Design method and production device of novel high-reflection heat-resistant asphalt pavement

Abstract

The invention discloses a design method and a production device of a novel high-reflection heat-resistant asphalt pavement, and the method comprises the following steps: selecting target asphalt, a high-reflection filler and a microencapsulation phase change material, and calculating a target mass ratio through a mass ratio optimization formula according to climate parameters; mixing according to a target mass ratio to prepare a modified asphalt composition, and adjusting the mass ratio based on sample performance detection data; designing a multi-layer asphalt pavement, and determining the thickness of each layer by using a pre-established thermodynamic model so as to prepare asphalt of each layer; and the roadbed at the target position is pretreated, so that the multi-layer high-reflection heat-resistant asphalt pavement structure is constructed. According to the scheme, the pavement reflectivity can be improved, and the pavement temperature can be reduced.

Description

Technical Field

[0001] The present application relates to the field of inorganic ingredient mixtures, and in particular to a design method and production device for a novel high-reflective heat-resistant asphalt pavement. Background Art

[0002] Highly reflective and heat-resistant asphalt pavement is a road paving material with special functions. Its main purpose is to reduce the road surface temperature by increasing the reflectivity of the road surface, thereby reducing the urban heat island effect, improving the urban microclimate, and extending the service life of the road surface. This technology has broad application prospects in the fields of urban planning, environmental protection and road engineering. At present, the production of highly reflective and heat-resistant asphalt pavement is mainly achieved through the following methods: First, adding high-reflectivity pigments or particles such as titanium dioxide and aluminum oxide to the asphalt mixture. These materials have high reflectivity and can effectively reflect incident light and reduce the heat absorption of the road surface. Second, spray reflective coatings such as coatings containing glass beads on the surface of the asphalt pavement. This method can quickly form a reflective layer on the existing road surface and improve the overall reflective performance of the road surface. Third, use light-colored aggregates instead of traditional dark aggregates to improve the overall reflectivity of the road surface. Light-colored aggregates themselves have high reflectivity and can significantly improve the reflective performance of the road surface.

[0003] However, the existing technology has the following major problems: the reflective material is not stably combined with the asphalt matrix. Due to the viscoelastic properties of asphalt, the incorporated reflective material (such as TiO2, Al2O3 particles) is easily separated or settled from the asphalt matrix. This phenomenon causes the reflection effect to decay over time, reducing the long-term performance of the highly reflective and heat-resistant asphalt pavement. Specifically, the density of the reflective material (such as the density of TiO2 is about 4.23 g / cm³) is usually higher than that of the asphalt matrix (density is about 1.0-1.5 g / cm³). Under temperature changes and traffic loads, the reflective material is prone to sedimentation or migration. The interfacial stress problem caused by the difference in thermal expansion coefficients, the thermal expansion coefficients between the reflective layer and the asphalt base layer are quite different, and interfacial stress is easily generated when the temperature changes, causing the reflective layer to peel or crack. For example, the linear expansion coefficient of the commonly used reflective material TiO2 is about 9×10^-6 / ℃, while the linear expansion coefficient of asphalt can reach 1×10^-4 / ℃, which is an order of magnitude different from each other. This difference is particularly prominent in areas with large temperature differences between day and night, which may cause the reflective layer to fail in a short period of time. Unbalanced reflective properties. Traditional reflective materials have uneven reflective properties for visible light (400-700nm) and near-infrared light (700-2500nm), making it difficult to achieve both high reflectivity and low heat absorption. This is because the reflective spectral response curves of most reflective materials differ significantly in the visible and near-infrared regions. For example, some metal oxides have a reflectivity of up to 90% in the visible region, but the reflectivity may drop below 60% in the near-infrared region, resulting in a large amount of heat still being absorbed.

[0004] Therefore, there is an urgent need for a technical solution that can increase the reflectivity of the road surface and reduce the road surface temperature. Summary of the invention

[0005] In order to solve the deficiencies of the prior art, the embodiment of the present application provides a new design method and production device for a highly reflective heat-resistant asphalt pavement. The present application solves the technical problems of the prior art that the traditional reflective materials have uneven reflective properties for visible light and near-infrared light.

[0006] The embodiment of the present application provides a novel method for designing a highly reflective and heat-resistant asphalt pavement, comprising: selecting target asphalt, highly reflective filler and microencapsulated phase change material, and calculating the target mass ratio through a mass ratio optimization formula according to climate parameters; preparing a modified asphalt composition by mixing according to the target mass ratio, and adjusting the mass ratio based on sample performance test data; designing a multi-layer asphalt pavement, and determining the thickness of each layer using a pre-established thermodynamic model to prepare each layer of asphalt; and pretreating the roadbed at the target location to construct a multi-layer highly reflective and heat-resistant asphalt pavement structure.

[0007] In a possible implementation, target asphalt, high-reflection filler and microencapsulated phase change material are selected, and the target mass ratio is calculated by a mass ratio optimization formula based on climate parameters, including: selecting target asphalt as the base material, and selecting titanium dioxide micropowder with a particle size of 0.2-2μm as a high-reflection filler, and microencapsulated n-octadecane with a phase change temperature of 28.2°C as the phase change material; based on the climate parameters of the target paving location, the target mass ratio of the high-reflection filler to the phase change material is calculated using the mass ratio optimization formula.

[0008] In a possible implementation, a modified asphalt composition is prepared by mixing according to a target mass ratio, and the mass ratio is adjusted based on sample performance test data, including: heating the asphalt to a preset temperature, shearing it using a high shear dispersion device to obtain a homogeneous matrix, gradually adding pre-mixed titanium dioxide micropowder and microcapsule phase change material according to the target mass ratio, and continuously shearing and mixing until uniform dispersion; real-time monitoring of temperature parameters in the mixing process to control the temperature not to exceed a set threshold to prepare a modified asphalt composite material; performing performance tests on the obtained modified asphalt composite material samples, including softening point, needle penetration, ductility, reflectivity, and thermal conductivity; adjusting the mass ratio based on the test data; wherein, if the reflectivity does not reach the threshold, increasing the titanium dioxide ratio; if the temperature adjustment does not reach the threshold, increasing the phase change material content; the amplitude of the adjustment is controlled within a preset percentage range of the original ratio.

[0009] In one possible implementation, a multi-layer asphalt pavement is designed, and the thickness of each layer is determined using a pre-established thermodynamic model to prepare each layer of asphalt, including: dividing the asphalt pavement into three functional layers: a surface layer, an intermediate layer, and a bottom layer; using a pre-established thermodynamic model, combined with the thermophysical parameters of each functional layer, including thermal conductivity, thermal diffusivity, specific heat capacity, and density, to determine the target thickness value of each layer through iterative calculation; based on the calculated thickness data, using differentiated formulas to prepare materials for each functional layer.

[0010] In one possible implementation, differentiated formulas are used to prepare materials for each functional layer, including: a high-concentration modified asphalt composite material is used for the surface layer, wherein the total content of the modified asphalt composition is 13%-20% of the asphalt mass; a medium-concentration modified asphalt composite material is used for the middle layer, wherein the total content of the modified asphalt composition is 7%-12% of the asphalt mass; and an ordinary asphalt mixture is used for the bottom layer, without adding a modified asphalt composition containing a highly reflective filler and a microencapsulated phase change material.

[0011] In one possible implementation, the roadbed at the target location is pretreated to construct a multi-layer high-reflective heat-resistant asphalt pavement structure, including: cleaning and leveling the roadbed; using paving equipment to lay the base material from bottom to top on the pretreated roadbed, and using compacting equipment to compact the base within a specified temperature range; after the surface of the base is cooled to a predetermined temperature, a binder is applied, and then an intermediate layer material is laid and compacted in the same manner; after the binder is applied to the surface of the intermediate layer, the same laying and compacting process is used to complete the construction of the surface structure.

[0012] In a possible implementation, the target mass ratio of the high-reflective filler to the phase change material is calculated using a mass ratio optimization formula based on the climate parameters of the target laying location, including: ,in, represents the target mass ratio of high reflective filler to phase change material, represents the annual average solar radiation intensity, represents the average incident angle of solar radiation, Indicates the maximum temperature fluctuation of the road surface, represents the phase change latent heat of PCM, represents the reflectivity of TiO2, , , , represents an empirical constant.

[0013] In one possible implementation, a pre-established thermodynamic model is used in combination with thermophysical parameters of each functional layer, including thermal conductivity, thermal diffusivity, specific heat capacity, and density, to determine a target thickness value of each layer through iterative calculation, including: ,in, represents the thickness of the i-th layer, i = 1, 2, 3 represent the surface layer, middle layer and bottom layer respectively, represents the thermal conductivity of the i-th layer, represents the target mass ratio of high reflective filler to phase change material, represents the annual average solar radiation intensity, represents the reflectivity of the i-th layer, Indicates the expected maximum road surface temperature. Indicates the expected minimum road surface temperature. represents the critical temperature change, represents the thermal diffusion coefficient of the jth layer, represents the specific heat capacity of the jth layer, represents the density of the jth layer, represents the thermal conductivity of the jth layer.

[0014] An embodiment of the present application also provides a production device that uses the design method described in any of the above embodiments, including: a calculation module, a mixture module and a paving module; wherein the calculation module is used to select target asphalt, high-reflection filler and microencapsulated phase change material, and calculate the target mass ratio through a mass ratio optimization formula based on climate parameters; design a multi-layer asphalt pavement, and use a pre-established thermodynamic model to determine the thickness of each layer to prepare each layer of asphalt; the mixture module is used to mix and prepare a modified asphalt composition according to the target mass ratio, and adjust the mass ratio based on sample performance test data; the paving module is used to pre-treat the roadbed at the target location to construct a multi-layer high-reflection heat-resistant asphalt pavement structure.

[0015] In the design method and production device of a new type of highly reflective heat-resistant asphalt pavement provided above, the embodiment of the present application can increase the pavement reflectivity and reduce the pavement temperature by adding highly reflective fillers and phase change materials. Furthermore, in some embodiments, the multi-layer pavement structure design can reduce thermal stress concentration and extend the pavement service life and reflection duration. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0017] Figure 1 A schematic flow chart of a method for designing a highly reflective and heat-resistant asphalt pavement provided in an embodiment of the present application. DETAILED DESCRIPTION

[0018] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. It should be noted that the relative arrangement of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present disclosure unless otherwise specifically stated.

[0019] Those skilled in the art can understand that the terms "first", "second" and the like in the embodiments of the present disclosure are only used to distinguish different steps, devices or modules, etc., and neither represent any specific technical meaning nor represent the necessary logical order between them. It should also be understood that in the embodiments of the present disclosure, "multiple" can refer to two or more, and "at least one" can refer to one, two or more. It should also be understood that for any component, data or structure mentioned in the embodiments of the present disclosure, in the absence of explicit limitation or contrary revelation given in the context, it can generally be understood as one or more. In addition, the term "and / or" in the present disclosure is only a description of the association relationship of the associated objects, indicating that there can be three relationships, for example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in the present disclosure generally indicates that the associated objects before and after are an "or" relationship. It should also be understood that the description of each embodiment in the present disclosure emphasizes the differences between the embodiments, and the same or similar parts can refer to each other. For the sake of brevity, they will not be repeated one by one.

[0020] At the same time, it should be understood that, for ease of description, the sizes of the various parts shown in the drawings are not drawn according to the actual proportional relationship. The following description of at least one exemplary embodiment is actually only illustrative and is by no means intended to limit the present disclosure and its application or use. The techniques, methods and devices known to ordinary technicians in the relevant fields may not be discussed in detail, but where appropriate, the techniques, methods and devices should be considered part of the specification. It should be noted that similar numbers and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further discussed in subsequent drawings.

[0021] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0022] Figure 1A schematic flow chart of a design method for a highly reflective and heat-resistant asphalt pavement provided in an embodiment of the present application. The method aims to improve the heat reflection and heat resistance of the pavement, thereby reducing the urban heat island effect and improving road conditions. It should be understood that the highly reflective and heat-resistant asphalt pavement is a specially designed road surface structure, the main purpose of which is to reduce the absorption and accumulation of solar radiation heat by increasing the reflectivity and heat resistance of the pavement.

[0023] like Figure 1 As shown, at step S101, target asphalt, high reflective filler and microencapsulated phase change material are selected, and the target mass ratio is calculated by the mass ratio optimization formula according to the climate parameters. High reflective filler usually refers to particulate materials with high reflectivity, such as titanium dioxide, zinc oxide, etc. These materials can significantly improve the road's ability to reflect solar radiation. Microencapsulated phase change material is an advanced thermal management material. Its core is to wrap the phase change material with microencapsulation technology, which can absorb or release latent heat when the temperature changes, thereby adjusting the road surface temperature.

[0024] Specifically, it includes: selecting the target asphalt as the base material, and selecting titanium dioxide micropowder with a particle size of 0.2-2μm as a high-reflection filler, and microencapsulated n-octadecane with a phase change temperature of 28.2℃ as a phase change material; based on the climate parameters of the target paving location, the target mass ratio of the high-reflection filler and the phase change material is calculated using the mass ratio optimization formula.

[0025] Among them, based on the climate parameters of the target laying location, the target mass ratio of the high reflective filler and the phase change material is calculated using the mass ratio optimization formula, including: ,in, represents the target mass ratio of high reflective filler to phase change material, represents the annual average solar radiation intensity, represents the average incident angle of solar radiation, Indicates the maximum temperature fluctuation of the road surface, represents the phase change latent heat of PCM, represents the reflectivity of TiO2, , , , represents an empirical constant.

[0026] In one embodiment, raw materials are selected and pre-treated. No. 70 road petroleum asphalt can be selected as the base material, with a needle penetration of 60-80 (0.1 mm) and a softening point of 46-54° C. Titanium dioxide (TiO2) micropowder with a particle size of 0.2-2 μm is selected as a high reflective filler, with a reflectivity ( ) is about 0.95. Microencapsulated n-octadecane is selected as the phase change material (PCM), and its phase change temperature is 28.2℃, and the phase change latent heat ( ) is 244 J / g.

[0027] Next, the optimal mass ratio of high reflective filler to phase change material is calculated based on the climate conditions of the target location. Taking a mid-latitude city as an example, its annual average solar radiation intensity ( ) is 200 W / m², the average incident angle of solar radiation (θ) is 30°, and the maximum road surface temperature fluctuation ( ) is 40°C. Substituting these parameters into the optimization formula: ,in, , , , are empirical constants, which are determined by experiments to be 0.05, 0.1, 0.002, and 0.8 respectively. Substituting the numerical values ​​into the calculation, we get: = (0.05 · 200 · cos30° + 0.1 · 40) / (0.002 · 244 + 0.8 · 0.95) ≈ 10.1, which indicates that the mass ratio of high reflective filler to phase change material under this condition can be 10.1:1.

[0028] The design of modified asphalt composite materials is based on the principle of optical reflection and the latent heat of phase change materials. By optimizing the particle size distribution of highly reflective fillers (usually in the range of 0.2-2μm), efficient reflection of visible light and near-infrared light can be achieved. The addition of phase change materials utilizes their characteristic of absorbing a large amount of latent heat during the phase change process, which helps to regulate the road surface temperature.

[0029] At step S102, a modified asphalt composition is prepared by mixing according to a target mass ratio, and the mass ratio is adjusted based on the sample performance test data. In the process of mixing and preparing the modified asphalt composition, the mixing conditions, such as temperature, time and stirring speed, need to be strictly controlled. This process involves chemical reactions and physical changes, such as uniform dispersion of highly reflective fillers, integrity protection of microencapsulated phase change materials, etc. Sample performance testing is a key quality control link, including but not limited to standardized test methods such as viscosity testing, softening point determination, and ductility testing. Based on these test data, the original mass ratio can be fine-tuned to achieve the best performance balance.

[0030] The method comprises the following steps: heating the asphalt to a preset temperature, performing shear treatment using a high shear dispersion device to obtain a homogeneous matrix, gradually adding pre-mixed titanium dioxide micropowder and microcapsule phase change material according to a target mass ratio, and continuously shearing and mixing until uniform dispersion; real-time monitoring of temperature parameters in the mixing process to control the temperature not to exceed a set threshold value to prepare a modified asphalt composite material; performing performance testing on the obtained modified asphalt composite material samples, including testing of softening point, needle penetration, ductility, reflectivity, and thermal conductivity; adjusting the mass ratio based on the test data; wherein, if the reflectivity does not reach the threshold value, increasing the proportion of titanium dioxide; and if the temperature adjustment does not reach the threshold value, increasing the content of the phase change material; and the amplitude of the adjustment is controlled within a preset percentage range of the original ratio.

[0031] In one implementation scenario, based on the calculation results, the modified asphalt composite material was prepared. First, the No. 70 asphalt was heated to 160°C and sheared at 5000 rpm for 30 minutes using a high shear disperser to form a uniform matrix. Then, the pre-mixed TiO2 micropowder and microencapsulated PCM were slowly added according to the calculated mass ratio, and the shear mixing was continued for 15 minutes to ensure uniform distribution of the materials.

[0032] During the mixing process, pay close attention to the temperature changes of the materials. Since the shearing process will generate heat, the temperature needs to be controlled not to exceed 180°C to prevent the PCM microcapsules from breaking or the TiO2 particles from agglomerating. If the temperature is too high, the shearing speed can be appropriately reduced or cooling measures can be added.

[0033] After mixing, the performance test of the modified asphalt composite material is carried out. The test items include conventional indicators such as softening point, penetration, ductility, and special indicators such as reflectivity and thermal conductivity. The reflectivity test is carried out using a spectrophotometer in the wavelength range of 300-2500nm, and the thermal conductivity test uses the transient plane heat source method. Depending on the test results, the formula may need to be fine-tuned. For example, if the reflectivity does not meet expectations, the proportion of TiO2 can be appropriately increased; if the temperature regulation effect is not good, the proportion of PCM can be increased. However, the adjustment range should not exceed ±10% of the original ratio, so as not to affect the overall performance of the material.

[0034] In step S103, a multi-layer asphalt pavement is designed, and the thickness of each layer is determined using a pre-established thermodynamic model to prepare each layer of asphalt. The design of a multi-layer asphalt pavement is a systematic project that requires consideration of the overall structure and function of the pavement. Each layer has its specific function, for example, the surface layer mainly provides high reflection and wear resistance, the middle layer mainly plays a role in heat resistance and structural support, and the bottom layer pays more attention to adhesion with the base layer and overall stability.

[0035] Specifically, it includes: dividing the asphalt pavement into three functional layers: the surface layer, the middle layer and the bottom layer; using the pre-established thermodynamic model, combined with the thermophysical parameters of each functional layer, including thermal conductivity, thermal diffusivity, specific heat capacity, and density, to determine the target thickness value of each layer through iterative calculation; based on the calculated thickness data, using differentiated formulas to prepare the materials of each functional layer. Among them, the use of differentiated formulas to prepare the materials of each functional layer includes: using a high-concentration modified asphalt composite material for the surface layer, wherein the total content of the modified asphalt composition is 13%-20% of the asphalt mass; using a medium-concentration modified asphalt composite material for the middle layer, wherein the total content of the modified asphalt composition is 7%-12% of the asphalt mass; using ordinary asphalt mixture for the bottom layer, without adding a modified asphalt composition containing highly reflective fillers and microencapsulated phase change materials.

[0036] Among them, the target thickness value of each layer is determined by iterative calculation using the pre-established thermodynamic model and the thermophysical parameters of each functional layer, including thermal conductivity, thermal diffusivity, specific heat capacity, and density, including: ,in, represents the thickness of the i-th layer, i = 1, 2, 3 represent the surface layer, middle layer and bottom layer respectively, represents the thermal conductivity of the i-th layer, represents the target mass ratio of high reflective filler to phase change material, represents the annual average solar radiation intensity, represents the reflectivity of the i-th layer, Indicates the expected maximum road surface temperature. Indicates the expected minimum road surface temperature. represents the critical temperature change, represents the thermal diffusion coefficient of the jth layer, represents the specific heat capacity of the jth layer, represents the density of the jth layer, represents the thermal conductivity of the jth layer.

[0037] In one embodiment, a multi-layer asphalt pavement is designed. The pavement is divided into three parts: the surface layer, the middle layer, and the bottom layer. The thickness of each layer is calculated, where and Take 60℃ and -10℃ respectively, Take 5℃. The thermophysical parameters of each layer material are as follows: Surface layer: k_1 = 1.2 W / (m·K), α_1 = 5.2×10^-7 m² / s, c_1 = 920 J / (kg·K), ρ_1 = 2300 kg / m³, λ_1 = 1.1 W / (m·K), R_1 = 0.35; Middle layer: k_2 = 1.0 W / (m·K), α_2 = 4.8×10^-7 m² / s, c_2 = 1050 J / (kg·K), ρ_2 = 2100 kg / m³, λ_2 = 0.95 W / (m·K), R_2 = 0.25; Bottom layer: k_3 = 1.5 W / (m·K), α_3 = 6.5×10^-7 m² / s, c_3 = 880 J / (kg·K), ρ_3 = 2400 kg / m³, λ_3 = 1.3 W / (m·K), R_3 = 0.15; Combined with the mass ratios described in the above embodiment, these parameters are substituted into the formula to calculate: Surface thickness d_1 ≈ 3.04cm; The thickness of the middle layer is d_2 ≈ 2.72cm; The thickness of the bottom layer is d_3 ≈ 4.46cm.

[0038] According to the calculation results, the materials for each layer were prepared. The surface layer used a high-concentration modified asphalt composite material, in which the total content of TiO2 and PCM was 15% of the asphalt mass. The middle layer used a medium-concentration modified asphalt composite material, in which the total content of TiO2 and PCM was 10%. The bottom layer used ordinary asphalt mixture without adding special materials.

[0039] The multi-layer structure design is based on the principle of heat transfer through conduction and radiation. By adjusting the thickness and component ratio of each layer, the thermal performance of the entire pavement structure can be optimized. Typical layer thicknesses can be: 2-4 cm for the surface layer, 2-4 cm for the middle layer, and 4-5 cm for the bottom layer.

[0040] At step S104, the roadbed at the target location is pretreated to construct a multi-layer high-reflective heat-resistant asphalt pavement structure. The purpose of pretreatment is to provide a stable and uniform foundation for the upper structure to ensure the long-term performance and durability of the entire pavement structure. This includes: cleaning and leveling the roadbed; using paving equipment to lay the bottom layer material from bottom to top on the pretreated roadbed, and using compaction equipment to compact the bottom layer within a specified temperature range; after the bottom layer surface cools to a predetermined temperature, a binder is applied, and then the middle layer material is laid and compacted in the same manner; after the binder is applied to the surface of the middle layer, the same laying and compaction process is used to complete the construction of the surface structure.

[0041] Specifically, in the actual paving process, the roadbed is first cleaned and leveled to ensure that the surface is dry and clean. Then the layers of materials are laid in order from bottom to top. The paver is used for paving, and the paving speed is controlled between 3-5m / min to ensure uniformity. After each layer is laid, it is immediately rolled with a double steel wheel roller, and the rolling temperature is controlled between 130-150℃ to achieve the best compaction effect.

[0042] During the laying of multi-layer structures, special attention should be paid to the bonding between the layers. After the bottom layer is laid, when its surface temperature drops to 80-100℃, spray a layer of emulsified asphalt tack coat oil at a rate of 0.3-0.5 L / m². This can enhance the bonding between the middle layer and the bottom layer and prevent interlayer peeling. Similarly, after the middle layer is laid, similar measures should be taken to ensure good bonding with the surface layer.

[0043] After paving is completed, on-site quality inspection is carried out. The road surface density is measured using a nuclear density meter, which is required to be above 98%. The anti-skid performance of the road surface is measured using a pendulum friction coefficient tester, and the wet slip value should be no less than 60 BPN. The road surface reflectivity is measured using a laser reflectometer, which is required to be above 0.3.

[0044] Finally, the road surface is maintained and monitored. Water is sprinkled on the newly laid road surface to cool it down and prevent rutting caused by early opening of traffic. Temperature sensors can be installed on the road surface to regularly monitor the temperature changes of the road surface and evaluate the temperature regulation effect. At the same time, reflectivity tests are conducted every 3-6 months to observe the durability of the reflective effect.

[0045] In summary, the embodiment of the present application can increase the reflectivity of the road surface by 15-25% through the reasonable ratio of highly reflective fillers. The addition of phase change materials can absorb excess heat during the day and release heat at night, and it is expected that the maximum temperature of the road surface can be reduced by 3-5°C. The multi-layer structure design can reduce the concentration of thermal stress and is expected to extend the service life of the road surface by 15-20%. By optimizing the formula and production process and improving the bonding between the reflective material and asphalt, it is expected that the durability of the reflective effect can be increased by more than 40%. The efficient reflection and heat resistance can significantly reduce the temperature of the road surface, thereby reducing the release of heat to the surrounding environment, and it is expected to reduce the surrounding temperature by 0.5-1°C.

[0046] Furthermore, an embodiment of the present application also provides a production device that applies the design method described in any of the above embodiments, including: a calculation module, a mixture module and a paving module; wherein the calculation module is used to select target asphalt, high-reflective filler and microencapsulated phase change material, and calculate the target mass ratio through a mass ratio optimization formula based on climate parameters; design a multi-layer asphalt pavement, and use a pre-established thermodynamic model to determine the thickness of each layer to prepare each layer of asphalt; the mixture module is used to mix and prepare a modified asphalt composition according to the target mass ratio, and adjust the mass ratio based on sample performance test data; the paving module is used to pre-treat the roadbed at the target location to construct a multi-layer high-reflective heat-resistant asphalt pavement structure.

[0047] Furthermore, an embodiment of the present application also provides a production device for highly reflective and heat-resistant asphalt pavement, comprising: a processor, a memory, and a system bus; the processor and the memory are connected via the system bus; the memory is used to store one or more programs, and the one or more programs include instructions, which, when executed by the processor, enable the processor to execute any of the above methods.

[0048] Furthermore, an embodiment of the present application also provides a computer program product, which, when executed on a terminal device, enables the terminal device to execute any one of the above-mentioned processing methods.

[0049] It can be known from the description of the above implementation mode that those skilled in the art can clearly understand that all or part of the steps in the above-mentioned embodiment method can be implemented by means of software plus a necessary general hardware platform. Based on such an understanding, the technical solution of the present application can be essentially or partly embodied in the form of a software product that contributes to the prior art. The computer software product can be stored in a storage medium such as ROM / RAM, a disk, an optical disk, etc., including several instructions for enabling a computer device (which can be a personal computer, a server, or a network communication device such as a media gateway, etc.) to execute the methods described in the various embodiments of the present application or certain parts of the embodiments.

[0050] It should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments, and the same or similar parts between the various embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description.

[0051] It should also be noted that, in the embodiments of the present application, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that the process, method, article or equipment including a series of elements includes not only those elements, but also includes other elements that are not clearly listed, or also includes elements inherent to such process, method, article or equipment. In the absence of more restrictions, the elements limited by the statement "comprise one..." do not exclude the presence of other identical elements in the process, method, article or equipment including the elements.

[0052] The above description of the disclosed embodiments enables professionals and technicians in the field to implement or use the present application. Various modifications to these embodiments will be apparent to professionals and technicians in the field, and the general principles defined in the embodiments of the present application can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to these embodiments shown in the embodiments of the present application, but will conform to the widest range consistent with the principles and novel features disclosed in the embodiments of the present application.

Claims

1. A new design method for highly reflective and heat-resistant asphalt pavement, characterized in that: include: Select target asphalt, high reflective filler and microencapsulated phase change material, and calculate the target mass ratio through the mass ratio optimization formula according to climate parameters; preparing a modified asphalt composition by mixing according to a target mass ratio, and adjusting the mass ratio based on sample performance test data; Design multi-layer asphalt pavement and prepare each layer of asphalt using pre-established thermodynamic models to determine the thickness of each layer; The roadbed at the target location is pretreated to construct a multi-layered, highly reflective, heat-resistant asphalt pavement structure.

2. The design method according to claim 1, characterized in that: in, Select target asphalt, high reflective filler and microencapsulated phase change material, and calculate the target mass ratio through the mass ratio optimization formula according to the climate parameters, including: The target asphalt was selected as the base material, and titanium dioxide micropowder with a particle size of 0.2-2 μm was selected as a high-reflection filler, and microencapsulated n-octadecane with a phase change temperature of 28.2°C was selected as a phase change material; Based on the climate parameters of the target laying location, the target mass ratio of the high-reflective filler to the phase change material is calculated using the mass ratio optimization formula.

3. The design method according to claim 1, characterized in that: in, The modified asphalt composition is prepared by mixing according to the target mass ratio, and the mass ratio is adjusted based on the sample performance test data, including: The asphalt is heated to a preset temperature and sheared using a high shear dispersing device to obtain a homogeneous matrix. Pre-mixed titanium dioxide micropowder and microcapsule phase change material are gradually added according to the target mass ratio, and shear mixing is continued until uniform dispersion; Real-time monitoring of temperature parameters during the mixing process to control the temperature not to exceed the set threshold in order to prepare modified asphalt composite materials; The obtained modified asphalt composite material samples are subjected to performance tests, including softening point, needle penetration, ductility, reflectivity, and thermal conductivity; Based on the detection data, the mass ratio is adjusted; if the reflectivity does not reach the threshold, the titanium dioxide ratio is increased; if the temperature adjustment does not reach the threshold, the phase change material content is increased; the adjustment range is controlled within a preset percentage range of the original ratio.

4. The design method according to claim 1, characterized in that: in, Design multi-layer asphalt pavements and prepare each layer using pre-built thermodynamic models to determine the thickness of each layer, including: Asphalt pavement is divided into three functional layers: surface layer, middle layer and bottom layer; Using the pre-established thermodynamic model, combined with the thermophysical parameters of each functional layer, including thermal conductivity, thermal diffusivity, specific heat capacity, and density, the target thickness value of each layer is determined through iterative calculation; Based on the calculated thickness data, differentiated recipes are used to prepare the materials for each functional layer.

5. The design method according to claim 4, characterized in that: in, Differentiated formulas are used to prepare materials for each functional layer, including: The surface layer uses a high-concentration modified asphalt composite material, in which the total content of the modified asphalt composition is 13%-20% of the asphalt mass; The middle layer uses a medium-concentration modified asphalt composite material, in which the total content of the modified asphalt composition is 7%-12% of the asphalt mass; The base layer uses ordinary asphalt mixture without adding modified asphalt composition containing high reflective filler and microencapsulated phase change material.

6. The design method according to claim 1, characterized in that: in, Pre-treat the roadbed at the target location to construct a multi-layer high-reflective heat-resistant asphalt pavement structure, including: Clean and level the roadbed; Use paving equipment to lay the base material from bottom to top on the pre-treated roadbed, and use compaction equipment to compact the base within the specified temperature range; After the surface of the bottom layer cools to a predetermined temperature, a binder is applied, followed by laying and compacting the middle layer material in the same manner; After applying the binder to the surface of the middle layer, the same laying and compaction process is used to complete the construction of the surface structure.

7. The design method according to claim 2, characterized in that: in, Based on the climate parameters of the target laying location, the target mass ratio of high reflective filler to phase change material is calculated using the mass ratio optimization formula, including: ， in, represents the target mass ratio of high reflective filler to phase change material, represents the annual average solar radiation intensity, represents the average incident angle of solar radiation, Indicates the maximum temperature fluctuation of the road surface, represents the phase change latent heat of PCM, represents the reflectivity of TiO2, , , , represents an empirical constant.

8. The design method according to claim 4, characterized in that: in, Using the pre-established thermodynamic model, combined with the thermophysical parameters of each functional layer, including thermal conductivity, thermal diffusivity, specific heat capacity, and density, the target thickness value of each layer is determined through iterative calculation, including: ， in, represents the thickness of the i-th layer, i = 1, 2, 3 represent the surface layer, middle layer and bottom layer respectively, represents the thermal conductivity of the i-th layer, represents the target mass ratio of high reflective filler to phase change material, represents the annual average solar radiation intensity, represents the reflectivity of the i-th layer, Indicates the expected maximum road surface temperature. Indicates the expected minimum road surface temperature. represents the critical temperature change, represents the thermal diffusion coefficient of the jth layer, represents the specific heat capacity of the jth layer, represents the density of the jth layer, represents the thermal conductivity of the jth layer.

9. A production device using the design method according to any one of claims 1 to 8, characterized in that: include: Calculation module, mixture module and laying module; among which, The calculation module is used to select target asphalt, high reflective filler and microencapsulated phase change material, and calculate the target mass ratio through the mass ratio optimization formula according to the climate parameters; design a multi-layer asphalt pavement, and use a pre-established thermodynamic model to determine the thickness of each layer to prepare each layer of asphalt; The mixture module is used to mix and prepare a modified asphalt composition according to a target mass ratio, and adjust the mass ratio based on sample performance test data; The paving module is used to pre-treat the roadbed at the target location to construct a multi-layer high-reflective heat-resistant asphalt pavement structure.

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