High skid resistance epoxy asphalt cold patching layer structure
Patent Information
- Application Number
- CN202522097645.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-29
- Publication Date
- 2026-11-03
- Estimated Expiration
- 2035-09-29
AI Technical Summary
Existing road pothole repair materials are inadequate in terms of anti-skid performance and long-term durability, especially in terms of the coefficient of friction, which is difficult to maintain at a level above 65, and they also suffer from water damage and early structural deterioration.
The high-skid epoxy asphalt cold patch repair layer structure consists of an epoxy asphalt mortar layer, an epoxy asphalt mixture layer, a first anti-skid layer, and a second anti-skid layer. The anti-skid performance is improved by the diamond abrasive extrusion structure, and the high strength of the epoxy material is used to resist traffic loads and temperature stress.
It significantly improves the skid resistance coefficient (BPN) of the repaired road surface to greater than 70, extends the repair life, enhances the bonding strength of materials, prevents water penetration, improves wear resistance, and is environmentally friendly.
Smart Images
Figure CN224930902U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of road engineering materials technology, specifically to a high skid-resistant epoxy asphalt cold patch repair layer structure. Background Technology
[0002] Currently, cold patch materials commonly used for road pothole repair are mostly composed of base asphalt or modified asphalt combined with solvents, fillers, and additives. Their basic structure uses aggregate as the skeleton and asphalt binder as the bonding layer, supplemented by additives to adjust construction and performance. In this system, aggregate provides mechanical load-bearing capacity, asphalt binder coats the aggregate to form a bonding network, achieving adhesion to the original pavement, while solvents and plasticizers are mainly used to improve the workability of the mixture at low temperatures. To further enhance performance, some cold patch materials also incorporate fibers, mineral powders, or polymer modifiers to strengthen adhesion and material flexibility.
[0003] However, this type of material has significant structural defects, particularly in its insufficient anti-skid performance, which seriously affects driving safety. On the one hand, the interfacial bonding force between the asphalt binder and aggregate in the cold-mix system is weak, making it difficult to form a dense and stable composite structure. Under traffic loads, aggregate displacement and adhesive layer peeling easily occur, leading to loose repair areas and rutting deformation, affecting the stability of the macrostructure. On the other hand, after the material is formed, a smooth, thin slurry layer enriched with asphalt and solvent easily forms on the surface, resulting in insufficient aggregate embedding depth, shallow texture, and significantly deteriorated anti-skid performance. Studies have shown that the coefficient of friction (BPN) of untreated cold-mix materials is only about 22, far below the standard requirements, and cannot meet the basic requirements for safe driving.
[0004] To improve skid resistance, existing technologies often employ surface treatment methods, such as spreading crushed stone, brushing, or pouring anti-skid surface layers. For example, Shi Wenhai reported in "Research on Pothole Repair Technology for Asphalt Pavements" (Traffic World, Issue 34, 2018) that after treating the potholes by "evenly spreading a layer of fine sand on the surface after compaction," the initial friction coefficient (BPN) of the repaired pavement could reach as high as 65, but after one year of use, the BPN dropped to below 60. This result indicates that although surface treatment can improve skid resistance in the short term, its effect is difficult to sustain, exposing the inherent shortcomings of traditional cold patch materials in terms of long-term durability.
[0005] Furthermore, existing cold-applied composite structures are prone to premature damage under water immersion, freeze-thaw cycles, and heavy traffic. Micropores and weak points created within the material due to solvent evaporation or mixing provide pathways for moisture intrusion, accelerating overall structural deterioration. Simultaneously, the volatile solvents introduced to maintain workability also pose environmental and health risks.
[0006] Current cold patch technology has not fundamentally resolved the core contradiction between insufficient skid resistance and poor long-term durability, especially lacking an effective solution for maintaining a friction coefficient consistently above 65. Therefore, there is an urgent need for innovation at the material structure design level to develop new cold patch materials that combine high initial skid resistance with long-term durability to meet the engineering requirements of safe passage and long-term service after road repair. Utility Model Content
[0007] The purpose of this invention is to provide a high-skid-resistance epoxy asphalt cold patch repair layer structure. The combination of the first and second anti-skid layers makes its skid resistance coefficient (BPN) greater than 70, which can significantly improve the skid resistance coefficient (BPN) of the repaired road surface. The middle layer uses epoxy asphalt mixture, which can effectively resist traffic load and temperature stress and extend the repair life.
[0008] The above-mentioned technical objective of this utility model is achieved through the following technical solution: a high anti-skid epoxy asphalt cold patch repair layer structure, comprising an epoxy asphalt mortar layer, an epoxy asphalt mixture layer, a first anti-skid layer and a second anti-skid layer arranged from bottom to top, wherein the first anti-skid layer and the second anti-skid layer are both composite structural layers formed by epoxy asphalt mortar and corundum sprinkled on the surface of epoxy asphalt mortar.
[0009] The particle size of the corundum in the second anti-skid layer is smaller than that in the first anti-skid layer. The surface layer is formed by double-spraying epoxy asphalt mortar and sprinkling corundum of different particle sizes on the epoxy asphalt mortar, creating a stable interlocking structure, which significantly improves the anti-skid performance of the repaired surface.
[0010] The thickness ratio of the first anti-slip layer to the second anti-slip layer is 1.5:1 or 2:1.
[0011] The epoxy asphalt mixture layer consists of aggregates with a particle size of 0.75-5mm and aggregates with a particle size of 5-10mm. The aggregates with a particle size of 0.75-5mm account for 20-30%, and the aggregates with a particle size of 5-10mm account for 70-80%.
[0012] In summary, this utility model has the following beneficial effects: 1) Applying a toughened epoxy asphalt mortar as the base layer can significantly enhance the bond strength between the repair layer and the original road surface, and effectively prevent water penetration, thus avoiding peeling and early damage caused by water loss.
[0013] 2) The middle layer uses epoxy asphalt mixture, which combines the stability of the skeleton with the high strength of epoxy asphalt, and can effectively resist traffic loads and temperature stress, thus extending the repair life.
[0014] 3) The combination of the first and second anti-slip layers makes its anti-slip coefficient (BPN) greater than 70, thus improving its wear resistance. Attached Figure Description
[0015] Figure 1 This is a schematic diagram of the structure of this utility model.
[0016] Figure 2 This is a schematic diagram of the state after the repair of this utility model.
[0017] In the diagram: 1. Epoxy asphalt mortar layer; 2. Epoxy asphalt mixture layer; 3. First anti-skid layer; 4. Second anti-skid layer; 5. Road surface. Detailed Implementation
[0018] The present invention will be further described in detail below with reference to the accompanying drawings.
[0019] like Figure 1 and 2 As shown in the figure, this utility model embodiment proposes a high anti-skid epoxy asphalt cold patch repair layer structure, including an epoxy asphalt mortar layer 1, an epoxy asphalt mixture layer 2, a first anti-skid layer 3 and a second anti-skid layer 4 arranged from bottom to top. The first anti-skid layer 3 and the second anti-skid layer 4 are both composite structure layers formed by epoxy asphalt mortar and diamond abrasive sprinkled on the surface of epoxy asphalt mortar.
[0020] Before repairing potholes, the damaged area needs to be grooved and shaped. First, according to the degree and extent of road damage, the outline of the pothole repair is drawn parallel or perpendicular to the direction of traffic, following the principle of "round hole, square patch". Then, the pothole is excavated along the outline. The shaped groove wall should be flat and firm. Finally, the old material in the pothole is dug out, and the irregular damaged parts are leveled to ensure that the excavated pothole is a regular square or rectangle. This will increase the aesthetics of the road surface and improve the driving comfort of vehicles.
[0021] To ensure better adhesion of the repair material to the pothole walls and bottom, it is essential to ensure that the pothole is free of dust, moisture, and other debris, and that it is thoroughly cleaned. Compressed air or hot air can be used for cleaning, or manual tools can be used for sweeping. After the asphalt pavement has been grouted, a toughened epoxy asphalt mortar is sprayed onto each side wall and bottom of the pothole at a rate of approximately 0.2–0.4 kg / m² to form an epoxy asphalt mortar layer 1 at the bottom of the pothole, providing waterproofing and underlying adhesion.
[0022] Then, the epoxy asphalt mixture is filled into the pit to form epoxy asphalt mixture layer 2. A 3-5 mm gap is left between the top surface of epoxy asphalt mixture layer 2 and the road surface. The epoxy asphalt mixture layer uses a mixture of 20-30% small-diameter aggregate and 70-80% large-diameter aggregate. The particle size of the small-diameter aggregate is 0.75-5 mm, and the particle size of the large-diameter aggregate is 5-10 mm. The aggregate system provides good mechanical bearing capacity, and has both skeleton stability and the high strength characteristics of epoxy asphalt. It can effectively resist traffic loads and temperature stress, and extend the repair service life.
[0023] Finally, within the 3-5mm space reserved between the top surface of the epoxy asphalt mixture layer 2 and the road surface, approximately 0.8-1.0 kg / m² of toughened epoxy asphalt mortar is sprayed, followed by the application of corundum to form the first anti-skid layer 3. Then, approximately 0.6-0.8 kg / m² of toughened epoxy asphalt mortar is sprayed again, and corundum is applied to form the second anti-skid layer 4, ensuring the repaired surface is flush with the rest of the road surface. The thickness ratio of the first anti-skid layer 3 to the second anti-skid layer 4 is 1.5:1 or 2:1. The corundum in the second anti-skid layer 4 has a smaller particle size than that in the first anti-skid layer 3. This smaller particle size allows for an interlocking structure on the repaired surface, improving anti-skid performance and increasing the road surface skid resistance coefficient (BPN) to greater than 70. It also provides good water sealing.
[0024] For example, if a 5mm gap is left between the top surface of the epoxy asphalt mixture layer 2 and the road surface, 3mm diameter corundum is sprinkled on the epoxy asphalt mortar in the first anti-skid layer 3, and 2mm diameter corundum is sprinkled on the epoxy asphalt mortar in the second anti-skid layer 4; or, if a 3mm gap is left between the top surface of the epoxy asphalt mixture layer 2 and the road surface, 2mm diameter corundum is sprinkled on the epoxy asphalt mortar in the first anti-skid layer 3, and 1mm diameter corundum is sprinkled on the epoxy asphalt mortar in the second anti-skid layer 4, the surface interlocking structure enhances anti-skid performance and wear resistance, while protecting the intermediate layer from water damage and environmental impact. After construction, the anti-skid performance of five pothole repair sites was tested using a pendulum friction tester according to this scheme. The test results are shown in Table 1.
[0025] Table 1. Results of Road Surface Skid Resistance Test
[0026] As shown in Table 1, after the road surface is treated with the high-skid-resistance epoxy asphalt cold patch repair layer structure of this application, the skid resistance coefficient (BPN) of this application is at least 75, which is much higher than the existing skid resistance coefficient (BPN) of 65. The skid resistance and impermeability of the five pothole repair pavements were tracked and tested. The skid resistance coefficient and impermeability coefficient were measured after construction, one year of use, and two years of use. The test results are shown in Table 2.
[0027] Table 2. Anti-slip coefficient and permeability coefficient after two years of use.
[0028] As shown in Table 2, after the treatment of the high anti-skid epoxy asphalt cold patch repair layer structure of this application, even after two years of use, its anti-skid and anti-permeability capabilities are significantly better than those of the existing technology, as reported by Shi Wenhai in "Research on Pothole Repair Technology of Asphalt Pavement" (Traffic World, Issue 34, 2018) after one year of use.
[0029] The construction process of this structure is clear and easy to operate. It can be applied in layers under normal temperature conditions, making it highly adaptable and meeting the needs of emergency repairs and road maintenance under complex climatic conditions. Epoxy asphalt mortar gives the repair layer excellent resistance to water damage and freeze-thaw cycles, avoiding repeated repairs caused by interface peeling and performance degradation of traditional cold-applied materials; at the same time, it reduces the use of solvent-based additives, making it more environmentally friendly.
[0030] This invention can also achieve the same technical objective using the following alternative solutions: the bottom toughening epoxy asphalt can be replaced with polyurethane asphalt; the intermediate epoxy asphalt mixture skeleton structure can be replaced with OGFC (open-graded asphalt wearing course) or SMA (asphalt mastic aggregate) structure; and the corundum in the first and second anti-skid layers can be replaced with ceramic particles. All of the above alternative solutions can achieve the desired objectives and beneficial effects of this invention while maintaining the core principles.
Claims
1. A high-skid-resistance epoxy asphalt cold patch repair layer structure, characterized in that, It includes, from bottom to top, an epoxy asphalt mortar layer, an epoxy asphalt mixture layer, a first anti-skid layer, and a second anti-skid layer. The first and second anti-skid layers are both composite structural layers formed by epoxy asphalt mortar and corundum sprinkled on the surface of epoxy asphalt mortar.
2. The high-skid-resistance epoxy asphalt cold patch repair layer structure according to claim 1, characterized in that, The particle size of the corundum in the second anti-skid layer is smaller than that of the corundum in the first anti-skid layer.
3. The high skid-resistant epoxy asphalt cold patch repair layer structure according to claim 2, characterized in that, The particle size of the corundum in the first anti-skid layer is 2-3 mm, and the particle size of the corundum in the second anti-skid layer is 1-2 mm.
4. The high skid-resistant epoxy asphalt cold patch repair layer structure according to claim 1, characterized in that, The thickness ratio of the first anti-slip layer to the second anti-slip layer is 1.5:1 or 2:1.