How to repair asphalt pavement?

As -20°C temperatures blanket northern China, an innovative practice integrating green materials and digital sensing is quietly reshaping highway maintenance in these areas. Industrial solid waste is being transformed into cold-resistant “smart patches,” which, combined with microchips embedded in the road surface, not only allow winter repairs to proceed smoothly but also mark a crucial step towards green and intelligent transportation infrastructure maintenance. This is not only a technological breakthrough but also a vivid illustration of the transformation of development methods.
It is understood that the core material used in this test is an environmentally friendly asphalt that “grows on solid waste.” Industrial solid waste such as fly ash and coal gangue account for 60%-65% of its raw materials. Through independently developed modification technology, it enables normal construction even in temperatures as low as -20°C.
“Traditional hot-mix asphalt requires temperatures of 130℃ to 160℃, while ordinary cold-mix asphalt basically stops working below 0℃. This new material breaks free from these temperature constraints,” explained on-site technicians. This not only solves the problem of road repair in cold regions during winter but also significantly reduces raw material costs—by 15%-20% compared to traditional materials, labor and energy costs are reduced by over 20%, and overall maintenance costs are reduced by approximately 20%-25%.
The repaired road surface can be opened to traffic 1-2 hours after compaction, reaches its design strength within 24 hours, and has a durability period of 3-5 years, three times that of ordinary cold-mix asphalt. This means that road “wounds” heal faster and more firmly, making repeated repairs a thing of the past.

To ensure good operation of asphalt melting equipment and extend its service life, regular maintenance and repairs are required. The following are specific maintenance and repair steps:
First, various parts of the equipment, including heating elements, pipes, valves, etc., need to be inspected regularly to make sure they are not worn or damaged. If any problems are found, they should be repaired or replaced immediately.

Modified asphalt equipment is a widely used asphalt equipment. Now its ultra-high performance has been widely praised by users. However, we must first use the modified asphalt equipment safely to fully demonstrate its performance. So how much do you know about the safe use and operation of modified asphalt equipment? Today, Sinoroader will explain it in detail:
1. Placement: The modified asphalt equipment should be placed on a flat place, and the front axle wheel should be fixed with sleepers and the tires should be dangling to ensure that the machine does not move around during operation.
2. Check regularly whether the mixer blades are deformed and whether the screws are loose.
3. Check whether the running direction of the mixing barrel is consistent with the arrow. If not, please replace the positive and negative poles of the wiring.
4. Before powering on, check for empty vehicle trial operation, check for leakage, and check the idling of the mixing barrel. The normal speed is about 3 times faster when the empty vehicle is full. If the speed is wrong, stop the car for verification.
5. If the asphalt material is stopped for one hour after mixing, clean the mixing barrel, pour in clean water, and clean the mortar. Then drain the water, remember that there must be no water in the bucket to prevent the formula from changing, and even rust on the pages and other links. During use, everyone should pay attention to some small links to avoid unnecessary losses in their work.

The base layer of asphalt pavement is divided into semi-rigid and rigid. Since the base layer and the surface layer are materials of different properties, good bonding and continuity between the two are the key requirements for this type of pavement. In addition, when the asphalt surface layer seeps water, most of the water will be concentrated at the joint between the surface layer and the base layer, causing damage such as slurry, looseness, and potholes to the asphalt pavement. Therefore, adding a lower seal layer on top of a semi-rigid or rigid base layer will play a vital role in enhancing the strength, stability and waterproofing capabilities of the pavement structural layer. The more commonly used one is to use asphalt gravel synchronous sealing technology.
So let’s take a look at how the construction of the asphalt gravel synchronous sealing truck is carried out:

In the application, the asphalt spreader has intelligent asphalt spreading rate and low investment, low power consumption, low cost, high thermal efficiency. The asphalt spreader can reach the temperature required for construction in a short time. It is easy to use and move. It can be operated by one person. A set of electric heaters is a bit expensive. In the production process of the asphalt spreader, water, as a production material, needs to be heated from room temperature to about 55°C. The evaporation heat of the asphalt spreader is transferred to the drainage. It is found that after the emulsified asphalt is produced for 5 tons, the asphalt spreader is accompanied by a significant increase in the temperature of the cooling circulating water. The production water uses cooling circulating water, and the water basically does not need to be heated. It can save 1/2 of the fuel simply from the energy.

What key points should be paid attention to when feeding emulsified asphalt equipment? When it comes to emulsified asphalt equipment, I don’t know how much you know about it? What should you pay attention to when adding materials?
The black anti-static tweezers grinding wheel of the emulsified asphalt equipment does not have a heated collet. Before use, you must add the appropriate amount of diesel and let the black anti-static tweezers circulate for 3 to 5 minutes to generate heat (the temperature after operation is 80 ~100 degrees) open the stop valve on the oil delivery pipe to drain the diesel engine in the engine. The temperature of the black anti-static tweezers grinding wheel must be around 80 to 100 degrees before the material can be loaded and put into production. If there is a heated collet, the grinding wheel must be heated before starting, and then the material is loaded and put into production.

I. Causes of Asphalt Pump Oil Pump Not Drawing Oil
The following are possible causes of an asphalt pump oil pump not drawing oil:
1. Pump Malfunction: Damaged gears, poor sealing, worn bearings, or loose drive gears can all cause the pump to stop operating or operate poorly.
2. Oil Circuit Blockage: Blockage in the oil circuit obstructs oil flow, preventing smooth entry and exit from the pump, resulting in the pump not operating or operating poorly.
3. Air Leakage at the Pump Inlet: Air leakage at the asphalt pump inlet can also cause the pump to not draw oil. Causes of inlet air leakage may include aging seals, worn sealing surfaces, or misaligned sealing surfaces.
II. Solutions for Asphalt Pump Oil Pump Not Drawing Oil
To address the above problems, we can take the following steps:
1. Check the Pump: Inspect the pump gears, bearings, seals, and other components to ensure they are functioning properly. Check that the drive gears are properly engaged with the bearings.
2. Clean the Oil Circuit: Clean the oil circuit, including the pump inlet, outlet, air inlet, and oil tank, to ensure the oil circuit is unobstructed. 3. Repair or replace faulty components: Depending on the specific situation, repair or replace faulty components such as oil pump gears, seals, and reinforce bearing supports.
In general, there can be various reasons why an asphalt pump might not produce oil, requiring specific analysis based on the specific circumstances to find an effective solution. When using an asphalt pump, regular inspection and maintenance are necessary to ensure the equipment functions properly and improve work efficiency and quality.

Emulsified modified asphalt equipment includes sewage treatment, water storage tank, water metering and verification temperature control system, asphalt storage tank, asphalt external temperature control system, hot water pump soap seasoning system, soap storage tank, soap mixing pump, soap external temperature control system and metering and verification system, filter, hot asphalt mixing pump and metering and verification system, pipeline black anti-static tweezers, emulsified asphalt cooling system and retrieval equipment, product tank and electrical control system.
The whole set of procedures is modularized, and customers can freely match and use according to their needs. The application of each part of the equipment is as follows: Sewage treatment system: Mechanically filter and adsorb the general drinking water to react with epoxy resin to convert the strong drinking water into pure softened water, reduce the water holding capacity, and improve the emulsion effect of asphalt or asphalt concrete.

After the rubber bitumen storage tank is cleaned, the wood chips are sent to the rubber bitumen storage tank, and the wood chips and the bottom of the rubber bitumen storage tank are wiped with wood chips. The dirt and wood chips in the bitumen tank can be weathered naturally. The rubber bitumen storage tank is not allowed to be damaged. Check the technical specifications of the underwater concrete processing equipment and ventilation equipment.
The bottom of the rubber bitumen storage tank drain pipe is discharged from the drainage pipe, and the waste water is discharged into the empty tank or other containers through the inlet and outlet and the self-draining pipe. Open the Shenzhen manhole into the plastic suction pipe and pave the Shenzhen manhole with asbestos to reduce the discharge of oil and gas. When manually pumping the bottom oil, two people should be operated to improve the labor efficiency of the workers and send the fuel tank to supervision.

During highway maintenance and construction, we often hear the term “demulsification” of emulsified asphalt. So what exactly is this demulsification process? Below, an emulsified asphalt manufacturer will explain it in detail.
Demulsification of emulsified asphalt refers to the process by which the emulsified state is disrupted after the water in the emulsified asphalt evaporates. Emulsified asphalt is produced by emulsifying high-temperature asphalt through mechanical stirring and chemical stabilization, giving it low viscosity and good fluidity at room temperature, and is commonly used in road construction. The demulsification process is an important step in the practical application of emulsified asphalt. It is defined as the phenomenon where the water phase and the asphalt phase in emulsified asphalt lose their original stable state, causing the water phase to coagulate and the water in the asphalt to gradually escape.

Asphalt spreaders are primarily used for asphalt paving and road maintenance, including evenly spreading asphalt, heating, and mixing asphalt. Compared to traditional methods, they offer advantages such as high efficiency, high precision, and labor savings.
Asphalt spreaders are specialized construction machinery used for asphalt paving and road maintenance, and are widely used in road construction and maintenance. Their primary functions include evenly spreading asphalt, heating, and mixing asphalt, significantly improving the efficiency and precision of asphalt paving and road maintenance.
I. Basic Functions of Asphalt Spreaders
Asphalt spreaders utilize advanced control systems and nozzle designs to achieve precise metering and uniform asphalt distribution. Furthermore, they are equipped with heating and mixing systems that heat and mix the asphalt during the application process, ensuring its quality and uniformity. These features make asphalt spreaders crucial in road construction and maintenance.
II. Application Scenarios of Asphalt Spreaders
Asphalt spreaders are suitable for a variety of road construction and maintenance applications, such as highways, urban roads, and airport runways. It can complete large-scale asphalt paving and road maintenance work in a short period of time, greatly improving work efficiency. Furthermore, asphalt spreaders can be flexibly adjusted to varying road and climatic conditions, ensuring construction quality and safety.
III. Advantages of Asphalt Spreaders
Compared to traditional methods, asphalt spreaders offer the following advantages: First, they enable highly efficient asphalt paving and road maintenance, significantly shortening construction timelines. Second, asphalt spreaders utilize advanced control systems and nozzle designs, enabling precise metering and uniform asphalt distribution, improving construction quality. Finally, asphalt spreaders can save significant manpower and material resources, reducing construction costs.
IV. Development Trends and Future Prospects of Asphalt Spreaders
With the increasing demand for road construction and maintenance, the development trend of asphalt spreaders is becoming increasingly pronounced. In the future, asphalt spreaders will place greater emphasis on environmental protection and energy conservation, utilizing more advanced technologies and materials to reduce their environmental impact. Furthermore, with the advancement of intelligent technology, asphalt spreaders will also achieve more intelligent control and monitoring, improving construction efficiency and quality. In short, asphalt spreaders have broad application prospects in future road construction and maintenance.

Here is an introduction to the knowledge on construction quality control of modified rubber asphalt equipment. Let’s introduce this knowledge from three aspects. The details are as follows: The viscosity of the modified asphalt mixture of modified rubber asphalt equipment is relatively high, and the construction temperature of each process is The construction temperature requirements are higher than those of ordinary asphalt mixtures.

Cold asphalt patching compound is a special mixture used to repair damaged road surfaces. It is composed of modified asphalt, polymer additives, and selected aggregates, and can be applied at room temperature without heating. The core advantage of this material lies in its adhesion and compressive strength. It can quickly integrate with the original road surface in both wet and dry environments, effectively preventing crack propagation and water penetration. It is widely used in urban roads, community sidewalks, and parking lots.
Cold asphalt patching compound allows you to directly fill potholes by opening the bag, simply compact it, and then drive on it. It’s completely stable by the next day! The most surprising thing is that the surface color is very close to the original asphalt, making the repair almost invisible. Its particle distribution is very uniform, preventing loosening and falling off. Even with frequent vehicle traffic, it’s fine, readily handling minor damage – truly reassuring and convenient.
All-weather repair material: Cold patch material has a wide applicable temperature range, suitable for application in rain, snow, or sunshine; Low repair cost: Not limited by weather or the size and number of potholes, you can use as needed; Simple application: Can be applied using impact compaction, manual compaction, or tire rolling, depending on the road surface repair requirements; Excellent repair results: Repaired potholes are less prone to peeling or cracking, eliminating the need for repeated repairs; Cold asphalt patch material possesses excellent adhesion and self-leveling properties, quickly filling cracks and potholes, adapting to various weather conditions, and is especially suitable for emergency repairs and small-area renovations. Its core advantages are convenient application, rapid reopening to traffic, and long-term pressure resistance and crack resistance.

Asphalt crack filling sounds technical, right? But it’s actually a common task in road maintenance. Whenever I see cracks on the road, I think about how, if these cracks aren’t treated promptly, rainwater and impurities will seep in, significantly shortening the road’s lifespan. So today, let’s talk about the correct method of asphalt crack filling to make the road surface more durable!
The Importance of Crack Filling Repair
Crack filling repair is more than just filling cracks. It’s a crucial step in preventing rainwater and impurities from penetrating the cracks, thus extending the road’s lifespan. Imagine if road cracks weren’t repaired in time; those tiny cracks would gradually widen, even leading to road damage and affecting driving safety. Therefore, the importance of crack filling repair is self-evident.
Steps for Cleaning and Filling Cracks

Sand-containing mist seal is a common anti-corrosion coating. Its construction process is relatively simple, but the following points should still be noted:
Surface treatment: Before construction, the surface to be coated needs to be cleaned and all grease, dirt, rust and old coatings need to be removed.
Mixed materials: Mix the polyurethane resin and pigment in a certain proportion to ensure the quality of the coating.
Construction tools: Usually a spray gun or sprayer is used for construction. Before construction, the state and pressure of the nozzle should be checked to see if they are normal.
Spraying direction: Pay attention to the spraying direction during construction, and try to make the particles perpendicular to the surface.
Protection time: After construction, protection should be carried out for the prescribed time to avoid damage to the coating due to external forces.
In general, the construction of sand-containing mist seal is relatively simple, but attention should still be paid to details and quality control. Reasonable construction methods and precautions can ensure the quality and service life of the coating.

The requirements for SBS asphalt emulsification equipment are very high. The micro powder machine must have a sufficiently large driving force and can bear the condensation type. Because the temperature requirements of the emulsion SBS asphalt process are relatively high, the emulsified asphalt should be passed through a heat exchanger before feeding to reduce the emulsified asphalt temperature to below 90°C to prevent the emulsified asphalt from breaking due to excessive temperature.
The application scope of SBS modified emulsified asphalt is very wide. According to the nature of the construction, it can be used in new construction, renovation, and reconstruction projects; according to the nature of the project, it can be used in overhaul, equipment overhaul, and maintenance projects. Among them, the actual application projects include micro-surfacing, cold regeneration, cold mixing and cold paving, adhesive layer, permeable oil, slurry seal, gravel permeable layer, fog permeable layer, road moisture-proofing, SBS membrane, ground seam filling, and all other projects that can use emulsified asphalt.

In the cold winter, you need to pay attention to the following points when using asphalt melting equipment:
1. Protection from cold and warmth: The equipment needs to be operated indoors or in a place with shading facilities, and ensure that the temperature of the equipment and the surrounding environment is maintained within an appropriate range.
2. Check the equipment: Before use, the equipment should be checked, including whether the circuits, fluid circuits and other parts of the equipment are working normally, and whether there are any leaks of electricity or water in the equipment.
3. Pay attention to safety: During operation, you should wear protective equipment and avoid direct contact with hot asphalt. At the same time, it is necessary to avoid equipment overload operation and prevent equipment damage and safety accidents.
4. Control speed: Reasonably control the working speed of the equipment according to weather conditions and road conditions to avoid overheating of the equipment, causing asphalt to flow too quickly or burn.
5. Storage conditions: When not in use, place the device in a dry, ventilated place with moderate temperature, and ensure that any residue in the device is completely removed.

Rubber asphalt crack sealant is a heat-applied sealing material made from asphalt as a base, combined with high-molecular polymers, stabilizers, and additives. It is widely used for crack repair and expansion joint sealing in infrastructure such as roads, bridges, tunnels, and airport runways, and is one of the core materials for road maintenance. The following is a systematic analysis from six dimensions: definition and composition, core characteristics, performance indicators, construction technology, classification and application scenarios, and environmental standards:
1. Definition and Composition
Definition: Rubber asphalt crack sealant (also known as highway crack sealant or heated pavement sealant) is chemically modified to form an elastic network structure, possessing superior sealing performance. It can prevent moisture and debris from penetrating cracks, protecting the pavement structure.
Composition: Base asphalt provides basic adhesion and waterproofing; high-molecular polymers (such as SBS and rubber powder) impart elasticity and durability; stabilizers and additives improve construction performance (such as anti-aging and corrosion resistance) and storage stability.
2. Core Features
Sealing and Bonding: Strong adhesion ensures a tight bond with crack walls, remaining intact even with cold contraction/thermal expansion; excellent waterproof performance, does not peel off when wet.
Weather Resistance: Does not flow or stick to wheels at high temperatures (softening point 90-120℃); does not crack at low temperatures (-40℃), adapting to seasonal thermal expansion and contraction.
Elasticity and Durability: High elasticity adapts to road surface expansion and contraction, strong aging resistance, does not oxidize and harden with long-term use; resistant to acid, alkali, and salt corrosion, strong resistance to water damage.
Convenient Construction: Becomes a flowing colloid after heating to 180-204℃, allowing for rapid pouring; curing time 30-60 minutes, quick reopening to traffic, low maintenance costs.

During the use of emulsified bitumen equipments, if maintenance is not paid attention to, the cycle will be short, and problems will often occur during use. Only by doing a good job of maintenance can the operation efficiency of the equipment be improved. For example, during maintenance, the following points must be grasped.
It is necessary to regularly check the wear condition of the internal structural components of the mechanical equipment, such as the core feed pipe, the rough jaw plate on the impeller, the cone cap, the wear level of the jaw plate, the rain shield on the circle, and the wear condition. If the wear is more serious, it is necessary to replace or repair it in time. When replacing, it is also necessary to pay attention to the model and specifications, and replace it according to the original components as a reference.

The surface tension of asphalt and water varies greatly, and asphalt and water will not mix at room temperature or high temperatures. However, when the emulsified asphalt is subjected to high-speed mechanical centrifugation, shearing, and impact, it forms particles with a size of 0.1-5 microns and disperses them into a water medium containing a surfactant (emulsifier stabilizer). Because the emulsifier adsorbs on the surface of the emulsified asphalt particles, it reduces the interfacial tension between water and asphalt, allowing the asphalt particles to be dispersed in the surfactant-containing water medium (forming a stable dispersion in the water). Emulsified asphalt equipment produces an oil-in-water emulsion. The dispersion is brown, with asphalt as the dispersed phase and water as the continuous phase, and has good fluidity at room temperature.
Precautions for Using Emulsified Asphalt Equipment
1. Before spraying, the equipment must be checked for correct valve position. The hot asphalt added to the emulsified asphalt equipment must be operated within the temperature range of 160-180°C. The heating device can be used for long-distance transportation or long-term operation, but it cannot be used as an oil melting furnace.
2. When using a burner to heat asphalt in an emulsified asphalt plant, the asphalt level must exceed the upper surface of the combustion chamber, otherwise the combustion chamber will burn out. The emulsified asphalt plant must not be overfilled. The oil filler cap must be tightened to prevent asphalt spillage during transport.
4. When using the front control console, the switch should be set to front control. In this case, the rear control console can only control the nozzle raising and lowering.

The surface tension of asphalt and water is very different, and they will not be miscible with each other at room temperature or high temperature. However, when the emulsified asphalt equipment is subjected to mechanical actions such as high-speed centrifugation, shearing, and impact, the emulsified asphalt equipment makes it into particles with a particle size of 0.1~5μm, and dispersed in a water medium containing a surfactant (emulsifier-stabilizer). Since the emulsifier can be directional adsorbed on the surface of the emulsified asphalt equipment particles, the interfacial tension between water and asphalt is reduced, so that the asphalt particles can form a stable dispersion system in water. The emulsified asphalt equipment is an oil-in-water emulsion. This dispersion system is tea brown, with asphalt as the dispersed phase and water as the continuous phase, and has good fluidity at room temperature.
In a sense, emulsified asphalt equipment dilutes asphalt with water, thereby improving the fluidity of asphalt.

Asphalt pavements may sink during use due to various factors. To ensure road safety and smooth traffic, timely repair measures are necessary. Below, we will detail several common asphalt pavement subsidence repair methods.
1. Localized Filling Repair
Localized filling repair is suitable for pavements with relatively minor subsidence. First, the scope and depth of the subsidence must be determined, and debris and damaged asphalt layers within the subsidence area must be cleared. Next, hot asphalt mix or cold patch material is used to fill the gap, ensuring that the fill material adheres tightly to the original pavement surface. Finally, the filled area is compacted to achieve the same smoothness as the original surface.
2. Hot Regeneration Repair
Hot regeneration repair is a highly effective method for repairing asphalt pavement subsidence. It utilizes specialized hot regeneration repair equipment to heat and soften the asphalt layer in the subsidence area, then adds a new asphalt mix, mixes, and spreads it. This method fully utilizes the original asphalt material, reduces resource waste, and improves repair quality. 3. Cold Recycling Repair Method
Cold recycling repair methods are suitable for situations where hot recycling repairs are not feasible, such as limited construction site conditions or emergency repairs. This method uses specialized cold recycling repair materials to quickly fill and compact the subsidence area. While cold recycling repair methods are faster, the repair quality may be slightly inferior to hot recycling repair methods. Therefore, the choice of repair method requires careful consideration based on the specific situation.
In general, asphalt pavement subsidence can be repaired using methods such as local filling, hot recycling repair, and cold recycling repair. Each method has its advantages and disadvantages, and the choice should be based on factors such as the degree of subsidence, construction site conditions, and repair requirements. Through appropriate repair measures, the smoothness and performance of the asphalt pavement can be restored, ensuring road safety and smooth traffic.

Emulsified asphalt is an aqueous suspension of asphalt particles with high interfacial energy. This suspension state is thermodynamically unstable and has the potential to reduce its interfacial area (i.e., through the coagulation process) to a stable state. Preventing this coagulation state (dispersion destruction) is the stabilization effect of the emulsifier protective layer. The stability of emulsified asphalt refers to the ability of asphalt particles to aggregate and cause phase separation, and also refers to the time required for emulsified asphalt to reach equilibrium. That is, the time for asphalt particles to aggregate and separate from water. How can we increase this time? How to prevent emulsified asphalt from demulsifying?

As a professional manufacturer of emulsified asphalt equipment, we have long been dedicated to the production and research and development of high-quality asphalt equipment. To help you gain a more comprehensive understanding of our emulsified asphalt equipment, our professionals will now provide a brief explanation, which we believe will be helpful in understanding the product.
In an asphalt-water system, emulsifier molecules migrate between the asphalt and water interface. The hydrophobic groups of the molecules adsorb to the asphalt surface, imparting an electric charge, while the hydrophilic groups enter the aqueous phase. This bonds the asphalt particles to the water, reducing the interfacial tension between the two. Furthermore, because the asphalt particles have the same charge, they repel each other, preventing them from agglomerating, thus enabling the asphalt emulsion to maintain uniformity and stability for a certain period of time. The nature of the charge is determined by the charge of the hydrophobic groups or hydrocarbon chains of the emulsifier. If the charge is negative, the asphalt particles have a negative charge, and the resulting emulsion is anionic. Conversely, the emulsion is cationic. If the asphalt particles have both negative and positive charges, the emulsion is zwitterionic; there are also non-ionic asphalt liquids.

We have conducted in-depth research on asphalt distributors and have accumulated a lot of production technology experience. We have conducted professional and in-depth research on some problems existing in the market to provide convenience for everyone in future production applications.
Every time when spraying asphalt, the asphalt distributor does not spray asphalt. Troubleshooting. The asphalt distributor does not spray asphalt. It is a common fault. The following teaches you how to solve the problem of not spraying asphalt.
1. No asphalt spraying
Analysis of the reasons may be the following reasons:
1. Is the asphalt pump working?
2. Are the valves adjusted correctly?
3. Is the pump or pipeline blocked?
2. Troubleshooting method
1. Check whether the hydraulic system is working properly?
2. After adjusting the valve position, the asphalt distributor must be cleaned to avoid pipeline blockage when used next time. Because the asphalt distributor has different high and low configurations, it can spread various high-viscosity and high-temperature modified asphalts and rubber asphalt in high configuration. If you mistakenly use a low-configuration asphalt truck to spread this type of asphalt, you must spray the asphalt inside the entire vehicle clean after the first use. After spraying, in order to leave no residual asphalt, you can use waste diesel to clean it. Our company’s vehicles are equipped with air cleaning and gravity cleaning devices. Diesel cleaning is a reliable cleaning method.

Bitumen decanter equipment can be placed in a complex system as an independent unit, replacing the existing heat source de-barreling method, or in parallel as a core component of a large set of equipment, or it can work independently to meet the requirements of small-scale construction operations.
The Sinoroader bitumen decanter device is mainly composed of a de-barreling box, a lifting mechanism, a hydraulic thruster and an electrical control system. The box is divided into two chambers, the upper chamber is a barreled bitumen melting chamber, and heating coils are evenly distributed around it. The heating pipe and the bitumen barrel mainly exchange heat in a radiation manner to achieve the purpose of bitumen de-barreling. Several guide rails are the tracks for the bitumen barrel to enter. The lower chamber is mainly to continue heating the bitumen removed from the barrel to make the temperature reach the suction pump temperature (100℃), and then the asphalt pump is pumped into the upper chamber. At the same time, an empty barrel is pushed out at the rear end outlet. There is also an oil tank on the platform at the entrance of the asphalt barrel to prevent the dripping bitumen from flowing out.
The inlet and outlet doors of the device adopt a spring automatic closing mechanism. The door can be automatically closed after the asphalt barrel is pushed in or out to reduce heat loss. A temperature gauge is installed at the asphalt outlet to observe the asphalt outlet temperature. The electrical control system can control the opening and closing of the hydraulic pump and the reversing of the electromagnetic reversing valve to realize the advance and retreat of the hydraulic cylinder. If the heating time is extended, a higher temperature can be obtained. The lifting mechanism adopts a cantilever structure. The bitumen barrel is lifted by an electric hoist, and then moved horizontally to place the bitumen barrel on the guide rail. A temperature gauge is installed at the outlet of the asphalt meltering equipment to observe its outlet temperature.

Preventive pavement maintenance is a periodic mandatory maintenance measure, which is taken to restore the pavement surface service function when the pavement structure strength is sufficient and only the surface function is attenuated. New preventive maintenance technologies such as super-viscous fiber-added low-noise micro-surfacing and synchronous gravel seal have been widely used on the main lines of national highways, and the construction effect has been widely praised by customers.
Super-viscous fiber-added low-noise micro-surfacing starts with the gradation of micro-surfacing and the main material modified emulsified asphalt. By reducing the structural depth of the micro-surfacing and changing the distribution state of the coarse and fine materials on the surface of the micro-surfacing, the driving noise is reduced, while ensuring its anti-skid performance, effectively improving its adhesion, waterproofness, durability and crack resistance, and can solve the defects of easy detachment, excessive noise and reflective cracks of ordinary micro-surfacing.

Asphalt emulsifiers can be divided into synthetic emulsifiers, natural emulsifiers, inorganic powder emulsifiers, etc. according to their formation. Synthetic emulsifiers are currently the most widely used. Asphalt emulsifiers are a type of organically synthesized surfactant that can emulsify asphalt.
Emulsifiers are divided into ionic and non-ionic types according to whether the hydrophilic group of the emulsifier molecule is charged when the emulsifier is dissolved in water. Ionic emulsifiers are divided into cationic and anionic types due to the different charges of the hydrophilic group after ionization in water. In addition, there are zwitterionic types.
Cationic emulsifiers are divided into three types: fast cracking, medium cracking, and slow cracking according to the speed of demulsification. Slow cracking emulsifiers are divided into slow setting and fast setting according to the length of time the mixture solidifies. Slow cracking and slow setting types are mainly used as permeable oils. Slow cracking and fast setting are used for micro-surfacing, slurry sealing, cold regeneration, etc. Medium cracking and fast cracking types are used for adhesive layer oils, gravel sealing layers, and waterproof base oils.

I. Appearance Quality
Surface Smoothness: The surface should be smooth, dense, and uniform, free from loose material, white spots, wheel tracks, and scratches.
Transverse joints should be smooth, with a width ≤ 80mm; longitudinal joint unevenness ≤ 6mm/3m.
Edge lines should be smooth, with horizontal fluctuations within any 30m length ≤ ±50mm.
Color and Uniformity: The color should be uniform and consistent, with no obvious color difference.
II. Road Performance
Skid Resistance: Coefficient of friction (pendulum value Fb, BPN) ≥ 45 (highways, Class I highways).
Texture Depth (TC) ≥ 0.60mm (highways, Class I highways).
Water Permeability: Permeability coefficient ≤ 10mL/min.
Thickness: The allowable thickness deviation is -10% of the design value.