Anti-slip composition for road paving with reduced cracking and improved durability, and construction method thereof

Abstract

The present invention relates to an anti-slip composition for road paving that reduces cracking and improves durability, and a method of construction using the same. More specifically, the invention relates to an anti-slip composition for road paving that minimizes cracking and dramatically improves durability by preventing structural defects through increased flexibility of the paving material and adhesion to the road surface, so that the anti-slip paving material applied to the road surface in accident-risk sections to shorten the braking distance of automobiles and prevent traffic accidents does not cause problems such as cracking, peeling, and aggregate detachment due to various environmental factors, and a construction method using the same. That is, the present invention relates to an anti-slip composition for road paving comprising a main component and a curing agent component, wherein the main component comprises polymethyl methacrylate (PMMA), methyl methacrylate (MMA), 2-ethylhelyl acrylate (2-EHA), butyldiglycol methacrylate (BDGMA), polyvinyl acetate (PVAc), styrene solution, aggregate, filler, paraffin wax, and coloring pigment, and the curing agent component comprises benzoyl peroxide and dioctyl phthalate (DOP or DEHP), wherein the butyldiglycol methacrylate (BDGMA) is composed of 15 to 25 parts by weight per 100 parts by weight of the total main component.

Description

Technology Field

[0001] The present invention relates to an anti-slip composition for road paving that reduces cracking and improves durability, and a method of construction using the same. More specifically, the invention relates to an anti-slip composition for road paving that minimizes cracking and dramatically improves durability by preventing structural defects through increased flexibility of the paving material and adhesion to the road surface, so that the anti-slip paving material applied to the road surface in accident-risk sections to shorten the braking distance of automobiles and prevent traffic accidents does not cause problems such as cracking, peeling, and aggregate detachment due to various environmental factors, and a construction method using the same. Background Technology

[0003] Generally, anti-slip pavement is a safety facility installed on roads to increase the friction of the road surface, reduce braking distances, and prevent skidding accidents.

[0004] This anti-slip pavement is primarily installed in high-risk accident zones such as steep slopes, sharp curves, child and elderly protection zones, intersection entrances, and ahead of crosswalks; it not only maximizes frictional resistance between the tires and the road surface but also serves to alert drivers and encourage slowing down through vivid colors.

[0006] Generally, a widely used method for these anti-slip pavements involves mixing and applying a high-performance resin-based binder with aggregate onto the road surface (asphalt or concrete). In the past, epoxy resin was primarily used; however, as a rigid material, epoxy had the disadvantage of frequently causing defects and discoloration because it could not withstand the shrinkage and expansion of the road. To compensate for this, MMA (Methyl Methacrylate) resin-based methods, which possess a shrinkage and expansion rate similar to asphalt and offer relatively superior flexibility, have recently been applied as the primary technology.

[0008] However, conventional anti-slip paving materials using MMA resins and the like are also experiencing critical problems as time passes after installation. This is because the deterioration of the coating film, which ages as the paving material is continuously exposed outdoors to strong ultraviolet rays, moisture, rapid temperature changes, and acid rain, is unavoidable.

[0010] As deterioration progresses, the inherent elasticity of the paving material decreases, causing it to harden and eventually lead to cracking in the coating. Furthermore, a combination of phenomena—such as stripping (peeling) and chalking (discoloration or powdering)—is triggered, significantly shortening the pavement's lifespan.

[0011] In particular, due to structural defects, the surface aggregate (stone granules), which is a key element providing slip resistance, falls off, leaving only the paint, or the drainage function is lost, causing hydroplaning during rain. This results in a rapid decrease in friction on wet roads, which actually produces a counterproductive effect that leads to major traffic accidents.

[0013] Therefore, there is an urgent need to develop a highly durable anti-slip paving material composition and a construction method thereof that can prevent deterioration caused by external environmental factors such as ultraviolet rays or moisture, and fundamentally reduce cracking, aggregate detachment, and film peeling by maximizing the flexibility of the coating and adhesion to the road surface. Prior art literature

[0015] Registered Patent No. 10-2885940 (Anti-slip paving material having crack reduction function) Registered Patent No. 10-2213066 (Crack-reducing anti-slip paving material composition having high tensile strength and excellent wear resistance and method for constructing anti-slip paving using the same) The problem to be solved

[0016] The present invention has been devised to solve the various problems of the prior art as described above, and the specific problems that the present invention aims to solve are as follows.

[0018] First, the main objective of the present invention is to provide an anti-slip composition for road paving and a method for applying the same, which prevents the phenomenon in which the anti-slip paving material deteriorates due to ultraviolet rays, moisture, temperature changes, etc. after construction, thereby reducing its elasticity and hardening, and maximizes the flexibility of the paving material itself and its adhesion to the road surface, thereby drastically reducing the occurrence of cracks in the coating film.

[0020] Secondly, another objective of the present invention is to prevent the detachment of aggregates and fillers constituting the anti-slip paving material even under continuous friction and loads generated during road driving, and to prevent structural defects by minimizing the stripping / peeling phenomenon in which the film-type binder and aggregates detach entirely from the pavement surface.

[0022] Third, another objective of the present invention is to provide a composition and a construction method that can prevent traffic accidents by significantly improving the overall durability of the anti-slip paving material, thereby stably maintaining the inherent safety functions of the paving material—such as preventing hydroplaning through smooth drainage during rain and shortening braking distance—for a long period, and can also resolve the inconvenience of traffic control caused by frequent repair work and significantly reduce maintenance budget. means of solving the problem

[0024] The present invention relates to an anti-slip composition for road paving comprising a main component and a curing agent component, wherein the main component comprises polymethyl methacrylate (PMMA), methyl methacrylate (MMA), 2-ethylhexyl acrylate (2-EHA), butyldiglycol methacrylate (BDGMA), polyvinyl acetate (PVAc), styrene solution, aggregate, filler, paraffin wax, and coloring pigment, and the curing agent component comprises benzoyl peroxide and dioctyl phthalate (DOP or DEHP), wherein the butyldiglycol methacrylate (BDGMA) comprises 15 to 25 parts by weight per 100 parts by weight of the total main component.

[0026] In addition, the main component is characterized by comprising 10 to 15 parts by weight of polymethyl methacrylate (PMMA), 20 to 35 parts by weight of methyl methacrylate (MMA), 7 to 12 parts by weight of 2-ethylhexyl acrylate (2-EHA), 15 to 25 parts by weight of butyl diglycol methacrylate (BDGMA), 3 to 7 parts by weight of polyvinyl acetate (PVAc), 2 to 5 parts by weight of styrene solution, 15 to 25 parts by weight of aggregate, 20 to 30 parts by weight of filler, 2 to 5 parts by weight of paraffin wax, and 3 to 5 parts by weight of coloring pigment.

[0028] In addition, the above anti-slip composition for road paving is characterized by being mixed by adding 5 to 10 parts by weight of the curing agent to 100 parts by weight of the main component.

[0030] In addition, the present invention relates to a method for constructing an anti-slip pavement using an anti-slip composition for road paving, comprising: a pavement surface pretreatment step of removing foreign substances, dust, and moisture from the road surface to be constructed; a step of preparing a mixture by stirring the main component and the hardener component of the anti-slip composition for road paving; a step of forming an anti-slip layer by applying the mixture onto the road surface; and a step of curing the anti-slip layer by natural curing.

[0032] In addition, the above-mentioned pavement surface pretreatment step is characterized by first cleaning the pavement surface with a brush or road surface brush during the process of pretreating the surface of asphalt concrete pavement or cement concrete pavement, and then using a vacuum cleaner as a finishing step to suck up and remove dust from the gaps between the aggregates of the pavement surface. Effects of the invention

[0034] The anti-slip composition for road paving and the method of construction according to the present invention provide the following effects.

[0036] First, it provides the effects of increased flexibility and reduced cracking.

[0037] By applying a technology that ensures the flexibility of the anti-slip paving material and increases adhesion to the substrate to prevent structural defects, the occurrence of cracks caused by external impact or temperature changes is drastically reduced.

[0039] Second, it prevents the detachment of aggregates and fillers.

[0040] The bonding strength between the binder resin and internal components is enhanced, significantly reducing the phenomenon of aggregates and fillers constituting the anti-slip paving material falling out even under continuous vehicle loads and friction.

[0042] Third, it reduces stripping / peeling on the packaging surface.

[0043] By maximizing interfacial adhesion with the pavement surface, it fundamentally prevents the peeling phenomenon in which the anti-slip material (film-type binder and aggregate) detaches entirely from the existing road pavement even under heavy vehicle traffic conditions.

[0045] Fourth, improves the durability of packaging materials and reduces maintenance budget.

[0046] The combined effects of crack reduction, prevention of surface peeling, and reduction of delamination as described above significantly increase the overall service life and durability of the anti-slip paving material, thereby eliminating factors that cause frequent defect repairs and drastically reducing the maintenance budget. Brief explanation of the drawing

[0048] FIG. 1 is a drawing showing a method for constructing an anti-slip pavement using the anti-slip composition for road paving of the present invention. Specific details for implementing the invention

[0049] Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Furthermore, in describing the present invention, detailed descriptions of related known functions or configurations are omitted if it is determined that such detailed descriptions may unnecessarily obscure the essence of the present invention.

[0051] The anti-slip composition for road paving with improved crack reduction and durability according to the present invention corresponds to a composition comprising a main component and a hardener component.

[0053] The main component constituting the composition of the present invention comprises polymethyl methacrylate (PMMA), methyl methacrylate (MMA), 2-ethylhexyl acrylate (2-EHA), butyldiglycol methacrylate (BDGMA), polyvinyl acetate (PVAc), styrene solution, aggregate, filler, paraffin wax, and coloring pigment.

[0054] The above curing agent part comprises benzoyl peroxide and dioctyl phthalate (DOP or DEHP).

[0056] The above-mentioned main component serves as the body forming the framework and flesh of the anti-slip paving layer. It comprises aggregates and fillers that provide friction with vehicle tires, an acrylic binder resin (such as MMA) that forms the physical strength and durability of the coating film, and functional monomers such as butyl diglycol methacrylate (BDGMA) to ensure the flexibility of the coating film, which is a key feature of the present invention. The main component does not harden on its own but maintains a liquid or viscous paste state to prevent chemical deterioration of the raw materials until application.

[0058] The feature of the present invention is that the butyldiglycol methacrylate (BDGMA) is composed of 15 to 25 parts by weight per 100 parts by weight of the main component.

[0059] Butyl diglycol methacrylate (BDGMA), a key component of the present invention, is a component introduced to overcome the fatal disadvantage of conventional acrylic (MMA) packaging materials, namely brittleness (hardening) after curing.

[0060] The above butyl diglycol methacrylate (BDGMA) molecule has a long flexible chain structure, so it performs an internal plasticization role by securing a gap within the polymer network during the copolymerization reaction of the main component and the curing agent, and provides long-term flexibility to the coating structure itself without the leaching of a separate plasticizer.

[0062] By ensuring this flexibility, thermal stress and vibration energy caused by temperature changes and vehicle loads are effectively absorbed and dispersed, thereby fundamentally preventing cold cracking caused by film shrinkage during the winter. Furthermore, the unique chemical structure of butyl diglycol methacrylate (BDGMA) significantly improves wetting for fine pores in asphalt or concrete road surfaces, maximizing interfacial adhesion and drastically preventing stripping, where the pavement material detaches entirely from the road surface, even during long-term use.

[0064] In the present invention, the content of butyl diglycol methacrylate (BDGMA), which imparts flexibility to the acrylic binder resin system, is a very important factor directly related to the overall durability of the anti-slip paving material. In the present invention, through numerous repeated experiments, the content was strictly limited to 15 to 25 parts by weight per 100 parts by weight of the main component, and if this range is exceeded, the balance of physical properties required as a road paving material is seriously compromised.

[0066] If butyl diglycol methacrylate (BDGMA) is added in a small amount of less than 15 parts by weight, it fails to provide sufficient plasticizing effect (flexibility) within the coating film. As a result, the cured paving material becomes brittle and excessively hard, similar to conventional MMA resins. Furthermore, it cannot withstand shrinkage and expansion stresses when subjected to sudden temperature drops in mid-winter or heavy vehicle loads repeatedly, leading to micro-cracks on the surface of the coating film or easy delamination where it detaches from the road surface.

[0068] Conversely, if the content is added in excess of 25 parts by weight, the elongation rate of the coating increases rapidly, but a fatal problem occurs in which the tensile strength and surface hardness of the entire paving material are significantly reduced. This leads to poor abrasion resistance, causing aggregates to easily detach, and especially when the road surface temperature rises rapidly due to a heatwave in midsummer, the coating surface becomes sticky or the paving material undergoes plastic deformation and is pushed out due to friction from vehicle tires, resulting in the loss of the road's safety function.

[0070] Therefore, in order to fundamentally prevent low-temperature cracking and delamination caused by brittleness, which is a chronic problem of conventional acrylic anti-slip paving materials, and at the same time maintain excellent surface strength and abrasion resistance for a long period even in harsh road environments, it is indispensable to adjust the blending ratio of butyl diglycol methacrylate (BDGMA) to within the critical range of 15 to 25 parts by weight as presented above. By deriving this optimal numerical range, the present invention has completed a highly durable anti-slip composition that provides strong friction while flexibly responding to temperature changes.

[0072] The specific roles of the remaining components constituting the main part of the present invention, in addition to the butyl diglycol methacrylate (BDGMA) mentioned above, and the reasons for limiting the mixing ratios are as follows.

[0074] The above-mentioned polymethyl methacrylate (PMMA) and methyl methacrylate (MMA) are main binder resins responsible for the basic mechanical strength and weather resistance of the coating film. In the present invention, PMMA is included in an amount of 10 to 15 parts by weight and MMA in an amount of 20 to 35 parts by weight per 100 parts by weight of the main component. If the content of these resins is below the lower limit, the bonding strength of the coating film weakens, resulting in reduced wear resistance and surface strength; if it exceeds the upper limit, the viscosity of the mixture increases rapidly, causing problems such as significantly reduced workability during construction and difficulty in controlling the curing reaction.

[0076] The above 2-ethylhexyl acrylate (2-EHA) is an auxiliary softening agent that works together with the above BDGMA to supplement the elongation of the coating film and further improve crack resistance in cryogenic environments. It is preferable to include it in an amount of 7 to 12 parts by weight; if it is less than 7 parts by weight, the auxiliary softening effect is negligible, and if it exceeds 12 parts by weight, the curing speed of the coating film is delayed and the surface becomes excessively soft, which may lead to reduced durability during vehicle traffic.

[0078] The above polyvinyl acetate (PVAc) maximizes interfacial adhesion with various road surfaces such as asphalt and concrete, and serves to alleviate shrinkage stress by compensating for the volume shrinkage that inevitably occurs during the curing process of the acrylic resin. It is appropriate to include it in an amount of 3 to 7 parts by weight; if it is less than 3 parts by weight, the effect of enhancing adhesion with the road surface is insufficient, leading to a risk of delamination, and if it exceeds 7 parts by weight, it may reduce the compatibility of the entire resin and lower the mechanical strength of the coating film.

[0080] The above styrene solution acts as a reactive diluent to appropriately lower the viscosity within a high-viscosity resin mixture, thereby ensuring on-site workability and roller applicability, while simultaneously enhancing the water resistance of the coating film after curing. It is limited to 2 to 5 parts by weight; if it is less than 2 parts by weight, the viscosity reduction effect is negligible, and if it exceeds 5 parts by weight, it may cause an odor due to unreacted residue and lead to long-term yellowing of the coating film.

[0082] The above aggregate and filler are framework components that provide friction, which is an essential function of anti-slip pavement, and maintain the structural strength of the coating film. The present invention comprises 15 to 25 parts by weight of aggregate and 20 to 30 parts by weight of filler based on 100 parts by weight of the total main component.

[0084] In particular, the aggregate is characterized by being composed of a mixture of crushed aggregate and silica sand in a weight ratio of 1:1. Since the crushed aggregate is manufactured by crushing rocks, it has an irregular particle shape and contains many sharp edges, which maximizes mechanical engagement with vehicle tires and dramatically increases the initial friction coefficient.

[0085] The silica sand mixed in with this has high hardness and a uniform particle size, which prevents the aggregate itself from breaking or wearing away even under repeated vehicle loads and friction, thereby supporting the durability of the coating film.

[0087] The present invention achieves an optimal balance by mixing crushed aggregate and silica sand in a 1:1 ratio, thereby simultaneously securing the excellent initial braking performance of the crushed aggregate and the long-term wear resistance of the silica sand. In addition, the filler is characterized by the application of calcium carbonate (CaCO3) powder.

[0088] The calcium carbonate mentioned above plays a role in significantly improving the overall density and compressive strength of the coating film by densely filling the fine pores between large aggregates. In addition, it performs an important function of greatly improving workability by preventing the settling of heavy aggregates to the bottom within the liquid resin mixture before application and maintaining the viscosity of the mixture at an appropriate level, thereby enabling on-site workers to apply it uniformly with a roller or trowel.

[0090] If the combined content of the aggregate and filler is insufficient and falls below the lower limit specified above, the slip resistance of the road surface decreases, making it difficult to expect a reduction in braking distance and lowering the overall strength of the coating film. Conversely, if it exceeds the upper limit, the binder resin fails to completely encapsulate the aggregate and calcium carbonate particles, resulting in weakened bonding strength and causing the aggregate on the surface to easily detach due to physical friction during vehicle traffic.

[0092] The above paraffin wax is an essential additive to prevent air inhibition, a phenomenon where the surface remains sticky due to contact with oxygen in the air when the acrylic resin cures. It rises to the surface immediately after application and forms a thin barrier film, thereby inducing complete curing. It is included in an amount of 2 to 5 parts by weight; if it is less than 2 parts by weight, the surface barrier film is not properly formed, resulting in air inhibition, and if it exceeds 5 parts by weight, it may actually lower the coefficient of friction of the surface, thereby reducing the anti-slip effect.

[0094] The above coloring pigment is intended to provide visibility suitable for the purpose of the application location, such as a child protection zone or a sharp curve section, and uses 3 to 5 parts by weight of an inorganic or organic pigment with excellent weather resistance to provide a distinct visual attention-aware effect to the driver.

[0096] Following the description of the composition of the main component above, the curing agent in this invention is a key ingredient that acts as a trigger for a rapid curing reaction the moment it is mixed with the main component, which is stored without reactivity until application. Through this, the fluid paste-like mixture is transformed into a hard, flexible, solid, high-strength anti-slip film within a short period of time.

[0098] In order to induce this chemical curing reaction with optimal speed and stability according to field conditions, the curing agent part comprises benzoyl peroxide (BPO) and dioctyl phthalate (DOP or DEHP), and the specific technical significance of each component is as follows.

[0100] The above benzoyl peroxide (BPO) is a radical initiator that initiates the polymerization reaction of acrylic monomers included in the main component, and is included in an amount of 35 to 55 parts by weight per 100 parts by weight of the total curing agent component.

[0101] If the content is less than 35 parts by weight, the curing speed is excessively delayed due to a lack of initiator, or the inside of the coating film is not sufficiently cured, making it difficult to obtain the target mechanical strength. Conversely, if it exceeds 55 parts by weight, the polymerization reaction proceeds too rapidly, which may result in side effects such as cracking immediately after application or reduced adhesion to the road surface.

[0103] The above-mentioned dioctyl phthalate (DOP or DEHP) is included in an amount of 45 to 65 parts by weight per 100 parts by weight of the total curing agent. Dioctyl phthalate acts as a phlegmatizer to stabilize chemically unstable benzoyl peroxide, thereby reducing the risk of explosion and fire, while simultaneously functioning as a dispersant to help the curing agent in powder or paste form disperse uniformly within the main component without clumping. If the content is less than 45 parts by weight, the concentration of the curing agent becomes too high, which reduces safety during handling and makes uniform mixing with the main component difficult; if it exceeds 65 parts by weight, the amount remaining as a non-reactive component in the coating film after curing increases, which may cause a decrease in the surface hardness and wear resistance of the coating film.

[0105] As a result, the present invention precisely controls the ratio of benzoyl peroxide and dioctyl phthalate constituting the curing agent part to within the above critical range, thereby ensuring safety during on-site construction and simultaneously inducing perfect copolymerization with the main part, thereby completing an anti-slip layer that is resistant to low-temperature cracking and has excellent durability.

[0106] In the anti-slip composition for road paving according to the present invention, the mutual synergistic effect resulting from an organic composite combination of three core binders—butyl diglycol methacrylate (BDGMA), which provides long-term flexibility to the coating film; polyvinyl acetate (PVAc), which is responsible for enhancing interfacial adhesion and mitigating shrinkage; and styrene solution, which improves workability as a reactive diluent—in addition to the main binder resin, calcium carbonate (CaCO3) filler, which prevents the settling of aggregates in the liquid mixture and increases coating film density, and paraffin wax, which fundamentally resolves uncured stickiness on the surface by blocking oxygen in the air, was verified. To ensure the accuracy of the experiment, the mixing ratios of the remaining components, excluding variable components, were fixed identically (control variables) in all examples and comparative examples, and the specific mixing ratios of the main components are as shown in [Table 1] below. Mixing ratios of main components in examples and comparative examples (Unit: parts by weight) Ingredient name Example 1 Example 2 Comparative Example 1 Comparative Example 2 Comparative Example 3 PMMA 12 12 12 12 12 MMA 25 25 25 25 25 2-EHA 10 10 10 10 10 BDGMA 15 22 0 (Not included) 20 20 PVAc 3 5 5 0 (Not included) 5 Styrene solution 2 4 3 3 0 (Not included) Aggregate (Crushed aggregate:Silica sand = 1:1) 20 20 20 20 20 Filler (calcium carbonate) 25 25 25 5 (Below standard) 25 paraffin wax 3 3 0 (Not included) 3 3 Coloring pigment 4 4 4 4 4 Physical Property Evaluation Methods and Results The following physical property evaluations were performed on each anti-slip composition film prepared with the mixing ratios in [Table 1] above, and the results are shown in [Table 2]. Low-temperature crack resistance: The prepared film specimens were placed in a low-temperature chamber maintained at -20℃ for 24 hours, and the evaluation was conducted by visually observing whether micro-cracks or splits occurred on the film surface. Adhesion strength: To confirm the interfacial bonding strength with the existing road surface, the composition was applied and cured on a standard asphalt concrete road surface in accordance with KS F 4936 (Film-type flooring), and the adhesion strength (N / mm²) was measured using a tensile adhesion strength tester. Field workability and surface hardening: Immediately after mixing the main component and the hardener, the settling of heavy aggregate components within the liquid resin mixture and flatness during roller application were observed. Furthermore, after the completion of curing, stickiness (uncured) due to the inhibition of oxygen polymerization was evaluated on the uppermost surface of the film, which is the air-contacting surface. We comprehensively evaluated whether residues remain. Results of physical property evaluation Evaluation items Example 1 Example 2 Comparative Example 1 Comparative Example 2 Comparative Example 3 Check for low-temperature cracking (-20℃, left for 24 hours) doesn't exist doesn't exist Occurrence (numerous cracks on the coating surface) doesn't exist doesn't exist Adhesion strength (N / mm²) 2.4 2.8 1.4 0.7 (Interfacial detachment and peeling) 2.1 On-site workability and roller applicability excellence excellence Defective (uncured surface, severe stickiness) Defective (aggregate sinks in liquid) Defect (clumping due to high viscosity) Looking at the results of the physical property evaluation in [Table 2] above, it can be seen that in order to achieve the crack reduction, delamination prevention, and excellent workability intended by the present invention, the calcium carbonate filler and paraffin wax, along with the core binder combination (BDGMA, PVAc, styrene solution), must all be critically bonded within the specified scope of the claims. Specifically, in the case of Comparative Example 1, which lacked BDGMA and paraffin wax, the coating film became brittle due to insufficient plasticizing effect, resulting in numerous low-temperature cracks. Furthermore, because an oxygen barrier was not formed during curing, the uppermost surface of the coating film failed to fully cure and remained sticky, accompanied by a severe surface incomplete curing phenomenon (Air inhibition). Additionally, in the case of Comparative Example 2, which lacked the PVAc component and did not meet the standard calcium carbonate content, it was confirmed that the adhesion strength dropped sharply to 0.7 N / mm² due to the failure to alleviate shrinkage stress during the curing process, thereby causing fatal interfacial delamination. In addition, due to a lack of filler material that disperses and occupies heavy aggregate particles within the resin in a liquid state, a sedimentation defect occurred in which the aggregates settled severely to the bottom, resulting in an imbalance in physical properties between the upper and lower parts of the coating film. Finally, Comparative Example 3, which lacked a styrene solution, a reactive diluent, showed a defect in which the initial viscosity of the mixture increased excessively, causing a significant decrease in roller applicability and flatness workability during on-site construction. In contrast, Examples 1 and 2, which satisfy all claims of the present invention, completely blocked low-temperature cracking and delamination phenomena, and at the same time, calcium carbonate filled the voids between the aggregates and strongly suppressed sedimentation, resulting in excellent workability. Furthermore, it was confirmed that a smooth, hard, high-strength, high-resistance anti-slip layer with no surface stickiness could be completed due to the paraffin wax that floated immediately after application.

[0107] The anti-slip pavement construction method using the anti-slip composition for road paving, as described above, is characterized by comprising: a pavement surface pretreatment step (S1) for removing foreign substances, dust, and moisture from the road surface to be constructed as illustrated in FIG. 1; a step (S2) for preparing a mixture by stirring the main component and the hardener component of the anti-slip composition for road paving; a step (S3) for forming an anti-slip layer by applying the mixture onto the road surface; and a step (S4) for curing the anti-slip layer by natural curing.

[0109] The above pavement surface pretreatment step (S1) is a process of performing preliminary work to ensure that the condition of the road on which the anti-slip composition is applied is optimized for pavement. If cracks are formed on the pavement surface during this process, a crack repair agent (injection agent) is used on the cracked area to repair the cracks.

[0111] The above pavement surface pretreatment step (S1) is characterized by first cleaning the pavement surface with a brush or road surface brush during the process of pretreating the surface of an asphalt concrete pavement or a cement concrete pavement, and then using a vacuum cleaner as a finishing step to remove dust from the gaps between aggregates on the pavement surface.

[0113] Specifically, first, foreign substances such as large particles of soil, sand, and fallen leaves are swept away through primary cleaning using road brushes or brooms. The subsequent vacuum cleaning is a core process that goes beyond simply removing airborne dust from the surface; it involves forcibly sucking up and removing even fine dust deeply embedded in the tiny gaps (pores) between the aggregates on the road surface.

[0115] When contaminants inside the pores are thoroughly removed through vacuum cleaning in this manner, the anchor effect is maximized, allowing the anti-slip composition applied in the subsequent process to penetrate deeply into the empty pores and harden while taking root. This improves the interfacial adhesion between the composition and the existing road surface.

[0117] In addition, a two-stage cleaning process is carried out to completely remove foreign matter from the pavement surface where crack repairs have been completed. First, the pavement surface is cleaned using a brush or road brush to sweep away floating debris such as large particles of soil, sand, and fallen leaves. Subsequently, as a finishing step, a vacuum cleaner is used to powerfully suck up and remove even the dust embedded in the fine crevices between the aggregates on the pavement surface.

[0119] In addition, if the existing road surface is a cement concrete pavement rather than asphalt, the above-mentioned pavement surface pretreatment step (S1) is carried out by further including a drying step for drying the surface of the pavement after the cleaning work and a primer application step (undercoat) for applying an MMA primer to the dried surface of the pavement, taking into consideration the bonding characteristics between the road surface and the resin.

[0120] Thus, any moisture remaining inside the concrete is completely dried using a hot air blower or torch to prevent poor curing of the binder resin caused by moisture, and a thin layer of MMA primer is applied thereon to form chemical and physical cross-linking bonds between the concrete substrate and the anti-slip composition, thereby dramatically increasing interfacial adhesion.

[0122] Then, the step (S2) of preparing the above mixture is a process of adding a curing agent component containing benzoyl peroxide (BPO) to a main component (including binder resin, BDGMA, aggregate, calcium carbonate, etc.) weighed at the site, and then mixing uniformly using an electric stirrer or the like. Since the radical polymerization reaction by benzoyl peroxide begins from the moment the curing agent component is added, it is important to mix quickly and without clumping, while strictly considering the working time based on the ambient temperature at the site.

[0124] The step (S3) of forming an anti-slip layer by applying it to the road surface is a process of spreading a liquid mixture having a certain viscosity, which has been stirred, evenly over the pavement surface in a uniform thickness using dedicated application equipment. At this time, it is preferable that the coating thickness be 3 to 4 mm.

[0126] Finally, the step (S4) of naturally curing and hardening the anti-slip layer is a process of leaving the applied mixture in the air for a certain period of time to complete the chemical polymerization reaction of the resin.

[0128] As this curing process proceeds, the paraffin wax component contained in the mixture gradually rises to the surface of the coating film, forming a thin air barrier. This barrier completely prevents the chronic air inhibition phenomenon, where the acrylic (MMA) resin remains sticky upon contact with oxygen in the air. Through this, a high-strength, anti-slip paving layer is completed that is uniformly and firmly cured from the bottom to the top surface layer of the coating film.

[0130] In particular, the anti-slip composition according to the present invention has excellent radical polymerization reactivity, so it is rapidly fully cured within about 30 minutes to 1 hour after application at room temperature. Therefore, since immediate vehicle traffic (traffic opening) is possible without a separate additional curing period immediately after the natural curing is completed, it provides excellent construction advantages that can drastically reduce road control time due to construction and minimize traffic inconvenience.

[0132] Although the present invention has been described above with reference to the embodiments, it is understood that various modifications are possible within the scope of the technical spirit of the present invention. Explanation of the symbols

[0134] S1 ~ S4: Method of applying an anti-slip composition.

Claims

Claim 1 An anti-slip composition for road paving comprising a main component and a curing agent component, wherein the main component comprises polymethyl methacrylate (PMMA), methyl methacrylate (MMA), 2-ethylhexyl acrylate (2-EHA), butyldiglycol methacrylate (BDGMA), polyvinyl acetate (PVAc), styrene solution, aggregate, filler, paraffin wax, and coloring pigment, and the curing agent component comprises benzoyl peroxide and dioctyl phthalate (DOP or DEHP), wherein the butyldiglycol methacrylate (BDGMA) is composed of 15 to 25 parts by weight per 100 parts by weight of the total main component, and the main component comprises 10 to 15 parts by weight of polymethyl methacrylate (PMMA) and 20 to 15 parts by weight of methyl methacrylate (MMA). An anti-slip composition for road paving characterized by comprising 35 parts by weight, 7 to 12 parts by weight of 2-ethylhexyl acrylate (2-EHA), 15 to 25 parts by weight of butyl diglycol methacrylate (BDGMA), 3 to 7 parts by weight of polyvinyl acetate (PVAc) as an additive to compensate for volume shrinkage occurring during the curing process of the acrylic resin and to alleviate shrinkage stress, 2 to 5 parts by weight of styrene solution, 15 to 25 parts by weight of aggregate, 20 to 30 parts by weight of calcium carbonate as a filler, 2 to 5 parts by weight of paraffin wax added to prevent an uncured phenomenon in which the surface remains sticky upon contact with oxygen in the air when the acrylic resin is cured, and 3 to 5 parts by weight of coloring pigment. Claim 2 delete Claim 3 The anti-slip composition for road paving according to claim 1, characterized in that the anti-slip composition for road paving is mixed by adding 5 to 10 parts by weight of the curing agent to 100 parts by weight of the main component. Claim 4 delete Claim 5 delete

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