A method to improve the anti-skid and weather-resistant properties of road surfaces

Abstract

This invention discloses a method for improving the anti-skid and weather-resistant properties of road surfaces, comprising the following steps: (1) preparation of the anti-skid coating adhesive; (2) molding; and (3) protective treatment. The anti-skid coating in this invention is prepared by a modified composite adhesive, which itself has excellent water resistance and toughness; after forming a functional layer with specific anti-skid aggregates, it simultaneously exhibits good high-temperature resistance, freeze-thaw resistance, anti-skid properties, and UV aging resistance in terms of tensile properties, water damage resistance, and bonding properties.

Description

Technical Field

[0001] This invention belongs to the field of road engineering reconstruction technology, specifically involving a method for improving the anti-skid and weather-resistant properties of road surfaces. Background Technology

[0002] During their service life, roads experience a gradual decline in their anti-skid and wear-resistance properties with increasing age, severely impacting daily travel safety. Simultaneously, as "safety" and "environment" become increasingly important themes in road construction, traditional asphalt pavement technology can no longer meet the demands of economic development for road traffic. Therefore, resin-based colored anti-skid surface pavements have emerged. This pavement uses resin-based adhesives instead of asphalt, and after adding appropriate pigments, it is applied in combination with colored anti-skid aggregates to form a new pre-curing technology. The resin-based adhesives primarily serve to bond with the underlying layer and aggregates, while the anti-skid aggregates provide anti-skid and wear-resistance. This technology improves the original pavement's anti-skid and wear-resistance properties while also serving as a warning system, improving the driving environment and gradually gaining popularity among road builders and users.

[0003] Commonly used colored anti-skid surfaces on roads are mainly made of epoxy resin, polyurethane resin, and acrylic resin. The high strength, high toughness, high adhesion, and water resistance of the adhesive are closely related to the anti-skid and wear-resistant properties of the colored anti-skid surface. However, due to the long-term service life, the surface is directly subjected to multiple effects such as sunlight, temperature, rainwater, and loads, causing its material properties to gradually change, leading to insufficient performance and eventually exhibiting defects such as cracks, delamination, and yellowing.

[0004] Therefore, there is an urgent need to develop a method to improve the weather resistance of colored anti-slip surfaces, requiring them to maintain good tensile, adhesive, and water resistance properties even under long-term high-temperature, freeze-thaw, and UV aging conditions. Summary of the Invention

[0005] The purpose of this invention is to provide a method for improving the anti-skid and weather-resistant properties of road surfaces, which can improve the high-temperature resistance, frost resistance, anti-skid properties, and UV aging resistance of colored road surfaces.

[0006] To achieve the above objectives, the present invention provides a method for improving the anti-skid and weather-resistant properties of road surfaces, comprising the following steps:

[0007] (1) Preparation of anti-skid coating: The modified polyurethane adhesive is applied to the road surface substrate to obtain the anti-skid coating;

[0008] The modified polyurethane adhesive mentioned above is a polyurea-modified polyurethane adhesive or an epoxy resin-modified polyurethane adhesive;

[0009] (2) The road surface after step (1) is shaped, leveled and cured.

[0010] Preferably, the molding process includes the following steps: uniformly laying anti-skid aggregate on the road surface after the treatment in step (1) and compacting it to form a road surface functional layer.

[0011] Preferably, the thickness ratio of the road base layer to the road functional layer is 1.29-1.44:0.4-1.1; the amount of anti-skid coating is 0.8-1.2 kg / m². 2 The dosage of anti-slip aggregate is 2.1-2.5 kg / m³. 2 .

[0012] Preferably, the amount of anti-slip coating used is 1.0 kg / m². 2 The amount of anti-slip aggregate used is 2.3 kg / m³. 2 .

[0013] Preferably, the anti-slip aggregate is corundum, colored ceramsite, or quartz sand, with a particle size of 1-4.75 mm and a water absorption rate of no more than 2%.

[0014] Preferably, the polyurethane in the modified polyurethane adhesive comprises polyester polyol (component A) and isocyanate curing agent (component B) in a mass ratio of 3-5:1, wherein the solid content of the polyester polyol is not less than 98% and the density is 2.0-2.1 g / cm³. 3 The viscosity is 1000-3000 mPa·s, the solid content of the isocyanate curing agent is not less than 98%, and the density is 1-1.5 g / cm³. 3 The viscosity is 2000-4000 mPa·s.

[0015] Preferably, the polyurea-modified polyurethane adhesive contains 100% polyurea solids and has a density of 1.0-1.1 g / cm³. 3 The viscosity is 2000-2200 mPa·s.

[0016] Preferably, the polyurea-modified polyurethane adhesive is prepared by the following method:

[0017] Prepare two adhesives, polyurea and polyurethane, separately. Then add the polyurea to the polyurethane and mix and stir for 3-5 minutes.

[0018] Preferably, the polyurea is aspartic polyurea, which includes component A' and component B', where component A' is an amino compound and component B' is an isocyanate, and the mass ratio of component A' to component B' is 1:1.

[0019] Preferably, the mass ratio of polyurea to polyurethane is 0.15-0.2:1.

[0020] Preferably, in the epoxy resin modified polyurethane adhesive, the mass ratio of epoxy resin to polyurethane is 15-20:80-85.

[0021] Preferably, the epoxy resin and the polyester polyol in the polyurethane are first mixed and stirred for 1-2 minutes, then the isocyanate in the polyurethane is added and stirred thoroughly for 5 minutes before trial casting, and then cured for 5-7 days.

[0022] Preferably, the epoxy resin is epoxy resin E44 or epoxy resin E51.

[0023] In summary, the present invention has the following advantages:

[0024] (1) The method for improving the anti-skid and weather resistance of road surfaces provided by the present invention shows that the bonding strength of the two adhesives before and after modification is reduced after being kept at 60°C for 200 hours. However, the shear strength residual rate of the unmodified polyurethane is only 72%, while the shear strength and pull-out strength residual rates of the polyurea-modified polyurethane are both greater than 75%. After being bathed in a high-temperature water bath at 60°C, the wear values ​​of both are increased. Among them, the polyurea-modified polyurethane < unmodified polyurethane << the technical requirement value. The former shows better water resistance, indicating that the method provided by the present invention can improve the high-temperature resistance of colored anti-skid road surface adhesives.

[0025] (2) The method for improving the anti-skid and weather-resistant properties of road surfaces provided by this invention shows that the tensile properties of both the unmodified and modified adhesives exhibit an increase in tensile strength with increasing freeze-thaw cycles, while the elongation at break gradually decreases with increasing freeze-thaw cycles. However, their sensitivity to freeze-thaw cycles differs. For the unmodified polyurethane, the increase in tensile strength from 7.67% to 33.09% after 0 to 5, 10, 15, and 20 cycles is significant, while for the polyurea-modified polyurethane, the increase is from 14.80% to 15.11%. Clearly, the substantial increase in strength of the unmodified polyurethane reflects its higher sensitivity to increasing freeze-thaw cycles. Similarly, the decrease in elongation at break also demonstrates the low sensitivity of the polyurea-modified polyurethane. This indicates that the method provided by this invention can improve the freeze-thaw resistance of colored anti-skid road surface adhesives.

[0026] (3) The method for improving the anti-skid and weather-resistant properties of road surfaces provided by this invention, after three years of UV aging under simulated indoor conditions, showed that the tensile strength of both the modified and unmodified adhesives was higher than 10 MPa, meeting the design requirements. However, the toughness of both decreased to varying degrees. The elongation at break of the polyurea-modified polyurethane was 35.82%, far superior to the 8.64% of the unmodified polyurethane, still exhibiting good toughness characteristics. This indicates that the method provided by this invention can improve the UV aging resistance of colored anti-skid road surface adhesives.

[0027] (4) The method for improving the anti-skid and weather-resistant properties of road surfaces provided by this invention controls the ratio of anti-skid aggregate to colored anti-skid surface material to create a maintenance layer material that has both high adhesion to the road surface and enhances its service life. For example, when there is less anti-skid aggregate, the aggregates cannot fully contact each other to form an interlocking effect. After a certain number of wear cycles, the aggregates peel off, exposing more adhesive on the surface, and the anti-skid performance deteriorates faster. When the amount of anti-skid aggregate spread reaches a certain level, an interlocking structure is formed under the bonding effect of the adhesive, thus improving the wear resistance. Therefore, appropriately increasing the amount of anti-skid aggregate spread can effectively reduce the rate and extent of the decline in anti-skid performance and improve the anti-skid and wear-resistant properties of the anti-skid wear layer.

[0028] (5) The method for improving the anti-skid and weather resistance of road surfaces provided by the present invention has a projected service life of road surfaces that is greater than the cumulative standard axle count within 15 years of the design service life of light and medium traffic asphalt pavements. It can be seen that the polyurethane colored anti-skid surface layer fully meets the service requirements of light and medium traffic asphalt pavements. The service life of heavy traffic asphalt pavements is 8.1 to 9.5 years, and the projected service life of extra-heavy traffic asphalt pavements is 6.3 to 7.5 years. Attached Figure Description

[0029] Figure 1 Decay curves for construction depth under different colored anti-slip surface layer application amounts;

[0030] Figure 2 Decay curves for different colored anti-slip surface layer application amounts at the hem;

[0031] Figure 3 Decay curves for peeling rates under different amounts of colored anti-slip surface coatings;

[0032] Figure 4 The wear condition of the test board after wear under different amounts of colored anti-slip surface coating;

[0033] Figure 5 Decay curves of texture depth under different anti-skid aggregate dosage levels;

[0034] Figure 6 Decay curves for different anti-slip aggregate dosage levels at the bottom edge;

[0035] Figure 7 The decay curves of spalling rate under different anti-slip aggregate dosage levels;

[0036] Figure 8 Comparative images of local wear (100,000 cycles) before and after four different application rates;

[0037] Figure 9 A curve is fitted to the data of pendulum value and peeling rate.

[0038] Figure 10 Comparison of bonding strength before and after heat preservation at 60℃;

[0039] Figure 11 Comparison of wear resistance before and after heat preservation at 60℃;

[0040] Figure 12 Comparison of appearance after freeze-thaw in Example 2;

[0041] Figure 13 The change in tensile strength with the number of freeze-thaw cycles;

[0042] Figure 14 The change in elongation at break with the number of freeze-thaw cycles;

[0043] Figure 15 This describes the changes in water resistance before and after freeze-thaw cycles.

[0044] Figure 16 This describes the changes in bonding properties before and after freeze-thaw cycles.

[0045] Figure 17 Comparison of the appearance of the aged wear plate specimens;

[0046] Figure 18 The change in tensile strength before and after UV aging;

[0047] Figure 19 The change in elongation at break before and after UV aging;

[0048] Figure 20 The changes in water resistance before and after UV aging;

[0049] Figure 21 The change in tensile strength before and after UV aging. Detailed Implementation

[0050] The principles and features of the present invention are described below with reference to embodiments. These embodiments are for illustrative purposes only and are not intended to limit the scope of the invention. Unless otherwise specified, specific conditions or manufacturer-recommended conditions should be followed in the embodiments. Reagents or instruments whose manufacturers are not specified are all commercially available products.

[0051] Example 1

[0052] This embodiment provides a method for improving the anti-skid and weather-resistant properties of road surfaces, including the following steps:

[0053] (1) Preparation of anti-slip coating

[0054] After cleaning the road surface of dust and obstacles, a polyurea-modified polyurethane coating is applied to the road surface substrate to obtain an anti-skid coating; the application rate of the anti-skid coating is 1.0 kg / m². 2 ;

[0055] (2) Molding process

[0056] In step (1), colored ceramsite is evenly laid and compacted on the treated road surface. After curing, unbonded aggregate is swept away to form a functional road surface layer. After molding, it is cured at room temperature for 7 days. The amount of colored ceramsite used is 2.3 kg / m². 2 ;

[0057] (3) Protection treatment

[0058] Before the road surface hardens, no pedestrians or vehicles are allowed to pass through. After the construction is completed, the road surface will be covered with plastic film or colored cloth strips.

[0059] The polyurea-modified polyurethane is prepared by the following method:

[0060] First, prepare two adhesives, polyurea and polyurethane, and stir them for 3 minutes at a speed of 200 rpm. After stirring, add the polyurea to the polyurethane and mix for another 5 minutes. Let it stand for 2 minutes to remove air bubbles.

[0061] The polyurethane contains a polyester polyol to isocyanate mass ratio of 4:1; the polyurea is aspartic polyurea, in which the amino compound of aspartic polyurea is in a mass ratio of 1:1 to isocyanate; and the polyurea to polyurethane mass ratio is 0.2:1.

[0062] Example 2

[0063] This embodiment provides a method for improving the anti-skid and weather-resistant properties of road surfaces, including the following steps:

[0064] (1) Preparation of anti-slip coating

[0065] After cleaning the road surface of dust and obstacles, an epoxy-modified polyurethane coating is applied to the road surface substrate to create an anti-skid coating; the application rate of the anti-skid coating is 1.2 kg / m². 2 ;

[0066] (2) Molding process

[0067] In step (1), colored ceramsite is evenly laid and compacted on the treated road surface. After curing, unbonded aggregate is swept away to form a functional road surface layer. After forming, it is cured at room temperature for 7 days. The amount of colored ceramsite used is 2.1 kg / m². 2 ;

[0068] (3) Protection treatment

[0069] Before the road surface hardens, no pedestrians or vehicles are allowed to pass through. After the construction is completed, the road surface will be covered with plastic film or colored cloth strips.

[0070] The epoxy-modified polyurethane was prepared by the following method:

[0071] First, mix the epoxy resin and the hydroxyl-containing compound in the polyurethane for 2 minutes, then add the isocyanate from the polyurethane and mix thoroughly for 5 minutes before casting a trial mold. Cure for 7 days. The mass ratio of epoxy resin to polyurethane is 15:85, and the epoxy resin is E44.

[0072] Experimental Example 1---Amount of Anti-slip Coating

[0073] 1.1 Anti-slip performance

[0074] (1) The dosage of the colored anti-slip surface layer (taking Example 2 as an example) is 0.5 kg / m 2 0.75kg / m 2 1.0kg / m 2 1.25kg / m 2 Four wear test specimens were molded. To avoid the influence of aggregate dosage during molding, each test plate was fully covered. After experimentation, the amount of colored ceramsite used was 225g, and the spreading rate was 2.5kg / m². 2 .

[0075] (2) Before spreading the anti-slip aggregate, the thickness of the adhesive coating at each adhesive dosage level was measured using a wet film thickness gauge (hexagonal wet film comb). To reduce human error and the difference in test points, measurements were taken at the four corners and the center of the board, and the average value was taken.

[0076] (3) After spreading the anti-skid aggregate and leveling it, press it slightly with a wooden board. After the specimen is fully formed, measure the initial structural depth and pendulum value of the road surface under the amount of each adhesive. See Table 1 below.

[0077] Table 1 Initial anti-slip performance under different coating thicknesses

[0078]

[0079] As shown in Table 1, (1) for the full distribution of anti-slip aggregate, 0.5 kg / m 2 For abrasion specimens at the specified dosage, due to the thin adhesive coating, after coating with anti-slip aggregate, the adhesive film at the bottom is noticeably thinner, resulting in uneven adhesive distribution and even gaps in some areas. However, for the 0.75 kg / m² dosage... 2 1.0kg / m 2 1.25kg / m 2 The three wear test pieces showed no obvious differences in appearance.

[0080] (2) The initial structural depth gradually decreases with the increase of coating thickness. When the amount of colored anti-slip surface layer is 1.25 kg / m 2At the specified thickness, the coating thickness is at its maximum, with a construction depth of 1.26 mm. Increasing the coating thickness has little impact on the initial pendulum value; the initial pendulum value of the wear specimens at all coating thicknesses is around 95. Therefore, the initial anti-slip performance of the wear specimens is excellent under different coating thicknesses, and further research is needed to determine the optimal coating thickness for durability.

[0081] 1.2 Durability

[0082] The decay test results of the pendulum value and the construction depth are shown in Table 2 and Figure 1-2 As shown.

[0083] Table 2. Abrasion test results of construction depth and pendulum value under different adhesive dosage levels.

[0084]

[0085] As shown in Table 2 and Figure 1-2 As shown, (1) the structural depth and pendulum value of the functional layer under the dosage of each colored anti-slip surface layer gradually decrease with the increase of the number of wear cycles. In the early stage of accelerated wear, from 0 to 30,000 cycles, the decrease in structural depth and pendulum value is relatively large. Afterwards, with the increase of the number of accelerated wear cycles, the decrease gradually decreases and the two gradually become stable. This is because during the sample molding process, the initially spread aggregate is in close contact with the coating, and the bottom is fully wrapped by the colored anti-slip surface layer. The aggregate spread later is scattered in the position where a small amount of adhesive is exposed. Its bottom bonding area is small. Therefore, in the early stage of wear, this part of the aggregate will fall off first, and the pendulum value and structural depth will also decrease significantly. Afterwards, with the increase of the number of wear cycles, the aggregate will no longer fall off in large areas. Therefore, the pendulum value and structural depth gradually become stable.

[0086] (2) The amount of colored anti-slip surface layer used is 0.5 kg / m 2 The pendulum value and texture depth of the horizontal wear specimen showed a rapid decreasing trend during the wear process. When the number of wear cycles reached 50,000, they dropped to 46 and 0.70 respectively. At this time, a large amount of wear layer surface had obviously fallen off, and the wear layer was basically completely destroyed and could no longer play the corresponding anti-slip effect. This was because the amount of colored anti-slip surface layer was small, the coating effect on the anti-slip aggregate was weak, and the adhesion was not firm.

[0087] (3) For 0.75kg / m 2 1.0kg / m 2 1.25kg / m 2 All three wear test specimens exhibited significantly better performance than 0.5 kg / m during the wear process. 2 Its anti-slip performance is 0.75 kg / m. 2When the wear test specimens subjected to the specified dosage reached 70,000 wear cycles, their texture depth and pendulum value decreased significantly again, indicating that after prolonged wear, significant surface peeling began to occur again, and the anti-slip performance continued to decline. Meanwhile, at 1.0 kg / m... 2 1.25kg / m 2 The specimens did not show a significant decrease in wear during the wear process, demonstrating good anti-slip durability.

[0088] (4) Comprehensive analysis shows that when the experiment ended, 0.5 kg / m 2 The wear test specimen was completely damaged at the specified dosage of 0.75 kg / m. 2 Its pendulum value and structural depth are 57 mm and 0.8 mm, respectively, and 1.0 kg / m. 2 Its pendulum value and structural depth are 64 and 0.94 mm, respectively, and 1.25 kg / m. 2 Its pendulum value and texture depth are 66 and 0.98 mm respectively, yet it still maintains good road surface anti-skid properties. The amount of colored anti-skid surface layer used is 0.75 kg / m². 2 Increased to 1.0 kg / m 2 At that time, the pendulum value increased by 12.3% and 17.5% respectively, from 1.0 kg / m 2 Increase by 1.25 kg / m 2 At this point, the pendulum value and construction depth did not change significantly, indicating that the anti-slip durability gradually improved with the increase of adhesive dosage, but when it reached 1.0 kg / m... 2 The subsequent increase was no longer significant.

[0089] 1.3 Decline in peeling rate

[0090] As shown in Table 3 and Figure 3-4 As shown:

[0091] Table 3. Mass loss and peeling rate at different adhesive dosages

[0092]

[0093] It can be seen that (1) with the increase of the number of wear cycles, the spalling rate of each wear specimen gradually increases, among which 0.5 kg / m 2 During the test, the peeling rate of the wear test plate under the specified amount of wear increased almost linearly until the wear layer was completely destroyed; while the other three wear test plates showed a parabolic increase, with a larger increase in the early stage of wear, and the increase gradually slowed down and stabilized after exceeding 50,000 cycles.

[0094] (2) As the amount of adhesive material applied gradually increases, the peeling rate of the anti-slip wear layer gradually decreases. Among them, 0.5 kg / m 2At the specified dosage, the wear test specimens showed significant spalling of the anti-slip aggregate after 50,000 cycles, resulting in complete destruction of the wear layer. Meanwhile, the spalling rates at the end of the test for the other three dosages were 16.71% (0.75 kg / m²). 2 >13.87% (1.0 kg / m³) 2 >13.42% (1.25 kg / m³) 2 This indicates that appropriately increasing the amount of adhesive applied can effectively reduce aggregate spalling, extend the service life of the anti-slip wear layer, and enhance its anti-slip and wear-resistant properties. It also shows that when the adhesive dosage exceeds 1.0 kg / m², [the situation becomes more challenging]. 2 The decrease in the post-stripping rate is no longer significant.

[0095] (3) 0.5 kg / m 2 The abrasion test plate with the highest dosage exhibited the worst anti-stripping performance, almost showing signs of polishing. At the same time, due to the gaps between the plates, the edge of the plate experiences the greatest force during the abrasion process as the abrasion wheel transitions from one plate surface to another, and will be the first to peel off, gradually pushing inward, thus causing the most severe edge peeling phenomenon in the abrasion test specimens shown in the figure.

[0096] Experimental Example 2---Dosage of Anti-slip Aggregate

[0097] Besides the influence of adhesives, the amount of anti-skid aggregate spread also affects the anti-skid surface durability. When less anti-skid aggregate is spread, the surface appears sparse, with excessive adhesive exposed. Under traffic loads and external environmental conditions, the aggregate will partially peel off, resulting in significant loss of anti-skid performance and poor durability. When more aggregate is spread, some aggregates will have less adhesive coating at the bottom, resulting in weak bonding. Under traffic loads, a large amount of peeling will occur, wasting anti-skid aggregate and increasing project costs. Therefore, the amount of anti-skid aggregate spread is also worth studying.

[0098] 2.1 Decay of Pendulum Value and Construction Depth

[0099] The selected dosage of the colored anti-slip surface layer is 1.0 kg / m². 2 Each was molded to 1.8kg / m 2 2.0kg / m 2 2.3kg / m 2 and 2.5kg / m 2 Four accelerated-load wear specimens were analyzed to determine the optimal spreading amount based on a comprehensive analysis of their texture depth, pendulum value, and spalling of anti-slip aggregate during the wear process, as shown in Table 4. Figure 5-6 As shown.

[0100] Table 4. Abrasion test results of texture depth and pendulum value under different anti-skid aggregate dosage levels.

[0101]

[0102] It can be seen that (1) in the initial state, the texture depth of the anti-slip wear specimens under the four spreading amounts is greater than 1.30 mm, and the pendulum value is above 90, showing excellent anti-slip performance. At the same time, regardless of the amount of aggregate spread, its changing trend is consistent throughout the wear test. With the increase of the number of wear cycles, the pendulum value and texture depth gradually decrease. In the early stage of the wear test, the decay amplitude is large. When the number of cycles exceeds 50,000, the decay amplitude begins to gradually decrease.

[0103] (2) Comparing the wear specimens with different spreading amounts, the less the anti-slip aggregate was spread, the faster the pendulum value and texture depth decreased, and the greater the decrease. When the number of wear cycles was 100,000, the texture depth of the wear specimens with the four spreading amounts from small to large decreased by 36%, 32.8%, 30.1%, and 29.3%, respectively, and the pendulum value decreased by 38.5%, 34.8%, 31.5%, and 31.9%, respectively. At the same time, comparing the four decay curves, it can be seen that the less the anti-slip aggregate was spread, the longer the decay period was, whether it was texture depth or pendulum value. This is because when there is less anti-slip aggregate, the aggregates cannot fully contact each other to form an interlocking effect. After a certain number of wear cycles, the aggregate peels off, and more adhesive is exposed on the surface, and its anti-slip performance decays faster. When the amount of anti-slip aggregate spread reaches a certain level, an interlocking structure is formed under the bonding effect of the adhesive, which improves the wear resistance.

[0104] (3) Comparing the final values ​​of the anti-skid index under the four spreading rates, it can be seen that the spreading rate decreases from 1.8 kg / m 2 Increased to 2.3 kg / m 2 During the process, both the pendulum value and the structural depth were significantly improved, and when the amount of anti-slip aggregate reached 2.3 kg / m², the improvement was even greater. 2 After 100,000 abrasion cycles, the pendulum value and texture depth were 63 and 0.95 mm respectively, still exhibiting good anti-slip performance. Further increasing the anti-slip aggregate application rate to 2.5 kg / m³ further improved performance. 2 The pendulum value and structural depth did not change significantly at the end of the experiment. This is because when the spreading rate reached 2.3 kg / m², the results were similar. 2 Afterwards, the abrasion test plate was fully covered. Further increasing the amount of aggregate spread only resulted in the aggregate being held together by a small amount of adhesive between the existing surface aggregates, failing to provide wear resistance. Therefore, appropriately increasing the amount of anti-slip aggregate spread can effectively reduce the rate and extent of the decline in anti-slip performance, thereby improving the anti-slip and wear-resistant properties of the anti-slip abrasion layer.

[0105] 2.2 Decline in peeling rate

[0106] As shown in Table 5 and Figure 7-8 As shown:

[0107] Table 5. Mass loss and spalling rate under different anti-slip aggregate dosage levels.

[0108]

[0109]

[0110] It can be seen that (1) in the initial state of the colored anti-slip surface wear test specimens, only the anti-slip aggregate spreading amount was 1.8 kg / m 2 The surface clearly shows exposed portions of the adhesive, when the anti-slip aggregate application rate exceeds 2.0 kg / m³. 2 Afterwards, it appears to be in a relatively full-coverage state; at the same time, after the wear is completed, 1.8 kg / m is clearly visible. 2 With 2.0kg / m 2 The test slab showed extensive aggregate spalling on its surface, and some of the adhesive coating had detached from the asphalt rutting slab surface. (2.3 kg / m²) 2 With 2.5kg / m 2 The surface remains relatively intact.

[0111] (2) Throughout the abrasion test, the spalling rate decay trend was consistent across all application rates. The increase was larger in the initial abrasion stage, but the rate of increase gradually slowed down after exceeding 50,000 cycles. Based on the final spalling rate, the spalling rate under the four conditions was approximately 1.8 kg / m². 2 >2.5kg / m 2 >2.0kg / m 2 >2.3kg / m 2 This is because appropriately increasing the amount of anti-slip aggregate helps to form an interlocking effect, improving the wear resistance of the anti-slip surface. However, when the aggregate content exceeds 2.3 kg / m³, the effect is less pronounced. 2 Afterwards, the aggregate has already formed a fully distributed state. Continuing to increase the amount of aggregate will cause a large amount of spalling under the action of abrasion, which will not continue to improve the wear resistance and will only increase the construction cost.

[0112] Taking all the above factors into account, for AC-13 graded asphalt pavement, the recommended dosage of colored anti-skid surface layer and colored ceramsite is 1.0 kg / m³. 2 and 2.3kg / m 2 In this state, the anti-slip performance and durability are at their best, and the cost of engineering materials is saved.

[0113] Test Example 3---Estimation of Service Life

[0114] 3.1 Establishment of the relationship between indoor accelerated loading and actual road surface standard equivalent axle order

[0115] In asphalt pavement design, lane coefficients arise due to the varying traffic loads experienced by different lanes during actual vehicle travel. Similarly, when a vehicle travels in a single lane, the lateral distribution of wheel tracks is uneven, resulting in a lateral wheel track distribution coefficient, which is the ratio of the number of axle load applications within a fixed width of a single lane to the total number of axle load applications for that lane. However, in accelerated loading tests, the number of wear cycles is obtained by the wear wheel repeatedly acting within the same wheel track zone. Therefore, the cumulative number of accelerated loading cycles differs from the actual cumulative number of axle load applications on the pavement.

[0116] Furthermore, since the wear degree of polyurethane abrasion wheels and rubber tires under actual driving loads differs under the same number of wear cycles, and since small inflatable rubber tires cannot meet the load requirements of standard pressure, in order to approximate the actual wear state as closely as possible, the wear degree of polyurethane abrasion wheels and solid rubber tires under standard loads on the same road surface was compared and analyzed in the early stage of the instrument design. When the pendulum value of the specimens is the same, the number of wear cycles of rubber tires is approximately 1.3 to 1.8 times that of polyurethane wide tires. When the mass loss rate is the same, the number of wear cycles of rubber tires is approximately 1.2 to 1.6 times that of polyurethane wide tires. Therefore, the correction factor for the number of wear cycles of the two types of tires is taken as n. 聚氨酯宽轮胎 =1.5n 橡胶轮胎 .

[0117] Based on the above two points, the cumulative number of loading times x in the indoor accelerated loading test and the cumulative number of standard axle load applications N for a single lane on the actual road surface are compared. e The following relationship should exist:

[0118]

[0119] Where: x - the cumulative number of loading tests in the indoor accelerated loading test, in ten thousand times;

[0120] Ne - Cumulative number of axle load applications on the road surface, in ten thousand times per lane;

[0121] Lateral wheel track distribution coefficient; According to relevant research, the highest rolling frequency at different locations within a single lane is 29.8%, therefore this is considered the most unfavorable point, and the lateral wheel track distribution coefficient is taken from this point. It is 0.298.

[0122] 4.2 Prediction of the service life of colored anti-slip surface based on fitting model

[0123] Because the accelerated loading test involves repeated abrasion on a fixed wheel track, the pendulum value and spalling rate in the test are attenuation tests within the abraded area. However, the texture depth is tested when the sand-covered area exceeds the abrasion range of the wheel track. Therefore, the pendulum value and spalling rate data, which characterize the anti-skid performance of the functional protective layer, are fitted using Origin software to better characterize its degradation pattern and predict its service life. See Table 6 and... Figure 9 As shown.

[0124] Table 6. Fitting curve equations of pendulum value and peeling rate of colored anti-slip surface layer

[0125]

[0126] The correlation coefficient R between the fitted curve of pendulum value and peeling rate 2 All values ​​were above 0.95, indicating a good fit. According to my country's "Technical Specifications for Highway Maintenance" (JTG H10-2009), for expressways and Class I highways, when the pendulum value BPN < 45, relevant overlay techniques are required to improve the pavement's anti-skid performance. Furthermore, the experiment revealed that when the spalling rate exceeded 20%, the colored anti-skid surface layer suffered severe damage. Therefore, the cumulative number of indoor accelerated loading tests and the actual standard axle load N of the pavement can be calculated. e ′.

[0127] Table 7 Conversion between Indoor Loading Times and Actual Road Standard Axle Times

[0128]

[0129] Initial traffic volumes vary significantly across different regions and roads. Therefore, this section calculates the initial daily standard axle load frequency based on the number of standard axle loads applied within the design life of asphalt pavements under different traffic levels in my country. Using this frequency as a base, and based on the standard axle load frequency per lane in Table 8, the service life of the polyurethane colored anti-skid surface layer under different traffic levels is estimated. Specific parameters: a six-lane dual carriageway highway with a design life of 15 years, a lane coefficient η of 0.35, and an annual traffic volume growth rate r of 6.5% in a certain region, calculated according to Formula 3 below.

[0130]

[0131] Table 8. Estimated service life of colored anti-slip surface layer under different traffic levels.

[0132]

[0133] As shown in Table 8, when the pendulum value is less than 45, the actual standard axle load calculated based on the number of indoor accelerated loading cycles is 7.85 million cycles. When the spalling rate is 20%, the actual standard axle load calculated based on the number of indoor accelerated loading cycles is 9.59 million cycles. Both are greater than the cumulative standard axle load within the 15-year design service life of light and medium traffic asphalt pavements. This indicates that the polyurethane colored anti-skid surface fully meets the service requirements of light and medium traffic asphalt pavements. The service life of heavy traffic asphalt pavements is 8.1 to 9.5 years, and the estimated service life of extra-heavy traffic asphalt pavements is 6.3 to 7.5 years.

[0134] Based on the experimental examples 1-3 of this invention, it can be seen that for AC-13 graded asphalt pavement, the optimal dosage of the colored anti-skid surface layer in the design is 1 kg / m². 2 The amount of colored ceramsite spread is 2.3 kg / m³. 2 The anti-slip performance reached its peak at this stage. After 100,000 abrasion cycles, the pendulum value and texture depth were 63 and 0.95 mm respectively, still exhibiting good anti-slip performance. Subsequently, with the increase of these two values, the anti-slip performance did not improve significantly, but instead increased the construction cost.

[0135] Test Example 4---High Temperature Resistance

[0136] The following test plan was developed with reference to the "Technical Specifications for Construction of Colored Warning Pavement on Highways" in Shaanxi Province, wherein the shear specimens were prepared by the following methods:

[0137] For molding asphalt Marshall specimens, unmodified polyurethane or polyurea-modified polyurethane is applied to the asphalt Marshall specimen, and another identical specimen is bonded to it. The adhesive dosage is 1.5 kg / m³. 2 After molding, let it stand for 7 days.

[0138] The pull-out specimens were prepared using the following method:

[0139] A 30cm×30cm×10cm asphalt rutting slab (AC-13) was formed. Unmodified polyurethane, polyurea-modified polyurethane, and epoxy resin-modified polyurethane were applied to the bonding area of ​​the working surface of the asphalt rutting slab. A pull-out head was then bonded to it and allowed to stand for 7 days. A pull-out test was then conducted. The pull-out head was connected to a pull-out apparatus using a threaded connection structure. The pull-out apparatus was then rotated at a constant speed until the pull-out head detached from the bonding interface. The failure state of the bonding interface was observed, and the tensile force value was read. The pull-out strength was calculated.

[0140] The wet wheel wear specimens were prepared using the following method:

[0141] Two types of polyurethane adhesives were evenly applied to the asphalt felt using a disposable brush, with an adhesive application rate of 1.0 kg / m². 2The colored ceramic pebbles were evenly spread on the tar paper at a rate of 2.3 kg / m². 2 After molding, the material is cured at room temperature for 7 days. Once fully cured, the unbonded anti-slip aggregate on the surface is cleaned with a brush, and a wet wheel abrasion test is conducted.

[0142] The specific testing methods are as follows:

[0143] (1) The prepared shear and pull-out specimens were placed in a 60℃ constant temperature oven for 200 hours, and their residual pull-out strength and shear strength were tested, as shown in Table 9 and Figure 10 As shown;

[0144] (2) The prepared wet wheel wear specimens were immersed in a 60℃ constant temperature water bath for 1 hour before being tested to determine their high-temperature wear resistance, as shown in Table 10 and... Figure 11 As shown.

[0145] Table 9 Comparison of Bond Strength at High Temperature

[0146]

[0147] Table 10 Changes in water loss resistance at high temperatures

[0148]

[0149] Therefore,

[0150] (1) After being kept at 60℃ for 200h, the bonding strength of both adhesives before and after modification decreased. The bonding strength of both polyurethane adhesives decreased, but the shear strength residual rate of unmodified polyurethane was only 72%, while the shear strength and pull-out strength residual rates of polyurea modified polyurethane were both greater than 75%, which met the specification requirements.

[0151] (2) After being bathed in a water bath at 60℃, the wear values ​​of both increased. The wear values ​​of both increased after being bathed in a water bath at 60℃. Among them, the wear value of polyurea modified polyurethane < unmodified polyurethane << technical requirement value. In comparison, the modified polyurethane adhesive showed better water damage resistance.

[0152] In summary, the high-temperature resistance of polyurethane is improved after polyurea modification.

[0153] Experimental Example 5---Frost Resistance

[0154] 5.1 Experimental Methods:

[0155] (1) Tensile specimens, wet wheel abrasion specimens and abrasion test plate specimens of two polyurethane adhesives were prepared respectively;

[0156] (2) Considering the diurnal temperature range, the test temperature was controlled between -20℃ and 60℃. One freeze-thaw cycle lasted 8 hours (7 hours of freezing, 1 hour of thawing).

[0157] (3) To minimize the influence of other factors, the air-freeze-air-thaw method was used in this experiment, as detailed below:

[0158] ① Mark the prepared tensile specimens, wet wheel abrasion specimens and abrasion test plates and place them in a 60℃ oven for 1 hour;

[0159] ② Remove all types of test specimens and place them in a freezer at -20℃ for 7 hours. After the freeze-thaw cycle is complete, one freeze-thaw cycle is finished. Repeat steps ① and ② for 20 freeze-thaw cycles until the end of the test.

[0160] ③ After every 5 cycles, take out the corresponding specimen, mark it, place it at room temperature for no less than 5 hours, and conduct a direct tensile test to compare and analyze the changes in its tensile properties after freeze-thaw.

[0161] ④ After every 5 cycles of wet wheel abrasion test, the corresponding test specimen is taken out, marked, and placed at room temperature for no less than 5 hours. Observe whether cracks appear on the surface of the test specimen before and after freeze-thaw. After 20 cycles, a 1-hour wet wheel abrasion test is carried out to analyze its resistance to water damage before and after freeze-thaw.

[0162] ⑤ For the abrasion test plate specimen, after 20 cycles, observe the appearance of the abrasion layer plate surface for cracking, mark the bonding area on the abrasion layer plate surface, and apply the same amount of adhesive (1.0 kg / m²). 2 After standing for 7 days, the pull-out strength was measured after the bonding strength was fully formed.

[0163] Experimental results:

[0164] (1) Changes in appearance

[0165] like Figure 12 As shown, the coatings of the two adhesives before and after freeze-thaw were observed, and no cracks or peeling were found, indicating that the freeze-thaw effect has little impact on the appearance of the modified polyurethane adhesives.

[0166] (2) Changes in tensile properties

[0167] After every 5 cycles, the corresponding specimens were removed, marked, and placed at room temperature for at least 5 hours for tensile testing. The changes in tensile properties after freeze-thaw cycles were compared and analyzed, as shown in Table 11 below. Figure 13-14 .

[0168] Table 11 Tensile test results before and after freeze-thaw.

[0169]

[0170] Therefore,

[0171] The method for improving the anti-skid and weather-resistant properties of road surfaces provided by this invention shows that the tensile properties of both adhesives before and after modification exhibit an increase in tensile strength with the gradual increase of the number of freeze-thaw cycles, while the elongation at break gradually decreases with the number of freeze-thaw cycles. However, the two adhesives have different sensitivities to freeze-thaw cycles, indicating that the method provided by this invention can improve the freeze-thaw resistance of colored anti-skid road surface adhesives.

[0172] (1) The tensile properties of both adhesives before and after modification showed that the tensile strength increased with the number of freeze-thaw cycles. After 20 freeze-thaw cycles, the tensile strength of the unmodified polyurethane increased from 12.12 MPa to 16.13 MPa; the tensile strength of the polyurea-modified polyurethane increased from 6.42 MPa to 7.39 MPa. In comparison, the tensile strength of the unmodified polyurethane was more affected by the temperature drop and became more brittle. After freeze-thaw, the elongation at break of both decreased to varying degrees. The elongation at break of the polyurea-modified polyurethane was 28.54%, while that of the unmodified polyurethane was 10.66%. The polyurea-modified polyurethane showed excellent toughness and was far superior to the 18.87% (original value) of the unmodified polyurethane before freeze-thaw. It exhibited good antifreeze properties.

[0173] (2) The unmodified and modified polyurethanes exhibit different sensitivities to freeze-thaw cycles. For unmodified polyurethane, the tensile strength increase from 7.67% to 33.09% after 0 to 5, 10, 15, and 20 cycles, compared to 14.80% to 15.11% for polyurea-modified polyurethane. Clearly, the significant increase in strength of unmodified polyurethane reflects its higher sensitivity to freeze-thaw cycles. Similarly, the decrease in elongation at break also demonstrates the low sensitivity of polyurea-modified polyurethane. This indicates that polyurea can improve the toughness of polyurethane.

[0174] 5.2 Changes in water loss resistance

[0175] After 20 freeze-thaw cycles, wet wheel abrasion test specimens made of polyurethane adhesive before and after modification were weighed and subjected to a 1-hour wet wheel abrasion test. The abrasion values ​​were compared with those of the unfrozen control specimen (Table 13). The changes in water resistance after freeze-thaw were analyzed. The changes in water resistance before and after freeze-thaw are as follows: Figure 15 As shown.

[0176] Table 12 Results of wet wheel abrasion test 1 hour before and after freeze-thaw cycle.

[0177]

[0178] Therefore, it can be seen that after 20 freeze-thaw cycles, the water resistance of both unmodified polyurethane and polyurea-modified polyurethane colored anti-slip surfaces decreased, with abrasion values ​​increasing to 191.2 g / m². 2and 138.8g / m 2 The values ​​are still far below the standard requirements, but polyurea-modified polyurethane is slightly better, which also indicates that the low-temperature antifreeze performance of polyurethane is improved after polyurea modification.

[0179] 5.3 Changes in bond strength

[0180] After 20 freeze-thaw cycles, epoxy-modified polyurethane and polyurea-modified polyurethane wear plates were removed, coated with adhesive, and cured for 7 days before pull-out tests. The results were compared with those before the freeze-thaw cycles in Table 13. Figure 16 .

[0181] Table 13 Results of pull-out tests before and after freeze-thaw cycles

[0182]

[0183] From Table 13 and Figure 16 It can be seen that after 20 freeze-thaw cycles, the bonding strength of the polyurethane adhesive before and after modification decreased. The decrease of 16.9% for unmodified polyurethane was slightly higher than that of polyurea-modified polyurethane (13.4%), but less than 20%, and it still showed good bonding performance.

[0184] Based on the changes in coating appearance, tensile properties, water damage resistance, and bonding properties of the polyurethane adhesive before and after 20 freeze-thaw cycles, it can be concluded that polyurea-modified polyurethane exhibits better freeze-thaw resistance.

[0185] Test Example 6---Resistance to UV Aging

[0186] Indoor accelerated UV aging tests often only reflect the changing trend of natural light UV aging. In order to get as close as possible to the actual natural light aging conditions, we analyze the natural radiation energy of sunlight under natural light to establish a direct correspondence with indoor UV aging.

[0187] The experiment used a UV aging test chamber in the laboratory to simulate the natural light aging process. Tensile properties, adhesive properties, and water resistance were used as evaluation indicators to study the effects of UV aging on polyurethane binders and wear layers. According to relevant literature, the annual total solar radiation in Sichuan Province is (335–419) × 10⁻⁶. 4 kJ / m 2 Between these values, the converted values ​​were based on an annual radiation dose of 380 kJ / cm². 2 Calculations were performed. According to relevant references, ultraviolet radiation reaching the Earth's surface accounts for approximately 6% of the total solar radiation, primarily consisting of ultraviolet light with wavelengths in the range of 300–400 nm. Therefore, the annual total ultraviolet radiation is 380 kJ / cm². 2 .

[0188] The ultraviolet aging test chamber used in this experiment includes a light source and a temperature control system. The light source is an ultraviolet high-pressure mercury lamp with the following parameters: wavelength range of 200–600 nm, dominant wavelength of 375 nm, power of 250 W, and irradiation intensity of 0.0463 W / cm². 2 (20cm from the lamp). To approximate outdoor aging conditions, the temperature of the old chamber was set to 50℃. At this time, the irradiation time required for the indoor test corresponding to the total amount of ultraviolet radiation in one year during natural aging was calculated according to Formula 1 below.

[0189] T = [Q] 总 ×0.06×1.1 / P】×(1 / 3600) Equation 1

[0190] Where T: corresponds to indoor ultraviolet aging time, in hours;

[0191] Q 总 The total annual outdoor ultraviolet radiation is taken as 380 kJ / cm². 2 ;

[0192] P—Irradiation intensity of ultraviolet high-pressure mercury lamp, 0.0463 W / cm² 2 .

[0193] Considering the absorption loss of ultraviolet light by the indoor sample, multiplied by a coefficient of 1.1, the relationship between indoor and outdoor aging times is shown in Table 14 below.

[0194] Table 14 Comparison of UV Photoaging Time

[0195]

[0196] Based on this, an experiment was conducted to simulate the UV aging effect of outdoor natural light for 3 years. The experimental process is as follows:

[0197] (1) Molding test specimens. Tensile test specimens, wet wheel abrasion test specimens and abrasion layer test plates were molded separately.

[0198] (2) Conduct ultraviolet aging test. Place the specimen in the ultraviolet aging chamber. To approximate the natural aging conditions outdoors, the temperature can be set to 50℃ and aged for 450h.

[0199] (3) Evaluation of UV aging resistance. After the test, the surface changes of the specimens before and after aging were compared, and tensile tests, wet wheel abrasion tests and pull-out tests were carried out to analyze and evaluate the UV aging resistance of the polyurethane adhesive before and after modification.

[0200] Experimental results:

[0201] (1) Changes in appearance

[0202] like Figure 17As shown, after prolonged UV aging, no micro-cracks appeared on the surface of the polyurethane adhesive tensile specimens. Only slight color changes occurred, and the color recovered after wiping. This indicates that UV aging has little impact on the appearance of the polyurethane adhesive specimens.

[0203] (2) Changes in tensile properties

[0204] After UV aging, tensile properties tests were conducted on tensile specimens of the polyurethane adhesive before and after modification. The results are shown in Table 15 below. Figure 18-19 As shown:

[0205] Table 15 Results of tensile tests before and after UV aging

[0206]

[0207] This indicates that under UV aging, the tensile strength of both modified and unmodified polyurethane adhesives increases, while their toughness decreases. After UV aging, the tensile strength remains above 10 MPa, meeting design requirements, but the toughness decreases. The elongation at break of the unmodified polyurethane is only 8.64%, significantly lower than the 35.82% of the polyurea-modified polyurethane. Furthermore, after UV aging, the residual elongation at break of the polyurea-modified polyurethane is nearly 70% of its initial value, still exhibiting good toughness. This demonstrates that the UV aging resistance of polyurethane is improved after polyurea modification.

[0208] (3) Tests were conducted on the wet wheel wear specimens of the modified polyurethane adhesive after UV aging. The results are shown in Table 16 below. Figure 20 As shown:

[0209] Table 16 Results of wet wheel abrasion test before and after 1 hour of UV aging

[0210]

[0211] Therefore, it can be seen that after UV aging, the water resistance of both modified and unmodified polyurethane adhesives is weakened, with the abrasion values ​​of unmodified polyurethane and polyurea-modified polyurethane increasing to as low as 126.4 g / m³. 2 and 93.8g / m 2 The abrasion value of the wet wheel after aging is much lower than the standard requirement, indicating that the UV aging resistance of polyurethane is improved after polyurea modification.

[0212] (4) Changes in pull-out strength

[0213] Unmodified polyurethane and polyurea-modified polyurethane wear plates were removed after UV aging, coated with adhesive, and cured for 7 days before pull-out tests. The results were compared with those before aging in Table 17. Figure 21 .

[0214] Table 17 Results of pull-out tests on asphalt board interfaces before and after UV aging

[0215]

[0216] It can be seen that after three years of simulated UV aging indoors, the pull-out strength of the polyurethane adhesive decreased slightly, but asphalt mixture particles peeled off at the failure interface, still meeting the road requirements of asphalt pavement. The bond strength reduction of polyurea-modified polyurethane was only 6.8%, less than the 18.2% reduction of unmodified polyurethane, demonstrating better UV aging resistance. Considering the appearance, tensile properties, water damage resistance, and bond properties of the materials before and after UV aging, it can be concluded that polyurea-modified polyurethane exhibits better UV aging resistance.

[0217] In summary, the method for improving the weather resistance of anti-skid pavements provided by this invention can improve the high-temperature resistance, freeze-thaw resistance, and UV aging resistance of colored anti-skid surface pavements by combining road performance requirements, thereby further enhancing the weather resistance of the pavement. Both polyurea-modified polyurethane and epoxy resin-modified polyurethane can improve various pavement properties from different perspectives. In actual production, the method provided by this invention can be used to select and modify pavements according to the actual environment to adapt to pavement improvements under different conditions.

[0218] While specific embodiments of the present invention have been described in detail, this should not be construed as limiting the scope of protection of this patent. Various modifications and variations that can be made by those skilled in the art without inventive effort within the scope described in the claims still fall within the scope of protection of this patent.

Claims

1. A method for improving the anti-skid and weather-resistant properties of road surfaces, characterized in that, Includes the following steps: (1) Preparation of anti-skid coating: The modified polyurethane adhesive is applied to the road surface substrate to obtain the anti-skid coating; The modified polyurethane adhesive is a polyurea-modified polyurethane adhesive or an epoxy resin-modified polyurethane adhesive. (2) After the road surface has been treated in step (1), it can be shaped and cured. The modified polyurethane adhesive comprises polyester polyol and isocyanate curing agent in a mass ratio of 3-5:1, wherein the polyester polyol has a solid content of not less than 98% and a density of 2.0-2.1 g / cm³. 3 The viscosity is 1000-3000 mPa·s, the solid content of the isocyanate curing agent is not less than 98%, and the density is 1-1.5 g / cm³. 3 The viscosity is 2000-4000 mPa·s; The epoxy resin modified polyurethane adhesive is prepared by the following method: First, mix the epoxy resin and the polyester polyol in the polyurethane for 1-2 minutes, then add the isocyanate curing agent in the polyurethane and mix thoroughly for 5 minutes before casting the test mold. Cure for 5-7 days. The polyurea-modified polyurethane adhesive contains 100% polyurea in solids and has a density of 1.0-1.1 g / cm³. 3 The viscosity is 2000-2200 mPa·s; the polyurea-modified polyurethane adhesive is prepared by the following method: Two adhesives, polyurea and polyurethane, were prepared separately. Then, the polyurea was added to the polyurethane in a mass ratio of 0.15-0.2:1 and mixed and stirred for 3-5 minutes. The polyurea is aspartic polyurea, which is prepared from equal masses of an amino compound and an isocyanate.

2. The method for improving the anti-skid and weather-resistant properties of road surfaces as described in claim 1, characterized in that, The molding process includes the following steps: uniformly laying anti-skid aggregate on the road surface after the treatment in step (1) and compacting it to form a road surface functional layer.

3. The method for improving the anti-skid and weather-resistant properties of road surfaces as described in claim 2, characterized in that, The thickness ratio of the road base layer to the road functional layer is 1.29-1.44:0.4-1.

1.

4. The method for improving the anti-skid and weather-resistant properties of road surfaces as described in claim 3, characterized in that, The amount of the anti-slip coating used is 0.8-1.2 kg / m². 2 The amount of anti-slip aggregate used is 2.1-2.5 kg / m³. 2 .

5. The method for improving the anti-skid and weather-resistant properties of road surfaces as described in claim 4, characterized in that, The amount of the anti-slip coating used is 1.0 kg / m². 2 The amount of anti-slip aggregate used is 2.3 kg / m³. 2 .

6. The method for improving the anti-skid and weather-resistant properties of road surfaces as described in claim 2, characterized in that, The anti-slip aggregate is colored ceramsite, corundum, or quartz sand, with a particle size of 1-4.75 mm and a water absorption rate of no more than 2%.

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