KR20220059658A - Asphalt concrete additive for delaying black-ice formation and manufacturing method thereof - Google Patents

Abstract

The present invention relates to an asphalt concrete additive for delaying occurrence of black ice and a manufacturing method thereof and, more specifically, to an asphalt concrete additive for delaying occurrence of black ice and a manufacturing method thereof which emit a temperature to surroundings during a process in which a phase of a phase change material is changed to increase a temperature of a road surface so as to prevent freezing of road surface moisture.

Description

Asphalt concrete additive for retarding black ice formation and manufacturing method thereof

The present invention relates to an asphalt concrete additive for retarding black ice and a method for manufacturing the same, and more specifically, to improve the temperature of the road surface by releasing the temperature to the surroundings during the phase change process of a phase change material to prevent freezing of road surface moisture. It relates to an asphalt concrete additive for retarding black ice and a method for manufacturing the same.

In winter, when the temperature drops sharply while there is moisture on the road surface due to snow or rain, the moisture on the road surface freezes and vehicle accidents often occur.

If the road is paved with asphalt concrete, the road surface absorbs moisture and the surface freezes easily. This causes the vehicle or pedestrian to slide, leading to frequent traffic accidents or injuries.

In order to prevent this, it prevents freezing of the asphalt concrete road surface, melts accumulated snow or ice, prevents re-icing of moisture formed on the road surface, and separates snow adhered to the road surface from the road surface to increase the ease of snow removal In order to do this, snow is removed from time to time by spraying a friction agent such as sand, an antifreeze agent, or a snow removal agent including a snowmelting agent, or by using a snow removal vehicle.

Moreover, when the chloride-based snow remover, which is commonly used as a widely used anti-freeze agent, is sprayed on the road surface or bridge for snow removal, chlorine ions (Cl ^- ) and iron (Fe) contained in the chloride-based snow remover It reacts to produce iron chloride (FeCl ₂ ), which corrodes automobiles, reinforcing bars, steel frames, etc., or decreases the durability of facility structures due to strong toxicity, and causes groundwater, river and soil contamination (acidification of soil), It is causing a huge impact on the ecosystem, such as killing plants, such as surrounding vegetation and crops, but there are insufficient products to replace it.

As such, there is a problem in that a lot of manpower and equipment are put into the snow removal operations of spraying a friction agent or a snow removal agent or removing snow using a snow removal vehicle. In addition, since a considerable amount of time is required in the process of manpower input, it is difficult to quickly deal with road icing, and there is a problem that snow removal cannot be performed on all road surfaces.

In order to solve the above problems, a road pavement coating material that has excellent snow removal power and can effectively prevent freezing and temperature rise on the pavement surface was used. In the winter, there was a problem that the snow removal agent had to be sprayed on the road surface every time to suppress ice and melt snow on the road surface in winter.

Therefore, in order to solve this problem, there was an urgent need to research a technology capable of preventing the generation of black ice without repetitive work.

An object of the present invention is to provide an asphalt concrete additive for delaying black ice capable of preventing generation of black ice by freezing of road surface moisture when the temperature is lowered, and a method for manufacturing the same.

However, the problems to be solved by the present invention are not limited to the above-mentioned problems, and other problems not mentioned will be clearly understood by those skilled in the art from the following description.

One embodiment of the present invention is a phase change material; a porous material impregnated with the phase change material; and a coating layer for coating the surface of the porous material with a polymer resin.

An exemplary embodiment of the present invention provides a method for producing the asphalt concrete additive, comprising: preparing a mixture by stirring the phase change material and the porous material; coating by adding a polymer resin to the mixture; and aging the coated mixture.

The asphalt concrete additive for delaying the generation of black ice according to an exemplary embodiment of the present invention is included in the asphalt concrete, thereby minimizing a change in physical properties of the asphalt concrete pavement and effectively delaying the generation of black ice.

The method for manufacturing an asphalt concrete additive for delaying black ice generation according to an exemplary embodiment of the present invention can easily prepare the additive and reduce manufacturing cost.

Effects of the present invention are not limited to the above-described effects, and effects not mentioned will be clearly understood by those skilled in the art from the present specification and accompanying drawings.

1 is a flowchart of a method for manufacturing an asphalt concrete additive for delaying black ice generation according to an exemplary embodiment of the present invention.
2 is a schematic view showing factors affecting the temperature of the asphalt concrete pavement.
3 is a schematic view showing the thermal conductivity, thickness, and density, which are the thermal conductivity characteristics of the asphalt concrete pavement layer, and the liquefied portion ( _ki , z _i , ρ _i , ξ _i ) of the phase change material of the asphalt concrete pavement layer.
4 is a graph showing climate data (air temperature per hour, wind speed, solar radiation) of the Gimpo Airport area on December 5, 2010.
5 is a graph showing the temperature over time of the asphalt concrete pavement layer according to the climate data of the Gimpo Airport area on December 5, 2010 of Reference Example 1 and Reference Example 4;
6 is a graph showing the results of the DSC test of Example 1.
7 is a photograph taken of the process of measuring the temperature change of Supplementary Examples 1 to 4.
8 is a photograph showing the temperature of Supplementary Examples 1 to 4 taken with an infrared camera after storage at 10° C. for 6 hours.
9 is a photograph showing the temperature of Supplementary Examples 1 to 4 taken with an infrared camera at -5°C.
10 is a photograph showing the temperature of Supplementary Examples 1 to 4 taken with an infrared camera at -7.5°C.
11 is a photograph showing the temperature of Supplementary Examples 1 to 4 taken with an infrared camera at -10°C.
12 is a graph showing a temperature change over time and a graph comparing the predicted temperature and the measured temperature when Supplemental Example 1 was cooled from 10 ℃ to -10 ℃ and heated to 10 ℃ again.
13 is a graph showing a temperature change over time and a graph comparing the predicted temperature and the measured temperature when Supplemental Example 2 was cooled from 10 ℃ to -10 ℃ and heated again to 10 ℃.
14 is a graph showing a temperature change with time and a graph comparing the predicted temperature and the measured temperature when Supplementary Example 3 was cooled from 10 ℃ to -10 ℃ and heated again to 10 ℃.
15 is a graph showing a temperature change over time and a graph comparing the predicted temperature and the measured temperature when Supplemental Example 4 was cooled from 10 ℃ to -10 ℃ and heated again to 10 ℃.

Throughout this specification, when a part "includes" a certain element, it means that other elements may be further included, rather than excluding other elements, unless otherwise stated.

Throughout this specification, when a member is said to be located “on” another member, this includes not only a case in which a member is in contact with another member but also a case in which another member is present between the two members.

Throughout this specification, the unit "part by weight" may mean a ratio of weight between each component.

Throughout this specification, "A and/or B" means "A and B, or A or B."

Throughout this specification, the viscosity of the compound may be a value measured with a Brookfield viscometer at a temperature of 25 °C.

Hereinafter, the present invention will be described in more detail.

One embodiment of the present invention is a phase change material; a porous material impregnated with the phase change material; and a coating layer for coating the surface of the porous material with a polymer resin.

The asphalt concrete additive for delaying the generation of black ice according to an exemplary embodiment of the present invention is included in the asphalt concrete, thereby minimizing a change in physical properties of the asphalt concrete pavement and effectively delaying the generation of black ice.

According to an exemplary embodiment of the present invention, the asphalt concrete additive for delaying the production of black ice includes a phase change material. As described above, since the asphalt concrete additive contains the phase change material, the temperature of the phase change material is released to the surroundings during the phase change process, so that the temperature of moisture located on the road surface is higher than that of the surroundings, and freezing can be prevented. .

According to an exemplary embodiment of the present invention, the melting temperature of the phase change material may be -10 ℃ or more and 70 ℃ or less. Specifically, the melting temperature of the phase change material is -5 ℃ or more and 65 ℃ or less, 0 ℃ or more and 60 ℃ or less, 5 ℃ or more and 55 ℃ or less, 10 ℃ or more and 50 ℃ or less, 15 ℃ or more and 45 ℃ or less, 20 ℃ or more 40 ℃ or less, or 25 ℃ or more and 35 ℃ or less. By controlling the melting temperature of the phase change material in the above range, the temperature of the road surface formed of the asphalt concrete can be controlled through the endothermic or exothermic heat of the phase change material.

According to an exemplary embodiment of the present invention, the latent heat enthalpy of the phase change material may be 60 J/g or more. Specifically, the latent heat enthalpy of the phase change material is 60 J/g or more and 1,000 J/g or less, 70 J/g or more and 900 J/g or less, 80 J/g or more and 800 J/g or less, 90 J/g or more and 700 J /g or less, 100 J/g or more and 600 J/g or less, 150 J/g or more and 550 J/g or less, 200 J/g or more and 500 J/g or less, 250 J/g or more and 450 J/g or less, or 300 J It may be /g or more and 400 J/g or less. By adjusting the latent heat enthalpy of the phase change material in the above range, the temperature change due to endothermic or exothermic of the phase change material affects the temperature of the road surface formed of the asphalt concrete, thereby preventing the generation of black ice on the road surface. there is.

According to an exemplary embodiment of the present invention, the phase change material may be one selected from the group consisting of a paraffin-based compound, a fatty acid-based compound, and a combination thereof. Specifically, the phase change material is a paraffin-based compound, a fatty acid-based compound derived from vegetable oil, a fatty acid-based compound derived from animal oil, a fatty acid-based compound derivative derived from vegetable oil, and a fatty acid-based compound derivative derived from animal oil. And it may be one selected from the group consisting of combinations thereof. By selecting the phase change material from the above, it is possible to implement an appropriate latent heat enthalpy by being mixed with the asphalt concrete, and to effectively delay the black ice generation of the asphalt concrete.

According to an exemplary embodiment of the present invention, the content of the phase change material may be 100 parts by weight or more and 500 parts by weight or less based on 100 parts by weight of the porous material. Specifically, the content of the phase change material may be 150 parts by weight or more and 450 parts by weight or less, 200 parts by weight or more and 400 parts by weight or less, or 250 parts by weight or more and 350 parts by weight or less with respect to 100 parts by weight of the porous material. By controlling the content of the phase change material in the above-described range, even if it is included in the asphalt concrete, it is possible to prevent the deterioration of the asphalt concrete and improve the efficiency of controlling the road surface temperature by the phase change material.

According to an exemplary embodiment of the present invention, the asphalt concrete additive for delaying the generation of black ice includes a porous material impregnated with the phase change material. By including the porous material as described above, the physical properties of the asphalt concrete can be supplemented, and compatibility of the asphalt concrete can be improved.

According to an exemplary embodiment of the present invention, the melting temperature of the porous material may be 200 ℃ or more. Specifically, the melting temperature of the porous material is 200 °C or more and 10,000 °C or less, 210 °C or more and 9,000 °C or less, 220 °C or more and 8,000 °C or less, 230 °C or more and 7,000 °C or less, 240 °C or more and 6,000 °C or less, 250 °C or more and 5,000 °C or less. , 260 °C or more and 4,000 °C or less, 280 °C or more and 3,000 °C or less, 300 °C or more and 2,000 °C or less, 400 °C or more and 1,000 °C or less, or 500 °C or more and 900 °C or less. By controlling the melting temperature of the porous material in the above range, the thermal deformation of the porous material is prevented, and the impregnated phase change material is eluted to the outside due to the change in shape due to the thermal deformation and melting of the porous material it can be prevented

According to an exemplary embodiment of the present invention, the average particle diameter of the porous material may be 0.01 mm or more and 5 mm or less. By adjusting the average particle diameter of the porous material in the above range, it is possible to prevent the porous material from scattering as dust in the process of impregnating the phase change material, and to prevent a decrease in mechanical strength during the manufacture of asphalt concrete.

According to an exemplary embodiment of the present invention, the specific surface area of the porous material may be 50 m ² /g or more and 700 m ² /g or less. By controlling the specific surface area of the porous material in the above range, the amount of impregnation of the phase change material can be secured as much as possible, and the mechanical strength of the asphalt concrete from being deteriorated due to the porous material can be prevented.

According to an exemplary embodiment of the present invention, the porous material may be one selected from the group consisting of activated carbon, silica, zeolite, and combinations thereof. By selecting the porous material from the above, it is possible to prevent a decrease in mechanical strength of asphalt concrete due to the porous material, and to improve compatibility between the additive and asphalt concrete.

According to an exemplary embodiment of the present invention, the asphalt concrete additive for delaying the production of black ice includes a coating layer for coating the surface of the porous material with a polymer resin. By including the coating layer coated with the polymer resin as described above, the impregnated phase change material is eluted or when a phase change material having a boiling point lower than the asphalt mixture production temperature is used in the manufacture of asphalt concrete, volatilization is prevented to reduce the temperature of the road surface. It is possible to prevent a decrease in the control effect.

According to an exemplary embodiment of the present invention, the polymer resin may be a thermosetting resin or a thermoplastic resin having a melting temperature of 160° C. or higher. By selecting the polymer resin from the above, the polymer resin exists in a liquid phase during the coating process to improve workability, and after the coating layer is coated, polymerization occurs to form a solid state and the impregnated phase change material is eluted. it can be prevented

According to an exemplary embodiment of the present invention, the average thickness of the coating layer may be 1 mm or less. Specifically, the average thickness of the coating layer is greater than 0 mm and less than or equal to 1 mm, greater than 0.01 mm and less than or equal to 0.95 mm, greater than or equal to 0.05 mm and less than or equal to 0.90 mm, greater than or equal to 0.10 mm and less than or equal to 0.85 mm, greater than or equal to 0.15 mm and less than or equal to 0.80 mm, greater than or equal to 0.20 mm and less than or equal to 0.75 mm. , 0.25 mm or more and 0.70 mm or less, or 0.30 mm or more and 0.65 mm or less. By adjusting the average thickness of the coating layer in the above range, it is possible to prevent the elution of the phase change material by cracking of the coating layer, and the thermal conductivity of the coating layer is low so that the effect on endothermic or exothermic of the phase change material is transmitted deterioration can be prevented.

According to an exemplary embodiment of the present invention, the polymer resin is a phenol-based resin, a urea-based resin, a melamine-based resin, an epoxy-based resin, a polyurethane-based resin, a polyimide-based resin, an acrylic resin, and a polystyrene-based resin. It may be one selected from the group consisting of nitrile-based resins and combinations thereof. By selecting the polymer resin from the above, it is possible to secure sufficient strength of the coating layer to prevent cracking, and to control the thermal conductivity so that the coating layer can transmit the effect of the phase change material on endothermic or exothermic heat.

An exemplary embodiment of the present invention provides a method for producing the asphalt concrete additive, comprising: preparing a mixture by stirring the phase change material and the porous material; coating by adding a polymer resin to the mixture; and aging the coated mixture.

The method for manufacturing an asphalt concrete additive for delaying black ice generation according to an exemplary embodiment of the present invention can easily prepare the additive and reduce manufacturing cost.

1 is a flowchart of a method for manufacturing an asphalt concrete additive for delaying black ice generation according to an exemplary embodiment of the present invention. Referring to FIG. 1 , in a method of preparing an asphalt concrete additive for delaying the black ice formation, the porous material is put into a stirrer, the phase change material is added while stirring, and the mixture is so that the phase change material is impregnated into the porous material. to manufacture (S10). Thereafter, a polymer resin is added to the mixture to coat the surface of the porous material impregnated with the phase change material (S30). Aging is performed so that the coated polymer resin is cured or polymerized by allowing the coated mixture to stand (S50).

According to an exemplary embodiment of the present invention, the method of manufacturing the asphalt concrete additive includes preparing a mixture by stirring the phase change material and the porous material. By including the step of preparing the mixture as described above, it is possible to effectively impregnate the phase change material in the porous material.

According to an exemplary embodiment of the present invention, in the step of preparing the mixture, the phase change material may be heated and stirred while the viscosity is 100 cps or less. That is, the phase change material may be heated and stirred while the viscosity is greater than 0 cps and less than or equal to 100 cps. Specifically, when the viscosity of the phase change material is high in the step of preparing the mixture, the phase change material can be effectively impregnated into the porous material by heating the phase change material to adjust the viscosity to a low viscosity.

According to an exemplary embodiment of the present invention, in the step of preparing the mixture, the phase change material may be injected in a spray method to prepare a mixture. By injecting the phase change material in the spray method as described above, it can be effectively impregnated into the space in the porous material, and the impregnation efficiency can be improved.

According to an exemplary embodiment of the present invention, the method for producing the asphalt concrete additive includes the step of coating by adding a polymer resin to the mixture. By including the coating as described above, it is possible to prevent the impregnated phase change material from eluting from the porous material.

According to an exemplary embodiment of the present invention, in the coating step, the coating layer may be formed by stirring a mixture and a polymer resin. As described above, by forming the coating layer by stirring the mixture and the polymer resin, the thickness of the coating layer can be uniformly implemented, and the surface of the porous material impregnated with the phase change material can be coated within a short time.

According to an exemplary embodiment of the present invention, the method for producing the asphalt concrete additive includes the step of aging the coated mixture. By including the step of aging as described above, it is possible to prevent the phase change material from eluting from the porous material by curing or additionally polymerizing the polymer resin, which is a material of the coating layer.

According to an exemplary embodiment of the present invention, the aging step may be aging at 20 ℃ or more and 60 ℃ or less. The aging may mean setting a specific temperature and leaving it alone. Specifically, the aging step may be 25 ℃ or more and 55 ℃ or less, 30 ℃ or more and 50 ℃ or less, or 35 ℃ or more and 45 ℃ or less. By controlling the aging temperature in the above range, it is possible to prevent the coating layer from being cracked, and it is possible to sufficiently secure the strength of the coating layer.

An exemplary embodiment of the present invention provides an asphalt concrete mixture containing the asphalt concrete additive, wherein the content of the asphalt concrete additive is 1.0 wt% to 1.5 wt%. By controlling the content of the asphalt concrete additive within the above-mentioned range, the effect of delaying the black ice generation can be maximized.

Hereinafter, examples will be given to describe the present invention in detail. However, the embodiments according to the present invention may be modified in various other forms, and the scope of the present invention is not to be construed as being limited to the embodiments described below. The embodiments of the present specification are provided to more completely explain the present invention to those of ordinary skill in the art.

<Calculation of type and optimal amount of phase change material>

Climate data analysis for one year was analyzed using data from meteorological stations in the area where black ice was generated. Specifically, the atmospheric temperature, wind speed, and radiant heat per hour for one year were analyzed. Thereafter, a model program of the asphalt concrete pavement road surface was built using the finite element method and the heat flow equation, and the optimal phase change material for application to the additive of the present invention was determined based on the established program.

Specifically, in order to build a model of the asphalt concrete pavement road surface, the one-dimensional heat flow equation of Equation 1 below is applied to the asphalt pavement to predict the temperature of the asphalt concrete pavement layer according to the depth and the surface temperature of the asphalt concrete pavement layer. logic was developed.

[Equation 1]

2 is a schematic view showing factors affecting the temperature of the asphalt concrete pavement. Referring to FIG. 2 , the heat flux (Q) of the interface condition in the surface layer of the pavement layer is solar radiation (q _r ), long wavelength radiation heat (q _l ), thermal convection (q _c ), temperature radiation heat (q _e ), etc. It occurs by interaction, and is as shown in Equation 2 below.

[Equation 2]

By adding a phase change material to the asphalt concrete pavement layer, Effective Volumetric Heat Capacity ( _{ρc peff} ) was derived, as shown in Equation 3 below.

[Equation 3]

In Equation 3, φ is the volume of the phase change material, ξ is the volume fraction of the phase change material, ρ _AC is the density of asphalt concrete, ρ _PCM is the density of the phase change material, Cp _s is the solid of the phase change material The heat capacity in the state _, Cp _l is the heat capacity in the liquid state of the phase change material _{, and} Cp _AC is the heat capacity of the asphalt concrete.

The relationship between the thermal conductivity of the phase change material and the thermal conductivity of the asphalt concrete pavement layer can be expressed as in Equation 4 below by volume division.

[Equation 4]

In Equation 4, φ is the volume of the phase change material, k _eff is the effective thermal conductivity, k _AC is the thermal conductivity of the asphalt concrete pavement layer, and k _PCM is the thermal conductivity of the phase change material.

Maxwell model (Maxwell model) was found to be effective when the volume of the phase change material is less than 25%, and according to Equation 5 below, the thermal conductivity (k _PCM ) of the phase change material is the liquid portion of the phase change material (k _l ) It can be seen that, compared to the volume occupied by the and solid portion (k _s ), it is significantly affected.

[Equation 5]

The volume of the phase change material moves as a linear function of temperature and ξ(T), and the volume division can be expressed by Equation 6 below.

[Equation 6]

The T _s and T _l were derived from the curve by scanning calorimetry.

Furthermore, the temporary thermal conductivity of the asphalt concrete pavement layer including the phase change material can be expressed by Equation 7 below. 3 is a schematic view showing heat conduction, thickness, and density, which are the thermal conductivity characteristics of the asphalt concrete pavement layer, and the phase change material liquefied portion ( _ki , z _i , ρ _i , ξ _i ) of the asphalt layer. The numerical analysis equation was solved with reference to FIG. 3 .

[Equation 7]

A numerical incremental recursive model was used to analyze the temporary temperature response of the asphalt concrete pavement layer.

[Equation 8]

The volume (ξ _i ^p+1 ) of the phase change material required in each step (T ^p+1 ) was calculated based on the temperature of the previous step (T ^p ), and was calculated by solving Equation 9 below, and this repetition is The following Equation 10 was repeated until satisfied.

[Equation 9]

[Equation 10]

In Equation 2, the surrounding environment and the surface layer of the asphalt concrete pavement layer could be used as shown in Equation 11 below in consideration of the heat flux of the interface condition in the surface layer of the pavement layer.

[Equation 11]

Based on the above calculation results, the optimum phase change material was derived by analyzing the climate data (air temperature, wind speed, solar radiation per hour) of the Gimpo Airport area on December 5, 2010. 4 is a graph showing climate data (air temperature per hour, wind speed, solar radiation) of the Gimpo Airport area on December 5, 2010.

In order to confirm the effect of the phase change material on the asphalt concrete pavement layer, paraffinic compounds tetradecane (melting point 10℃), decanol (melting point 7℃), mineral oil 1 (freezing point -17℃) ), mineral oil 2 (freezing point -22 ° C.) was mixed in the composition shown in Table 1 below to prepare a phase change material adjusting the melting point and freezing point, and Reference Examples 1 to 7 were included in the volume ratio of Table 2 below. An asphalt concrete pavement layer was prepared (in the case of Reference Example 1, it means that the phase change material was not included). The optimal phase change material was determined by comparing Reference Examples 1 to 7, and the results are summarized in Table 2 below.

tetradecane
(weight%) decanol
(weight%) mineral oil 1
(weight%) mineral oil 2
(weight%) Phase change material included in Reference Example 2 80 10 10 - Phase change material included in Reference Example 3 80 10 10 - Phase change material included in Reference Example 4 80 10 10 - Phase change material included in Reference Example 5 50 - 50 - Phase change material included in Reference Example 6 15 55 - 30 Phase change material included in Reference Example 7 50 - - 50

Volume of phase change material
(Ф, %) melting point
(Tl, °C) freezing point
(Ts, ℃) Reference Example 1 0 - - Reference Example 2 0.5 6 One Reference Example 3 1.0 6 One Reference Example 4 1.5 6 One Reference Example 5 1.5 3 -7 Reference Example 6 1.5 6 -7 Reference Example 7 1.5 -3 -7

Referring to Table 2, the following criteria were determined for the minimum temperature increase, the increased temperature range, and the delay of the minimum temperature.

Specifically, the minimum temperature increase (ΔT _min ) is a value in consideration of the atmospheric temperature from the minimum pavement surface temperature and can be expressed by the following Equation 12.

[Equation 12]

In addition, the increased temperature area (A _inc ) is defined as the area between the air temperature curve and the surface temperature curve, and can be expressed by the following Equation 13.

[Equation 13]

In addition, the delay of the minimum temperature (D _mt, that is, the delay time for the generation of black ice) can be expressed as a delay time between the minimum atmospheric temperature and the minimum surface temperature.

Table 3 below summarizes the minimum temperature increase, the increased temperature range, and the minimum temperature delay derived by the above criteria.

△T _min (℃) A _inc (℃ h) D _mt (h) Reference Example 1 0.14 36.19 1.12 Reference Example 2 1.78 67.76 1.65 Reference Example 3 1.85 69.43 1.67 Reference Example 4 2.86 72.33 2.56 Reference Example 5 2.34 65.67 1.24 Reference Example 6 2.22 63.34 1.98 Reference Example 7 2.34 58.64 1.34

5 is a graph showing the temperature over time of the asphalt concrete pavement layer according to the climate data of the Gimpo Airport area on December 5, 2010 of Reference Example 1 and Reference Example 4; 5 and Table 2, the phase change material included in Reference Example 4, which was determined to be effective in delaying black ice in consideration of the melting point and any point, confirmed the effect of the phase change material on the asphalt concrete pavement layer. In spite of being the same phase change material, the minimum temperature increase (ΔT _min ) was 2.86 ℃, the increased temperature area (A _inc ) was 72.33 ℃ h, and the minimum temperature delay (D _mt ) It was confirmed that the production delay time was about 2.56.

<Characteristics analysis of porous material impregnated with phase change material>

After impregnating the porous material using the same phase change material as the phase change material included in Reference Example 4, an asphalt concrete additive for delaying black ice formation was prepared according to the manufacturing method of the present invention.

Example 1

Specifically, in Example 1, 300 m ² /g and porous silica having a particle size of 1 mm were added to the reactor, and 200 parts by weight of the phase change material included in Reference Example 4 was added based on 100 parts by weight of silica. Then, the silica and the phase change material included in Reference Example 4 were stirred and mixed to impregnate the silica with the phase change material. Thereafter, an epoxy resin was dispersed and applied to the impregnated silica surface to have a thickness of 0.1 mm, and the coated mixture was aged.

Comparative Example 1

Comparative Example 1 was prepared in the same manner as in Example 1, but an asphalt concrete additive was prepared in the same manner except that it was not coated with an epoxy resin.

Comparative Example 2

In Comparative Example 2, an asphalt concrete additive was prepared using only the silica used in Example 1.

Thereafter, the additives were analyzed by measuring the properties of the additives through differential scanning calorimeter (DSC) and thermal gravimetric analysis (TGA). That is, the differential scanning calorimetry (DSC) test was used to evaluate the phase change characteristics such as a certain point, melting point, and latent heat enthalpy of the derived phase change material, and the thermogravimetric analysis (TGA) test is the phase change material at high temperature. It was used to evaluate the change in weight.

Specifically, the differential scanning calorimetry (DSC) test consists of a heating process and a cooling process. In the heating process, the additive is heated from -60 ℃ to 80 ℃, and in the cooling process, the test is carried out by cooling from 80 ℃ to -60 ℃. did. In the graph derived from the differential scanning calorimetry (DSC) test, the measured value curve area represents the latent heat capacity, and the higher the latent heat, the more heat energy is emitted or absorbed. In addition, the peak-temperature of the highest point represents the temperature at which the phase change material emits or absorbs maximum thermal energy. 6 is a graph showing the results of the DSC test of Example 1. Referring to FIG. 6 , Example 1 had a latent heat enthalpy of 70 J/g, and the highest temperature was 0.8 °C and 6.3 °C.

In order to evaluate the stability of the phase change material not volatilizing during the process of preparing the asphalt concrete mixture, the phase change material impregnated with the porous material was left in an oven at 160 ° C for 2 hours, assuming the temperature during the preparation of the asphalt concrete mixture, and then the weight loss was measured. Table 4 shows. The smaller the weight loss, the lower the degree of volatilization of the phase change material in the process of preparing the asphalt mixture.

Example 1 Comparative Example 1 Comparative Example 1 weight before heating 300g 300g 300g weight after heating 280g 150g 298g

Referring to Table 4, in Comparative Example 1, the surface of which is not coated, it was confirmed that the weight of the asphalt concrete additive rapidly changed before and after heating. In contrast, Example 1 showed a change in weight before and after heating to a degree similar to that of Comparative Example 1 without a substance to be volatilized. Accordingly, by coating the surface of the porous material impregnated with the phase change material, it was confirmed that the phase change material was stable without volatilization even at a temperature of 160 °C.

<Measurement of temperature rise rate according to the additive content after sample preparation using a mixture in which the additive is added to asphalt concrete>

Supplementary Example 1

The additive according to Example 1 was included in an amount of 0.5% by weight of the total weight, and the additive of Example 1 was mixed with the aggregate for 60 seconds, and then asphalt was added and mixed for additional 60 seconds to prepare a mixture.

Thereafter, Supplementary Example 1, which is a sample having a diameter of 100 mm, a height of 6.25 mm, and a porosity of 7%, was prepared.

Supplementary Example 2

Supplementary Example 2 was prepared in the same manner as in Supplementary Example 1 except that the additive was included in an amount of 1.0% by weight of the total weight in Supplementary Example 1.

Supplementary Example 3

Supplementary Example 3 was prepared in the same manner as in Supplementary Example 1, except that the additive in Supplementary Example 1 was included in an amount of 1.5% by weight of the total weight.

Supplementary Example 4

Supplementary Example 4 was prepared in the same manner as in Supplementary Example 1 except that the additive was not included in Supplementary Example 1.

Experimental Example 1

The Supplement Examples 1 to 4 were stored at 10° C. for 6 hours. 7 is a photograph taken of the process of measuring the temperature change of Supplementary Examples 1 to 4. Referring to FIG. 7 , the infrared cameras were installed 30 cm apart in the upward direction of Supplementary Examples 1 to 4, and the temperature was measured every minute. During the cooling process, the temperature was cooled from 10 °C to -10 °C for 10 hours and maintained at -10 °C for 2 hours.

8 is a photograph showing the temperature of Supplementary Examples 1 to 4 taken with an infrared camera after storage at 10° C. for 6 hours. Referring to FIG. 8 , it was confirmed that Supplemental Examples 1 to 4 were stored at 10° C. for 6 hours to achieve thermal equilibrium, and all of them exhibited 10° C.

9 is a photograph showing the temperature of Supplementary Examples 1 to 4 taken with an infrared camera at -5°C. Referring to Figure 9, at -5 °C, Supplementary Example 1 showed a similar tendency to Supplementary Example 4 at 1 °C high, but Supplementary Examples 2 and 3 were confirmed to be 2 °C to 3 °C higher than Supplementary Example 4.

10 is a photograph showing the temperature of Supplementary Examples 1 to 4 taken with an infrared camera at -7.5°C. Referring to FIG. 10 , at -7.5° C., Supplementary Examples 2 and 3 were confirmed to be about 3° C. to 3.5° C. higher than Supplementary Example 4, which is due to the phase change material dissipating heat.

11 is a photograph showing the temperature of Supplementary Examples 1 to 4 taken with an infrared camera at -10°C. At -10 °C, Supplementary Example 3 was confirmed to be 2.5 °C higher than Supplementary Example 4.

Experimental Example 2

The one-dimensional heat flow test was simulated and verified using the model program of the constructed asphalt concrete pavement road surface.

Specifically, in order to simulate a one-dimensional heat flow, the bottom and side surfaces of Supplementary Examples 1 to 4 were insulated, an infrared camera was installed at a height of 30 cm, and the temperature was recorded every 2 minutes. Then, the insulated Supplementary Examples 1 to 4 were put into a temperature cooling chamber, cooled from 10 ℃ to -10 ℃, and heated again to 10 ℃.

12 is a graph showing a temperature change with time and a graph comparing the predicted temperature and the measured temperature when Supplemental Example 1 was cooled from 10 ℃ to -10 ℃ and heated again to 10 ℃. 13 is a graph showing a temperature change with time and a graph comparing the predicted temperature and the measured temperature when Supplemental Example 2 was cooled from 10 ℃ to -10 ℃ and heated again to 10 ℃. 14 is a graph showing a temperature change with time and a graph comparing the predicted temperature and the measured temperature when Supplementary Example 3 was cooled from 10 ℃ to -10 ℃ and heated again to 10 ℃. 15 is a graph showing a temperature change with time and a graph comparing the predicted temperature and the measured temperature when Supplemental Example 4 was cooled from 10 ℃ to -10 ℃ and heated again to 10 ℃. 12 to 15 , it was confirmed that the predicted temperature and the measured temperature were very consistent with each other. Therefore, in Supplementary Examples 2 and 3, the temperature of the asphalt concrete pavement surface was increased by about 3° C., which was confirmed as a result of delaying the generation of black ice.

In the above, although the present invention has been described by way of limited examples, the present invention is not limited thereto, and the technical idea of the present invention and claims to be described below by those of ordinary skill in the art to which the present invention pertains Of course, various modifications and variations are possible within the equivalent range of the range.

Claims (17)

phase change material;
a porous material impregnated with the phase change material; and
Containing; a coating layer for coating the surface of the porous material with a polymer resin
Asphalt concrete additive to retard black ice formation.
The method according to claim 1,
The melting temperature of the porous material is 200 ℃ or more
Asphalt concrete additive to retard black ice formation.
The method according to claim 1,
The average particle diameter of the porous material is 0.01 mm or more and 5 mm or less
Asphalt concrete additive to retard black ice formation.
The method according to claim 1,
The specific surface area of the porous material is 50 m ² /g or more and 700 m ² /g or less
Asphalt concrete additive to retard black ice formation.
The method according to claim 1,
The porous material is one selected from the group consisting of activated carbon, silica, zeolite, and combinations thereof
Asphalt concrete additive to retard black ice formation.
The method according to claim 1,
The melting temperature of the phase change material is -10 ℃ or more and 70 ℃ or less
Asphalt concrete additive to retard black ice formation.
The method according to claim 1,
The latent heat enthalpy of the phase change material is 60 J / g or more
Asphalt concrete additive to retard black ice formation.
The method according to claim 1,
The phase change material is one selected from the group consisting of paraffin-based compounds, fatty acid-based compounds, and combinations thereof
Asphalt concrete additive to retard black ice formation.
The method according to claim 1,
The content of the phase change material is 100 parts by weight or more and 500 parts by weight or less based on 100 parts by weight of the porous material.
Asphalt concrete additive to retard black ice formation.
The method according to claim 1,
The polymer resin is a thermosetting resin or a thermoplastic resin having a melting temperature of 160 ° C. or higher.
Asphalt concrete additive to retard black ice formation.
The method according to claim 1,
The average thickness of the coating layer is greater than 0 mm and less than or equal to 1 mm
Asphalt concrete additive to retard black ice formation.
The method according to claim 1,
The polymer resin is a phenol-based resin, a urea-based resin, a melamine-based resin, an epoxy-based resin, a polyurethane-based resin, a polyimide-based resin, an acrylic resin, and a polystyrene-based resin. Which is one selected from the group consisting of nitrile-based resins and combinations thereof
Asphalt concrete additive to retard black ice formation.
In the manufacturing method of the asphalt concrete additive of claim 1,
preparing a mixture by stirring the phase change material and the porous material;
coating the mixture by adding a polymer resin; and
Aging the coated mixture;
Method for manufacturing asphalt concrete additive for retarding black ice formation.
14. The method of claim 13,
In the step of preparing the mixture,
By heating the phase change material, the viscosity is stirred in a state of 100 cps or less
Method for manufacturing asphalt concrete additive for retarding black ice formation.
14. The method of claim 13,
In the step of preparing the mixture,
The phase change material is to prepare a mixture by injecting the spray method,
Method for manufacturing asphalt concrete additive for retarding black ice formation.
14. The method of claim 13,
In the coating step,
The coating layer is formed by stirring the mixture and the polymer resin
Method for manufacturing asphalt concrete additive for retarding black ice formation.
14. The method of claim 13,
The aging step is aging at 20 ℃ or more and 60 ℃ or less
Method for manufacturing asphalt concrete additive for retarding black ice formation.

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