FR3072398B1 - PROCESS FOR INDENTING A HIGH-DENSITY RECYCLABLE HEAT EXCHANGER IN COMPRISING AMBIENT TEMPERATURE MATERIALS - Google Patents

Abstract

The present invention relates to a method of manufacturing a road surface covering comprising pipes of a heat exchanger device, characterized in that it comprises the following steps: a) spraying at a temperature ranging from 0 ° C. at 80 ° C of a compactable road surface composition comprising a granular fraction, the elements of the granular fraction having dimensions less than 14 mm, said composition being manageable with a maneuverability, measured with a Nynas maniabilimeter at its setting temperature. work, less than 400N, then b) pipe deposit, said pipes having a crush strength greater than 3000 N per linear meter of pipes at 100 ° C, so as to allow their indentation in the coating of step a ) even in the absence of pressurizing means, then c) indentation of the pipes deposited in step b) by compacting said coating composition r during its workability, to form an integration layer comprising pipes of a heat exchanger device, and d) application over a road surface coating layer, in particular a wearing course .

Description

PROCESS FOR INDENTING A RECYCLABLE HEAT EXCHANGER WITH HIGH CADENCE IN

COMPRISING MATERIALS WITH AMBIENT TEMPERATURE The invention relates to a method of manufacturing a road pavement comprising, on the surface, a device for heat exchanger designed to recover thermal energy from roadways or to restore thermal energy to pavement. The invention also relates to a method of recycling such roads.

There are about 32 million kilometers of paved roads in the world. Pavements are more or less flat surfaces, usually dark in color, which makes them interesting for this invention: their thermal properties mean that they are able to store significant amounts of thermal energy during the day, thanks to the sunshine received. In a world context of development of renewable energies, it seems quite judicious to try to recover this free energy captured by the pavements.

Among the different materials used for the construction of pavements, in particular poured asphalt, bituminous mixes, concrete, tarmac or sand, bituminous mixes are one of the materials that rise the most during the day. because of its lower reflectivity and moderate thermal conductivity.

We already know the use of pavements as thermal collectors for multiple uses: pavement cooling to avoid permanent deformation likely to appear in summer, recovery of stored heat to bring energy to adjacent buildings.

The use of geothermal energy is also known to warm the roadway, in particular to clear snow from roads in winter (heated roadways).

DE 2004006198 discloses a system for recovering heat energy from roadways in which pipes are installed under the road. This system requires a protective layer of pipes that impacts energy performance. Indeed, the pipes are far from the wearing course, which constitutes the thermal collector.

The patent application WO99 / 34155 describes a system for recovering thermal energy from roadways in which pipes are embedded in hot porous bituminous mixes (110-160 ° C). This application teaches that bituminous mixes must be porous, or even very porous, to allow the integration of the pipes. An adhesive layer is provided to fill the gaps between the pipes and the porous asphalt. The pipes must be cooled, by circulating a cooling agent under pressure, during the integration and the phases of passage of the construction machinery. The cooling of the pipes and their pressurization makes it possible to protect them thermally, mechanically and above all to avoid thermal shrinkage when laying the pipes in a still hot mix. In addition, the angle of the pipes with the roller axis of the compactor should also be checked.

On site, it is expensive and problematic to have to cool and / or pressurize the pipes during installation.

In addition, the adhesive layer, necessary to fill the voids, is expensive and unfavorable to the mechanical properties of the mix.

Finally, according to this method, particular means, expensive, must be implemented during the subsequent passage of caterpillar pavers or other construction machines. The invention aims to solve these problems by proposing a method of manufacturing a street covering comprising the pipes of a heat exchanger:

Allowing to indent pipes with the retained geometry, whatever the curvature of the pipes and thus able to include straight lines, turns, loops, ...

Leaving no gaps between the pipes and the layer integrating them, thus not requiring the addition of an adhesive layer to fill voids and / or fillers;

Not requiring cooling of the pipes by placing a cooling agent in circulation, during the laying and / or indentation and / or subsequent steps of manufacture of road surfacing including during the passage of construction machinery;

Not requiring pressurization of the pipes during installation and / or indentation and / or subsequent steps of manufacture of road surfacing including during the passage of construction machinery;

Not requiring a control of the angle of the pipes with the axis of the compacting roller; o Economical, easy to install, allowing high speed installation of a heat exchanger

The method according to the invention also allows optimized heat exchange, in particular by minimizing the amount of vacuum around the pipes of the heat exchanger.

Finally, advantageously, by the method according to the invention, the presence of the device for the heat exchanger does not limit the recycling of the road surface.

According to standard NF P 98-149, June 2002, the following is meant: - by "recycling", the introduction, in a hot or warm mix asphalt production cycle, of a given proportion of recovery mixes (asphalt mixes recycled). Recycling can be done centrally or in place. In the latter case, it can be achieved either by thermorecycling or by cold milling, hot mixing aggregates (mills) in a self-propelled equipment, and put back in place. - by "thermoregulation", recycling in place by heating, fractionating, mixing the old mix with the necessary corrective measures (mix, aggregates and regeneration binder) and reworking the resulting mixture - by "milling", a disintegrating operation and removal of bound materials using a rotating drum equipped with suitable tools (teeth, picks, knives).

These technical problems are solved by integrating particular pipes in particular road materials, particularly by their workability and their particle size, implemented at close to ambient temperature by the method according to the invention.

The present invention thus relates to a method of manufacturing a road covering comprising pipes of a heat exchanger device, characterized in that it comprises the following steps: a) spraying at a temperature of 0 ° C at 80 ° C of a compactable road surface composition comprising a granular fraction, the elements of the granular fraction having dimensions less than 14 mm, said composition being manageable with a maneuverability, measured with a Nynas maniabilimeter at its setting temperature implemented, less than 400N, then b) pipe deposit, said pipes having a crush strength greater than 3000 N per linear meter of pipe at 100 ° C, so as to allow their indentation in the coating of the step a) even in the absence of pressurizing means, then c) indentation of the pipes deposited during step b) by compacting said ro-coating composition during its maneuverability period, to form an integration layer comprising pipes of a heat exchanger device, and d) application over a road surface coating layer, in particular a wearing course

Compactable composition for road surface

The method is characterized in that it uses a compactable road surface composition implemented at ambient temperature, that is to say at a temperature ranging from 0 ° C to 80 ° C.

A road surface is a coating intended for road traffic, in particular on so-called secondary networks that can support light to heavy traffic, in particular light to moderate traffic.

These technologies are called "cold", sometimes "cold or semi-cold" because implemented at a temperature that can vary from 0 ° C to 80 ° C. Thus, in the context of the present application, the term "cold" will mean an implementation of the composition at a temperature ranging from 0 ° C to 80 ° C.

The compactable road surface composition is spread at a temperature of less than 80 ° C and then compacted using construction machines such as double-ball machines or tire compactors. Compaction is generally carried out in the presence of water, which may be water included in the mineral fraction and / or filler water and / or water provided by an emulsion of bitumen or a foam of bitumen, when the compactable road surface is respectively based on bitumen emulsion or bitumen foam.

The compactable composition for road surfacing comprises at least one granular fraction.

Advantageously, the elements of the granular fraction have dimensions of between 0 mm and 14 mm (denoted 0/14), more advantageously between 0 mm and 10 mm (denoted 0/10), still more advantageously between 0 mm and 6 mm ( denoted 0/6).

"Mineral solid fractions" here means all solid fractions that can be used for the production of road surfaces, including in particular natural mineral aggregates (chippings, sand, fines) from quarries or gravel pits, recycling products such as aggregates, and 'coated, scrap manufacturing, aggregates from the recycling of road materials including concrete, slags especially slag, shale especially bauxite or corundum, artificial aggregates of any origin and for example from slag incineration of household waste (MIDN), as well as their mixtures in all proportions.

"Asphalt aggregates" means asphalt mixes (mixture of aggregates and bituminous binders) from asphalt mix milling, crushing of asphalt pavement slabs, pieces of asphalt mix coated or surplus production of asphalt (excess production is coated or partially coated in the plant resulting from the transitional phases of manufacture).

The asphalt aggregates can represent up to 100% by weight of the weight of the granular fraction.

In the context of the invention, the granular fraction advantageously comprises: elements less than 0.063 mm (filler or fine) sand whose elements are between 0.063 mm and 2 mm; elements, in particular chippings, with dimensions o of between 2 mm and 6 mm (denoted 2/6); o possibly, between 6 mm and 10 mm (denoted 6/10); o possibly, between 10 mm and 14 mm (denoted 10/14).

In particular, the granular fraction advantageously comprises: elements less than 0.063 mm (filler or fine) sand whose elements are between 0.063 mm and 2 mm; elements, in particular chippings, having dimensions o of between 2 mm and 6 mm; o possibly, between 6 mm and 10 mm.

Advantageously a small particle size (in particular 0/10, advantageously 0/6) improves the contact between the pipes and the coating.

The size of the inorganic aggregates is measured by the tests described in standard NF EN 933-2 (version May 1996).

By "mineral fines" or "filler" is meant any mineral or siliceous filler passing through a sieve with a square mesh of 0.063 mm. The fines can be natural or additive fines, for example fine limestone (calcium carbonate), cement or hydrated lime, or recovery.

In the granular fraction, the content of fines (elements having a size less than or equal to 0.063 mm) advantageously varies from 4% to 21% by volume, relative to the total volume of the granular fraction.

In the granular fraction, the content of elements having a size greater than 0.063 mm and less than or equal to 2 mm, in particular sand, advantageously varies from 10% to 80% by volume, relative to the total volume of the granular fraction.

In the granular fraction, the content of elements having a size greater than 2 mm, advantageously up to 6 mm, varies from 5% to 81% by volume, relative to the total volume of the granular fraction.

When the composition also comprises an emulsion or a foam of bitumen, it is possible to add to the granular fraction a mineral additive to regulate the kinetics of pH rise during mixing and to ensure the handling time and then to ensure the quality of rupture of the emulsion and improve tack properties. This additive is generally cement, slaked lime, calcium lime milk or calco-magnesian lime milk (such as for example that described in the application WO2016 / 005591).

The mineral additive content advantageously ranges from 0 to 3 phr (part by weight), more preferably from 0.25 to 1.5 phr, by weight relative to the weight of the dry granular fraction.

It is also possible to add fibers to the granular fraction. In particular, the fibers are advantageously plastic or vegetable. Vegetable fibers are fibers consisting of cereal straw, wood fibers. The vegetable fibers have a length of 0.4 and 15 cm and are introduced into the mixture in an amount between 0.02 and 1% of the total mass in several different ways, including: either in the mixer and then the product from the Mixing is then spread either by spreading on the surface of the layer already in place through a rotary spreading plant, and then kneading the fibers with the layer materials through a rotary bur.

In a variant of the invention, the thermal conductivity, λ, of the road surface is greater than or equal to 1 W / m.K, advantageously greater than or equal to 1.4 W / m.K, more preferably greater than or equal to 2 W / m.K. The thermal conductivity will generally be less than 10 W / m.K.

This is the thermal conductivity of the road surface that is to say the coating obtained after compaction of the composition. When the composition comprises, in addition to the granular fraction, a binder, it is the thermal conductivity of the assembly and not simply that of the binder. The absence of significant vacuum around the pipes allows good thermal contact. It is sought to maximize the conductivity of the integration layer when it is desired to capture the energy.

However, for certain applications, such as roadway snow removal, it is possible to seek to direct as much as possible the energy transported by the coolant circulating in the pipes towards the surface. We will then seek an insulating integration layer to minimize any loss of heat elsewhere than to the surface.

Such an insulating layer can be obtained by using particular aggregates.

Thus, in another variant of the invention, the thermal conductivity λ of the road surface is less than 1 W / mK, advantageously less than 0.8 W / mK, more advantageously less than or equal to 0.7 W / mK The thermal conductivity will generally be greater than 0.033 W / m.K.

In this variant, the granular fraction advantageously comprises elements selected from light aggregates with a density of less than 2.6 t / m 3, advantageously with a density of less than 1.6 t / m 3.

Advantageously, all or part of the light aggregates are light non-absorbent aggregates described in the application WO2015 / 091890 (page 3 to 5)

An example of composition is a serious untreated. An untreated severe comprises the granular fraction previously described without binder.

As already mentioned above, the compactable composition for a road surface can also comprise a binder, allowing in the road surface to "stick" the different elements of the granular fraction. This binder may be a hydraulic binder or a hydrocarbon binder.

In this embodiment, the granular fraction will be coated with the binder.

A hydrocarbon binder may be bituminous or vegetable or synthetic. The binder can also be a mixture of binders from these different origins.

In a first variant, the binder is a hydraulic binder.

A hydraulic binder is a material that takes and hardens by hydration, for example a cement.

For example, the cement may be: a Portland cement, which is generally a cement of the CEM I type according to standard NF EN 197-1 of February 2001 (see in particular Table 1 page 12); a pozzolanic cement, which is generally a cement of CEM IV type according to standard NF EN 197-1 of February 2001 (see in particular Table 1 page 12); or a compound cement, which is generally a CEM II, CEM III or CEM V type cement according to standard NF EN 197-1 of February 2001 (see in particular Table 1 page 12); an aluminous cement; a sulfoaluminous cement; a sulfo-belitic cement; or - a belitic cement.

The cement may also comprise at least one mineral addition.

The mineral additions are, for example, slags (for example as defined in standard NF EN 197-1 of February 2001, section 5.2.2), pozzolans (for example as defined in standard NF EN 197-1). of February 2001, paragraph 5.2.3), fly ash (for example as defined in standard NF EN 197-1 of February 2001, paragraph 5.2.4), calcined schists (for example as defined in the standard NF EN 197-1 of February 2001, paragraph 5.2.5), materials based on calcium carbonate, for example limestone (for example as defined in standard NF EN 197-1 of February 2001, paragraph 5.2.6) silica fumes (for example as defined in standard NF EN 197-1 of February 2001, section 5.2.7), metakaolins or mixtures thereof.

It is understood that replacing a portion of the cement by a mineral addition reduces the carbon dioxide emissions (produced during the manufacture of clinker) by decreasing the amount of cement.

In such a variant, the road surface is advantageously a road compact concrete, as for example described in the NF P 98-128 standard of August 2014.

The road compact concrete formulation is advantageously (the percentages are expressed by weight relative to the total weight): 25 to 45%, for example 40%, of aggregates 6/14; 10 to 55%, for example 35%, of aggregates 2/6; 10 to 50%, for example 15%, sand 0/2; 7 to 14%, for example 10% road binder or cement

Water, such that the water / binder ratio varies between 0.4 and 0.6, for example 0.5.

The binder used may be a road hydraulic binder (granular mixtures treated with road hydraulic binders - standard NF P98-887-5, NF EN 14227-5 of August 2013), a standardized cement alone or associated with fly ash (granular mixture treated at the flying center NF P98-887-3, NF EN 14227-3 of August 2013), or with slags (granular mixtures treated with slag NF P98-887-2, NF EN 14227-2 of August 2013) . By way of examples, mention may be made of cements CEM I 32.5 (for example of class 45) or CEM II / A or B 32.5 (for example of class 45).

The composition advantageously also comprises a set retarder.

The composition advantageously also comprises an air entraining agent.

In a second variant, the binder is a hydrocarbon binder.

Advantageously, road binders complying with standards NF EN 12591 (2009, pure bitumens) or NF EN 13924 (2006, hard bitumens) or NF EN 14023 (2010, polymer modified bitumen) will be used. This binder is advantageously a bitumen, a polymer-modified bitumen, a petroleum synthesis binder and / or a vegetable binder. The binder can be fluxed or fluidized by products of petroleum or vegetable origin. The bitumen may be naphthenic, paraffinic or synthetic.

The binder may comprise additives commonly used in the road field, such as crosslinked or non-crosslinked polymers, rubber crumbs, vegetable or petrochemical waxes, adhesion dopes.

Suitable fluxing and fluidizing agents are described in particular in Application WO2011 / 151387 (pages 7 to 10) and in unpublished applications WO2017 FR052082 and FR1753676.

The "polymer" modifying the binder referred to herein may be selected from natural or synthetic polymers. It is for example a polymer of the family of elastomers, synthetic or natural, and indicative and not limiting: - random copolymers, multi-block or star, styrene and butadiene or isoprene in all proportions (in particular block copolymers of styrene-butadiene-styrene (SBS), styrene-butadiene (SB, SBR for styrene-butadiene rubber), styrene-isoprene-styrene (SIS)) or copolymers of the same chemical family ( isoprene, natural rubber, ...), optionally crosslinked in situ, - copolymers of vinyl acetate and ethylene in all proportions, - copolymers of ethylene and acrylic acid esters, methacrylic acid or maleic anhydride, copolymers and terpolymers of ethylene and glycidyl methacrylate) and polyolefins, in particular polyethylene.

The polymer is advantageously chosen from random, multi-block or star copolymers, styrene and butadiene or isoprene copolymers, vinyl acetate and ethylene copolymers and polyethylene.

The bitumen-modifying polymer may be chosen from the recovery polymers, for example "rubber crumb" or other rubber compositions reduced to pieces or in powder form, for example obtained from used tires or other waste materials. polymer base (cables, packaging, agricultural, ...) or any other polymer commonly used for the modification of bitumens such as those cited in the Technical Guide written by the International Road Association (PIARC) and published by the Central Laboratory of Bridges and Roads "Use of Modified Bituminous Binders, Special Bitumen and Bitumen with Additives in Road Pavements" (Paris, LCPC, 1999), as well as any mixture in any proportion of these polymers.

In the case of the recovery polymer, in particular waste, practically it may be added during the coating, for example with the solid mineral fraction.

Dopes of fatty acids can be added. Non-limiting examples include: oleic fatty acids, such as RADIACID® 208 available from OLEON; - sunflower, coconut (RADIACID® 600), rapeseed D (RADIACID® 166), soybean (RADIACID® 110 and RADIACID® 121), palm, palm kernel or pine oil derivatives (tall) oil in English), castor oil; - tallow fatty acids, such as RADIACID® 401 and RADIACID® 403; - hydrogenated tallow fatty acids such as RADIACID® 408 and RADIACID® 409.

These fatty acids can also be in the form of dimers or trimers, such as RADIACID® 0951

It is also possible to use the additives, known as additives according to the invention, described in the unpublished application FR17 / 53363.

The binder may contain synthetic or natural latex. By latex is meant a dispersion of polymers (polyisoprene, SBS, SB, SBR styrene-butadiene elastomer, acrylic polymers, etc.) crosslinked or otherwise in the aqueous phase. This latex is incorporated in the aqueous phase before emulsification or in line during the manufacture of the emulsion or foam or after manufacture of the emulsion or foam.

The hydrocarbon binder will advantageously be in the emulsion form, advantageously cationic, or in the form of a foam. The emulsion is a dispersion of the binder (bitumen, synthetic binder or plant binder) in a continuous phase, typically an aqueous phase, for example water. A surfactant may be added to the emulsion, which notably makes it possible to stabilize it.

During the manufacture of an emulsion, the binder is dispersed in fine droplets in water for example by mechanical action. The addition of a surfactant forms a protective film around the droplets, preventing them from clumping together and thus keeping the mixture stable and storing it for a period of time. The amount and type of surfactant added to the mixture determines the storage stability of the emulsion and affects cure time at the time of application. The surfactant may be positively charged, negatively charged, amphoteric or nonionic. The surfactant is advantageously of petroleum, vegetable, animal origin and mixtures thereof (for example the surfactant may be of plant and petroleum origin). The surfactant may be an alkaline soap of fatty acids: sodium or potassium salts of an organic acid (resin for example). The emulsion is then anionic. The surfactant may be an acidic soap, which is generally obtained by the action of hydrochloric acid on one or two amines. The emulsion is then cationic. Among the surfactants that are relevant for road application, mention may be made of: surfactants marketed by Akzo NOBEL (Redicote® E9, Redicote® EM 44, Redicote® EM 76), surfactants marketed by CECA (Dinoram® S, Polyram® S, Polyram® L 80), the surfactants marketed by Meadwestvaco (Indulin® R33, Indulin® R66, Indulin® W5). One or more of these surfactants can be used alone or in mixtures. The emulsifying composition may comprise an inorganic or organic acid other than a fatty acid, advantageously a mineral acid such as sulfuric acid or a phosphoric or polyphosphoric acid.

The total hydrocarbon binder content in the emulsion is typically 2 to 8 phr (part per cent by weight), preferably 3 to 7 phr, more preferably 3.5 to 5.5 phr, based on the weight of the fraction. granular. This binder content corresponds to the amount of binder introduced as such (feed binder) plus the amount of binder recovered from the asphalt aggregates forming part of the granular fraction.

In order to promote the coating of the granular fraction with the emulsion binder, it may be envisaged to carry out a simple coating or to sequence the coating.

By simple coating is meant a mixture in a kneader of the whole of the granular fraction, the bitumen emulsion and water.

By sequential coating is meant either that before the mixing step of all components a portion of the granular fraction is pre-treated or that the constituents are introduced sequentially into the mixer.

In particular, sand (fraction 0/2 of the granular fraction) or chippings (fraction 2 / D of the granular fraction, D corresponding to the maximum diameter) can be pre-coated with the bitumen emulsion.

The sand (fraction 0/2 of the granular fraction) can also be pre-treated with a chemical agent.

It is possible to envisage a sequential coating: the chippings are coated with a portion of the emulsion at the beginning of the kneader, the sand is then incorporated and then the assembly is coated downstream with the emulsion complement.

A preparation process by simple coating is for example described in the application WO2011 / 151387.

Methods for sequencing the coating are described, for example, in patents EPO 384 094, EP 0524031, EP 0781887, EP 0 552 574, FR 2 732 239 and EP 1 668 184.

In order to promote the coating of the granular fraction by the emulsion binder, it may be envisaged to carry out a heating phase.

Thus, before coating, the chippings (fraction 2 / D of the granular fraction, D corresponding to the maximum diameter) can be heated in a hot plant.

In another embodiment, the coating of the mixture is carried out as described above and the mix obtained, stored and / or taken directly, is lukewarm.

In these two embodiments comprising a heating step, the composition is advantageously used at a temperature ranging from 40 ° C. to 80 ° C., more advantageously ranging from 40 ° C. to 60 ° C. or more advantageously going from 60 ° C. C at 80 ° C.

In the embodiments not comprising a heating step, the composition is advantageously used at a temperature ranging from 0 ° C. to 40 ° C., more advantageously ranging from 5 ° C. to 40 ° C., more advantageously still ranging from from 10 ° C to 40 ° C.

In another variant, the binder is in the form of a foam typically obtained by injection into the binder of an amount of water, and optionally air, the water being pure or may include additives to modify the tackiness or rheological properties of the binder.

In one embodiment, the hot bitumen and an aqueous foaming solution are mixed and then pulverized as a foam on the moving granules in a kneader.

In one or other of the variants, which binds in the form of an emulsion or a foam, the composition may be manufactured in a coating plant or directly on site.

When it is manufactured on site, the composition is advantageously produced by mixing the aggregates of asphalt from a planing process, the binder in the form of a foam or an emulsion called "filler bitumen" and optionally a so-called "catch-up" granular fraction. As previously described, additives may also be added.

Advantageously, the road surface is an asphalt concrete emulsion, a serious-emulsion or a serious-foam.

In any of these variants, the compositions according to the invention are deposited by spreading, for example with a finisher or a grader, and then compacted.

The compositions used in the process according to the invention are manageable. Particularly suitable compositions have a maneuverability, measured with a Nynas maniabilimeter at the implementation temperature of the compositions, of less than 400 N, advantageously less than 350 N, more preferably less than 300 N, still more advantageously less than 250 N. Maneuverability is generally greater than 50 N at the implementation temperature of the compositions.

Furthermore, the coatings obtained are advantageously resistant to rutting, more preferably with a percentage of ruts after 30,000 cycles less than 10%, preferably less than 7.5%, advantageously less than 5%.

The system is thus adapted to road traffic.

The compositions according to the invention may also comprise one or more additive (s). Additives may be added to either the binder or the granular fraction or to the composition. The additives can also be used for aesthetic purposes, in particular for a color change of the final road products. This may be natural or non-natural pigment, such as iron oxide.

Device for heat exchanger:

The heat exchanger device comprises pipes, in which at least one heat transfer fluid will be able to circulate.

The pipes are advantageously made of polymer. Indeed, it is desired that the presence of the device in the road coating does not impact its recyclability.

An important feature of these pipes is their crush resistance.

Crush strength is the force obtained when the pipe is crushed so that its outer diameter is halved relative to its original diameter.

The pipes have a crush strength greater than 3000 N per linear meter of pipe at 100 ° C, preferably greater than 4500 N, more preferably greater than 10,000 N.

In particular, the pipes have a crush strength of between 3000 N and 100 000 N, advantageously between 4500 N and 100 000 N, more advantageously between 10 000 N and 100 000 N, per linear meter of pipes at 100 ° C. .

It has indeed been found, surprisingly, that in the compositions according to the invention, when the pipes have such a crush resistance, during the passage of the compactor, the pipes are indent without deformation and remain in place, even at the corner. It is not necessary to fill them with a liquid or any other means of mechanical protection and / or pressurization of the pipes. This is a significant economic benefit.

During construction, the ends of the pipe can remain open on the outside and the pipes will simply be filled with ambient air. It can thus be said that the pipes are laid empty. Nevertheless, the circulation of water, advantageously at a temperature below 80 ° C., in particular ranging from 5 ° C. to 30 ° C., in the pipes, may be envisaged during the indentation, that is to say say during step c) or after indentation and before application of the subsequent layer, that is to say after step c) and before step d).

For the same polymer, the rigidity of the pipes, and thus the resistance to crushing, can be increased by increasing the skin thickness of the pipes.

Another advantageous characteristic of the pipes is their adhesion to the binder. It is considered that the pipes adhere to the bitumen when the following criterion is fulfilled: the pipes are smeared with cationic emulsion of 50/70 bitumen dosed at 65% by weight of bitumen, during this operation if the emulsion does not pearl at the surface the adhesion of the pipe is sufficient.

Such pipes adhere to the hydrocarbon mixes according to the invention and thus become easier to induce during compaction. By way of example of a suitable polymer, mention may be made of high-density polyethylene, cross-linked high-density polyethylene, polypropylene and ethylene-propylene block copolymers.

The pipes of the device advantageously have a diameter ranging from 5 mm to 30 mm. The pipes of the device advantageously have a skin thickness ranging from 1 mm to 5 mm.

The pipes are advantageously previously shaped to the desired geometry. Thus, the method according to the invention comprises a step in which a geometry is imposed on the pipes of the heat exchanger device before the deposition step b).

This step can be carried out previously in the factory or in the trackside workshop.

The imposed geometry may be any geometry that makes it possible to optimize the thermal exchanges of the layer during operation, particularly as a function of the desired applications. The method according to the invention indent pipes regardless of their curvature and thus offers a wide flexibility on the geometry. From a thermal point of view, the exchanges are favored when the indented pipes of the device draw a pattern comprising N parallel straight lines of substantially the same length and N-1 bends whose angle of curvature can vary from 90 ° to 180 °. The spacing between the parallel lines will advantageously be from 10 cm to 45 cm, more preferably from 20 cm to 40 cm.

Before step b), the pipes may be free or positioned on a substrate.

When they are free, their geometry is advantageously imposed by shape memory. Otherwise, the substrate serves to maintain the geometry and thus facilitate the positioning of the pipes by supporting them.

The substrate is, for example, constituted of a fixing rail made of synthetic material, for example of length between 10 cm and 2000 cm, and / or of a synthetic geo-material, such as a geotextile or a geogrid, made of polymer, possibly of bitumen, optionally of mineral or organic fibers, woven or non-woven. The substrate is preferably permeable to water and bitumen emulsion to promote bonding. The fibers may in particular be glass fibers.

The substrate may remain in the integration layer or be removed after step b) or c).

The substrate remaining in the integration layer after the indentation, it also makes it possible to reinforce the structure of said layer.

The materials constituting the pipes and the substrate advantageously allow a simultaneous recycling of the coating of the integration layer, possibly other layers, pipes and support, when present, when the road surface is removed, for example more to a milling operation. In particular, the device for heat exchanger indented in said integration layer does not include a metal element.

The device is advantageously packaged in a plate or a roll, more advantageously in a roll. Plate conditioning limits the dimensions to ensure delivery by truck: the maximum dimensions of a cargo are a length of 12 m and a width of about 2.60 m.

It is preferably packaged in the factory but it can be prepared in a trackside workshop.

The plate or roll conditioning allows the installation of the device at the same time as the realization of the roadway and ensures rates compatible with the conduct of a building site.

The plate or roll conditioning also makes it possible to limit the elements introduced into the roadway in order to preserve the mechanical properties of the road.

In operation, a heat transfer fluid circulates in the pipes of the device for heat exchanger. The heat transfer fluid may be water or glycol water to reduce the freezing point and the cold resistance. Non-harmful brine water of a mono-propylene glycol nature is preferred, as recommended by standard NF X10-970 of January 2011.

Additives, especially fungicidal and bactericidal additives, may be added to the coolant. Thus, it avoids a surface treatment of pipes, such as an antioxidant barrier, which could be unfavorable to adhesion.

Detailed description of the process:

The method according to the invention is characterized in that pipes of a heat exchanger device are cold-integrated in one of a compactable composition for road surface, said integration layer, by indentation. This integration layer will be able to support any traffic.

The integration layer is then covered with at least one road surface layer: i. adapted to traffic, from low traffic to high traffic depending on the composition of the road layers ii. which will capture the solar energy (in energy recovery mode) or which will be to heat up (in energy restitution mode)

The road network can be of large surface, which will provide a large heat exchanger.

To optimize energy efficiency, the integration layer is close to the surface. In particular, the combined thickness of the layer (s) subsequently applied to said integration layer is less than 30 cm, advantageously less than 10 cm. It may, for example, vary from 2 cm to 30 cm, advantageously from 6 cm to 10 cm.

The road surface layer may comprise a multilayer consisting at least of a bonding layer and a wearing course.

In a variant, the tie layer has a thickness ranging from 4 cm to 14 cm, advantageously from 4 cm to 7 cm.

In a variant, the wearing course has a thickness ranging from 2 cm to 10 cm, advantageously from 5 cm to 7 cm.

For all thicknesses, unless otherwise indicated, this is the thickness after compaction.

The method according to the invention makes it possible to integrate the pipes of the heat exchanger device into an integration layer during the production of the roadway incorporating said integration layer.

The pipes are indented in the integration layer during the period of implementation of the composition of the integration layer, before the end of compaction. This duration of implementation is defined by the workability of the composition.

Successful indentation depends on both the workability of the composition and the crush strength of the pipe. The more the hose is crush resistant, the greater the tolerance threshold on the workability of the composition will be wide. The more the composition is manageable, the greater the tolerance threshold on the crush resistance of the pipes will be wide.

However, regardless of the manageable composition, the hose has a crush strength greater than 3000 N per linear meter of pipe at 100 ° C.

However, regardless of the pipe, the minimum workability of the composition, measured with a Nynas maniabilimeter at the implementation temperature of the composition, is less than 400N.

In one embodiment of the invention, the workability of the composition is between 300 N and 400 N. Thus, the crush resistance of the pipes is greater than 4500 N per linear meter of pipe at 100 ° C.

In another embodiment of the invention, the workability of the composition is less than 300 N. Thus, the crush resistance of the pipes is greater than 3000 N per linear meter of pipe at 100 ° C.

The indentation depth advantageously varies from 0.5 d to 1.5 d, more preferably from 0.8 d to 1.2 d, with d being the diameter of the pipes. To ensure a flatness of the integration layer, it is desirable that no more than half the diameter of the pipes exceeds the layer. On the other hand, to ensure good heat exchange with the roadway above, the pipes must be as close as possible to the surface.

A great advantage of the method according to the invention is that the compacting can be carried out directly, without requiring additional step (s) protection (s) pipes.

In addition, the following steps of application above the integration layer of the surface layer (s) for road surface coating can be carried out directly, without the need for additional step (s) protection of pipes. In fact, the integration layer not only makes it possible to maintain the desired geometry on the ground, but also to protect the pipes.

The composition is spread and then compacted according to traditional methods.

In particular, the working temperature of the composition ranges from 0 ° C to 80 ° C, preferably from 5 ° C to 80 ° C, more preferably from 5 ° C to 60 ° C. In technologies without a heating step, the working temperature of the composition is advantageously between 5 ° C. and 40 ° C., advantageously between 10 ° C. and 40 ° C. In technologies with a heating step, the temperature of use of the composition is advantageously between 40 ° C. and 80 ° C., more advantageously between 40 ° C. and 60 ° C. or more advantageously between 60 ° C. and 80 ° C. ° C.

The pipes of the device are then deposited and indented by compacting, in particular using ball compactor or tire compactors, in the composition during their implementation time. By the method according to the invention, the pipes are not degraded, in particular deformed, by the rollers of the compactor and remain in position, whatever their curvature, and thus including in loops or turns. The same is true when pavers, including crawlers, then pass over the indented pipes.

As is practical, compaction can be done in several passes. The number of passes is determined for each composition in order to obtain the desired void content.

Advantageously, no vibration is applied during compaction. Thus, advantageously, during step c), no vibration is applied.

The packaging of the pipes in the form of rolls or plates ensures a high laying rate. Advantageously, the laying and indentation rate is greater than 2 m / min, more preferably 4 m / min to 10 m / min.

Laying the pipes simultaneously to the design of the integration layer according to the invention ensures an optimal contact between the pipes and the composition and thus limit the presence of vacuum around the pipes. Thus, the method according to the invention does not require the use of a filler and / or adhesive material.

Advantageously, the device for heat exchanger integrated in the integration layer does not include a metal element. Thus, the materials constituting the device (the pipes, the substrate and any attachment elements) do not prevent a recycling, advantageously simultaneous, of the composition, as already explained above. The addition of polymer pipes in the surface layer is also not detrimental to its recycling.

The integration layer advantageously comprises less than 10%, more preferably less than 5%, still more preferably less than 1%, by volume of polymer per m 3 of composition. Thus, this layer, after planing during the repair of the roadway, can be recycled and reused without prior treatment. The thickness of the integration layer advantageously varies from d to 10 cm, more preferably from d to 8 cm, with d representing the diameter of the pipes.

As mentioned above, the integration layer may be insulating.

In addition or alternatively, the method according to the invention may comprise a step, prior to spreading the composition forming the integration layer according to the invention, of applying a layer of insulating materials.

These insulating materials may for example be a layer comprising the lightweight aggregates described above, a cellular glass thermal insulation which is in the form of 60 cm x 45 cm or 120 cm x 60 cm plates, and composed of rigid glass bubbles and hermetically closed marketed under the name FOAMGLAS®, polystyrene, ...

Advantageously, the thermal conductivity, λ, of the layer of insulating materials is less than 1 W / m.K.

This layer of insulating material is advantageously implemented when the integration layer is not itself insulating. This layer of insulating material can also fulfill the function of a support layer.

A bonding layer may be deposited on the integration layer. This attachment layer makes it possible to improve the adhesion between the composition of the integration layer and the wearing course or the tie layer. It also makes it possible to protect the integration layer comprising the device for heat exchanger.

The bonding layer meets the specifications of the NF P 98-150-1 standard of June 2010.

Advantageously, the method according to the invention comprises the following successive steps: aaa) Where appropriate, application of a layer of insulating materials, then aa) Where appropriate, application of a layer of adhesion, then a) spreading at a temperature ranging from 0 ° C to 50 ° C of a compactable road surface composition comprising a granular fraction, the elements of the granular fraction having dimensions less than 14 mm, said composition being manageable with a maneuverability, measured with a maniabilimeter Nynas at its implementation temperature, lower than 400N, then b) pipe deposit, said pipes having a crush strength greater than 3000 N per linear meter of pipes at 100 ° C, and then c) indentation of deposited pipes during step b) by compaction of said road surface composition during its maneuverability, to form an integration layer comprising pipes of a disposi tif for heat exchanger, then dd) application of a bonding layer, preferably a cold hydrocarbon asphalt layer, then d) Application of a wearing course.

The bonding layer meets the specifications of the NF P 98-150-1 standard of June 2010.

It is also possible to deposit above the integration layer or the attachment layer, where appropriate, a colored layer serving as a visual warning device.

The surface layers of the road covering constitute a heat exchanger operating in captation or heat recovery, depending on the climate, large area. In operation, a heat transfer fluid circulates in the pipes connected to any suitable thermal system, including a deep geothermal layer, a vertical geothermal probe, a heat pump, etc.

Another object of the invention is a method of recycling a road surface according to the invention, comprising a device for heat exchanger as defined above, comprising the following successive steps: A. Disintegration and removal of bound materials including the integration layer comprising the heat exchanger device; B. recycling elements recovered in the previous step, without sorting operation or separation of the elements of the device for heat exchanger.

A cross-sectional view of a road surface covering comprising a device for a heat exchanger is shown in FIG.

The pipes 1, in which circulates a heat transfer fluid, are indented in an integration layer 2. This integration layer 2 may be of high conductivity or insulating, depending on the nature of the granular fraction of the hydrocarbon mix.

This integration layer 2 is deposited on a support layer 3, which may be an insulating layer. This support layer 3 is advantageously insulating when the integration layer 2 is not itself insulating.

On the integration layer 2 is deposited a rolling layer 4. This wearing layer 4 has a high conductivity and constitutes the heat exchanger which will capture the solar energy or constitutes the surface to be heated, especially with a view to a snow removal or de-icing.

In Figure 2, there is shown the integration layer 2 comprising the pipes 1 on which a wearing course 4 is deposited.

In Figure 3, an example of possible geometry of the pipes 1 in the integration layer 2 is shown.

An exploded view of the integration layer 2, the pipes 1 and the wearing course 4 is shown in FIG.

Protocols:

Maneuverability:

A maneuverability test realized according to the standard 98-258-1, of 2013, and adapted: - with a Nynas maniabilimeter (version called "big volume" and having a width of 30 cm, a length of 32 cm and a height of 13 cm) - with an expanded product directly from manufacture - with a temperature lower or equal to the temperature of implementation (adapted temperature)

Indentation test in the laboratory:

An asphalt is used on a compaction bench in a mold of dimension 500 mm x 180 mm at its implementation temperature. The compactness of the mix is brought to 65% by roller compaction. The pipes are positioned on the surface of the asphalt, transversely to the direction of circulation of the roll. The pipes are indented in the mix by 2 to 13 roller passages and then 4 to 16 passes to the tire.

The correct indentation of the pipe is judged on two criteria: the shape of the impression left by the pipe in the asphalt: it must be deep with a dimension of between 0.5d and 1, 2d being the diameter of the pipe. pipe. The shape of the pipe section at the end of the test, it must not have ovalized (the ratio of the large diameter to the small diameter must be greater than 0.9.

Crushing:

To determine the crush resistance of the pipes, a pipe sample, between 5 cm and 10 cm in length, is cut. This sample is then placed for 2 hours in an oven at a temperature of 100 ° C. The crushing test is then carried out at a temperature of 100 ° C. The sample is then positioned, on its generator, between the two parallel plates of a press, placed in a climatic chamber regulated at 100 ° C. The press imposes on the sample a displacement of 10 mm / min. The crush resistance value is determined when the diameter of the sample is halved relative to the initial diameter of the sample. It is expressed in Newton per linear meter of pipe using the relation: Rt = Ft / Lt with: • Rt: resistance to crushing of the pipe in N / m

• Ft: force developed to crush the pipe to a halving of its diameter in N • Lt: length of the sample to be tested in mm

Adhesion to bitumen:

The pipes adhere to the bitumen when the following criterion is fulfilled: the pipes are brushed with a cationic emulsion of 50/70 bitumen dosed at 65% by weight of bitumen in accordance with the NF EN 13808 standard of August 2013 using a brush. After one minute we proceed to a visual examination. If the emulsion does not bead on the surface the adhesion of the pipe is sufficient. The following example illustrates the invention and also presents comparative tests. He reports tests carried out in site conditions.

Description of the samples:

tubing

Two types of pipe are evaluated: 1. PIPE 1 (according to the invention, denoted Tl): Polypropylene pipe manufactured by MULTIBETON with a diameter of 17 mm and a skin thickness of 2.2 mm. The crush strength measured at 100 ° C is 4500 N per linear meter of pipe. 2. PIPE 2 (except invention, noted T2): High density polyethylene pipe, crosslinked with oxygen barrier (BAO), manufactured by REHAU, diameter 20 mm and 1.9 mm skin thickness. The crush strength measured at 100 ° C is 3000 N per linear meter of pipe. 3. PIPE 3: High density polyethylene pipe manufactured by ROTH, reticulated with a diameter of 16 mm and a skin thickness of 2 mm. The crush strength measured at 100 ° C is 2500 N per linear meter of pipe.

Formula coated with emulsion

Polyram® S = cationic emulsifier provided by CECA

Oleoflux ® = methyl ester of sunflower (obtained by transesterification of sunflower oil) marketed by OLÉOROUTE

In the test sheet under construction conditions, a composition C1 obtained by the process described in application WO2011 / 151387 is used from the following emulsion:

Table 1: Asphalt Emulsion for Construction Site Testing

This emulsion is then mixed in a kneader with Vic-Adour type aggregates of granulometry: 25% 0/2 and 40% 2/6 and 35% 6/10. At the end of mixing, a fluxing agent (Oléoflux®, 0.3 ppc) is added to the mix. The total water content of the asphalt is 7.7 ppc and the conventional residual anhydrous binder content is 5.25 phr

In the laboratory test, a composition C2 obtained by the method described in the application WO2011 / 151387 is used from the following emulsion:

Table 2: Asphalt Emulsions for Laboratory Testing

This emulsion is then mixed in a kneader with granules Dussac type granulometry: 27% 0/2 + 29% 2/6 and 44% 6/10. At the end of mixing, a flux (Oleoflux®, 0.3 ppc) is added to the mix. The total emulsion content of the mix is 7.7 phr and the conventional residual anhydrous binder content is 5.30 phr.

In another laboratory test, a C3 composition obtained by the process described in application WO2011 / 151387 is used from the emulsion described in Table 2. This emulsion is then mixed in a kneader with Dussac-type aggregates of granulometry. : 35% 0/2 Dussac + 26% 2/6 Dussac and 39% 6/10 Dussac. The emulsion content of the mix is 6.15 phr and the content of conventional residual anhydrous binder is 4 phr.

Compacted concrete road formula

In another laboratory test, a composition C4 obtained by mixing in a calcareous-type aggregates mixer is used: 41% of 0/2 (La Mede) + 13% of 2/6 (Martigues) + 36% of 6/14 (the Martigues) + 10% Cement 42,5R (VICAT - the grave of peille). The adjuvant used in the composition is Plastiment 24R SIKA its dosage is 0.5 ppc by weight relative to the mass of cement. The water content of the mixture is 5% by weight relative to the total mass of the composition. Results

In the test plate under construction conditions, the composition Cl is spread and then 2 meters of the pipe 1 and 2 meters of the pipe 2 are positioned between the finisher table and the cylinder.

The pipes are installed as is, without mechanical protection means.

One pass (one way and one return) proved sufficient to drive the pipe 1 into the layer obtained after spreading the composition Cl while the pipe 2 crashed and less indented due to a spring effect.

The results are visible in FIGS. 5 and 6. In FIG. 5A, the pipe 1 is indented while the pipe 2 is less indented in FIG. 5B. In Figure 6, the pipe 2 (right) has ovalized.

During laboratory tests, the composition C2 is spread in a mold, then the compactness is brought to 65% by passage of the roll, then 15 cm of pipe 1, 15 cm of pipe 2 and 15 cm of pipe 3 are placed on the asphalt mix. transverse position. The compacting plan is detailed below:

Cylinder (roll): 13 passes at 3 bar pressure Tire: 4 forward / 4 back / 4 middle

According to this compaction procedure, hose # 1 was indented by 1.7cm (hose not crushed) and hose # 2 was indented by 1.6cm (hose not crushed) and hose # 3s is indented 0.9 cm (crushed hose).

During laboratory tests, the C3 composition is spread in a mold then the compactness is brought to 65% by passage of the roller and then positioned 15 cm of pipe 1 and 15 cm of pipe 2 on the asphalt in transverse position. The compacting plan is detailed below:

Cylinder (roll): 16 passes at 3 bar pressure Tire: 4 forward / 4 back / 4 middle

According to this compaction procedure, the # 2 pipe was indented by 1.4 cm (crushed pipe) and the # 1 pipe indented by 1.6 cm (uncrushed pipe).

During laboratory tests, the C4 composition is spread in a mold and the compactness is brought to 65% by passage of the roller and 15 cm of pipe 1 and 15 cm of pipe 2 are positioned on the asphalt in transverse position. The compacting plan is detailed below:

Cylinder (roll): 18 passes at 3 bar pressure Tire: 4 forward / 4 back / 4 middle

According to this compaction procedure, the # 2 pipe was indented by 1.1cm (crushed pipe) and the # 1 pipe indented by 1.6cm (uncrushed pipe).

Claims (18)

claims 1. A method of manufacturing a street covering comprising pipes of a heat exchanger device, characterized in that it comprises the following steps: a) spraying at a temperature ranging from 0 ° C to 80 ° C d a compactable road surface composition comprising a granular fraction, the elements of the granular fraction having dimensions less than 14 mm, said composition being manageable with a maneuverability, measured with a Nynas maniabilimeter at its processing temperature, of less than 400N then b) depositing pipes, said pipes having a crush strength greater than 3000 N per linear meter of pipe at 100 ° C, so as to allow their indentation in the coating of step a) even in the absence of pressurizing means, then c) indentation of the pipes deposited during step b) by compacting said road surface composition during its maneuverability period, p to form an integrating layer comprising pipes of a heat exchanger device, and then d) applying over a road surface coating layer, in particular a wearing course 2. Method according to the preceding claim, characterized in that imposes a geometry to the pipes of the device for heat exchanger before the step b) deposition. 3. Method according to any one of the preceding claims, characterized in that during step c) does not apply vibrations. 4. Process according to any one of the preceding claims, characterized in that the indentation depth varies from 0.5 d to 1.5 d, advantageously from 0.8 d to 1.2 d, with d representing the diameter of the dies. pipes. 5. Method according to any one of the preceding claims, characterized in that the implementation temperature of the coating of step a) is between 5 ° C and 40 ° C, more preferably between 10 ° C and 40 ° C. ° C. 6. Method according to any one of claims 1 to 4, characterized in that the implementation temperature of the coating of step a) is between 40 ° C and 60 ° C. 7. Method according to any one of claims 1 to 4, characterized in that the implementation temperature of the coating of step a) is between 60 ° C and 80 ° C. 8. Method according to any one of the preceding claims, characterized in that the compactability road pavement maneuverability, measured with a Nynas maniabilimeter at its implementation temperature, is less than 300N, advantageously less than 250 N. 9. Process according to any one of the preceding claims, characterized in that the elements of the granular fraction of the compactable road surface have dimensions of between 0 mm and 10 mm, advantageously between 0 mm and 6 mm. 10. Method according to any one of the preceding claims, characterized in that the road surface is a serious untreated. 11. Method according to any one of claims 1 to 9, characterized in that the compactable road surface further comprises a hydraulic binder or a hydrocarbon binder. 12. Method according to the preceding claim, characterized in that the compactable road surface is a road compact concrete, a serious-emulsion, a gravel-foam or a bituminous concrete emulsion. 13. Method according to any one of the preceding claims, characterized in that the thermal conductivity, λ, compactable road surface is greater than or equal to 1 W / m.K. 14. Method according to any one of claims 1 to 12, characterized in that the thermal conductivity, λ, compactable road surface is less than 1 W / m.K. 15. Method according to any one of the preceding claims, characterized in that the device for indent heat exchanger in said integration layer does not comprise a metal element. 16. Method according to any one of the preceding claims, characterized in that the thickness of the integration layer varies from d to 10 cm, with d representing the diameter of the pipes. 17. Process according to any one of the preceding claims, characterized in that the combined thickness of the layer (s) subsequently applied to said integration layer is less than 30 cm, advantageously less than 10 cm. 18. Method according to any one of the preceding claims, characterized in that it comprises a step, prior to spreading the compactable road surface, application of a layer of insulating materials.