WO2017078130A1 - 道路構造体、該道路構造体に用いられる耐腐食性導電シート、及びアスファルト層剥離方法 - Google Patents
道路構造体、該道路構造体に用いられる耐腐食性導電シート、及びアスファルト層剥離方法 Download PDFInfo
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- WO2017078130A1 WO2017078130A1 PCT/JP2016/082775 JP2016082775W WO2017078130A1 WO 2017078130 A1 WO2017078130 A1 WO 2017078130A1 JP 2016082775 W JP2016082775 W JP 2016082775W WO 2017078130 A1 WO2017078130 A1 WO 2017078130A1
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- layer
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- resin
- conductive sheet
- adhesive layer
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C9/00—Special pavings; Pavings for special parts of roads or airfields
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C11/00—Details of pavings
- E01C11/005—Methods or materials for repairing pavings
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C23/00—Auxiliary devices or arrangements for constructing, repairing, reconditioning, or taking-up road or like surfaces
- E01C23/06—Devices or arrangements for working the finished surface; Devices for repairing or reconditioning the surface of damaged paving; Recycling in place or on the road
- E01C23/08—Devices or arrangements for working the finished surface; Devices for repairing or reconditioning the surface of damaged paving; Recycling in place or on the road for roughening or patterning; for removing the surface down to a predetermined depth high spots or material bonded to the surface, e.g. markings; for maintaining earth roads, clay courts or like surfaces by means of surface working tools, e.g. scarifiers, levelling blades
- E01C23/081—Devices or arrangements for working the finished surface; Devices for repairing or reconditioning the surface of damaged paving; Recycling in place or on the road for roughening or patterning; for removing the surface down to a predetermined depth high spots or material bonded to the surface, e.g. markings; for maintaining earth roads, clay courts or like surfaces by means of surface working tools, e.g. scarifiers, levelling blades by thermal or cryogenic treatment, excluding heating to facilitate mechanical working
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C23/00—Auxiliary devices or arrangements for constructing, repairing, reconditioning, or taking-up road or like surfaces
- E01C23/06—Devices or arrangements for working the finished surface; Devices for repairing or reconditioning the surface of damaged paving; Recycling in place or on the road
- E01C23/12—Devices or arrangements for working the finished surface; Devices for repairing or reconditioning the surface of damaged paving; Recycling in place or on the road for taking-up, tearing-up, or full-depth breaking-up paving, e.g. sett extractor
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C23/00—Auxiliary devices or arrangements for constructing, repairing, reconditioning, or taking-up road or like surfaces
- E01C23/06—Devices or arrangements for working the finished surface; Devices for repairing or reconditioning the surface of damaged paving; Recycling in place or on the road
- E01C23/12—Devices or arrangements for working the finished surface; Devices for repairing or reconditioning the surface of damaged paving; Recycling in place or on the road for taking-up, tearing-up, or full-depth breaking-up paving, e.g. sett extractor
- E01C23/121—Devices or arrangements for working the finished surface; Devices for repairing or reconditioning the surface of damaged paving; Recycling in place or on the road for taking-up, tearing-up, or full-depth breaking-up paving, e.g. sett extractor with non-powered tools, e.g. rippers
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C23/00—Auxiliary devices or arrangements for constructing, repairing, reconditioning, or taking-up road or like surfaces
- E01C23/14—Auxiliary devices or arrangements for constructing, repairing, reconditioning, or taking-up road or like surfaces for heating or drying foundation, paving, or materials thereon, e.g. paint
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- H—ELECTRICITY
- H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
- H05B—ELECTRIC HEATING; ELECTRIC LIGHT SOURCES NOT OTHERWISE PROVIDED FOR; CIRCUIT ARRANGEMENTS FOR ELECTRIC LIGHT SOURCES, IN GENERAL
- H05B6/00—Heating by electric, magnetic or electromagnetic fields
- H05B6/02—Induction heating
- H05B6/36—Coil arrangements
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- H—ELECTRICITY
- H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
- H05B—ELECTRIC HEATING; ELECTRIC LIGHT SOURCES NOT OTHERWISE PROVIDED FOR; CIRCUIT ARRANGEMENTS FOR ELECTRIC LIGHT SOURCES, IN GENERAL
- H05B6/00—Heating by electric, magnetic or electromagnetic fields
- H05B6/02—Induction heating
- H05B6/36—Coil arrangements
- H05B6/365—Coil arrangements using supplementary conductive or ferromagnetic pieces
Definitions
- the present invention relates to a method for peeling an asphalt layer as a road structure with a high-frequency electromagnetic induction coil, a road structure suitable for using the method, and a corrosion-resistant conductive sheet used for the road structure.
- Patent Document 1 Regarding a technique for peeling an asphalt layer paved on a steel deck deck plate such as a bridge, a removal method and a removal device as disclosed in Patent Document 1 have been proposed.
- the technique disclosed in Patent Document 1 is to exfoliate the asphalt layer by heating the steel floor slab by electromagnetic induction to soften part of the asphalt layer and peeling the softened layer from the steel floor slab. is there.
- the asphalt layer can be peeled off from the steel slab without damaging the steel slab or causing a large noise or vibration.
- Patent Document 2 proposes a block pavement construction method using heating by electromagnetic induction.
- a thermoplastic material and a metal material are blended or laid in or on the surface of the mortar to be laid on the base layer, and after paving blocks are laid on the mortar, paving is performed.
- the metal material is heated by applying electromagnetic induction from above the building block to soften the thermoplastic material, and the paving block is laid and firmly attached to the mortar to be installed at a predetermined position. As the softened thermoplastic material is cured in the process of returning to normal temperature, the mortar and the paving block are integrated.
- Patent Document 2 is a technique used when laying a paving block, and it is not assumed at all that electromagnetic induction heating is used when removing the paving block. Therefore, Patent Document 2 does not mention the corrosion resistance against the aging corrosion of the metal material blended in the mortar or laid on the surface thereof. If the metal material is not subjected to corrosion resistance treatment, it is assumed that the metal material is surely damaged and missing due to corrosion as a result of the inevitable penetration of rainwater after a long period of time since laying. The Then, even if the metal material is heated by electromagnetic induction, the metal material cannot be properly heated due to corrosion and defects, and as a result, the mortar cannot be softened. The paving block cannot be peeled off without generating vibration. It is difficult to avoid aged corrosion due to flooding of seawater on the road that passes near the coastal area, and further seepage water caused by acid rain.
- the mortar is softened by the heat of the metal material due to electromagnetic induction, and pressure is applied from the upper part of the paving block in this state to bond the mortar and the paving block. .
- the mortar under the paving block is caused to flow laterally to fill the joint gap between the paving blocks to the required position. Therefore, it is necessary to lay the mortar so that it has a sufficient thickness corresponding to the amount necessary to fill the joints between the paving blocks.
- each paving block will sink separately, and the mortar under the paving block will flow to the side, causing the lower part of the paving block The amount of sinking further increases.
- the mortar has a lower deformation resistance than paving blocks, when the metal material is in the form of a sheet or net, the metal material may be sheared and fractured by the punching shear force caused by the paving block sinking downward. is there.
- the metal material in the mortar ruptures, the induction current due to electromagnetic induction may not be generated in the metal material or only locally. In such a state, the mortar does not soften. Or it does not soften sufficiently, making it impossible or impossible to remove paving blocks.
- Patent Document 3 discloses an adhesive sheet and an adhesive sheet peeling method that facilitates peeling from an adherend.
- the adhesive sheet is composed of a thermal adhesive layer using natural or petroleum asphalt, a heat generating layer laminated thereon, and a base material layer laminated thereon.
- the adhesive sheet can be peeled from the paved road by heating the heat generating layer by electromagnetic induction and melting or softening the thermal adhesive layer by the heat.
- Patent Document 3 is a technique relating to an adhesive sheet that can be used, for example, as a sign or marking on a paved road, and a method of peeling the sheet itself, and a thermal adhesive for an asphalt layer formed on a conductor layer.
- the technical field and the structural concept are completely different from the invention according to the present application which peels after a long period of time through a layer. Therefore, Patent Document 3 neither discloses nor suggests technical means from the viewpoint of corrosion resistance.
- the present invention does not damage the base layer even after a long period of time since paving the asphalt layer, It is an object of the present invention to provide a technique capable of easily separating a base layer and an asphalt layer without generating vibration.
- the above problem is that a corrosion-resistant conductive sheet is laid between the base layer and the asphalt layer via an adhesive layer, and the corrosion-resistant conductive sheet is heated by electromagnetic induction when the asphalt layer is peeled to soften the adhesive layer. And the upper layer and the lower layer are separated from the softened adhesive layer.
- the present invention provides a road structure configured to peel an asphalt layer by heating by electromagnetic induction.
- the road structure includes a base layer that is a non-thermoplastic poor electrical conductor and an asphalt layer disposed above the base layer. Between the base layer and the asphalt layer, there is a corrosion-resistant conductive sheet that generates heat by electromagnetic induction, a first adhesive layer that functions to bond the corrosion-resistant conductive sheet and the base layer, and a corrosion-resistant conductive sheet. A second adhesive layer that functions to adhere the sheet and the asphalt layer; At least the first adhesive layer is a thermoplastic adhesive layer that is softened by heat generation of the corrosion-resistant conductive sheet.
- Corrosion-resistant conductive sheet is a metal layer having a corrosion-resistant coating, a metal layer having a corrosion-resistant coating, a fiber layer having a corrosion-resistant coating, a fiber layer having a corrosion-resistant coating, a resin layer having a corrosion-resistant coating, and a corrosion-resistant coating.
- the resin layer is a corrosive resin layer, a layer in which a conductor is mixed with a resin, and a layer in which a conductor is mixed in a corrosion-resistant resin.
- the present invention is used for a road structure configured to peel an asphalt layer by heating by electromagnetic induction, and is disposed between a base layer and an asphalt layer of the road structure.
- a corrosive conductive sheet is provided.
- the corrosion-resistant conductive sheet is disposed between the first adhesive layer laminated on the base layer of the road structure and the second adhesive layer laminated under the asphalt layer, and generates heat by electromagnetic induction.
- An electric conductor layer It is preferable that a corrosion-resistant film is laminated on both surfaces of the conductor layer.
- the conductor layer is preferably a metal layer, a fiber layer, a resin layer, or a layer in which a conductor is mixed with resin, and the metal used for the conductor layer is aluminum, stainless steel, iron, zinc, It is preferably one selected from the group consisting of copper and titanium and alloys containing these metals as main components.
- the electrical resistivity value of the aluminum or aluminum alloy used for the conductor layer is preferably 6.0 ⁇ ⁇ cm or more.
- Corrosion-resistant coatings include glass coatings, fluorine coatings, acrylic coatings, styrene coatings, polycarbonate coatings, polyester coatings, polyurethane coatings, epoxy coatings, Teflon (registered trademark) coatings, tin plating, and zinc plating.
- Zinc alloy cladding oxide film, phosphate treatment film, phosphate treatment film, chromic acid treatment film, chromate treatment film, hydrofluoric acid treatment film, hydrofluoric acid treatment film, sodium salt treatment film, or anodic oxidation Selected from the group consisting of passive oxide films of niobium, titanium, tantalum, silicon or zirconium metal formed by a method, sol-gel method, alkoxide method, CVD method or PVD method, or a combination thereof It is preferable.
- the present invention provides a method for peeling an asphalt layer from a base layer in the road structure according to the first aspect of the present invention.
- This method includes a step of softening the first adhesive layer of the road structure by heating the corrosion-resistant conductive sheet of the road structure from the asphalt layer side of the road structure by electromagnetic induction, and the first softened Separating the adhesive layer from the base layer and separating the base layer and the asphalt layer.
- the method further includes a step of softening the second adhesive layer of the road structure by heating the corrosion-resistant conductive sheet from the asphalt layer side of the road structure by electromagnetic induction, and the step of separating includes the step of softening
- the method includes a step of separating a layer disposed above the position and a layer disposed below the position at any position of the first adhesive layer and the second adhesive layer.
- the softening point of the first adhesive layer is preferably lower than the softening point of the second adhesive layer.
- the first adhesive layer is selected from the group consisting of synthetic rubber, acrylic resin, epoxy resin, acrylic acid, methacrylic acid, acrylic radical curable liquid resin, polyurethane resin, ethylene vinyl acetate polymer, urethane resin, and bitumen material. It is preferably any one selected or a mixture of these substances.
- the second adhesive layer is made of ethylene vinyl acetate copolymer, polyolefin resin, polyamide resin, polyester resin, polyurethane resin, polystyrene resin, polypropylene resin, polyvinyl acetate resin, polyethylene resin, polyethylene teleter Group consisting of rate resin, polyamideimide resin, styrene butadiene block copolymer (SBS) resin, chloroprene (CR) resin, styrene isoprene block copolymer (SIS) resin, polybutadiene resin, and bitumen material Or a mixture of these substances.
- SBS styrene butadiene block copolymer
- CR chloroprene
- SIS styrene isoprene block copolymer
- FIG. 1 shows a road structure according to an embodiment of the present invention.
- A shows a road structure that does not include a waterproof layer
- (b) shows a road structure that includes a waterproof layer.
- BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the corrosion-resistant electrically conductive sheet used for the road structure by one Embodiment of this invention, and its use condition, (a) The perspective view in case a corrosion-resistant electrically conductive sheet is provided as a roll body, (B) The top view which shows the laying method of the corrosion-resistant conductive sheet on the planar road, (c) The side view which shows the laying method of the corrosion-resistant conductive sheet on the inclined road.
- the example of the apparatus structure for peeling an asphalt layer in the road structure by one Embodiment of this invention is shown.
- the example of a structure of the electromagnetic induction coil unit mounted in the apparatus shown by FIG. 3 is shown.
- the structure of the test body used in the experiment for confirming the state of the asphalt layer by heating the corrosion-resistant conductive sheet is shown.
- FIG. 1 shows a road structure according to an embodiment of the present invention.
- an asphalt layer 18 is laminated above a base layer 10 that can be typically a concrete floor slab.
- a first adhesive layer 12 is laminated on the base layer 10
- a corrosion-resistant conductive sheet 14 is laminated on the first adhesive layer 12
- a first adhesive layer 12 is laminated on the corrosion-resistant conductive sheet 14.
- Two adhesive layers 16 are laminated, and an asphalt layer 18 is laminated on the second adhesive layer 16.
- the first adhesive layer 12 bonds the base layer 10 and the corrosion-resistant conductive sheet 14, and the second adhesive layer 16 bonds the corrosion-resistant conductive sheet 14 and the asphalt layer 18.
- the road structure 1 can be used for general asphalt pavement roads, concrete bridges, culverts, concrete rooftop concrete structures, and the like.
- the base layer 10 of the road structure 1 can be a cast-in-place concrete slab or a precast concrete plate.
- a general asphalt material can be used for the asphalt layer 18 of the road structure 1, but it is necessary that the asphalt layer 18 is not conductive and does not block a magnetic field.
- the thickness of the asphalt layer 18 is 2 to 3 cm to about 20 cm, and more preferably 8 cm or less.
- the corrosion-resistant conductive sheet 14 generates heat due to eddy current generated by electromagnetic induction from the outside, and is in a state (for example, shape and performance) even if it is buried between the asphalt layer 18 and the base layer 10 for a long period after laying.
- Etc. are made of a material that does not change.
- the whole may be a metal layer, a layer containing a metal at least in part, a fiber layer, or a resin layer.
- the corrosion-resistant conductive sheet 14 can be heated by electromagnetic induction even when a long period of time has elapsed after the road structure 1 has been laid.
- the asphalt layer 18 can be peeled off without damaging the surface or generating significant noise or vibration.
- the corrosion-resistant conductive sheet 14 is discarded in principle after the asphalt layer 18 is peeled off, it is more preferable that the corrosion-resistant conductive sheet 14 is made of an inexpensive material.
- the thickness of the corrosion-resistant conductive sheet 14 As for the thickness of the corrosion-resistant conductive sheet 14, a current necessary for generating heat that can soften the first adhesive layer 12 or the second adhesive layer 16 by electromagnetic induction can flow. Is the thickness. Further, the thickness is a thickness that does not cause the corrosion-resistant conductive sheet 14 to break against a normal external force that acts when the asphalt layer 18 is applied on the corrosion-resistant conductive sheet 14. Since the thickness is proportional to the weight, the thickness of the corrosion-resistant conductive sheet 14 can be arbitrarily selected from the viewpoint of thickness and weight that do not hinder the construction such as transportation and laying.
- the corrosion-resistant conductive sheet 14 covers both surfaces of the conductor layer 142 with the corrosion-resistant coatings 144 and 146, or the material constituting the layer 14 itself is formed of a corrosion-resistant material.
- the corrosion-resistant conductive sheet 14 includes, for example, a metal layer having a corrosion-resistant film, a corrosion-resistant metal layer, a fiber layer having a corrosion-resistant film, a corrosion-resistant fiber layer, and a resin layer having a corrosion-resistant film. It can be any one of a corrosion-resistant resin layer, a layer in which a conductor is mixed with a resin, and a layer in which a conductor is mixed in a corrosion-resistant resin.
- the corrosion-resistant conductive sheet 14 is, for example, a flat or perforated sheet-like or net-like conductor layer 142 covered with a corrosion-resistant coating 144 or 146, or a corrosion-resistant conductive material such as a flat or perforated sheet.
- a sheet-like or net-like one can also be used.
- FIG. 1 a corrosion-resistant conductive sheet 14 in which corrosion-resistant films 144 and 146 are laminated on both surfaces of a flat sheet-like conductor layer 142 is illustrated.
- the conductor layer 142 is formed with holes in which rows of holes arranged linearly in the width direction of the conductor layer 142 are provided at appropriate intervals in the length direction, the weight can be reduced.
- the conductor layer 142 may have a cut by a perforation.
- a perforated corrosion-resistant conductive sheet 14 or perforated corrosion-resistant conductive sheet 14 the laminate including the corrosion-resistant conductive sheet 14 is peeled off from the base layer 10 as described later. At this time, the corrosion-resistant conductive sheet 14 is cut at the hole so that the peeling process can be performed more easily.
- the corrosion-resistant conductive sheet 14 is a layer formed entirely of metal or a layer containing metal in at least a part thereof, the metal includes aluminum, stainless steel, iron, zinc, copper and titanium, and these An alloy containing a metal as a main component can be used.
- the metal used for the corrosion-resistant conductive sheet 14 more preferably contains an aluminum alloy, more preferably an aluminum alloy foil, and further preferably an aluminum alloy foil in which a corrosion-resistant film is formed on both sides. preferable.
- the electrical resistivity value (room temperature 15 ° C.) of the aluminum alloy foil is It is preferably 6.0 ⁇ cm or more, more preferably 6 to 10 ⁇ cm, and even more preferably 6.5 to 10 ⁇ cm.
- the electrical specific resistance value is less than 6.0 ⁇ ⁇ cm, the thickness of the corrosion-resistant conductive sheet must be reduced in order to obtain a necessary resistance value, and the strength of the corrosion-resistant conductive sheet 14 is reduced. There is a risk of breaking.
- the upper limit of the electrical specific resistance value is not particularly limited, but is generally about 10 ⁇ cm.
- the electrical resistivity exceeds 10 ⁇ cm, the corrosion resistance may be remarkably reduced or the processing may become difficult.
- the electrical specific resistance value (room temperature 15 ° C.) is preferably 50 to 90 ⁇ cm, and more preferably 60 to 85 ⁇ cm.
- the aluminum alloy foil 142 When the aluminum alloy foil 142 is used as the conductor layer 142 of the corrosion-resistant conductive sheet 14, the aluminum alloy foil can be manufactured according to a known method. For example, after preparing a molten metal having a predetermined composition, the temperature is 100 ° C. It can be obtained by cold rolling an aluminum alloy cast to a thickness of 10 mm or less at a cooling rate of at least / sec. As another method, an ingot of an aluminum alloy obtained by preparing and casting a molten metal having a predetermined composition is homogenized at 450 to 660 ° C., preferably 450 to 550 ° C., and then hot. It may be obtained by rolling and cold rolling. Annealing may be performed at 150 to 450 ° C. during the cold rolling.
- the obtained aluminum alloy foil may be subjected to final annealing at 200 to 600 ° C., if necessary.
- annealing time can be set suitably, it is preferable to keep time to hold
- a more preferable holding time at 300 ° C. or more is 1 minute or less.
- the aluminum alloy foil 142 is desirably as light as possible from the construction requirements, and the rigidity is required to have high deformation performance because it is required to follow the lower base layer.
- the thickness is preferably 50 to 200 ⁇ m, but is not limited thereto. If the thickness is less than 50 ⁇ m, the strength as the corrosion-resistant conductive sheet 14 may be reduced, and if it exceeds 200 ⁇ m, workability and processing may be difficult.
- the average grain size of the aluminum alloy foil 142 is not limited, but is preferably 1 to 30 ⁇ m, more preferably 5 to 20 ⁇ m, and even more preferably 5 to 10 ⁇ m. If the average crystal grain size exceeds 30 ⁇ m, processing may be difficult.
- the average crystal grain size is preferably smaller, but is usually about 1 ⁇ m.
- Such an aluminum alloy foil 142 can be obtained by using an aluminum alloy cast to a thickness of 10 mm or less at a cooling rate of 100 ° C./second or more.
- the crystal grain diameter as used in the field of this invention means the maximum width
- the aluminum alloy that is the material of the aluminum alloy foil 142 has Mn of 0.5 ⁇ Mn ⁇ 3.0 mass%, Cr of 0.0001 ⁇ Cr ⁇ 0.20 mass%, and 0.2 ⁇ Mg ⁇ 1. 8 mass% Mg, 0.0001 ⁇ Ti ⁇ 0.6 mass% Ti, 0 ⁇ Cu ⁇ 0.005 mass% Cu, 0 ⁇ Si ⁇ 0.1 mass% Si, 0 ⁇ It is desirable to contain Fe ⁇ 0.2 mass% Fe.
- the balance of the aluminum alloy excluding these alloy elements is more preferably composed of Al (aluminum) and inevitable impurities.
- each content of an unavoidable impurity element it is desirable that it is 100 mass ppm or less. Below, it explains in full detail in order of each alloy element and an electrical resistivity value.
- Mn contained in the aluminum alloy in an amount of 0.5 ⁇ Mn ⁇ 3.0% by mass is an element that has a large electric resistivity contribution and does not impair the corrosion resistance. In addition, coexistence with Cr has an effect of further increasing the electrical resistivity. If the Mn content is less than 0.5% by mass, the required electrical specific resistance value may not be obtained, and if it exceeds 3.0% by mass, the strength may be too high and processing may be difficult. is there.
- the content of Mn is preferably 1.0 ⁇ Mn ⁇ 2.5 mass%, more preferably 1.6 ⁇ Mn ⁇ 2.2 mass%, and 1.8 ⁇ Mn ⁇ 2.2. More preferably, it is mass%.
- Cr contained in the aluminum alloy in an amount of 0.0001 ⁇ Cr ⁇ 0.20% by mass is an element that has a large electric resistivity contribution and does not impair the corrosion resistance. Further, coexistence with Mn has an effect of further increasing the electrical resistivity. If the Cr content is less than 0.0001% by mass, the required electrical specific resistance value may not be obtained. If the Cr content is 0.20% by mass or more, the Al—Cr—Mn hard and coarse metal Since the compound crystallizes, defects such as pinholes may occur. The Cr content is more preferably 0.0001 ⁇ Cr ⁇ 0.18 mass%.
- Mg contained in the aluminum alloy in an amount of 0.2 ⁇ Mg ⁇ 1.8% by mass is an element that particularly improves the mechanical strength and has a large electrical resistivity contribution rate. If the Mg content is less than 0.2% by mass, the strength required for construction may not be obtained. If the Mg content exceeds 1.8% by mass, the strength may increase and processing may be difficult. There is.
- Ti contained in aluminum alloy in an amount of 0.0001 ⁇ Ti ⁇ 0.6% by mass has a large electrical resistivity contribution ratio, does not impair corrosion resistance, and refines the crystal grains of the aluminum alloy to improve its formability. It is an element. If the Ti content is less than 0.0001% by mass, the required electrical specific resistance value may not be obtained, and the average crystal grain size of the aluminum alloy foil may be increased, making it difficult to process. . On the other hand, if the content exceeds 0.6% by mass, the strength becomes excessively high and processing may become difficult.
- the Ti content is more preferably 0.002 ⁇ Ti ⁇ 0.25 mass%.
- Cu contained in the aluminum alloy 0 ⁇ Cu ⁇ 0.005 mass% is an element that lowers the corrosion resistance. If the Cu content exceeds 0.005% by mass, corrosion holes may be formed in the aluminum alloy foil.
- the lower limit of the Cu content is not particularly limited, but is generally about 0.0005% by mass.
- the Cu content is more preferably 0 ⁇ Cu ⁇ 0.003 mass%.
- Si contained in the aluminum alloy 0 ⁇ Si ⁇ 0.1% by mass is an element that decreases the electrical resistivity in order to promote the precipitation of other elements. Further, it is an element that lowers the corrosion resistance especially against weak acids. If the Si content exceeds 0.1% by mass, corrosion holes may be formed in the aluminum alloy foil. Although the minimum of Si content rate is not specifically limited, Generally, it is about 0.0005 mass%. The Si content is more preferably 0 ⁇ Si ⁇ 0.04 mass%.
- Fe contained in an aluminum alloy in an amount of 0 ⁇ Fe ⁇ 0.2% by mass is an element that particularly improves mechanical strength but decreases corrosion resistance. If the Fe content exceeds 0.2% by mass, corrosion holes may be formed in the aluminum alloy foil.
- the lower limit of the Fe content is not particularly limited, but is generally about 0.0005% by mass.
- the Fe content is more preferably 0 ⁇ Fe ⁇ 0.08% by mass.
- Al which is the main composition of the aluminum alloy, is excellent in heat transfer, lightweight, inexpensive, and easy to process.
- elements such as Fe, Si, Cu, Ti, V, and Ga are mixed as impurity elements during the smelting, refining, and melting processes of aluminum. The content of these elements can be adjusted.
- the aluminum alloy used for the corrosion-resistant conductive sheet 14 according to the present invention is manufactured by adding and blending certain elements as significant elements after adjusting the impurity elements.
- the aluminum alloy foil 142 made of this aluminum alloy has an electrical resistivity value (room temperature of 15 ° C.) of 6.0 ⁇ cm or more, preferably 6.0 to 10 ⁇ cm, more preferably 6.5 to 10 ⁇ cm. Each element can be contained. If the electrical resistivity value is less than 6.0 ⁇ cm, the thickness of the aluminum alloy foil must be reduced in order to obtain the required resistance value, and the strength of the corrosion-resistant conductive sheet 14 may be reduced.
- the upper limit of the electrical resistivity value of the aluminum alloy is not particularly limited, but is generally about 10 ⁇ cm. This is because if the electrical resistivity value exceeds 10 ⁇ cm, the corrosion resistance may be remarkably lowered or the processing may become difficult.
- the material of the corrosion resistant coatings 144 and 146 used as necessary for the corrosion resistant conductive sheet 14 is not particularly limited as long as it can protect the conductor layer 142 from corrosion.
- Examples of the corrosion-resistant coatings 144 and 146 include glass coatings, fluorine coatings, acrylic coatings, styrene coatings, polycarbonate coatings, polyester coatings, polyurethane coatings, epoxy coatings, and Teflon (registered trademark) coatings.
- Tin plating, galvanization, zinc alloy cladding, oxide coating, phosphate treatment coating, phosphate treatment coating, chromate treatment coating, chromate treatment coating, hydrofluoric acid treatment coating, hydrofluoric acid treatment coating, sodium salt treatment Any one selected from the group consisting of a film or a passive oxide film of niobium, titanium, tantalum, silicon or zirconium metal formed by an anodic oxidation method, sol-gel method, alkoxide method, CVD method or PVD method, Alternatively, a combination of these can be used. More preferably, the corrosion-resistant coatings 144 and 146 are glass-based coatings or epoxy-based coatings. The coatings 144 and 14c preferably have good adhesion to the first adhesive layer 12 and the second adhesive layer 16, and have high slip resistance, shear resistance, peeling resistance, and the like.
- the first adhesive layer 12 is disposed between the base layer 10 and the corrosion-resistant conductive sheet 14, and when the corrosion-resistant conductive sheet 14 is laid, the base layer 10 and the corrosion-resistant conductive sheet are disposed.
- 14 is a thermoplastic material that can be softened by heat generation of the corrosion-resistant conductive sheet 14 when the asphalt layer 18 is peeled off.
- the first adhesive layer 12 is softened by the heat of the corrosion-resistant conductive sheet 14 that generates heat due to electromagnetic induction, and the adhesive force between the base layer 10 and the corrosion-resistant conductive sheet 14 is reduced.
- a layer below this and a layer above this can be separated.
- the first adhesive layer 12 preferably has a softening point T1 determined by a softening point test method generally used in an asphalt property test of about 50 ° C. to about 80 ° C. More preferably, it is 10 to 15 ° C. lower than the softening point T 2 of the adhesive layer 16.
- the softening point is an index indicating a temperature when a solid material of a thermoplastic material such as asphalt is continuously plastically deformed and softened due to an increase in temperature, and the degree of softening becomes a predetermined state. .
- the softening point of asphalt is when the molten liquid asphalt is poured into the mold on the ring ball and the steel ball is placed on the asphalt that has been cooled and solidified, the temperature rises with a certain temperature gradient, and the asphalt hangs down to a specified distance. Temperature.
- a material having a softening point lower than that of the second adhesive layer 16 is used as the material of the first adhesive layer 12, and the heat generation temperature of the corrosion-resistant conductive sheet 14 due to electromagnetic induction is softened by the first adhesive layer 12 but the second adhesive layer 12 is softened. If the adhesive layer 16 is controlled to a temperature at which it does not soften, it becomes easy to separate the upper layer and the lower layer in the first adhesive layer 12.
- the relationship between the difference between the softening points of the first adhesive layer 12 and the second adhesive layer 16 and the position where the road structure 1 is separated into two layers can be considered as follows.
- the relationship between the temperature (Tem) of the material used for the first adhesive layer 12 and the second adhesive layer 16 and the viscosity ( ⁇ ) is the temperature (Tem) -viscosity ( ⁇ ) characteristic diagram of the material used for the adhesive layer. It is represented as a curve that approximates a straight line that descends to the upper right.
- This temperature-viscosity characteristic diagram is generally “log (log ⁇ ) -log (Tem)” with the logarithm of temperature (log (Tem)) as the horizontal axis and the logarithm of viscosity (log (log ⁇ )) as the vertical axis. Expressed as a diagram.
- this temperature-viscosity characteristic diagram may be expressed as a characteristic diagram having the temperature (Tem) as the horizontal axis and the logarithm of viscosity (log ⁇ ) as the vertical axis, that is, a “log ⁇ -Tem” diagram.
- the straight line representing the second adhesive layer 16 is plotted at an interval above the straight line representing the first adhesive layer 12 having a low softening point.
- the second adhesive layer 16 Is the viscosity at the above-mentioned intervals, that is, the viscosity that has not yet started to soften.
- the vertical axis is expressed as a logarithm of the logarithm as described above, the difference between the softening point of the first adhesive layer 12 and the softening point of the second adhesive layer 16 corresponds to 10 ° C. to 15 ° C. The difference in viscosity is large.
- the first adhesive layer 12 and the second adhesive layer 16 each of which has a softening point difference of 10 to 15 ° C. or more, an induced current is generated by electromagnetic induction to thereby make the road structure 1
- the upper layer and the lower layer are separated not in the second adhesive layer 16 but in the first adhesive layer 12 having a lower viscosity. Becomes easier.
- the state corrosion resistance, base layer 10 and corrosion-resistant conductive sheet
- the material does not change the adhesiveness with the adhesive 12.
- Examples of materials that can be used as the first adhesive layer 12 include synthetic rubber, acrylic resin, epoxy resin, acrylic acid, methacrylic acid, acrylic radical curable liquid resin, polyurethane resin, ethylene vinyl acetate polymer, and urethane resin. And any one selected from the group consisting of bituminous materials, or a mixture of these materials, but is not limited thereto.
- the thickness of the first adhesive layer 12 may be a thickness that can reliably adhere the base layer 10 and the corrosion-resistant conductive sheet 14. Further, when the base layer 12 is uneven, the non-land is absorbed when the corrosion-resistant conductive sheet 14 is laid, and the corrosion-resistant conductive sheet 14 and the base layer 10 are securely adhered to each other. Any thickness can be used. However, the thickness is preferably as thin as possible from the viewpoint of workability and economy.
- the second adhesive layer 16 is disposed between the corrosion-resistant conductive sheet 14 and the asphalt layer 18, and when the asphalt layer 18 is laid, the corrosion-resistant conductive sheet 14 and the asphalt layer 18 are connected to each other.
- It is a thermoplastic material that adheres firmly and can be softened by the heat generated by the corrosion-resistant conductive sheet 14 when the asphalt layer 18 is peeled off.
- the second adhesive layer 16 is softened by the heat of the corrosion-resistant conductive sheet 14 that generates heat by electromagnetic induction, and the adhesion force between the corrosion-resistant conductive sheet 14 and the asphalt layer 18 is reduced.
- the lower layer and the upper layer can be separated.
- the second adhesive layer 16 preferably has a softening point T2 of about 60 ° C. to about 90 ° C., and as described in the description of the first adhesive layer 12, the softening point T2 of the first adhesive layer 12 is 10 More preferably, the temperature is higher by 15 ° C to 15 ° C.
- a material having a softening point higher than that of the first adhesive layer 12 is used as the material of the second adhesive layer 16, and the first adhesive layer 12 softens the heat generation temperature of the corrosion-resistant conductive sheet 14 due to electromagnetic induction. If the adhesive layer 16 is controlled to a temperature at which it does not soften, it becomes easy to separate the upper layer and the lower layer in the first adhesive layer 12.
- the thickness of the second adhesive layer 16 may be a thickness that can reliably adhere between the corrosion-resistant conductive sheet 14 and the asphalt layer 18, but from the viewpoint of workability and economy. The thinner one is preferable.
- Materials that can be used as the second adhesive layer 16 include, for example, ethylene vinyl acetate copolymer, polyolefin resin, polyamide resin, polyester resin, polyurethane resin, polystyrene resin, polypropylene resin, and polyvinyl acetate.
- Resin polyethylene resin, polyethylene terephthalate resin, polyamideimide resin, styrene butadiene block copolymer (SBS) resin, chloroprene (CR) resin, styrene isoprene block copolymer (SIS) resin, polybutadiene It can be selected from the group consisting of a series resin and a bituminous material, or a mixture of these substances, but is not limited thereto.
- the corrosion-resistant conductive sheet 14 shown in FIG. 1 can be carried into the construction site, for example, in the form of a corrosion-resistant conductive sheet 14 that has been processed into a strip-shaped sheet in advance.
- FIG. 2A shows a roll 22 around which a corrosion-resistant conductive sheet 14 is wound as an example.
- the road structure 1 lays the first adhesive layer 12 on the base layer 10, and pulls the corrosion-resistant conductive sheet 14 from, for example, a roll 22 on the first adhesive layer 12.
- the base layer 10 and the corrosion-resistant conductive sheet 14 are bonded via the first adhesive layer 12, the second adhesive layer 16 is laid on the corrosion-resistant conductive sheet 14, and the asphalt layer is formed thereon.
- the road structure 1 can be easily laid by laying 18 and adhering the corrosion-resistant conductive sheet 14 and the asphalt layer 18 through the second adhesive layer 16.
- the corrosion-resistant conductive sheet 14 exemplifies a form in which a belt-like sheet is wound around the roll 22 in FIG. 2A, but is not limited thereto.
- the corrosion-resistant conductive sheet 14 may be prepared as a plurality of rectangular sheets, and these rectangular sheets may be laid on the second adhesive layer 12.
- FIG. 1B shows a road structure according to the second embodiment of the present invention.
- a road structure 1a shown in FIG. 1B is different from the first embodiment of the present invention in that a waterproof layer 26 is disposed between the base layer 10 and the first adhesive layer 12.
- the waterproof layer 26 is disposed between the base layer 10 and the first adhesive layer 12 so that moisture that has entered the road structure 1 a does not reach the base layer 10. It has a function to make.
- the waterproof layer 26 is preferably made of a material that does not change its waterproof performance even if it is buried between the asphalt layer 18 and the base layer 10 for a long period of time.
- the waterproof layer 26 is preferably made of a material having good adhesion to the base layer 10 and the first adhesive layer 12.
- a paint film type waterproof layer, a sheet type waterproof layer, a mortar + sheet type waterproof layer, or the like can be used.
- the coating waterproof layer is not limited, but includes, for example, a synthetic rubber waterproof layer, a combination of a tough FRC material and a resin material, a combination of an acrylic resin and an asphalt adhesive layer, an epoxy resin and an asphalt Combination of acrylic adhesive layer, mixed polymerization resin of acrylic acid and methacrylic acid, combination of acrylic radical curable liquid resin and asphalt waterproofing agent, polyurethane resin, urethane adhesive and ethylene vinyl acetate polymer A combination, a combination of a urethane waterproof layer and a urethane reactive hot melt adhesive, or the like can be used.
- a sheet system waterproofing layer for example, a flow pasting type sheet, a heat adhesion sheet, a room temperature construction self-adhesive sheet, a room temperature construction pressure bonding sheet, a waterproof layer with a fiber sheet sandwiched between asphalts, etc. Can be used.
- a mortar + sheet type waterproof layer for example, a waterproof layer in which an asphalt type waterproof sheet is applied after repairing a base layer with cement-based mortar and emulsion, and a reinforcement in which a fiber sheet is sandwiched between resin mortars It is possible to use a waterproof layer formed by a combination of a layer, a sheet-based waterproof and an as-rubber-based adhesive, a waterproof layer in which a nonwoven fabric is sandwiched between stretchable materials made of hydraulic cement and a synthetic resin emulsion.
- the peeling device for peeling the asphalt layer 18 in the road structures 1 and 1a includes an electromagnetic induction coil capable of heating the corrosion-resistant conductive sheet 14 included in the road structures 1 and 1a by electromagnetic induction, and electromagnetic induction. Peeling that can separate the base layer 10 and the asphalt layer 18 by inserting a wedge-shaped tip into an adhesive layer that has been heated and softened, and a high-frequency power generator and power source that can supply high-frequency power to the coil
- the member is a basic component.
- the peeling device is preferably a low noise and low vibration device, and more preferably a noiseless and vibration free device.
- the peeling device is a self-propelled device that can heat the conductive sheet so that the adhesive layer softens to the extent necessary to peel the asphalt layer, and can move the electromagnetic induction coil at a constant speed
- the self-propelled vehicle is preferably a device that pulls the electromagnetic induction coil, and more preferably includes a magnetic flux shielding mechanism so that the magnetic flux from the electromagnetic induction coil does not leak to the outside.
- the peeling device includes an electromagnetic induction coil moving mechanism whose position can be freely controlled so that the electromagnetic induction coil can be arranged at an arbitrary position on the top surface of the asphalt layer according to the road surface condition.
- FIG. 3 shows an apparatus for peeling the asphalt layer 18 in the road structure 1 or 1a according to the embodiment of the present invention.
- This apparatus shows an example of a basic configuration, and is not limited to this configuration.
- the first adhesive layer 12, the corrosion-resistant conductive sheet 14 and the second adhesive layer 16, and the asphalt layer 18 are laminated on the base layer 10 in this order.
- a device loading tow truck 50 is placed on the asphalt layer 18.
- the forward direction 20 of the apparatus loading tow truck 50 is the peeling direction of the asphalt layer 18.
- the thickness of the first adhesive layer 12, the corrosion-resistant conductive sheet 14, and the second adhesive layer 16 is shown to be thicker than the actual thickness for easy understanding.
- an apparatus and a method for peeling the asphalt layer 18 in the road structure 1 will be described. However, the same apparatus can be used in the road structure 1a.
- FIG. 4 shows an example of a coil unit suitable for use in the peeling method according to the present invention.
- the coil unit 42 has three electromagnetic inductions behind the frame member 44 made of, for example, FRP, assuming that the direction indicated by the arrow 26 is the traveling direction (peeling direction).
- the coils 46 are arranged at equal intervals in a lateral direction that is a direction across the traveling direction.
- two electromagnetic induction coils 46 are arranged in the front direction at a distance of approximately half the distance from the arrangement of the electromagnetic induction coil 46 at the rear.
- the arrangement of the electromagnetic induction coil 46 in the coil unit 42 is not limited to the arrangement shown in FIG. 4, but the state of the road structure 1 including the asphalt layer 18 and the form of the corrosion-resistant conductive sheet 14. It is preferable to design together.
- FIG. 4A is a cross-sectional view across the central portion of the two electromagnetic induction coils 46 arranged in front of the traveling direction 20 in FIG. 4B, as shown in FIG.
- ferrite 48 is radially disposed on the upper surface of the electromagnetic induction coil 46 with respect to the center of the electromagnetic induction coil 46.
- a plate material 47 having substantially the same thickness as the ferrite 48 is provided substantially horizontally.
- the ceiling portion 44B of the frame member 44 is preferably a removable cover.
- the lower surface of the electromagnetic induction coil 46 is made as close as possible to the upper surface of the asphalt layer 18, and the distance from the upper surface of the corrosion-resistant conductive sheet 14 to the lower surface of the electromagnetic induction coil 46 is shortened. It is preferable to do.
- the loading platform of the device-loading tow truck 50 includes a high-frequency power generator 56 that supplies high-frequency power from an electric cable 58 to the electromagnetic induction coil 46, and a generator that is a power source for the high-frequency power generator 56. 57 is mounted.
- a support column 59 that protrudes downward is fixed to the rear part of the loading platform of the device loading tow truck 50, and the support column 59 and the coil unit 42 are integrated with or integrally connected to the device loading tow truck 50. They are connected by a tool or pulling wire 56.
- a small turning type backhoe 74 in which a ripper 70 serving as a peeling member is attached to the tip of an arm 72 is placed.
- the asphalt pavement 18 of the road structure 1 is substantially parallel to the traveling direction 20 before starting the peeling operation from the viewpoint of ease of construction. It is preferable to make a plurality of cuts with a cutting blade (not shown). For example, when two cuts are made, the asphalt pavement 18 can be divided into three lanes extending in the direction of travel 20. In addition, a plurality of cuts may be made in the asphalt pavement 18 of the road structure 1 in a direction crossing the traveling direction 20 with a cutting blade or the like. By making a cut in this way, it becomes easier to peel the asphalt layer 18 from the base layer 10 and take it out.
- the coil unit 42 is placed on the asphalt pavement 18, for example, at the peeling position in the end lane among the three lanes.
- the asphalt pavement 18 is divided into a plurality of lanes, one coil unit 42 may be mounted on each lane, and the asphalt layer 18 may be peeled off simultaneously in all lanes.
- high-frequency power is supplied from the high-frequency power generator 56 to the electromagnetic induction coil 46 of the coil unit 42 via the electric cable 58, the vortex due to electromagnetic induction is applied to the corrosion-resistant conductive sheet 14 of the road structure 1 located below the coil unit 42. An electric current is generated, and the corrosion-resistant conductive sheet 14 generates heat due to its own electrical resistance.
- the corrosion-resistant conductive sheet 14 generates heat, the first adhesive layer 12 in contact with the corrosion-resistant conductive sheet 14 is softened.
- the apparatus loading tow truck 50 is moved forward to pull the coil unit 42 and gradually move in the peeling direction 20.
- the moving speed of the coil unit 42 can be appropriately set according to the heating capability of the coil unit 42 and the construction speed of the peeling operation. Since the two front electromagnetic induction coils 46 are arranged in the lateral direction with a distance of about half the coil with respect to the arrangement of the rear electromagnetic induction coil 46, the eddy current is spaced between the entire corrosion-resistant conductive sheet 14. It can flow without.
- the asphalt pavement 18 can be peeled from the base layer 10 by inserting the ripper 70 into the softened first adhesive layer 12.
- the tip of the ripper 70 is preferably inserted between the base layer 10 and the first adhesive layer 12.
- the first adhesive layer 12 is most softened, and the layers above the first adhesive layer 12 are peeled in a state where all the layers are firmly fixed and integrated.
- the corrosion-resistant conductive sheet 14, the second adhesive layer 16, and the asphalt layer 18 are integrally separated from the base layer 10.
- the thickness of the first adhesive layer 12, the corrosion-resistant conductive sheet 14, and the second adhesive layer 16 is about several mm to several tens mm in total.
- the thickness of the tip of the ripper 70 used is several tens mm (for example, about 30 mm). Therefore, the tip of the ripper 70 is not inserted into any one of the first adhesive layer 12, the corrosion-resistant conductive sheet 14, and the second adhesive layer 16, but hooks the entire layers. When lifting, peeling occurs from the layer with the lowest adhesion.
- the weak point against tensile fracture such as a plurality of holes or perforations is linear in the direction perpendicular to the peeling direction of the conductor layer 142, for example, in the width direction of the sheet in the case of a belt-like sheet
- the layer including the corrosion-resistant conductive sheet 14 is peeled off by the ripper 70 and lifted, Since the peeled portion and the unpeeled portion can be divided at this weak spot, the peeling step can be performed more easily.
- the post-peeling treatment of the layer 24 from the first adhesive layer 12 to the asphalt layer 18 (or the plurality of layers 24 including at least the asphalt layer 18) peeled from the base layer 10 by the ripper 70 there is a particular limitation. It is not something.
- the peeled layer 24 including the asphalt layer 18 is lifted by the ripper 70 after being cut to an appropriate length with respect to 20 in the advancing direction, or after being cut at a predetermined cut portion, and the backhoe 74
- the arm 72 can be turned and placed beside the road structure 1. The peeled layer 24 placed on the side will be carried out in a later process.
- the release apparatus while leaving the release layer 24 including the asphalt layer 18 on the base layer 10 as it is, the release apparatus is continuously advanced in the traveling direction 20 so that the release layer 24 remaining on the base layer 10 is removed later. It may be. In the case of this method, the exposed base layer 10 can be protected with the crushed pieces of the release layer 24.
- the base layer 10 is laid by placing the concrete in place or by placing a pre-constructed concrete plate or the like at the laying position.
- the first adhesive layer 12 is laid on the base layer 10.
- the first adhesive layer 12 is laid, for example, by spraying or applying a material heated to an appropriate melting temperature on the base layer 10.
- the first adhesive layer 12 may also serve as a primer applied to the surface of the base layer 10, but if necessary, a primer may be applied to the surface of the base layer 10 before laying the first adhesive layer 12. It may be applied separately.
- FIG. 1 (b) shows a case where a waterproof layer 26 is laid on the base layer 10 before the first adhesive layer 12 is laid.
- the waterproof layer 26 is laid on the base layer 10 by a general method such as application, spraying, flow pasting, heat welding, room temperature adhesion, etc., depending on the material of the waterproof layer 26 used.
- the first adhesive layer 12 is laid thereon as described above.
- the corrosion-resistant conductive sheet 14 is laid on the first adhesive layer 12.
- the corrosion-resistant conductive sheet 14 can be a corrosion-resistant conductive sheet that has been processed into a strip-shaped sheet in advance.
- the corrosion-resistant conductor sheet 14 is prepared as the roll 22, the roll 22 is installed above the first adhesive layer 12, the corrosion-resistant conductive sheet 14 is drawn from the roll 22, and the drawn sheet 14 is pulled out. Is disposed at a predetermined position on the first adhesive layer 12 and is cut at an appropriate length according to the planned laying section, whereby the corrosion-resistant conductive sheet 14 can be laid.
- the corrosion-resistant conductive sheet 14 is prepared as a rectangular sheet divided into a predetermined size, for example, a square size of about 50 cm to 180 cm, the plurality of rectangular sheets 14 are formed on the first adhesive layer 12. By arranging them side by side, the corrosion-resistant conductive sheet 14 can be laid.
- the corrosion-resistant conductive sheet 14 When the corrosion-resistant conductive sheet 14 is laid, as shown in FIG. 2B, the end portions of the corrosion-resistant conductive sheet 14 are overlapped so that there is no gap between adjacent sheets. It is preferable to lay it. Alternatively, the corrosion-resistant conductive sheet 14 may be laid so that end surfaces of adjacent sheets are butted against each other. When laying the ends overlapped, specifically, first, the corrosion-resistant conductive sheet 14a is laid in the position shown in the upper part of FIG. 2B, that is, in the laying direction indicated by the arrow 26. To do.
- the end portion on the right side of the corrosion-resistant conductive sheet 14b overlaps the end portion on the left side of the corrosion-resistant conductive sheet 14a, and the tip portion thereof is the tip portion of the corrosion-resistant conductive sheet 14a. It arrange
- the corrosion-resistant conductive sheet 14g is laid in the same manner.
- the corrosion-resistant conductive sheet 14g has an end on the right side in the traveling direction thereof coincides with an end on the right side of the corrosion-resistant conductive sheet 14a, and a rear end thereof overlaps with a tip of the corrosion-resistant conductive sheet 14a.
- the corrosion-resistant conductive sheet 14h is arranged so that the right end thereof overlaps the left end of the corrosion-resistant conductive sheet 14g and the rear end overlaps the leading end of the corrosion-resistant conductive sheet 14b.
- the corrosion-resistant conductive sheets 14i to 14l are laid.
- the waterproof effect can be further enhanced by laying the corrosion-resistant conductive sheet 14 so that the end portions overlap each other.
- the waterproof layer 26 it is more efficient that the corrosion-resistant conductive sheet 14 is laid and abutted rather than overlapping the ends.
- the corrosion-resistant conductive sheets 14m to 14r are preferably laid in such a manner that the end portion above the inclined surface of the corrosion-resistant conductive sheet 14 laid below the inclined surface enters. In this way, while the upper end portion of the corrosion-resistant conductive sheet 14 disposed below the inclined surface is disposed below the lower end portion of the corrosion-resistant conductive sheet 14 disposed above the inclined surface, the corrosion-resistant conductive sheet. By laying 14, it is possible to further enhance the waterproof effect against water flowing downward from the upper side of the inclined surface.
- the second adhesive layer 16 is laid on the corrosion-resistant conductive sheet 14 laid in this way.
- the second adhesive layer 16 is laid, for example, by spraying or applying a material heated to an appropriate melting temperature on the corrosion-resistant conductive sheet 14.
- an asphalt layer 18 is laid on the second adhesive layer 16.
- the asphalt layer 18 is laid by spreading a softened asphalt mixture on the second adhesive layer 16 by using, for example, an asphalt finisher and rolling the mixture by a rolling machine.
- FIG. 5 shows the configuration of the test body used in the test.
- a primer styrene butadiene copolymer + petroleum resin + toluene
- 1.2 kg / m 2 of heated asphalt was applied on the upper surface.
- a conductor layer was laid on the upper surface of the heated asphalt, and an asphalt waterproof sheet was laid on the upper surface.
- an asphalt waterproof sheet was laid on the upper surface.
- four types of a corrosion-resistant conductive sheet (indicated as IH aluminum in FIG. 5), an aluminum sheet (indicated in FIG. 5 as aluminum), an FRP sheet, and a stainless steel sheet were used.
- the state of the asphalt layer was examined by heating the specimen using an electromagnetic induction coil having a diameter of 28.5 cm from above the asphalt waterproof sheet.
- test results were as follows.
- A In the test body using the corrosion-resistant conductive sheet, when the corrosion-resistant conductive sheet reached 60 ° C. or more by electromagnetic induction heating, the heated asphalt began to melt. The asphalt tarpaulin did not reach the melting state, but it was confirmed that it became soft.
- B In the test body using an aluminum sheet, when the aluminum sheet reached 60 ° C. or more by electromagnetic induction heating, the heated asphalt began to melt. The asphalt tarpaulin did not reach the melting state, but it was confirmed that it became soft.
- C In the test body using the FRP sheet, the FRP sheet was not heated by electromagnetic induction, and the heated asphalt and the asphalt waterproof sheet were not melted.
- D In the test body using the stainless steel sheet, when the stainless steel sheet reached 60 ° C. or more by electromagnetic induction heating, the heated asphalt began to melt. The asphalt tarpaulin did not reach a meltable state, but was confirmed to be soft.
- test results were as follows.
- Example 5 and Example 6 A stainless steel foil having a thickness of 80 ⁇ m was used as it was.
- An aluminum foil having a thickness of 80 ⁇ m and an alloy number of 1N30 (shown as general foil in Table 1) was used as it was.
- each test specimen (100 mm ⁇ 100 mm) was prepared by using Ca (OH) 2 0.17 WL% aqueous solution (saturated calcium hydroxide solution) (indicated as chemical type A in Table 1) or NaCl 3 wt% aqueous solution (3 % Salt solution) (shown as chemical type B in Table 1), and the surface condition was visually observed after 15 days.
- the mark “ ⁇ ” indicates that the specimen was neither discolored nor corroded
- the mark “X” indicates that the specimen was corroded and a through hole was generated.
- the electrical specific resistance value ( ⁇ cm) was measured for each specimen at room temperature (15 ° C.) by a DC four-terminal method.
- the metal foil (thickness: 80 ⁇ m) used for each test specimen is examined using a commercially available IH heating cooker (output 1400 W) to determine whether it reaches 90 ° C. within 10 seconds from room temperature. Was done by. Moreover, it was confirmed whether it was heated uniformly with an infrared camera.
- the mark “ ⁇ ” indicates that the temperature of the test body reached 90 ° C. within 10 seconds and the test body was heated almost uniformly, and the mark “X” did not increase the temperature of the test body. It shows that.
Abstract
Description
を備える。基盤層とアスファルト層との間には、電磁誘導によって発熱する耐腐食性導電シートと、耐腐食性導電シートと基盤層とを接着するように機能する第1の接着層と、耐腐食性導電シートとアスファルト層とを接着するように機能する第2の接着層とを有する。少なくとも第1の接着層は、耐腐食性導電シートの発熱によって軟化する熱可塑性接着層である。耐腐食性導電シートは、耐腐食性被膜を有する金属層、耐腐食性の金属層、耐腐食性被膜を有する繊維層、耐腐食性の繊維層、耐腐食性被膜を有する樹脂層、耐腐食性の樹脂層、樹脂に導電体を混合したものに耐腐食性被膜を施した層、又は耐腐食性の樹脂に導電体を混合した層のいずれかであることが好ましい。
[道路構造体1の構成]
図1は、本発明の一実施形態による道路構造体を示す。図1に示される道路構造体1は、典型的にはコンクリート床版とすることができる基盤層10の上方にアスファルト層18が積層されている。基盤層10の上には、第1の接着層12が積層され、第1の接着層12の上には、耐腐食性導電シート14が積層され、耐腐食性導電シート14の上には第2の接着層16が積層され、第2の接着層16の上にはアスファルト層18が積層される。第1の接着層12は、基盤層10と耐腐食性導電シート14とを接着し、第2の接着層16は、耐腐食性導電シート14とアスファルト層18とを接着している。この道路構造体1は、一般的なアスファルト舗装道路、コンクリート橋りょう、カルバート、コンクリート建築屋上防水工のコンクリート構造物などに用いることができる。
以下に、各合金元素、電気比抵抗値の順に詳述する。
図1に示される耐腐食性導電シート14は、例えば予め帯状シートに加工した耐腐食性導電シート14の形態で施工現場に搬入することができる。図2(a)は、一例として、耐腐食性導電シート14を巻回したロール22を示す。こうした耐腐食性導電シート14を用いることによって、道路構造体1は、基盤層10の上に第1の接着層12を敷設し、その上に例えばロール22から耐腐食性導電シート14を引き出して敷き、第1の接着層12を介して基盤層10と耐腐食性導電シート14とを接着させ、耐腐食性導電シート14の上に第2の接着層16を敷設し、その上にアスファルト層18を敷き、第2の接着層16を介して耐腐食性導電シート14とアスファルト層18とを接着させることにより、容易に道路構造体1を敷設することができる。
図1(b)は、本発明の第2の実施形態による道路構造体を示す。図1(b)に示される道路構造体1aは、基盤層10と第1の接着層12との間に防水層26が配置されている点で、本発明の第1の実施形態と異なる。
道路構造体1、1aにおいてアスファルト層18を剥離するための剥離装置は、道路構造体1、1aに含まれる耐腐食性導電シート14を電磁誘導により加熱することができる電磁誘導コイルと、電磁誘導コイルに高周波電力を供給することができる高周波電力発生装置及び電源と、加熱されて軟化した接着層に楔形状の先端部を挿入して基盤層10とアスファルト層18とを分離することができる剥離部材とを基本的な構成要素とする。剥離装置は、低騒音及び低振動の装置であることが好ましく、無騒音及び無振動の装置であることがより好ましい。剥離装置は、アスファルト層を剥離するのに必要な程度まで接着層が軟化するように導電シートを加熱することができ、一定の速度で電磁誘導コイルを移動させることが可能な自走式の装置、例えば自走車両が電磁誘導コイルを牽引する方式の装置であることが好ましく、電磁誘導コイルからの磁束が外部に漏れないように磁束遮へい機構を備えることがより好ましい。また、剥離装置は、路面の状況に応じて電磁誘導コイルをアスファルト層上面の任意の位置に配置することができるように、自在に位置制御可能な電磁誘導コイル移動機構を備えることが好ましい。
図3に示されるように、基盤層10の上に、第1の接着層12、耐腐食性導電シート14及び第2の接着層16と、アスファルト層18とが、この順で積層されている。アスファルト層18の上には装置積載牽引トラック50が載っている。この装置積載牽引トラック50の前進方向20がアスファルト層18の剥離方向である。なお、図3においては、分かり易くするために、第1の接着層12、耐腐食性導電シート14及び第2の接着層16の厚みは、実際より厚く図示されている。また、以下においては、道路構造体1においてアスファルト層18を剥離する装置及び方法を説明するが、道路構造体1aにおいても同じ装置を用いることが可能である。
次に、図3を参照しながら、本発明の実施形態に係る道路構造体1におけるアスファルト層18の剥離方法の施工手順について説明する。なお、剥離作業開始時は、バックホー74及びリッパー70を基盤層10上に配置する部分において、リッパー70の取りつき部分として予め基盤層10を露出させておくことが好ましい。
次に、本発明に係る道路構造体1の敷設方法を説明する。道路構造体1の構成は図1(a)に示されている。
まず、コンクリートの現場打ちによって、又はあらかじめ構築されたコンクリート版などを敷設位置に配置することによって、基盤層10を敷設する。次に、基盤層10の上に、第1の接着層12を敷設する。第1の接着層12は、例えば、適切な溶融温度まで加熱された材料を基盤層10の上に吹き付けたり塗布したりすることによって、敷設される。第1の接着層12は、基盤層10の表面に塗布されるプライマを兼ねることもあるが、必要に応じて、第1の接着層12を敷設する前に、基盤層10の表面にプライマを別途塗布することもある。
本発明による耐腐食性導電シートを用いた試験体を加熱して、アスファルト層の状態を確認する試験を行った。図5は、試験に用いた試験体の構成を示す。図5に示されるように、試験体においては、基盤層となるコンクリート(300mm×300mm×60mm)の上面に、プライマー(スチレンブタジエン共重合体+石油樹脂+トルエン)0.2リットル/m2を塗布し、さらにその上面に加熱アスファルト(アスファルト+石油系炭化水素+石油樹脂+スチレンブタジェン共重合体)1.2kg/m2を塗布した。加熱アスファルトの上面に導電体層を、その上面にアスファルト系防水シートを、それぞれ敷設した。導電体層として、耐腐食性導電シート(図5においてはIHアルミと表記)、アルミシート(図5においてはアルミと表記)、FRPシート、ステンレスシートの4種類を用いた。アスファルト系防水シートの上方から直径28.5cmの電磁誘導コイルを使用して試験体を加熱して、アスファルト層の状態を調べた。
(a)耐腐食性導電シートを用いた試験体においては、電磁誘導加熱によって耐腐食性導電シートが60℃以上になると、加熱アスファルトが溶けだした。アスファルト防水シートは、溶ける状態までは達しなかったが、柔らかくなることを確認した。
(b)アルミシートを用いた試験体においては、電磁誘導加熱によってアルミシートが60℃以上になると、加熱アスファルトが溶けだした。アスファルト防水シートは、溶ける状態までは達しなかったが、柔らかくなることを確認した。
(c)FRPシートを用いた試験体においては、電磁誘導によってFRPシートが加熱されることがなく、加熱アスファルト及びアスファルト防水シートも溶けることはなかった。
(d)ステンレスシートを用いた試験体においては、電磁誘導加熱によってステンレスシートが60℃以上になると、加熱アスファルトが溶けだした。アスファルト防水シートは、溶ける状態にまでは達しなかったが、柔らかくなることを確認した。
A4用紙サイズ(210mm×297mm)の導電体層2枚を用意し、これらの導電体層の端部同士を100mm重ね合わせて試験体を作成し、直径28.6cmの電磁誘導コイルを用いて加熱試験を実施した。導電体層として、耐腐食性導電シート、アルミシート、FRPシート、ステンレスシートの4種類を用いた。これらのシートの詳細は、上記(1)における試験で用いたものと同様である。
(a)耐腐食性導電シートを用いた試験体においては、シート全体を均等に加熱することができた。
(b)アルミシートを用いた試験体においては、シート全体を均等に加熱することができず、重ね合わせた端部が集中的に加熱され、発火した。
(c)FRPシートを用いた試験体においては、シートが加熱されることはなかった。
(d)ステンレスシートを用いた試験体においては、シート全体を均等に加熱することができた。
本発明による耐腐食性導電シートについて、耐腐食性試験を行い、腐食の発生状態を確認した。同時に、電気比抵抗値の測定、及び電磁誘導加熱性の試験も行った。表1には、実施例1~実施例6及び比較例1~比較例2について、試験体の構成、体腐食性試験に用いた薬品種類を示す。
[実施例1及び実施例2]
厚み80μm、成分Mn=1.76、Mg=0.85、Fe=0.06、Ti=0.02、その他各0.01以下(重量%)Al=残部のアルミニウム箔(表1ではIH箔と表示)の両面に、エポキシ系樹脂を固形分基準で片面当たり3g/m2コーティングした積層材を用いた。
[実施例3及び実施例4]
厚み80μm、成分Mn=1.76、Mg=0.85、Fe=0.06、Ti=0.02、その他各0.01以下(重量%)Al=残部のアルミニウム箔(表1ではIH箔と表示)の両面にシリカ系ガラスを固形分基準で片面当たり3g/m2コーティングした積層材を用いた。
[実施例5及び実施例6]
厚み80μmのステンレス箔をそのまま用いた。
[比較例1及び比較例2]
厚み80μm、合金番号1N30のアルミニウム箔(表1では一般箔と表示)をそのまま用いた。
10 基盤層
12 第1の接着層
14 耐腐食性導電シート
142 導電体層
144、146 耐腐食性被膜
16 第2の接着層
18 アスファルト層
22 耐腐食性導電シートのロール
Claims (20)
- 電磁誘導による加熱によってアスファルト層を剥離させるように構成された道路構造体であって、
非熱可塑性の電気不良導体である基盤層と、
前記基盤層の上方に配置されたアスファルト層と、
を備え、
前記基盤層と前記アスファルト層との間に、
電磁誘導によって発熱する耐腐食性導電シートと、
前記耐腐食性導電シートと前記基盤層とを接着するように機能する第1の接着層と、
前記耐腐食性導電シートと前記アスファルト層とを接着するように機能する第2の接着層と、
を有し、
少なくとも前記第1の接着層は、前記耐腐食性導電シートの発熱によって軟化する熱可塑性接着層であることを特徴とする、道路構造体。 - 前記耐腐食性導電シートは、耐腐食性被膜を有する金属層、耐腐食性の金属層、耐腐食性被膜を有する繊維層、耐腐食性の繊維層、耐腐食性被膜を有する樹脂層、耐腐食性の樹脂層、樹脂に導電体を混合したものに耐腐食性被膜を施した層、又は耐腐食性の樹脂に導電体を混合した層のいずれかであることを特徴とする、請求項1に記載の道路構造体。
- 前記耐腐食性導電シートに用いられる金属は、アルミニウム、ステンレス、鉄、亜鉛、銅及びチタン、並びにこれらの金属を主成分とする合金からなる群から選択されるいずれかであることを特徴とする、請求項2に記載の道路構造体。
- 前記耐腐食性導電シートに用いられるアルミニウム又はアルミニウムを主成分とする合金は、電気比抵抗値が6.0μΩ・cm以上であることを特徴とする、請求項3に記載の道路構造体。
- 前記耐腐食性被膜は、ガラス系被膜、フッ素系被膜、アクリル系被膜、スチレン系被膜、ポリカーボネート系被膜、ポリエステル系被膜、ポリウレタン系被膜、エポキシ系被膜、テフロン被膜、すずメッキ、亜鉛メッキ、亜鉛合金クラッド、酸化皮膜、リン酸処理被膜、リン酸塩処理被膜、クロム酸処理被膜、クロム酸塩処理被膜、フッ酸処理被膜、フッ酸塩処理皮膜、ナトリウム塩処理被膜、又は、陽極酸化法、ゾルゲル法、アルコキシド法、CVD法若しくはPVD法により形成されるニオブ、チタン、タンタル、けい素若しくはジルコニウム金属の不動態酸化物被膜からなる群から選択されるいずれか、又はこれらの組み合わせであることを特徴とする、請求項2から請求項4までのいずれか1項に記載の道路構造体。
- 前記第1の接着層は、合成ゴム、アクリル樹脂、エポキシ樹脂、アクリル酸、メタアクリル酸、アクリル系ラジカル硬化性液状樹脂、ポリウレタン樹脂、エチレン酢酸ビニル重合体、ウレタン樹脂、及び瀝青材料からなる群から選択されるいずれか、又はこれらの物質の混合物であることを特徴とする、請求項1から請求項5のいずれか1項に記載の道路構造体。
- 前記第2の接着層は、エチレン酢酸ビニル共重合体、ポリオレフィン系樹脂、ポリアミド系樹脂、ポリエステル系樹脂、ポリウレタン系樹脂、ポリスチレン系樹脂、ポリプロピレン系樹脂、ポリ酢酸ビニル系樹脂、ポリエチレン系樹脂、ポリエチレンテレタレート系樹脂、ポリアミドイミド系樹脂、スチレンブタジエンブロック共重合体(SBS)系樹脂、クロロプレン(CR)系樹脂、スチレンイソプレンブロック共重合体(SIS)系樹脂、ポリブタジエン系樹脂、及び瀝青材料からなる群から選択されるいずれか、又はこれらの物質の混合物であることを特徴とする、請求項1から請求項5のいずれか1項に記載の道路構造体。
- 前記第1の接着層の軟化点が前記第2の接着層の軟化点より低いことを特徴とする、請求項1から請求項5のいずれか1項に記載の道路構造体。
- 前記第1の接着層と前記基盤層との間に防水層をさらに有することを特徴とする、請求項1から請求項5のいずれか1項に記載の道路構造体。
- 電磁誘導による加熱によってアスファルト層を剥離させるように構成された道路構造体に用いられるものであり、該道路構造体の基盤層の上に積層される第1の接着層と、アスファルト層の下に積層される第2の接着層との間に配置され、電磁誘導によって発熱する導電体層を有することを特徴とする、耐腐食性導電シート。
- 前記導電体層の両面に耐腐食性被膜が積層されたことを特徴とする、請求項10に記載の耐腐食性導電シート。
- 前記導電体層は、金属層、繊維層、樹脂層、又は、樹脂に導電体を混合した層のいずれかであることを特徴とする、請求項10又は請求項11に記載の耐腐食性導電シート。
- 前記導電体層に用いられる金属は、アルミニウム、ステンレス、鉄、亜鉛、銅及びチタン、並びにこれらの金属を主成分とする合金からなる群から選択されるいずれかであることを特徴とする、請求項12に記載の耐腐食性導電シート。
- 前記導電体層に用いられるアルミニウム又はアルミニウム合金は、電気比抵抗値が6.0μΩ・cm以上であることを特徴とする、請求項13に記載の耐腐食性導電シート。
- 前記耐腐食性被膜は、ガラス系被膜、フッ素系被膜、アクリル系被膜、スチレン系被膜、ポリカーボネート系被膜、ポリエステル系被膜、ポリウレタン系被膜、エポキシ系被膜、テフロン被膜、すずメッキ、亜鉛メッキ、亜鉛合金クラッド、酸化皮膜、リン酸処理被膜、リン酸塩処理被膜、クロム酸処理被膜、クロム酸塩処理被膜、フッ酸処理被膜、フッ酸塩処理皮膜、ナトリウム塩処理被膜、又は、陽極酸化法、ゾルゲル法、アルコキシド法、CVD法若しくはPVD法により形成されるニオブ、チタン、タンタル、けい素若しくはジルコニウム金属の不動態酸化物被膜からなる群から選択されるいずれか、又はこれらの組み合わせであることを特徴とする、請求項11に記載の耐腐食性導電シート。
- 請求項1~請求項9のいずれか1項に記載の道路構造体においてアスファルト層を基盤層から剥離する方法であって、
前記道路構造体の前記アスファルト層側から前記道路構造体の耐腐食性導電シートを電磁誘導により加熱することによって、前記道路構造体の第1の接着層を軟化させる工程と、
軟化した前記第1の接着層を前記基盤層から剥離させ、前記基盤層と前記アスファルト層とを分離する工程と
を含むことを特徴とする、方法。 - 前記道路構造体の前記アスファルト層側から前記耐腐食性導電シートを電磁誘導により加熱することによって、前記道路構造体の第2の接着層を軟化させる工程をさらに含み、
前記分離する工程は、軟化した前記第1の接着層及び前記第2の接着層のいずれかの位置において、当該位置より上に配置された層と当該位置より下に配置された層とを分離する工程を含むことを特徴とする、
請求項16に記載の方法。 - 前記第1の接着層は、合成ゴム、アクリル樹脂、エポキシ樹脂、アクリル酸、メタアクリル酸、アクリル系ラジカル硬化性液状樹脂、ポリウレタン樹脂、エチレン酢酸ビニル重合体、ウレタン樹脂、及び瀝青材料からなる群から選択されるいずれか、又はこれらの物質の混合物であることを特徴とする、請求項16又は請求項17に記載の方法。
- 前記第2の接着層は、エチレン酢酸ビニル共重合体、ポリオレフィン系樹脂、ポリアミド系樹脂、ポリエステル系樹脂、ポリウレタン系樹脂、ポリスチレン系樹脂、ポリプロピレン系樹脂、ポリ酢酸ビニル系樹脂、ポリエチレン系樹脂、ポリエチレンテレタレート系樹脂、ポリアミドイミド系樹脂、スチレンブタジエンブロック共重合体(SBS)系樹脂、クロロプレン(CR)系樹脂、スチレンイソプレンブロック共重合体(SIS)系樹脂、ポリブタジエン系樹脂、及び瀝青材料からなる群から選択されるいずれか、又はこれらの物質の混合物であることを特徴とする、請求項16又は請求項17に記載の方法。
- 前記第1の接着層の軟化点が前記第2接着層の軟化点より低いことを特徴とする、請求項16から請求項19までのいずれか1項に記載の方法。
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US (1) | US10494777B2 (ja) |
EP (1) | EP3378990B1 (ja) |
JP (1) | JP6208199B2 (ja) |
KR (1) | KR20180079367A (ja) |
AU (1) | AU2016350494A1 (ja) |
CA (1) | CA3003680A1 (ja) |
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Cited By (1)
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JP2019218863A (ja) * | 2018-06-15 | 2019-12-26 | 三菱重工業株式会社 | 風車翼保護構造及びその形成方法 |
Families Citing this family (5)
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JP6966914B2 (ja) * | 2017-09-29 | 2021-11-17 | 東洋アルミニウム株式会社 | 構造物用シート |
JP7112923B2 (ja) * | 2018-09-21 | 2022-08-04 | フジモリ産業株式会社 | トンネル防水施工方法及びウォーターバリア並びに電磁誘導ヘッド |
CN110983901B (zh) * | 2019-11-19 | 2021-05-25 | 中铁四局集团第一工程有限公司 | 一种试车场不规则波形路面的施工方法 |
CN112458818B (zh) * | 2020-12-08 | 2022-03-08 | 长沙理工大学 | 高舒适性装配式水泥混凝土路面修复结构、施工方法及路面结构翻转装置 |
CN113515153B (zh) * | 2021-07-23 | 2023-03-14 | 山东交通学院 | 就地热再生施工中加热功率和行驶速度的控制方法 |
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US4594022A (en) * | 1984-05-23 | 1986-06-10 | Mp Materials Corporation | Paving method and pavement construction for concentrating microwave heating within pavement material |
WO1988003303A1 (en) * | 1986-10-31 | 1988-05-05 | Gemmer Hans Juergen | Process for the provision of induction loops on railway track surfaces, heat or humidity detecting layers and control tracks for unmanned vehicles |
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JP5926563B2 (ja) | 2012-01-11 | 2016-05-25 | 大林道路株式会社 | ブロック舗装の施工方法 |
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2016
- 2016-11-04 KR KR1020187014810A patent/KR20180079367A/ko unknown
- 2016-11-04 AU AU2016350494A patent/AU2016350494A1/en not_active Abandoned
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- 2016-11-04 CA CA3003680A patent/CA3003680A1/en not_active Abandoned
- 2016-11-04 WO PCT/JP2016/082775 patent/WO2017078130A1/ja active Application Filing
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JP2007146459A (ja) * | 2005-11-28 | 2007-06-14 | Taisei Rotec Corp | 橋面アスファルト舗装誘導加熱装置 |
JP2007291839A (ja) * | 2006-03-29 | 2007-11-08 | Takenaka Komuten Co Ltd | アスファルト舗装体撤去方法、アスファルト舗装体撤去システム、電磁誘導コイルユニット、アスファルト舗装体撤去装置、及びアスファルト舗装体の剥離方法 |
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Cited By (2)
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JP2019218863A (ja) * | 2018-06-15 | 2019-12-26 | 三菱重工業株式会社 | 風車翼保護構造及びその形成方法 |
US10900468B2 (en) | 2018-06-15 | 2021-01-26 | Mitsubishi Heavy Industries, Ltd. | Wind turbine blade protection structure and method of forming the same |
Also Published As
Publication number | Publication date |
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KR20180079367A (ko) | 2018-07-10 |
JP6208199B2 (ja) | 2017-10-04 |
JP2017089120A (ja) | 2017-05-25 |
EP3378990A4 (en) | 2019-07-03 |
EP3378990B1 (en) | 2020-09-09 |
CA3003680A1 (en) | 2017-05-11 |
US10494777B2 (en) | 2019-12-03 |
EP3378990A1 (en) | 2018-09-26 |
TW201730408A (zh) | 2017-09-01 |
US20180282953A1 (en) | 2018-10-04 |
AU2016350494A1 (en) | 2018-06-07 |
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