In road engineering, especially for emergency repairs (such as pothole patching after rain), rural road construction, and small-section pavement maintenance, traditional fixed modified asphalt production lines face obvious limitations: they require fixed factory sites, have high minimum production batches (usually ≥50t), and cannot meet the "on-demand, on-site" modification needs of small-scale projects. This often leads to problems like long-distance transportation of modified asphalt (resulting in temperature loss and performance degradation) and waste of excess materials. Mobile modified asphalt equipment, with its vehicle-mounted integrated design and small-scale capacity (10-30t/h), solves these pain points by integrating raw material storage, modification, and discharge functions onto a mobile chassis. It can be directly transferred to the construction site for on-site production, perfectly matching the efficiency and flexibility requirements of road engineering scenarios. This article focuses on the core design features, technical advantages, application scenarios, and practical selection strategies of this equipment, providing a reference for road construction enterprises to improve project efficiency and reduce costs.

1. Vehicle-Mounted Integrated Design: Breaking Spatial Limitations with "All-in-One" Mobility

The core of mobile modified asphalt equipment lies in its "vehicle-mounted integration"—integrating all functional modules required for modified asphalt production (asphalt tank, modifier storage, colloid mill, mixing system, heating system, control cabinet) onto a standard heavy-duty truck chassis (such as a 6×4 or 8×4 chassis) or a trailer chassis. This design eliminates the need for fixed infrastructure and enables flexible transfer between construction sites. Its key design points focus on space optimization, structural stability, and transfer convenience.

1.1 Module Layout Optimization: Balancing Functionality and Space Efficiency

The vehicle chassis has limited space (usually 8-12m in length and 2.5m in width), so the layout of functional modules must prioritize "compactness" and "logical workflow" to avoid mutual interference between modules and ensure smooth production:

Workflow-based layout: Arrange modules in the order of "raw material input → modification → finished product output" to shorten material transfer paths. For example:

The asphalt tank (capacity 5-10m³, made of Q345R steel) is placed at the front of the chassis, connected to a diesel heater (heating power 30-50kW) to preheat asphalt to 160-180℃ (the optimal temperature for modification);

The modifier storage bin (capacity 0.5-1m³, with a screw conveyor) is adjacent to the asphalt tank, allowing modifiers (such as SBS particles) to be accurately dosed into the mixing tank;

The core modification module (colloid mill + mixing tank) is placed in the middle of the chassis—this is the heaviest part (about 2-3t), so it is installed above the chassis’s load-bearing beam to ensure weight balance;

The finished product discharge pipe and control cabinet are placed at the rear of the chassis, facilitating on-site operation and connection to the paver’s hopper.

Space-saving design: Adopt vertical integration for some modules. For example, stack the modifier storage bin above the mixing tank (with a dedicated support frame) to reduce horizontal space occupation; use a foldable discharge pipe (which can be folded to 1/3 of its original length during transfer) to avoid exceeding the chassis width limit.

1.2 Structural Stability: Ensuring Safety During Transfer and Operation

During road transfer (especially on rural roads with uneven surfaces) and on-site operation (with mechanical vibration from the colloid mill), the equipment must maintain structural stability to prevent module displacement or damage. Key stability designs include:

Heavy-duty chassis selection: Use a truck chassis with a load capacity of ≥15t (such as Sinotruk Howo or FAW Jiefang chassis) and reinforce the chassis frame with 10-12mm thick steel plates to withstand the weight of all modules (total weight 8-12t);

Anti-vibration fixing: Use "U-bolts + shock-absorbing rubber pads" to fix each module to the chassis. The rubber pads (hardness 60-70 Shore A, thickness 10mm) can reduce vibration transmission between the module and the chassis—especially for the colloid mill (which generates high vibration during operation), adding an additional layer of spring shock absorbers to ensure that the vibration amplitude is ≤0.5mm;

Anti-tilting protection: Install 4 hydraulic outriggers at the four corners of the chassis (support stroke 0.5-1m). When the equipment is in operation, extend the outriggers to lift the chassis off the ground, ensuring that the equipment remains level (levelness error ≤0.5°) even on sloped construction sites (slope ≤5°) and avoiding tilting during production.

1.3 Transfer Convenience: Adapting to Complex Road Conditions

Mobile modified asphalt equipment needs to travel between different construction sites, including urban roads, rural dirt roads, and construction site access roads. Its transfer design focuses on passability and quick deployment:

Passability optimization: Control the overall height of the equipment (after module installation) to ≤4m and the width to ≤2.5m, complying with China’s road transportation limits (GB 1589-2016) to avoid the need for oversize transportation permits; use low-profile tires (tire size 11.00R20) to improve ground clearance (≥300mm), preventing scratches on rough roads;

Quick deployment: The equipment can complete the transition from "transfer state" to "operation state" within 30-60 minutes. For example, the hydraulic outriggers can be extended/retracted with one button via the control cabinet; the heating system and colloid mill can be preheated and started sequentially with a single click, eliminating the need for on-site assembly of pipelines or electrical connections.