KR100563803B1 - Road paving method and apparatus for using colorable paving material - Google Patents

Abstract

A pavement method and a paving device have been disclosed that are excellent in permeability and slip resistance as well as cracking and peeling due to high strength even when the surface of a road such as asphalt is paved with an ultrathin layer using a colored road pavement. .

Colored Road Pavers, Paver

Description

ROAD PAVING METHOD AND APPARATUS FOR USING COLORABLE PAVING MATERIAL}

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 material used in the present invention;

2A to 2C are photographs when the mixing ratio of the rubber-based resin added to the road pavement material used in 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 (magnified image of Figure 3aa), Figures 3ba and 3bb (magnified image of Figure 3ba), and Figures 3ca and 3cb (magnified image of Figure 3ca) are added to the road pavement used in the present invention It is a photograph when the compounding ratio of rubber-based resin is 0.3%, 1.0%, and 2.0%, respectively, The photograph which shows the situation when it 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) are added to the road pavement used in the present invention It is a photograph when the compounding ratio of rubber-based resin is 0.3%, 1.0%, and 2.0%, respectively, The photograph which shows the situation when it 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 contents of the hard aggregate added to the road pavement used in the present invention are 10%, 15% and 20%, respectively, and show a state of the coating after the test by the apparatus of FIG. 5;

7 is a graph showing the slip resistance of the road pavement material used in the present invention;

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

9 is a sectional view of a road paved by the present invention; And

10 is a schematic view of a road paving device according to the present invention.

<Explanation of symbols for the main parts of the drawings>

10: road layer 20: primer layer

30: mixed material layer

The present invention relates to a road paving method and apparatus for paving a surface of a road such as asphalt, more specifically, cracks due to high strength even when paved with a thin layer (hereinafter referred to as "ultra thin layer") on the surface of the road; The present invention relates to a method and apparatus for paving a road using a colored road pavement (optionally referred to as "color micro fave"), in which delamination is hardly generated but also excellent in water permeability and anti-slip.

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, whitetopping has recently been used as an effective maintenance method for asphalt pavement where repeated rutting or fatigue cracking occurs by overlaying concrete with short-lived asphalt pavements due to heavy load transit sections or breakage. It is 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 complex behaviors, asphalt thickness and existing breakage may affect pavement behavior and compatibility. As such, problems such as corner 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.

On the other hand, in recent years, 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 if paved with an ultra-thin layer on the surface of the road, such as asphalt, road pavement material hardly occurs cracks and peeling phenomenon due to high strength The present invention provides a method and apparatus for paving a road using the same.

Another object of the present invention is to provide a method and apparatus for paving a road using a road pavement having excellent resistance to external factors, especially temperature changes and loads, even if it is 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 method and apparatus for paving a road using a road pavement having excellent 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 method and apparatus for paving a road using a road pavement material having an improved service life even if an ultra thin layer is paved on a road surface such as asphalt.

In order to achieve the above object, the present invention, in the road paving method for paving the road surface layer of asphalt in an ultra-thin layer,

(a) applying a primer after cleaning the road surface to be paved;

(b) 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 of chlorinated paraffin, 1% to 5% by weight of polyolefin wax as dispersant, 55% to 65% by weight of lime as filler, and Iron trioxide red red), ferric oxide, copper bromide phthalocyanine, seed. children. Ultra low viscosity and 100% colored pigmented road pavements containing 1 to 5 weight percent of iron oxide pigments selected from the group consisting of CI Pigment blue 15: 3 and Carbon black. Spraying the primer coating layer with a thickness of 1 mm to 5 mm in a temperature range of 220 ° C .; And

(c) 10 to 20% by weight of the hard aggregate selected from the group consisting of silica sand and ceramic aggregate having a particle size of 0.85mm to 0.5mm with a specific gravity of 1.8, the packaging material coating layer at a capacity of 0.7kg per m ² It provides a road paving method comprising the step of curing at room temperature for about 3 to 5 minutes after spraying on.

In addition, the present invention is provided with a primer storage and injection unit 110 under the handle side of the road pavement apparatus 100, and is opened and closed with the mixed material storage unit 121 for storing the mixed material on the rear side of the mixed material Is provided with a two-axis injection gear unit 120 is uniformly sprayed, the aggregate spraying unit 131 for spraying the aggregate in accordance with the shutter opening and closing the hard aggregate storage unit 130 to the rear side of the two-axis injection gear unit 120 Is configured sequentially, and provides a road paving device that is interlocked according to the running of the road paving device 100 and sequentially sprayed and sprayed.

Hereinafter, a road paving method and apparatus according to a preferred embodiment of the present invention will be described in more detail.

First step: cleaning and primer application of the pavement surface

This step is to clean the surface of the pavement to be present within the selected pavement range, and then to apply a primer to the surface. The formed primer layer 20 not only improves adhesion between the cleaned road surface and the road pavement but also imparts waterproofing.

Step 2-Spray Pavement Steps

This step is a step of spraying the road pavement material developed by the present inventors to the surface of the primer layer 20 in the state of cleaning and applying the primer surface of the pavement target surface is completed.

Road paving material used in the road paving method according to the present invention is 15 to 25% by weight of styrene-butadiene-styrene block copolymer (SBS), 1% by weight to styrene-butadiene rubber (styrene butadiene rubber) 5% by weight, 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, seed. children. Pigment blue (C.I. Pigment blue) 15: 3 and carbon black (carbon black) comprises 1% to 5% by weight of the pigment (iron oxide pigment) selected from the group consisting of. Such road pavement is sprayed with a thickness of 1mm to 5mm to the primer coating layer in the temperature range of 100 to 220 ℃.

The styrene-butadiene copolymer is a block copolymer containing a styrene-butadiene-styrene triple block, and is a compound widely used as an asphalt modifier, a plastic modifier, a compound, etc. 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 this limitation of the styrene-butadiene copolymer, in the present invention, styrene-butadiene rubber is added 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.

Also, in 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.

Polyolefin waxes have a low degree of polymerization ranging from 300 to 10,000 based on 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.

Lime is preferably added in an amount of 55% to 65% by weight based on the total weight of the packaging.

In addition, in the present invention, a pigment is added, and examples of such pigments include iron trioxide red, ferric oxide, copper bromide phthalocyanine, and 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 the benefit of this specification may consider appropriate combinations thereof. Such pigments are added in amounts of 1% to 5% by weight based on the total weight of the packaging.

Third step: hard aggregate spraying and curing step

In this step, the hard aggregate is sprayed on the surface coated in the range of 1mm to 1.5mm by the road pavement injection process. The hard aggregate may be silica sand or ceramic aggregate, or a combination thereof. 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. In addition, these hard aggregates are sprayed with a capacity within the range of 0.7 kg per m ² and a thickness within 1.7 mm at a specific gravity of 1.8. Thereafter, curing is performed at room temperature for about 3 to 5 minutes.

Hereinafter, the road pavement apparatus according to the present invention will be described in more detail with reference to the accompanying drawings.

Referring to FIG. 10, the road pavement apparatus 100 according to the present invention is driven by the engine 103 when the road pavement apparatus 100 proceeds while storing the primer at the lower end side of the traveling direction in which the handle 101 is provided. It is provided with a primer storage and injection unit 110 to be sprayed on the road surface.

Subsequently, a biaxial injection gear unit 120 is provided with a mixed material storage unit 121 for storing the mixed material provided by the present invention on the vehicle body 102 on the rear end side of the primer storage and injection unit 110. In accordance with the engine, the mixed material supplied to the mixed material storage unit 121 is sprayed onto the road surface from the primer storage and spraying unit 110 through the biaxial injection gear unit 120 in accordance with the engine driving and the coating layer ( 20) can be applied to a certain thickness.

On the other hand, the rear end of the biaxial injection gear unit 120 and the hard aggregate storage unit 130 for storing a hard aggregate having a predetermined particle size to become a hard aggregate, such as silica or ceramic aggregate adopted in the present invention, and the hard aggregate The aggregate spraying unit 131 may be provided below the storage unit 130.

When the road paving device 100 having the above-described configuration is intended to be installed on the road surface by using the mixture provided by the present invention, the mixed material provided and the selected hard aggregate, etc., respectively, the mixed material storage unit 121 and The hard aggregate storage unit 130 is stored in, and the primer is stored in the primer storage and injector 110, the road pavement apparatus 100 is driven in accordance with the driving of the engine 103, driving In this case, the forward and backward movements are possible by the driving lever, and the road pavement apparatus 100 controls forward and backward according to the lever adjustment by the power transmitted from the engine 103 to the clutch through the V-belt or the like. It becomes possible.

When the road pavement apparatus 100 is moved forward by the operator's operation as described above, the primer storage and injection unit 110 is opened to be sprayed onto the road surface with a predetermined thickness and coated to increase the adhesion of the road surface. Make sure

In addition, the primer layer in the state in which the mixed material is evenly applied to the pre-coated state through the biaxial spray gear portion 120 below the mixed material storage unit 121 temporarily storing the mixed material such as the primer storage and spraying unit 110 rear side. 20 is spray distributed evenly to have a thickness of 1mm to 5mm.

In addition, as described above, the mixture is coated with a predetermined thickness of the mixture layer 30, the hard aggregate of the silica sand or ceramic aggregate having a particle size of 0.85mm to 0.5mm of the above-described particle size from the hard aggregate storage unit 130 Since the driving wheel gear and the sprinkling gear interlocked by opening and closing are gear-coupled, the hard aggregate is evenly distributed and sprayed to the mixture layer 30 as the vehicle travels.

Such hard aggregates have a thickness of about 1.7 mm with a usage amount within the range of 0.7 kg per m ² as the mixed material layer 30, and are partially settled in the mixed material layer 30 while being sprayed, thereby preventing slipping of the vehicle after packing is completed. Etc. may be possible.

Table 1 below shows the components and their composition ratios in the road pavement used in 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

The invention will now be demonstrated by the following non-limiting 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. Considering the above, the amount of 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 the road pavement material used in the present invention (1)

Table 3 below shows comparative data of specific gravity, softening point, non-tack dryness, abrasion resistance, compressive strength, and alkali resistance for road pavement materials used in 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 material used in 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, abrasion 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 the specific gravity of 1.9 g / cm ³ is shown in the road pavement material used in the present invention. Although it requires a softening point of ℃ or more, the road pavement material used in the present invention exhibits a high softening point of 106 ℃, it can be seen that showing a superior effect than the pavement in the normal standard.

In addition, the conventional standard requires a property that is dried and non-adhesive after 3 minutes has elapsed, but in the present invention, such a phenomenon does not occur, and in the present invention, unlike a packaging material of a normal standard product requiring wear resistance of 200 mg or less A good family 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 road pavement material used in the present invention also has a considerable quality compared to a conventional product also in compressive strength and alkali resistance.

The comparative advantage of the road pavement material used in the present invention as described above also indicates that paving with a relatively thin ultrathin layer is possible.

Example 4: Evaluation of road pavement used in the present invention (2)

Tables 4 and 7 show slip resistance for road pavement materials used in 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 used in 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 used in the present invention (3)

In Table 5 below, the water permeability characteristics of the road pavement material used in the present invention having the composition as shown in Table 1 are presented. In Table 5 below, permeable pavements represent conventional asphalt, and the present inventions (1) and (2) represent road pavements used in the present invention applied over 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 used in 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, the general coating or overlaying causes a significant decrease in the permeability, but the road pavement material used in the present invention causes little change in the permeability. This means that the road pavement material used in 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, according to the present invention, even when the road pavement material is paved with an ultra-thin layer on the surface of the road, such as asphalt, hardly occurs cracks and peeling phenomenon due to high strength, and is resistant to external factors, especially temperature changes and loads. It is excellent in water permeability and slip resistance. In addition, according to the present invention, the traffic can be significantly reduced by 3 to 5 minutes after the construction of the vehicle traffic.

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 (2)

(a) applying a primer after cleaning the road surface to be paved; (b) 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 of chlorinated paraffin, 1% to 5% by weight of polyolefin wax as dispersant, 55% to 65% by weight of lime as filler, and Iron trioxide red red), ferric oxide, copper bromide phthalocyanine, seed. children. Ultra low viscosity and 100% colored pigmented road pavements containing 1 to 5 weight percent of iron oxide pigments selected from the group consisting of CI Pigment blue 15: 3 and Carbon black. Spraying the primer coating layer with a thickness of 1 mm to 5 mm in a temperature range of 220 ° C .; And (c) 10 to 20% by weight of the hard aggregate selected from the group consisting of silica sand and ceramic aggregate having a particle size of 0.85mm to 0.5mm with a specific gravity of 1.8 to the packaging material coating layer at a capacity of 0.7kg per m ² And spraying at room temperature for about 3 to 5 minutes after spraying. In the road paving device 100 for paving a road surface, A primer storing and spraying unit 110 is provided below the handle side of the road paving apparatus 100, and the mixing and storing unit 121 and the mixing and storing unit 121 are opened and closed downward to store the mixture at the rear side thereof. And a biaxial spray gear part 120 in which the mixed material is uniformly sprayed, and the aggregate spray part for spraying aggregates in accordance with the shutter opening and closing to the hard aggregate storage part 130 to the rear side of the biaxial spray gear part 120. 131 is sequentially configured, the road paving device to be linked in accordance with the running of the road paving device 100 and sequentially sprayed and sprayed.

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