CN113882224B - In-situ modifier for the surface of airport rigid pavement and enhancement and modification method - Google Patents

Abstract

The invention relates to the technical field of road engineering, in particular to an airport rigid pavement surface in-situ modifier and an enhancement modification method. The raw materials of the airport rigid pavement surface in-situ modifier comprise phosphate, a penetrating agent and water. Meanwhile, the invention discloses a detailed and specific enhancement modification method. Compared with the existing modified products and technologies, the invention aims to solve the problems of anti-skid property loss, easy generation of FOD (FOD) and high cost in the process of improving the surface performance of the airport pavement. The method provided by the invention can realize the modification of the surfaces of the pavement of different ages, including newly-built airport pavement and the existing airport pavement, the improvement of the freeze-thaw resistance, abrasion resistance and mechanical property of the surfaces is realized on the physical and chemical layers, the friction coefficient of the surfaces of the pavement is not reduced, and the method has pertinence and adaptability to the prevention of the durability diseases such as peeling and spalling of the airport pavement. In addition, the method has the advantages of convenient operation, no obvious potential safety hazard and the like, and has stronger economy.

Description

In-situ modifier for the surface of airport rigid pavement and enhancement and modification method

technical field

The invention relates to the technical field of road engineering, in particular to an in-situ modifier for the surface of an airport rigid pavement and a reinforcing modification method.

Background technique

Airport cement concrete pavement, also known as rigid pavement, has the advantages of strong bearing capacity, good durability and high rigidity, and is the main structural type of airport pavement in my country. The cement concrete airports built in my country in the 1980s and 1990s have gradually entered the late stage of use. With the passage of service life and the increase in traffic volume, more and more pavements have been exposed to the natural environment for a long time. Under the repeated and comprehensive action of factors such as salt and salt, the airport pavement will cause durability damage. If the surface of the runway peels off or forms reticulate, shallow and thin hair-like cracks (referred to as "peeling"), severe peeling may even cause the peeling of the surface coarse aggregate, resulting in FOD (Foreign object debris, which may Some foreign substances, debris or objects that damage the aircraft) may cause accidents such as aircraft tire punctures, aircraft skin damage or even inhalation of the engine, resulting in serious economic losses and social impacts. At the same time, in airports in cold northern regions and coastal areas, due to the erosion of cement concrete by deicing salt or sea salt, this type of runway disease is particularly common and serious.

With the increasingly heavy traffic tasks of airports in our country and the development and service of large and heavy-duty aircraft, the actual service life of cement concrete pavement during actual service is often less than its design life. Generally, it will be used after about 10-15 years. The above-mentioned functional damage to the runway surface requires extensive maintenance and upkeep, which is especially common in China's plateau and northern cold climates.

For a large number of pavements that have been in service for a long time in China, at present, the airport mainly adopts the method of spraying curing agent for surface modification to achieve the purpose of improving the impermeability, corrosion resistance and freeze-thaw resistance of the pavement surface. In the prior art, modifiers used for pavement maintenance can be mainly divided into two categories: organic and inorganic reagents, such as silane, ethyl silicate, epoxy resin, water glass, etc., which form a layer of organic agents on the pavement surface. , Inorganic protective layer to physically block micro-cracks on the road surface.

However, the above products have the following technical defects in practical application:

(1) Reduce the anti-skid performance. There are many kinds of concrete surface modifiers, but there are very few products that are maturely used in airport pavement. The most important factor restricting its popularization and application is that it will reduce the anti-skid performance of airport pavement and reduce the surface friction coefficient. The anti-skid performance of the pavement surface is the key performance to ensure the safe take-off and landing of the aircraft. The decline of the anti-skid performance of the rigid pavement surface is one of the main causes of airport safety accidents. Therefore, considering the particularity and safety of the airport as an important transportation hub. It is impossible to adopt the improvement of other pavement properties at the expense of skid resistance.

(2) The cost is high. In research and application, although the application effect and product evaluation of organic modifiers are generally higher than those of inorganic modifiers, the cost of organic modifiers is expensive, and raw materials and production processes make the cost of products generally high. Maintenance on the airport pavement is expensive.

(3) FOD is generated. The organic surface curing agent also has disadvantages such as poor fire resistance and easy aging. As a runway curing agent, its effect will be rapidly reduced and cracks or peeling will occur in the face of long-term ultraviolet radiation. After the organic surface curing agent fails, it is difficult to Cleaning from the concrete surface is easy to generate FOD, which poses a safety hazard to the take-off and landing of the aircraft.

SUMMARY OF THE INVENTION

In view of the above-mentioned shortcomings of the prior art, the purpose of the present invention is to provide an in-situ modifier for the surface of an airport rigid pavement and a method for enhancing it, which can enhance the surface performance of the pavement while ensuring its anti-skid performance.

In order to achieve the above object and other related objects, the present invention is achieved through the following technical solutions.

One aspect of the present invention provides an airport rigid pavement surface in-situ modifier, the raw material of the airport rigid pavement surface in-situ modifier includes the following components according to mass percentage:

Phosphate 3% to 30%;

Penetrating agent 0.2%～1.5%;

Water 68.5%～96.8%;

The pH of the in-situ modifier on the surface of the airport rigid pavement is adjusted to be greater than or equal to 7.6 by a pH adjuster.

In some embodiments of the present invention, the phosphate is selected from a combination of one or more of diammonium hydrogen phosphate, potassium dihydrogen phosphate, and sodium dihydrogen phosphate.

In some embodiments of the present invention, the penetrant is selected from a combination of one or more of ethylene glycol, isopropanol, acrylic acid, and nanoparticles.

In some embodiments of the present invention, the nanoparticles comprise CuO and/or TiO ₂ ; the nanoparticles have a particle size of less than 500 nm.

In some embodiments of the present invention, the pH adjusting agent is selected from alkaline adjusting agents, preferably, the pH adjusting agent is selected from NaOH solution or NaHCO ₃ solution.

Another aspect of the present invention provides a method for preparing the in-situ modifier for the surface of an airport rigid pavement according to the present invention.

Another aspect of the present invention provides a method for in-situ enhancement and modification of an airport rigid pavement surface, the method comprising:

(1) Divide the airport rigid pavement surface to be treated into one or more construction sub-regions;

(2) each described construction division described in cleaning step (1);

(3) Use the in-situ modifier for the surface of the airport rigid pavement as described above in the present invention to carry out the covering operation and drying on the construction sub-areas treated in step (2), and repeat the covering operation several times.

In some embodiments of the present invention, the cleaning step of step (2) includes cleaning the tire rubber layer in the construction sub-area and/or scouring and cleaning other particulate matter on the surface of each construction sub-area.

In some embodiments of the present invention, in the step (3), the covering operation mode is one of pressure spraying, negative pressure absorption, or spraying under normal atmospheric pressure, negative pressure absorption after painting, or variety.

In some embodiments of the present invention, in the step (3), the temperature of the in-situ modifier on the surface of the airport rigid pavement before the covering operation is not lower than 25°C.

In some embodiments of the present invention, in the step (3), the air-drying is natural air-drying.

In some embodiments of the present invention, in the step (3), after intervals of 24h, 48h, and 72h, the covering operation is repeated 1-3 times.

In some embodiments of the present invention, in the step (2), in the step of cleaning the tire rubber layer in the construction sub-area, the other particulate matter includes one or a combination of dust, stones, and gravel.

In some embodiments of the present invention, in the step 3), the pressure range of the pressurized spraying is 140 Mpa˜240 Mpa.

In some embodiments of the present invention, in the step 3), the negative pressure absorption is performed by a vacuum pump, a negative pressure pump, a device that forms a sealed vacuum negative pressure cavity on the surface of the road surface, or a functional vehicle to perform a negative pressure operation.

In some embodiments of the present invention, after the step (3), it further includes cleaning up all construction sub-areas.

Another aspect of the present invention provides the use of the method for in-situ enhancement and modification of the airport rigid pavement surface according to the present invention in the field of road engineering.

Description of drawings

Fig. 1 is the modification method schematic flow sheet of the present invention;

Fig. 2 is the modification principle schematic diagram of the present invention;

FIG. 3 is a schematic diagram of construction sub-domain division in Embodiment 1 of the present invention;

FIG. 4 is a schematic diagram of a working route in Embodiment 1 of the present invention;

5 is a schematic diagram of the division of construction areas in Embodiment 2 of the present invention;

FIG. 6 is a schematic diagram of a working route in Embodiment 2 of the present invention.

Detailed ways

Hereinafter, the embodiments of the in-situ modifier of the airport rigid pavement surface and the reinforcement and modification method for in-situ modification of the airport rigid pavement surface of the present application will be described in detail with reference to the accompanying drawings. However, unnecessary detailed descriptions may be omitted in some cases. For example, a detailed description of a well-known matter or an overlapping description of an actual identical structure may be omitted. This is to prevent the following description from becoming unnecessarily long and to facilitate understanding by those skilled in the art. In addition, the drawings and the following description are provided for those skilled in the art to fully understand the present application, and are not intended to limit the subject matter described in the claims.

"Ranges" disclosed herein are defined in the form of lower limits and upper limits, with a given range being defined by the selection of a lower limit and an upper limit, the selected lower and upper limits defining the boundaries of the particular range. Ranges defined in this manner may be inclusive or exclusive, and may be arbitrarily combined, ie, any lower limit may be combined with any upper limit to form a range. For example, if the ranges of 60-120 and 80-110 are listed for a particular parameter, it is also contemplated that the ranges of 60-110 and 80-120 are understood. Additionally, if the minimum range values 1 and 2 are listed, and if the maximum range values 3, 4, and 5 are listed, the following ranges are all expected: 1-3, 1-4, 1-5, 2- 3, 2-4 and 2-5. In this application, unless stated otherwise, the numerical range "a-b" represents an abbreviated representation of any combination of real numbers between a and b, where both a and b are real numbers. For example, the numerical range "0-5" means that all real numbers between "0-5" have been listed in the text, and "0-5" is just an abbreviated representation of the combination of these numerical values. In addition, when a parameter is expressed as an integer greater than or equal to 2, it is equivalent to disclose that the parameter is, for example, an integer of 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, and the like.

If there is no special description, all the embodiments and optional embodiments of the present application can be combined with each other to form new technical solutions.

If there is no special description, all technical features and optional technical features of this application can be combined with each other to form a new technical solution.

If there is no special description, all the steps of the present application can be performed sequentially or randomly, preferably performed sequentially. For example, the method includes steps (1) and (2), indicating that the method may include steps (1) and (2) performed in sequence, and may also include steps (2) and (1) performed in sequence. For example, reference to the method may also include step (3), indicating that step (3) may be added to the method in any order, eg, the method may include steps (1), (2) and (3) , may also include steps (1), (3) and (2), and may also include steps (3), (2) and (1) and so on.

If there is no special description, the "comprising" and "comprising" mentioned in this application mean open-ended or closed-ended. For example, the terms "comprising" and "comprising" can mean that other components not listed may also be included or included, or only the listed components may be included or included.

In this application, the term "or" is inclusive unless otherwise specified. For example, the phrase "A or B" means "A, B, or both A and B." More specifically, the condition "A or B" is satisfied by either of the following: A is true (or present) and B is false (or absent); A is false (or absent) and B is true (or present) ; or both A and B are true (or present).

The inventor of the present invention has provided an in-situ modifier for the surface of the airport rigid pavement and a method for enhancing modification through a large number of exploration experiments, which solves the problem that the existing modified products lose anti-skid performance when improving the surface performance of the existing airport pavement. It is easy to produce FOD and expensive problems, realize the modification of the pavement surface of different ages, and realize the durability of the surface strengthening layer.

A first aspect of the present invention provides an in-situ modifier for the surface of an airport rigid pavement. The raw materials of the in-situ modifier for the surface of the airport rigid pavement include phosphate, penetrant and water.

In the in-situ modifier for the surface of the airport rigid pavement provided by the present invention, the raw material of the in-situ modifier for the surface of the airport rigid pavement includes 3% to 30% of phosphate according to the mass percentage. In some embodiments, the mass percentage of the phosphate can be, for example, 3%-10%, 10%-20%, 20%-30%, 3%-8%, 8%-15%, 15%-20% %, 20% to 25%, or 25% to 30%, etc. The phosphate is selected from a combination of one or more of diammonium hydrogen phosphate, potassium dihydrogen phosphate and sodium dihydrogen phosphate. The phosphate is preferably selected from diammonium hydrogen phosphate.

In the in-situ modifier for the surface of the airport rigid pavement provided by the present invention, the raw material of the in-situ modifier for the airport rigid pavement surface includes 0.2% to 1.5% of the penetrant according to the mass percentage. In some embodiments, the mass percentage of the penetrant may also be 0.2%-0.5%, 0.5%-1.0%, or 1.0%-1.5%, and the like. Specifically, in some embodiments, the penetrant is selected from a combination of one or more of ethylene glycol, isopropanol, acrylic acid, and nanoparticles. The nanoparticles include CuO and/or TiO ₂ ; the particle size of the nanoparticles is less than 500 nm, for example, can be 0.1 nm～500 nm, 0.1 nm～100 nm, 100 nm～200 nm, 200 nm～300 nm, 300 nm～400 nm, or 400 nm～ 500nm, etc. More specifically, when the penetrant is selected as nanoparticles, it should be high-purity (99.9wt%) CuO and _TiO2 nanoparticles, and its mass fraction in the in-situ modifier of the airport rigid pavement surface is 0.2% to 1.5% or 0.2% to 0.8%, etc. When the penetrant is selected from ethylene glycol, acrylic acid and isopropanol, it should be an industrial-grade product with a purity (99.0wt%), and its mass fraction in the in-situ modifier of the airport rigid pavement surface is 0.2% to 1.5% or 0.5% to 1.5%, etc. The role of the nanoparticles in the penetrant is to enhance the hardness of the cement mortar to further improve the resistance of the pavement surface to deformation, penetration and wear. The function of ethylene glycol, isopropyl alcohol and acrylic acid is to improve the corrosion resistance of the treated surface mortar. In some embodiments, ethylene glycol, isopropanol, acrylic acid, and nanoparticles can be used in combination. If used in combination, for example, 0.4% CuO + 0.5% ethylene glycol or 0.6% TiO ₂ nanoparticles + 0.5% ethylene glycol can be used.

In the in-situ modifier for the surface of the airport rigid pavement surface provided by the present invention, the water is deionized water, so as to ensure the adjustment accuracy of the pH value of the in-situ modifier of the airport rigid pavement surface during the preparation process, avoiding If the pH value is too low, it will affect the modification effect of the pavement surface. Normally, the pH of the in-situ modifier (also known as the phosphate modification solution) on the surface of the airport rigid pavement needs to be maintained at or above 7.6. In some embodiments, 7.6≤pH≤13.2. More specifically, the pH may be 7.6 to 8.6, 8.6 to 10.0, 10.0 to 11.0, 11.0 to 12.0, or 12.0 to 13.2, or the like.

In the in-situ modifier for the surface of the airport rigid pavement provided by the present invention, the in-situ modifier for the surface of the airport rigid pavement can be adjusted by a pH adjuster. Specifically, the pH adjuster is selected from alkaline adjusters, preferably, the pH adjuster is selected from NaOH solution or NaHCO ₃ solution. More specifically, for example, it can be 0.1 mol/L NaOH solution or 1 mol/L NaHCO ₃ solution.

In a specific embodiment, the raw material of the raw material of the in-situ modifier of the airport rigid pavement surface includes the following components according to mass percentage:

Phosphate 3% to 30%;

Penetrating agent 0.2%～1.5%;

Water 68.5%～96.8%;

The pH of the in-situ modifier on the surface of the airport rigid pavement is adjusted to be greater than or equal to 7.6 by a pH adjuster.

A second aspect of the present invention provides a method for preparing the aforementioned in-situ modifier for a rigid pavement surface of an airport, comprising mixing a phosphate, a penetrant and water, and adjusting the pH to 7.6 or more. Usually, it is formulated according to the ratio of each component of the first aspect of the present invention. The pH can be adjusted by pH adjusters. Wherein, the pH adjuster is selected from alkaline adjusters, preferably, the pH adjuster is selected from NaOH solution or NaHCO ₃ solution. More specifically, the pH may be 7.6 to 8.6, 8.6 to 10.0, 10.0 to 11.0, 11.0 to 12.0, or 12.0 to 13.2, or the like.

In the preparation method of the in-situ modifier for the surface of the airport rigid pavement provided by the present invention, the preparation of the in-situ modifier for the surface of the airport rigid pavement should be carried out in It should be completed within 2 hours before the covering action to prevent volatilization of solution components or other influences. According to the selected materials, design technology and special requirements in the application, it can be prepared indoors and transported to the construction site, or it can be prepared on site.

In the preparation method of the in-situ modifier for the surface of the airport rigid pavement provided by the present invention, specifically, in the preparation process, the phosphate and water are mixed in sequence and then stirred evenly, and the penetrant is added after the phosphate solid is completely dissolved. , Continue to fully mix evenly; the distribution ratio of each component must be strictly controlled, and the amount of each mixing should be determined according to the shortest working time and engineering volume of the construction division in step (1). The finished product should be sealed and stored for no more than 2 hours; after more than 2 hours, it should be discarded without re-preparation. And the pH value of the in-situ modifier on the rigid pavement surface of the airport should be greater than or equal to 7.6, and the configuration should be carried out under constant temperature conditions.

A third aspect of the present invention provides a method for in-situ enhancement and modification of the surface of an airport rigid pavement, the method comprising:

(1) Divide the airport rigid pavement surface to be treated into one or more construction sub-regions;

(2) each described construction division described in cleaning step (1);

(3) Use the in-situ modifier for the surface of the airport rigid pavement as described above in the present invention to carry out the covering operation and drying on the construction sub-areas treated in step (2), and repeat the covering operation several times.

In the method for in-situ enhancement and modification of the airport rigid pavement surface provided by the present invention, the step (1) is to divide the airport rigid pavement surface to be treated into one or more construction sub-domains. Specifically, the construction sub-regions should be determined according to the following methods. The construction area and the amount of work should be determined according to the general construction plan, and the construction area should be divided into several quadrilateral regular construction sub-regions as much as possible in combination with the outline size of the airport pavement. According to the existing signs and markings of the airport pavement, it can be divided into construction sub-domains. Usually, the area of each ^{construction sub -} area is not particularly ^limited . 300m ² ~ 400m ² etc. The airport rigid pavement to be treated can be, for example, a apron or an airport runway. The construction sub-domains can be constructed simultaneously or sequentially according to the operation time limit. The staff and machinery configuration of each construction sub-domain should be calculated with at least the shortest operation time and engineering quantity as constraints, and can also be calculated based on engineering experience. Divide.

Wherein, the shortest operation time refers to the time from the entry time of the operating machinery and personnel to the time for all evacuation and clearance when the airport does not operate at night; the engineering quantity refers to the total surface area of the pavement surface for surface modification in the construction sub-area.

In the method for in-situ enhancement and modification of the airport rigid pavement surface provided by the present invention, the step (2) is to clean each of the construction sub-regions described in the step (1). The specific cleaning can be divided into cleaning the tire rubber layer in the construction sub-area and/or scouring and cleaning other particles on the surface of each construction sub-area.

In step (2), in the step of cleaning the tire rubber layer in the construction sub-area, the cleaning method of the tire rubber layer in the construction sub-area (for example, the runway) uses a special degumming cleaning vehicle to clean, which can remove sewage and generated during the cleaning process. The FOD (some foreign material, debris or object that may damage the aircraft) is recovered synchronously, reducing the workload of secondary cleaning of the road surface after the glue removal is completed, improving the quality of the glue removal effect and preventing the high-pressure water gun or mechanical wear. The surface layer is damaged or the anti-slip function of the surface is reduced. It should be noted that, for newly built airport rigid pavements such as runways, tire rubber layer cleaning is not required.

In step (2), in the step of scouring and cleaning other particles on the surface of each construction sub-area, a special vehicle with cleaning and blowing functions can be used to clean the entire construction area to remove other particles (for example, other particles may be adherents). surface FOD such as dust, stones, gravel or other kinds of unwanted objects), leaving the surface mortar layer exposed on the pavement surface and keeping it clean.

In the method for in-situ enhancement and modification of the surface of the airport rigid pavement provided by the present invention, the step (3) is to use the in-situ modifier for the airport rigid pavement surface as described in the first aspect of the present invention in step (2). ) on the treated construction sub-area, perform covering operation and drying, and repeat the covering operation several times. specific:

In step (3), the covering operation mode is one or more of pressure spraying, negative pressure absorption, or spraying and smearing under normal atmospheric pressure and negative pressure absorption.

Among them, the pressure range used for pressurized spraying should be 140-240Mpa, 140-180Mpa, 180-200Mpa, or 200-240Mpa, etc. The influence of the angle between the spray gun and the road surface and the distance between the spray gun nozzle and the flushing road surface on the surface modification effect should be determined through laboratory tests or full scale. The included angle between the spray gun and the road surface can be, for example, 15 to 30 degrees, 15 to 20 degrees, 20 to 25 degrees, or 25 to 30 degrees. The distance between the spray gun nozzle and the flushing road surface may be, for example, 0 to 5 m, 0 to 1 m, 1 to 2 m, 2 to 3 m, 3 to 4 m, or 4 to 5 m.

The content of the experiment should at least cover SEM scanning experiment, X-ray diffractometer technology and negative pressure absorption experiment, with the penetration depth and hydroxyapatite (HAP) distribution of the in-situ modifier on the surface of the airport rigid pavement in the cement concrete specimen. status as an evaluation index. The penetration depth may be, for example, 0.1 mm to 5 mm, 0.1 mm to 1 mm, 1 mm to 2 mm, 2 mm to 3 mm, 3 mm to 4 mm, or 4 mm to 5 mm. Hydroxyapatite is evenly and completely distributed on the treated surface.

The negative pressure absorption is performed by a small vacuum pump, a negative pressure pump, or a special equipment instrument or a functional vehicle that can form a sealed vacuum negative pressure cavity on the surface of the road surface. The temperature of the modification solution before the operation should not be lower than 25°C, more for example, it may be 25°C to 35°C, 25°C to 30°C, or 30°C to 35°C.

In step (3), a portable pH meter should be used to measure whether the standard is met, and after intervals of 24h, 48h, and 72h, repeat the covering operation 1-3 times. For example, the number of surface covering operations is 2 times, and the second surface covering operation can be started after all the surfaces of the construction sub-areas have been disposed of. When the ambient temperature exceeds 30°C, the construction should be carried out on a day to avoid the volatilization of the solution affecting the disposal effect.

In the method for in-situ enhancement and modification of the airport rigid pavement surface provided by the present invention, after the step (3), the method further includes cleaning all construction sub-regions. Specifically, when cleaning the entire construction area, special vehicles with cleaning and blowing functions should be used to clean the entire construction area to remove surface FOD such as dust, stones, gravel or other types of excess objects, as well as seepage attached to the surface mortar layer. crystals out.

The fourth aspect of the present invention provides the use of the aforementioned method for in-situ enhancement and modification of the airport rigid pavement surface in the field of road engineering.

Due to the adoption of the above technical solutions, the in-situ modifier and enhancement modification method for the airport rigid pavement surface have the following technical advantages:

(1) Compared with the prior art products, it has significant economic advantages. Among them, diammonium hydrogen phosphate is the main component of the chemical fertilizer, and the phosphate solution itself is a commonly used agricultural high-efficiency fertilizer with low cost.

(2) It has almost no effect on the surface friction coefficient of the grooved surface, that is, it does not reduce the anti-skid performance of the rigid surface. The friction coefficient of the pavement surface in the water film state is smaller than that in the dry state, and after the surface modification method provided in the present invention is treated, the friction coefficient of the pavement surface is close to that of the original pavement surface without treatment. The in-situ modifier for the surface of the airport rigid pavement provided by the invention is a permeable modified material, and its working mechanism has little influence on the surface structure of the concrete; The friction coefficient of the grooved surface satisfies the evaluation standard for the friction coefficient of the newly built runway in the technical standard of civil airport flight area (MH5001-2013), so the present invention has almost no influence on the anti-skid performance of the airport pavement.

(3) Effectively improve the impermeability and ion erosion resistance of the pavement. In the present invention, by using phosphate solution to modify the surface of cement concrete, the surface of the pavement can react with Ca ²⁺ in the mortar material to form a brand-new chemical product - hydroxyapatite. Mixing ethylene glycol, isopropanol, acrylic acid, nanoparticles, etc. as penetrants according to a certain proportion, compared with simply using phosphate solution to treat the pavement, the surface micro-cracks, the mortar surface and the capillary pores near the surface can be significantly improved. Blocking effect, and a dense hydroxyapatite reinforced layer is formed on the surface layer of the road surface, which effectively prevents the impregnation of water and ^Cl- , SO ₄ ^2- plasma, improves the surface impermeability, and prolongs the use of the road surface. life and maintenance cycle; therefore, this method is also suitable for high temperature and rainy coastal airports.

(4) Effectively improve the freeze-thaw resistance of the pavement. The modified product hydroxyapatite has extremely high chemical stability, even in the case of acidity, hydroxyapatite can exist quite stably (Rdiss=10-14mols cm ^-2 s ^-1 at pH=5.6), In the freeze-thaw damage of the airport pavement, the participation of salt ions will aggravate the generation and degree of pavement peeling, so the present invention can improve the anti-freeze-thaw resistance of the pavement by improving the impregnation effect of anti-Cl ^- and SO ₄ ^2- ions The role of destructive power. Therefore, the method provided by the present invention has applicability to plateau alpine regions with large temperature difference between day and night and low temperature all year round.

(5) Effectively improve the mechanical properties and anti-wear properties of the pavement surface. The phosphate solution used in the present invention can generate hydroxyapatite in situ with abundant Ca sources on the surface of cement concrete. Because it has the same chemical composition and similar microstructure as human enamel, it is called an enamel-like strengthening layer, which should convert the wear-resistant Ca(OH) ₂ in the cement into stable and wear-resistant hydroxyl groups Apatite can significantly improve the wear resistance of pavement; hydroxyapatite has hardness comparable to quartz stone, which can improve the mechanical strength of pavement surface.

(6) This method has a wide range of applications and can be used for surface modification of airport pavements of different climate types and different ages. The invention can be used for new cement concrete airport pavement, and the surface modification is carried out during the maintenance period after the airport pavement is roughened and grooved; the invention can also be used for the existing cement concrete pavement to treat the airport pavement with different service years . The airport pavement surface with a long service life will inevitably have more durability diseases than the newly built pavement under the action of climatic factors and loads such as aircraft and ground operation vehicles. The method can effectively block and achieve the effect of prolonging its service life.

The embodiments of the present invention are described below through specific specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention.

In the following examples, the reagents, materials and instruments used are commercially available unless otherwise specified.

Shenzhen Ruili Construction Technology Co., Ltd., the manufacturer of glue removal agent in the special glue removal vehicle for airport pavement, model RLstd2700HP standard airport runway glue removal vehicle.

The manufacturer of the pavement special cleaning vehicle is Changli Heavy Industry Hubei Special Vehicle Manufacturing Co., Ltd., model 8 Fang Dongfeng Tianjin washing and sweeping vehicle. Or the S2-1400 road sweeper produced by Jiangsu Meijiada Environmental Protection Technology Co., Ltd.

The negative pressure construction equipment manufacturer is Suzhou Cement Concrete Products Research Institute, model V82 air cushion film vacuum water absorption unit.

Example 1

Surface in-situ modification method and construction process of a new airport apron. According to the needs, the surface modification treatment of the part of the airport apron of about 440m ² will be carried out. Referring to Figure 1,

(1) Determine the construction sub-domain; according to the engineering experience, consider the total project volume (440m ² ) and the shortest operation time (4h/day according to the project schedule) to divide the construction section of the airport, see Figure 3, and divide it into 2 A regular construction sub-area I and a construction sub-area ^II with an area of 220m2, the construction sub-area I and the construction sub-area II are regular quadrilaterals, and the parallel construction method is selected. The two construction sub-areas are respectively equipped with a special cleaning vehicle for the airport pavement. , 3 operators, 1 set of special negative pressure construction equipment, and start the operation on the 7th day of the road surface maintenance.

(2) Clean the tire rubber layer of the runway; skip this step because the new runway has not been put into operation.

(3) Scour and clean the modified area of the pavement; the construction area I and the construction area II are constructed at the same time, and the special cleaning vehicle for the road surface is driven to clean the surface to remove the FOD attached to the surface such as dust, stones, gravel or other types of excess objects. Expose the surface mortar layer to the pavement surface and keep it clean.

(4) Prepare the in-situ modifier for the surface of the rigid pavement surface of the airport; the in-situ modifier for the surface of the rigid pavement surface of the airport prepared in the industrial laboratory 2 hours in advance is fully cleaned, and the inner wall of the water tank is specially treated (constant temperature environment, liquid tank The high-pressure water truck that provides a constant pH value environment) is transported to the construction site. The ratio of the in-situ modifier on the rigid pavement surface of the airport is diammonium hydrogen phosphate: ethylene glycol: deionized water = 15%: 1 %: 84%; in the preparation process, firstly, diammonium hydrogen phosphate and deionized water are mixed and stirred evenly until the solid diammonium hydrogen phosphate is completely dissolved, and then ethylene glycol is added, and then it is sufficient to continue to stir evenly to calibrate the airport at this time. The pH value of the in-situ modifier on the surface of the rigid pavement is adjusted by 1mol/L NaOH alkaline regulator to adjust the pH value of the in-situ modifier on the surface of the rigid pavement of the airport to 8.62-13.2, and the process is carried out at a constant temperature of 25 ℃ configuration.

(5) Use the prepared in-situ modifier for the rigid pavement surface of the airport to cover the pavement surface; it should be determined by indoor test or full scale. The pressure set for pressurized spraying is 160Mpa, and the angle between the spray gun and the pavement is 30°, the distance between the spray gun nozzle and the flushing surface is 40cm. Before the operation, the staff shall check that the temperature of the modified solution in the liquid tank is 25 °C, the pH value is 8.64, the site conditions are ready and the weather is good, which meets the requirements and conditions for starting the operation. The high-pressure waterwheels in the construction sub-area I and the construction sub-area II should start to operate along one side of the construction sub-area, and the traveling route should be a round-trip fold line to the opposite side (see Figure 4), and the driving track should cover the entire construction sub-area. In the area, when the surfaces of construction sub-region I and construction sub-region II are evenly covered with the in-situ modifier on the surface of the airport rigid pavement, the high-pressure water truck will carry out secondary pressure spraying along the first travel route; it will be used by the construction personnel later The portable small vacuum pump forms a negative pressure space on the surface of the pavement through the vacuum box along the same travel route as the high-pressure waterwheel, which accelerates the infiltration depth and speed of the in-situ modifier on the rigid pavement surface of the airport. Accelerate the infiltration depth of the in-situ modifier on the rigid pavement surface of the airport to be 0.5-1mm. Accelerate the infiltration rate of the in-situ modifier on the rigid pavement surface of the airport. The range value of vacuum degree is in the range of -0.0658Mpa～-0.789Mpa.

(6) The operators and machinery leave the site, and the in-situ modifier on the surface of the airport rigid pavement on the surfaces of the construction sub-region I and the construction sub-region II is naturally air-dried.

(7) After the interval of 24h and 48h, repeat the aforementioned steps (4)-(6) 2 times, and complete 6 surface modification treatments for construction sub-domain I and construction sub-domain II in total.

(8) After the completion of step (7), the construction sub-area I and the construction sub-area II shall be cleaned at an interval of 24 hours. After removing the FOD attached to the surface such as dust, stones, gravel or other types of excess objects, no oozing crystals attached to the surface of the apron were found, and the treatment effect was good.

Example 2

In-situ modification operation of the pavement surface of an existing coastal airport without flight at night. According to the specific needs and the airport's latest flight and open traffic requirements, the shortest operation time is 3 hours, and it is initially planned to carry out surface modification treatment for the airport runway totaling 1200m ² in 3 hours. Referring to Figure 1,

(1) Determining the construction sub-area; according to the engineering experience, taking into account the total engineering volume (1200m ² ) and the shortest operation time (3h according to the project progress map), the airport construction section is divided into 4 areas with an area of 300m ² . Construction sub-domain I, construction sub-domain II, construction sub-domain III, and construction sub-domain IV, each construction sub-domain is in the shape of a regular quadrilateral and is constructed in sequence (see Figure 5). A total of 1 dedicated rubber removal truck for the airport pavement, 1 dedicated pavement cleaning truck, 3 operators, and 1 dedicated negative pressure construction equipment are equipped, and the guide vehicle guides the vehicle to enter the site to start the operation.

(2) Cleaning the runway tire rubber layer; 1 special degumming truck for airport pavement cleans the tire rubber layer of construction division I, and uses the special degumming truck for airport pavement to synchronously recycle the sewage and the FOD generated during the cleaning process .

(3) Scour and clean the modified area of the road surface; drive the special cleaning vehicle for the road surface to clean the construction area I to remove the surface FOD such as dust, stones, gravel or other types of excess objects. The residual area of the cleaning solution that appears during the cleaning process should be washed with water to prevent the chemical reaction between the cleaning solution chemicals and the in-situ modifier on the surface of the rigid pavement surface of the airport to corrode the pavement or affect the modification effect, and keep the surface of the runway after cleaning. clean.

(4) Prepare the in-situ modifier for the surface of the rigid pavement surface of the airport; the in-situ modifier for the surface of the rigid pavement surface of the airport prepared in the industrial laboratory 2 hours in advance is fully cleaned, and the inner wall of the water tank is specially treated (constant temperature environment, liquid tank The high-pressure water truck that provides a constant pH value environment) is transported to the construction division I. Considering that the coastal airport climate is affected by rain erosion and ion erosion, the proportion of the in-situ modifier on the rigid pavement surface of the airport is based on the mass fraction of two hydrogen phosphates. Ammonium: Ethylene Glycol: TiO ₂ Nanoparticles: Deionized Water = 13.5%: 1.0%: 0.5%: 85%; in the preparation process, diammonium hydrogen phosphate and deionized water are first mixed and then stirred evenly until the diammonium hydrogen phosphate After the solid is completely dissolved, add ethylene glycol to continue stirring, and then add TiO ₂ nanoparticles and stir evenly, calibrate the pH value of the in-situ modifier on the surface of the airport rigid pavement at this time, and adjust the 1mol/L NaOH alkaline regulator The pH value of the in-situ modifier on the surface of the airport rigid pavement is 9.80, and it is configured at a constant temperature of 28 °C.

(5) Use the prepared modified solution to cover the surface of the road surface; it should be determined by indoor test or full scale. The pressure set for pressurized spraying is 160Mpa, the angle between the spray gun and the road surface is 30°, and the nozzle of the spray gun is connected to the flushing channel. The distance between the faces is 40cm. Before the operation, the staff checked that the temperature of the modified solution in the liquid tank was 28 °C, the pH value was 9.76, the site conditions were ready, and the night temperature met the operating standards, meeting the requirements and conditions for starting the operation. The high-pressure water trucks in the construction sub-area I should start working along one side of the construction sub-area, and the traveling route should be a round-trip fold line to the opposite side (see Figure 6). The driving track should cover the entire area of the construction sub-area. After the surface of Domain I is evenly covered with the in-situ modifier on the surface of the rigid pavement of the airport, the high-pressure waterwheel will carry out the secondary pressurized spraying operation along the first travel route; after that, the construction personnel will use a portable small vacuum pump, along with the high-pressure waterwheel. The same traveling route forms a negative pressure space on the pavement surface through a vacuum box, which accelerates the infiltration depth and speed of the in-situ modifier on the rigid pavement surface of the airport. Accelerate the infiltration depth of the in-situ modifier on the rigid pavement surface of the airport to be 0.5-1mm. Accelerate the infiltration rate of the in-situ modifier on the rigid pavement surface of the airport. The range value of vacuum degree is in the range of -0.0658Mpa～-0.789Mpa.

(6) The operators and machinery leave the site, and the in-situ modifier on the surface of the airport rigid pavement on the surface of sub-division I to be constructed is naturally air-dried.

(7) After an interval of 24 hours, repeat the aforementioned steps (4)-(6) once, and complete 4 surface modification treatments for the construction sub-area I in total.

(8) After the completion of step (7), the construction sub-area I and the construction sub-area II shall be cleaned at an interval of 24 hours. In addition to the surface FOD such as dust, stones, gravel or other types of excess objects, the surface modification work of construction division I is completed. According to the above steps and methods, the surface modification operation is performed on the construction sub-region II, the construction sub-region III, and the construction sub-region IV in sequence.

Referring to Fig. 2, the working principle of the surface in-situ modification method provided by the present invention is: the phosphate solution can be combined with the abundant calcium source on the surface of the rigid road surface, such as calcium hydroxide, hydrated calcium silicate gel, calcium carbonate, etc. A chemical reaction occurs to generate hydroxyapatite (HAP, molecular formula Ca ₁₀ (PO ₄ ) ₆ (OH) ₂ ) in situ. Because it has the same chemical composition and similar microstructure as human enamel, it is called an enamel-like reinforcement. Since the oriented Ca(OH) ₂ crystals in the cement mortar are one of the reasons for its poor strength and wear resistance, the phosphate solution can form HAP with the Ca(OH) ₂ crystals to close the capillary pores on the surface of the mortar or near the surface, so that the The pore structure of the mortar is denser, and the abrasion resistance and frost resistance of the mortar are improved from the microstructure. At the same time, HAP has a hardness comparable to quartz stone, and the Mohs hardness can reach more than 5, which can significantly improve the wear resistance of the pavement on the mechanical level. In addition, HAP also has extremely high chemical stability, can exist stably in the environment of pH>4, and has extremely low solubility (Rdiss=10-14mols cm ^-2 s ^-1 at pH=5.6). Therefore, the enamel-like strengthening layer formed by phosphate modification can not only effectively block the micro-pores/cracks of the rigid pavement, but also convert the non-abrasive Ca(OH) ₂ in the cement into stable and resistant Ca(OH) 2 . Grinding HAP modifies rigid pavement from both physical and chemical levels.

Example 3

Surface in-situ modification method and construction process of an existing airport apron in a plateau alpine environment. According to the needs, the surface modification treatment of about 200m ² of part of the apron of the airport is carried out. Referring to Figure 1,

(1) Determining the construction sub-domain; because the airport has a low take-off and landing frequency and there is no construction time constraint problem, after comprehensively considering the total engineering volume (200m ² ) according to engineering experience, the airport construction section is directly divided into two Construction sub-region I and construction sub-region II have the same area, and each construction sub-region has an area of 100m ² . The sequential construction method is selected, and a total of 1 special cleaning vehicle for airport pavement, 3 operators, and special negative pressure construction equipment are installed. 1 set.

(2) Cleaning the runway tire rubber layer; 1 special degumming truck for airport pavement cleans the tire rubber layer of construction division I, and uses the special degumming truck for airport pavement to synchronously recycle the sewage and the FOD generated during the cleaning process .

(3) Scour and clean the modified area of the pavement; drive a special cleaning vehicle for the pavement to clean the surface to remove the surface FOD such as dust, stones, gravel or other types of excess objects, so that the surface mortar layer is exposed on the pavement surface and kept clean .

(4) Prepare the in-situ modifier for the surface of the rigid pavement surface of the airport; the in-situ modifier for the surface of the rigid pavement surface of the airport prepared in the industrial laboratory 2 hours in advance is fully cleaned, and the inner wall of the water tank is specially treated (constant temperature environment, liquid tank The high-pressure water truck that provides a constant pH value environment) is transported to the construction site. The ratio of the in-situ modifier on the rigid pavement surface of the airport is: sodium dihydrogen phosphate: diammonium hydrogen phosphate: ethylene glycol: deionized water according to the mass fraction = 10%: 5%: 1%: 84%; in the preparation process, firstly, the sodium dihydrogen phosphate, diammonium hydrogen phosphate and deionized water are mixed in proportion and then stirred evenly until the solid diammonium hydrogen phosphate and sodium dihydrogen phosphate are completely After dissolving, add ethylene glycol and continue to stir it evenly. Because the temperature is generally low in the plateau and alpine environment, the liquid temperature decreases rapidly, and the capillary pores on the road surface are blocked after the liquid phase changes at night, and the modification Therefore, in order to improve the disposal effect of the modified solution, a certain proportion of sodium dihydrogen phosphate was added to increase the reference pH value of the solution; after stirring evenly, the surface of the airport rigid pavement at this time was modified in situ. The pH value of the modifier was calibrated, and then 1 mol/L of NaOH alkaline modifier was added under field conditions until the pH value of the modifier reached 11.0-13.2, and the configuration was carried out at a constant temperature of 40 °C.

(5) Use the prepared in-situ modifier for the rigid pavement surface of the airport to cover the pavement surface; set the pressure of the pressurized spraying station to 160Mpa, and set the angle between the spray gun and the pavement freely at 15° to 30°; consider Ambient temperature and solution temperature, adjust the distance between the spray gun nozzle and the flushing surface to be 20cm. Before the operation, the staff checked that the temperature of the modified solution in the liquid tank was 40 °C and the pH value was 11.64; considering the particularity of the construction in the plateau alpine environment, a high-pressure water truck was used to spray the surface of the construction division I first; Lay the water filter nets in turn in the horizontal direction, and use a high-pressure water truck to carry out secondary pressure spraying on the surface of the construction area I until the water filter net is completely soaked; The size of the pad is 4m*5m, the total area is 20m ² , and 5 pieces are laid in total. The vacuum environment is prepared by a concrete road vacuum suction machine. The vacuum degree is set between -0.0658Mpa and -0.789Mpa. A negative pressure space is formed between the absorbent pads; the saturated water filter net is still laid on the road surface after the disposal, only the upper vacuum absorbent pad is taken away, and then covered with geotechnical health cloth; the same method is used for the construction division II. construction.

(6) Operators and machinery leave the site; when the ambient temperature drops to between 15°C and 20°C, take away the geotechnical health cloth and water filter, and wait for the airport rigid pavement on the surface of construction sub-area I and construction sub-area II. Surface in-situ modifiers are allowed to air dry naturally.

(7) After the interval of 24h and 48h, repeat the aforementioned steps (4)-(6) twice.

(8) After the completion of step (7), the construction sub-area I and the construction sub-area II shall be cleaned at an interval of 24 hours. Remove the FOD attached to the surface such as dust, stones, gravel or other types of excess objects, and at the same time use a brush to lightly remove the exuded crystals attached to the surface of the apron.

Comparative Example 1

Compared to Example 1, but without the treatment of the surface in-situ modifier.

Comparative Example 2

Compared to Example 2, but without the treatment of the surface in situ modifier.

Comparative Example 3

Compared to Example 3, but not treated with surface in situ modifiers.

The surface friction coefficient, impermeability, freeze-thaw resistance, and mechanical properties of the examples 1 to 3 and the comparative examples 1 to 3 after in-situ enhancement and modification of the surface of the airport rigid pavement.

1. Anti-skid performance test:

Due to the special requirements of airport runways for safety performance, anti-skid performance is an important indicator to measure the safety performance and service life of the road surface. Referring to the specification T 0969-2019 ("Highway Subgrade Pavement Field Test Regulations"), the pendulum tribometer was used to measure the BPN pendulum value of the pavement surface on-site.

The anti-skid performance test results are shown in Table 1. After 90 days of disposal, it did not affect the friction coefficient of the pavement, effectively ensuring the operational safety of the airport pavement.

Table 1 Test results of anti-skid performance

2. Impermeability test:

Refer to the standard "Standard for Long-term Performance and Durability Test of Ordinary Concrete" (GBT 50082-2009) on the test method of the impermeability of concrete, and consider the operability of the experimental plan. Road surface), evenly smear epoxy resin on the side of the cylinder for sealing, and specify that the top surface of the core sample exposed to the air is the test surface. on the impermeability meter. The water pressure was kept constant at (1.2 ± 0.05) MPa, the test was stopped after 24 hours, the specimen was split in half along the longitudinal section, and the water marks were traced after the water marks were seen. Then place the trapezoidal glass plate on the split surface of the specimen, and measure the water seepage height on 10 lines with a ruler. The arithmetic mean of the water seepage heights at 10 measuring points was taken as the water seepage height of the test piece, and the arithmetic mean of the water seepage heights of the 6 test pieces was taken as the average water seepage height of the group of test pieces.

The test results of impermeability performance are shown in Table 2. The impermeability of the surface-modified specimens was significantly improved. Comparing the results in Table 2, it can be seen that after the three groups of examples are treated with the phosphate surface modifiers of different ratios provided by the present invention, the average height of the water seepage of the concrete specimens is reduced by 73.18% compared with the corresponding comparative examples (Example 1). ), 81.42% (Example 2), 79.10% (Example 3).

Table 2 Test results of impermeability performance

3. Freeze-thaw resistance test:

With reference to "Standards for Long-term Performance and Durability of Ordinary Concrete" GB/T50082-2009, a single-side freeze-thaw test was carried out on the surface-modified specimen, and tap water and 3.0wt% potassium acetate solution were selected as the freeze-thaw medium respectively. The water-freezing resistance and salt-freezing ability of the sample were tested; before the test, the mortar sample was placed in a water-saturated device with the corresponding solution for 24 hours, so that the sample reached a saturated state, and the initial mass and initial dynamic elastic modulus of the sample were tested, and then Start the freeze-thaw test. The specimens were placed in the test tank of the concrete freeze-thaw test machine (CABR-HDD concrete unilateral freeze-thaw test machine of China Academy of Building Research), and the maximum and minimum temperatures were set at 20 °C and -20 °C, respectively. Freeze for 4h, keep at low temperature for 3h, thaw for 4h, and keep at temperature for 1h, a total of 12h is a freeze-thaw cycle. The water and 3.0 wt% potassium acetate solution in the test tank were replaced after every 10 freeze-thaw cycles to keep the pH of the solution stable. After every 20 freeze-thaw cycles, the mass loss and dynamic elastic modulus loss of the DAP surface-modified mortar specimens were tested.

The test results of freeze-thaw resistance test are shown in Table 3 and Table 4. It can be seen from the data in the table that the freeze-thaw resistance of the surface-modified specimens is significantly improved. The maximum number of salt-freezing cycles allowed for the specimens under the same treatment method is lower than that of water-freezing cycles, which is also in line with the salt-freezing conditions. Can accelerate the conclusion of cement concrete failure. In the experiment, the freeze-thaw test was stopped when the mass loss of the reference standard reached 5%, but the specimens in the example group had not been significantly damaged, and only small peeling occurred in the local area of the surface, so it was a complete and objective display of the treatment effect of the present invention. , according to the pre-experiment results, the number of water-freezing cycles is 175; the number of salt-freezing cycles is 120. The results of Example 1 and its Comparative Example 1 (with the same mixing ratio as Example 1, but without surface modification treatment) show that the mass loss rate of the specimens subjected to surface modification treatment under water-freezing conditions is only about 32.68% of the 1 group, the mass loss rate under the condition of salt freezing is only 33.40% of the 1 group of the comparative example; ) results show that the mass loss rate of the specimens treated by surface modification under water freezing condition is only 57.95% of that of the comparative example 1 group, and the mass loss rate under the salt freezing condition is only 53.03% of that of the comparative example 1 group %; The results of Example 3 and its Comparative Example 3 (with the same mixing ratio as Example 3, but without surface modification treatment) show that the mass loss rate of the specimens subjected to surface modification treatment under water-freezing conditions is only It was 46.31% of the comparative example 1 group, and the mass loss rate under the condition of salt freezing was only 47.32% of the comparative example 1 group.

Table 3 Freeze-thaw resistance characterized by mass loss under water-freezing conditions

Table 4 Freeze-thaw resistance characterized by mass loss under salt-freezing conditions

In addition, the loss of dynamic elastic modulus is used as the evaluation index of anti-freeze-thaw performance, and the test results are shown in Table 5. Comparing the results in Table 5, it can be seen that after the three groups of examples are treated with the phosphate surface modifiers of different ratios provided by the present invention, the relative dynamic elastic modulus loss rates of the concrete specimens are reduced by 59.25% (Example 1), 58.66% (Example 2), 53.10% (Example 3), and the designed freezing and thawing times in this experiment was 200 times. The experimental results verify that the surface modifier is an effective method to improve the freeze-thaw resistance of concrete pavement.

Table 5 Freeze-thaw resistance characterized by relative dynamic elastic modulus under water-freezing conditions

Among them, in each example and comparative example, the loss rate of dynamic elastic modulus=(initial dynamic elastic modulus-kinetic elastic modulus after 200 freeze-thaw cycles)/initial dynamic elastic modulus

4. Physical and mechanical properties test

Use HARTIP 1800 Leeb hardness tester for surface hardness measurement. For each test piece (indoor forming test piece with a size of 100mm*100mm*100mm or a drill core sample with a size of φ150mm*100mm), the surface modified layer is used as the test area, and 10 test points are randomly selected in the test area. , the measuring points are evenly distributed within the measuring area, the net distance between the adjacent points on both sides cannot be less than 10mm, and the distance between the two adjacent measuring points and the distance between the measuring points and the edge of the test block are generally not less than 30 mm. It should not be on air holes or exposed stones, and the same measuring point can only be hit once. In order to reduce the error, a total of 6 Leeb hardness values are measured at each measuring point, the maximum and minimum values are removed respectively, the average value of the remaining 4 valid hardness values is taken as the hardness value of this measuring point, and the average hardness of all measuring points is calculated. The value is taken as the average hardness of the test piece, and the calculation is accurate to 0.01.

The hardness test results are shown in Table 6. It can be seen from the data in the table, comparing the results in Table 6, after the three groups of examples are treated with the phosphate surface modifiers of different ratios provided by the present invention, the surface Leeb hardness values of the concrete specimens are increased by 20.70% respectively. (Example 1), 24.70% (Example 2), 26.10% (Example 3), the experimental results verified the mechanism of action of the phosphate modification method, that is, the phosphate and mortar layer surface Ca ²⁺ in an alkaline environment Hydroxyapatite (enamel-like substance) is generated and distributed on the surface of the pavement, thereby improving the surface hardness of the mortar layer.

Table 6 Hardness test results

When numerical ranges are given in the examples, it is to be understood that, unless otherwise indicated herein, both endpoints of each numerical range and any number between the two endpoints may be selected. Unless otherwise defined, all technical and scientific terms used in the present invention have the same meaning as commonly understood by one of ordinary skill in the art. In addition to the specific methods, equipment and materials used in the embodiments, according to the mastery of the prior art by those skilled in the art and the description of the present invention, the methods, equipment and materials described in the embodiments of the present invention can also be used Any methods, devices and materials similar or equivalent to those of the prior art can be used to implement the present invention.

Claims (10)

1. The airport rigid pavement surface in-situ modifier comprises the following raw materials in percentage by mass:

3% -30% of phosphate;

0.2 to 1.5 percent of penetrant;

68.5 to 96.8 percent of water;

adjusting the pH value of the airport rigid pavement surface in-situ modifier to be more than or equal to 7.6 by using a pH regulator;

the phosphate is selected from one or more of diammonium hydrogen phosphate, potassium dihydrogen phosphate and sodium dihydrogen phosphate; the penetrating agent is selected from one or more of ethylene glycol, isopropanol, acrylic acid and nano particles; the nanoparticles comprise CuO and/or TiO ₂ (ii) a The particle size of the nanoparticles is less than 500 nm.

2. The airport rigid pavement surface in situ modifier of claim 1, wherein the pH modifier is selected from alkaline modifiers.

3. The airport rigid pavement surface in situ modifier of claim 1, wherein said pH modifier is selected from NaOH solution or NaHCO ₃ And (3) solution.

4. The preparation method of the airport rigid pavement surface in-situ modifier according to any one of claims 1 to 3, which comprises mixing phosphate, penetrant and water, adjusting pH to 7.6 or more, and preparing.

5. A method for in-situ reinforced modification of a rigid runway surface in an airport, the method comprising:

(1) dividing the surface of the airport rigid pavement to be processed into one or more construction domains;

(2) cleaning each construction subarea in the step (1);

(3) and (3) performing covering operation and airing on the construction subarea treated in the step (2) by using the airport rigid pavement surface in-situ modifier according to any one of claims 1 to 3, and repeating the covering operation for a plurality of times.

6. The method of in situ reinforced modification of the airport rigid pavement surface of claim 5, further comprising any one or more of the following features:

A1) the cleaning step in the step (2) comprises cleaning a tire rubber layer in a construction subarea and/or flushing and cleaning other particles on the surface of each construction subarea;

A2) in the step (3), the covering operation mode is one or more of a pressurized spraying mode or a negative pressure absorption mode;

A3) in the step (3), the temperature of the airport rigid pavement surface in-situ modifier before the covering operation is not lower than 25 ℃;

A4) in the step (3), the airing is natural air drying;

A5) and (4) repeating the covering operation for 1-3 times after the interval of 24h, 48h and 72h in the step (3).

7. The method for in-situ enhancing and modifying the surface of the airfield rigid pavement according to claim 6, wherein the negative pressure absorption is negative pressure absorption after spraying and smearing in normal atmospheric pressure environment.

8. The method for in-situ enhanced modification of airport rigid pavement surfaces as claimed in claim 7, wherein in said step (2), said step of scouring and cleaning other particulate matter from each of said construction sub-areas surfaces, said other particulate matter comprising one or more of a combination of dust, stones, gravel;

and/or in the step (3), the pressure range of the pressure spraying is 140-240 MPa;

and/or in the step (3), the negative pressure absorption is carried out by a vacuum pump, a negative pressure pump, equipment or a functional vehicle for forming a sealed vacuum negative pressure cavity on the surface of the pavement.

9. The method for in-situ reinforced modification of the surface of the airport rigid pavement of claim 5, further comprising cleaning all construction zones after step (3).

10. Use of the method for the in situ reinforced modification of the surface of an airport rigid pavement according to any one of claims 5 to 9 in the field of road engineering.

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