KR101482163B1 - Prevention of Plastic Deformation on Asphalt Pavement by using Carbophalt Fibre Reinforcing Grids - Google Patents

Abstract

The present invention relates to a method of preventing plastic deformation of asphalt pavement using carbophalt fiber reinforcing material which prevents fatigue crack and reflection crack due to traffic load while preventing an aggregate of a road pavement body from being moved in longitudinal and transverse directions, thereby preventing reinforcing material capable of minimizing plastic deformation and mesh forming the reinforcing material from being scattered, promoting size stability of the reinforcing material and the mesh, and improving bonding force among the reinforcing material and both existing and new asphalt pavement layers. Provided is a method of preventing plastic deformation of asphalt pavement using carbophalt fiber reinforcing material which provides carbophalt fiber material formed of mesh including glass fiber extended in the direction in which a vehicle is being driven, carbon fiber formed in the direction crossing the direction in which the glass fiber is extended, and fiber wire; a coating layer; a resin film layer formed of bioriented Polypropylene; and a slip prevention layer formed of silica and talc powder, thereby preventing fatigue crack and reflection crack due to traffic load, preventing an aggregate of a road pavement body from being moved, preventing damages due to the reflection crack in the direction in which a vehicle is being driven by the carbon fiber, improving size stability of the mesh itself by the resin film layer, being easily combusted to improve bonding force among each structural layer, preventing slipping by easily forming the slip prevention layer, and preventing fault construction.

Description

TECHNICAL FIELD [0001] The present invention relates to an asphalt pavement repairing method using asphalt pavement reinforcement,

The present invention relates to an asphalt pavement which prevents fatigue cracks and reflection cracks caused by traffic loads on a paved road, as well as prevents the aggregate of the road pavement from moving in the lateral direction, and a reinforcing material capable of minimizing plastic deformation, The present invention relates to a method for preventing asphalt pavement plastic deformation using a carbobalt fiber reinforcing material for improving the adhesion between the reinforcing material and the existing and new asphalt pavement layer while preventing looseness and dimensional stability of the pavement.

In general, asphalt causes cracks and breakage of asphalt as well as traffic load and soil behavior, as well as chloride penetration to remove ice, sea ice and ice, causing vertical or horizontal deformation on the pavement surface.

On the other hand, Korean Patent Laid-Open No. 10-2005-0102469 (October 26, 2005), "Asphalt reinforcement and asphalt reinforcing method using the same" has been proposed to reinforce cracked and broken asphalt as described above.

The asphalt reinforcement and the asphalt reinforcing method using the conventional asphalt reinforcement are formed by forming a lattice net in which a glass fiber is crossed up and down and a surface is coated with an asphalt emulsion, a sanding layer is formed on the upper side of the lattice net, The asphalt reinforcement formed with the film layer is wound on rolls and then unrolled when the asphalt is reinforced. When the asphalt reinforcement is used, the film layer formed on the lower side can be used by using a flame.

However, in the conventional asphalt reinforcement 150, when the glass fiber is crossed up and down during the formation of the first lattice network and the surface is coated through the asphalt emulsion, the crossed glass fibers are loosened, There is a problem that the operation is not performed smoothly.

In the case of the film layer, the asphalt stiffener is operated so as not to adhere to each other during the rolling process (rolling) of the roll, and after the unrolling, the coating layer of the lattice network is burned through the flame so as to be easily attached to the asphalt base The asphalt reinforcements adhere to each other when the thickness of the conventional film layer is reduced. When the thickness of the conventional film layer is too thick, the asphalt reinforcement is not properly fired by the flame, and the workability and storage property are deteriorated.

In order to solve these problems, the present applicant has proposed Korean Patent No. 10-1077472 (Oct. 21, 2011), "Glassphalt reinforcing material and asphalt reinforcing method using the same".

This patent is to supplement the above-mentioned patents, in which longitudinally oriented glass fibers and longitudinally oriented glass fibers are arranged in a lattice-like fashion and arranged so as to intersect with each other, wherein the longitudinally oriented glass fibers are evenly divided into two portions, A silica layer and a polypropylene resin film layer are formed on a glass fiber lattice net in which fine glass fibers are wound and fixed on the outer peripheral surface of the longitudinally oriented glass fiber, It was able to compensate the problems of the open patent.

Generally, road breakage is caused not only by fatigue cracks and reflection cracks due to traffic loads but also by heavy vehicles such as trucks or buses when the vehicle is passing or stops at an intersection. The heavy load is applied to the asphalt pavement through wheels The aggregate of the package moves in the longitudinal direction or in the transverse direction to cause plastic deformation (deflection). In the registered patent, the inexpensive glass fiber is formed in the longitudinal direction and the transverse direction, There was a problem of not having sufficient strength to cope with.

Particularly, in the case of the registered glass powder reinforcing material, as described above, since the lattice net is woven with only glass fiber, the reinforcement in the direction perpendicular to the running direction of the vehicle is weak and no problem occurs in the continuous repair of the asphalt pavement layer. The repair strength of the asphalt pavement was reduced and it was not suitable for partial repair.

The reason for this is that the new asphalt pavement layer can be prevented from being damaged by reflection cracks only when the thickness of the asphalt pavement layer newly formed is within a range of 5 to 8 cm. .

In addition, in the registered patent, the glass-pallet reinforcing material is formed in the form of a lattice by arranging the transverse direction glass fiber and the longitudinal direction glass fiber in an intersecting manner. The phenomenon that the lattice nets are not released by the respective glass fibers does not occur, The spacing between the strands of glass fiber was frequently changed.

Particularly, the resin film layer used in the registered patent uses transparent polypropylene.

Since the polypropylene has a structure in which the molecular structure acts only in one direction, there is a problem that the dimensional stability between the respective glass fiber strands can not be maintained as described above.

In addition, the resin film layer made of polypropylene is arranged in a state of being attached to a lattice net on which a coating layer is coated. In the process of burning the resin film layer during construction, an open section formed by each glass fiber strand The resin film layer is burned well, but the resin film layer adhered to the bottom of the glass fiber strand has a phenomenon in which a part of the heat source is absorbed by the lattice network and the coating layer coated thereon, It is pointed out that the adhesive force between the bottom surface and the new asphalt pavement layer is reduced and the smooth reinforcement ability can not be exhibited.

In addition, the coating layer is impregnated in the impregnation tank to be coated, and the over-use is frequent, so that a part of the coating layer adheres to the void space between the glass fibers.

As the present invention for solving the above problems, asphalt pavement plastic deformation prevention method using a carbofalt fiber reinforcing material is characterized in that glass fiber is arranged in the running direction of a vehicle and tensile strength and elastic modulus By using lattice net reinforcement with high carbon fiber, it is possible to prevent fatigue crack and reflection crack due to traffic load, and also to prevent the aggregate of road pavement from moving in the lateral direction to minimize plastic deformation And to provide a method for preventing plastic deformation of asphalt pavement using a fiber reinforcing material.

It is a further object of the present invention to provide a bioriented polypropylene which is bi-directional to maintain the dimensional stability of the lattice network and to completely burn the film attached to the lattice network to improve the structural stability and adhesion There is.

Another object of the present invention is to improve the anti-slip performance and to prevent the lattice net from falling off the work surface by using the anti-slip layer by mixing two components having different particle sizes and different components, .

Asphalt pavement is prevented from fatigue cracks and reflection cracks due to traffic load by placing glass fiber in the direction of vehicle running and carbon fiber having lower tensile strength and elastic modulus than slippery fiber and lower elongation than glass fiber in the transverse direction. As a matter of course, the aggregate of the road pavement can be prevented from moving in the longitudinal direction and the lateral direction, so that the plastic deformation (deflection) can be minimized.

Particularly, since the lattice size of the lattice net made of glass fiber and carbon fiber is formed larger than that of the mixed aggregate of the asphalt pavement layer, the aggregate is sandwiched in the lattice after the construction and the aggregate movement in the asphalt pavement is suppressed Plastic deformation (deflection) can be minimized.

In addition, the bi-directional oriented polypropylene can be applied to the resin film layer used as a release material in the production of the carbopallite fiber reinforcement material, thereby maintaining the dimensional stability of the lattice network and, at the same time, By increasing the adhesion with the lower surface, it is possible to enhance the completeness of the construction.

When the coating layer is formed on the glass fiber and the carbon fiber lattice network, it is impregnated with a proper amount so that the anti-slip silica which is formed thereafter does not penetrate deeply into the glass fiber and the carbon fiber lattice network coating layer, thereby enhancing the stability and workability of the product .

In addition, the resin film layer contained in the carbopallite fiber reinforcing material can maintain the design strength by maintaining the disturbance and spacing of the lattice network by using an ultra-thin, biocompatible polypropylene having bi-directional properties, So that the deterioration of adhesion with the asphalt layer can be prevented.

In addition, when the vehicle for installing the asphalt is placed on the upper side of the coating layer, it is possible to prevent the installation of the asphalt cracking carbohydrate and the vehicle wheel, and to prevent the vehicle from slipping when the vehicle is allowed to pass for a certain period of time after the carbohydrate- The inclusion of talc so as not to completely penetrate the silica sand to form the carbobalt fiber reinforcement material improves the ease of packaging of the carbopallite fiber reinforcement material and the carbobalt fiber reinforcement material adheres to the wheels of the working vehicle for the laying of the packing layer, Is prevented from falling off from the work surface, and a slip phenomenon is prevented when the vehicle is running, and it is a useful invention to prevent the carbon foot reinforcing material from falling off from the work surface.

1 is an exploded perspective view showing a carbofalt fiber reinforcement according to the present invention.
2 is an enlarged view of part A of Fig.
3 is a photograph showing the plastic deformation state of the asphalt pavement caused by fatigue cracking and reflection cracking.
4 is a state photograph showing a state in which a mixed aggregate of an asphalt pavement layer is sandwiched in a lattice net of a carbofalt fiber reinforcement according to the present invention.
Fig. 5 (a) is a view showing a resin film layer of the carbofalt fiber reinforcing material of the present invention, and Fig. 5 (b) is a view showing another embodiment of the resin film layer.
6 is a photograph showing a first step of preparing a base surface of a specimen for wheel-tracking test of an asphalt mixture.
7 is a photograph showing a second process of installing a reinforcement material on a specimen for wheel-tracking test of an asphalt mixture;
8 is a photograph showing a third step of placing the upper packing surface of the specimen for the wheel-tracking test of the asphalt mixture.
9 is a photograph showing a fourth process for compaction of a specimen for wheel-tracking test of an asphalt mixture.
10 is a photograph showing a reinforcing material reinforced between upper and lower portions of asphalt.
FIG. 11 is a photograph of a page of the test report tested through the process of FIGS. 6 to 9; FIG.
FIG. 12 is a photograph of a page 2 of the test report tested through the process of FIGS. 6 to 9. FIG.

Hereinafter, the configuration of the present invention will be described in more detail with reference to the accompanying drawings.

1. Cabofalt fiber reinforcement

As shown in FIGS. 1 and 2, the carbon fiber reinforcing material of the present invention is produced by laminating carbon fibers in a longitudinal direction (vehicle running direction) and glass fibers in a transverse direction (direction perpendicular to the running direction of the vehicle) Details of the impregnated reinforcing material are as follows.

First, as described above, the lattice network 10 included in the reinforcing material of the present invention includes glass fibers 11 extending in a direction coinciding with the direction in which the vehicle moves, and glass fibers 11 extending in a direction perpendicular to the glass fibers 11 The glass fibers 11 and the carbon fibers 12 are arranged in a crossing manner so that the carbon fibers 12 are arranged in a lattice pattern.

Particularly, the glass fiber 11 in the lattice network 10 is divided into two strands (1/2 size) to form the first and second glass fibers 11a and 11b. In particular, the glass fibers 11 The first and second glass fibers 11a and 11b are formed by weaving in such a manner that the upper and lower portions intersect in the direction in which the glass fiber 11 and the carbon fiber 12 extend. The fine fiber 13 is formed on the outer circumferential surface of the glass fiber 11 so as to surround the glass fiber 11.

Therefore, the above-described lattice network 10 can be configured so as to be able to maintain its shape as it is, thereby improving the workability in a post-process.

As shown in FIG. 3, a typical asphalt pavement road is a vehicle, such as a truck or a bus, where a heavy load such as a vehicle is transmitted to an asphalt pavement through a wheel due to the vehicle stopping at an intersection or the like. So that plastic deformation such as wheel rutting occurs in the asphalt pavement layer.

In order to solve this problem, the gap between the glass fiber 11 and the carbon fiber 12 is not particularly limited, but is repeatedly formed while maintaining 18 to 22 mm.

This is because the aggregate of the mixed aggregate contained in the asphalt pavement layer is generally about 13 to 19 mm. As shown in FIG. 4, when the asphalt pavement is mixed, the mixed aggregate is sandwiched between the glass fiber 11 and the carbon fiber 12 And finally the asphalt pavement is restrained from moving in the longitudinal or transverse direction due to the load of the heavy load vehicle to minimize the plastic deformation (deflection) and prevent fatigue cracks and reflection cracks .

The first and second glass fibers 11a and 11b constituting the glass fiber 11 described above had a tex of 1,200 tex, an elastic modulus of 73,000 N / mm 2, a elongation at break of 4.5%, a fiber cross section of 46 It is preferable to use a material having a tensile strength of 120 kN / m (at a breaking elongation of 2.6%) and a carbon fiber 12 having a tex of 1,600 tex and an elastic modulus of 240,000 N / mm < 2 & , The elongation at break is 1.75%, the cross-sectional area of the fiber is 46 mm 2 / m (52 fiber strands), and the tensile strength is 200 kN / m (elongation at break 1.75%).

That is, according to the present invention, the glass fiber 11 is formed in the running direction of the vehicle, the elastic modulus and the tensile strength are superior to the glass fiber 11 in the direction crossing the glass fiber 11, , Plastic deformation (deflection) caused by traffic loads is minimized, and fatigue cracks and reflection cracks are prevented.

Therefore, in the lattice network 10 of the present invention, as described above, the phenomenon that the mixed aggregate constituting the asphalt pavement layer is sandwiched between the lattices and the carbon fiber 12 applied in the direction crossing the running direction of the vehicle It is possible to minimize the small deformation (deflection) occurring after the formation of the asphalt pavement layer.

Next, the coating layer 20 is formed in a coating form on the surface by impregnating the lattice net 10, which has been described above, so that the coating layer 20 can be firmly adhered between the existing asphalt layer and the newly formed asphalt layer. Normally, the asphalt- .

The asphalt emulsion constituting the coating layer 20 is not particularly limited, but the emulsion having a density of 1.00 to 1.05 g / cm 3 (25 ° C), an intrusion degree of 30 to 40 (0.1 mm at 25 ° C) and a softening point of 90 to 100 ° C And adjusting the impregnation time and impregnation speed so that the amount to be coated becomes 250 to 300 g / m < 2 >.

If the amount of the coating exceeds the above-mentioned amount, the lattice net 10 may not be able to form a surface layer due to a weather condition in the working vehicle for post-processing or in the middle of the operation, It is adhered to the wheel and is removed from the work surface, and the phenomenon that the work time delay and the design strength can not be maintained occurs.

Particularly, in the lattice network 10 according to the present invention, the glass fiber 11 and the carbon fiber 12 are formed in a lattice form. In the space between the glass fiber 11 and the carbon fiber 12, There is a possibility that the coating layer 20 adheres to the surface of the substrate 10, thereby increasing the strength of sticking.

In addition, when the coating amount is less than the above-mentioned coating amount, there arises a problem that the quality of the coating is lowered.

The tensile strength of the glass fiber 11 after impregnating the coating layer 20 with the coating layer 20 was 111 kN and the elongation at break was 2.7%. The tensile strength of the carbon fiber 12 was 249 kN and the elongation at break was 1.5% .

Next, the resin film layer 30 is formed on the lower side of the mesh net 10 described above so as not to stick to each other in the process of winding the asphalt crack-supporting carbolate 50 on the roll in the present invention.

The resin film layer 30 is formed by using the oriented polypropylene in which bi-directional force acts so that the lattice nets 10 made of the glass fibers 11 and the carbon fibers 12 are oriented in the transverse direction and in the longitudinal direction And also serves to keep the gap constant, thereby securing the dimensional stability and maintaining the strength of design accordingly.

Particularly, the resin film layer 30 made of bi-directional polypropylene has a thickness of 4 to 8 탆, a softening point of 140 캜 and a melting point of 165 to 170 캜, So that the resin film layer 30 can be completely burned so as to improve adhesion with the work surface.

The above-mentioned resin film layer 30 can be formed by forming a plurality of holes 31 on the surface thereof.

The holes 31 are formed for the purpose of enhancing the close adhesion with the grid 10 because of the ventilation. When the holes 31 are small in size (see FIG. 5 (a)), A larger number of holes 31 (31) are formed in a certain area in the case where the size of the hole 31 is relatively larger than the size of the electron (refer to FIG. 5 (b) ).

That is, when the diameter of the hole 31 is 1 mm, 400 holes 31 are formed per 1 m 2, and when the diameter of the hole 31 is 4.5 mm, 31 are preferably formed.

The holes 31 described above are used not only to promote the combustion of the resin film layer 30 during the construction of the packaging layer but also to adhere to the glass fibers 11 and the carbon fibers 12 constituting the lattice network 10 The resin film layer 30, which has been formed on the surface of the resin film layer 30, can be further burned, and the adhesion with the base surface can be further improved.

Next, the anti-slip layer 40 is formed on the surface of the carbofalt fiber reinforcement 50 after the construction of the carbohydrate fiber reinforcement 50 in the present invention to prevent adhesion of the wheels of the work vehicle for the asphalt upper layer laying work, The above-described coating layer 20 and the resin film layer 30 are formed so as to prevent the vehicle running when the vehicle is allowed to pass, as well as to prevent the lattice network 10 from falling off the work surface. And then removing the anti-slip layer 40, which is not attached to the lattice structure 10 when laid on the lattice structure 10, by using a dust collector, finally formed on the upper surface of the lattice structure 10.

The anti-slip layer 40 is used in the present invention by mixing silica sand and talc.

If only silica sand having a large particle size is laid directly on the coating layer 20, the silica sand penetrates deeply into the coating layer 20, so that silica sand is not formed on the surface, There is a phenomenon in which the work vehicle wheels in the subsequent process come into direct contact with each other, and the grid network 10 sticks to the work surface and falls off from the work surface.

In the present invention, the non-slip layer 40 including the talc powder in the form of a fine powder is formed. The talc powder penetrates the surface layer of the coating layer 20 first, and the silica layer having relatively large particle size is immersed in the coating layer 20 so that the silica sand particles can be projected on the surface of the coating layer 20.

Therefore, it is possible to maintain the above-described anti-slip function and to minimize the ratio of the surface of the coating layer 20 directly contacting the wheels of the vehicle, thereby preventing the grid 10 from falling off from the work surface .

The non-slip layer 40 is composed of 65 to 68% by weight of silica sand having a particle size of 0.1 to 0.5 mm and 32 to 35% by weight of talc, and the use amount is 90 to 120 g / m 2.

When the amount of the talc powder is less than the threshold value, penetration of the silica sand into the coating layer 20 can not be prevented. If the amount of the talc powder is above the threshold value, the amount of silica sand is reduced, It is impossible to smoothly perform a role of preventing the phenomenon of being dropped out of the apparatus.

If the total use amount of the anti-slip layer 40 is less than the threshold value, the original effect can not be obtained. If the total use amount exceeds the threshold value, the function of the coating layer 20 is lost.

2. Wheel tracking test of asphalt mixture

 end. Psalm making

  1) Cabofalt fiber reinforcement specimen

Asphalt containing a mixed aggregate having a particle size of 13 mm was firstly laid in a mold having a size of 30 cm x 30 cm and a thickness of 2.5 cm and then a carbobalt fiber reinforcement was placed thereon and then a second asphalt And the reinforced shape is the same as in FIG. 10.

  2) glass paste fiber reinforcement specimen

  Asphalt containing a mixed aggregate having a particle size of 13 mm in a 30 cm x 30 cm long mold was firstly laid with a thickness of 2.5 cm and then a glass-reinforced fiber reinforcing material (registered patent No. 10-1077472) was placed thereon, Secondary asphalt was installed and compacted to a thickness of 2.5 cm, and the shape reinforced at this time was the same as in Fig.

  3) Asphalt without fiber reinforcement

  Asphalt containing mixed aggregate having a particle size of 13 mm was laid on a mold of 30 cm × 30 cm in length and 5 cm thick, and then compacted.

6 to 9, and the asphalt installed without the fiber reinforcement has a total thickness of 5 cm when the primary asphalt is installed in FIG. 6, and then the compaction operation is performed in the same manner.

 I. Test Methods

KS F 2374: 2010 "Wheel-tracking test method of asphalt mixture".

 All. Test result

Comparative test results Remarks No reinforcement Glassfat fiber reinforcement
(2.5 cm) Carbohydrate  Fiber reinforcement
(2.5 cm) Dynamic stability
(DS, times / mm) 1,212 4,846 5,250 Total strain
(Mm) 4.29 1.53 1.27 Strain rate
(RD, mm / min) 0.03 0.01 0.01 Strain per hour
(Mm) - d15 (占 폚) 2.32 0.96 0.74 Strain per hour
(Mm) - d30 (占 폚) 3.11 1.22 0.97 Strain per hour
(Mm) - d45 (占 폚) 3.77 1.40 1.15 Strain per hour
(Mm) - d60 (占 폚) 4.29 1.53 1.27

As shown in the above table, the dynamic stability of the asphalt mixture as the number of times of passage of the wheel until the object is deformed by 1 mm in the wheel tracking test as a measure showing the resistance to the rolling wheel mark, Was 4.3 times better than that of non - reinforced specimens (1.08 times better than specimens with glass reinforced fiber reinforced materials).

Also, there was a difference in total deformation of the asphalt mixture under the same conditions.

However, the strain rate differs from that of unguarded, but it is not different from that of glassfalten fiber reinforcement. This is the case when the effective decimal place is converted to the second place, and when it is less, the difference in total deformation occurs Some ailments have occurred.

In particular, as a result of measuring the deformation per unit of travel time, the test was carried out by varying the temperature at each temperature. The deformation amount of the specimen due to the temperature change becomes larger as the temperature increases and the deformation amount between the specimen and the specimen using the glass- (See Figs. 11 to 12).

3. Asphalt pavement plastic deformation prevention method

A method for preventing plastic deformation of the road asphalt pavement using the carbopallite fiber reinforcement of the present invention having the above-described construction will be described as follows.

First, the existing asphalt is removed and the existing asphalt substrate is cleaned with high pressure water ( ²⁰⁰ Kg / cm ² ) or compressed air, and then the primer is applied with the asphalt emulsion coating (forming the asphalt emulsion coating layer).

Thereafter, the carbo-pallet fiber reinforcing material 50 wound on the roll is unrolled at a predetermined interval on the existing asphalt substrate 1, and the resin film layer (not shown) formed on the lower side of the carbo-pallet fiber reinforcing material 50 30) is burned and the carbofalt fiber reinforcing material 50 is attached to the asphalt base surface. (Carboport fiber reinforcing material layer forming step)

Since the carbofalt fiber reinforcement 50 wound on the ordinary roll is formed to have a length of about 50 m and a width of about 1 to 2 m, it is necessary to perform overlapping work in the longitudinal direction and the transverse direction. At this time, The overlapping should be performed within the range of 10 to 20 cm.

The asphalt pavement layer is then applied evenly using a conventional machine (not shown). At this time, the asphalt pavement layer has a thickness of 2 to 5 cm (The step of forming the asphalt pavement layer)

As described above, in the present invention, since the carbon fiber reinforcing material 50 is manufactured by applying the carbon fiber 12 having a significantly higher elastic modulus and tensile force in the direction orthogonal to the running direction of the vehicle, the continuous asphalt pavement The asphalt pavement layer can be suitably constructed to maintain the high reinforcement even in the non-continuous section, that is, the partial reinforcement of the asphalt pavement layer, as a result of the fatigue crack and the reflection crack It is possible to prevent the aggregate from moving in the longitudinal direction and the transverse direction. Therefore, even if the asphalt pavement layer is formed within the range of 2 to 5 cm, Can be shortened.

In addition, since the resin film layer 30 of the carbopallite fiber reinforcement 50 of the present invention is applied with bioreactive polypropylene in which a bi-directional force is exerted, Since the resin film layer 30 is completely burnt at the time of construction, the carbobalt fiber reinforcement 50 can be easily removed from the working surface and the asphalt The adhesion force between the pavement layers is increased, and it is possible to prevent the insufficient construction due to the decrease in strength of the pavement.

In addition, since the anti-slip layer 40 formed on the carbofalt fiber reinforcing material 50 is formed by appropriately combining silica sand and talc powder having different particle sizes, it is possible to prevent slip resistance and to adhere to the vehicle wheels during the operation of the vehicle before the asphalt pavement layer is formed It is possible to prevent the occurrence of the failure and to prevent the occurrence of the failure.

While the present invention has been described in connection with what is presently considered to be practical exemplary embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, It is obvious to the ordinary technicians in the field.

10: grid network
11: glass fiber 11a: first glass fiber 11b: second glass fiber
12: Carbon fiber
13: fine fiber
20: Coating layer
30: resin film layer
40: anti-slip layer
50: Cabofalt fiber reinforcement

Claims (12)

A glass fiber 11 extending in a direction in which the vehicle moves and a carbon fiber 12 crossing over and below the glass fiber 11 are formed in a lattice shape, Is formed so as to intersect with the carbon fiber 12 repeatedly when the carbon fiber 12 intersects with the first and second glass fibers 11a and 11b, A lattice net (10) having fine fibers (13) in the form of wrapping the fibers (11);
A coating layer 20 formed by impregnating the grid 10 with an impregnation machine containing an asphalt emulsion;
A resin film layer 30 formed on the lower side of the grid 10;
And a non-slip layer 40 formed on the coating layer 20 coated on the lattice network 10,
The resin film layer 30 is a bioriented polypropylene having a thickness of 4 to 8 占 퐉, a softening point of 140 占 폚 and a melting point of 165 to 170 占 폚 and having a bi-directional strength of 1 mm in diameter and 400 holes / 31) or 100 holes (31) of 4.5 mm in diameter and 1 m < 2 > in diameter.
The optical fiber according to claim 1, wherein the number of the first and second glass fibers (11a, 11b) constituting the glass fiber (11) of the grating net (10) is 1,200 tex, the modulus of elasticity is 73,000 N / The carbon fiber 12 has a tex of 1,600 tex and a modulus of elasticity of 240,000 N / mm 2, a tensile strength of 120 kN / m (at a breaking elongation of 2.6%), The tensile strength of the glass fiber after impregnating the coating layer 20 to the mesh net 10 was 111 kN / m (at a fracture elongation of 1.75%), a tensile elongation at break of 1.75%, a fiber cross-sectional area of 46 mm 2 / , Elongation at break of 2.7%, tensile strength of carbon fiber of 249 kN, elongation at break of 1.5%.
The method according to claim 1, wherein the coating layer (20) has a density of 1.00 to 1.05 g / cm 3 (25 캜), an intrusion degree of 30 to 40 (0.1 mm at 25 캜), a softening point of 90 to 100 캜, / M < 2 >.
delete delete The non-slip layer (40) according to claim 1, characterized in that the non-slip layer (40) is composed of 65 to 68% by weight of silica sand having a particle size of 0.1 to 0.5 mm and 32 to 35% by weight of talc and has an amount of 90 to 120 g / Cabofalt fiber reinforcement.
A step of forming an asphalt emulsion coating layer for coating an asphalt emulsion on a construction surface;
The asphalt emulsion coating layer is formed so that glass fibers extending in a direction in which a vehicle moves and carbon fibers intersecting with the upper and lower portions of the glass fibers form a lattice shape. Wherein the fiberglass reinforcing fiber is formed by alternately repeating crossing of upper and lower portions of the carbon fiber at the intersection with the carbon fibers, and the fiberglass reinforcing fiber is formed on the outer side of the fiberglass; A coating layer formed by impregnating the grid net with an impregnation machine containing an asphalt emulsion; A resin film layer formed below the lattice network; And a slip prevention layer formed on the coating layer coated on the upper side of the grating net, and a resin film layer of the carbopallite fiber reinforcement is disposed on a surface on which the asphalt emulsion coating is formed, Forming a carbobalt fiber reinforcement layer having a thickness of 10 to 20 cm;
And an asphalt pavement layer forming step of paving asphalt on the upper side of the carbofalt fiber reinforcement to a thickness of 2 to 5 cm,
The resin film layer constituting the carbopallite fiber reinforcing material in the step of forming the carbofalt fiber reinforcing material layer is preferably a bioriented polypropylene having a thickness of 4 to 8 탆, a softening point of 140 캜, and a melting point of 165 to 170 캜, ) Having a diameter of 1 mm, 400 holes (31) per 1 m 2, 4.5 holes (4.5 mm) in diameter, and 100 holes (31) per 1 m 2 are formed in the asphalt pavement.
8. The method according to claim 7, wherein the carbides of the first and second glass fibers constituting the glass fibers of the lattice network of the carbobalt fiber reinforcement layer in the step of forming the carbobalt fiber reinforcement layer have a tex of 1,200 tex and a modulus of elasticity of 73,000 N / The tensile strength is 120 kN / m (at break elongation at 2.6%), the carbon fiber 12 has a tex of 1,600 tex and a modulus of elasticity of 240,000 N / m (at 50 fiber strands) , The tensile elongation at break of 1.75%, the fiber cross-sectional area of 46 mm 2 / m (based on 52 fiber strands) and the tensile force of 200 kN / m at a breaking elongation of 1.75% %, The carbon fiber is 249 kN, and the elongation at break is 1.5%.
The method according to claim 7, wherein the coating layer constituting the carbobalt fiber reinforcement layer in the step of forming the carbobalt fiber reinforcement layer has a density of 1.00 to 1.05 g / cm 3 (25 캜), an intrusion degree of 30 to 40 (at 25 캜 at 0.1 mm) A method for preventing asphalt pavement plastic deformation by using a carbopallite fiber reinforcing material characterized by having a coating amount of 250 to 300 g / m < 2 >
delete delete [7] The carbobalt fiber reinforcement according to claim 7, wherein the anti-slip layer constituting the carbobalt fiber reinforcement layer comprises 65 to 68% by weight of silica sand having a particle size of 0.1 to 0.5 mm and 32 to 35% Asphalt pavement plastic deformation prevention method using carbofall fiber reinforcing material characterized by the use amount of 90 ~ 120g / ㎡.

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