KR102054908B1 - Repairing method of joint break using mastic elastic asphalt - Google Patents

Abstract

The present invention does not require the installation of the joint compared to the conventional joint repair method using cement, and it is possible to improve the driving stability of the vehicle by connecting two concrete pavement surfaces in succession, and the color is similar to concrete, so that the driver feels psychological stability. The purpose of the present invention is to provide a continuous installation and repair method for joint breakage using mastic elastic asphalt, which can increase the service life by not re-installing joints which can be easily damaged, thereby increasing the service life. Invention.
Joint breakage continuous installation and repair method using the mastic elastic asphalt according to the present invention includes: cutting the joint portion in which the damage occurs a predetermined depth with a concrete saw (S10); Removing the broken part using a small concrete crusher or a water jet (S20); Applying a primer to the base surface and side surfaces of the repaired surface (S30); Laying mastic asphalt on the primer (S40); And spraying the white aggregate on the mastic asphalt surface on the surface (S50).

Description

REPAIRING METHOD OF JOINT BREAK USING MASTIC ELASTIC ASPHALT}

The present invention relates to a repair method of a joint breakage part, which can be applied when a joint breakage occurs in a concrete pavement part and reduces the amount of impact of the vehicle as it is continuously constructed by a material having sufficient elasticity at the joint part, thereby providing a comfortable driving environment. The present invention relates to a mounting method capable of suppressing re-destruction by driving shocks of a wheel.

In concrete, roads generally have joints installed at appropriate intervals to prevent breakage due to changes in the length of the concrete due to seasonal temperature changes. In the case of domestic highways, grooves of width 6mm are made at right angles to the longitudinal direction of the highway at 6m intervals. The joints thus produced are cushioned when the concrete is stretched in the longitudinal direction by summer or winter to prevent the destruction of concrete roads.The joints are made of silicone to prevent water from freezing or accumulating dust. It is sealed with a filler of a material, and currently used joints are molded semi-glazed materials using silicone sealant and chloroprene rubber. These joints are the most fragile parts of concrete pavement and are frequently repaired.

In general, in the case of asphalt pavement, the asphalt is not damaged due to the deformation caused by the temperature, so the installation of the joint is unnecessary and the joint is necessarily installed in the concrete road. The joints on the concrete road are 6mm wide and about 20 ~ 30mm deep. The joints are properly cured and then cut into 4mm width by the concrete cutter and then cut into 6mm width. Cut joints are fragile in corners, causing frequent breakage during vehicle traffic. Especially, the use of snow softeners made of calcium softened and salted to prevent freezing in winter makes joints particularly fragile. This is because alkali chloride reaction tends to occur because the sodium chloride contained in the snow removal agent accumulates especially in the joint area where the specific surface area is higher than that of other parts, and an environment in which deterioration due to the reduction of calcium in concrete is created by calcium chloride is possible. to be.

The breakage of the joint causes secondary breakage. When the joint breakage of the initial small area occurs, the area of the joint is generally cut by twice as much as the concrete saw and refilled with the concrete material. At this time, the joint is installed again at the repaired part as shown in FIG. 1, in order to prevent breakage due to thermal behavior with the adjacent pavement surface. Joint breakage is generally localized, and the most common method of repairing local failure is repairing cemented carbide concrete using cemented carbide cement, which has been extremely preferred in the past due to its excellent speed, but lack of corrosion resistance of cemented cement concrete. Recently, cemented latex concrete using cemented carbide cement and latex is also used.

However, the cemented latex concrete is very difficult to carry out unless a large number is installed at one time due to the high cost associated with the use of a mobile mixing facility in small quantities. In addition, in the case of a technique using a polymer, there are concrete using an elastic body such as polyurethane, but in this case, the price is very high or it is often applied to a huge traffic volume in Korea, so it is not actually applied. Mastic asphalt is magnetically level and has excellent elasticity, but has a disadvantage of not having good sliding resistance. The present invention provides an installation method that uses a mastic asphalt and constructs a continuous pavement that sprays artificial silica on the surface, which does not cause breakage in the movement of the entire pavement. As a result, the life cycle costs of packaged bonds could be significantly increased.

The present invention is to solve the conventional problems as described above, it is unnecessary to install the joint compared to the joint repair method using the conventional cement and improve the running stability of the vehicle by connecting two concrete pavement continuously In addition, the color is similar to concrete, which gives the driver a psychological stability as well as joint damage using mastic elastic asphalt, which can increase the service life and achieve enormous economic effects by not re-installing joints that can be easily damaged. It is an object to provide a continuous installation repair method.

In order to achieve the above object, the present invention comprises the steps of cutting a predetermined depth to the joint site in which the breakage (S10); Removing the broken part using a small concrete crusher or a water jet (S20); Applying a primer to the base surface and side surfaces of the repaired surface (S30); Laying mastic asphalt on the primer (S40); And spraying the white aggregate on the mastic asphalt surface on the surface (S50).

Furthermore, in the step (S10), cutting more than 10mm at the edge of the joint breakage, cutting the depth of 10 ~ 80mm in the step (S20), the primer in the step (S30), the heated asphalt solution, epoxy or urethane It includes, Mastic asphalt in the step (S40) is 3 to 20 seconds, the flow rate is 1 to 20 mm lower than the surface to be repaired, the particle size of the white aggregate in the step (S50) is 3 to 5mm, It is preferable that the surface temperature of mastic asphalt is 140-220 degreeC.

In addition, the mastic asphalt, wax or paraffin 3 to 4 parts by weight based on 100 parts by weight of mastic asphalt; 1-2 parts by weight of styrene thermoplastic elastomer; The amine curing agent is 1.5 to 3 parts by weight of 2.5 to 3.5 parts by weight of the amorphous polyolefin; And iron slag is characterized in that it further comprises 0.5 to 0.7 parts by weight.

Joint repair method using mastic asphalt and aggregate less than 5mm according to the present invention does not require the installation of the joint compared to the joint repair method using conventional cement, and the two roads are connected to the concrete pavement surface to provide a sense of driving stability. In addition, the color is also similar to concrete, which not only gives the driver a psychological stability, but also is expected to achieve enormous economic effects by increasing the service life by not re-installing joints that may be easily damaged.

1 is a photograph of re-installation of the joint after the joint and line segment repair
2 is a conceptual diagram showing the response of the repaired pavement layer due to traffic load; And,
Figure 3 is a flow chart illustrating a continuous damage repair method joint joint using mastic elastic asphalt according to the present invention.

Since the present invention may be modified in various ways and have various forms, embodiments (or embodiments) will be described in detail in the text. However, this is not intended to limit the present invention to the specific form disclosed, it should be understood to include all modifications, equivalents, and substitutes included in the spirit and scope of the present invention.

In addition, in the drawings, the components are exaggerated in size (or thick) in size (or thick) in size (or thin) or simplified in consideration of the convenience of understanding and the like, thereby limiting the scope of protection of the present invention. It should not be.

The terminology used herein is for the purpose of describing particular embodiments (suns and aspects) (or embodiments) only and is not intended to be limiting of the invention. Singular expressions include plural expressions unless the context clearly indicates otherwise. In this application, the terms “comprises” or “consists” are intended to indicate that there is a feature, number, step, action, component, part, or combination thereof described on the specification, but one or more other features. It is to be understood that the present invention does not exclude the possibility of the presence or the addition of numbers, steps, operations, components, parts, or combinations thereof.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art. Terms such as those defined in the commonly used dictionaries should be construed as having meanings consistent with the meanings in the context of the related art and shall not be construed in ideal or excessively formal meanings unless expressly defined in this application. Do not.

Hereinafter, with reference to the accompanying drawings will be described in detail an embodiment of the joint breakage continuous installation repair method using the mastic elastic asphalt according to the present invention.

When the joint is broken, the existing method cuts and shreds a larger area than the joint area and repairs it with cemented carbide concrete, which is damaged due to the period of time due to the difference between the thermal behavior of the cemented carbide concrete and the base surface. There are many, especially in the case of having a greater strength than the existing concrete surface as shown in Figure 2 by the impact and seesaw effect by the wheel can further expand the damage. Therefore, it is preferable that the partial repair of the joint area is constructed as continuously connected as possible, and it is desirable to have a property of absorbing moderate elasticity and impact. In order to prevent re-breakage of the joint and improve durability, it must first have proper elasticity and lower elastic modulus than concrete pavement. It was found that mastic asphalt is a suitable material, but it is necessary to propose a new method for applying the same, and invented an installation method to solve the problem.

Completion of the present invention consists of five steps, firstly 1) cutting the joint where the break occurred to a suitable depth by a concrete saw, 2) removing the broken part by a small concrete crusher or water jet, 3) applying a primer to improve the adhesion to the base surface and the side of the cut surface, 4) laying mastic asphalt on the primer 5) spraying white aggregate of about 5mm on the mastic asphalt surface Steps.

1) The first step of the present invention is to cut at least 10 mm from the edge of the broken part. This is because the concrete condition around the breakage site may be bad.

2) The second stage of removal of the damaged area should be very careful or precise. Conventional hammer drills are more likely to be damaged by the impact of hammer drills that occur when the adjacent parts are broken or removed. Therefore, they are not suitable for use. Small concrete cutters, road shredders, or water jets are used. It is preferable. However, water jet has a disadvantage that mastic asphalt to be treated later has to be completely rolled due to poor affinity with water, so it is suitable for a small road crusher or cutting machine rather than a water jet.

Cutting is useful for both dry and wet. However, in case of dry, scattering dust may be generated, but it must be collected by an appropriate method, and in the case of wet, water cleaning must be performed and all water on the cutting surface must be evaporated. However, a wet method that allows the surface to be cleaned when cutting can be more advantageous for attachment. The depth of cut is at least 10 to 80 mm but preferably 20 to 40 mm. If it is smaller than 10mm, it is difficult to make the surface and horizontal plane to be repaired by the coarse aggregate. If it is larger than 80mm, it may not be economical.

3) As a third step, the primer for improving adhesion is preferably a material that can be applied to the wet surface. Primers that cannot be applied to much wet surfaces must wait until they are completely dried, and in general, evaporation of water through the side is not preferable because it can be a cause of defects in actual construction.

In particular, asphalt emulsions and cutback asphalts may be used for asphalt primers, but they both require considerable time until complete evaporation, making them unsuitable for repair. Therefore, it is preferable to use a heated asphalt solution heated to a high temperature as a primer or to use a solventless polymer such as epoxy or urethane. In addition, in the case of a solvent-free polymer, it must be composed of a material that is excellent in affinity with concrete and is not easily pyrolyzed at a high temperature of 220 ° C or higher. If pyrolysis occurs at 220 ° C. or higher, the original characteristics of the mastic asphalt are changed due to melt mixing in the mastic asphalt, which may increase or decrease the performance of the mastic asphalt. Therefore, the polymer used is preferably a thermosetting polymer rather than a thermoplastic polymer.

The primer is generally applied twice but should be applied carefully using a brush or roller regardless of the number of times. This is because in addition to improving the adhesive force may cause the surface swelling of the pavement surface during mastic asphalt installation. However, when using spray, spray should be sprayed at a pressure low enough so that they do not become a source of contamination. In general, the thickness of the primer is not specified, but preliminary tests are necessary because the thickness of the primer may be less than or equal to 500 μm, which may affect the adhesion to concrete. Asphalt primer adhesion should be at least 1.0 MPa after at least 28 days. If it is lower than this, mastic asphalt can be easily separated from the concrete surface.

4) The fourth step, mastic asphalt, should be at least 3 to 20 seconds for the UEL fluidity, which is a measure of fluidity in terms of material and performance with excellent fluidity and elasticity. If the fluidity is less than 3 seconds, the aggregate and asphalt may be separated. If the fluidity is greater than 20 seconds, the watertightness may be deteriorated or it may be difficult to secure the continuity with the existing surface. In addition, mastic asphalt is not required to be compacted. If a predetermined finish is required, the surface should be finished using an iron plate heated to at least 250 ° C. The thickness of the mastic asphalt layer shall be at least 1 mm below the surface to be repaired. This is to make a level with the maintenance surface by spraying aggregate less than 5mm for the anti-slip work.

5) The final step, the aggregate laying step of 5mm or less, temperature is very important. Particle size fractions for aggregates of 1 to 5 mm or less are not specifically specified, but a single particle size is required. Aggregate less than 1mm is difficult to secure the initial sliding resistance by sedimenting the asphalt when sprinkled on mastic asphalt, and in the case of more than 5mm, the aggregate may fall off by vehicles passing by remaining traffic that is not properly combined with asphalt. Preferred particles are 3 to 5 mm in size.

In addition, the surface temperature of mastic asphalt when the aggregate is sprayed is preferably about 140 ~ 220 ℃. If it is lower than 140 ℃ aggregate is difficult to easily penetrate the asphalt, it is difficult to attach evenly on the surface, and if it is higher than 220 ℃ all aggregates settle, the anti-slip function may be worse initially. However, aggregates that settle on the surface may be exposed to the passage of time as the vehicle passes, which may have a good effect on sliding.

Compared with the existing technology, the present invention does not cause re-breakage of the joint part and does not install a separate joint on the existing surface, suggesting more comfortable conditions for vehicle traffic, improving slip resistance, and having a large chromaticity difference with existing concrete. An object of the present invention is to provide a joint repair method using mastic asphalt.

In order to solve the above problems, the present invention is carried out according to the process of FIG. The process can be regarded as a very common construction method, but in the case of concrete pavement, it is very difficult to be based on theory because it is based on a lot of test results to integrate into one structure without installing joints. This is because the change range of the joints made at 6m intervals of the pavement structure shows a change amount of about 4 mm because the behavior greatly changes depending on a lot of time and traffic volume, even if the material allows the change range.

Meanwhile, the mastic asphalt of the joint breakage part continuous installation and repair method using the mastic elastic asphalt according to the present invention may contain 3 to 4 parts by weight of wax or paraffin. This wax or paraffin has a melting point of 40 ~ 60 ℃, serves to lower the production temperature of the cement, melt the cement by chemical resistance and does not volatilize, after curing does not reduce the quality. When the wax or paraffin is added in less than 3 parts by weight, there is almost no effect of addition, and when it is added in excess of 4 parts by weight, brittleness of the cement increases and a phenomenon of easily breaking occurs.

Styrene thermoplastic elastomer may also be included in 1 to 2 parts by weight. Polystyrene block of sock short is made into hard segment, and polybutadiene has soft segment structure in the middle, and it can lower viscosity when dissolved in mixed solvent and has high elasticity and low temperature durability. The synthetic zeolite powder dispersed in the particulate state is prevented from cracking of the waterproof coating caused by the lapse of time and the lack of durability of low temperature durability in winter. Waterproof coating has the advantage of exerting additional functions such as sound insulation and sound absorption.

In addition, the amine curing agent may be included 2.5 to 3.5 parts by weight. When the content of the amine-based curing agent is less than 2.5 parts by weight, the strength and durability may be lowered, which may cause a problem of deterioration of physical properties. If the content of the amine-based curing agent is more than 3.5 parts by weight, the viscosity increases, resulting in poor workability.

And it may further comprise 1.5 to 3 parts by weight of amorphous polyolefin. This amorphous polyolefin (APO) is a strong adhesive material obtained by adding and polymerizing olefins such as ethylene and propylene, and lowers thermal conductivity of cement in summer.

In addition, the iron slag may further comprise 0.5 to 0.7 parts by weight. This iron slag is a slag generated when steel is manufactured by refining new iron and scrap metal in an electric furnace, which prevents plastic deformation of cement, prevents port holes in pavement, and prevents sliding of roads. There is this. When the iron slag is added in less than 0.5 parts by weight, the effect is not high, and when the iron slag is exceeded 0.7 parts by weight, the rise of the effect is insignificant.

According to the present invention, even if the existing invention uses elastomeric concrete, joints should be installed on all sides of the repaired body, and the repaired surface of the repaired paving body is significantly different from the existing surface. This is true for all drivers who pass. The present invention considering both the psychological factors and the stable elements of the material has the advantage that the construction can proceed very quickly. This requires about 4 hours to fully cure when using conventional cemented carbide, but it takes about 2 hours including cooling time after installation, so it can be shortened to half time. to be. In addition, in case of partial repair of pavement surface that occurs during the winter, it is impossible to apply it to subzero weather in the case of superhard cement, but in the case of mastic asphalt, there is a big advantage that it can be easily applied by using a small heating mixer.

Claims (3)

Cutting the joint portion having a predetermined depth with a concrete saw (S10);
Removing the broken part using a small concrete cutter (S20);
Applying a primer to the base surface and side surfaces of the repaired surface (S30);
Laying mastic asphalt on the primer (S40); And
Spraying white aggregate on the surface of the mastic asphalt surface (S50)
Including,
In the step (S10), the cutting of the joint break is cut more than 10mm at the edge of the joint break,
In the step (S20), the cutting is made by a wet method, the depth of the cutting surface is cut 20 ~ 40mm depth,
In the step (S30), the primer, including a heated asphalt solution, epoxy or urethane, is composed of a thermosetting polymer that is excellent in affinity with concrete and does not pyrolyze at a high temperature of 220 ℃ or more,
The adhesion of the primer is more than 1.0 MPa after 28 days,
In the step (S40), the mastic asphalt has a UE fluidity of 3 to 20 seconds, is installed 1mm lower than the surface to be repaired, the surface is finished using an iron plate heated to more than 250 ℃,
In the step (S50), the particle size of the white aggregate is 3 ~ 5mm, aggregate of a single particle size is used, the surface temperature of the mastic asphalt is 140 ~ 220 ℃,
The mastic asphalt, based on 100 parts by weight of mastic asphalt,
3 to 4 parts by weight of wax or paraffin; 1-2 parts by weight of styrene thermoplastic elastomer; Amine-based curing agent is 2.5 to 3.5 parts by weight; 1.5 to 3 parts by weight of amorphous polyolefin; Continuous joint repair and repair of joints using mastic elastic asphalt, characterized in that it comprises; and 0.5 to 0.7 parts by weight of iron slag. delete delete

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