Road surface TLO multi-component composite pre-curing material and preparation method thereof

Abstract

The invention discloses a road surface TLO multi-element composite pre-curing material and a preparation method thereof.The road surface TLO multi-element composite pre-curing material comprises a base layer, a shear-resistant layer, a bearing layer and a wearing layer, the base layer comprises, by mass, 60-70 parts of gravel, the shear-resistant layer comprises, by mass, 100-120 parts of a reinforced net and 300-400 parts of asphalt aggregate, and the bearing layer comprises, by mass, 100-120 parts of a reinforcing agent and 300-400 parts of a reinforcing agent; the bearing layer comprises 100 parts of acrylate resin, 10 parts of a curing agent, 1 part of a flexibilizer, 3-5 parts of a diluent and 1-2 parts of water. The basalt fiber has excellent wear resistance, can resist the wear of wheels and prolong the service life of a road, the addition of the basalt fiber can improve the skid resistance of the road surface and reduce traffic accidents, and the addition of the basalt fiber can improve the high-temperature rut resistance of the asphalt road surface and maintain the flatness and stability of the road surface. The high polymer material is added into the modified asphalt mixture, so that the modified asphalt mixture has better anti-aging performance and durability, the pavement is not easy to deform, crack, yellow, black and the like, and the flatness and stability of the road are kept.

Description

Technical Field

[0001] The present invention belongs to the technical field of road construction, and specifically relates to a road surface TLO multi-component composite pre-maintenance material and a preparation method thereof. Background Art

[0002] Road construction is a complex and multi-stage engineering activity aimed at ensuring the safety, convenience, and durability of roads. The following is a detailed introduction to road construction, including its main contents, steps, and key points: Road construction mainly includes the following aspects: Subgrade engineering: Subgrade filling and compaction: According to the design requirements, select appropriate materials (such as sand, stone materials, etc.) for subgrade filling, and use a roller for compaction to ensure the bearing capacity and stability of the subgrade. Subgrade drainage engineering: Design and construct drainage facilities to prevent the subgrade from loosening or deforming due to rainwater penetration or sediment scouring. Environmental protection: Consider the requirements of environmental protection and land use, and reduce land reclamation, soil erosion, and damage to land resources. Pavement engineering: Pavement laying: Select appropriate pavement types and materials (such as asphalt concrete, cement concrete, etc.) according to the road grade and traffic volume, and carry out pavement design and construction. Pavement waterproofing and anti-corrosion: Take appropriate protective measures to protect the quality and lifespan of the pavement. Subgrade facility engineering: Design and construct facilities such as slopes, drainage ditches, guardrails, signs, and signals to ensure the safety and smoothness of the road. Consider the requirements of environmental protection and landscape beautification, reduce the damage to the natural environment, and protect the ecological balance. Traffic engineering: Design and construct traffic facilities and traffic planning for the road to ensure traffic safety, convenience, and efficiency.

[0003] The road surface wearing course is an important part of the road. Its main function is to resist the destructive effects of wheel loads and natural factors, thereby extending the service life of the road and improving the safety and comfort of driving. The following is a detailed introduction to the road surface wearing course: The road surface wearing course, also known as the pavement wearing course or wearing course, refers to the surface part of the pavement, which is a thin structural layer paved with hard fine aggregate and binder. Resistance to damage: The road surface wearing course can effectively resist the destructive effects of wheel loads and natural factors on the pavement, such as abrasion, spalling, cracks, etc. Ensure strength and stability: By providing sufficient strength and stability, ensure the good performance of the road under various climatic and traffic conditions. Improve flatness: Improve the flatness of the pavement and enhance the driving comfort and safety. Extend service life: Extend the service life of the road by reducing pavement damage and deterioration.

[0004] The existing disadvantages of the road surface wearing course mainly include cracking, excessive wear and low structural strength, etc. The following is a detailed analysis of these disadvantages: Cracking: Reflective cracks: This is a major technical problem faced by asphalt pavements. When cracks appear on the road surface, water has the opportunity to enter the interior of the road structure, and even into the subgrade soil that is sensitive to humidity, resulting in excessive compressive stress in the subgrade. Thus, under the action of traffic loads, it will rapidly expand. Reflective cracks not only age the pavement performance but also affect driving comfort and shorten the service life of the overlay layer. Temperature cracks: The non-load cracks on the asphalt surface layer are mainly temperature cracks, including low-temperature shrinkage cracks and temperature fatigue cracks. These cracks are caused by the restraint of the asphalt surface layer in the road, and the resulting shrinkage tensile stress or tensile strain exceeds the tensile strength of the asphalt mixture. Excessive wear: Lean oil and whitening: After the road has been in use for a long time, under the action of vehicle loads and natural conditions, the wearing course may become thinner, and phenomena such as loose particles may occur, accelerating the aging of the road surface. Aggregate segregation / large pores: The unevenness of the main properties of the asphalt mixture in a certain area of the road surface, including asphalt content, gradation composition, additive content, and the void ratio of the road surface, etc., will all accelerate the damage of the asphalt pavement and lead to excessive wear. Low structural strength: Improper material selection: If the materials used for the road surface wearing course have low quality, such as aging of asphalt materials, weakened deformation ability, or poor aggregate quality, it will lead to low structural strength of the road surface. Construction quality problems: If the key steps such as temperature control and compaction control during the construction process are not done well, it will also affect the structural strength of the road surface wearing course. Improper maintenance: Improper maintenance during the use of the road, such as failure to repair cracks and treat potholes in a timely manner, will further reduce the structural strength of the road surface wearing course. Summary of the Invention

[0005] The technical solution adopted by the present invention is as follows: A road surface TLO multi-component composite pre-maintenance material, comprising:

[0006] A base layer, a shear-resistant layer, a load-bearing layer and a wearing layer. By mass parts,

[0007] The base layer comprises 60 - 70 parts of crushed stones,

[0008] The shear-resistant layer comprises 100 - 120 parts of reinforcing mesh and 300 - 400 parts of asphalt aggregate,

[0009] The load-bearing layer comprises 100 parts of acrylate resin, 10 parts of curing agent, 1 part of toughening agent, 3 - 5 parts of diluent and 1 - 2 parts of water,

[0010] The wearing layer comprises 10 parts of basalt divergent fiber bundles, 1 - 4 parts of woven restraint net layer, 10 - 15 parts of adhesion agent, 50 - 60 parts of modified asphalt mixture, 20 - 30 parts of wear-resistant aggregate, 10 - 15 parts of rubber particles and 2 - 8 parts of wear-resistant coating.

[0011] Furthermore, a base course is formed by mixing the crushed stones with stone chips, and the clay with limestone as filling binders and compacting them.

[0012] Furthermore, a reinforcing mesh is made of the mesh surface steel wire and the transverse reinforcing bars, and the asphalt aggregate is prepared by mixing one or more of limestone, basalt, diabase and granite in any proportion.

[0013] Furthermore, the basalt divergent fiber bundle is prepared by processing basalt fiber filaments. Multiple basalt fiber raw filaments are twisted and stranded into a yarn. The single filament diameter is generally 9 - 17μm, and the number of yarns in the basalt divergent fiber bundle is 100 - 350.

[0014] Furthermore, holes are reserved on the outer wall of the woven restraint mesh layer.

[0015] A preparation method of a road surface TLO multi - component composite pre - maintenance material is applied to any one of the above - mentioned road surface TLO multi - component composite pre - maintenance materials, and includes the following steps:

[0016] S1. Construction preparation;

[0017] S2. Base course treatment;

[0018] S3. Material mixing and paving;

[0019] S4. Compaction and maintenance;

[0020] S5. Quality inspection and acceptance.

[0021] Furthermore, the step S1 specifically includes:

[0022] S101. Prepare the required materials, as well as construction tools and equipment;

[0023] S102. Clean and level the construction site, remove sundries and dust, ensure that the construction ground is clean and tidy, and sprinkle water to suppress dust and wait for treatment.

[0024] Furthermore, the step S3 specifically includes:

[0025] S301. First, re - check the construction area to confirm that there are no sundries, and roll - press the roadbed;

[0026] S302. Mix the crushed stones with stone chips, and the clay with limestone, inject water, adjust the adhesion, and then inject it into the formwork of the roadbed. After completion of pouring, roll - press it to complete the construction of the base course (1), sprinkle water and cover it with a film for protection;

[0027] S303. Lay the mesh surface steel wire on the base course, then use the transverse reinforcing bars to wind with the steel wire, and then inject the shear - resistant layer (2) made of asphalt aggregate;

[0028] S304. Mix S304, acrylate resin, curing agent, toughening agent and diluent, inject water to adjust the viscosity, and then inject it into the formwork to contact with the shear-resistant layer (2). After curing, the load-bearing layer (3) is obtained.

[0029] S305. Spray the adhesive on the contact surfaces of the woven restraint net layer and the load-bearing layer (3). After bonding, wind the basalt divergent fiber bundles around the opening of the woven restraint net layer, and then perform bonding and attachment. Heat and mix the modified asphalt mixture, wear-resistant aggregate and rubber particles, inject them into the formwork, wrap and cool the basalt divergent fiber bundles to form the wear-resistant layer (4), and finally spray the wear-resistant coating.

[0030] Further, the step S4 specifically includes:

[0031] S401. Before rolling, first pave and level the road shoulders to compact the road shoulders and the wear-resistant layer simultaneously.

[0032] S402. Use a light roller or light road roller for preliminary compaction, and then roll from both sides to the center, with each pass overlapping by half.

[0033] S403. During the rolling process, use a 3-meter straightedge to correct the flatness to ensure the road surface is flat.

[0034] S404. After rolling is completed, perform slurry rolling treatment, that is, sprinkle water on the road surface to moisten it and then roll it to make the road surface have mud, and then drag it flat with a broom.

[0035] S405. After slurry rolling, if a stable protective layer needs to be overlaid, it can be carried out when the mud is slightly dry. If a loose protective layer needs to be overlaid, it can be carried out after the wear-resistant layer is fully compacted.

[0036] S406. Conduct initial maintenance to ensure that the wear-resistant layer is fully cured.

[0037] Further, the step S5 specifically includes:

[0038] S501. After the construction is completed, clean the construction area to remove construction residues and garbage.

[0039] S502. Conduct construction acceptance, check the thickness, flatness and structural stability of the wear-resistant layer to ensure that the construction quality meets the design requirements and relevant standards.

[0040] In summary, due to the adoption of the above technical solutions, the beneficial effects of the present invention are:

[0041] (1)In the present invention, wear resistance: Basalt fiber has excellent wear resistance, can resist the wear of wheels, and extend the service life of the road. Anti-slip property: The addition of basalt fiber can improve the anti-slip performance of the road surface and reduce the occurrence of traffic accidents. Anti-rutting property: The addition of basalt fiber can improve the high-temperature anti-rutting ability of the asphalt pavement and maintain the flatness and stability of the road surface. Water damage resistance: Basalt fiber has excellent water erosion resistance, can reduce the erosion of water on the road surface, and improve the durability of the road surface. Sound absorption property: Basalt fiber has a high sound absorption coefficient, can reduce the vehicle driving noise, and improve the comfort of the road.

[0042] (2)In the present invention, a polymer material is added to the modified asphalt mixture, making it have better anti-aging performance and durability. The road surface is not easily deformed, cracked, yellowed or blackened, etc., and maintains the flatness and stability of the road. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 is a schematic flow chart of the present invention;

[0044] Figure 2 is an exploded schematic view of the present invention;

[0045] Figure 3 is a schematic view of the base layer of the present invention.

[0046] Reference numerals in the figures: 1, base layer; 2, shear-resistant layer; 3, load-bearing layer; 4, wearing course. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0047] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0048] Embodiment 1

[0049] Refer to Figures 1-3: A road surface TLO multi-component composite pre-maintenance material, comprising: a base layer 1, a shear-resistant layer 2, a load-bearing layer 3 and a wearing layer 4. The base layer 1 includes 60-70 parts of crushed stones. The shear-resistant layer 2 includes 100-120 parts of a reinforcing mesh and 300-400 parts of asphalt aggregate. The load-bearing layer 3 includes 100 parts of acrylate resin, 10 parts of a curing agent, 1 part of a toughening agent, 3-5 parts of a diluent and 1-2 parts of water. The curing agent is a urethane-based curing agent: The urethane-based curing agent is a curing agent formed by compounding acrylic resin and urethane. It has a relatively fast reaction rate, is suitable for thick film coatings, and has good curing effect. However, it should be noted that urethane curing agents are prone to generating harmful gases, so good ventilation is required during use. The toughening agent is a dynamically crosslinked toughening agent: The dynamically crosslinked toughening agent forms a dynamic crosslinked structure under external force by introducing monomers capable of dynamic crosslinking, such as esterification units, enolization units, amide units, etc., thereby improving the toughness and fracture strength of the polymer. Representative substances include polyether ester-based toughening agents, polyamide-based toughening agents, etc. The diluent is an alcohol-based diluent: Alcohol-based diluents are favored due to their advantages such as small volume shrinkage, fast drying speed, good rheology, and low toxicity. During the preparation and dilution of acrylic resin, alcohol-based diluents can adjust the viscosity and stability of acrylic resin, making it have a good painting effect. The wearing layer 4 includes 10 parts of basalt divergent fiber bundles, 1-4 parts of a woven restraint mesh layer, 10-15 parts of an adhesive, 50-60 parts of a modified asphalt mixture, 20-30 parts of wear-resistant aggregate, 10-15 parts of rubber particles and 2-8 parts of wear-resistant coating. The base layer 1 is formed by mixing crushed stones with stone chips, clay and limestone as filling binders and then compacting. The reinforcing mesh is made of wire mesh on the surface and transverse reinforcing bars. The asphalt aggregate is prepared by mixing one or more of limestone, basalt, diabase and granite in any proportion. The basalt divergent fiber bundles are processed from basalt fiber filaments. Yarns are formed by twisting and doubling multiple basalt fiber filaments, and the single filament diameter is generally 9-17μm. The number of yarns in the basalt divergent fiber bundles is 100-350. There are holes reserved on the outer wall of the woven restraint mesh layer. Acrylate resin as a roadbed material has the following advantages: Fast hardening and curing: Acrylate resin has the characteristic of fast hardening speed. It usually only takes 3-5 minutes to complete hardening and 3 hours to cure, which greatly shortens the construction period and improves work efficiency. Compared with epoxy resin, acrylate resin has obvious advantages in curing. It can adjust the hardening time according to the ambient temperature, especially suitable for rapid repair and emergency construction. Good adaptability and durability: Acrylate resin has good toughness and can well adapt to the temperature expansion and contraction of asphalt and cement concrete pavements. It will not cause cracking of the strengthening glue layer due to pavement expansion and contraction, ensuring the stability and durability of the roadbed. The influence of natural conditions such as temperature on acrylate resin is relatively small. It will neither soften due to high temperature nor crack under low temperature conditions, having good durability.Excellent environmental protection performance: The acrylic resin does not contain organic solvents in the cured components, so it will not cause environmental pollution due to the volatilization of organic solvents. Compared with some other coatings, the acrylic resin has lower VOC (volatile organic compound) emissions during construction and use, meeting the environmental protection requirements. Good abrasion and weather resistance: The acrylic resin has good abrasion and weather resistance, can resist the erosion of ultraviolet rays, moisture, chemical substances, etc., and maintain the long-term stability of the roadbed. Good adhesion and anti-sticking properties: The acrylic resin has good adhesion and anti-sticking properties, can be closely combined with the road surface materials, prevent peeling and falling off, and improve the overall performance of the roadbed. Wide application range: The acrylic resin can be synthesized into different types and different performance acrylic resins according to different requirements and formulations, and is suitable for different types of roadbed materials and construction environments.

[0050] Refer to Figures 1-3: A preparation method of a road surface TLO multi-component composite pre-maintenance material, which is applied to a road surface TLO multi-component composite pre-maintenance material in any one of the above, includes the following steps: S1. Construction preparation, S101. Prepare the required materials, construction tools and equipment, S102. Clean and level the construction site, remove sundries and dust, ensure the construction ground is clean and tidy, sprinkle water to suppress dust and wait for treatment, S2. Subgrade treatment, S3. Material mixing and paving, S301. First, re-check the construction area to confirm there are no sundries, and roll the roadbed; S302. Mix gravel with stone chips, clay with limestone, inject water, adjust the adhesion, and then inject it into the formwork of the roadbed. After completion of pouring, roll it to complete the construction of subgrade 1, sprinkle water and cover it with a film for protection; S303. Lay the wire mesh on the subgrade, then wind it with transverse stiffening bars and wires, and then inject the shear-resistant layer 2 made of asphalt aggregate; S304. Mix acrylate resin, curing agent, toughening agent and diluent, inject water to adjust the viscosity, and then inject it into the formwork to contact with the shear-resistant layer 2, and obtain the bearing layer 3 after curing; S305. Spray the adhesive on the contact surface between the woven restraint mesh layer and the bearing layer 3. After completion of adhesion, wind the basalt divergent fiber bundle around the opening of the woven restraint mesh layer, and then perform adhesion and attachment. Heat and mix the modified asphalt mixture, wear-resistant aggregate and rubber particles, inject it into the formwork, wrap and cool the basalt divergent fiber bundle to form the wear layer 4, and finally spray the wear-resistant coating, S4. Rolling and maintenance, S401. Before rolling, build and level the road shoulders first to compact the road shoulders and the wear layer at the same time, S402. Use a light roller or a light road roller for preliminary compaction, and then roll from both sides to the center, with each pass overlapping half, S403. Use a 3-meter straightedge to correct the flatness during the rolling process to ensure the road surface is flat, S404. After rolling, perform slurry rolling treatment, that is, sprinkle water on the road surface to moisten it and then roll it to make the road surface show slurry, and then drag it flat with a broom, S405. After slurry rolling, if a stable protective layer needs to be overlaid, it can be carried out when the slurry is slightly dry. If a loose protective layer needs to be overlaid, it can be carried out after the wear layer is fully compacted, S406. Conduct initial maintenance to ensure the wear layer is fully cured, S5. Quality inspection and acceptance, S501. After the construction is completed, clean the construction area and remove construction residues and garbage, S502. Conduct construction acceptance, check the thickness, flatness and structural stability of the wear layer to ensure that the construction quality meets the design requirements and relevant standards.

[0051] Example 2

[0052] Refer to Figures 1-3 : The test steps of the detection indexes of a road surface wear layer vary according to different specific indexes. The following are the test steps of several common detection indexes:

[0053] 1. Test steps for texture depth (TD)

[0054] Preparation: Select a test section and ensure that the test points are located on the wheel paths of the driving lane, not less than 1 m from the pavement edge. Prepare the necessary test instruments and materials, such as a sand spreading instrument, calibrated sand, measuring ruler, etc.

[0055] Test procedure: Sweep the pavement near the test point clean with a broom or brush, with an area not less than 30 cm x 30 cm. Fill the sand cylinder with sand, hold the cylinder above by hand, and gently tap it 3 times on a hard pavement to make the sand compact, and then level it. Place the push plate of the sand spreading instrument on the cleaned test point, place the sand cylinder on the push plate, let the sand flow naturally, and gently scrape off the excess sand with a leveling ruler so that the sand surface is flush with the edge of the push plate. Measure the diameter of the sand surface with a measuring ruler and calculate the texture depth according to the texture depth calculation formula.

[0056] 2. Test procedure for friction coefficient (BPN) (taking the pendulum friction coefficient tester as an example)

[0057] Instrument preparation: Check the zeroing sensitivity and calibration of the pendulum instrument to ensure that the instrument is in good working condition. Place the instrument at the test point so that the swinging direction of the pendulum is consistent with the driving direction.

[0058] Leveling and zeroing: Rotate the leveling bolts on the base to center the spirit level bubble to ensure that the instrument is in a horizontal state. Perform the zeroing operation to ensure that the pointer points to the zero position.

[0059] Test: Press the release switch to let the pendulum swing across the pavement, and record the number of swings of the pendulum. Calculate the friction coefficient of the pavement according to the number of swings of the pendulum and the pendulum length.

[0060] 3. Test procedure for skid resistance (SFC) (taking the single-wheel transverse force coefficient testing system as an example)

[0061] Instrument preparation: Ensure that the test wheel is in close contact with the ground and forms a 20-degree angle with the vehicle's forward direction. Connect the test system and check the working condition of the instrument.

[0062] Test: Let the test vehicle drive on the pavement at a certain speed and record the transverse sliding frictional resistance on the test wheel. Calculate the pavement transverse force coefficient (SFC) through the software of the test system.

[0063] Precautions: Before any test, ensure the safety of the test section and the accuracy of the test instruments. During the test, strictly operate in accordance with relevant standards and specifications to ensure the reliability and accuracy of the test results. For different test indicators, different test instruments and methods may be required, so in actual operation, select the appropriate test method according to the specific situation.

[0064] To further illustrate the beneficial effects of the present invention, two samples are selected in the present invention, hereinafter briefly described as the first sample and hereinafter briefly described as the second sample. At the same time, the sample of the embodiment prepared by the present invention is selected. According to the detection steps pointed out in Embodiment 2, a comparison is made on the texture depth, friction coefficient and anti-slip performance, and the following data are obtained. See Table 1 for details:

[0065] Table 1 Experimental data table

[0066] Texture depth Friction coefficient Skid resistance First sample General General General Second sample General General General This embodiment Better Better Better

[0067] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included in the protection scope of the present invention.

Claims

1. A road surface TLO multi-component composite pre-maintenance material, characterized in that, Including: Base layer (1), shear-resistant layer (2), load-bearing layer (3) and wear layer (4); by mass parts, The base layer (1) includes 60 - 70 parts of crushed stones; The shear-resistant layer (2) includes 100 - 120 parts of reinforcing mesh and 300 - 400 parts of asphalt aggregate; The load-bearing layer (3) includes 100 parts of acrylate resin, 10 parts of curing agent, 1 part of toughening agent, 3 - 5 parts of diluent and 1 - 2 parts of water; The wear layer (4) includes 10 parts of basalt divergent fiber bundles, 1 - 4 parts of woven restraint mesh layer, 10 - 15 parts of adhesive, 50 - 60 parts of modified asphalt mixture, 20 - 30 parts of wear-resistant aggregate, 10 - 15 parts of rubber particles and 2 - 8 parts of wear-resistant coating.

2. The multi-component pre-maintenance material for road surface TLO according to claim 1, wherein: The base layer (1) is made by mixing crushed stones with stone chips, clay and limestone as filling binders and compacting them.

3. The multi-component pre-curing material for TLO of road surface according to claim 1, characterized in that: The reinforcing mesh is made of wire mesh on the surface and transverse reinforcing bars. The asphalt aggregate is prepared by mixing one or more of limestone, basalt, diabase and granite in any proportion.

4. The multi-component pre-curing material for road surface TLO according to claim 1, wherein: The basalt divergent fiber bundles are made by processing basalt fiber filaments. Multiple basalt fiber filaments are twisted and stranded into yarns. The single filament diameter is generally 9 - 17 μm, and the number of yarns in the basalt divergent fiber bundles is 100 - 350.

5. The multi-component pre-curing material for road surface TLO according to claim 1, characterized in that: Holes are reserved on the outer wall of the woven restraint mesh layer.

6. A preparation method of a road surface TLO multi-component composite pre-maintenance material, characterized in that, Applied to a road surface TLO multi-component composite pre-maintenance material described in any one of claims 1 - 5, including the following steps: S1. Construction preparation; S2. Base layer treatment; S3. Material mixing and laying; S4. Rolling and maintenance; S5. Quality inspection and acceptance.

7. The preparation method of a road surface TLO multi-component composite pre-maintenance material according to claim 6, characterized in that, The step S1 specifically includes: S101. Prepare the required materials, as well as construction tools and equipment; S102. Clean and level the construction site, remove sundries and dust, ensure the construction ground is clean and tidy, and sprinkle water to suppress dust for waiting for treatment.

8. The preparation method of a road surface TLO multi-component composite pre-maintenance material according to claim 6, characterized in that, The step S3 specifically includes: S301. First, re-check the construction area to confirm there are no sundries, and roll the roadbed; S302. Mix crushed stones with stone chips, clay and limestone, inject water, adjust the adhesion, then inject it into the formwork of the roadbed. After completion of pouring, roll it to complete the construction of the base layer (1), sprinkle water and cover it with a film for protection; S303. Lay the wire mesh on the surface of the base layer, then use the transverse reinforcing bars to wind with the wire, and then inject the asphalt aggregate to obtain the shear-resistant layer (2); S304. Mix acrylate resin, curing agent, toughening agent and diluent, inject water to adjust the viscosity, then inject it into the formwork, contact with the shear-resistant layer (2), and cure to obtain the load-bearing layer (3); S305. Spray the adhesive on the contact surfaces of the woven restraint mesh layer and the load-bearing layer (3). After completion of adhesion, wind the basalt divergent fiber bundles at the opening of the woven restraint mesh layer, then perform adhesion and attachment. Heat and mix the modified asphalt mixture, wear-resistant aggregate and rubber particles, inject them into the formwork, wrap the basalt divergent fiber bundles and cool to form, obtain the wear layer (4), and finally spray the wear-resistant coating.

9. The preparation method of a road surface TLO multi-component composite pre-maintenance material according to claim 6, characterized in that, The step S4 specifically includes: S401. Before rolling, first construct and level the road shoulders so that the road shoulders and the wearing course are compacted simultaneously. S402. Use a light roller or a light road roller for initial compaction, and then roll from both sides towards the center, with each pass overlapping by half. S403. During the rolling process, use a 3-meter straightedge to correct the flatness to ensure that the road surface is flat. S404. After rolling is completed, perform slurry rolling treatment, that is, sprinkle water on the road surface to moisten it and then roll to make the road surface show slurry, and then use a broom to level it. S405. After slurry rolling, if a stabilized protective layer needs to be overlaid, it can be carried out when the slurry is slightly dry. If a loose protective layer needs to be overlaid, it can be carried out after the wearing course is fully compacted. S406. Conduct initial maintenance to ensure that the wearing course is fully cured.

10. The preparation method of a road surface TLO multi-component composite pre-maintenance material as described in claim 6, characterized in that, The specific steps of step S5 include: S501. After construction is completed, clean the construction area to remove construction residues and garbage. S502. Conduct construction acceptance, check the thickness, flatness and structural stability of the wearing course to ensure that the construction quality meets the design requirements and relevant standards.

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