RU131738U1 - ASPHALT COAT REPAIR MACHINE - Google Patents

Abstract

1. A machine for repairing an asphalt pavement, comprising a housing, chassis, thermal energy sources and an electric power source connected by an electric cable to them and a movement drive, characterized in that the thermal energy sources are made in the form of microwave emitters, for example, klystrons mounted on a heating plate in front of the body, the chassis of the machine is made in the form of a frame and several wheelsets, at least one of which is made leading, and one is control, with the possibility of turning the wheels to control direction of travel. 2. A machine for repairing an asphalt pavement according to claim 1, characterized in that a vibrating plate connected to a vibratory drive is installed in the front of the housing. A machine for repairing an asphalt pavement according to claim 2, characterized in that the vibrating plate is cylindrical in shape. The machine for repairing asphalt pavement according to claim 2, characterized in that the vibrating plate is made flat, with a radial rounding in the direction of movement of the machine. A machine for repairing asphalt pavement according to claim 4, characterized in that the heating plate is made with the possibility of vertical movement. A machine for repairing an asphalt pavement according to claim 4, characterized in that the heating plate is rotatable. An asphalt pavement repair machine according to claim 1, characterized in that the perimeter heating plate is equipped with flexible curtains. An asphalt pavement repair machine according to claim 1, characterized in that “hot” junctions of thermocouples are installed on the heating plate, and “cold” junctions of thermocouples are connected to each other and through an electrical switch in the back of the case

Description

The utility model relates to road engineering and can be used to restore asphalt pavement.

Most of the territory of Russia is located in a zone of sharply continental climate and the annual temperature difference ranges from 70-80 degrees Celsius. This adversely affects the road surface, which in most cases consists of a crushed stone pillow with an asphalt surface. High temperatures soften this coating and the vehicle at this moment damages it until a rut, pits and tuberosity develops, making it unsuitable for driving on it. Severe frosts also destroy asphalt due to the ice formed in cracks and pits. These conditions constantly force repair work on road services, which is an expensive procedure. We offer a new generation of repair equipment, which allows you to restore the roadway with minimal cost. Now, in world practice, milling sampling of asphalt pavement is used for this, by heating it in special furnaces, returning to the place with subsequent rolling. The second well-known method of heating in place with gas or other burners. This process is also laborious and inefficient and leads to environmental degradation due to the combustion of part of the asphalt pavement.

The road, like any other engineering structure, is designed for a certain service life, during which it is exposed to various kinds and quantities of the effects of transport and weather and climate factors (moisture, temperature). The very first and most unprotected element, experiencing such impacts, is an asphalt concrete pavement.

As a result of many hundreds and thousands of loads, and sometimes overloads of the coating, wear and aging of its materials, and often not of a very high initial quality or inferior and uneven performance of certain road-building operations, especially compaction, various kinds of it arise over time defects, deformations and fractures well known to road workers (peeling, chipping, bumps, cracks, chips, potholes, pits, etc.).

Road services around the world annually carry out significant volumes of work to eliminate the defects and damage that have appeared. It has been established by international practice that the surface of the pavement that needs local repair is annually up to 2-3% of the total area of the road or its section. When serious damage and defects reach 10-15%, it is customary to put on repair all 100% of this area.

Such a systematic “treatment” of the road surface is carried out by various methods, means and materials, which together determine the quality, service life and cost, i.e. the effectiveness of such repairs. The main goal of these works is to ensure the safe movement of road vehicles on the road at the speed permitted by the "Rules of the Road."

“Requirements for the operational condition acceptable under the conditions of ensuring road safety (GOST R 50597-93)” established the maximum allowable area of damage to the coating and the time for their liquidation after detection, as well as the quality of sealing these damage in terms of evenness of the coating.

As a rule, repair work on the coating in Russia is planned and carried out most often with the onset of stable warm (not lower than + 5 ° C) and dry weather, although sometimes there may be a need for urgent unscheduled or emergency repairs at any time of the year and at any weather conditions, which worsens its quality.

During the current repair of coatings, as necessary, they perform patching (repairing pits, potholes, chips), repairing cracks and surface treatment or laying of thin upper layers of the coating.

The choice of technological method for patching should meet the following requirements or criteria:

- high quality sealing defects, corresponding to indicators of density, strength, evenness and roughness of the main part of the coating;

- long service life of the repaired place;

- the availability or accessibility of the required materials, machines and plants for repairs according to the selected method;

- the complexity or ease of implementation of the intended method of repair in various weather conditions;

- Efficiency of opening traffic at the place of repair;

- low cost or high cost of repair work.

In Russia, as in many other countries, asphalt is laid on most of the roads with an improved type of pavement. Therefore, it is justifiable that the bulk and the largest variety of repair materials, machines, technologies and new developments relates specifically to asphalt concrete pavements.

The most affordable and most common patching of this type of coating is the method of sealing holes, potholes and other defects with a hot asphalt mixture of the appropriate composition. This is explained by the availability and availability of all traditional starting materials (crushed stone, sand, mineral powder, bitumen) for the preparation of the hot mixture and, finally, the accumulated experience in the performance of asphalt concrete works.

Another reason for the commitment of Russian road builders to hot mixtures is the weak, and so far, slow development of alternative patching methods, especially using bitumen emulsions.

The sometimes poor quality and short service life of defective places sealed with a hot mixture are associated, as practice shows, primarily with poor preparation of such places for repair, delivery of hot mixture in vehicles unsuitable for heat preservation (often there is excessive cooling of the mixture at the time of its use ), poor quality of mixture compaction (at best, the compaction coefficient is 95% -0.97% and other elementary violations of the rules, requirements and technologies for repair work ( dka mixture on a wet surface, in water, in snow, without primers, etc.).

When using hot technology, the quality of sealing repair places on the coating is highly susceptible to, among other things, the influence of weather conditions. To a lesser extent, this effect is affected when using cold bitumen-containing mixtures and materials based on liquid or liquefied bitumen and bitumen emulsions. In this case, repairs can be carried out not only on the wet surface of the coating, but also at small negative air temperatures (up to -5 ... -10 gr. C), although in terms of quality of work, positive temperatures are preferable.

It should be noted that this second group of technological repair methods has become quite widespread and popular in many countries for its simplicity and less stringent rules and requirements, primarily for weather conditions, for a longer season of use and high efficiency. Particularly effective, well-developed and mastered emulsion technology for patching of coatings.

When choosing between hot and cold technologies for repairing asphalt concrete coatings, it should be taken into account that the strength and water resistance of cold asphalt concrete prepared with liquid or liquefied bitumen is 2-3 times lower than that of hot. Therefore, it is used mainly for the device and repair of road surfaces of III-IV categories. Cold mixtures on emulsions obtained from high-grade bitumen or polymer bitumen showed themselves well in patching of pavements of all categories of roads. Hot asphalt mixes and cast asphalt are used, as a rule, mainly in the repair of road surfaces of categories I-II.

The third group of methods for patching pavements can include repair of unconventional and not very common in the road industry special materials and mixtures based on special bitumen, polymer, polymer bitumen, cement and other binders, which are not as widely used as ordinary hot and cold bitumen-containing materials and mixtures, which are used only in some special cases, for example, during emergency repairs, sealing defects on cement concrete coatings, on bridge coatings, etc.

The choice of one or another method of patching pavements of roads and bridge structures is the right and obligation of the customer and contractor. However, one should not ignore the existing requirements, recommendations and results of new developments and practical experience.

First of all, this concerns the preparation of a defective place for repair, which should facilitate the patching with the highest quality, ensuring compliance with the requirements of GOST R 50597-93 and increasing its service life to 3-4 years, and sometimes more (in some countries a guarantee for patching is issued for 5 years or more). Patching, performed without careful preparation and compliance with other rules and requirements, serves, as a rule, 2-4 times less.

Preparation of a repaired coating site includes the following operations:

- cleaning the road surface from dust, dirt and moisture;

- marking the boundaries of the repair of potholes with straight lines along and across the axis of the road with the capture of an undamaged coating layer by 3-5 cm, while several closely spaced potholes are combined with one contour or map;

- cutting, punching or cold milling of the material of the repaired coating site along the outlined contour to the entire depth of the pothole, but not less than the thickness of the coating layer, with the side walls being vertical;

- cleaning the bottom and walls of the repair site from small pieces, crumbs, dust, dirt and moisture;

treatment of the bottom and walls with a thin layer of liquid (hot) or liquefied bitumen or bitumen-containing emulsion.

Small potholes can be outlined with the help of fairly widespread manual seam cutters equipped with special thin (2-3 mm) diamond discs with a diameter of 0.3 ... 0.4 m.

The cut material of the coating layer can be broken and removed using a jackhammer with a suitable tip.

A hydraulic type jackhammer can be connected either to a special small-sized portable hydrostation with an internal combustion engine, or to a hydraulic drive involved in patching a self-propelled cold mill, self-propelled vibratory roller or other machine.

In some cases, for this work, a pneumatic jackhammer with a power of 0.8-1.0 kW can be used with its connection to the corresponding compressor.

When preparing for repair of narrow and long potholes with an area of more than 2-3 m ² or cracks with broken edges, it is advisable to use small-sized and compact self-propelled, trailed or mounted cold mills that cut off the defective coating material with a width of 200-500 mm to a depth of 50-150 mm (adjustable ) As a rule, in an hour of continuous operation, the mill can pass 200-300 pog. m

On large areas of the destroyed coating, it is possible to use larger cold mills with a larger width of cut material (500-1000 mm) and a maximum depth of 200-250 mm.

Some models of cold milling machines are additionally equipped with a conveyor belt that feeds the material to be cut into the front loader bucket or vehicle body, which significantly reduces the amount of manual work.

Processing (lubrication) or priming of the bottom and the walls of the contoured pothole, cleaned of small pieces and dust, with a thin layer of liquid bitumen or bitumen emulsion can be performed using those tools that are available (mobile bitumen heater, bitumen boiler, asphalt pump, road repairman, etc. .P.).

It should be borne in mind that excess bitumen lubrication is just as bad for the adhesion quality of the new coating layer to the old, as well as insufficient (weak).

Small-sized units that pump a bitumen emulsion into the spray nozzle of a hand fishing rod with a hose 3-4 m long are very effective for lubricating a repaired pothole. There are also simpler such units and units with an emulsion supply from a barrel with a manual pump or a portable pump with ICE.

For small volumes of work and small potholes, priming with an emulsion can be performed from portable containers (10-20 l) with spraying with compressed air according to the principle of a spray gun.

In the ideal case, when using hot asphalt mixtures, it would be advisable to require sealing the pothole or pit with a bitumen-containing mixture corresponding to the composition of the mixture of the repaired coating. However, this is difficult and not always possible.

Obviously, you should strive to use such a mixture that would be close to the mixture in the coating in terms of strength, deformability and roughness. In real conditions, fine-grained and hot medium-grained asphalt mixtures of types B, C and D are most often used to repair potholes.

Rigid and durable coarse-grained and multi-grained mixtures (type A) are not very technologically advanced for manual work with shovels, rakes and ironers for auxiliary operations.

For repair purposes it is best to use hot asphalt mix.

It is advisable to deliver the mixture to the place of repair of the coating by a vehicle equipped with a special thermos hopper that keeps the mixture in a hot state for several hours.

There were no such specialized vehicles in Russia before. Now they have begun to be produced, and foreign models have also appeared on the road equipment market.

In a number of countries (Germany, Holland, etc.), normative documents have legalized the obligatory use of insulated containers (thermos bins) for the repair of pavements, since stacked mixtures with temperatures below 110-120 ° C are recognized as defective.

Typically, foreign thermal containers, depending on size and needs, contain from 2 to 10 tons of hot mix (volume 1.5-6 m ³ ) and maintain its high temperature, including due to slight heating, throughout the entire working day.

An example of such the most perfect means of delivering a hot mixture with an effective thermos hopper with a capacity of 4 m ³ (enough to seal about 80-100 potholes and pits about 100 × 100 × 5 cm in size) is the TP4 universal machine of the American company Akzo Nobel.

This repairman, equipped with all necessary materials, tools and devices (hot mix, bitumen emulsion for priming, waste bunker, hammers, vibrating plate, etc.), also has a special oil heater of the mixture with a propane burner and an additional electric heater for round-the-clock storage of the mixture in bunker car at the weekend. Road builders in Russia now have the opportunity to purchase such equipment mounted on a truck of the ZIL plant.

Another example of an effective means of local (patching) repair of coatings with hot asphalt mix can be a slightly different installation SSG25 of the German company TelTomat. Its main unit is also a well-insulated hopper with a capacity of 2.5 tons of hot mix (130 ° C).

The installation also includes a vacuum cleaner with a sump (cleaning the repair site from fragments of asphalt concrete, debris, dust and moisture), a capacity of 200 l for hot bitumen (priming with a fishing rod-sprayer), a manual electric hammer, vibratory roller or vibrating plate.

All units for heating and mechanically feeding the mixture and bitumen, preparing potholes for repair and sealing the mixture are electrified from a diesel generator. Energy supply is also possible from an industrial power supply network, which is convenient for maintaining the required temperature of the mixture and bitumen at the base at night.

The listed units and assemblies are mounted on a rearrangeable platform frame 4.2 m long, which lasts 30 minutes. it is installed in the body of a conventional flatbed truck with a carrying capacity of at least 8 tons. This is the attractiveness and useful convenience of the SSG25. The repairman of the Danish company Oletto is similarly arranged.

Unfortunately, the bunkers of Russian sand-distributing KDM, which are often used for transporting the mixture, cannot ensure the preservation of the heat of the mixture, especially in the early cold spring or wet late autumn, which significantly degrades the quality and shortens the service life of potholes.

In those cases when the ABZ does not work (late autumn, winter and early spring) or when the range of transportation of the mixture with the ABZ is too long, it is recommended to use recycling technology - the secondary processing of asphalt concrete material in the form of pieces, scrap or milling products (crumbs) by heating it and thorough mixing at the repair site in a special trailed or self-propelled recycling machine.

Mixing of the loaded materials occurs by gravity in a cylindrical drum equipped with blades and heated with a special burner. The weight of one batch (the capacity of the drum-mixer), depending on the type and size of the recycler, can range from 200-300 to 1600 kg. The cooking time of one batch after loading the material and heating the drum to the required temperature is 10-20 minutes.

Recycling works most efficiently if small asphalt concrete chips obtained by cold milling of the coating are loaded into it. At the same time, to improve the properties of the mixture, it is recommended to add solid or semi-solid bitumen in an amount of 1-2% by weight when loading crumbs or lump scrap.

Batch or full unloading of the hot mixture from the recycler can be carried out either directly at the repaired place, or in a small hand truck or loader bucket for feeding the mixture to the place of its laying.

The economic efficiency and feasibility of using recycling technology is very high. In the presence of asphalt concrete chips or lump scrap at the site of pothole embossment, patching costs can be reduced by 50-60%, compared with the delivery of a new mixture. However, recyclers in Russia have not yet taken root, despite the advertisements and offers of a number of foreign companies (Filhaben, Bönninghofen, etc.).

With small sizes of potholes, the distribution and alignment of the mixture is usually carried out manually with shovels and trowels or with drawers without a bottom, and on large repaired maps (an area of more than 20-25 m ² ) it is advisable to use a small paving asphalt paver.

After filling the pothole (card) with the hot mixture, it is sealed with special vibrating plates or small-sized vibratory rollers in compliance with all technological rules and requirements (see section 3). The surface of the repaired area after compaction should be at the level of the main coating, i.e. should not have hollows, nor protrusions, nor the appearance of a "clumsy blotch".

The traffic on the repaired area of the coating is opened immediately after completion of all work and cooling of the laid mixture to a temperature not exceeding 30 ° C. In hot weather, the cooling time of the mixture can be reduced by pouring water at a flow rate of about 2 l / m ² .

Quite often, the question arises of repairing coatings using cast asphalt, known since 1914. Cast asphalt is a hot mixture of a pasty-like consistency, in which the most important component is mastic, consisting of highly viscous hard bitumen, a large amount of mineral powder and sand (sometimes small gravel). Cast asphalt can contain up to 13% bitumen and up to 30-35% mineral powder, which makes it much more expensive than traditional asphalt mixes. Moreover, the temperature of its preparation and laying should be quite high (220-250 ° C).

The need for special vehicles (coaches with mixers and heating) and special stackers (for the construction of coatings), which cannot work on laying other mixtures, also leads to a noticeable increase in the cost of using cast asphalt. All this hinders the use in Russia of quite attractive cast asphalt for patching and construction of coatings.

Bituminous emulsion cold injection technology for sealing potholes on pavements is now one of the most advanced and progressive, despite the fact that in some countries of Europe and America it has been successfully used for a long time.

Its essence is that all necessary operations are performed by the working body of one machine (installation) of a self-propelled or trailed type.

The preparation of a pothole for repair is reduced only to thoroughly cleaning it from dust, debris and moisture by blowing it with a high-speed jet of air and treating the surface of the pothole with a bitumen emulsion. The operation of trimming, breaking or milling asphalt concrete around a pothole in this technology may not be performed.

The embossment of the pothole itself is carried out by filling it with small gravel previously treated with bitumen emulsion in the mixing chamber of the machine. Due to the involvement and supply of crushed stone by an air stream, its laying in a pothole occurs at a high speed, which ensures its good packing (compaction), virtually eliminating the need for additional use of vibrating plates and vibratory rollers.

For patching by jet-injection cold technology, it is recommended to use pure fine gravel of a fraction of 5-10 (15) mm and rapidly decaying cationic (for acidic rocks, for example, granite) or anionic (for main rocks, for example limestone) bitumen emulsion 60 percent concentration.

First, in the laboratory, it is necessary to check the adherence of bitumen to gravel and the decay time of the emulsion, which should not exceed 25-30 minutes. If necessary, adjustments should be made to the composition of the emulsion and adhesive additives.

The emulsion consumption of the indicated concentration for priming potholes and processing crushed stone in the mixing chamber of the machine can approximately be 3-5% by weight of crushed stone (by bitumen consumption - no more than 2-3%).

All elements and assemblies can be permanently mounted on a light trailer or base truck. In some cases, it is possible to combine them on a separate frame in the form of a mounted or rearranged module for a suitable transport.

Such units and machines provide for the exit of the repairman-driver from the cab of the vehicle for patching at the rear of the car or trailer. In the future, some improvements were made to this technology and workflow, which reduced the cost of the repair itself.

In particular, a flexible sleeve supplying materials to the pothole was installed in front of the car and mounted on a light boom of a hydraulic manipulator, which is able to lengthen, fold and rotate horizontally, serving a certain coating sector. The control panel for all operations is located in the cab of the truck, and the driver of the repairman no longer needs to leave his workplace. He performs the closure of the pothole directly from the cab for 20-30 s.

Puncture jetting can be used almost all year round. Little experience in Russia (Roshchinsky DRSU of the Leningrad Region, Moscow Region, Saratov Region and elsewhere) and more extensive practice of its application, for example, in the USA, England and Sweden, show that in fact, a strong and durable seal of a pothole can be achieved even at air temperatures up to -10 ... -15 ° C.

It is not recommended to carry out repair work in this way during rain and snowfall, when it is difficult or even impossible to clean the pothole from moisture, dust and debris and to prime it with a bitumen emulsion.

As a rule, in this way, potholes are repaired in the initial stage of pitting fracture of coatings, i.e. mostly small (diameter not more than 40-60 cm), although there are no fundamental and serious objections and obstacles to the repair of potholes and larger maps.

Research and experimental work over the past few years (mainly in the USA) showed that for the quality of patching, the cleanliness and dryness of potholes play a more important role than even the temperature of the material and the outside air. Therefore, the jet-injection technology has recently undergone further qualitative improvement, the essence of which has been reduced to replacing cleaning and drying potholes by blowing with a high-speed air stream to vacuum cleaning.

A high-performance vacuum pump draws debris, dust and moisture out of potholes. The surface becomes drier and cleaner than with normal sweeping or blowing with compressed air.

Priming with a bitumen emulsion and filling a pothole with crushed stone treated with an emulsion in a vacuum-jet-injection technology are similar to the same operations with a jet-injection technology.

The developers of the method and equipment based on the experience of its use in 25 states of the USA give a guarantee for a 3-year service life of the repaired places.

Russian road workers today have already begun wider practical application of the jet-injection method of repair with the help of a set of BCM-24 equipment attached to a dump truck manufactured by Betsema JSC (Moscow Region).

It is appropriate to note that in some Russian places the method of patching with mixtures has not lost its relevance and attractiveness so far.

Cold include asphalt mixtures of all types or compositions in accordance with GOST 9128-97 (except for type A), prepared on liquid or liquefied bitumen of grades SG 70/130 (medium thickening) or MG 70/130 (slow thickening). As a rule, preference is given to medium-thickening bitumen, since with it a layer of material in the coating is formed faster than on a slow-thickening one.

Such mixtures are prepared in the same mixing plants as the hot ones. However, the temperature of preparation of cold mixtures is 40-50% lower. After the mixer, the mixture goes through the mandatory stage of cooling to the temperature of the outside air, then it is stored and only after that it can be laid in the coating layer in the cold state. It can be stored in a warehouse in a stack and spent as needed for 3-5 months. It lends itself well to loading vehicles and transporting conventional vehicles at any distance.

The most important and special technological problem for a cold mixture is to ensure its non-caking, i.e. preservation of friability without sticking of mineral grains into lumps. Without this, it is impossible to procure the mixture for future use and further effective use.

Typically, the caking of the mixture before storage is reduced by cooling it in air with repeated shoveling with a blade of a bulldozer, loader or grader, and sometimes with watering. Thin layers and films of bitumen, cooled and hardened on mineral grains, lose their stickiness, and the mixture in stacks in the warehouse is not caked. To return stickiness to the bitumen and form the structure of the mixture after laying in the coating, it should be warmed up for some time by the heat of air and the sun to evaporate light fractions of bitumen with good sealing by rollers and transport for 2-3 weeks. Therefore, such patching of asphalt concrete pavements is preferable in spring or summer and only on roads of categories III-IV (traffic intensity is not more than 3000-1000 cars / day).

Technology and all repair operations in this case are similar to patching of coatings with hot mixtures. In cold technology, there is no strict restriction on the time of laying and compaction, which is imposed in hot technology because of the possibility of rapid cooling of the mixture and reduce its compactibility.

In some foreign countries (Sweden, Finland, Norway, etc.), asphalt concrete mixtures on low-viscous and liquid bitumen, as well as on special oil binders (the mixture in this case is called oil gravel) are used for coating from so-called “soft asphalt concrete”, the use of which is limited roads with traffic up to 1000-1500 cars / day. Moreover, when using low-viscosity or liquid bitumen, a mixture for soft asphalt concrete is prepared and laid in a coating according to the usual hot technology.

If an oil binder or bitumen emulsion based on low-viscosity and liquid bitumen is used as a binder, the material for such mixtures can be cold or warm (heated by steam to 40 ° C). So, in particular, in Finland, cold stored mixtures are obtained for the specified variety of asphalt concrete. Their high-quality preparation is carried out in special mobile (mobile) units MX-30C of the Finnish company Kalottikone, in which there is no dryer drum, but there is a special container for emulsion and a turbine unit for steam production.

Cold asphalt mixtures prepared on very popular and widely used emulsions based on viscous bitumen have no less effectiveness for patching. Such mixtures are called emulsion-mineral, and they can be both porous and dense.

Depending on the category of road and the strength of the material in the coating, the required type or type of emulsion is selected according to the viscosity of the bitumen used, the necessary mineral materials and cold mixtures are prepared that can be stored and stored.

In “cold” mixing plants, an emulsion of a given type, concentration and temperature is mixed with heated aggregate. The mixing plants themselves can be of almost any design and purpose, including very simple ones with low investment. When using high-grade emulsions and mineral aggregates in combination with more efficient and advanced mixing and dosing equipment, emulsion-mineral mixtures are able to provide properties and quality of coatings close to those of coatings made of hot asphalt mixes.

The terms and conditions of storage in the warehouse (open area, closed room, sealed containers or sealed plastic bags) of such cold mixtures depend on the type of emulsion, the viscosity of the bitumen, the decay time of the emulsion and are set individually in each case.

If necessary, urgently close up potholes that are dangerous for traffic, you can use any simple and affordable methods, materials and tools that can provide temporary (at least 2-3 months) trouble-free operation of the road.

Emergency repairs are carried out at any time of the year - in late autumn (wet and cold), in winter (cold) and in early spring (cold and wet), which, of course, cannot but affect the quality of repair work.

Such poorly repaired places with the onset of warm and dry weather must be repaired, but in compliance with all the requirements and rules for the implementation of high-quality sealing of potholes. This is economically quite acceptable and acceptable, given the not-so-massive nature and insignificant volumes of accidentally defective places on the surface. In emergency repairs, as a rule, such temporary sealing methods are used that do not require special preparation of potholes, with the exception of their possible cleaning from dirt, moisture, snow and ice.

The main thing during such a repair is to fix the material used in the pothole so that it has an acceptable connection with the bottom and walls of the pothole and that the particles of such material have sufficiently strong contacts among themselves due to mechanical expansion and bitumen, cement, polymer or other adhesive layers. For emergency repairs, it is recommended to use limestone, dolomite or other not very strong crushed stone materials (fractions of 5-20 mm), pre-treated (“cold” black crushed stone) or processed directly in the pothole with liquid bitumen with a surfactant or bitumen emulsion.

As a rule, liquid bitumen should have a viscosity index of at least 130-200 cc, and the bitumen emulsion should be rapidly decaying, 50-60% concentration in a heated form. Crushed stone for these purposes is sometimes treated with lime or cement (1.5-2% by weight).

Some of the repair materials with appropriate use technologies can be used even at negative air temperatures (up to -10 ... -15 ° C), although other materials and technologies are effective only at + 5 ° C and above.

Recently, in foreign countries, emergency sealing of potholes and other defective places with special repair mixtures with a shelf life of 1-2 years in finished form in sealed plastic containers (buckets, barrels, boxes), in sealed plastic bags (25-50 each) is widely practiced. kg) and even in stacks outdoors. Such mixtures include Repasfalt, Bormiks and Stralasfalt from Germany, Vespro and Silvaks from the USA, Colmack from England, Excel from Canada and a number of others.

Most of the binders for these cold materials are polymer-modified liquid bitumen with special additives or an emulsion based on it, which makes such repair mixtures quite expensive - about 200 USD / t at a binder price of about 1000 USD / t. However, their attractive technological advantages (cold technology, long shelf life, work on a damp surface and even in cold weather) together with the high strength of sealing defective places make it possible and even advisable to use them in small and single emergency patching.

Sometimes, given the temporary nature and not too high quality of emergency repairs, they deliberately go to simplify and reduce the cost of both the repair material itself and the technology for its preparation and use.

For example, the road service of Helsinki, which for more than 20 years has been annually producing about 3,000 tons of stored Korsal cold mix for urgent (urgent) repair of pavements and temporary sealing of trench excavations on city streets, has taken such a path.

It consists of crushed stone (3-8 mm), sand and bitumen emulsion (7-8%). Prepare the repair mixture in a cold manner in a conventional concrete mixer (capacity 3 m ³ ) of periodic action and store it in an open area. Before use in winter, the mixture is heated in a warm room.

In the presence of a bitumen emulsion and an appropriate machine or installation, it is advisable to use the already considered jet-injection cold method for emergency patching. However, due to the inability to thoroughly clean and prepare the pothole, the service life of such a seal will be significantly lower than under normal normal conditions.

In the absence of the required jet-injection technique, sealing a pothole is possible by manually filling it (ramming) with cold gravel (preferably blackened) followed by its processing from the surface with bitumen emulsion by simple spraying from improvised means. As a result, the pothole will be sealed with rubble impregnated with bitumen emulsion.

The method of impregnating crushed stone in a pothole, but with bitumen, somewhat liquefied and hot, is also practiced by road workers from different countries, including Russia, to eliminate the emergency dimpling. Its difference from the method of impregnation with emulsion is that the impregnation itself is carried out before compaction of crushed stone. In this case, the bitumen is heated to a temperature not lower than 170-180 ° C. Satisfactory results can be obtained even at low air temperatures (up to -5 ... -10 ° С).

The Russian method of back impregnation, in which bitumen heated to a minimum of 170-180 ° C, falling onto the moisture remaining on the bottom and walls of the potholes and on the raw gravel, is foamed with a multiplicity of 4-6 and covers the surface of the pothole with a thin layer, which is a specific technological technique. and gravel particles. The penetration of bitumen between particles and grains of crushed stone goes from bottom to top, so this repair technique was called the “back impregnation method”. Its effectiveness is limited by air temperature + 5 ... + 10 ° С. At lower temperatures, bitumen is poorly and difficult to foam.

In the impregnation method, instead of bitumen, polymer materials are sometimes used. In particular, when repairing with polymer concrete, the pothole is filled with crushed stone, which is then impregnated with a fluid composition based on polyurethane, acrylic or other resin, while the residual water is squeezed up from the hole during tamping.

Such repairs are possible at air temperatures from -30 to + 50 ° C. Traffic opens after 30 minutes. In adverse weather conditions (damp, cold), emergency patching can also be performed with a wet organic-mineral mixture (VOMS), the composition and preparation technology of which was developed at RosdorNII.

VOMS consists of limestone or dolomite gravel of a fraction of 5-20 mm (up to 40%), sand with a fineness modulus of at least 1.0, mineral powder (6-12%), binder (tar, liquid or liquefied viscous bitumen) in an amount of 6 -7% and water. Instead of crushed stone, it is possible to use screenings of crushing, ASG, crushed slag. Such a mixture is prepared in cold form in mixing plants ABZ, equipped with a system for supplying and dispensing water into the mixer. After unloading from the mixer, the finished mixture at a temperature of 25-40 ° C is fed to a warehouse where it is stored in a stack for several months.

Potholes with a depth of at least 3-4 cm are repaired with such a mixture. The main advantage of VOMS is that it is used ready-made using cold technology, on dry or wet surfaces and at air temperatures up to -10 ° С. However, it should be borne in mind that in winter and early spring the formation of a strong VOMS structure in the coating is slow and difficult due to frequent transitions of air temperature through 0 ° С.

This material acquires the greatest strength after complete drying, but this strength is not so great (1.5-2 times lower than the strength of cold and 2.5-3 times lower than the strength of hot asphalt) to use VOMS even in ordinary patching of road surfaces high categories. Only emergency (temporary) repair of the surfaces of such roads is permissible with this mixture.

No less interesting and useful development for patching of coatings, including emergency, at one time was done at SoyuzdorNII: stored asphalt concrete mixtures (САС) on viscous bitumen that can be stored, stacked and compacted in cold form.

They are prepared on viscous bitumen with enhanced thixotron properties, which is achieved by introducing special plasticizers into them (summer autotractor diesel fuel LTD and crude oil SB for the production of viscous road bitumen). But the situation with the practical use and implementation of SAS remains the same as with VOMS, i.e. not very satisfactory.

A known machine for repairing asphalt according to the patent of the Russian Federation for the invention No. 2364675, IPC E01C 7/10, publ. 08/26/2009

The invention relates to the field of roads with asphalt concrete coating, in particular to the preventive repair of defects and pits on the surface of the road. EFFECT: creation of a method for repairing asphalt concrete pavements in winter conditions. A method of repairing asphalt concrete pavements in winter conditions consists in patching pavements at an air temperature of -10 ° C with hot asphalt concrete mix based on viscous or liquid road bitumen, placed in a preheated defective place. Repair of coatings at an air temperature of -10 ° C is carried out in the following sequence: a defective coating site is treated with a 30% aqueous solution of calcium chloride at the rate of 0.5 liter of solution per square meter of the treated surface, a predetermined amount of liquid sodium glass is poured into the treated area containing an additional 8% urea, a predetermined amount of a previously prepared dry mixture of sand and cement is poured into the poured liquid glass into the hole, and as a result of their mixing, instant hardening and hardening of the mixture of materials, after which the surface of the repaired coating area is treated with a 30% aqueous solution of calcium chloride, coated with liquefied bitumen and sprinkled with sand. A composite material mixture curable in the above method is also described.

The disadvantage is the length of the process of restoration of the road surface and the impossibility of its use in the repair of large defects. The method is adapted for repairing cracks.

A known machine for repairing asphalt according to the patent of the Russian Federation for the invention No. 2267571, IPC E01C 7/08, publ. 08/27/2004

The invention relates to the maintenance of roads with asphalt coating, in particular to preventive maintenance. Technical result: the exclusion of subsequent repairs using energy-intensive equipment and a large number of consumables until the period when the natural abrasion of the coating by road does not reach the corresponding indicators, as a result of which the roadbed will need to be re-coated with asphalt concrete or overhaul. A preventive repair method for roads with asphalt concrete pavement consists in filling a crack with a width of 1-10 mm that appears on the pavement with liquid oil selected from the group: used oil, fuel oil, liquefied bitumen, crude oil, with a viscosity sufficient to wet the surface of the crack walls and seepage into all cavities to a level of 2-3 mm from the surface of the coating, then the crack is filled with dry sand with the height of natural shedding of sand to the edges of the crack and rolled by a manual or mechanical roller with a width the roller is not more than 200 mm, and the roller moves its middle along the crack along its propagation.

The disadvantage of this method is applicable to repair cracks with a width of 1 mm to 10 mm.

A known machine for the repair of asphalt according to the patent of the Russian Federation for the invention No. 242189, IPC E01C 7/00, publ. 07/27/2011

The invention relates to reinforcement materials for pavement repairs. Effect: improvement of the intermediate layer between the layers of the road surface. The composite for reinforcing asphalt pavement contains: an open mesh comprising at least two sets of parallel strands, each set of strands having gaps between adjacent strands, and the sets are oriented at an angle to each other; and a coating located on top of the specified mesh, while maintaining gaps between the strands, activated at a temperature, pressure, or both of the pavement, with the formation of a bond compatible with asphalt pavement, while the coating is not sticky at normal temperature and pressure, it contains material comprising about 50% or more of a resinous non-asphalt component and about 50% or less of an asphalt component. A method for reinforcing a road surface, a method for manufacturing a composite, and a method for reducing crack formation in a road surface using a composite are also described.

The disadvantage is the high cost of the composite material, high energy costs and low environmental friendliness of the process ..

The tasks of creating a utility model increase the speed of repair of pavement, machine efficiency and environmental friendliness.

The tasks of creating a utility model that coincide with the technical result: increasing the productivity of the machine and improving its environmental properties.

The solution of these problems was achieved in an asphalt pavement repair machine, comprising a housing, chassis, heat sources and an electric power source connected by an electric cable to them and a displacement drive, characterized in that the heat energy sources are made in the form of microwave radiators, for example magnetrons mounted on a heating plate in front of the body, the chassis of the machine is made in the form of a frame and several wheelsets, at least one of which is made leading, and one control, with possibly wheel rotation to control the direction of travel. A vibrating plate connected to a vibratory drive can be installed in front of the housing. The vibrating plate can be made cylindrical. The vibrating plate can be made flat, with a radial rounding in the direction of movement of the machine. The heating plate can be made with the possibility of vertical movement. The heating plate may be rotatable. The perimeter heating plate can be equipped with flexible curtains. Hot thermocouple junctions can be installed on the heating plate, and “cold” thermocouple junctions connected to each other and through the switch with electric wires to the battery can be installed on the back of the case. The electric power source can be made in the form of a diesel generator and an electric battery cable connected to it. The machine may be equipped with a displacement drive in the form of at least one electric motor connected by an electric cable through a switch to a diesel generator.

The electric motor can be mechanically connected through a gearbox and differential to one of the drive wheelsets. A machine may comprise at least one pair of electric motors mechanically coupled to a drive wheel pair. The machine can be equipped with a roller mounted in the rear of the housing and attached to it by two levers.

The rationale for the use of microwave heating of asphalt.

The development of powerful magnetrons and scientific studies of the effects of microwave energy on various materials have opened up broad prospects for the industrial application of microwave technology and technology. More recently, microwave heating did not attract Russian investors too much. However, the rapid increase in energy costs, energy costs, and stricter environmental requirements are gradually changing the situation.

An important role is played by such characteristics as process efficiency, automation capability and high product quality. There are prospects for the introduction of microwave heating and drying in other industries: pharmaceutical industry, wood processing and agriculture. The use of fast heating technology in canteens, hospitals, schools, etc., is expanding; the widespread use of microwave ovens in everyday life is known. The effect of microwave heating is based on the absorption of electromagnetic energy in dielectrics. Microwave fields penetrate to a considerable depth, which depends on the properties of the materials. Interacting with matter at the atomic and molecular levels, these fields affect the movement of electrons, which leads to the conversion of microwave energy into heat. Microwave energy is a very convenient heat source, which in some applications has undoubted advantages over other sources. It does not introduce pollution during heating; when using it, there are no combustion products. In addition, the ease with which microwave energy is converted into heat makes it possible to obtain very high heating rates, without destroying thermomechanical stresses in the material. The generator equipment is fully electronic and operates almost inertialess, so that the microwave power level and the moment of its supply can be instantly changed. The combination of microwave heating with other heating methods (steam, hot air, infrared radiation, etc.) makes it possible to design equipment to perform various functions, i.e. Microwave heating allows you to create new technological processes, increase their productivity and improve product quality. For a correct assessment of the applicability of microwave energy in special processes, a detailed knowledge of the properties of the material at various frequencies and at all stages of the process is required. The absorbed power and the depth to which this power penetrates are determined by three factors: dielectric constant, frequency and geometry of the microwave system. Under the penetration depth in microwave energy, we mean the distance at which the power density decreases to 37% of the value on the surface, i.e. in other words, 63% of the initial energy of an electromagnetic wave is absorbed in the material and converted into heat.

Industrial magnetrons

Magnetrons and klystrons are used as high-power generators. Due to its higher efficiency, power below 50 kW is dominated by magnetrons. Most often, two frequencies are used - 915 and 2450 MHz. Since the frequency of 915 MHz may not be used in all cases, the frequency of 2450 MHz is usually considered optimal in international practice. Modern Russian magnetrons manufactured by NPP Magratep CJSC, in comparison with foreign devices. The magnetron M-116-100 is used in installations for defrosting fish, softening rocks and in other cases where an increased depth of penetration into the material is required.

The world's only magnetron M-137 with a power of 50 kW at a frequency of 433 MHz was successfully used in experimental installations for softening the soil in Yakutia. Such a low operating frequency provides the required depth of penetration of microwaves into frozen rocks. The 5 kW magnetron M-168 is widely used in installations for rubberizing cables, vulcanizing rubber parts, and polymerising plastic.

Microwave Processing Plants

Microwave energy heating processes are divided into two groups: continuous processes and batch processing. In continuous processes, such as on a conveyor belt, “raw” material continuously passes through the processing zone, while the load at the output of the microwave generator remains virtually unchanged. When processing in batches, the heated material is in the treatment zone until the required temperature is reached, therefore, with a change in temperature, the dielectric constant and loss coefficient change significantly. This leads to a change in load (and over a wide range.) In this case, preference is given to magnetrons.

The essence of the utility model is illustrated in figure 1 ... 20, where:

figure 1 shows a cross section of a machine,

figure 2 shows a view in plan

figure 3 shows a plan view of a variant of the machine with a vibrating plate,

figure 4 shows a variant of the machine with a roller,

figure 5 shows a view of a cylindrical vibrating plate,

figure 6 shows a section bb,

Fig.7 shows a view of a flat vibrating plate with a radial rounding,

Fig.8 shows a section CC,

figure 9 shows a view of a raised by turning a heating plate,

figure 10 shows the steering mechanism,

figure 11 shows the roller and its attachment to the housing,

in Fig.12 shows the electrical circuit of the device,

in Fig.13 shows a variant of the electrical circuit with the return of part of the energy,

on Fig shows a magnetron M116-100,

15 shows a magnetron M137,

on Fig shows a diagram of the installation of magnetrons on a heating plate,

on Fig - waveguide design,

on Fig presents the design of the waveguide with a sleeve,

in Fig.19 shows a temperature control circuit in the heating zone of asphalt,

in Fig.20 shows a control circuit of the gap between the heating plate and the asphalt surface.

The design of the machine for repairing asphalt pavement is shown in FIGS. 1 ... 20 and comprises a housing 1, a running gear 2, sources of thermal energy in the form of microwave generators 3, for example magnetrons or klystrons, mounted on a heating plate 4 and an electric power source 5 connected by an electric cable 6 through switch 7 and transformer 8 with it. Other microwave generators can also be used: traveling wave tubes (TWTs), flat vacuum triodes, and Gunn diode generators.

The heating plate 4 is made of a metal rectangular shape. Heating plate metal: steel or cast iron or aluminum alloys. Sources of microwave radiation 3 are placed on the upper surface of the heating plate 4 evenly, for example in rows or in a checkerboard pattern. The heating plate can be equipped at the bottom along the perimeter with flexible screens 9 (refractory cloth or brush seal) to prevent heat loss.

The heating plate 4 is installed and fixed in front of the housing 1 in a horizontal position. The heating plate 4 can be moved vertically, for its installation as close to the asphalt road and rotated about the axis 10 for transportation.

A machine variant is possible (Fig. 3) using a vibrating plate 11 connected by a rod 12 to a vibrating actuator 13 and installed in the front or middle part of the machine body 1 in its lower part.

A possible variant of the machine (Fig. 4) using a coating leveling device 14 (mainly a roller) installed behind the housing 1.

The vibrating plate 11 can be made in cross section of a flat or cylindrical shape (Fig.5 ... 8). In this case, embodiments are possible in the form of a part of a thick-walled cylinder (Figs. 5 and 6) or flat with a radial rounding 15 in the direction of movement (Figs. 7 and 8).

The undercarriage 2 may have several bridges, but at least two, at least one of which, for example, the rear one is made by the driver 16, and the other by the driver 17 with the possibility of turning the wheels 18 to control the direction of movement of the machine during operation and transportation to the place of work ( figure 1).

The electric power source 5 (FIGS. 2, 3 and 11) can be made in the form of a diesel generator 19 and a battery 20. The diesel generator 19 contains a diesel 21 and a generator 22 connected by a shaft 23. The main switch 24 is included in the power supply system for switching from the generator 22 to the battery 20 and the inclusion of specific energy consumers. The output from the generator 22 by an electric cable 6 is connected to the entrance to the main switch 24. All the energy consumers, including microwave sources (magnetrons or klystrons) 3 and the drive 25, if it is made electric, are connected to the outputs from the main switch 24 , in the form of an electric motor. It is possible to use 25 internal combustion engines as a drive motion.

The lifting circuit of the heating plate 4 for driving the machine to the place of work is shown in Fig.9.

The control bridge 16 has a steering system 26 (Fig. 10), which, in addition to the wheels 18, includes a steering rod 27, hinges 28, a lever 29 fixed to an axis 30, rigidly connected to the housing 1 and the steering hydraulic cylinder 31 with a piston 32 and a rod 33 connected pipelines 34 and 35 with a hydraulic distributor 36. In addition, the system includes a hydraulic pump 37, the input of which is connected by a pipe 38 to the oil tank 39, and the output - by a pipe 40 - with the hydraulic pump 36. The steering system 26 has a rotation controller 41 and a rotation sensor 42 mounted on the steering column 43 on which is installed about the steering wheel 44. The rotation sensor 42 is connected by electrical connection 45 to the input of the rotation controller 41, and the output from the rotation controller 41 is connected by electrical communication 45 to the control valve 36.

The machine is equipped with a drive 25 movement Drive 25, as previously mentioned, can be made in the form of an electric motor connected by an electric cable 6 to a generator 22 and mechanically connected by a shaft 46 through a gearbox 47 (gearbox) and a differential 48 with one of the drive axles 16.

At the rear of the machine, a roller 49 (FIGS. 4 and 11) can be installed, which has an axis 50 (FIG. 7). The axis 50 with two levers 51 is attached to the housing 1. To raise the roller 49 when driving the machine, hydraulic cylinders 52 are used, containing a piston 53 and a rod 54, which is attached to the lever 51 through a hinge 55. Pipes 56 and 57 are connected to the hydraulic cylinder 52, the other ends of which are connected with a control valve 36. For insurance, a cable 60 is attached to the hole 58 made in the lever 51, which is thrown over the block 61 and its end is attached to the housing 1 (the fastening is not shown in Fig. 11). The roller 49 in the working position is in contact with the asphalt coating 62 (Fig.11), exerts pressure on it with its weight and levels the asphalt. During transportation, the roller 49 rises.

Other options for mounting the roller 49 are also possible.

On the housing 1, a cab 63 is installed. (Fig. 1) for accommodating the driver during operation and driving the car. If a commercially available converted truck is used as a machine, then cab 63 and almost all control and driving systems remain unchanged.

A simplified electrical diagram of an asphalt pavement repair machine is shown in FIG.

A variant of the electrical circuit of the machine with heat recovery (Fig.13). In this case, the power supply circuit further comprises “hot” 64 and “cold” junctions 65 connected by wires 66 through a converter 67 (designed to match the voltages of the thermionic generator and battery 20) with the main switch 24 to recharge the battery 20.

Figures 14 and 15 show magnetrons M115-100 and M137, respectively.

On Fig.16 ... 16 shows the installation diagram of the microwave generators 3 on the plate 4. For this, in the plate 4 there are through holes 68 into which the microwave generators 3 are inserted. Conical waveguides 69 having flanges 70 with through holes are attached to the lower part of the heating plate 4 71 for bolts 72 (FIGS. 16 and 17). It is possible to design a waveguide with a sleeve 73 welded to the heating plate 4. In this case, the heating plate 4 can be made much thinner (in the form of a sheet). This will reduce the weight of the machine.

In the electrical circuit of the machine, temperature control sensors under the heating plate and sensors for measuring the distance between the heating plate and the asphalt surface can be provided. In Fig.19 shows a control circuit and automatic temperature control in the heating zone of asphalt. This system contains at least one temperature sensor 74 connected by electrical connection 75 to switch 8. FIG. 20 shows a circuit for monitoring the gap h between the heating plate 4 and the asphalt surface 62. This circuit includes a sensor for monitoring the gap 76 connected by electrical connection 25 to the unit control 77, which is electrically connected 75 to the drive movement 78.

The machine operates as follows.

The machine is installed on one strip in the lower position of the housing 1 and includes a diesel generator 18. From the generator 22 through the transformer 7 and the switch 8 via an electric cable 6, the voltage is supplied to the microwave generators 3. The radiation heats the asphalt coating 17 to a depth of 10-20 cm and melts old asphalt. At the same time, the voltage through the electric cable 6 is supplied to the drive 26, which through the shaft 46, gear 47 and differential 48 transmits the moment to the drive axle 16.

In the case of applying the scheme with the utilization of part of the heat (Fig. 12), the thermocouples of the "hot" junctions 64 are placed on the heating plate 4, and the thermocouples of the "cold" junctions 65 in the rear of the housing 3. The generated EMF creates an additional current, which is supplied through the electric wires 66 first to the converter 67, and then through the main switch 24 to the battery 20 to recharge it. This significantly increases the efficiency of the machine.

Indicative characteristics of the machine:

Carrying capacity 5 t Diesel generator power 100 ... 400 W Voltage 220 or 380 V Current frequency 50 Hz Power of one magnetron 5 kw The number of magnetrons 20 ... 80 Asphalt Repair Speed 1 km / h.

Application of the utility model allowed:

- design and quickly make a machine for repairing asphalt pavement on the basis of any mass-produced truck,

- increase the speed of alignment of asphalt pavement to 1 km / h or more,

- reduce the cost of energy and fuel for heating asphalt,

- ensure the environmental friendliness of the asphalt pavement repair process by eliminating the environmental impact of the repair due to the lack of open flame and the exclusion of burning of asphalt components,

- reduce the weight of the machine,

- ensure the safety and comfort of the road workers.

Claims (13)

1. A machine for repairing an asphalt pavement, comprising a housing, chassis, thermal energy sources and an electric power source connected by an electric cable to them and a movement drive, characterized in that the thermal energy sources are made in the form of microwave emitters, for example, klystrons mounted on a heating plate in front of the body, the chassis of the machine is made in the form of a frame and several wheelsets, at least one of which is made leading, and one is control, with the possibility of turning the wheels to control direction of movement. 2. The machine for repairing asphalt pavement according to claim 1, characterized in that a vibrating plate connected to a vibrating actuator is installed in the front of the housing. 3. Machine for repairing asphalt pavement according to claim 2, characterized in that the vibrating plate is made of a cylindrical shape. 4. The machine for repairing asphalt pavement according to claim 2, characterized in that the vibrating plate is made flat, with a radial rounding in the direction of movement of the machine. 5. Machine for repairing asphalt pavement according to claim 4, characterized in that the heating plate is made with the possibility of vertical movement. 6. Machine for repairing asphalt pavement according to claim 4, characterized in that the heating plate is rotatable. 7. The machine for repairing asphalt pavement according to claim 1, characterized in that the heating plate around the perimeter is equipped with flexible curtains. 8. The machine for repairing asphalt pavement according to claim 1, characterized in that “hot” junctions of thermocouples are installed on the heating plate, and “cold” junctions of thermocouples connected to each other and through a switch with electric wires are installed on the back of the case. 9. The machine for repairing asphalt pavement according to claim 1 or 2, characterized in that the electric power source is made in the form of a diesel generator and an electric battery cable connected to it. 10. Machine for repairing asphalt pavement according to claim 1 or 2, characterized in that it is equipped with a displacement drive in the form of at least one electric motor, connected by an electric cable through a switch to a diesel generator. 11. The machine for repairing asphalt pavement according to claim 1 or 2, characterized in that the electric motor is mechanically connected through a gearbox and differential to one of the drive wheelsets. 12. The machine for repairing asphalt pavement according to claim 1 or 2, characterized in that the machine contains at least one pair of electric motors, mechanically connected to the drive wheelset. 13. Machine for repairing asphalt pavement according to claim 1 or 2, characterized in that it is equipped with a roller mounted in the rear of the housing and attached to it by two levers.

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