JP2007327328A - Solar-heat interrupting paving body - Google Patents
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- JP2007327328A JP2007327328A JP2007185264A JP2007185264A JP2007327328A JP 2007327328 A JP2007327328 A JP 2007327328A JP 2007185264 A JP2007185264 A JP 2007185264A JP 2007185264 A JP2007185264 A JP 2007185264A JP 2007327328 A JP2007327328 A JP 2007327328A
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本発明は舗装体に関し、特に太陽熱による路面温度の上昇を抑制してなる舗装体に関する。 The present invention relates to a pavement, and more particularly to a pavement formed by suppressing an increase in road surface temperature due to solar heat.
アスファルト舗装体を典型例とする舗装体は、太陽光の日射エネルギーを吸収しやすく、特に夏期においては路面温度が高くなりやすい。都市部においては、ヒートアイランド現象を含めた都市環境対策または歩行者に対する歩道空間の熱環境を改善する対策として、路面温度の上昇を抑制する機能を有する舗装体の開発が望まれている。しかし、十分な効果を有するものが開発されているとはいえず、路面温度の上昇抑制（ピーク温度の低減化）をより効果的に達成しうる舗装体の開発が強く望まれている。 A pavement, typically an asphalt pavement, easily absorbs solar solar energy, and the road surface temperature tends to be high particularly in summer. In urban areas, it is desired to develop a pavement having a function of suppressing an increase in road surface temperature as a countermeasure for an urban environment including a heat island phenomenon or a thermal environment in a sidewalk space for pedestrians. However, it cannot be said that what has a sufficient effect has been developed, and there is a strong demand for the development of a pavement that can more effectively achieve an increase in road surface temperature (a reduction in peak temperature).
本発明の目的は、このような要請に応えた太陽熱遮断性舗装体を提供することにある。 An object of the present invention is to provide a solar thermal barrier pavement that meets such demands.
本発明は、舗装体の表層部に中空微細粒子を存在させてなることを特徴とする太陽熱遮断性舗装体である。 The present invention is a solar thermal barrier pavement characterized in that hollow fine particles are present in the surface layer portion of the pavement.
本発明において舗装体とは、アスファルト舗装体、コンクリート舗装体、インターロッキングブロック舗装体等の人や車両の通行に供する適宜の舗装体をいうが、特にアスファルト舗装体が好ましい。アスファルト舗装体としては一般的に知られた適宜の道路用のアスファルト舗装体が例示される。例えば排水性アスファルト舗装体は本発明に特に適した舗装体である。また、本発明の舗装体にはプールサイド、テニスコート等の舗装体も含まれる。また、本発明の舗装体には既設の舗装体および新設の舗装体のいずれも含まれる。 In the present invention, the pavement means an appropriate pavement used for traffic of people and vehicles such as an asphalt pavement, a concrete pavement, an interlocking block pavement, etc., and an asphalt pavement is particularly preferable. As the asphalt pavement, generally known asphalt pavements for roads are exemplified. For example, drainage asphalt pavement is a pavement particularly suitable for the present invention. The pavement of the present invention includes pavements such as poolsides and tennis courts. The paving body of the present invention includes both existing paving bodies and new paving bodies.
本発明で用いる中空微細粒子としては、無機中空微細粒子が好ましく、特に透明ないし半透明のセラミック中空微細粒子、その中でも強度が４０ｋｇｆ／ｃｍ２以上のセラミック中空微細粒子が好ましい。このようなセラミックの組成例としてはジルコニア・チタニア複合物、ホウ化ケイ素系セラミック、シラスバルーン、ガラスバルーン等がある。粒子径としては５〜１５０μｍが好ましい。中空内は空気、空気以外の気体、真空のいずれでもよいが、真空（ここで真空とは、雰囲気圧よりも気圧が低い状態をいう。）であるものが遮熱性の点等からより効果的である。 The hollow fine particles used in the present invention are preferably inorganic hollow fine particles, particularly transparent or translucent ceramic hollow fine particles, and among them, ceramic hollow fine particles having a strength of 40 kgf / cm 2 or more are preferred. Examples of such ceramic compositions include zirconia-titania composites, silicon boride ceramics, shirasu balloons, glass balloons and the like. The particle diameter is preferably 5 to 150 μm. The inside of the hollow may be any of air, a gas other than air, and a vacuum, but a vacuum (here, vacuum means a state where the atmospheric pressure is lower than the atmospheric pressure) is more effective from the viewpoint of heat shielding. It is.
本発明では中空微細粒子と共に可視波長域で吸収を示し赤外線波長域では反射を示す顔料を用いることが好ましい。特にＪＩＳ Ａ ５７５９に定義される３５０〜２１００ｎｍの波長域における日射反射率が１５％以上であって、かつＣＩＥ１９７６Ｌ＊ａ＊ｂ＊色空間におけるＬ＊値が３０以下、より好ましくはＬ＊値が２４以下の顔料が好ましく用いられる。 In the present invention, it is preferable to use a pigment that absorbs in the visible wavelength region and reflects in the infrared wavelength region together with the hollow fine particles. In particular there in solar reflectance of 15% or more in the wavelength range of 350~2100nm defined in JIS A 5759, and L * value in CIE1976L * a * b * color space is 30 or less, more preferably L * value A pigment of 24 or less is preferably used.
ここで、ＪＩＳ Ａ ５７５９に定義される３５０〜２１００ｎｍの波長域における日射反射率とは、分光光度計を用いて波長３５０ｎｍから２１００ｎｍまでを波長間隔５０ｎｍごとに区切った３６波長点の分光反射率を測定し、次式により算出される日射反射率である。次式においてＲＥ：日射反射率（％）、Ｅλｉ：日射の分光分布の値、Ｒλｉ：分光反射率である。また、波長ごとの日射の分光分布を表１に示す。 Here, the solar reflectance in the wavelength range of 350 to 2100 nm defined in JIS A 5759 is the spectral reflectance at 36 wavelength points obtained by dividing the wavelength from 350 nm to 2100 nm every wavelength interval of 50 nm using a spectrophotometer. It is the solar reflectance measured and calculated by the following formula. In the following equation, R E : solar reflectance (%), Eλ i : value of spectral distribution of solar radiation, and Rλ i : spectral reflectance. Table 1 shows the spectral distribution of solar radiation for each wavelength.
一般に用いられている顔料は可視波長域と赤外線波長域の両方で吸収を示すものがほとんどであり、本発明の上記要件を満足する顔料は極めて限られている。本発明で用いる顔料の多くは黒色系（濃茶色も包含する）でありながら太陽熱の遮断性に優れるという顕著な効果を示す。 Most commonly used pigments absorb in both the visible wavelength region and the infrared wavelength region, and the pigments satisfying the above requirements of the present invention are extremely limited. Many of the pigments used in the present invention have a remarkable effect of being excellent in solar heat shielding properties while being black (including dark brown).
本発明で用いる顔料は上記の特性を有する限りその化学構造には限定されず、公知の有機顔料および無機顔料について上記の特性を実験的に認識することにより容易に選択しうる。その一例として、特公平４−２６３４８に提案されている一般式： The pigment used in the present invention is not limited to its chemical structure as long as it has the above characteristics, and can be easily selected by experimentally recognizing the above characteristics for known organic pigments and inorganic pigments. As an example, the general formula proposed in Japanese Patent Publication No. 4-26348:
（但し、ＸはＮ＝Ｎ又はＣＯＮＨであり、ｎは１又は２であり、Ｒ１は水素原子又はニトロ基であり、Ｒ２はハロゲン原子又はメトキシ基であり、Ａ環はベンゼン環又はナフタレン環であり、ｎ＝１のときのＲ３はハロゲン原子、メチル基、ニトロ基又はメトキシ基を有してもよいフェニル基又は置換基を有していないナフチル基であり、ｎ＝２のときのＲ３はメトキシ基を有していてもよいビフェニレン基である。）で示され、結晶の大きさが０．３〜１０μｍであるアゾ系顔料をあげることができる。 (However, X is N = N or CONH, n is 1 or 2, R 1 is a hydrogen atom or a nitro group, R 2 is a halogen atom or a methoxy group, and A ring is a benzene ring or naphthalene. R 3 when n = 1, a phenyl group which may have a halogen atom, a methyl group, a nitro group or a methoxy group or a naphthyl group having no substituent, and when n = 2 R 3 in the formula (2) is a biphenylene group which may have a methoxy group.), And an azo pigment having a crystal size of 0.3 to 10 μm can be mentioned.
市販されている顔料で上記の条件を満足するものとしては、商品名クロモファインブラックＡ−１１０３（大日精化工業（株）製）のアゾメチアゾ系黒色顔料等があげられる。この顔料の結晶の大きさは０．３〜１０μｍである。その波長ごとの反射率を図２に示す。また、図３で示される反射特性を有する濃茶色顔料も上記の条件を満足する顔料である。 Examples of commercially available pigments that satisfy the above conditions include azomethiazo black pigments under the trade name Chromofine Black A-1103 (manufactured by Dainichi Seika Kogyo Co., Ltd.). The crystal size of this pigment is 0.3 to 10 μm. The reflectance for each wavelength is shown in FIG. Further, the dark brown pigment having the reflection characteristics shown in FIG. 3 is also a pigment satisfying the above conditions.
また、上記の条件を満足する顔料に加えて、ＪＩＳ Ａ ５７５９に定義される３５０〜２１００ｎｍの波長域における日射反射率が１２％以上の着色顔料と、必要に応じて白色顔料を併用することも好ましい。この条件を満たす着色顔料の例としては、モノアゾ系エロー（商品名ホスターパームエローＨ３Ｇ：ヘキスト（株）製）等の黄色系顔料、酸化鉄（商品名トダカラー１２０ＥＤ：戸田工業（株）製）、キナクリドンレッド（商品名Ｈｏｓｔａｐｅｒｍ Ｒｅｄ Ｅ２Ｂ７０：ヘキスト（株）製）等の赤色系顔料、フタロシヤニンブルー（商品名シヤニンブルーＳＰＧ−８：大日本インキ（株）製）等の青色系顔料、フタロシヤニングリーン（商品名シヤニングリーン５３１０：大日精化工業（株）製）等の緑色系顔料等があげられる。 In addition to pigments that satisfy the above conditions, a color pigment having a solar reflectance of 12% or more in a wavelength range of 350 to 2100 nm as defined in JIS A 5759 may be used in combination with a white pigment as necessary. preferable. Examples of coloring pigments that satisfy this condition include yellow pigments such as monoazo yellow (trade name Hoster Palm Yellow H3G: manufactured by Hoechst), iron oxide (trade name Toda Color 120ED: manufactured by Toda Kogyo Co., Ltd.), Red pigments such as quinacridone red (trade name Hostasperm Red E2B70: manufactured by Hoechst Co., Ltd.), blue pigments such as phthalocyanine blue (trade name Sheanin Blue SPG-8: manufactured by Dainippon Ink and Co., Ltd.), phthalocyanine Examples thereof include green pigments such as green (trade name: Shinan Green 5310: manufactured by Dainichi Seika Kogyo Co., Ltd.).
ここで日射反射率データは、十分に隠蔽された状態、具体的には隠蔽率が約１．０の塗膜において測定される。
併用される白色顔料の例としては酸化チタン、亜鉛華等があげられる。
Here, the solar reflectance data is measured in a sufficiently concealed state, specifically, in a coating film having a concealment rate of about 1.0.
Examples of the white pigment used in combination include titanium oxide and zinc white.
本発明において、舗装体の表層部に中空微細粒子および必要に応じて加える可視波長域で吸収を示し赤外線波長域では反射を示す顔料、および必要に応じその他の顔料類を存在させる方法としては、通常のアスファルト舗装体の表層を構成する（骨材等を含有する）アスファルト混合物中に混入して用いる方法、別途バインダー等に混入して舗装体の表面に塗布する方法、セメントスラリー等に混入して開粒度アスコン等の舗装体の表面空隙に充填する方法、軟化状態にある舗装体表面に散布して付着混入させる方法等があるが、特にバインダー等に混入して塗布する方法が好ましい。 In the present invention, as a method of causing hollow fine particles to be added to the surface layer portion of the pavement and a pigment that shows absorption in the visible wavelength range and reflection in the infrared wavelength range, and other pigments if necessary, Mixing in the surface layer of normal asphalt pavement (containing aggregates, etc.) mixed with asphalt mixture, using separately mixed with binder, etc., applying to the surface of pavement, mixed with cement slurry, etc. There are a method of filling the surface gap of the pavement such as open grained ascon, a method of spraying and adhering to the surface of the pavement in a softened state, and a method of applying by mixing in a binder or the like is particularly preferable.
バインダーとしては、道路交通に用いうる耐久性および耐候性を有する樹脂、アスファルト、アスファルト乳剤およびセメントが特に好ましい。樹脂の具体例としては、ビニルエステル樹脂、不飽和ポリエステル（メタ）アクリレート樹脂、エポキシ（メタ）アクリレート樹脂、ウレタン（メタ）アクリレート樹脂、メチル（メタ）アクリレート樹脂等の架橋型樹脂組成物、特に常温硬化型のラジカル架橋型樹脂組成物が好ましい。ラジカル架橋型樹脂組成物は付着性、速硬性、耐摩耗性、耐候性のバランスがよい点で、本発明の舗装体に塗布するのに適している。 As the binder, resins having durability and weather resistance that can be used for road traffic, asphalt, asphalt emulsion and cement are particularly preferable. Specific examples of the resin include a crosslinkable resin composition such as vinyl ester resin, unsaturated polyester (meth) acrylate resin, epoxy (meth) acrylate resin, urethane (meth) acrylate resin, and methyl (meth) acrylate resin, particularly room temperature. A curable radically crosslinked resin composition is preferred. The radical crosslinkable resin composition is suitable for application to the pavement of the present invention in that it has a good balance of adhesion, fast curing, wear resistance, and weather resistance.
これらのラジカル架橋型樹脂組成物は通常２液型で供給され、塗布時に現場で２液が混合される。本発明では、それぞれに中空微細粒子および必要に応じて加える所定の顔料を混入してなる２液を２頭式のスプレーガンを用いて、同時に連続的に路面上に吹きつけて塗布する方法が最も好ましい。
なお、本発明で使用可能なバインダー樹脂はこれらに限定されるものではなく、付着性、速硬性、耐磨耗性、耐候性等に優れたものであれば、水溶性型または溶剤型のいずれも用いることができる。
These radically cross-linked resin compositions are usually supplied in a two-component type, and the two components are mixed on-site at the time of application. In the present invention, there is a method in which two liquids, each of which contains hollow fine particles and a predetermined pigment added as necessary, are simultaneously sprayed onto the road surface using a two-head spray gun. Most preferred.
The binder resin that can be used in the present invention is not limited to these, and any of water-soluble and solvent-type resins can be used as long as it has excellent adhesion, fast-curing property, abrasion resistance, weather resistance, and the like. Can also be used.
これらのバインダー等に中空微細粒子を混入する場合、バインダーの粘度やバインダーと中空微細粒子との比重差等が原因となって安定した分散体を形成しにくい場合がある。このような場合には、適宜構造保持剤を併用することが好ましい。構造保持剤の具体例としては、樹脂やアスファルト（混合物）用としてはアクリルアミド誘導体、酸化ポリエチレンワックスおよび／または有機ベントナイトと、シリカ粒子との複合系がある。アクリルアミド誘導体としてはジアクリルアミド、トリアクリルアミド等の多官能性アクリルアミドが好ましく、特にアクリルアミド基どうしが例えば炭素数２０〜３０のアルキレン基等の長鎖炭化水素基で連結されているアクリルアミド誘導体が好ましい。また、アスファルト乳剤用構造保持剤の具体例としてはセルロース誘導体、アクリル系ポリマー、ポリビニルアルコールおよび／または有機ベントナイトと、シリカ粒子との複合系がある。セルロース誘導体としてはヒドロキシエチルセルロース、カルボキシメチルセルロース等がある。 When hollow fine particles are mixed in these binders or the like, it may be difficult to form a stable dispersion due to the viscosity of the binder or the difference in specific gravity between the binder and the hollow fine particles. In such a case, it is preferable to use a structure-retaining agent as appropriate. Specific examples of the structure-retaining agent include composites of acrylamide derivatives, oxidized polyethylene wax and / or organic bentonite and silica particles for resins and asphalts (mixtures). The acrylamide derivative is preferably a polyfunctional acrylamide such as diacrylamide or triacrylamide, and particularly preferably an acrylamide derivative in which acrylamide groups are linked by a long-chain hydrocarbon group such as an alkylene group having 20 to 30 carbon atoms. Specific examples of the structure retention agent for asphalt emulsion include a composite system of a cellulose derivative, an acrylic polymer, polyvinyl alcohol and / or organic bentonite and silica particles. Examples of cellulose derivatives include hydroxyethyl cellulose and carboxymethyl cellulose.
中空微細粒子および必要に応じて加える可視波長域で吸収を示し赤外線波長域では反射を示す顔料の量は、舗装体表面の太陽熱による温度上昇を抑制しうるに足る量であれば特に制限はなく、原則的にはその量に応じた太陽熱遮断効果が得られる。通常、表層部を垂直方向からみたときそこに存在する中空微細粒子等の占める面積（断面方向に垂直線を透過させたときに中空微細粒子等の存在によって影となる面積の割合）は通常２０％以上、特に５０％以上が好ましい。 The amount of the hollow fine particles and the pigment that absorbs in the visible wavelength range and reflects in the infrared wavelength range added as needed is not particularly limited as long as it is sufficient to suppress the temperature increase due to solar heat on the pavement surface. In principle, the solar heat shielding effect according to the amount can be obtained. Usually, when the surface layer portion is viewed from the vertical direction, the area occupied by the hollow fine particles and the like existing therein (ratio of the area shaded by the presence of the hollow fine particles and the like when the vertical lines are transmitted in the cross-sectional direction) is usually 20 % Or more, and particularly preferably 50% or more.
中空微細粒子等を含有する表層の厚さは表層を構成する材料の種類等によって異なるが、通常０．５ｍｍ以上、特に１ｍｍ以上が好ましい。厚さの上限は特に制限はないが、別途バインダー等に混入して塗布する場合には５ｍｍ以下程度で十分である。 The thickness of the surface layer containing hollow fine particles and the like varies depending on the type of material constituting the surface layer, but is usually 0.5 mm or more, and particularly preferably 1 mm or more. The upper limit of the thickness is not particularly limited, but about 5 mm or less is sufficient when separately mixed in a binder or the like.
中空微細粒子等の量を組成物濃度で示した場合には、通常中空微細粒子の量は、表面層の塗膜層（舗装材料に混入する場合は骨材類の表面に塗膜が形成されることになるので、骨材類を除いた成分。）当たり１０〜７０容量％、特に１５〜６０容量％であることが好ましい。また、可視波長域で吸収を示し赤外線波長域では反射を示す顔料等の顔料類の量は、隠蔽力や付与される色彩等に応じ適宜決定しうるが、通常は表面層当たりそれぞれ５〜５０重量％程度が好ましい。 When the amount of hollow fine particles, etc. is indicated by the composition concentration, the amount of hollow fine particles is usually determined by the coating layer on the surface layer (if mixed into the pavement material, a coating film is formed on the surface of the aggregates). Therefore, it is preferably 10 to 70% by volume, particularly 15 to 60% by volume per component excluding aggregates. The amount of pigments such as a pigment that absorbs in the visible wavelength range and reflects in the infrared wavelength range can be appropriately determined according to the hiding power, the color to be applied, and the like. About% by weight is preferred.
中空微細粒子および顔料は中空微細粒子のみを単独で用いることができるが、両者を併用した場合により大きな効果が得られる。
中空微細粒子等は通常太陽熱遮断効果を期待する舗装体の表面全体に付与されるが、部分的に付与することも勿論可能である。また顔料を用いる場合、本発明では黒色系の表面層を形成するのが一般的だが、プールサイドやテニスコート等の道路舗装体以外の舗装体の場合には、美感等を考慮して非黒色系の表面層を形成することも可能である。
As the hollow fine particles and the pigment, only the hollow fine particles can be used alone, but when both are used in combination, a greater effect can be obtained.
The hollow fine particles and the like are usually applied to the entire surface of the pavement that is expected to have a solar heat blocking effect, but may of course be applied partially. In the case of using a pigment, a black surface layer is generally formed in the present invention. However, in the case of a pavement other than a road pavement such as a poolside or a tennis court, a non-black color is taken into consideration. It is also possible to form a surface layer of the system.
本発明の表層部を有する舗装体は、太陽光の日射等による舗装路面へのエネルギー入射量を効果的に抑制できるものである。エネルギー入射量の抑制により舗装路面の温度上昇を抑制することが可能となり、舗装路面からの長波放射量や顕熱輸送量の低減、すなわち都市環境や歩行環境の改善に寄与することができる。さらに、アスファルト舗装体中の最高路面温度を低減できることによりわだち掘れの発生を抑制でき、舗装体の供用性の向上につながる。 The pavement having the surface layer portion of the present invention can effectively suppress the amount of energy incident on the pavement road surface due to solar radiation. By suppressing the amount of energy incident, it becomes possible to suppress the temperature rise of the paved road surface, and it is possible to contribute to the reduction of the long wave radiation amount and the sensible heat transport amount from the paved road surface, that is, the improvement of the urban environment and walking environment. Furthermore, since the maximum road surface temperature in the asphalt pavement can be reduced, the occurrence of rutting can be suppressed, leading to an improvement in the serviceability of the pavement.
また、排水性舗装等のアスファルト舗装体においては表面に存在する骨材類によって表面が凹凸形状となっているので、舗装体表面の主要面積は凸頂部以外の部分で占められている。そのため、走行車輪による表面層の摩耗に伴う効果低減も少なく、長時間安定した効果を発現することができる。 Further, in asphalt pavements such as drainage pavement, the surface is uneven due to the aggregates present on the surface, so the main area of the pavement surface is occupied by parts other than the convex tops. Therefore, there is little effect reduction accompanying the abrasion of the surface layer by the traveling wheel, and a stable effect for a long time can be expressed.
〔実施例〕
次に実施例を示すが、本発明はこれに限定されるものではない。以下の実施例中中空微細粒子を用いない例は本発明以外の参考例である。
〔Example〕
Next, although an Example is shown, this invention is not limited to this. Examples in which the hollow fine particles are not used in the following examples are reference examples other than the present invention.
密粒度アスファルト混合物（１３ｍｍＴＯＰ）を使用してホイールトラッキング試験用供試体（ｔ＝５ｃｍ）を作製し、屋外（東京都品川区）に設置して、供試体の表面温度を測定した。供試体の作製においては、道路交通の供用に要する耐久性を有する常温硬化型ラジカル架橋型ビニルエステル樹脂組成物をバインダーとし、これに中空微細粒子、構造保持剤、可視波長域で吸収を示し赤外線波長域では反射を示す顔料等を含有させた路面塗布材を供試体の上面部に塗布した。
中空微細粒子としては、１４９μｍふるい残留分が１％以下で真比重０．３７のセラミック中空微細粒子を用いた。顔料としては次のものを用いた。
A specimen for wheel tracking test (t = 5 cm) was prepared using a dense particle size asphalt mixture (13 mm TOP), and was installed outdoors (Shinagawa-ku, Tokyo), and the surface temperature of the specimen was measured. In the preparation of the specimen, a room-temperature-curing radical cross-linking vinyl ester resin composition having durability required for road traffic service is used as a binder, and hollow fine particles, a structure-retaining agent, and an infrared ray that absorbs in the visible wavelength range. In the wavelength range, a road surface coating material containing a pigment or the like exhibiting reflection was applied to the upper surface of the specimen.
As the hollow fine particles, ceramic hollow fine particles having a 149 μm sieve residue of 1% or less and a true specific gravity of 0.37 were used. The following pigments were used.
顔料ＡおよびＢは、ＪＩＳ Ａ ５７５９に定義される日射反射率が１５％以上であって、かつＣＩＥ１９７６Ｌ＊ａ＊ｂ＊色空間におけるＬ＊値が３０以下である顔料である。
配合組成は、表３に示すとおりである。
Pigment A and B, there is solar reflectance as defined in JIS A 5759 15% or more, and L * value in CIE1976L * a * b * color space is a pigment is 30 or less.
The composition is as shown in Table 3.
無色のバインダー樹脂中に中空微細粒子を存在させた路面塗布材を用いた舗装体については、下記する実験１）から実験３）のいずれの場合も３〜４℃の温度低減効果が認められた。
次に、上記配合組成をもつ路面塗布材を用いた舗装体の、夏期晴天時と梅雨時期における日照時間等の気象条件の影響に対する効果の発現性について調べた。
About the pavement using the road surface coating material in which hollow fine particles were present in a colorless binder resin, a temperature reduction effect of 3 to 4 ° C. was observed in any of the following experiments 1) to 3). .
Next, the effect of the pavement using the road surface coating material having the above composition on the influence of weather conditions such as sunshine hours in the summer fine weather and the rainy season was examined.
実験１）色調と温度低減効果
舗装路面に太陽光が当たった場合、一般的には黒色の路面の方が日射を吸収しやすいので路面温度が上昇しやすく、白色の路面の方が日射を反射しやすいので路面温度が上昇しにくい。実験１では、本発明の舗装体（以下、「当該舗装体」という。）の色調を変化させた場合の路面温度を測定し、色調を通常のアスファルト舗装体（以下、「標準」という。）と同様の黒色とした場合と、より路面温度の上昇抑制が図れると予想した灰色や白色とした場合の温度低減効果について検討した。
Experiment 1) Color tone and temperature reduction effect When sunlight hits the paved road surface, the black road surface generally absorbs solar radiation, so the road surface temperature rises more easily, and the white road surface reflects solar radiation. The road surface temperature is unlikely to rise. In Experiment 1, the road surface temperature was measured when the color tone of the pavement of the present invention (hereinafter referred to as “the pavement”) was changed, and the color tone was changed to a normal asphalt pavement (hereinafter referred to as “standard”). We examined the temperature reduction effect when the same black color was used and when the gray or white color was expected to suppress the increase in road surface temperature.
測定は平成１３年４月の３日間に行い、このときの気象条件は気温約２３℃の晴天であった。図１に示す測定結果より、標準と当該舗装体の黒色とを比較した場合、２日目においては標準の最高路面温度が約５６℃に達しているのに対して当該舗装体は約４６℃であり、この温度差約１０℃が直接的な温度低減効果であると考えられる。 The measurement was performed for three days in April 2001, and the weather conditions at this time were fine weather with an air temperature of about 23 ° C. From the measurement results shown in FIG. 1, when comparing the standard and the black color of the pavement, the standard maximum road surface temperature reached about 56 ° C. on the second day, whereas the pavement was about 46 ° C. This temperature difference of about 10 ° C. is considered to be a direct temperature reduction effect.
一方、当該舗装体の色調別の最高路面温度を比較すると、２日目においては灰色が約３５℃、白色が約２７℃であり、舗装体の色調を明色化することによって温度低減効果が増大することがわかる。標準との最高路面温度の差は、灰色が約２１℃、白色が約２９℃であった。アルベドを測定すると、標準は約０．０８〜０.１０、灰色は約０．２０〜０．２８、白色は約０．４３〜０．４８（コンクリートの０．４４に近似）であり、舗装体の色調を明色化した場合の温度低減効果は、本発明によるものとアルベドの変化による日射入射量の抑制との相乗効果によるものと推察できる。 On the other hand, when comparing the maximum road surface temperature by color tone of the pavement, on the second day, gray is about 35 ° C. and white is about 27 ° C., and the temperature reduction effect is achieved by lightening the color tone of the pavement. It can be seen that it increases. The difference in maximum road surface temperature from the standard was about 21 ° C. for gray and about 29 ° C. for white. When the albedo is measured, the standard is about 0.08 to 0.10, the gray is about 0.20 to 0.28, and the white is about 0.43 to 0.48 (approximate to 0.44 of concrete). It can be inferred that the temperature reduction effect when the color tone of the body is lightened is due to a synergistic effect between the effect of the present invention and the suppression of the amount of solar radiation by the change of the albedo.
実際の道路で適用することを想定した場合、温度低減効果と視認性とを考慮すれば当該舗装体の色調は灰色が適切である。したがって、以下の実験２）から実験４）で用いる当該舗装体の色調には灰色を選定することとした。 Assuming that it is applied on an actual road, gray is appropriate for the color of the pavement considering the temperature reduction effect and visibility. Therefore, gray was selected as the color tone of the pavement used in the following Experiment 2) to Experiment 4).
実験２）夏期晴天時における特性
実験２では、晴天時における当該舗装体の路面温度の抑制効果について検討する。実験方法は実験１に準拠し、当該舗装体の色調は実験１で選定した灰色とした。測定期間は平成１３年７月の夏期晴天時における７日間であり、測定期間内の最高気温は約３５℃であった。
Experiment 2) Characteristics during summer clear weather Experiment 2 examines the effect of suppressing the road surface temperature of the pavement during clear weather. The experimental method was based on Experiment 1, and the color of the paved body was gray selected in Experiment 1. The measurement period was 7 days in the summer fine weather in July 2001, and the maximum temperature during the measurement period was about 35 ° C.
表７より、日照時間が少なかった３日目を除き、標準の最高路面温度が連日にわたって６０℃程度となっているのに対し、当該舗装体は約４３℃程度にとどまっている。日照時間が少ない３日目についても、標準が約４９℃に対して当該舗装体が約３９℃と、当該舗装体の方が低い結果であった。当該舗装体の標準に対する温度差は、７日間の測定期間中で最大約２０℃にも達することが確認できた。 From Table 7, the standard maximum road surface temperature is about 60 ° C. over consecutive days except for the third day when the sunshine time is short, whereas the pavement is only about 43 ° C. On the third day with less sunshine hours, the standard was about 49 ° C, and the pavement was about 39 ° C, which was a lower result. It was confirmed that the temperature difference with respect to the standard of the pavement reached about 20 ° C. at maximum during the measurement period of 7 days.
以上より、当該舗装体は、日射によって路面温度が高くなりやすい夏期において路面温度の上昇を抑制する効果を有し、アルベドを約０．２程度に抑制しつつ路面温度の上昇を抑制できた。 As described above, the pavement has an effect of suppressing an increase in road surface temperature in summer when the road surface temperature is likely to be increased by solar radiation, and an increase in road surface temperature can be suppressed while suppressing albedo to about 0.2.
実験３）曇りや雨天時における特性
実験３では、曇りや雨天時における路面温度の測定結果と実験２の晴天時の測定結果とを比較することにより、日照等の気象条件の違いによる効果発現の差について検討する。測定期間は平成１３年６月の梅雨時期における７日間で、測定期間内の最高気温は２８℃、降雨量は累計６８ｍｍであった。
Experiment 3) Characteristics in cloudy or rainy weather In Experiment 3, by comparing the measurement result of road surface temperature in cloudy or rainy weather with the measurement result in sunny weather of Experiment 2, the effect manifestation due to the difference in weather conditions such as sunshine. Consider the difference. The measurement period was 7 days in the rainy season in June 2001, the maximum temperature during the measurement period was 28 ° C, and the total rainfall was 68 mm.
表７より、断続的に降雨があった１日目においては標準の最高路面温度が約２７℃であるのに対して当該舗装体は約２４℃であり、５日目においては標準が約３７℃に対して当該舗装体は約２９℃と、曇りや晴天時においても当該舗装体の方が低い結果であった。当該舗装体の標準に対する温度差は、降雨量や気温の影響を受けて変動するものの、日照時間が観測されない日においてもその差は最大３〜１０℃程度認められた。 According to Table 7, the standard maximum road surface temperature is about 27 ° C on the first day when there was intermittent rain, whereas the pavement is about 24 ° C, and the standard is about 37 on the fifth day. The pavement was about 29 ° C. with respect to ℃, and the pavement was lower even when it was cloudy or sunny. Although the temperature difference with respect to the standard of the pavement fluctuates due to the influence of rainfall and air temperature, the difference was recognized at a maximum of about 3 to 10 ° C. even on the day when the sunshine hours were not observed.
以上より、日照が少ない場合においても、当該舗装体による路面温度の抑制効果が得られることがわかる。これは、曇りや雨天時のように日照がほとんどないような場合でも大気からの長波入射量が存在するが、本発明の舗装体によって赤外線波長域の反射が行われることにより、路面温度の上昇抑制が図れているためである。 From the above, it can be seen that even when there is little sunshine, the effect of suppressing the road surface temperature by the pavement is obtained. This is because there is a long wave incident amount from the atmosphere even when there is almost no sunlight, such as when it is cloudy or rainy, but the road surface temperature rises due to the reflection of the infrared wavelength range by the pavement of the present invention. This is because suppression is achieved.
実験４）長波放射量と顕熱輸送量の特性
実験４では、実験２の夏期晴天時および実験３の梅雨時期における長波放射量と顕熱輸送量について計算し、それらをまとめた結果を表４に示す。
夏期晴天時における長波放射量の平均値を比較すると標準が約５３９Ｗ／ｍ２であるのに対して当該舗装体が約４９６Ｗ／ｍ２であり、当該舗装体の方が平均して約８％程度低い値を示した。測定期間中の最大値を比較すると、当該舗装体の方が約１４５Ｗ／ｍ２減少しており、長波放射量が最大となる日中の放射量を抑制していることがわかる。一方、日照時間の少ない梅雨時期の測定期間における長波放射量についても平均して約６％程度低減しており、気象条件にかかわらず全般的な傾向として当該舗装体による長波放射量の抑制効果が認められた。
Experiment 4) Characteristics of long-wave radiation and sensible heat transport In Experiment 4, the long-wave radiation and sensible heat transport were calculated during the summer sunny weather of Experiment 2 and during the rainy season of Experiment 3, and the results are summarized in Table 4. Shown in
Comparing the average value of long-wave radiation during clear weather in summer, the standard is about 539 W / m 2 , while the pavement is about 496 W / m 2 , and the average pavement is about 8%. A low value was shown. Comparing the maximum values during the measurement period, it can be seen that the pavement is reduced by about 145 W / m 2 and suppresses the amount of radiation during the day when the long-wave radiation amount is maximum. On the other hand, the average long-wave radiation during the rainy season, when the sunshine hours are short, has also been reduced by about 6% on average, and as a general trend regardless of the weather conditions, the effect of suppressing the long-wave radiation by the pavement is significant. Admitted.
顕熱輸送量についても、長波放射量と同様に、当該舗装体の方が標準よりも少ない傾向を示していることがわかる。表４より、６月と７月の各７日間の測定期間における顕熱輸送量の低減率は、それぞれ５５．９％、５６．１％であった。このように、舗装路面が直接大気を暖める顕熱輸送量を約５６％も低減できるのは、当該舗装体の路面温度が平均的に標準よりも低くなるためである。また、６月と７月の顕熱輸送量の低減率はほぼ一定となっているが、これは日照時間や降雨量等の気象条件が大きく異なっても低減率はほとんど変化しないことを示唆している。 As for the sensible heat transport amount, it can be seen that the pavement tends to be less than the standard as with the long wave radiation amount. From Table 4, the reduction rate of the sensible heat transport amount in the measurement period of 7 days in June and July was 55.9% and 56.1%, respectively. As described above, the sensible heat transport amount by which the pavement surface directly warms the atmosphere can be reduced by about 56% because the road surface temperature of the pavement becomes lower than the standard on average. In addition, the reduction rate of sensible heat transport in June and July is almost constant, but this suggests that the reduction rate will not change even if the weather conditions such as sunshine hours and rainfall are greatly different. ing.
以上より、当該舗装体は路面温度の上昇を抑制することができ、コンクリート舗装体と比べて反射日射量が抑制されるアルベド約０．２０〜０．２８の状態（灰色）でも、標準よりも約２０℃程度路面温度を低減できることがわかった。また、コンクリート舗装体と同程度のアルベドである白色とした場合には、路面温度の低減効果が最大約２９℃にも達するという結果が実験１からも得られており、長波放射量や顕熱輸送量が路面温度に依存することを考慮すれば、実際の道路で適用可能な舗装路面の色調をさらに検討することによって、都市環境や歩行環境の改善に寄与できるより温度低減効果が高い舗装体を得ることが可能である。 From the above, the pavement can suppress an increase in road surface temperature, and even in an albedo state of about 0.20 to 0.28 (gray) in which the amount of reflected solar radiation is suppressed compared to a concrete pavement, it is more than standard. It was found that the road surface temperature can be reduced by about 20 ° C. In addition, when the white albedo is the same level as the concrete pavement, the result of experiment 1 shows that the effect of reducing the road surface temperature reaches a maximum of about 29 ° C. Considering that the amount of transportation depends on the road surface temperature, by further studying the color of the paved road surface applicable to actual roads, the pavement has a higher temperature reduction effect than can contribute to the improvement of the urban environment and walking environment. It is possible to obtain
実験５）灰色塗料における中空微細粒子および／または可視波長域で吸収を示し赤外線波長域では反射を示す顔料を存在させた場合の温度低減効果の比較
表５に示す（ａ）、（ｂ）、（ｃ）、（ｄ）の各塗料をアスファルト供試体（１０ｃｍ×１０ｃｍ×５ｃｍ）に８００ｇ／ｍ２の塗布量でスプレー塗装し、十分に乾燥させた後、レフランプ（１５０Ｗ）を照射し昇温が止まった時点の温度を最高表面温度とした。
Experiment 5) Comparison of temperature reduction effect in the presence of a hollow fine particle in a gray paint and / or a pigment that absorbs in the visible wavelength range and reflects in the infrared wavelength range (a), (b), Each paint of (c) and (d) was spray-coated on an asphalt specimen (10 cm × 10 cm × 5 cm) at an application amount of 800 g / m 2 and dried sufficiently, and then heated by irradiation with a reflex lamp (150 W). The temperature at the time when the ceased stopped was defined as the maximum surface temperature.
（実験方法）
上記（ａ）、（ｂ）、（ｃ）、（ｄ）の各塗料をアスファルト供試体（１０ｃｍ×１０ｃｍ×５ｃｍ）に８００ｇ／ｍ２（４００ｇ／ｍ２×２回塗り）の塗布量でスプレー塗装し、十分に乾燥させた後、レフランプ（１５０Ｗ）を照射し昇温が止まった時点の温度を最高表面温度とした。
(experimental method)
Spray each paint of the above (a), (b), (c), (d) on an asphalt specimen (10 cm × 10 cm × 5 cm) at a coating amount of 800 g / m 2 (400 g / m 2 × 2 times). After coating and drying sufficiently, the temperature at the time when the temperature rise stopped by irradiating a reflex lamp (150 W) was defined as the maximum surface temperature.
（実験結果）
本実験の結果より、該顔料のみを存在させた塗料を塗装した場合には標準に対して約１９．９℃の温度低減効果が得られ、中空微細粒子のみを存在させた塗料を塗装した場合でも約３．０℃の温度低減効果が得られた。また、中空微細粒子と該顔料をともに存在させた塗料を塗装した場合には更に大きな温度低減効果が得られた。
(Experimental result)
As a result of this experiment, when a paint containing only the pigment is applied, a temperature reduction effect of about 19.9 ° C. is obtained with respect to the standard, and a paint containing only hollow fine particles is applied. However, a temperature reduction effect of about 3.0 ° C. was obtained. Further, when a paint containing both hollow fine particles and the pigment was applied, an even greater temperature reduction effect was obtained.
本実験においては、ラジカル架橋型メチル（メタ）アクリレート樹脂をバインダーとし、これに中空微細粒子、構造保持剤、可視波長域で吸収を示し赤外線波長域では反射を示す顔料を含有させた塗布組成物を既設のアスファルト舗装体の表面部に塗布した。そして、塗布作業の実施状況の確認、および塗布組成物を塗布した路面の温度と塗布組成物を塗布しない路面の温度との比較を行った。 In this experiment, a coating composition containing a radical cross-linkable methyl (meth) acrylate resin as a binder and containing hollow fine particles, a structure-retaining agent, and a pigment that absorbs in the visible wavelength range and reflects in the infrared wavelength range. Was applied to the surface of an existing asphalt pavement. And the implementation status of the coating operation was confirmed, and the temperature of the road surface where the coating composition was applied was compared with the temperature of the road surface where the coating composition was not applied.
塗布組成物を硬化させる方法としては、バインダーであるラジカル架橋型メチル（メタ）アクリレート樹脂に中空微細粒子、構造保持材、可視波長域で吸収を示し赤外線波長域では反射を示す顔料等を含有させた組成物を調製し、これに更に硬化剤を含有させたものをＡ剤、反応促進剤を含有させたものをＢ剤とし、Ａ剤とＢ剤とを混合させることによって反応・硬化させる２液常温硬化型樹脂による方法を採用した。一般に、供用中の道路舗装上において路面塗布材（塗布組成物等）を路面に塗布する作業を実施する場合には、交通規制下において限られた時間内に作業を完了させることが求められるため、反応・硬化が早い２液常温硬化型樹脂が用いられることが多い。 As a method of curing the coating composition, a radically cross-linked methyl (meth) acrylate resin as a binder contains hollow fine particles, a structure-holding material, a pigment that absorbs in the visible wavelength range and reflects in the infrared wavelength range, and the like. A composition containing a curing agent added thereto is prepared as agent A, a reaction accelerator is added as agent B, and the mixture is reacted and cured by mixing agent A and agent B 2 A method using a liquid room temperature curable resin was adopted. In general, when a road surface coating material (such as a coating composition) is applied to a road surface on road pavement in service, it is required to complete the work within a limited time under traffic regulations. In many cases, a two-component room-temperature curable resin that is fast in reaction and curing is used.
本実験の塗布作業においては、反応前の液状の塗布組成物にポンプで圧力を加えてホース内をとおして塗布用の吹付ガンまで圧送し、塗布用の吹付ガンにより舗装体の表面部に吹き付けを実施する。このとき、Ａ剤とＢ剤とを予め混合してからポンプで圧送する方法とすると塗布作業中にポンプやホースの内部で樹脂が硬化してしまい塗布作業が困難となる恐れがあるため、本実験ではＡ剤とＢ剤に各々のポンプで圧力を加えてそれぞれ別のホース内をとおして塗布用の吹付ガンまで圧送して、吹付ガンの内部でＡ剤とＢ剤を混合して噴射・塗布する方法とした。このような方法を採用したことにより、ポンプやホースの内部で塗布組成物が硬化することなく、良好な施工性が確保できた。また、塗布組成物は吹付ガンの内部で混合・塗布した後、約１５分程度で硬化し、約２０分後には交通供用に耐え得るまでに硬化した。 In the coating operation of this experiment, pressure is applied to the liquid coating composition before the reaction with a pump, the pressure is pumped to the spray gun for coating through the hose, and sprayed onto the surface of the pavement with the spray gun for coating. To implement. At this time, if the method in which the agent A and the agent B are mixed in advance and then pumped with a pump, the resin may harden inside the pump and the hose during the application operation, which may make the application operation difficult. In the experiment, pressure is applied to each of the A agent and B agent by pumps, and each is sent through a separate hose to the spray gun for application, and the A agent and B agent are mixed and sprayed inside the spray gun. It was set as the method of apply | coating. By adopting such a method, good workability could be secured without curing the coating composition inside the pump or hose. The coating composition was cured and mixed in about 15 minutes after mixing and coating inside the spray gun, and after about 20 minutes, it was cured until it could withstand traffic.
８月下旬の最高気温が約３６℃を記録した日において、塗布組成物を塗布した当該舗装体の路面温度と塗布組成物を塗布しない通常のアスファルト舗装体（標準）との日中の最高路面温度は表６のとおりであった。当該舗装体（黒）は標準と同様の黒色ながら日中の最高路面温度が約１０℃も低下し、当該舗装体（灰）については約１７℃も低下した。 On the day when the highest temperature in late August was recorded at about 36 ° C, the road surface temperature of the pavement with the coating composition applied and the highest road surface during the day with the normal asphalt pavement (standard) to which the coating composition was not applied The temperature was as shown in Table 6. Although the pavement (black) was black similar to the standard, the daytime maximum road surface temperature decreased by about 10 ° C, and the pavement (ash) decreased by about 17 ° C.
Claims (18)
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| JP2011122097A (en) * | 2009-12-11 | 2011-06-23 | Kao Corp | Coating composition |
| JP2013036007A (en) * | 2011-08-11 | 2013-02-21 | Shinto Paint Co Ltd | Fast-drying heat-shielding aqueous coating composition |
| JP2014043066A (en) * | 2012-08-28 | 2014-03-13 | Toppan Cosmo Inc | Heat-shielding decorative sheet |
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| JP2014043066A (en) * | 2012-08-28 | 2014-03-13 | Toppan Cosmo Inc | Heat-shielding decorative sheet |
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