A new type of wear-resistant concrete for pavement engineering and a preparation method thereof

Abstract

The application discloses a novel wear-resistant concrete for pavement engineering and a preparation method thereof. Ingredients include cement, water, sand, stone and iron powder. The iron powder is processed from discarded brake shoe friction parts. Each 100 parts of the mixture contains the following raw materials: 20.7-21 parts of cement, 23.8-27.6 parts of sand, 42.3-43 parts of stone and 2.8-4.4 parts of iron powder, and the rest is water. The incorporation of the iron powder can form a transition buffer zone between the cement paste and the aggregate contact surface, slow down the segregation between the aggregate and the cement mortar, improve the interface bonding strength between the aggregate and the mortar, reduce the concrete defects, thereby improving the concrete strength and wear resistance. Moreover, the used iron powder is processed from discarded brake shoe friction parts, and has strong environmental protection and economic values.

Description

Technical Field

[0001] This invention relates to the field of road engineering technology, and provides a novel wear-resistant concrete for road engineering and its preparation method. Background Technology

[0002] With the continuous development and progress of the national economy, the mileage of highway bridges in China is constantly increasing, and highway traffic flow and traffic density are gradually increasing, leading to a trend of heavier vehicle loads on roads. Furthermore, large airports, ports, and heavy equipment production and storage facilities also place higher demands on road surfaces in terms of wear resistance, strength, and aging resistance. In these various situations, ordinary concrete pavements are unsuitable for long-term use and urgently need optimization and improvement.

[0003] With a large number of heavy vehicles, as the service time increases, the shortcomings of conventional concrete pavement, such as poor wear resistance, strength, resistance to chloride ion erosion and carbonation resistance, gradually become apparent. Under the repeated frictional resistance of long-term wheel loads, the concrete pavement structure experiences varying degrees of wear and deterioration, affecting the normal use of concrete bridge deck driving performance.

[0004] Although industry technicians have added reinforcing fibers and organic molecular aggregates to ordinary concrete, the resulting wear resistance is poor and the cost is high. Currently, there have been some experiments on adding iron powder to concrete, but the iron powder added is mostly formed by simple processing of iron ore without optimization processes for strength and wear resistance. The resulting increase in strength is not significant. Moreover, the iron powder used contains a large amount of impurities such as iron oxide, and the iron powder itself is not rust-proofed, which affects the bonding performance and strength of the concrete. Using non-renewable iron ore to process and manufacture iron powder for concrete not only increases the cost of concrete but is also detrimental to environmental protection. Summary of the Invention

[0005] Based on this, the present invention provides a novel wear-resistant concrete for road engineering, which improves the wear resistance and structural strength of the road surface, solves the problem of poor adhesion and strength caused by the use of untreated iron powder in the prior art, and achieves the purpose of reducing production costs and improving environmental protection.

[0006] To achieve the above objectives, in a first aspect, the present invention provides a novel wear-resistant concrete for road engineering, comprising cement, water, sand, gravel, and iron powder; wherein the iron powder is manufactured from waste brake shoe friction parts, and each 100 parts of the mixture contains the following parts by weight of raw materials: cement 20.7-21 parts, sand 23.8-27.6 parts, gravel 42.3-43 parts, iron powder 2.8-4.4 parts, and the remainder being water.

[0007] Furthermore, the particle size of the iron powder ranges from 20 mesh to 80 mesh.

[0008] Furthermore, the iron powder is a single-admixture iron powder added separately during the batching process. Preferably, the weight ratio of iron powder to cement is in the range of 1.1 to 1.7.

[0009] Furthermore, a rust inhibitor and adhesion promoter are added during the processing of the iron powder to form a stable rust inhibitor and adhesion promoter film on the surface of the newly processed iron powder, thereby enhancing the rust prevention and adhesion of the iron powder.

[0010] Furthermore, the rust-inhibiting and tackifying agents include, but are not limited to, epoxy resin, chloroprene rubber latex, or polyacrylate.

[0011] To achieve the above objectives, in a second aspect, the present invention provides a method for preparing a novel wear-resistant concrete for road engineering, comprising the following steps:

[0012] S100. Iron powder is produced from discarded brake shoe friction parts;

[0013] S200. Weigh the set weight of cement and sand, and mix them evenly to ensure they are fully combined;

[0014] S300. Continue stirring the mixed cement and sand with one-third of the iron powder to ensure that the iron powder is fully mixed with the cement and sand;

[0015] S400. Add the pebbles and continue pre-stirring;

[0016] S500. After pre-stirring, weigh out the set weight of water and add it to the mixture, then continue stirring;

[0017] S600. Add the remaining two-thirds of the iron powder in two batches, and continue stirring.

[0018] S700. Spread the freshly mixed concrete onto the road surface and cure it to the specified age.

[0019] Furthermore, the preparation method of the novel wear-resistant concrete for road engineering includes rust prevention treatment before and during the processing of iron powder, the steps of which include:

[0020] S110. Perform rust removal treatment on the discarded brake shoe friction parts to remove rust from the surface of the brake shoe friction parts;

[0021] S120. Use a crushing device to perform preliminary crushing of the brake shoe friction parts;

[0022] S130. Grind the brake shoe friction parts after preliminary crushing using grinding equipment. During the grinding process, spray water-based rust inhibitor into the grinding equipment and grind to form iron powder in the environment of water-based rust inhibitor.

[0023] Furthermore, the preparation method of the novel wear-resistant concrete for road engineering includes: anaerobic drying of iron powder; rust prevention and adhesion enhancement treatment of the dried iron powder surface during the drying process; spraying a rust prevention and adhesion enhancement agent onto the iron powder surface to form a rust prevention and adhesion enhancement film on the iron powder surface; the steps include:

[0024] S160. Oxygen is discharged from the drying equipment by nitrogen, and iron powder is dried in an oxygen-free environment to remove moisture from the surface of the iron powder.

[0025] S170. Spray rust-inhibiting and adhesion-enhancing agent onto the dried iron powder;

[0026] S180. Stir and heat the mixture to coat the iron powder surface with the rust inhibitor and adhesion promoter;

[0027] S190. After the mixture cools, dry and re-grind the mixture to obtain the set particle size.

[0028] Furthermore, the preparation method of the new wear-resistant concrete for road engineering includes controlling the mixing temperature to be consistent with the ambient temperature during the concrete batching and mixing process. After mixing is completed, the newly prepared concrete is spread onto the road surface using a paving device and cured at ambient temperature for a specified period.

[0029] The technical advantages of the novel wear-resistant concrete for road engineering and its preparation method provided by this invention are at least reflected in the following aspects:

[0030] Firstly, in the batching of new wear-resistant concrete, cement, water, sand, gravel and iron powder are used as ingredients. The appropriate addition of iron powder can form a transition buffer zone at the interface between cement paste and aggregate, reduce segregation between aggregate and cement mortar, improve the interfacial bonding strength between aggregate and mortar, reduce concrete defects, and solve the problem of the relatively weak interfacial bonding zone between mortar and aggregate, thereby improving the strength and wear resistance of concrete.

[0031] Secondly, in the preparation process of the new wear-resistant concrete, cement and sand are first thoroughly mixed evenly. Then, one-third of the iron powder is added and stirred. Next, aggregate is added, followed by stirring and water. Finally, the remaining two-thirds of the iron powder is added in two batches. This method ensures that the one-third of the iron powder added before the aggregate is added forms a uniform mixture with the cement and sand. After the aggregate is added, the two-batch addition of the remaining iron powder allows it to adhere to the surface of the aggregate and mix into the fine particles of the cement and sand. This achieves the effect of uniform mixing of aggregate (as aggregate), cement, and sand (as fine particles) with the iron powder, thereby improving the wear resistance of the resulting concrete.

[0032] Thirdly, brake shoe friction components have high mechanical strength and wear resistance. This invention makes full use of this characteristic by recycling waste brake shoe friction components as raw materials to produce iron powder. The resulting iron powder has much higher mechanical strength and wear resistance than ordinary iron powder. The wear resistance of the new wear-resistant concrete prepared as wear-resistant material is much higher than that of ordinary concrete. It also solves the technical problem of waste brake shoe friction component treatment, reduces production costs, and has strong environmental and economic value.

[0033] Fourthly, when using discarded brake shoe friction parts as raw materials to make iron powder, rust prevention treatment of the iron powder can effectively inhibit the rusting of iron powder during concrete preparation. This avoids the problem of iron powder rusting and reducing the performance of wear-resistant concrete during the process of preparation and paving to the road surface, and helps to maintain the performance of the formed road surface. Attached Figure Description

[0034] The accompanying drawings, which form part of this specification, illustrate embodiments of this disclosure and, together with the specification, serve to explain the principles of this disclosure.

[0035] Figure 1 This is a flowchart illustrating an embodiment of a method for preparing a novel wear-resistant concrete for road engineering.

[0036] Figure 2 The graph shows the effect of 40-mesh iron powder content on the wear resistance of concrete.

[0037] Figure 3 The graph shows the effect of 40-mesh iron powder content on the compressive strength of concrete.

[0038] Figure 4 The graph shows the Cl- content in concrete mixed with 40-mesh iron powder.

[0039] Figure 5 The diagram shows the Cl- diffusion coefficient curve for concrete mixed with 40-mesh iron powder.

[0040] Figure 6 A comparison chart of the wear amount and Cl- diffusion coefficient of concrete mixed with 40-mesh iron powder over 28 days.

[0041] Figure 7 Carbonation depth curves of concrete with different proportions of 40-mesh iron powder.

[0042] Figure 8 A flowchart illustrating an embodiment of the processing and fabrication of iron powder.

[0043] Figure 9 A flowchart illustrating an embodiment of drying and rust-preventing iron powder. Detailed Implementation

[0044] In highways, large airports, ports, and heavy equipment storage areas with heavy vehicle traffic, the shortcomings of conventional concrete pavements—such as poor wear resistance, strength, resistance to chloride ion corrosion, and carbonation resistance—gradually become apparent over time. Under the repeated frictional resistance of long-term heavy vehicle loads, the concrete structure experiences varying degrees of wear and deterioration, affecting the normal use of concrete bridge decks. Although industry technicians have added reinforcing fibers and organic molecular aggregates to ordinary concrete, the resulting wear resistance is poor and the cost is high. Currently, some experiments have been conducted on adding iron powder to concrete; however, the added iron powder is mostly formed from simply processed iron ore without strength and wear resistance optimization processes, resulting in minimal strength increase. Moreover, the iron powder used contains a large amount of impurities such as iron oxide, and the iron powder itself is not rust-proofed, affecting the bonding performance and strength of the concrete. Using non-renewable iron ore to manufacture iron powder for concrete not only increases the cost of concrete but is also detrimental to environmental protection.

[0045] Therefore, this invention provides a novel wear-resistant concrete for road engineering and its preparation method. The ingredients include cement, water, sand, gravel, and iron powder. The iron powder is made from waste brake shoe friction parts. Every 100 parts of the mixture contains the following raw materials by weight: 20.7-21 parts cement, 23.8-27.6 parts sand, 42.3-43 parts gravel, 2.8-4.4 parts iron powder, and the remainder is water. The addition of iron powder can form a transition buffer zone at the interface between cement paste and aggregate, slowing down the segregation between aggregate and cement mortar, improving the interfacial bonding strength between aggregate and mortar, reducing concrete defects, thereby improving the strength and wear resistance of concrete. Furthermore, the iron powder used is made from waste brake shoe friction parts, which has strong environmental and economic value.

[0046] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. The descriptions of the exemplary embodiments are merely illustrative and are in no way intended to limit the present disclosure or its application or use. The present disclosure may be implemented in many different forms and is not limited to the embodiments described herein. These embodiments are provided so that the present disclosure will be thorough and complete, and will fully express the scope of the disclosure to those skilled in the art. It should be noted that, unless otherwise specifically stated, the relative arrangement of components and steps, the composition of materials, numerical expressions, and values ​​set forth in these embodiments should be interpreted as exemplary only and not as limiting.

[0047] This invention provides a novel wear-resistant concrete for road engineering, comprising cement, water, sand, gravel, and iron powder. Each 100 parts of the mixture contains the following parts by weight of raw materials: 20.7-21 parts cement, 23.8-27.6 parts sand, 42.3-43 parts gravel, 2.8-4.4 parts iron powder, and the remainder is water.

[0048] Preferably, the iron powder has a particle size range of 20 mesh to 80 mesh, and the iron powder is a single-admixture iron powder added separately during the batching process. The weight ratio of the iron powder to the cement ranges from 1.1 to 1.7.

[0049] In the mix design of new wear-resistant concrete, the appropriate addition of iron powder can form a buffer zone at the interface between cement paste and aggregate, slowing down the segregation between aggregate and cement mortar, improving the interfacial bonding strength between aggregate and mortar, reducing concrete defects, and solving the problem of the relatively weak interfacial bonding zone between mortar and aggregate, thereby improving the strength and wear resistance of concrete.

[0050] The iron powder is made from waste brake shoe friction parts. Brake shoe friction parts have high mechanical strength and wear resistance. This invention makes full use of this characteristic, recycling waste brake shoe friction parts as raw materials to produce iron powder. The resulting iron powder has much higher mechanical strength and wear resistance than ordinary iron powder. As a wear-resistant material, the new wear-resistant concrete has much higher wear resistance than ordinary concrete. It also solves the technical problem of waste brake shoe friction parts treatment, reduces production costs, and has strong environmental and economic value.

[0051] like Figure 1 As shown, the method for preparing a novel wear-resistant concrete for road engineering provided by the present invention includes the following steps:

[0052] S100. Iron powder is produced from discarded brake shoe friction parts;

[0053] S200. Weigh the set weight of cement and sand, and mix them evenly to ensure they are fully combined;

[0054] S300. Continue stirring the mixed cement and sand with one-third of the iron powder to ensure that the iron powder is fully mixed with the cement and sand;

[0055] S400. Add the pebbles and continue pre-stirring for 30 seconds;

[0056] S500. After pre-stirring, weigh out the set weight of water and add it to the mixture, then continue stirring for 120 seconds.

[0057] S600. Add the remaining two-thirds of the iron powder in two batches and continue mixing. During the concrete batching and mixing process, control the mixing temperature to be consistent with the ambient temperature.

[0058] S700. If the purpose is to conduct an experiment, after mixing, the freshly mixed concrete shall be poured into a designated mold and cured to the specified age before relevant tests are performed.

[0059] If the purpose is construction, the freshly mixed concrete is spread on the road surface. After mixing, the newly prepared concrete is spread on the road surface using paving equipment and cured at room temperature until the specified age.

[0060] In the preparation of the new wear-resistant concrete, cement and sand are first thoroughly mixed evenly. Then, one-third of the iron powder is added and stirred. Next, aggregate is added, followed by stirring and water. Finally, the remaining two-thirds of the iron powder is added in two batches. This method ensures that the first one-third of the iron powder added before the aggregate is added forms a uniform mixture with the cement and sand. After the aggregate is added, the remaining two-thirds of the iron powder, added in two batches, adheres to the surface of the aggregate and mixes into the fine particles of the cement and sand. This achieves the effect of ensuring that the aggregate, cement, and sand are all evenly mixed with the iron powder, thus improving the wear resistance of the resulting concrete.

[0061] Table 1. Mix proportions and test results of concrete with different iron powder (40 mesh) admixtures.

[0062]

[0063] In the research and development of the new wear-resistant concrete, multiple sets of tests were conducted to verify its performance. Several examples are described below. The specific mix proportions in the tests are shown in Table 1. 40-mesh iron powder was added at 0, 0.5, 0.8, 1.1, 1.4, and 1.7 times the weight of cement in the concrete. The mix proportions corresponding to the added iron powder are JZ, D1, D2, D3, D4, and D5, respectively.

[0064] Example 1: Abrasion Resistance Verification of Novel Abrasion-Resistant Concrete

[0065] Figure 2 The figure shows the effect of adding 40-mesh iron powder in different proportions by weight of cement on the wear resistance of concrete. Figure 1 It can be seen that the overall wear resistance of concrete increases with the gradual increase of iron powder content; however, when the iron powder content is 0.5 times the weight of cement, the wear resistance of concrete is the lowest, and its wear value increases by 85.2% compared with the reference concrete. When the ratio of iron powder content to cement weight is 1.4, the wear resistance of concrete is the best, which is 29.7% higher than that of the reference concrete. Obviously, the addition of iron powder improves the wear resistance of concrete.

[0066] Example 2: Strength Verification of Novel Wear-Resistant Concrete

[0067] Figure 3The figure shows the effect of adding 40-mesh iron powder in different proportions by weight of cement on the compressive strength of concrete. Figure 3 It can be seen that as the amount of iron powder added gradually increases, the compressive strength of concrete improves. When the ratio of iron powder to cement weight is 1.4, the concrete strength is the highest, increasing by 22.3% compared to concrete without iron powder. In summary... Figure 2 , Figure 3 It can be seen that, under controlled dosage, iron powder can improve both the wear resistance and compressive strength of concrete.

[0068] Example 3: Verification of the Chloride Ion Corrosion Resistance of a Novel Wear-Resistant Concrete

[0069] Combination Figure 4 It is known that the addition of iron powder can slow down the segregation between concrete aggregate and mortar, improve the density of concrete, and the addition of a certain amount of iron powder can indeed improve the concrete's resistance to chloride ion erosion.

[0070] Figure 5 The figure shows the diffusion coefficient of chloride ions in concrete under different 40-mesh iron powder contents. Figure 5 It can be seen that the chloride ion diffusion coefficient in D1 concrete is 34% lower than that in the reference concrete. This may be because the addition of iron powder effectively improves the concrete gradation and reduces internal defects in the concrete. From D2, D3, D4, and D5, it can be seen that the chloride ion diffusion coefficient in concrete decreases with the increase of iron powder content within this range. When the iron powder content is 1.7 times the weight of cement, the chloride ion diffusion coefficient in concrete is the smallest, which is 49.2% lower than that in the reference concrete.

[0071] Figure 6 The figure shown is a comparison of the wear amount and Cl- diffusion coefficient of concrete mixed with 40-mesh iron powder over 28 days. Figure 6 It can be seen that when the weight ratio of iron powder to cement in concrete is less than 0.8, the 28-day wear of concrete and the chloride ion diffusion coefficient show opposite trends; when the iron powder content is between 0.8 and 1.7 times the weight ratio of cement, both the 28-day wear of concrete and the chloride ion diffusion coefficient show a decreasing trend.

[0072] Example 4: Verification of the Carbonation Resistance of Novel Wear-Resistant Concrete

[0073] Figure 7 The results of carbonation depth tests at 3d, 7d, and 28d for different mix proportions of 40-mesh iron powder added to concrete are presented. Figure 7It can be seen that the carbonation depth of concrete with different dosages of 40-mesh iron powder was not significantly different at 3 days. At 7 days, the carbonation depth of concrete with an iron powder dosage of 1.1 times the weight of cement reached 2.53 mm, which was relatively poor compared with other dosages. Considering the carbonation depth at 3 days, 7 days, and 28 days, the concrete with a 40-mesh iron powder dosage of 1.4 times the weight of cement had the best carbonation resistance. The carbonation depth at 28 days was 31.3% smaller than that of the reference concrete, indicating an improvement in carbonation resistance compared to the reference concrete.

[0074] The above tests prove that the wear-resistant concrete for road surfaces prepared by using iron powder as a single additive has the advantages of simple process and easy operation compared with other iron-containing concretes. The iron powder is manufactured by processing waste brake shoe friction parts, which not only has good environmental protection and economy, but also has good wear resistance, strength characteristics, and resistance to chloride ions and carbonization.

[0075] Furthermore, in order to prevent the concrete performance from deteriorating due to the rusting of iron powder, the present invention performs rust removal and rust prevention treatment during the manufacturing process of iron powder using brake shoe friction parts, which will be described in detail in conjunction with Examples 5 and 6.

[0076] Example 5: Rust removal and prevention treatment during the grinding and processing of new wear-resistant concrete

[0077] like Figure 8 Rust prevention treatment is carried out before and during the processing of iron powder. The steps include:

[0078] S110. Perform rust removal treatment on the discarded brake shoe friction parts to remove rust from the surface of the brake shoe friction parts;

[0079] S120. Use a crushing device to perform preliminary crushing of the brake shoe friction parts;

[0080] S130. Grind the brake shoe friction parts after preliminary crushing using grinding equipment. During the grinding process, spray water-based rust inhibitor into the grinding equipment and grind to form iron powder in the environment of water-based rust inhibitor.

[0081] Water-based rust inhibitors can use single or combined components of potassium dichromate, triethanolamine, monoethanolamine, triethanolamine oleate, trisodium phosphate, sodium tripolyphosphate, sodium nitrite, amine benzoate, hexamethylenetetramine, and benzotriazole, as needed.

[0082] Example 6: Coating of a novel wear-resistant concrete anti-rust and adhesion-enhancing film

[0083] A rust-inhibiting and adhesion-enhancing agent is added during the processing of the iron powder to form a stable rust-inhibiting and adhesion-enhancing agent film on the surface of the newly processed iron powder. This film enhances the rust prevention and adhesion of the iron powder. Preferably, the rust-inhibiting and adhesion-enhancing agent includes, but is not limited to, epoxy resin, neoprene rubber latex, or polyacrylate.

[0084] like Figure 9 The process involves oxygen-free drying of iron powder, followed by rust-preventive and adhesion-enhancing treatment of the dried iron powder surface. This is achieved by spraying a rust-preventive and adhesion-enhancing agent onto the iron powder surface to form a rust-preventive and adhesion-enhancing film. The steps include:

[0085] S160. Oxygen is discharged from the drying equipment by nitrogen, and iron powder is dried in an oxygen-free environment to remove moisture from the surface of the iron powder.

[0086] S170. Spray rust-inhibiting and adhesion-enhancing agent onto the dried iron powder;

[0087] S180. Stir and heat the mixture to coat the iron powder surface with the rust inhibitor and adhesion promoter;

[0088] S190. After the mixture cools, dry and re-grind the mixture to obtain the set particle size.

[0089] By adding epoxy resin, neoprene rubber emulsion, and polyacrylate to the surface of iron powder, a rust-preventing and adhesion-enhancing agent film is formed. This not only improves the rust resistance of the iron powder and prevents the iron powder from rusting and causing a decrease in bonding strength, but also improves the weather resistance, durability, and impermeability of concrete, achieving high density, high adhesion, and strong waterproof and anti-corrosion effects.

[0090] Through comprehensive analysis, it was found that per 100 parts of the mixture, cement accounted for 20.7 to 21 parts; water 8.6 to 8.8 parts; sand 23.8 to 27.6 parts; aggregate 42.3 to 43 parts; and iron powder 2.8 to 4.4 parts. The concrete exhibited good wear resistance, strength characteristics, and durability.

[0091] Furthermore, when using discarded brake shoe friction parts as raw materials to produce iron powder, rust prevention treatment of the iron powder can effectively inhibit the rusting of the iron powder during concrete preparation. This avoids the problem of iron powder rusting and reducing the wear-resistant concrete performance during the process of preparation and paving to the road surface, and helps to maintain the performance of the formed road surface.

[0092] While specific embodiments of this disclosure have been described in detail by way of examples, those skilled in the art should understand that the examples are for illustrative purposes only and not intended to limit the scope of this disclosure. Those skilled in the art should understand that modifications can be made to the above embodiments or equivalent substitutions can be made to some technical features without departing from the scope and spirit of this disclosure. The scope of this disclosure is defined by the appended claims.

Claims

1. A novel wear-resistant concrete for road engineering, characterized in that: The ingredients include cement, water, sand, gravel, and iron powder, wherein the iron powder is made from waste brake shoe friction parts; The mixture contains the following raw materials in parts by weight per 100 parts: cement 20.7-21 parts, sand 23.8-27.6 parts, gravel 42.3-43 parts, iron powder 2.8-4.4 parts, and the remainder is water; The particle size range of the iron powder is 20 mesh to 80 mesh; The iron powder is a single-component iron powder added separately during the batching process; During the processing of the iron powder, a rust inhibitor and adhesion promoter are added to form a stable rust inhibitor and adhesion promoter film on the surface of the newly processed iron powder. The rust inhibitor and adhesion promoter film enhances the rust prevention and adhesion of the iron powder. The rust-inhibiting and tackifying agent includes epoxy resin, chloroprene rubber emulsion, or polyacrylate. The method for preparing the novel wear-resistant concrete for road engineering includes the following steps: S100. Iron powder is produced from discarded brake shoe friction parts; S200. Weigh the set weight of cement and sand, and mix them evenly to ensure they are fully combined; S300. Continue stirring the mixed cement and sand with one-third of the iron powder to ensure that the iron powder is fully mixed with the cement and sand; S400. Add the pebbles and continue pre-stirring; S500. After pre-stirring, weigh out the set weight of water and add it to the mixture, then continue stirring; S600. Add the remaining two-thirds of the iron powder in two batches, and continue stirring. S700. Spread the freshly mixed concrete onto the road surface and cure it to the specified age.

2. The novel wear-resistant concrete for road engineering according to claim 1, characterized in that, Rust prevention treatment is carried out before and during the processing of iron powder. The steps include: S110. Perform rust removal treatment on the discarded brake shoe friction parts to remove rust from the surface of the brake shoe friction parts; S120. Use a crushing device to perform preliminary crushing of the brake shoe friction parts; S130. Grind the brake shoe friction parts after preliminary crushing using grinding equipment. During the grinding process, spray water-based rust inhibitor into the grinding equipment and grind to form iron powder in the environment of water-based rust inhibitor.

3. The novel wear-resistant concrete for road engineering according to claim 1 or 2, characterized in that, The process involves anaerobic drying of iron powder, followed by surface anti-rust and adhesion-enhancing treatment. This is achieved by spraying an anti-rust and adhesion-enhancing agent onto the iron powder surface to form an anti-rust and adhesion-enhancing film. The steps include: S160. Oxygen is discharged from the drying equipment by nitrogen, and iron powder is dried in an oxygen-free environment to remove moisture from the surface of the iron powder. S170. Spray rust-inhibiting and adhesion-enhancing agent onto the dried iron powder; S180. Stir and heat the mixture to coat the iron powder surface with the rust inhibitor and adhesion promoter; S190. After the mixture cools, dry and re-grind the mixture to obtain the set particle size.

4. The novel wear-resistant concrete for road engineering according to claim 1, characterized in that, During the concrete batching and mixing process, the mixing temperature is controlled to be consistent with the ambient temperature. After mixing is completed, the newly prepared concrete is spread onto the road surface using paving equipment and cured at ambient temperature for the specified age.

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