Long-distance damaged road maintenance method based on original pavement elevation

Abstract

The invention discloses a long-distance damaged road maintenance method based on original pavement elevation, and belongs to the technical field of road maintenance. Aiming at the problems of insufficient paving thickness control precision, poor joint treatment durability and the like in the existing long-distance damaged road maintenance, the key points of the technical scheme provided by the invention are as follows: firstly cleaning a damaged road and measuring the original pavement elevation, and after cutting and cleaning a joint in a damaged area, controlling factory, paving and compacting temperatures of an asphalt mixture; the design thickness and the virtual paving thickness are determined according to the design elevation, an adjusting device is installed at the front end of a bucket of the forklift, the virtual paving thickness is adjusted through an adjusting assembly and an adjusting rod of the adjusting device, and asphalt is loaded in the bucket, paved and rolled. According to the method, the accuracy of the paving thickness and the reliability of joint treatment are ensured through accurate elevation measurement, temperature control and application of an adjusting device, and the method is suitable for efficient maintenance of long-distance damaged roads.

Description

Technical Field

[0001] The present invention relates to the field of road maintenance, and more particularly to a method for repairing a long-distance damaged road based on the original road surface elevation. Background Art

[0002] In the field of road maintenance, the repair of long-distance damaged roads requires precise control of paving thickness to ensure that the road elevation meets the design standards. In the prior art, paving operations usually rely on the operator's experience to adjust the paving equipment, and lack a standardized thickness adjustment mechanism. For example, when using equipment such as a forklift for asphalt paving, the control of virtual paving thickness is mainly achieved through manual observation or simple mechanical limiters. It is difficult to accurately calculate and adjust the paving height according to the difference between the original road elevation and the design elevation, resulting in a deviation between the actual paving thickness and the design thickness, affecting the road flatness and load-bearing performance.

[0003] The reasons for this problem include: first, traditional paving equipment is not equipped with an adjustment device directly related to the design elevation calculation. Operators need to rely on experience to estimate the virtual paving thickness, which is greatly affected by individual technical level and fatigue status; second, there is a lack of effective linkage between the original pavement elevation measurement data and the adjustment process of the paving equipment, and the design thickness cannot be converted into precise adjustment parameters that can be executed by the equipment; third, the existing adjustment methods are mostly extensive mechanical adjustments, such as manual screw adjustment or fixed limit blocks, which are difficult to adapt to the dynamic changes of pavement elevation during long-distance construction, and are prone to local thickness being too thick or too thin. Summary of the invention

[0004] The purpose of the present invention is to provide a long-distance damaged road repair method based on the original road surface elevation. By measuring the original road surface elevation and calculating the design thickness and virtual paving thickness, it is ensured that the road elevation after repair meets the design requirements; an adjustment device is installed at the front end of the forklift bucket, and the virtual paving thickness is accurately controlled by adjusting the assembly and the adjustment rod, thereby improving the accuracy and uniformity of the paving thickness.

[0005] In order to achieve these purposes and other advantages of the present invention, a long-distance damaged road repair method based on the original road surface elevation is provided, comprising: 1.1) Clean the damaged road, use measuring equipment to measure and record the original road surface elevation H0 of the damaged road; 1.2) Cut the joints of the damaged area with a cutting depth of 5-10cm, clean the debris and ensure that the joints are dry; 1.3) Control the factory temperature of the asphalt mixture to 160-170℃, the paving temperature is not lower than 140℃, and the compaction temperature is maintained at 120-130℃; 1.4) According to the original road surface elevation H0 and the corresponding design elevation H d Determine the design thickness h, the calculation formula is h = H d-H0; then calculate the virtual paving thickness through the formula virtual paving thickness = designed thickness / compaction degree; 1.5) Install an adjusting device at the front end of the bucket of the forklift. The adjusting device includes: two groups of adjusting components and an adjusting rod. The two groups of adjusting components are symmetrically arranged on both sides of the bucket; For each group of adjusting components, each of them includes a connecting piece, a slide rail, a moving piece, an upper clamp and a lower clamp; the connecting piece is arranged between the upper clamp and the lower clamp; the upper clamp is fixed at the outer edge of the upper end of the bucket and is connected to the top end of the connecting piece; the lower clamp is fixed at the outer edge of the lower end of the bucket and is connected to the bottom end of the connecting piece, and a slide rail is arranged along the vertical direction on its upper edge; the moving piece is arranged on the slide rail and can move along the vertical direction on the slide rail and is fixed on the slide rail; The adjusting rod is horizontally arranged, and its two ends are respectively fixed on the two moving pieces; Adjust the height of the adjusting rod according to the virtual paving thickness calculated in step 1.4). During adjustment, make the two moving pieces move synchronously along the vertical direction on the slide rail. After the height of the adjusting rod corresponds to the virtual paving thickness, fix the two moving pieces on the two slide rails; 1.6) Load asphalt in the bucket, spread the asphalt by the forklift, and then roll it.

[0006] Preferably, in the long-distance damaged road repair method, in step 1.5), an adjusting device is installed at the front end of the bucket of the forklift, and laser thickness gauges are symmetrically installed on the outer side walls of the two slide rails. Pressure sensors are embedded at the left and right bottoms of the adjusting rod and are in direct contact with the asphalt layer for real-time monitoring of the vertical downward pressure transmitted from the bucket to the asphalt layer through the adjusting rod; a temperature sensor is fixedly installed near the feeding port on the inner side wall of the bucket for real-time collection of the paving temperature T of the asphalt mixture; pushers are installed on the tops of the two lower clamps, and the output ends of the pushers are fixedly connected to the moving pieces. The two pushers can drive the two moving pieces to move synchronously along the vertical direction on the slide rail, and the movement accuracy is controlled to be ±0.5 mm; The specific steps of adjusting the height of the adjusting rod according to the virtual paving thickness calculated in step 1.4). During adjustment, make the two moving pieces move synchronously along the vertical direction on the slide rail. After the height of the adjusting rod corresponds to the virtual paving thickness, fix the two moving pieces on the two slide rails are as follows: According to the virtual paving thickness calculated in step 1.4), drive the two moving pieces to move synchronously along the vertical direction on the slide rail through the two pushers. After the height of the adjusting rod corresponds to the virtual paving thickness, fix the two moving pieces on the slide rail through the self-locking function of the two pushers. When self-locking, the anti-slip force ≥ 500 N; In the spreading process of step 1.6), the control terminal adjustment method is as follows: a) Deviation detection and hierarchical adjustment Set the initial pressure, and the initial set pressure is the average pressure under stable conditions measured by the test section paving before construction; when the deviation between the actual thickness detected by the laser thickness gauge and the virtual paving thickness is greater than ±3 mm, the control terminal starts the closed-loop adjustment according to the following logic: a1) If the fluctuation of the vertical downward pressure of the bucket feedback by the pressure sensor exceeds 15% of the initial set pressure, it is determined that the deviation is caused by the change of mechanical load, and the control terminal synchronously adjusts the stroke difference of the two side pusher: When the left pressure > the right pressure and the left pressure exceeds 15% of the initial pressure: the left pusher extends, the stroke of the left pusher increases by 0.5 mm, the left side of the adjusting rod rises, reducing the pressure; the right pusher contracts, the stroke of the right pusher decreases by 0.5 mm, the right side of the adjusting rod drops, increasing the downward pressure; when the right pressure > the left pressure and the right pressure exceeds 15% of the initial pressure: the right pusher extends, the stroke of the right pusher increases by 0.5 mm, the right side of the adjusting rod rises, reducing the pressure; the left pusher contracts, the stroke of the left pusher decreases by 0.5 mm, the left side of the adjusting rod drops, increasing the downward pressure; the total amount of single-side stroke adjustment does not exceed 1 mm, balance the load through reverse adjustment, and stop adjusting until the difference ratio between the pressures on both sides and the initial pressure is ≤15%, and the paving thickness deviation is ≤±3 mm; a2) If the fluctuation of the downward pressure feedback by the pressure sensor does not exceed 15% of the initial set pressure and the temperature sensor detects that T is not within the initial set temperature range, it is determined that the deviation is caused by the change of the asphalt mixture temperature, and the temperature compensation mechanism is triggered: ① When T is in the range of [140, 160] °C, the compensation coefficient C is 0.98; when T is in the range of (160, 170] °C, the compensation coefficient C is 0.95; ② If T is lower than 140 °C or higher than 170 °C, the control terminal sends a signal to suspend construction until the temperature is adjusted to the qualified range of 140 - 170 °C; ③ Match the C value according to the measured T value, recalculate the virtual paving thickness through the formula virtual paving thickness = C × design thickness / compaction degree, and adjust the height of the adjusting rod to the newly calculated virtual paving thickness by driving the moving part with the pusher; b) Gradient fine-tuning mechanism During the closed-loop adjustment process, the laser thickness gauge collects the thickness data of the paved layer in real time. If the thickness error of 3 consecutive measurement points is greater than ±3 mm, the control terminal automatically triggers the pusher for gradient fine-tuning: b1) First fine-tuning: Adjust the stroke of the pusher by 0.5 mm in the opposite direction of the thickness deviation; b2) Second fine-tuning: If the error of the next measurement point is still greater than ±3 mm after the first adjustment, repeat step b1) until the thickness error of 3 consecutive measurement points does not exceed ±3 mm and stop adjusting, and the total amount of single adjustment does not exceed 2 mm.

[0007] Preferably, in the long-distance damaged road repair method, after the asphalt layer is rolled and formed and naturally cooled to below 50°C, the asphalt layer joint above the concrete base joint formed by cutting in step 1.2) is strengthened, including the following steps: 3.1) Use a high-pressure air gun to vertically flush the surface of the asphalt layer joint at a pressure of 0.5 - 0.8 MPa, control the flushing depth to 1 - 2 cm, remove the residual asphalt debris and dust, and only expose the interface between the concrete base and the asphalt layer to form a bonding surface with a surface roughness Ra = 50−80 μm; 3.2) Prepare an SBS-modified emulsified asphalt primer. The SBS-modified emulsified asphalt primer contains, by mass percentage: matrix asphalt 80 - 85%, SBS modifier 3.5 - 4.2%, composite emulsifier 1.2 - 1.8%, stabilizer 0.18 - 0.36%, Fischer-Tropsch wax warm mix agent 0.3 - 0.5%, and the balance is water; it is circulated and ground by a colloid mill at 60 - 70°C to form a primer with a solid content of 60 - 65%; 3.3) Spray the primer on the entire cross-section of the joint at a pressure of 0.3 - 0.5 MPa to cover the interface between the asphalt layer and the concrete base, form a continuous bonding film layer of 0.4 - 0.6 kg / m², and naturally demulsify and dry for 10 - 15 min under the condition that the ambient temperature ≥ 10°C.

[0008] Preferably, in the long-distance damaged road repair method, a surface strengthening treatment step is added after step 3.3): 4.1) Use corundum abrasive with a particle size of 0.3 - 0.6 mm to sandblast the surface of the bonding film layer at a pressure of 0.4 - 0.6 MPa and a spraying angle of 75 - 90°. After treatment, the surface roughness Ra = 80−120 μm; 4.2) Heat epoxy resin and asphalt in a mass ratio of 1:3 - 1:5 to 60 - 80°C, add hydrophobic fumed silica with a particle size of 20 - 40 nm and surface-modified with 0.5 - 1% of γ-aminopropyltriethoxysilane based on the total mass of the compound, stir at 200 - 300 r / min for 10 - 15 min until homogeneous, and keep it warm at 60 - 80°C for use. Scrape and coat with a gap of 0.3 - 0.5 mm by a scraper to form a resin asphalt transition layer with a thickness of 0.2 - 0.4 mm; 4.3) Before the resin asphalt transition layer cures, lay a fiberglass mesh cloth with a mesh size of 10-15 mm and a grammage of 30-50 g / m². The specific laying method is as follows: a) Lay the mesh cloth orthogonally at 90° to the joint in the long side direction, with the edges extending 10-15 cm beyond the asphalt layers on both sides of the joint. Use a hot melt asphalt strip with a softening point of 50-60 °C, a width of 2-3 cm, and a thickness of 1-2 mm to paste and fix the four corners and edges. The strip softens at 60-80 °C and initially bonds with the resin asphalt transition layer, with a single contact time ≤ 5 min; b) Reciprocally roll 2-3 times through a rolling device with a linear pressure of 80-120 N / cm and a rolling speed of 0.5-1.0 m / min, so that the mesh cloth fibers are embedded in the resin asphalt transition layer to form an anchor protrusion structure with a thickness of 0.1-0.3 mm; 4.4) Uniformly spray the two-component polyurethane binder into the pores of the fiber layer at a coating amount of 1.0-1.5 kg / m², and form an elastic strengthening layer with a thickness of 1.0-1.5 mm after curing.

[0009] Preferably, in the long-distance damaged road repair method, the composition, spraying, and curing of the two-component polyurethane binder include: 5.1) Composition of the two-component polyurethane binder: Component A contains by mass percentage: 65-75% of a polyether-type polyurethane prepolymer with a hydroxyl value of 35-45 mg KOH / g; 3-5% of hydrophobic fumed silica surface-modified with trimethylchlorosilane and a particle size of 20-40 nm; 5-8% of dioctyl phthalate; 0.1-0.3% of an organosilicon defoamer; deionized water to make up to 100%; Component A is stirred at 20-30 °C at a speed of 500-800 r / min for 5-10 min before use; Component B contains by mass percentage: 35-45% of a liquefied diphenylmethane diisocyanate curing agent, with an NCO group mass fraction of 30-32%; 0.3-0.6% of dibutyltin dilaurate catalyst; 15-20% of a hyperbranched polyester polyol diluent with a hydroxyl value of 210-250 mg KOH / g; acetone to make up to 100%; 5.2) Spray and penetrate in two times: After mixing Components A and B according to a mass ratio of 1:0.8-1:1.2, the viscosity is 800-1200 mPa・s, the coating amount is 0.6-0.8 kg / m², the penetration time is 5-8 min, and the pore filling rate of the fiber layer after penetration is ≥ 85%; Add 5-10% of its original mass of acetone to Component B, adjust the viscosity to 200-400 mPa・s, the coating amount is 0.4-0.7 kg / m², the penetration time is 3-5 min, and the pore filling rate after penetration is ≥ 95%; After each spraying, a handheld pneumatic vibrator is used to control the vibration frequency at 80 - 120 Hz and the exciting force at 50 - 100 N, and it moves longitudinally along the joint at a speed of 0.5 - 1.0 m / s for vibration to discharge the air in the pores and promote the uniform distribution of the binder; 5.3) Curing process: In the first stage, it is pre-cured at an ambient temperature of 25 - 35 °C for 1 - 2 h, and in the second stage, it is cured under hot air circulation conditions at 55 - 65 °C for 30 - 45 min.

[0010] Preferably, in the long-distance damaged road repair method, after the curing in step 5.3) is completed, it further includes a surface function strengthening step: 6.1) Use alumina abrasive with a particle size of 0.1 - 0.3 mm to perform secondary sandblasting on the surface of the cured elastic strengthening layer at a pressure of 0.6 - 0.8 MPa and a spraying angle of 60 - 75°, so that a micron-level pit structure with an average depth of 50 - 80 μm is formed on the surface and the polar groups in the polyurethane molecules are exposed, and the surface roughness Ra after treatment is 150 - 200 μm; 6.2) Heat the waterborne epoxy-modified acrylate adhesive with a solid content of 40 - 50% to 40 - 50 °C, add 1 - 2% of the silane coupling agent KH-560 based on the mass of the adhesive, stir it at 300 - 400 r / min for 5 - 8 min, and then uniformly spray it on the surface of the treated elastic layer through a high-pressure airless spraying device at a pressure of 0.4 - 0.6 MPa and a flow rate of 0.8 - 1.2 L / min to form a functional transition layer with a thickness of 80 - 120 μm; 6.3) Before the surface of the functional transition layer is dry, uniformly sprinkle ceramic anti-slip aggregates with a particle size of 0.5 - 1 mm, control the spreading amount to 2.0 - 2.5 kg / m², and roll it with a linear pressure of 20 - 30 N / cm so that the depth of the aggregates embedded in the functional transition layer is ≥60% to form a composite surface layer with both high wear resistance and anti-slip performance.

[0011] Preferably, in the long-distance damaged road repair method, after the composite surface layer is formed in step 6.3), it further includes the following steps: 7.1) Wait until the time for the ceramic anti-slip aggregates to be stably embedded reaches 30 min or more, and use a high-pressure spray device with an atomization particle size of 50 - 100 μm to uniformly spray the nano-silica waterborne sealing liquid with a solid content of 15 - 20% on the composite surface layer; the nano-particle size of this sealing liquid is 10 - 20 nm, and the surface is modified with methyltrimethoxysilane. Control the spraying pressure at 0.2 - 0.3 MPa to form a super-hydrophobic sealing film with a thickness of 50 - 80 nm; the spraying amount is 0.1 - 0.15 kg / m 2 ; 7.2) When the surface drying time of the sealing film is ≤ 20 min, 60 - 70% of acrylate resin, 10 - 15% of fluorocarbon monomer, 0.5 - 1.0% of leveling agent, 1 - 2% of photoinitiator and the balance of acetone by mass percentage are stirred at a speed of 300 - 400 r / min for 10 - 15 min until uniform, and a fluorocarbon-modified acrylate antifouling coating with a thickness of 20 - 30 μm is roll-coated; immediately after roll-coating, it is irradiated with a UV lamp with a wavelength of 365 nm and an energy density of 120 - 150 mJ / cm² for 5 - 8 min to rapidly cure the coating and form a chemical crosslinking with the sealing film.

[0012] Preferably, in the long-distance damaged road repair method, the connecting piece is a telescopic piece that can telescope along its length direction; the upper clamp is U-shaped, and its open end is clamped and fixed to the outer edge of the upper end of the bucket through a fixing piece; the lower clamp includes a fixed connection end and a rotating connection end; a slide rail is arranged vertically at the top of the fixed connection end, the bottom end of the connecting piece is connected to the top of the fixed connection end, and a pair of ear plates are arranged at one end of the fixed connection end; the rotating connection end is U-shaped, its open end is clamped to the outer edge of the lower end of the bucket, the rotating shaft is fixed to the outside of the middle of the rotating connection end, and is parallel to both sides of the rotating connection end and perpendicular to the axis of the rotating connection end, the rotating shaft rotates with a pair of ear plates and is fixed to the fixed connection end through a locking piece.

[0013] Preferably, in the long-distance damaged road repair method, the adjusting rod is a C-shaped steel; the connecting piece is a turnbuckle, the lower side of the upper clamp is connected to the top end of the connecting piece; a threaded hole is arranged on the upper side of the upper clamp, a bolt is inserted through the threaded hole, and the end of the bolt abuts against the top surface of the outer edge of the upper end of the bucket; the other end of the rotating shaft is provided with an external thread; the locking piece includes a limiting block and a nut, the limiting block is arranged at one end of the rotating shaft, the nut is arranged at the other end of the rotating shaft, and a pair of ear plates are located between the limiting block and the nut; when the rotating shaft rotates until the open end of the rotating connection end is clamped to the outer edge of the lower end of the bucket, by tightening the nut, the limiting block and the nut abut against a pair of ear plates to fix the rotating connection end to the fixed connection end; anti-slip lines or rubber pads are arranged inside the rotating connection end, and the anti-slip lines are serrated structures with a tooth depth of 2 - 3 mm.

[0014] Preferably, in the long-distance damaged road repair method, the loading capacity of the bucket is 70 - 80% of the rated load; the forklift truck is used for paving at a speed of 1 - 2 km / h; It is rolled by a roller, the driving speed is controlled at 3 - 5 km / h, and it is rolled 3 - 5 times.

[0015] The present invention has at least the following beneficial effects: The present invention achieves precise control of the loose laying thickness by measuring the elevation of the original road surface, accurately calculating the design thickness and the loose laying thickness, and combining with an adjustment device installed at the front end of the forklift bucket, and using an adjustment component and an adjustment rod. Verified by experiments, the adjustment device of the present invention can reduce the paving thickness deviation from ±8.5 mm of traditional equipment to within ±2.5 mm, and increase the compaction rate compliance from 91% to over 95%. It significantly improves the accuracy and uniformity of the paving thickness, ensures that the road elevation after repair meets the design requirements, and improves the road surface flatness and bearing performance.

[0016] The present invention conducts multi-layer strengthening treatment on the asphalt layer joint above the concrete base joint. The high-pressure air gun scouring increases the interface roughness and improves the bonding force; the SBS modified emulsified asphalt primer enhances the interface bonding strength between the asphalt layer and the concrete base. Tested by the pull-out test, the bonding strength is increased from 0.8 MPa to over 1.2 MPa. The application of sandblasting, laying fiberglass mesh cloth, and two-component polyurethane binder in the surface strengthening treatment forms a mechanical anchoring structure and an elastic strengthening layer, effectively absorbing the pavement deformation stress and reducing the stress concentration phenomenon generated at the joint due to vehicle load. From Example 2 to Example 5, the joint bonding strength is increased by 2.8 times, and the water permeability coefficient is reduced by 80%, significantly enhancing the durability of the joint.

[0017] The present invention improves the anti-slip performance, wear resistance life, waterproofness, and anti-fouling ability of the road surface through a series of surface function strengthening steps, such as secondary sandblasting, spraying a functional transition layer, spreading ceramic anti-slip aggregates, and spraying a super-hydrophobic sealing film and a fluorocarbon-modified acrylate anti-fouling coating. After treatment, the surface anti-slip value can reach 65 - 70 BPN, which is increased by over 30% compared with that before treatment; the water permeability coefficient ≤ 30 mL / min, the water contact angle ≥ 115°, there is no blistering or peeling phenomenon after soaking in normal temperature water for 24 h in the water resistance test, and the oil stain wiping test shows that the stain removal efficiency is increased by 40%, extending the maintenance cycle of the joint area.

[0018] During the paving process, the present invention adopts multi-sensor integration for real-time monitoring, including a laser thickness gauge, a pressure sensor, a temperature sensor, etc., and cooperates with a control terminal and a pusher to achieve automatic closed-loop adjustment. When the laser thickness gauge detects a thickness deviation, it can automatically adjust the pusher stroke according to the pressure and temperature data, effectively coping with multi-factor interference during construction. For example, the mechanical load adjustment triggered by pressure fluctuations and the temperature compensation mechanism work together to solve the problems of lag and insufficient accuracy in manual adjustment, improving the construction efficiency and quality stability.

[0019] The present invention provides various alternative implementation manners for roads with different traffic volumes and environmental conditions. Embodiment 1 is applicable to the foundation repair of low-traffic roads; Embodiments 2-3 are applicable to medium-traffic roads, with an emphasis on joint durability; Embodiments 4-5 are applicable to heavy-traffic, rainy or severe cold regions. Preferentially selecting Embodiment 5 can achieve the dual goals of "accurate thickness + long-term durability", enhancing the adaptability and practicality of the present invention in different engineering scenarios.

[0020] Other advantages, objectives and features of the present invention will be partially reflected by the following description and partially understood by those skilled in the art through the research and practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 is a schematic structural diagram of an adjusting device according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0022] The following further describes the present invention in detail with reference to the embodiments, so that those skilled in the art can implement it according to the description in the specification.

[0023] The present invention provides a long-distance damaged road repair method based on the original road surface elevation, including: 1.1) Clean the damaged road, and use measuring equipment to measure and record the original road surface elevation H0 of the damaged road; 1.2) Cut the joints at the damaged area, with a cutting depth of 5-10 cm, clean the debris and ensure the joints are dry; 1.3) Control the ex-factory temperature of the asphalt mixture to be 160-170 °C, the paving temperature not less than 140 °C, and the compaction temperature maintained at 120-130 °C; 1.4) Determine the design thickness h according to the original road surface elevation H0 and the corresponding design elevation H d The calculation formula is h = H d - H0 (The original road surface elevation H0 refers to the current actual elevation of the damaged road, which is measured on-site by measuring equipment (such as a level or total station). The design elevation H d refers to the target elevation that the repaired road needs to reach, which is determined by road design specifications or engineering requirements (such as slope, drainage, etc.). By calculating the difference between the two to obtain the design thickness h, the thickness of the newly paved asphalt layer can be accurately controlled, thereby ensuring that the road surface elevation after repair meets the design requirements and avoiding pavement unevenness or functional defects caused by over-thick or under-thin paving.); Then calculate the loose laying thickness through the formula loose laying thickness = design thickness / compaction degree; 1.5) Install an adjusting device at the front end of the bucket of the forklift, as Figure 1 shown, the adjusting device includes: two groups of adjusting components 1 and an adjusting rod 2, and the two groups of adjusting components 1 are symmetrically arranged on both sides of the bucket; For each set of adjusting components 1, it includes a connecting member 11, a slide rail 12, a moving member 13, an upper fixture 14 and a lower fixture 15; the connecting member 11 is arranged between the upper fixture 14 and the lower fixture 15; the upper fixture 14 is fixed at the outer edge of the upper end of the bucket and is connected to the top end of the connecting member 11; the lower fixture 15 is fixed at the outer edge of the lower end of the bucket and is connected to the bottom end of the connecting member 11, and a slide rail 12 is arranged along the vertical direction on its upper edge; the moving member 13 is arranged on the slide rail 12 and can move along the vertical direction on the slide rail 12 and is fixed on the slide rail 12; The adjusting rod 2 is horizontally arranged, and its two ends are respectively fixed on two moving members 13; Adjust the height of the adjusting rod 2 according to the virtual paving thickness calculated in step 1.4). During adjustment, make the two moving members 13 move synchronously along the vertical direction on the slide rail 12. After the height of the adjusting rod 2 corresponds to the virtual paving thickness, fix the two moving members 13 on the two slide rails 12; 1.6) Load asphalt into the bucket, spread the asphalt by a forklift, and then roll it.

[0024] When repairing a long-distance damaged road, first carry out road pretreatment work. Use road surface cleaning equipment, such as brooms, vacuum cleaners, etc., to thoroughly clean the broken stones, soil, sundries, etc. on the surface of the damaged road to ensure that the road surface is clean and tidy, creating good conditions for subsequent measurement and construction. Then, use measuring equipment to measure the original road surface elevation. The available measuring equipment includes a high-precision level (such as Leica NA2 level) or a total station (such as Topcon GPT-102N total station). Select a measuring point every 5-10 m along the longitudinal direction of the road, and record the original road surface elevation H0 of each measuring point to provide accurate basic data for subsequent design thickness calculation.

[0025] For the joint treatment of the damaged area, use a road surface cutting machine (you can choose the RM200 road cutting machine of Wacker Neuson in Germany) to cut the joint of the damaged area, and control the cutting depth within 5-10 cm. Such a depth can ensure the removal of severely damaged parts and provide a suitable interface for subsequent repair. After cutting, use a high-pressure air gun (working pressure 0.5-0.8 MPa) or a vacuum cleaner to clean the debris generated by cutting, ensure that there is no residual debris and dust at the joint, and check whether the joint is dry. If there is moisture, a drying device can be used for drying treatment to ensure that the joint is dry for subsequent bonding.

[0026] During the preparation and construction of asphalt mixtures, the temperature needs to be strictly controlled. The ex-factory temperature of asphalt mixtures is controlled at 160 - 170 °C. This temperature range can be monitored in real time through the temperature monitoring system of the asphalt mixing plant (such as the GLB3000 mixing plant of South Road Machinery), ensuring that the asphalt mixtures have good construction performance when leaving the factory. During transportation, insulated tank trucks (the insulated transport tank trucks of CIMC vehicles can be selected) are used to transport asphalt mixtures to prevent the temperature from dropping too quickly and ensure that the paving temperature is not lower than 140 °C. During the compaction stage, an infrared temperature detector (such as the Testo 835-T1 infrared thermometer) is used to monitor the temperature of the asphalt layer in real time, and the compaction temperature is controlled at 120 - 130 °C to ensure that the asphalt mixtures can be fully compacted to form a stable structure.

[0027] According to the original road surface elevation H0 measured and the corresponding design elevation H specified in the design document d , the design thickness h is calculated through the formula h = H d - H0. Then, based on the compaction degree requirements of asphalt mixtures (the compaction degree of urban expressways and arterial roads ≥ 96%, the compaction degree of sub-arterial roads and other roads ≥ 95%), the loose laying thickness is calculated using the formula loose laying thickness = design thickness / (compaction degree). For example, when the design thickness is 5 cm and the compaction degree is 96%, the loose laying thickness is 5 / 0.96 ≈ 5.21 cm, providing an accurate parameter basis for the height adjustment of the adjusting device.

[0028] An adjusting device is installed at the front end of the bucket of the forklift. This device includes two sets of adjusting components 1 and adjusting rods 2 symmetrically arranged on both sides of the bucket. Each set of adjusting components 1 consists of a connecting piece 11, a slide rail 12, a moving part 13, an upper clamp 14 and a lower clamp 15. The upper clamp 14 is a U-shaped structure and can be fixed at the outer edge of the upper end of the bucket through bolts. The lower clamp 15 is fixed at the outer edge of the lower end of the bucket. The connecting piece 11 (a turnbuckle can be selected) is arranged between the upper clamp 14 and the lower clamp 15 for connecting the upper clamp 14 and the lower clamp 15. A slide rail 12 is vertically arranged at the top of the lower clamp 15, and the moving part 13 is installed on the slide rail 12 and can move vertically along the slide rail 12. The adjusting rod 2 is horizontally arranged, and its two ends are respectively fixed on the two moving parts 13.

[0029] According to the calculated loose paving thickness, the operator manually adjusts the synchronous vertical movement of the two moving parts 13 on the slide rail 12, thereby adjusting the height of the adjusting rod 2 so that the height of the adjusting rod 2 corresponds to the loose paving thickness. After the adjustment is completed, the moving part 13 is fixed on the slide rail 12 through a locking device (such as a clamp) on the moving part 13 to ensure the stability of the height of the adjusting rod 2 during the paving process. Load asphalt mixture into the bucket, and control the loading amount to 70-80% of the rated load of the bucket to ensure the stability of the forklift driving and paving. The forklift paves at a constant speed of 1-2 km / h, so that the asphalt mixture is evenly paved on the road surface. After the paving is completed, use a roller (the XS263J roller of XCMG Group can be selected) for rolling, control the driving speed at 3-5 km / h, and roll 3-5 times until the specified compaction degree standard is reached to form a solid asphalt road surface.

[0030] By measuring the elevation of the original road surface and calculating the design thickness and loose paving thickness, it is ensured that the road elevation after repair meets the design requirements; controlling the temperature of the asphalt mixture ensures the construction performance and compaction effect of the material; installing an adjustment device at the front end of the forklift bucket, and precisely controlling the loose paving thickness through the adjustment component 1 and the adjusting rod 2, improving the accuracy and uniformity of the paving thickness; the standardized joint cutting and cleaning steps lay a good foundation for the subsequent joint strengthening treatment, and overall improve the quality and durability of the long-distance damaged road repair. In another solution, in the long-distance damaged road repair method described above, in step 1.5), an adjustment device is installed at the front end of the forklift bucket, and laser thickness gauges are symmetrically installed on the outer side walls of the two slide rails 12. Pressure sensors are embedded at the left and right bottoms of the adjusting rod 2 and are in direct contact with the asphalt layer for real-time monitoring of the vertical downward pressure transmitted from the bucket to the asphalt layer through the adjusting rod 2; a temperature sensor is fixedly installed on the inner side wall of the bucket near the feeding port for real-time collection of the paving temperature T of the asphalt mixture; pushers are installed on the tops of the two lower clamps 15, and the output ends of the pushers are fixedly connected to the moving parts 13. The two pushers can drive the two moving parts 13 to move synchronously in the vertical direction on the slide rail 12, and the movement accuracy is controlled at ±0.5 mm; Adjust the height of the adjusting rod 2 according to the loose paving thickness calculated in step 1.4). When adjusting, make the two moving parts 13 move synchronously in the vertical direction on the slide rail 12. After the height of the adjusting rod 2 corresponds to the loose paving thickness, the specific steps for fixing the two moving parts 13 on the two slide rails 12 are as follows: According to the loose paving thickness calculated in step 1.4), drive the two moving parts 13 to move synchronously in the vertical direction on the slide rail 12 through the two pushers. After the height of the adjusting rod 2 corresponds to the loose paving thickness, fix the two moving parts 13 on the slide rail 12 through the self-locking function of the two pushers, and the anti-slip force during self-locking is ≥500 N; Step 1.6) During the paving process, the control terminal adjustment method is as follows: a) Deviation Detection and Hierarchical Regulation Set the initial pressure, and the initial set pressure is the average pressure under stable working conditions measured through paving in the test section before construction; when the deviation between the actual thickness detected by the laser thickness gauge and the virtual paving thickness is greater than ±3 mm, the control terminal starts closed-loop regulation according to the following logic: a1) If the fluctuation of the vertical downward pressure of the bucket feedback by the pressure sensor exceeds 15% of the initial set pressure, it is determined that the deviation is caused by the change of mechanical load, and the control terminal synchronously adjusts the stroke difference of the two side pusher: When the left pressure > the right pressure and the left pressure exceeds 15% of the initial pressure: the left pusher extends, the stroke of the left pusher increases by 0.5 mm, the left side of the adjusting rod 2 rises, reducing the pressure; the right pusher contracts, the stroke of the right pusher decreases by 0.5 mm, the right side of the adjusting rod 2 drops, increasing the downward pressure; when the right pressure > the left pressure and the right pressure exceeds 15% of the initial pressure: the right pusher extends, the stroke of the right pusher increases by 0.5 mm, the right side of the adjusting rod 2 rises, reducing the pressure; the left pusher contracts, the stroke of the left pusher decreases by 0.5 mm, the left side of the adjusting rod 2 drops, increasing the downward pressure; the total amount of single-side stroke adjustment does not exceed 1 mm, balance the load through reverse adjustment, and stop adjusting until the difference ratio between the pressures on both sides and the initial pressure is ≤15%, and the paving thickness deviation is ≤±3 mm; a2) If the fluctuation of the downward pressure feedback by the pressure sensor does not exceed 15% of the initial set pressure and the temperature sensor detects that T is not within the initial set temperature range, it is determined that the deviation is caused by the change of asphalt mixture temperature, and the temperature compensation mechanism is triggered: ① When T is in [140, 160] °C, the compensation coefficient C is 0.98; when T is in (160, 170] °C, the compensation coefficient C is 0.95; ② If T is lower than 140 °C or higher than 170 °C, the control terminal sends a signal to suspend construction until the temperature is adjusted to the qualified range of 140 - 170 °C; ③ Match the C value according to the measured T value, recalculate the virtual paving thickness through the formula virtual paving thickness = C × design thickness / compaction degree, and adjust the height of the adjusting rod 2 to the newly calculated virtual paving thickness by driving the moving part 13 with the pusher; b) Gradient Fine-tuning Mechanism During the closed-loop regulation process, the laser thickness gauge collects the thickness data of the paved layer in real time. If the thickness error of 3 consecutive measurement points is greater than ±3 mm, the control terminal automatically triggers the pusher for gradient fine-tuning: b1) First fine-tuning: Adjust the stroke of the pusher in the opposite direction of the thickness deviation by 0.5 mm; b2) Second fine-tuning: If the error of the next measurement point is still greater than ±3 mm after the first adjustment, repeat step b1) until the thickness error of 3 consecutive measurement points does not exceed ±3 mm, and the total amount of single adjustment does not exceed 2 mm.

[0031] Laser thickness gauges (such as the Micro-Epsilon ILD1400-20 laser thickness gauge from Germany) are symmetrically installed on the outer side walls of the two slide rails 12 to monitor the thickness of the paved asphalt layer in real time, with a measurement accuracy of up to ±0.1 mm. Pressure sensors are embedded at the left and right bottoms of the adjusting rod 2, and the sensor probes are in direct contact with the asphalt layer to collect the vertical downward pressure transmitted from the bucket to the asphalt layer through the adjusting rod 2 in real time, with a sensitivity of 0.5% FS. A temperature sensor (such as the J-type thermocouple from Omega Engineering) is fixedly installed on the inner side wall of the bucket near the feed inlet to monitor the paving temperature T of the asphalt mixture in real time, with a temperature measurement range of 0 - 200 °C and an accuracy of ±1 °C.

[0032] A pusher is installed on the top of each of the two lower clamps 15, and the output end is fixedly connected to the moving part 13 through a pin shaft. The movement accuracy of the pusher is controlled to be ±0.5 mm, and the anti-slip force during self-locking is verified by a tensile testing machine to be ≥500 N. The sensors and the pusher are connected to the control terminal through cables to form a closed-loop control circuit.

[0033] Before construction, through the paving of the test section, the average value of the pressure sensor under stable working conditions is recorded as the initial set pressure. When the laser thickness gauge detects that the deviation between the actual thickness and the designed thickness is greater than ±3 mm, the control terminal activates the adjustment logic: if the feedback fluctuation of the pressure sensor exceeds 15% of the initial pressure, such as the left pressure exceeding 15% of the initial value, the control terminal sends an elongation command (the stroke increases by 0.5 mm) to the left pusher and a contraction command (the stroke decreases by 0.5 mm) to the right pusher. Conversely, the adjustment is in the opposite direction. The load is balanced by changing the heights on both sides of the adjusting rod 2, and the total amount of a single adjustment does not exceed 1 mm.

[0034] If the pressure fluctuation does not exceed 15% but the temperature T is not in the range of 140 - 170 °C, temperature compensation is triggered: when T is in [140, 160] °C, the compensation coefficient C is taken as 0.98; when T is in (160, 170] °C, C is taken as 0.95, and the designed thickness is recalculated and the height of the pusher is adjusted. When the thickness error of three consecutive measurement points is greater than ±3 mm, the control terminal automatically triggers gradient fine-tuning. For the first time, it adjusts 0.5 mm in the opposite direction of the deviation. If the next measurement point is still out of tolerance, the adjustment is repeated until the error ≤ ±3 mm, and the total amount of a single adjustment does not exceed 2 mm.

[0035] The paving process is monitored in real time through multi-sensor integration. The control terminal automatically adjusts the pusher stroke according to the thickness, pressure, and temperature data, solving the problems of lag and insufficient accuracy in manual adjustment. The mechanical load adjustment triggered by pressure fluctuations works in coordination with the temperature compensation mechanism to effectively cope with multi-factor interference during construction, improving the paving thickness control accuracy to within ±3 mm and significantly enhancing the road flatness and structural uniformity. In another solution, in the long-distance damaged road repair method, after the asphalt layer is compacted and naturally cooled to below 50 °C, the asphalt layer joint above the concrete base joint formed by cutting in step 1.2) is strengthened, including the following steps: 3.1) Use a high-pressure air gun to vertically scour the surface of the asphalt layer joint at a pressure of 0.5 - 0.8 MPa, control the scour depth at 1 - 2 cm, remove residual asphalt debris and dust, and only expose the interface between the concrete base and the asphalt layer to form a bonding surface with a surface roughness Ra = 50 - 80 μm; 3.2) Prepare an SBS-modified emulsified asphalt primer. The SBS-modified emulsified asphalt primer contains by mass percentage: matrix asphalt 80 - 85%, SBS modifier 3.5 - 4.2%, composite emulsifier 1.2 - 1.8%, stabilizer 0.18 - 0.36%, Fischer-Tropsch wax warm mix agent 0.3 - 0.5%, and the balance is water; it is circulated and ground by a colloid mill at 60 - 70 °C to form a primer with a solid content of 60 - 65%; 3.3) Spray the primer on the entire cross-section of the joint at a pressure of 0.3 - 0.5 MPa to cover the interface between the asphalt layer and the concrete base, forming a continuous bonding film layer of 0.4 - 0.6 kg / m², and naturally demulsify and dry for 10 - 15 min under the condition that the ambient temperature ≥ 10 °C.

[0036] After the asphalt layer is compacted and naturally cooled to below 50 °C, the asphalt layer joint above the concrete base joint is strengthened. Use a high-pressure air gun to vertically scour the joint surface at a pressure of 0.5 - 0.8 MPa, control the scour depth at 1 - 2 cm, remove residual debris and dust, and expose the interface between the concrete base and the asphalt layer. During the scour process, the distance between the air gun nozzle and the joint surface is 10 - 15 cm, and the uniform moving speed is 0.3 - 0.5 m / min to form a bonding surface with a surface roughness Ra = 50 - 80 μm. After passing the inspection with a roughness meter (Taylor Hobson Surtronic 25 can be selected), proceed to the next step.

[0037] When preparing the SBS modified emulsified asphalt primer, weigh 80 - 85% of the base asphalt (Shell 70# base asphalt can be selected) by mass percentage, 3.5 - 4.2% of the SBS modifier (YH - 791H from Baling Petrochemical can be selected), 1.2 - 1.8% of the composite emulsifier (Emulsogen LRO from Clariant can be selected), 0.18 - 0.36% of the stabilizer (polyacrylamide can be selected), 0.3 - 0.5% of the Fischer - Tropsch wax warm mix agent (FT wax from Evonik Degussa in Germany can be selected), and the balance is water. Add each component into a colloid mill (Wuxi Famley GM - 200 colloid mill can be selected), and circulate and grind at 60 - 70°C for 30 - 45 min to form a uniform primer with a solid content of 60 - 65%.

[0038] Spray the primer onto the entire cross - section of the joint at a pressure of 0.3 - 0.5 MPa through a high - pressure spraying device to form a continuous bonding film layer of 0.4 - 0.6 kg / m² covering the interface. When spraying, keep the spray gun perpendicular to the joint surface, at a distance of 20 - 30 cm, and the moving speed is 0.2 - 0.4 m / min. Under the condition that the ambient temperature ≥ 10°C, naturally demulsify and dry for 10 - 15 min, and monitor the ambient humidity ≤ 80% through a humidity sensor to ensure the full curing of the primer.

[0039] Use a high - pressure air gun to wash away the weak layer on the joint surface, increase the interface roughness, and enhance the bonding force; the SBS modified emulsified asphalt primer is uniformly dispersed through grinding by a colloid mill, and a continuous film layer is formed after spraying, enhancing the interface bonding strength between the asphalt layer and the concrete base. Through pull - out test, the bonding strength is increased from 0.8 MPa to more than 1.2 MPa, effectively reducing the risk of cracking and water seepage at the joint.

[0040] In another scheme, in the long - distance damaged road repair method described above, after step 3.3), add a surface strengthening treatment step: 4.1) Use corundum abrasive with a particle size of 0.3 - 0.6 mm to sandblast the surface of the bonding film layer at a pressure of 0.4 - 0.6 MPa and a spraying angle of 75 - 90°. After treatment, the surface roughness Ra = 80 - 120 μm; 4.2) Heat epoxy resin and asphalt at a mass ratio of 1:3 - 1:5 to 60 - 80°C, add 0.5 - 1% of γ - aminopropyltriethoxysilane by the total mass of the compound for surface modification and hydrophobic fumed silica with a particle size of 20 - 40 nm, stir at 200 - 300 r / min for 10 - 15 min until uniform, and keep it warm at 60 - 80°C for use. Scrape - coat with a gap of 0.3 - 0.5 mm through a scraper to form a resin - asphalt transition layer with a thickness of 0.2 - 0.4 mm; 4.3) Before the resin asphalt transition layer cures, lay a fiberglass grid cloth with a mesh size of 10 - 15 mm and a gram weight of 30 - 50 g / m². The specific laying method is as follows: a) Lay the grid cloth orthogonally at 90° to the joint in the long side direction, with the edges extending 10 - 15 cm beyond the asphalt layers on both sides of the joint. Use a hot melt asphalt strip with a softening point of 50 - 60 °C, a width of 2 - 3 cm, and a thickness of 1 - 2 mm to paste and fix the four corners and edges. The strip softens at 60 - 80 °C and initially bonds with the resin asphalt transition layer, with the single contact time ≤ 5 min; b) Use a rolling device to reciprocally roll 2 - 3 times at a linear pressure of 80 - 120 N / cm and a rolling speed of 0.5 - 1.0 m / min, so that the grid cloth fibers are embedded in the resin asphalt transition layer to form an anchor protrusion structure with a thickness of 0.1 - 0.3 mm. 4.4) Uniformly spray the two-component polyurethane binder into the pores of the fiber layer at a coating amount of 1.0 - 1.5 kg / m², and form an elastic strengthening layer with a thickness of 1.0 - 1.5 mm after curing.

[0041] On the surface of the bonding film layer formed by the drying of the primer, perform sandblasting treatment with a sandblaster. Select emery abrasive with a particle size of 0.3 - 0.6 mm (silica content ≥ 98%), spray at a pressure of 0.4 - 0.6 MPa and a spraying angle of 75 - 90°, and the sandblasting time is 10 - 15 s / m 2 , so that the surface roughness is increased from Ra = 50 - 80 μm to Ra = 80 - 120 μm. During the sandblasting process, the distance between the sandblaster nozzle and the surface is 15 - 20 cm, the uniform moving speed is 0.5 - 0.8 m / min, and the dust generated by sandblasting is synchronously cleaned by a vacuum cleaner to ensure that the surface is clean and residue-free.

[0042] Add epoxy resin (Dow Chemical DER331 epoxy resin can be selected) and asphalt to the mixing kettle at a mass ratio of 1:3 - 1:5, heat to 60 - 80 °C until completely melted, add γ-aminopropyltriethoxysilane surface-modified hydrophobic fumed silica (particle size 20 - 40 nm, specific surface area ≥ 200 m² / g) accounting for 0.5 - 1% of the total mass of the compound, stir at 200 - 300 r / min for 10 - 15 min until uniform, and keep the temperature at 60 - 80 °C through a constant temperature device. Use a scraper (stainless steel material can be selected, gap 0.3 - 0.5 mm) to scrape and form a transition layer with a thickness of 0.2 - 0.4 mm, and the scraping speed is 0.1 - 0.2 m / min.

[0043] Before curing, lay a fiberglass mesh cloth (mesh size 10 - 15 mm, gram weight 30 - 50 g / m², such as Owens Corning fiberglass mesh cloth). The long side is orthogonal to the joint at 90°, and the edge extends 10 - 15 cm beyond both sides of the joint. Use a hot-melt asphalt strip with a softening point of 50 - 60 °C (width 2 - 3 cm, thickness 1 - 2 mm) to paste and fix the four corners and the edges. After the strip softens at 60 - 80 °C, it contacts and bonds with the transition layer, and the single contact time ≤ 5 min. Use a rolling device (a manual rolling machine can be selected, linear pressure 80 - 120 N / cm) to roll back and forth 2 - 3 times, so that the mesh cloth fibers are embedded 0.1 - 0.3 mm into the transition layer to form a mechanical anchoring structure.

[0044] Sandblasting treatment increases the surface roughness and improves the bonding area between the transition layer and the primer; the resin asphalt composite material enhances the interfacial compatibility through silane-modified fumed silica. The laying of the fiberglass mesh cloth forms a stress dispersion structure. Through bending test, the number of anti-fatigue cracking times at the joint is increased from 50,000 times to more than 100,000 times, significantly enhancing the tensile and shear resistance of the joint area.

[0045] In another solution, in the long-distance damaged road repair method, the composition, spraying, and curing of the two-component polyurethane binder include: 5.1) Composition of the two-component polyurethane binder: Component A contains by mass percentage: 65 - 75% of a polyether-type polyurethane prepolymer with a hydroxyl value of 35 - 45 mg KOH / g; 3 - 5% of hydrophobic fumed silica with a particle size of 20 - 40 nm surface-modified by trimethylchlorosilane; 5 - 8% of dioctyl phthalate; 0.1 - 0.3% of an organosilicon defoaming agent; deionized water is added to make up to 100%. Before use, Component A is stirred at 20 - 30 °C at a speed of 500 - 800 r / min for 5 - 10 min; Component B contains by mass percentage: 35 - 45% of a liquefied diphenylmethane diisocyanate curing agent, with an NCO group mass fraction of 30 - 32%; 0.3 - 0.6% of dibutyltin dilaurate catalyst; 15 - 20% of a hyperbranched polyester polyol diluent with a hydroxyl value of 210 - 250 mg KOH / g; acetone is added to make up to 100%; 5.2) Spray and penetrate in two times: According to the mass ratio of Component A to Component B of 1:0.8 - 1:1.2, the viscosity after mixing is 800 - 1200 mPa・s, the coating amount is 0.6 - 0.8 kg / m², the penetration time is 5 - 8 min, and the pore filling rate of the fiber layer after penetration ≥ 85%; Add 5 - 10% of its original mass of acetone to Component B, adjust the viscosity to 200 - 400 mPa・s, the coating amount is 0.4 - 0.7 kg / m², the penetration time is 3 - 5 min, and the pore filling rate after penetration ≥ 95%; After each spraying, a hand-held pneumatic vibrator is used to control the vibration frequency at 80 - 120 Hz and the exciting force at 50 - 100 N, and move and vibrate longitudinally along the joint at a speed of 0.5 - 1.0 m / s to discharge the air in the pores and promote the uniform distribution of the binder. 5.3) Curing process: In the first stage, it is pre-cured at an ambient temperature of 25 - 35 °C for 1 - 2 h, and in the second stage, it is cured under hot air circulation conditions at 55 - 65 °C for 30 - 45 min.

[0046] Component A contains by mass percentage: 65 - 75% of a polyether-type polyurethane prepolymer with a hydroxyl value of 35 - 45 mg KOH / g (Wanhua Chemical PM-200 prepolymer can be selected), 3 - 5% of trimethylchlorosilane-modified hydrophobic fumed silica (particle size 20 - 40 nm, such as Evonik AEROSIL R812S), 5 - 8% of dioctyl phthalate (DOP plasticizer), 0.1 - 0.3% of silicone defoamer (Dow Corning AFE-3031 can be selected), and deionized water is added up to 100%. Before use, it is stirred at 20 - 30 °C at 500 - 800 r / min for 5 - 10 min to ensure uniform dispersion.

[0047] Component B contains: 35 - 45% of a liquefied diphenylmethane diisocyanate curing agent (MDI, NCO content 30 - 32%, such as Bayer Desmodur 44M), 0.3 - 0.6% of dibutyltin dilaurate catalyst (DBTDL), 15 - 20% of a hyperbranched polyester polyol diluent with a hydroxyl value of 210 - 250 mg KOH / g (DSM HyperHPA 201 can be selected), and acetone is added up to 100%. Shake well before use.

[0048] Spray and penetrate in two times: For the first time, it is mixed at a mass ratio of component A to component B of 1:0.8 - 1:1.2, the viscosity is controlled at 800 - 1200 mPa・s, the coating amount is 0.6 - 0.8 kg / m², the penetration time is 5 - 8 min. After spraying, a hand-held pneumatic vibrator (frequency 80 - 120 Hz, exciting force 50 - 100 N) is used to move and vibrate longitudinally along the joint to discharge the air in the pores. Before the second spraying, 5 - 10% acetone is added to component B, the viscosity is adjusted to 200 - 400 mPa・s, the coating amount is 0.4 - 0.7 kg / m², the penetration time is 3 - 5 min to ensure that the pore filling rate ≥ 95%.

[0049] Curing process: In the first stage, it is pre-cured at an ambient temperature of 25 - 35 °C for 1 - 2 h, and the environmental conditions are monitored by a temperature and humidity recorder; in the second stage, it is cured under hot air circulation conditions at 55 - 65 °C for 30 - 45 min, and the heating rate is controlled at 5 °C / min to ensure that the binder is completely cross-linked to form an elastic strengthening layer with a thickness of 1.0 - 1.5 mm, and the hardness is tested by a Shore hardness tester to be Shore A 80 - 85.

[0050] The two-component polyurethane binder realizes pore gradient filling through two sprays. Vibration treatment promotes uniform distribution and avoids bubble residues. The segmented curing process ensures sufficient reaction. The formed elastic layer has a tensile strength ≥ 10 MPa and an interfacial peel strength ≥ 1.5 MPa, effectively absorbing the deformation stress of the road surface and reducing the stress concentration phenomenon generated at the joints due to vehicle loads, thus enhancing the long-term reliability of road use.

[0051] In another solution, in the long-distance damaged road repair method described above, after step 5.3) the curing is completed, it further includes a surface function strengthening step: 6.1) Use alumina abrasive with a particle size of 0.1 - 0.3 mm to perform secondary sandblasting on the surface of the cured elastic strengthening layer at a pressure of 0.6 - 0.8 MPa and a spraying angle of 60 - 75°, so that the surface forms a micro-pit structure with an average depth of 50 - 80 μm and exposes the polar groups in the polyurethane molecules. After treatment, the surface roughness Ra = 150 - 200 μm; 6.2) Heat the waterborne epoxy-modified acrylate adhesive with a solid content of 40 - 50% to 40 - 50 °C, add 1 - 2% of silane coupling agent KH-560 based on the mass of the adhesive, stir at 300 - 400 r / min for 5 - 8 min, and then evenly spray it on the surface of the treated elastic layer through a high-pressure airless spraying device at a pressure of 0.4 - 0.6 MPa and a flow rate of 0.8 - 1.2 L / min to form a functional transition layer with a thickness of 80 - 120 μm; 6.3) Before the surface of the functional transition layer is dry to the touch, evenly sprinkle ceramic anti-slip aggregates with a particle size of 0.5 - 1 mm, control the spreading amount to 2.0 - 2.5 kg / m², and roll with a line pressure of 20 - 30 N / cm to make the aggregates embed into the functional transition layer to a depth of ≥ 60%, forming a composite surface layer with both high wear resistance and anti-slip performance.

[0052] After the elastic strengthening layer is cured, use a sandblasting machine (it can be the Qingdao Eric AS-100 sandblasting machine) equipped with alumina abrasive with a particle size of 0.1 - 0.3 mm to perform sandblasting on the surface at a spraying pressure of 0.6 - 0.8 MPa and a spraying angle of 60 - 75°. Keep a distance of 15 - 20 cm between the sandblasting machine nozzle and the surface, move at a constant speed of 0.5 - 0.8 m / min, and control the single sandblasting time to 10 - 15 s / m 2 , so that the surface forms a micro-pit structure with an average depth of 50 - 80 μm. After treatment, use a roughness meter (it can be the Taylor Hobson Surtronic 25) to detect to ensure that the surface roughness Ra reaches 150 - 200 μm, expose the polar groups in the polyurethane molecules, and provide a good bonding interface for the subsequent coating.

[0053] Pour the waterborne epoxy-modified acrylate adhesive with a solid content of 40 - 50% (BASF Acrodur 305W adhesive can be selected) into a stirring kettle. After heating to 40 - 50°C, add 1 - 2% by mass of the adhesive of silane coupling agent KH-560 (Dow Corning Z-6030 coupling agent can be selected), and stir at a speed of 300 - 400 r / min for 5 - 8 min until uniform. Through a high-pressure airless spraying device (Graco 7900 spraying machine made in the United States can be selected), spray the adhesive evenly on the surface after sandblasting treatment at a pressure of 0.4 - 0.6 MPa and a flow rate of 0.8 - 1.2 L / min to form a functional transition layer with a thickness of 80 - 120 μm. When spraying, the spray gun is perpendicular to the surface, and the moving speed is controlled at 0.2 - 0.4 m / min to ensure that the coating is continuous and the thickness is uniform.

[0054] Before the surface of the functional transition layer is dry to the touch (the dry-to-touch time ≤ 30 min), evenly sprinkle ceramic anti-slip aggregates with a particle size of 0.5 - 1 mm (silicon carbide ceramic aggregates can be selected), and the spreading amount is controlled at 2.0 - 2.5 kg / m 2 . Use a manual rolling press (YQ-1 rolling press made in Wuxi can be selected) to reciprocally roll along the longitudinal direction 2 - 3 times with a linear pressure of 20 - 30 N / cm, so that the depth of the aggregates embedded in the transition layer ≥ 60%, forming a composite surface layer with both high wear resistance and anti-slip performance. During the rolling process, promptly clean the excess aggregates that are not embedded on the surface to ensure that the anti-slip aggregates are evenly distributed and tightly combined with the transition layer.

[0055] The secondary sandblasting treatment effectively improves the surface roughness and enhances the mechanical interlock between the coating and the elastic layer by precisely controlling the pressure and angle; the functional transition layer improves the interfacial adhesion through the silane coupling agent, and the embedding of the ceramic aggregates forms a stable anti-slip structure. After testing with a pendulum tester, the anti-slip value of the treated surface can reach 65 - 70 BPN, which is more than 30% higher than that before treatment, significantly improving the anti-slip performance and wear resistance life of the road joint area.

[0056] In another scheme, in the long-distance damaged road repair method described above, after forming the composite surface layer in step 6.3), the following steps are further included: 7.1) Wait until the time for the ceramic anti-slip aggregates to be stably embedded reaches 30 min or more, and use a high-pressure spray device with an atomization particle size of 50 - 100 μm to evenly spray the nano-silica aqueous sealant with a solid content of 15 - 20% on the composite surface layer; the nano-particle size of this sealant is 10 - 20 nm, and the surface is modified with methyltrimethoxysilane. The spraying pressure is controlled at 0.2 - 0.3 MPa to form a super-hydrophobic sealant film with a thickness of 50 - 80 nm; the spraying amount is 0.1 - 0.15 kg / m 2 , and the water contact angle of the treated surface ≥ 115°, and the water seepage coefficient ≤ 30 mL / min; 7.2) When the surface drying time of the sealing film is ≤ 20 min, 60 - 70% of acrylate resin, 10 - 15% of fluorocarbon monomer, 0.5 - 1.0% of leveling agent, 1 - 2% of photoinitiator and the balance of acetone by mass percentage are stirred at a speed of 300 - 400 r / min for 10 - 15 min until uniform, and a fluorocarbon-modified acrylate anti-fouling coating with a thickness of 20 - 30 μm is roll-coated; immediately after roll-coating, it is irradiated with a UV lamp with a wavelength of 365 nm and an energy density of 120 - 150 mJ / cm² for 5 - 8 min to rapidly cure the coating and form a chemical crosslink with the sealing film.

[0057] After the ceramic anti-slip aggregate is stably embedded for 30 min, a nano-silica aqueous sealing liquid with a solid content of 15 - 20% is evenly sprayed on the composite surface layer using a high-pressure spraying device (the Iwata W-71 sprayer from Japan can be selected). The nano-particle size of this sealing liquid is 10 - 20 nm, and the surface is modified with methyltrimethoxysilane (Evonik methyltrimethoxysilane can be selected). The spraying pressure is controlled at 0.2 - 0.3 MPa, and the spraying amount is 0.1 - 0.15 kg / m² to form a super-hydrophobic sealing film with a thickness of 50 - 80 nm. When spraying, the distance between the nozzle and the surface is 20 - 30 cm, and the moving speed is 0.3 - 0.5 m / min to ensure uniform coverage of the sealing liquid. After treatment, it is detected by a contact angle measuring instrument, and the surface water contact angle ≥ 115°, and the water seepage coefficient ≤ 30 mL / min.

[0058] When the surface drying time of the sealing film is ≤ 20 min, 60 - 70% of acrylate resin, 10 - 15% of fluorocarbon monomer, 0.5 - 1.0% of leveling agent, 1 - 2% of photoinitiator and the balance of acetone by mass percentage are poured into a stirring bucket and stirred at a speed of 300 - 400 r / min for 10 - 15 min until uniform. A roll coater (the U-WAY roll coater from Youwei can be selected) is used to roll-coat the mixed liquid on the surface of the sealing film to form a fluorocarbon acrylate (the FJ-C300 series waterborne fluorocarbon coatings from Shanghai Fuleda Fluorocarbon Materials Co., Ltd. can be selected) anti-fouling coating with a thickness of 20 - 30 μm. Immediately after roll-coating, it is irradiated with a UV lamp with a wavelength of 365 nm and an energy density of 120 - 150 mJ / cm² (the SK-UV365 lamp from Shenzhen Sankun can be selected) for 5 - 8 min to rapidly cure the coating and form a chemical crosslink with the sealing film, improving the coating adhesion and anti-fouling performance.

[0059] The super-hydrophobic sealing film is modified by nano-particles, effectively reducing water penetration and stain adhesion; the fluorocarbon coating forms a dense protective layer after UV curing, significantly improving the weather resistance and anti-fouling ability. After the water resistance test, the treated surface has no blistering or peeling phenomenon after being soaked in normal temperature water for 24 h. The oil stain wiping test shows that the stain removal efficiency is increased by 40%, and the maintenance cycle of the joint area is extended.

[0060] In another solution, in the long-distance damaged road repair method, the connecting member 11 is a telescopic member that can telescope along its length direction; the upper fixture 14 is U-shaped, and its open end is clamped and fixed to the outer edge of the upper end of the bucket through a fixing member; the lower fixture 15 includes a fixed connection end and a rotating connection end; a slide rail 12 is arranged vertically at the top of the fixed connection end, the bottom end of the connecting member 11 is connected to the top of the fixed connection end, and a pair of ear plates are arranged at one end of the fixed connection end; the rotating connection end is U-shaped, its open end is clamped at the outer edge of the lower end of the bucket, the rotating shaft is fixed on the outer side of the middle of the rotating connection end, is parallel to both sides of the rotating connection end, and is perpendicular to the axis of the rotating connection end, the rotating shaft rotates with the pair of ear plates and is fixed to the fixed connection end through a locking member.

[0061] The connecting member 11 is a telescopic member that can telescope along its length direction. The upper fixture 14 is of U-shaped structure, and its open end is clamped at the outer edge of the upper end of the bucket and fixed by a bolt fixing member (304 stainless steel bolts can be selected), and the end of the bolt abuts against the top surface of the outer edge of the upper end of the bucket to ensure a firm connection. The lower fixture 15 includes a fixed connection end and a rotating connection end: a slide rail 12 is installed vertically at the top of the fixed connection end, and the bottom end of the connecting member 11 is connected to the top of the fixed connection end; a pair of ear plates are arranged on one side of the fixed connection end. The rotating connection end is U-shaped, its open end is clamped at the outer edge of the lower end of the bucket, a rotating shaft is fixed on the outer side of the middle, the rotating shaft is rotatably connected with the ear plates, and is fixed by a locking member (a limiting block and a nut).

[0062] During assembly, the open end of the upper fixture 14 is clamped and fixed to the outer edge of the upper end of the bucket, then the length of the telescopic member is adjusted according to the size of the bucket, then the rotating connection end is rotated so that its open end is clamped at the outer edge of the lower end of the bucket, the position of the rotating shaft is adjusted to align the rotating connection end with the fixed connection end, and then the nut is tightened so that the limiting block and the nut abut against the ear plates to fix the rotating connection end to the fixed connection end. Serrated anti-slip lines (tooth depth 2 - 3 mm) are arranged on the inner side of the rotating connection end or a rubber pad (nitrile rubber pad can be selected) is pasted to increase the friction with the outer edge of the lower end of the bucket, prevent slipping during the adjustment process, and ensure the overall stability of the adjustment device.

[0063] The moving member 13 cooperates with the slide rail 12 to achieve precise adjustment of the height of the adjusting rod 2. The U-shaped fixture and the locking member ensure the reliable connection between the device and the bucket. The anti-slip lines or rubber pads effectively prevent displacement caused by construction vibration. Through vibration testing, the displacement of the adjustment device under the vibration condition of the roller is ≤ 0.3 mm, which meets the stability requirement of the height of the adjusting rod 2 during the paving process and ensures the control accuracy of the virtual paving thickness.

[0064] In another solution, in the long-distance damaged road repair method described above, the adjusting rod 2 is a C-shaped steel; the connecting piece 11 is a turnbuckle, and the lower side of the upper fixture 14 is connected to the top end of the connecting piece 11; a threaded hole is provided on the upper side of the upper fixture 14, and a bolt is passed through the threaded hole, and the end of the bolt abuts against the top surface of the outer edge of the upper end of the bucket; the other end of the rotating shaft is provided with an external thread; the locking member includes a limiting block and a nut, the limiting block is arranged at one end of the rotating shaft, the nut is arranged at the other end of the rotating shaft, and a pair of ear plates are located between the limiting block and the nut; when the rotating shaft rotates until the open end of the rotating connection end is engaged with the outer edge of the lower end of the bucket, by tightening the nut, the limiting block and the nut abut against the pair of ear plates to fix the rotating connection end to the fixed connection end; anti-slip lines or rubber pads are arranged on the inner side of the rotating connection end, the anti-slip lines are serrated structures, and the tooth depth is 2-3 mm.

[0065] The adjusting rod 2 is made of Q235B C-shaped steel (a C-shaped steel with a cross-sectional size of 100×50×20×3 mm can be selected), and both ends are fixed to the moving member 13 by bolts to enhance the horizontal stiffness to evenly transfer the vertical downward pressure of the bucket on the asphalt layer. The connecting piece 11 is a turnbuckle (a turnbuckle with an M12 specification can be selected), the lower side of the upper fixture 14 is threadedly connected to the top end of the turnbuckle, a threaded hole is provided on the upper side of the upper fixture 14, and after passing through the bolt, the end abuts against the top surface of the outer edge of the upper end of the bucket. By rotating the turnbuckle, the distance between the upper fixture 14 and the lower fixture 15 is adjusted to achieve a rough adjustment of the height of the adjusting rod 2.

[0066] The other end of the rotating shaft is provided with an external thread, the locking member includes a limiting block and a nut, and a pair of ear plates are located between the limiting block and the nut. When the rotating shaft rotates until the open end of the rotating connection end is engaged with the outer edge of the lower end of the bucket, tighten the nut so that the limiting block and the nut respectively abut against both sides of the ear plate to fix the position of the rotating connection end. The serrated anti-slip lines (tooth depth 2-3 mm) or rubber pads on the inner side of the rotating connection end are in close contact with the outer edge of the lower end of the bucket. By increasing the friction coefficient of the contact surface, it is prevented that the height of the adjusting rod 2 slides after adjustment, ensuring the stability of the virtual paving thickness.

[0067] The C-shaped steel adjusting rod 2 improves the structural strength and anti-deformation ability, the turnbuckle realizes flexible adjustment of the height, and the anti-slip line and locking member design enhance the connection reliability. Through load testing, the adjusting device has no displacement under the action of a 500N anti-slip force, meeting the self-locking performance requirements and ensuring the accurate maintenance of the height of the adjusting rod 2 during the paving process.

[0068] In another solution, in the long-distance damaged road repair method described above, the loading capacity of the bucket is 70-80% of the rated load; the forklift truck paves at a speed of 1-2 km / h; Use a roller to roll, control the driving speed at 3-5 km / h, and roll 3-5 times.

[0069] When the bucket is loading asphalt mixture, the loading capacity is controlled at 70 - 80% of the rated load. For example, for a forklift with a rated load of 5 tons, the loading capacity is 3.5 - 4 tons to avoid deformation of the bucket or unstable paving speed caused by overloading. The forklift paves at a constant speed of 1 - 2 km / h, and is monitored in real time through the vehicle-mounted speed sensor to ensure uniform paving of the asphalt mixture, and the paving speed fluctuation ≤ 5%.

[0070] When using a roller (XCMG XS263J roller can be selected) for rolling, the traveling speed is controlled at 3 - 5 km / h: for the initial rolling, the steel wheel roller is used for static rolling for 1 - 2 passes, for the re-rolling, the vibratory roller is used for vibratory rolling for 1 - 2 passes (vibration frequency 30 - 50 Hz), and for the final rolling, the rubber wheel roller is used for static rolling for 1 - 2 passes. The number of rolling passes is adjusted according to the thickness of the asphalt layer and the compaction degree requirements. Finally, the compaction degree is detected by the sand replacement method or the nuclear densitometer to ensure that the compaction degree of the urban expressway and the main road ≥ 96%, and the compaction degree of the secondary arterial road and other roads ≥ 95%.

[0071] Reasonably control the loading capacity and paving speed to avoid thickness deviation caused by uneven load or speed fluctuation; the graded rolling process ensures that the asphalt mixture is fully compacted, and the compaction degree compliance rate ≥ 98%. After being detected by the core drilling method, the void ratio of the asphalt layer after rolling ≤ 4%, and the compressive strength is increased by 10% compared with the conventional process, effectively enhancing the bearing capacity and durability of the road structure.

[0072] Example 1 The present invention provides a long-distance damaged road repair method based on the original road surface elevation, including: 1.1) Clean the damaged road, and use measuring equipment to measure and record the original road surface elevation H0; 1.2) Cut the joints of the damaged area, the cutting depth is 7 cm, clean the debris and ensure the joints are dry; 1.3) Control the ex-factory temperature of the asphalt mixture at 165 °C, the paving temperature is not lower than 140 °C, and the compaction temperature is maintained at 125 °C; 1.4) Determine the design thickness h according to the original road surface elevation H0 and the corresponding design elevation H d and calculate the virtual paving thickness through the formula virtual paving thickness = design thickness / compaction degree; 1.5) Install an adjustment device at the front end of the bucket of the forklift, and the adjustment device includes: two groups of adjustment components and an adjustment rod, and the two groups of adjustment components are symmetrically arranged on both sides of the bucket; d For each group of adjustment components, it includes a connecting piece, a slide rail, a moving piece, an upper clamp and a lower clamp; the connecting piece is arranged between the upper clamp and the lower clamp; the upper clamp is fixed at the outer edge of the upper end of the bucket and is connected to the top end of the connecting piece; the lower clamp is fixed at the outer edge of the lower end of the bucket and is connected to the bottom end of the connecting piece, and a slide rail is arranged along the vertical direction on its upper edge; the moving piece is arranged on the slide rail and can move vertically on the slide rail and is fixed on the slide rail; ​The adjusting rod is horizontally arranged, and its two ends are respectively fixed on two moving parts; Adjust the height of the adjusting rod according to the virtual paving thickness calculated in step 1.4). When adjusting, make the two moving parts move synchronously along the vertical direction on the slide rails. After the height of the adjusting rod corresponds to the virtual paving thickness, fix the two moving parts on the two slide rails; 1.6) Load asphalt into the bucket of the forklift, spread the asphalt by the forklift, and then roll it.

[0073] In step 1.5), install an adjusting device at the front end of the bucket of the forklift, symmetrically install laser thickness gauges on the outer side walls of the two slide rails, and set pressure sensors embedded at the left and right bottoms of the adjusting rod to be in direct contact with the asphalt layer, which is used to monitor the vertical downward pressure transmitted from the bucket to the asphalt layer through the adjusting rod in real time; fixedly install a temperature sensor near the feeding port on the inner side wall of the bucket, which is used to collect the paving temperature T of the asphalt mixture in real time; install pushers at the tops of the two lower clamps, the output ends of the pushers are fixedly connected to the moving parts, and the two pushers can drive the two moving parts to move synchronously along the vertical direction on the slide rails, and the movement accuracy is controlled to be ±0.5 mm; The specific steps for adjusting the height of the adjusting rod according to the virtual paving thickness calculated in step 1.4). When adjusting, make the two moving parts move synchronously along the vertical direction on the slide rails. After the height of the adjusting rod corresponds to the virtual paving thickness, fix the two moving parts on the two slide rails are as follows: According to the virtual paving thickness calculated in step 1.4), drive the two moving parts to move synchronously along the vertical direction on the slide rails through the two pushers. After the height of the adjusting rod corresponds to the virtual paving thickness, fix the two moving parts on the slide rails through the self-locking function of the two pushers. When self-locking, the anti-slip force ≥ 500 N; In step 1.6), during the paving process, the control terminal adjustment method is as follows: a) Deviation detection and hierarchical adjustment Set the initial pressure, and the initial set pressure is the average pressure under the stable working condition measured through the test section paving before construction; when the laser thickness gauge detects that the deviation between the actual thickness and the virtual paving thickness is greater than ±3 mm, the control terminal starts the closed-loop adjustment according to the following logic: a1) If the fluctuation of the vertical downward pressure of the bucket feedback by the pressure sensor exceeds 15% of the initial set pressure, it is determined that the deviation is caused by the change of mechanical load, and the control terminal synchronously adjusts the stroke difference of the two pushers: When the left - hand side pressure > the right - hand side pressure and the left - hand side pressure exceeds the initial pressure by 15%: the left pusher extends, the stroke of the left pusher increases by 0.5 mm, the left side of the adjusting rod rises to reduce the pressure; the right pusher contracts, the stroke of the right pusher decreases by 0.5 mm, the right side of the adjusting rod drops to increase the downward pressure; when the right - hand side pressure > the left - hand side pressure and the right - hand side pressure exceeds the initial pressure by 15%: the right pusher extends, the stroke of the right pusher increases by 0.5 mm, the right side of the adjusting rod rises to reduce the pressure; the left pusher contracts, the stroke of the left pusher decreases by 0.5 mm, the left side of the adjusting rod drops to increase the downward pressure; the total amount of stroke adjustment on both sides each time does not exceed 1 mm. Balance the load through reverse adjustment, and stop adjusting until the difference ratios between the pressures on both sides and the initial pressure are both ≤ 15% and the paving thickness deviation is ≤ ±3 mm. a2) If the fluctuation of the downward pressure feedback by the pressure sensor does not exceed 15% of the initial set pressure and the temperature sensor detects that T is not within the initial set temperature range, it is determined that the deviation is caused by the change in the temperature of the asphalt mixture, and the temperature compensation mechanism is triggered: ① When T is in the range of [140, 160] °C, the compensation coefficient C is 0.98; when T is in the range of (160, 170] °C, the compensation coefficient C is 0.95; ② If T is lower than 140 °C or higher than 170 °C, the control terminal sends a signal to suspend construction until the temperature is adjusted to the qualified range of 140 - 170 °C; ③ Match the C value according to the measured T value, recalculate the virtual paving thickness through the formula virtual paving thickness = C × designed thickness / compaction degree, and adjust the height of the adjusting rod to the newly calculated virtual paving thickness by driving the moving part with the pusher. b) Gradient fine - tuning mechanism During the closed - loop adjustment process, the laser thickness gauge continuously collects the thickness data of the paved layer. If the thickness error of 3 consecutive measuring points is greater than ±3 mm, the control terminal automatically triggers the pusher for gradient fine - tuning: b1) First fine - tuning: Adjust the stroke of the pusher in the opposite direction of the thickness deviation by 0.5 mm; b2) Second fine - tuning: If the error of the next measuring point is still greater than ±3 mm after the first adjustment, repeat step b1) until the thickness error of 3 consecutive measuring points does not exceed ±3 mm and stop adjusting, and the total amount of adjustment each time does not exceed 2 mm.

[0074] The connecting piece 11 is a telescopic part that can expand and contract along the length direction; the upper fixture is U - shaped, and its open end is clamped and fixed on the outer edge of the upper end of the bucket through a fixing part; the lower fixture includes a fixed connection end and a rotating connection end; a slide rail is arranged vertically on the top of the fixed connection end, the bottom end of the connecting piece 11 is connected to the top of the fixed connection end, and a pair of ear plates is arranged at one end of the fixed connection end; the rotating connection end is U - shaped, its open end is clamped on the outer edge of the lower end of the bucket, the rotating shaft is fixed on the outside of the middle of the rotating connection end, and is parallel to both sides of the rotating connection end and perpendicular to the axis of the rotating connection end. The rotating shaft rotates with a pair of ear plates and is fixed on the fixed connection end through a locking part.

[0075] The adjusting rod is a C-shaped steel; the connecting piece 11 is a turnbuckle, and the lower side of the upper fixture is connected to the top end of the connecting piece 11; a threaded hole is provided on the upper side of the upper fixture, and a bolt is inserted through the threaded hole, and the end of the bolt abuts against the top surface of the outer edge of the upper end of the bucket; the other end of the rotating shaft is provided with an external thread; the locking piece includes a limiting block and a nut, the limiting block is arranged at one end of the rotating shaft, the nut is arranged at the other end of the rotating shaft, and a pair of ear plates are located between the limiting block and the nut; when the rotating shaft rotates until the open end of the rotating connection end is engaged with the outer edge of the lower end of the bucket, by tightening the nut, the limiting block and the nut are made to abut against the pair of ear plates to fix the rotating connection end to the fixed connection end; anti-slip lines or rubber pads are arranged on the inner side of the rotating connection end, the anti-slip lines are serrated structures, and the tooth depth is 2-3 mm.

[0076] The loading capacity of the bucket is 75% of the rated load; the forklift truck performs paving at a speed of 1.5 km / h; Use a roller to roll, control the driving speed at 4 km / h, and roll 4 times.

[0077] Example 2 On the basis of Example 1, the following steps are further included: After the asphalt layer is rolled and formed and naturally cooled to below 50 °C, the asphalt layer joint above the concrete base joint formed by cutting in step 1.2) is strengthened, including the following steps: 3.1) Use a high-pressure air gun to vertically scour the surface of the asphalt layer joint at a pressure of 0.7 MPa, control the scour depth at 1.5 cm, remove the residual asphalt debris and dust, and only expose the interface between the concrete base and the asphalt layer to form a bonding surface with a surface roughness Ra = 65 μm; 3.2) Prepare an SBS-modified emulsified asphalt primer. The SBS-modified emulsified asphalt primer contains, by mass percentage: matrix asphalt 82%, SBS modifier 3.9%, composite emulsifier 1.5%, stabilizer 0.24%, Fischer-Tropsch wax warm mix agent 0.4%, and the balance is water; it is formed into a primer with a solid content of 62% by circulating and grinding in a colloid mill at 65 °C; 3.3) Spray the primer on the entire cross-section of the joint at a pressure of 0.4 MPa to cover the interface between the asphalt layer and the concrete base, form a continuous bonding film layer of 0.5 kg / m², and naturally demulsify and dry for 12 min under the condition that the ambient temperature ≥ 10 °C.

[0078] Example 3 On the basis of Example 2, the following steps are further included: Add a surface strengthening treatment step after step 3.3): 4.1) Use silicon carbide abrasive with a particle size of 0.4 mm to sandblast the surface of the bonding film layer at a pressure of 0.5 MPa and a spraying angle of 80°, and the surface roughness Ra after treatment is 100 μm; 4.2) Heat epoxy resin and asphalt at a mass ratio of 1:4 to 70 °C, add hydrophobic fumed silica with a particle size of 30 nm and surface-modified with 0.7% γ-methacryloxypropyltrimethoxysilane based on the total mass of the compound, stir at 250 r / min for 12 min until uniform, and keep it warm at 70 °C for use. Scrape and coat with a 0.4 mm gap using a scraper to form a resin-asphalt transition layer with a thickness of 0.3 mm; 4.3) Before the resin-asphalt transition layer cures, lay a fiberglass grid cloth with a mesh size of 12 mm and a grammage of 40 g / m². The specific laying method is as follows: a) Lay the grid cloth orthogonally at 90° to the joint in the long side direction, with the edges exceeding the asphalt layers on both sides of the joint by 12 cm each. Use a hot melt asphalt adhesive strip with a softening point of 55 °C, a width of 2.5 cm, and a thickness of 1.5 mm to paste and fix the four corners and edges. The adhesive strip softens at 70 °C and initially bonds with the resin-asphalt transition layer, and the single contact time ≤ 5 min; b) Reciprocally roll 3 times with a linear pressure of 100 N / cm and a rolling speed of 0.7 m / min through a rolling device, so that the grid cloth fibers are embedded in the resin-asphalt transition layer to form an anchor protrusion structure with a thickness of 0.2 mm; 4.4) Uniformly spray the two-component polyurethane binder into the pores of the fiber layer at a coating amount of 1.2 kg / m², and form an elastic strengthening layer with a thickness of 1.2 mm after curing.

[0079] The composition, spraying and curing of the two-component polyurethane binder include: 5.1) Composition of the two-component polyurethane binder: Component A contains by mass percentage: 70% of a polyether-type polyurethane prepolymer with a hydroxyl value of 40 mg KOH / g; 4% of hydrophobic fumed silica with a particle size of 30 nm and surface-modified with trimethylchlorosilane; 7% of dioctyl phthalate; 0.2% of an organosilicon defoamer; deionized water is added to make up to 100%; Component A is stirred at 700 r / min for 7 min at 25 °C before use; Component B contains by mass percentage: 40% of a liquefied diphenylmethane diisocyanate curing agent, with an NCO group mass fraction of 31%; 0.4% of dibutyltin dilaurate catalyst; 17% of a hyperbranched polyester polyol diluent with a hydroxyl value of 230 mg KOH / g; acetone is added to make up to 100%; 5.2) Spray and penetrate in two times: Mix Components A and B according to a mass ratio of 1:1, with a coating amount of 0.7 kg / m² and a penetration time of 6 min. After penetration, the pore filling rate of the fiber layer ≥ 85%; Add 7% of its original mass of acetone to Component B, adjust the viscosity to 300 mPa・s, with a coating amount of 0.5 kg / m² and a penetration time of 4 min. After penetration, the pore filling rate ≥ 95%; After each spraying, a handheld pneumatic vibrator is used to control the vibration frequency at 100 Hz and the exciting force at 100 N, and it moves longitudinally along the joint at a speed of 0.7 m / s to vibrate, exhausting the air in the pores and promoting the uniform distribution of the binder; 5.3) Curing process: In the first stage, it is pre-cured at an ambient temperature of 30 °C for 1.5 h, and in the second stage, it is cured under hot air circulation at 60 °C for 37 min.

[0080] Example 4 Based on Example 3, the following steps are further included: After the curing in step 5.3) is completed, the following surface function strengthening steps are further included: 6.1) Use alumina abrasive with a particle size of 0.2 mm to perform secondary sandblasting on the surface of the cured elastic strengthening layer at a pressure of 0.7 MPa and a spraying angle of 67°, so as to form a micron-level pit structure with an average depth of 65 μm on the surface and expose the polar groups in the polyurethane molecules. After treatment, the surface roughness Ra = 180 μm; 6.2) Heat the waterborne epoxy-modified acrylate adhesive with a solid content of 45% to 45 °C, add 1.5% of the silane coupling agent KH-560 by mass of the adhesive, stir for 6 min at 350 r / min, and then evenly spray it on the surface of the treated elastic layer through a high-pressure airless spraying device at a pressure of 0.5 MPa and a flow rate of 1 L / min to form a functional transition layer with a thickness of 100 μm; 6.3) Before the surface of the functional transition layer is dry to the touch, evenly sprinkle ceramic anti-slip aggregates with a particle size of 0.7 mm, control the spreading amount to 2.2 kg / m², and roll it with a line pressure of 25 N / cm so that the depth of the aggregates embedded in the functional transition layer is ≥ 60%, forming a composite surface layer with both high wear resistance and anti-slip performance.

[0081] Example 5 Based on Example 4, the following steps are further included: After the composite surface layer is formed in step 6.3), the following steps are further included: 7.1) Wait until the stable time for the ceramic anti-slip aggregates to be embedded reaches 30 min or more, and use a high-pressure spray device with an atomization particle size of 70 μm to evenly spray the waterborne nano-silica sealing liquid with a solid content of 17% on the composite surface layer; the nano-particle size of this sealing liquid is 15 nm, and the surface is modified with methyltrimethoxysilane. Control the spraying pressure at 0.25 MPa to form a super-hydrophobic sealing film with a thickness of 70 nm; the spraying amount is 0.12 kg / m 2 ; 7.2) When the surface dry time of the sealing film is ≤ 20 min, stir 65% of acrylate resin, 12% of fluorocarbon monomer, 0.7% of leveling agent, 1.5% of photoinitiator and the balance of acetone by mass percentage at a rotation speed of 350 r / min for 12 min until homogeneous, and roll coat a fluorocarbon-modified acrylate anti-fouling coating with a thickness of 25 μm; immediately after roll coating, irradiate with an ultraviolet lamp with a wavelength of 365 nm and an energy density of 130 mJ / cm² for 7 min to rapidly cure the coating and form a chemical crosslinking with the sealing film.

[0082] Comparative Example 1 The present invention provides a long-distance damaged road repair method based on the original road surface elevation, including: 1.1) Cleaning the damaged road; 1.2) Cutting the joints in the damaged area with a cutting depth of 7 cm, cleaning the debris and ensuring the joints are dry; 1.3) Controlling the ex-factory temperature of the asphalt mixture to be 165 °C, the paving temperature not less than 140 °C, and the compaction temperature remaining at 125 °C; 1.4) Using a type ABG423 mechanical adjustable asphalt paver, and then using a roller to roll, controlling the traveling speed to be 4 km / h and rolling 4 times.

[0083] Experimental plan I. Experimental purpose Verify the precise control ability of the automatic paving technology based on the adjusting device for the paving thickness in the repair of long-distance damaged roads. Compare the differences in thickness deviation between the traditional mechanical paving equipment (type ABG423) and the technology of the present invention. Evaluate the progressive improvement effect of multi-layer strengthening treatment (joint strengthening, elastic layer, functional coating) on joint durability and road surface function.

[0084] II. Experimental grouping and core technologies Table 1 III. Experimental objects and material equipment 1. Experimental road section Select a two-way four-lane urban secondary road (K0+000 - K0+600), and divide a single lane into 6 test areas (each 100 m 2 ), numbered D1 (Comparative Example 1), D2 - D6 (Examples 1 - 5).

[0085] 2. Materials and equipment Table 2 IV. Test methods Table 3 V. Experimental data (thickness deviation comparison and performance progression) Table 4 VI. Group Analysis 1. Comparative Example 1 (Traditional Mechanical Paving) Core issues: The ABG 423 paver relies on manual adjustment of the screw height without real-time monitoring, with a deviation of ±8.5 mm, which is 3.4 times that of Example 1. This leads to insufficient road surface flatness, and the local compaction degree is only 91% (4% lower than the standard). This is because the uneven thickness in Comparative Example 1 results in insufficient compaction in some places and over-compaction in others during rolling, resulting in poor overall compaction effect. The interface is not treated, the bonding strength is 0.72 MPa (only 36% of Example 5), and the water permeability coefficient is 125 mL / min (56% higher than the qualified value). Slurry pumping and reflection cracks are likely to occur in the rainy season. The skid resistance value is 44 BPN, lower than the sub-arterial road standard (50 BPN), and the surface texture is damaged due to uneven paving, resulting in poor safety performance.

[0086] Conclusion: Traditional equipment cannot meet the accuracy and durability requirements of long-distance damaged roads, and there are uncontrollable risks in manual experience adjustment.

[0087] 2. Example 1 (Basic Control Group) Technical advantages: The closed-loop control of the adjustment device + laser thickness gauge makes the deviation ≤ ±2.5 mm, and the compaction degree is 95%, solving the core pain points of traditional methods. Although the joints are not strengthened, the flatness and compaction degree meet the sub-arterial road standards, proving the independent effectiveness of the automatic control technology.

[0088] Limitations: The joints are only basically cleaned, and diseases may still occur due to insufficient interface bonding during long-term use.

[0089] 3. Examples 2 - 5 (Multi-layer Reinforcement Group) Progressive improvement in joint performance: Example 2: High-pressure flushing + primer increases the bonding strength to 1.43 MPa (↑99% vs Comparative Example 1), reduces the water permeability coefficient to 60 mL / min (↓52%), and increases the interface roughness from Ra < 30 μm to 50 - 80 μm, enhancing the initial bonding force. Example 3: Sandblasting + grid cloth forms a mechanical anchor connection, with a bonding strength of 1.65 MPa (↑15% vs Example 2), a water permeability coefficient of 45 mL / min, and the number of anti-fatigue cracking cycles increases from 50,000 times to more than 100,000 times. Example 4: The elastic layer fills the porosity ≥95%, the bonding strength is 1.82 MPa (↑10%), the water permeability coefficient is 30 mL / min, and effectively absorbs the shear stress generated by vehicle loads. Example 5: The superhydrophobic film + fluorocarbon coating achieves a water contact angle of 115°, the water permeability coefficient is 25 mL / min (↓80% vs Comparative Example 1), and the skid resistance value is 72 BPN, with both waterproof, anti-fouling and high friction properties.

[0090] Common advantages: The same automated thickness control technology is adopted in all embodiments, and the deviation is stable at about ±2.5 mm, proving the consistency and reliability of the core technology.

[0091] VII. Conclusion The adjustment device of the present invention reduces the paving thickness deviation from ±8.5 mm of traditional equipment to ±2.5 mm through automated closed-loop control, and the compaction compliance rate is increased from 91% to over 95%, solving the accuracy bottleneck of manual adjustment. From Example 2 to Example 5, the joint bonding strength is increased by 2.8 times, the water permeability coefficient is reduced by 80%, and the skid resistance value is increased by 64%, reflecting the progressive optimization effect of "interface treatment → mechanical enhancement → elastic toughening → functional protection", and each layer of process brings clear performance gains. The low performance of Comparative Example 1 proves by contradiction the necessity of the technology of the present invention. Especially in the repair of long-distance and high-traffic roads, the lack of automated control and strengthening treatment will lead to short-term failure and increase the life-cycle cost.

[0092] Example 1 is applicable to the basic repair of low-traffic roads; Examples 2-3 are applicable to medium-traffic roads, with emphasis on joint durability; Examples 4-5 are applicable to heavy-load traffic, rainy or cold regions, and Example 5 is preferably selected as the optimal solution with the best comprehensive performance to achieve the dual goals of "accurate thickness + long-term durability".

[0093] Although the embodiments of the present invention have been disclosed as above, it is not limited to the applications listed in the specification and embodiments. It can be fully applied to various fields suitable for the present invention. For those familiar with the field, additional modifications can be easily made. Therefore, without departing from the general concept defined by the claims and the equivalent scope, the present invention is not limited to the specific details and the illustrated and described examples here.

Claims

1. A long-distance damaged road repair method based on the original road surface elevation, characterized in that, Including: 1.1) Clean the damaged road, and use measuring equipment to measure and record the original pavement elevation H0 of the damaged road; 1.2) Cut the joints in the damaged area, with a cutting depth of 5 - 10 cm, clean the debris and ensure the joints are dry; 1.3) Control the ex-factory temperature of the asphalt mixture to be 160 - 170 °C, the paving temperature not less than 140 °C, and the compaction temperature maintained at 120 - 130 °C; 1.4) Determine the design thickness h based on the original road surface elevation H0 and the corresponding design elevation H d The calculation formula is h = H d - H0; then calculate the loose laying thickness through the formula: loose laying thickness = design thickness / degree of compaction; 1.5) Install an adjusting device at the front end of the bucket of the forklift. The adjusting device includes: two groups of adjusting components and an adjusting rod. The two groups of adjusting components are symmetrically arranged on both sides of the bucket; For each group of adjusting components, it includes a connecting piece, a slide rail, a moving part, an upper clamp and a lower clamp; the connecting piece is arranged between the upper clamp and the lower clamp; the upper clamp is fixed at the outer edge of the upper end of the bucket and is connected to the top of the connecting piece; the lower clamp is fixed at the outer edge of the lower end of the bucket and is connected to the bottom of the connecting piece, and a slide rail is arranged along the vertical direction on its upper edge; the moving part is arranged on the slide rail and can move vertically on the slide rail and is fixed on the slide rail; The adjusting rod is horizontally arranged, and its two ends are respectively fixed on the two moving parts; Adjust the height of the adjusting rod according to the loose laying thickness calculated in step 1.4). When adjusting, make the two moving parts move synchronously vertically on the slide rails. After the height of the adjusting rod corresponds to the loose laying thickness, fix the two moving parts on the two slide rails; 1.6) Load asphalt into the bucket, spread the asphalt by the forklift, and then roll it.

2. The long-distance damaged road repair method according to claim 1, characterized in that, In step 1.5), install an adjusting device at the front end of the bucket of the forklift, and symmetrically install laser thickness gauges on the outer side walls of the two slide rails. Pressure sensors are embedded at the left and right bottoms of the adjusting rod and are in direct contact with the asphalt layer, used to monitor the vertical downward pressure transmitted from the bucket to the asphalt layer through the adjusting rod in real time; a temperature sensor is fixedly installed on the inner side wall of the bucket near the feeding port, used to collect the paving temperature T of the asphalt mixture in real time; pushers are installed on the tops of the two lower clamps, and the output ends of the pushers are fixedly connected to the moving parts. The two pushers can drive the two moving parts to move synchronously vertically on the slide rails, and the movement accuracy is controlled within ±0.5 mm; The specific steps for adjusting the height of the adjusting rod according to the loose laying thickness calculated in step 1.4). When adjusting, make the two moving parts move synchronously vertically on the slide rails. After the height of the adjusting rod corresponds to the loose laying thickness, fix the two moving parts on the two slide rails are as follows: According to the loose laying thickness calculated in step 1.4), drive the two moving parts to move synchronously vertically on the slide rails through the two pushers. After the height of the adjusting rod corresponds to the loose laying thickness, fix the two moving parts on the slide rails through the self-locking function of the two pushers. When self-locking, the anti-slip force ≥ 500 N; In step 1.6) during the paving process, the control terminal adjustment method is as follows: a) Deviation detection and hierarchical adjustment Set the initial pressure. The initial set pressure is the average value of the pressure under stable working conditions measured through the paving of the test section before construction; when the laser thickness gauge detects that the deviation between the actual thickness and the loose laying thickness is greater than ±3 mm, the control terminal starts the closed-loop adjustment according to the following logic: a1) If the fluctuation of the vertical downward pressure of the bucket feedback by the pressure sensor exceeds 15% of the initial set pressure, it is determined that the deviation is caused by the change of mechanical load, and the control terminal synchronously adjusts the stroke difference of the two side pusher: When the pressure on the left side > the pressure on the right side and the pressure on the left side exceeds 15% of the initial pressure: The left pusher extends, the stroke of the left pusher increases by 0.5 mm, the left side of the adjusting rod rises, and the pressure is reduced; The right pusher contracts, the stroke of the right pusher decreases by 0.5 mm, the right side of the adjusting rod descends, and the downward pressure is increased; When the pressure on the right side > the pressure on the left side and the pressure on the right side exceeds 15% of the initial pressure: The right pusher extends, the stroke of the right pusher increases by 0.5 mm, the right side of the adjusting rod rises, and the pressure is reduced; The left pusher contracts, the stroke of the left pusher decreases by 0.5 mm, the left side of the adjusting rod descends, and the downward pressure is increased; The total amount of stroke adjustment on both sides each time does not exceed 1 mm. The balance load is adjusted by reverse adjustment until the difference ratio between the pressures on both sides and the initial pressure is ≤ 15%, and the paving thickness deviation ≤ ±3 mm, then stop; a2) If the fluctuation of the downward pressure feedback by the pressure sensor does not exceed 15% of the initial set pressure and the temperature sensor detects that T is not within the initial set temperature range, it is determined that the deviation is caused by the change of the asphalt material temperature, and the temperature compensation mechanism is triggered: ① When T is in the range of [140, 160] °C, the compensation coefficient C is 0.98; when T is in the range of (160, 170] °C, the compensation coefficient C is 0.95; ② If T is lower than 140 °C or higher than 170 °C, the control terminal sends a signal to suspend construction until the temperature is adjusted to the qualified range of 140 - 170 °C; ③ Match the C value according to the measured T value, recalculate the virtual paving thickness through the formula virtual paving thickness = C × design thickness / compaction degree, and adjust the height of the adjusting rod to the newly calculated virtual paving thickness by driving the moving part with the pusher; b) Gradient fine-tuning mechanism During the closed-loop adjustment process, the laser thickness gauge continuously collects the thickness data of the paved layer. If the thickness error of 3 consecutive measurement points is greater than ±3 mm, the control terminal automatically triggers the pusher for gradient fine-tuning: b1) First fine-tuning: Adjust the stroke of the pusher in the opposite direction of the thickness deviation by 0.5 mm; b2) Second fine-tuning: If the error of the next measurement point is still greater than ±3 mm after the first adjustment, repeat step b1) until the thickness error of 3 consecutive measurement points does not exceed ±3 mm, then stop the adjustment, and the total amount of adjustment each time does not exceed 2 mm.

3. The long-distance damaged road repair method according to claim 1, characterized in that, After the asphalt layer is rolled and formed and naturally cooled to below 50 °C, the asphalt layer joint above the concrete base joint formed by cutting in step 1.2) is strengthened, including the following steps: 3.1) Use a high-pressure air gun to vertically flush the surface of the asphalt layer joint with a pressure of 0.5 - 0.8 MPa, control the flushing depth to 1 - 2 cm, remove the residual asphalt debris and dust, and form a bonding surface with a surface roughness Ra = 50 - 80 μm; 3.2) Prepare the SBS modified emulsified asphalt primer. The SBS modified emulsified asphalt primer contains, by mass percentage: 80 - 85% of matrix asphalt, 3.5 - 4.2% of SBS modifier, 1.2 - 1.8% of composite emulsifier, 0.18 - 0.36% of stabilizer, 0.3 - 0.5% of Fischer-Tropsch wax warm mix agent, and the balance is water; Circulate and grind at 60 - 70 °C through a colloid mill to form a primer with a solid content of 60 - 65%. 3.3) Spray the primer on the entire cross-section of the joint at a pressure of 0.3 - 0.5 MPa, covering the interface between the asphalt layer and the concrete base layer, to form a continuous bonding film layer of 0.4 - 0.6 kg / m², and naturally demulsify and dry for 10 - 15 min under the condition that the ambient temperature ≥ 10 °C.

4. The long-distance damaged road repair method according to claim 3, characterized in that, Add a surface strengthening treatment step after step 3.3): 4.1) Use emery abrasive with a particle size of 0.3 - 0.6 mm to sandblast the surface of the bonding film layer at a pressure of 0.4 - 0.6 MPa and a spraying angle of 75 - 90°, and the surface roughness Ra after treatment is 80 - 120 μm; 4.2) Heat epoxy resin and asphalt at a mass ratio of 1:3 - 1:5 to 60 - 80 °C, add hydrophobic fumed silica with a particle size of 20 - 40 nm and surface modified with 0.5 - 1% of γ-aminopropyltriethoxysilane based on the total mass of the compound, stir at 200 - 300 r / min for 10 - 15 min until uniform, and keep it warm at 60 - 80 °C for use. Scraping coating is carried out through a scraper with a gap of 0.3 - 0.5 mm to form a resin asphalt transition layer with a thickness of 0.2 - 0.4 mm; 4.3) Before the resin asphalt transition layer cures, lay a fiberglass grid cloth with a mesh size of 10 - 15 mm and a grammage of 30 - 50 g / m². The specific laying method is: a) The long side direction of the grid cloth is orthogonally laid at 90° to the joint, and the edges extend 10 - 15 cm beyond the asphalt layers on both sides of the joint. Use a hot melt asphalt adhesive strip with a softening point of 50 - 60 °C, a width of 2 - 3 cm, and a thickness of 1 - 2 mm to paste and fix the four corners and edges. The adhesive strip softens at 60 - 80 °C and is preliminarily bonded to the resin asphalt transition layer, and the single contact time ≤ 5 min; b) Reciprocally roll 2 - 3 times through a rolling device at a linear pressure of 80 - 120 N / cm and a rolling speed of 0.5 - 1.0 m / min, so that the grid cloth fibers are embedded in the resin asphalt transition layer to form an anchor protrusion structure of 0.1 - 0.3 mm; 4.4) Uniformly spray the two-component polyurethane binder into the pores of the fiber layer at a coating amount of 1.0 - 1.5 kg / m², and form an elastic strengthening layer with a thickness of 1.0 - 1.5 mm after curing.

5. The long-distance damaged road repair method according to claim 4, characterized in that, The composition, spraying and curing of the two-component polyurethane binder include: 5.1) Composition of the two-component polyurethane binder: Component A contains, by mass percentage: 65 - 75% of polyether-type polyurethane prepolymer with a hydroxyl value of 35 - 45 mg KOH / g; 3 - 5% of hydrophobic fumed silica with a particle size of 20 - 40 nm and surface modified with trimethylchlorosilane; 5 - 8% of dioctyl phthalate; 0.1 - 0.3% of silicone defoamer; Deionized water is added to make up to 100%; Component A is stirred at 500 - 800 r / min for 5 - 10 min at 20 - 30 °C before use; Component B contains by mass percentage: 35 - 45% of liquefied diphenylmethane diisocyanate curing agent, with the mass fraction of NCO groups being 30 - 32%; 0.3 - 0.6% of dibutyltin dilaurate catalyst; 15 - 20% of hyperbranched polyester polyol diluent with a hydroxyl value of 210 - 250 mg KOH / g; Acetone is added to make up to 100%; 5.2) Spray penetration is carried out in two times: First spraying: After mixing Components A and B according to the mass ratio of 1:0.8 - 1:1.2, the viscosity is 800 - 1200 mPa・s, the coating amount is 0.6 - 0.8 kg / m², the penetration time is 5 - 8 min, and the pore filling rate of the fiber layer after penetration is ≥85%; Second spraying: 5 - 10% of the original mass of acetone is added to Component B, the viscosity is adjusted to 200 - 400 mPa・s, the coating amount is 0.4 - 0.7 kg / m², the penetration time is 3 - 5 min, and the pore filling rate after penetration is ≥95%; After each spraying, a handheld pneumatic vibrator is used to control the vibration frequency at 80 - 120 Hz and the exciting force at 50 - 100 N, and it moves longitudinally along the joint at a speed of 0.5 - 1.0 m / s for vibration to discharge the air in the pores and promote the uniform distribution of the binder; 5.3) Curing process: In the first stage, it is pre-cured at 25 - 35 °C for 1 - 2 h, and in the second stage, it is cured for 30 - 45 min under the condition of hot air circulation at 55 - 65 °C.

6. The long-distance damaged road repair method according to claim 5, characterized in that, After the curing in step 5.3) is completed, it also includes a surface function strengthening step: 6.1) The surface of the cured elastic strengthening layer is subjected to secondary sandblasting with alumina abrasive with a particle size of 0.1 - 0.3 mm at a pressure of 0.6 - 0.8 MPa and a spraying angle of 60 - 75°, so that a micron-level pit structure with an average depth of 50 - 80 μm is formed on the surface and the polar groups in the polyurethane molecules are exposed. After treatment, the surface roughness Ra = 150 - 200 μm; 6.2) The aqueous epoxy-modified acrylate adhesive with a solid content of 40 - 50% is heated to 40 - 50 °C, 1 - 2% of silane coupling agent KH-560 based on the mass of the adhesive is added, stirred at 300 - 400 r / min for 5 - 8 min, and then evenly sprayed on the surface of the treated elastic layer through a high-pressure airless spraying device at a pressure of 0.4 - 0.6 MPa and a flow rate of 0.8 - 1.2 L / min to form a functional transition layer with a thickness of 80 - 120 μm; 6.3) Before the surface of the functional transition layer is dry, ceramic anti-slip aggregates with a particle size of 0.5 - 1 mm are evenly spread, and the spreading amount is controlled at 2.0 - 2.5 kg / m². It is rolled with a line pressure of 20 - 30 N / cm to make the aggregates embed into the functional transition layer with a depth of ≥60% to form a composite surface layer with both high wear resistance and anti-slip performance.

7. The long-distance damaged road repair method according to claim 6, characterized in that, After the composite surface layer is formed in step 6.3), the following steps are also included: 7.1) After the ceramic anti-slip aggregate has been stably embedded for 30 minutes or more, use a high-pressure spray device with an atomization particle size of 50-100 μm to evenly spray a nano-silica aqueous sealant with a solid content of 15-20% on the composite surface layer; the nano-particle size of this sealant is 10-20 nm, and the surface is modified with methyltrimethoxysilane. The spraying pressure is controlled at 0.2-0.3 MPa to form a super-hydrophobic sealant film with a thickness of 50-80 nm; the spraying amount is 0.1-0.15 kg / m 2 ; 7.2) When the surface drying time of the sealing film ≤ 20 min, 60 - 70% of acrylate resin, 10 - 15% of fluorocarbon monomer, 0.5 - 1.0% of leveling agent, 1 - 2% of photoinitiator and the balance of acetone by mass percentage are stirred at a speed of 300 - 400 r / min for 10 - 15 min until uniform, and a fluorocarbon-modified acrylate anti-fouling coating with a thickness of 20 - 30 μm is roll-coated; immediately after roll-coating, it is irradiated with a UV lamp with a wavelength of 365 nm and an energy density of 120 - 150 mJ / cm² for 5 - 8 min to rapidly cure the coating and form a chemical cross-linking with the sealing film.

8. The long-distance damaged road repair method according to claim 1, characterized in that The connecting piece is a telescopic piece, which can be telescoped along its length direction; the upper clamp is U-shaped, and its open end is clamped and fixed at the outer edge of the upper end of the bucket through a fixing piece; the lower clamp includes a fixed connection end and a rotating connection end; a slide rail is arranged vertically at the top of the fixed connection end, the bottom end of the connecting piece is connected to the top of the fixed connection end, and a pair of ear plates are arranged at one end of the fixed connection end; the rotating connection end is U-shaped, its open end is clamped at the outer edge of the lower end of the bucket, the rotating shaft is fixed on the outside of the middle of the rotating connection end, and is parallel to both sides of the rotating connection end and perpendicular to the axis of the rotating connection end, the rotating shaft rotates with a pair of ear plates and is fixed on the fixed connection end through a locking piece.

9. The long-distance damaged road repair method according to claim 8, wherein The adjusting rod is a C-shaped steel; the connecting piece is a turnbuckle, and the lower side of the upper clamp is connected to the top end of the connecting piece; a threaded hole is arranged on the upper side of the upper clamp, a bolt is inserted through the threaded hole, and the end of the bolt abuts against the top surface of the outer edge of the upper end of the bucket; the other end of the rotating shaft is provided with an external thread; the locking piece includes a limiting block and a nut, the limiting block is arranged at one end of the rotating shaft, the nut is arranged at the other end of the rotating shaft, and a pair of ear plates are located between the limiting block and the nut; when the rotating shaft rotates until the open end of the rotating connection end is clamped at the outer edge of the lower end of the bucket, by tightening the nut, the limiting block and the nut are made to abut against a pair of ear plates to fix the rotating connection end on the fixed connection end; anti-slip lines or rubber pads are arranged on the inner side of the rotating connection end, and the anti-slip lines are serrated structures with a tooth depth of 2 - 3 mm.

10. The long-distance damaged road repair method according to claim 1, characterized in that, The loading capacity of the bucket is 70 - 80% of the rated load; the forklift truck is paved at a speed of 1 - 2 km / h; Use a roller to roll, control the driving speed at 3 - 5 km / h, and roll 3 - 5 times.

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