figure 7, it can be seen that the road pavement material according to the present invention is significantly higher resistance to sliding than the general drainage pavement. This proves that the packaging material according to the present invention solves the problem of the slip resistance of the molten road marking paint, and further means that the safety of traffic after construction can be ensured.

Example 5: Evaluation of road pavement according to the invention (3)

In Table 5 below, the water permeability characteristics of the road pavement according to the present invention having the composition as shown in Table 1 is presented. In Table 5 below, permeable pavements represent conventional asphalt, and the inventions (1) and (2) represent road pavements according to the invention applied on permeable pavements.

division Measured value (second / 400 ml) Average value (sec / 400ml) Permeability (ml / 15 seconds) Permeability (%) Invention (1) 4.82 4.90 4.92 4.88 1,229 93.9 Permeable packaging 4.52 4.60 4.62 4.58 1,310 - Invention (2) 4.94 4.97 4.92 4.95 1,212 98.2 Permeable packaging 4.86 4.82 4.90 4.86 1,234 Meter: Asphalt Field Permeability Tester SS-A-158A

From Table 5, even if the road pavement material according to the present invention is applied on the existing permeable pavement it can be seen that there is almost no change in the permeability. In other words, general coating or overlaying results in a significant decrease in permeability, but the road pavement material of the present invention causes little change in permeability. This means that the road pavement according to the present invention is superior to the conventional road pavement in terms of permeability characteristics. This also means that the risk of occurrence of the hydroplaning phenomenon as described above can be significantly reduced.

As described above, the colored road pavement material according to the present invention hardly causes cracking and peeling phenomenon due to high strength even when paved with an ultra-thin layer on the surface of a road such as asphalt. In addition, the colored road pavement according to the present invention is excellent in resistance to external factors, especially temperature changes and loads, even if the pavement in an ultra-thin layer on the surface of the road, such as asphalt. In addition, the colored road pavement according to the present invention is excellent in permeability and anti-slip even when paved with an ultra-thin layer on the surface of the road, such as asphalt. In addition, the colored road pavement according to the present invention can be passed through the vehicle 3 to 5 minutes after construction can significantly shorten the traffic regulation time.

Although the above has been described with reference to a preferred embodiment of the present invention, those skilled in the art will be able to variously modify and change the present invention without departing from the spirit and scope of the invention described in the claims below. It will be appreciated.

Claims (1)

15% to 25% by weight of styrene-butadiene-styrene block copolymer (SBS), 1% to 5% by weight of styrene butadiene rubber, chlorinated paraffin as a plasticizer 1 % To 5% by weight, 1 to 5% by weight of polyolefin wax as dispersant, 55 to 65% by weight of lime as filler, and Iron trioxide red 15: 3, ferric oxide, copper bromide phthalocyanine, seed. children. With silica sand and ceramic aggregate having a particle size of 1% to 5% by weight of iron oxide pigment selected from the group consisting of CI Pigment blue and Carbon black and a particle size of 0.85mm to 0.5mm Colored paving pavement, which can be paved in an ultra-thin layer comprising 10% to 20% by weight of the hard aggregate selected from the group consisting of.

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