The invention relates to the field of anti-icing treatment of road surfaces, highways, road infrastructure. The device for de-icing treatment of road and airfield pavements contains a container for reagents. A direct hydraulic line exits the tank through the pump, which passes into the return hydraulic line. Return hydraulic line connected to piping pumping station, which in turn is connected to a direct hydraulic line. The direct hydraulic line has branches to the valve cabinets. The valve cabinets are connected through a pipeline to the spray nozzles. Nozzles are designed to spray the reagent on the road section. Each of the valve cabinets controls the operation of the spray nozzle connected to it and has an individual trigger sensor. The sensor controls the amount of reagent dispensed by each nozzle. The pipeline, direct and return hydraulic lines are made of synthetic rubber on a nitrile basis. EFFECT: increased efficiency of de-icing treatment of road surfaces while saving de-icing agent and durability of the system. 2 n. and 4 z.p. f-ly, 5 ill.

Drawings to the RF patent 2524199

The invention relates to a method and device for de-icing treatment on artificial road surfaces (asphalt or concrete), such as road surfaces, highways, road infrastructure facilities (bridges, overpasses, viaducts, ramp and open sections of tunnels, road junctions) to eliminate the concentration of accidents and improve safety traffic, as well as at aerodromes in the places of taxiing aircraft, taxiways and on runways (hereinafter referred to as the road surface).

From the prior art (RU 2287636) there is a method of automatic treatment of roads with de-icing agent and a stationary system for its implementation, which is proposed as the closest analogue. The specified system consists of a pumping station, a hydraulic system of the road section and an automatic weather station. The pumping station is a container installed in the immediate vicinity of the treated road section, inside which there are reagent storage tanks, a pumping hydraulic system and control equipment. The road section equipment consists of spray heads located along the road section and installed on the hydraulic line of the road section without the use of hydraulic accumulators, which is a large-diameter rigid pipeline to provide. The automatic weather station (AMS) is equipped with sensors for measuring air temperature, atmospheric pressure, relative humidity, precipitation, wind speed and direction, and built-in road surface sensors. The method for implementing anti-icing treatment includes distributing a liquid reagent on the surface of the road section by automatically or remotely switching on the spraying operation, when a signal is given after an appropriate assessment of the increase in the likelihood of icing events based on meteorological data issued by AMS, due to which the reagent is evenly applied over the entire length of the road section.

The main disadvantages of the mentioned method and system include:

The use of large-diameter rigid plastic pipes of the main hydraulic line for liquid de-icing agent, which requires much greater expense expensive reagent required to fill these pipelines;

The location of spray heads, as well as control and power cables, on hydraulic lines laid along the road, which makes it necessary to lay it in close proximity to the carriageway;

The use of contact, built-in pavement sensors that measure the temperature of the pavement at various depths, as well as on the road surface, which leads to a decrease in the service life of the measuring sensor and its failure;

The need to carry out regular pumping cycles of the reagent each time before the start of spraying and the corresponding delay in the timeliness of the treatment of road sections;

Significant reduction in processing quality and accuracy due to uneven pressure and flow parameters along the length of the hydraulic line (with a hydraulic line length of 1.5 km, the hydraulic system will not be able to provide equal flow and pressure indicators on the nearest and far spray heads, due to pressure losses and hydraulic resistance);

The assessment of the increase in the probability of occurrence of ice phenomena is determined on the basis of meteorological data issued by the AMS, which is not enough for a complete analysis of the state of road surfaces, because weather data do not take into account the state of the artificial pavement and the phase of the liquid on its surface, this reduces the obtained measurements only to a weather forecast with a measurement error of up to 50% and a corresponding decrease in accuracy in determining the moment when processing began;

Unjustified consumption of liquid reagent in large quantities when applied before the onset of ice conditions or precipitation due to the lack of programmable blocking commands (for example, during prolonged heavy snowfall) in case of a delay or long response time of utility services for snow removal (from 1 to 48 hours, depending on regulatory documentation ).

Thus, the objective of the claimed invention is to ensure uniformity of fluid flow and pressure along the length of the hydraulic line, reducing the likelihood of destruction of the hydraulic line and control and communication lines as a result of an accident, when placed on road structures, as well as the possibility of using the system on airfield pavements , obtaining information about the actual actuation of valves, applying methods for measuring the condition of the road pavement that does not depend on the destruction and wear (which is extremely important for Russian road conditions with pavement wear of about 2 cm per year according to the FDA Rosavtodor), saving liquid de-icing reagent, improving accuracy identifying the moment of ice formation, reducing the likelihood of an accident and improving road safety.

Accordingly, the technical result achieved by using this invention is to increase the efficiency of de-icing treatment of road surfaces while saving the de-icing agent and the durability of the system.

To achieve the stated technical result, a stationary complex has been developed that implements a method for deicing road surfaces with a liquid reagent, using the hydraulic line of the spraying system according to the annular principle of the hydraulic circuit, with hydraulic lines made of nitrile-based synthetic rubber, which allows accumulating fluid pressure in the system, while maintaining the minimum volume of liquid used along the entire length of the line. The complex has the ability to transmit information about the actual actuation of each valve via a communication line and control their operation in the mode feedback when using an individual sensor, as well as the possibility of placing sprinklers at a distance of up to 15 meters from the main hydraulic line without changing the spray characteristics, due to the preservation of liquid in the pipeline, from the valve to the spray nozzle.

Collection of information on the state of the road surface and parameters of the microclimate of the roadside environment using measurement methods that do not depend on the destruction and wear of the pavement of the roadway, and pollution (non-contact methods for measuring the parameters of the road surface, ultrasonic methods for fixing the amount, type and intensity of precipitation of a non-optical nature). The developed analytical complex has the ability to make individual settings for each equipment object, take into account the state of the artificial pavement and the phase of the liquid on its surface, and also has a blocking system against excessive consumption of liquid anti-icing agent.

The anti-icing complex consists of a measuring unit, which is responsible for collecting, storing and analyzing information about the actual state of the road surface, as well as the roadside environment; an executive part responsible for the direct application of the liquid de-icing agent to the road surface by dispensing through spray nozzles installed on the side of the roadway or integrated into the surface; an analytical module that performs the function of an activator of the executive part based on the analysis of actual data from the measuring part.

The executive part consists of a pumping station with reagent storage tanks, supply pumps, control and supply equipment, a nozzle spray control system, a piping system and a spray system, which is a network of protective pipelines with hydraulic lines laid inside, power and control lines; valve cabinets with valves located inside, control units and actuation sensors; as well as spray nozzles.

The pumping station is located in the immediate vicinity of the object (at a distance of up to 40 m from the nearest valve panel) in a non-permanent building or a technological room of a road facility.

Tanks for storing liquid de-icing agent, a group of pumps, hydraulic wiring, supply and control equipment are placed inside the building/premises.

The sprinkler system is a network of protective pipelines between valve cabinets located along the hydraulic line. Hydraulic pipelines run from the valve cabinets to the spray nozzles.

The hydraulic line pipeline has, for example, an outer diameter of 27 mm and an inner diameter of 19 mm, made of a flexible special rubber material, to keep the liquid pressure in a static state.

The special rubber material must be flexible and allow for wall expansion to allow for pressure build-up while maintaining pressures up to 20 bar at 14 bar operating pressure. The liquid pressure in the main branch of the hydraulic line is accumulated by stretching the walls of the pipeline from a special elastic material (nitrile-based synthetic rubber).

Sprinkler system communications can run underground, on the ground surface and above the surface, as well as behind the facing panels on the ramp sections of the tunnel at a distance of up to 15 meters (if it is necessary to remove communications at the airfield) from the spray nozzles.

The valve cabinets in the claimed device are located in parallel (in case of clogging of one valve, the subsequent ones will be able to function normally) on a branch from the main direct hydraulic line.

Each valve cabinet of the claimed device contains: a valve, a direct hydraulic line, a return hydraulic line, a power line, a control line, a control unit, an actuation sensor, piping, a terminal block and a valve panel cabinet.

The valve is designed to supply anti-icing fluid from the hydraulic line to the pipeline to the spray nozzle. Solenoid valves can be used various types and power, in particular diaphragm valves and ball rotary valves.

The straight hydraulic line is made of synthetic rubber on a nitrile base and is designed to supply de-icing fluid to the solenoid valve.

The return hydraulic line is made of flexible polymer material(to protect against bending damage), such as nylon; designed to equalize the pressure along the length of the pipeline and the possibility of flushing in the summer.

The power line is designed to power the control unit and open / close solenoid valves.

The control line carries out signal transmission via the RS485 interface and transmits the address signal for the control unit.

The control unit is designed to recognize the address signal via the RS485 communication line, control the voltage supply to open the solenoid valve.

The trigger sensor measures physical characteristics flow of anti-icing reagent when it is sprayed and transmits information to the control equipment of the pumping station via the control line.

Piping performs the function of separating the flow of fluid from the hydraulic line straight to the solenoid valve.

The terminal block is designed for electrical connections between control lines, power supply, wires of the control unit, solenoid valve, actuation sensor.

The valve panel cabinet is designed to accommodate all elements of the valve panel and fasten it on the road section.

Spray nozzles are located on the side of the carriageway, in a zone free from the influence of traffic and not located in the zone of deformation as a result of an accident. The spray nozzles are mounted on separate elements not connected with a metal barrier fence, inside small embedded elements (holes with a diameter of 63 mm), in niches of concrete banquettes or a fender bar.

There is a variant of the location of the spray nozzles integrated into the coating. This method of placing spray nozzles is widely used for extended life pavements (concrete pavement on bridges and in tunnels).

Spray nozzles are located along the roadway with a step of 10-15 m (depending on the width of processing and the configuration of the roadway). If it is necessary to process the roadway with a width of 3-4 lanes, the nozzles are located on both sides of the traffic in a checkerboard pattern.

Processing from spray nozzles occurs sequentially in the direction against the movement of vehicles, with a directed spray vector - along the movement.

The possibility of placing the spray nozzles at a distance of up to 15 meters from the main line is ensured by using a flexible pipeline connected to the valve on one side and to the spray nozzles on the other side. Thanks to the use of special spray nozzles on the nozzles, liquid in a static state does not flow out of the pipeline, which allows the use of the latter of a large length without significantly affecting the quantitative and qualitative characteristics of spraying.

The spray nozzle, installed on the side of the road surface or on the road surface, distributes the de-icing agent through the spray nozzles.

Spray nozzles provide:

a) type 1 jet discharge over a long distance (up to 12 meters or more),

b) type 2 jet outlet for treatment of an area from 1 to 5 m,

c) type 3 jet outlet for processing a large sector at a distance of up to 15 m,

d) keeping the liquid inside the nozzle, not allowing it to flow through the nozzles (have a one-way bypass valve),

The specified properties in points "a-c" are achieved due to the geometry of the nozzle outlet, and in point "d" through the use of a check valve.

A device for anti-icing treatment of road surfaces, which has one pumping station in its composition, can serve spraying systems 1.5 km long or more in one direction (if necessary, one pumping station can serve one or more spraying systems). If longer spraying distances are required, a series of spraying stations can be used.

One pumping station can serve several sprinkler systems at the same time. Possibilities of activating the device for anti-icing treatment of road surfaces are as follows.

1. Work in fully automatic offline mode.

2. Work in an automated mode (confirmation of the need for operation is required).

3. Start in forced manual mode.

In a fully automatic mode, the claimed device operates, receiving information from the measuring part, processes it with the help of an analytical module and generates an alarm to activate the operation according to the algorithm specified according to the specific local conditions of the equipment object. At the same time, the necessary factors of the state of the road environment and the surrounding atmosphere (special gas-air environment in the roadside zone) are taken into account.

An automated method for activating the device provides confirmation by the operator of the command to start the executive spraying part. A request to activate the system with an indication of the reason for the activation of the alarm (traffic situation, precipitation, etc.) comes to the computer installed at the operator’s workplace (or the contact phone number of the person on duty), and, if confirmed, activates the sprinkler system.

If it is necessary to manually start the spraying system, the operator can start either from a computer installed at the workplace or from a button located in the pumping station.

The measuring part of the device is a system of sensors and communication modules for transmitting and monitoring the parameters of the road environment and the possibility of ice formation or winter slipperiness.

Automatic road weather station ADMS, which may be part of the measuring part, consists of:

1) meteorological masts and bases for fastening (installed in close proximity to the road object),

2) a cabinet with a control controller (communication modules),

3) weather sensors installed on the mast or structures of the transport facility,

4) non-contact coating sensors,

5) built-in coverage sensors.

Weather sensors record parameters such as:

1) air temperature and humidity,

2) wind speed and direction - measured by ultrasound and does not depend on pollution,

3) atmospheric air pressure - necessary to correct the icing forecast,

4) the intensity of solar radiation - used for special conditions, especially mountainous areas for the forecast of possible formation,

5) quantity, type and intensity of precipitation.

Non-contact pavement sensors measure the parameters of the road environment without having elements inside the pavement. Optical measuring elements are located at a level of 4-5 m above the ground and are therefore less susceptible to contamination.

Non-contact coating sensors measure parameters such as:

The thickness of the water film on the road surface,

The condition of the road surface (ice, snow, water-soy mixture, etc.),

pavement temperature,

Percentage of ice particles in the liquid medium on the road surface,

Characteristic of the friction coefficient on the road surface

And others.

The claimed device can operate in automatic mode, as it is equipped with optical non-contact coating sensors and sensors for monitoring meteorological parameters.

Contact (active) coverage sensors can be used to measure the same parameters as non-contact coverage sensors. In addition, the active pavement sensor measures the freezing point of the liquid on the road surface by conducting heating/cooling cycles of the liquid and recording the actual freezing temperature (cooling cycles down to -15°C relative to the current pavement temperature).

The scope of built-in coating sensors extends to complex local areas where it is difficult to install a non-contact coating sensor, as well as on bridges and overpasses where road surfaces with an extended service life (concrete, etc.) are used.

The necessary signal to activate the automatic anti-icing system is generated by the analytical module based on a sequential algorithm.

The drawings and diagrams show:

Scheme 1 - the principle of operation of the anti-icing complex.

Scheme 2 - automatic anti-icing complex.

Fig.1 - the location of the equipment at the facility.

Figure 2 - valve cabinet.

Fig.3 - a special spray nozzle.

The pumping station of the automatic anti-icing complex is located at the facility. The anti-icing agent is stored in containers inside or near the pumping station.

The equipment of the pumping station ensures the supply of anti-icing reagent to the hydraulic lines (in the operating mode, in forward and reverse).

The de-icing agent, flowing through the hydraulic lines through the valve panel tee, is supplied to the solenoid valve under pressure. If the system is activated, electromagnetic valves in a certain sequence, including but not limited to, open against movement for certain time intervals, supplying a certain amount of anti-icing agent first to the pipeline, and then to the spray nozzle itself.

The measuring part captures the parameters of the road surface and weather data and transmits them to the analytical unit, which in turn, using the algorithm (see Figure 1), issues a command to activate the executive part or block for a certain period of time.

During the operation of the automatic de-icing complex, there is a system as part of the analytical module, which allows you to prevent the overuse of the de-icing reagent, if available, by fixing the presence of a large number snow on the surface, as well as blocking the repeated spraying of the system due to the onset of snowfall. To achieve this goal, information about the presence of snow on the pavement from contact and non-contact pavement sensors, as well as a time delay in response as a result of the onset of snowfall, is taken into account.

Fixing the parameters of the road surface and meteorological data occurs constantly. Carrying out anti-icing treatment with the help of the executive part prevents the formation of winter slipperiness in advance by changing chemical composition liquid applied to the surface.

The claimed device works as follows.

From the container (1) for reagents through the pump (2), the reagent, bypassing the piping (3), is directed along the treated surface along a straight hydraulic line (4), in this case, a section of the road (7), being distributed in parallel through the valve cabinets (6) , also located along the road section (7), and back along the return hydraulic line (5) towards the reagent tank. Reaching the piping (3), the reagent is again returned to the direct hydraulic line (4), which ensures the minimization of reagent losses. From the valve cabinets (6), the reagent enters the spray nozzles (8), which spray it into the processing area (9) on the road section (7).

Figure 2 shows a valve cabinet, where:

10 - control unit,

11 - terminal block,

12 - control line,

13 - actuation sensor,

14 - valve panel cabinet,

15 - power line,

16 - direct hydraulic line,

17 - return hydraulic line.

The de-icing device for road and airfield pavements contains a container for reagents, a direct hydraulic line leaving it through a pump, having branches to valve cabinets, which goes into a return hydraulic line connected to the piping of the pumping station, which in turn is connected to a direct hydraulic line , moreover, the valve cabinets are connected through a pipeline with spray nozzles, which are designed to spray the reagent on the road section, and the pipeline, direct and return hydraulic lines are made of nitrile-based synthetic rubber, and each of the valve cabinets controls the operation (operation, on, off) connected to it by a spray nozzle. The pipeline, direct and return hydraulic lines run underground, above ground or on the ground. Spray nozzles are located along the roadway with a step of 10-15 m. The connection of the return hydraulic line through the piping of the pumping station with a straight hydraulic line provides the annular principle of the reagent movement (see figure 1), thereby saving the reagent.

Spray nozzles are equipped with special spray nozzles (see figure 3).

Nozzles can be made of stainless steel, brass, plastic, composite materials. Figure 3 shows a special nozzle, where:

18 - back of the nozzle,

19 - spraying part of the nozzle,

20 - check valve,

21 - liquid flow stabilizer,

22 - nozzle outlet,

23 - threaded connection of nozzle parts,

24 - valve sleeve,

25 - valve spring,

26 - fastening to the body of the spray nozzle.

A non-return valve 20 is used to prevent fluid from escaping in a static state.

A spray nozzle, installed including, but not limited to, on the side of the road surface or on the road surface, distributes the de-icing agent through the nozzles.

Explanations for the nozzle outlet geometry of the spray nozzle:

a) type 1 - jet release over a long distance (up to 12 meters or more).

A circular outlet 22 is used, without a flow stabilizer 21 (to reduce drag), while the spray angle becomes minimal, therefore, all the energy of the flow is directed to moving forward.

b) type 2 - jet release for treatment of an area from 1 to 5 m.

An outlet 22 of a flat section (oval, elongated) is used, together with a flow stabilizer 21. In this case, the spray angle is taken as maximum in order to cover the required area (calculated individually based on the requirements for a particular object). The flow plane at the initial moment of time is assumed to be parallel to the road surface.

c) type 3 - jet release for processing a large sector at a distance of up to 8 meters or more.

An outlet 22 with an oval, close to circular cross section is used in conjunction with a flow stabilizer 21. In this case, a medium spray angle is used. This type of nozzle can be used in spray nozzles with three or more nozzles in its composition, to cover a large sector of the pavement.

The claimed invention is new, since the totality of its essential features is unknown from the prior art and, accordingly, meets the condition of patentability of the invention "novelty".

The claimed invention has an inventive step, since for a specialist it does not explicitly follow from the prior art.

The claimed invention meets the condition of patentability "industrial applicability", since it can be used in industry.

Although the present invention has been disclosed with reference to the preferred embodiments thereof, this is not intended to limit the present invention, those with general knowledge in the art of the present invention may modify and carry out the same without departing from the spirit and scope of the invention, hence the protection scope of the present invention should be governed by the scope given in the claims.

CLAIM

1. A device for deicing road and airfield pavements, characterized in that it contains a container for reagents, a direct hydraulic line leaving it through a pump, having branches to valve cabinets, which goes into a return hydraulic line connected to the piping of the pumping station, which in in turn connected to a direct hydraulic line, and the valve cabinets are connected through a pipeline with spray nozzles, which are designed to spray the reagent on a section of the road, and the pipeline, direct and return hydraulic lines are made of nitrile-based synthetic rubber, and each of the valve cabinets controls the operation the spray nozzle connected to it and has an individual actuation sensor that controls the amount of reagent distributed by each nozzle, and the spray nozzles are equipped with spray nozzles in which the outlet openings are round or elongated th shape, and contains a check valve.

2. The device according to claim 1, characterized in that the pipeline, direct and return hydraulic lines run underground.

3. The device according to claim 1, characterized in that the pipeline, direct and return hydraulic lines pass above the earth's surface.

4. The device according to claim 1, characterized in that the pipeline, direct and return hydraulic lines pass along the surface of the earth.

5. The device according to claim 1, characterized in that the spray nozzles are located along the roadway with a step of 10-15 m.

6. The method of de-icing treatment of road and airfield pavements, characterized in that it is carried out using the device according to claim 1.

The owners of the patent RU 2287635:

The invention can be used on major highways. The essence of the proposed technical solutions is to collect information about the state environment in controlled areas and transmitting this information to the control terminal. The terminal, based on the analysis of the received data, determines the probability of ice formation in the controlled area and issues a command to the stationary processing means for the proactive application of anti-icing agents. Stationary means are made with the possibility of inclusion in any sequence. EFFECT: improving the quality of roadway processing and the accuracy of the performance function of the system. 2 n.p. f-ly.

The invention relates to automated technical means providing counteraction to icing phenomena and can be used to deal with icing on major highways, such as the Moscow Ring Road.

The prior art method and device for de-icing according to US patent No. 4557420 dated 12/10/1985, proposed as the closest analogues. The specified device consists of a pumping station, a hydraulic system of the road section and an automatic weather station. The pumping station is a container installed in the immediate vicinity of the treated road section, inside which there are reagent storage tanks, a pumping hydraulic system and control equipment. The road section equipment consists of spray heads located along the road section and connected by a hydraulic system. The automatic weather station is equipped with sensors for measuring air temperature, atmospheric pressure, relative humidity, rainfall (bucket type), and wind speed and direction. SUBSTANCE: method for implementation of anti-icing treatment includes a normalized distribution of a liquid reagent on the surface of the road section by means of automatic or remote activation of the spraying operation, due to which the reagent is evenly applied over the entire length of the road section.

The disadvantages of the known method and device include the lack of a pressure stabilization system in the hydraulic system and the possibility of targeted control of the spraying intervals of the heads, which in turn does not allow applying the reagent with a given accuracy to the road surface - spraying is controlled by a single command “start spraying”, after which Sequential automatic activation of the spraying heads is performed for a single time interval specified for all heads. In addition, the composition of the known device includes such an expensive element that requires constant monitoring and maintenance as hydraulic accumulators, which reduce the overall reliability of the system, and to fill the entire hydraulic system, including hydraulic accumulators, with reagent, a long pump operation is required, which increases the cost of operating the device.

The task of the proposed group of inventions is the calculated and strictly standardized application of the reagent, taking into account the meteorological situation and the relief of a particular road section. The technical result that can be obtained by implementing a group of inventions is to improve the quality of the roadway processing and the accuracy of the performance function of the system through the possibility of point application of the reagent on a specific section of the road surface (with an accuracy of several square meters) in real time.

To achieve the stated result, a method is proposed for automatic treatment of the road surface with an anti-icing agent, in which the environmental parameters and/or the state of the road surface are measured on the controlled section of the road by means of meteorological sensors and/or road surface condition sensors installed along the road, the data is sent to the control terminal, they process and analyze the obtained parameters with subsequent determination of an increase in the likelihood of ice formation in the controlled area, and in the event of an increase in such a probability, they calculate the specified distribution density of the reagent by sending an address signal to the actuators of the spray heads by means of the control terminal, ensuring their inclusion in any sequence for applying anti-icing reagent with a given density.

To achieve the stated result, a system for automatic treatment of the road surface with an anti-icing agent is proposed, including an interconnected control terminal, sprinkler heads located along certain sections of the roads of meteorological sensors and / or sensors of the state of the road surface, while the spray heads are installed on hydraulic lines laid along the road, the said sensors made with the possibility of measuring environmental parameters and/or the state of the road surface on the controlled section of the road and transmitting the obtained data to the control terminal, configured to determine, based on the processing and analysis of the said data, the increase in the likelihood of an icy situation on the controlled section and in the case of determining the increase in such the probability of calculating the given distribution density of the reagent and sending the address signal to the actuators of the spray heads for application reagent with a given density, and the mentioned heads are made with the possibility of inclusion in any sequence.

The system for providing anti-icing conditions (FOSS) according to the present group of inventions is a stationary system installed in close proximity to the controlled road section. One FOSS can control a section of the road up to 1.5 km long or, if necessary, more. The FOSS includes an automatic meteorological station (AMS), a central pumping station (CNS) and road section equipment.

The main components of the central nervous system are a cabinet with FOSS control equipment, hydraulic equipment and a high pressure pump. The control equipment provides a convenient interface that allows you to manage the FOSS and provide all the necessary data to the user in a visual form, control of hydraulic equipment, stabilization of the working pressure in the hydraulic system during the treatment of a road section with a reagent, control of the equipment of a controlled road section, receipt and processing of data from AMS, calculation of meteorological prediction of ice formation, calculation of the required distribution density of the reagent, automatic execution of the road section treatment cycle with the reagent (including preparatory and final operations), control over the functioning of the electronic part of the control system, hydraulic equipment of the central nervous system and control modules for road sections valves, graphical display current state hydraulic equipment of the central nervous system, data exchange with the central terminal, receiving and executing control commands from the central terminal and storing data for a specified period of time.

The road section equipment includes blocks of road heads installed on hydraulic lines laid along the road sections, as well as control and power cables.

Automatic meteorological stations, through the use of meteorological sensors, provide high-precision measurement of atmospheric parameters, such as air temperature, atmospheric pressure, wind speed and direction, humidity, amount and type of precipitation (with the ability to determine "rain" or "snow"), incoming solar radiation energy . Road surface condition monitoring is provided by road sensors that measure the temperature of the road surface at various depths, as well as on the road surface, the concentration of the reagent on the road and its state - “water” or “ice”. Road sensors can be connected both to the AMS and directly to the FOSS through the interface of the road section equipment.

The treatment of roads with a reagent is carried out with an increase in the likelihood of icing phenomena. This probability is determined on the basis of meteorological data issued by the AWS. The data is sent to the FOSS control equipment and to the central terminal. The processing command is generated either by the FOSS control system or by the central terminal.

For the optimal solution of the task, the treatment is carried out by applying the reagent before the occurrence of icy conditions or before precipitation leading to icing.

The reagent is applied by spraying it with nozzles of the block of road heads located along the edge of the carriageway. Each block serves a road section 10-12 m long and 2-3 lanes wide. The reagent is applied evenly with a given distribution density to the entire serviced area of ​​the roadway. The stability of the heads is ensured by increasing the productivity of the pump and the inclusion of a pressure regulator in the hydraulic circuit, which eliminates pressure fluctuations in the process of sequential spraying of the reagent and allows maintaining the specified flow characteristics of the spraying heads. In addition, the CNS control equipment used makes it possible to generate a sequential packet of signals, including the head address, on-off commands and service bits, and, as a result, control the spray heads in any sequence, in particular, control arbitrary groups of heads, up to one specific head. , setting for them the interval of spraying and the amount of applied reagent, which in turn allows you to control and process a specific road section in a given place in real time.

1. A method for automatically treating a road surface with an anti-icing agent, in which the environmental parameters and/or the state of the road surface are measured on the controlled section of the road by means of meteorological sensors and/or road surface condition sensors installed along the road, the data is sent to the control terminal, processing and analysis of the obtained parameters with subsequent determination of the increase in the probability of ice formation in the controlled area and, in the event of an increase in such a probability, the specified distribution density of the reagent is calculated by sending an address signal through the control terminal to the actuators of the spray heads, ensuring their inclusion in any sequence for applying the anti-icing reagent with a given density.

2. A system for automatic treatment of the road surface with an anti-icing agent, including interconnected control terminals located along certain sections of the road of meteorological sensors and / or sensors of the state of the road surface and spray heads, while the spray heads are installed on hydraulic lines laid along the road, the said sensors are made with the possibility of measuring the environmental parameters and/or the state of the road surface on the controlled section of the road and transmitting the obtained data to the control terminal, which is configured to determine, based on the processing and analysis of the said data, the increase in the likelihood of an icy situation on the controlled section and, in the case of determining the increase in such a probability , calculation of the specified distribution density of the reagent and direction of the address signal to the actuators of the spray heads for applying the reagent with a given density, and the mentioned heads are made with the possibility of inclusion in any sequence.

Stroyproekt LLC performs design, equipment supply, construction and commissioning works Automatic Deicing Systems (APS).

Automatic deicing system (APS)

The anti-icing unit is designed to apply a liquid reagent to the roadway in order to prevent icing phenomena on it both according to the processed information from its own weather and road sensors (automatic mode) and by commands from the dispatcher terminal (semi-automatic mode).

The transfer of information between the unit and the dispatching terminal is carried out via the GSM network.

The main operating mode of the installation is automatic. In this mode, according to the indications of the automatic road meteorological station included in it, it is able to predict the onset of icing phenomena and independently treat the roadway with a liquid anti-icing agent. It is possible to operate the installation in a semi-automatic mode, in which the installation guides the roadbed according to the dispatcher's commands from a remote terminal.

System Specifications:

The composition of the APS:

• automatic road weather station (ADMS);
• pumping station (NS);
• road equipment.

Automatic road weather station (ADMS)

An automatic road weather station includes a mast and equipment placed on it. The ADMS mast is located on the roof of the National Assembly.

The ADMS equipment includes:

• air temperature sensor;
• pressure sensor;
• wind speed and direction sensor;
• type and amount of precipitation sensor;
• road sensor (non-contact, located above the roadway).

The pumping station is a container (dimensions 7.0 * 2.5 * 2.5 or 9.0 * 2.5 * 2.5 meters) with hydro and electrical equipment placed inside. Manufacture of the body of the pumping station, installation of equipment, its testing and testing are carried out in the factory. A ready-made and tested pumping station is supplied for installation on the road section.

The electrical equipment of the pumping station includes

• equipment of the power supply system, which ensures the reception of electricity from external source power supply, its accounting and wiring for internal consumers of APS;
• control system equipment (CS);
• equipment of the communication system with the dispatcher terminal.

Road section equipment:

The road section equipment includes road heads (DG) with a sprinkler device (RU), an electrovalve and a control and control device (KUM) placed inside, as well as main pipelines for supplying a liquid reagent from the NS to the DG and electrical cables for controlling the operation of the DG equipment.

Razumov Yu.V. Associate Professor of the Department of "Road Construction Machinery"

1. Distributors of anti-icing agents.

Anti-icing machines come with mechanical, physico-thermal and chemical methods of influencing ice. When maintaining road surfaces, mainly distributors of anti-icing materials with a chemical effect on ice are used, i.e. distributors on the surface of the coating of sand, chlorides, reagents, etc. The special equipment of these machines consists of a body for technological materials, a scraper conveyor, a switchgear, a drive and hydraulic systems. Distributors are often equipped with additional equipment: a brush device and a snow plow, the design of which is similar to that of sweepers.

The working equipment of the distributor is mounted on the base trucks(Fig.2.9.). A special bunker body is installed on the car welded construction volume 2.2÷3.0 m3. The side, front and sometimes rear walls of the body are angled to better move the sand down to the conveyor and on to the distributor. At the bottom of the body there is a scraper conveyor, the driven shaft and the tension mechanism of which are mounted in the front part of the body. The scraper conveyor is used to feed the material to the distribution device installed at the rear of the body. The rear wall of the machine has an opening for the exit of the scraper conveyor, from which the material enters the guide funnel. From the funnel, the de-icing material enters the distribution device, as a rule, of a disk type. The disc rotates at a frequency of 1.7÷8 rpm, and under the action of centrifugal forces, the material is fanned out over the coating. The width of the material distribution strip is 4÷8 m. The drive of the working equipment of the machine can be mechanical or hydraulic. In a mechanical drive, the torque is transmitted from the main automobile engine through the power take-off, cardan gears, chain and gear reducers to the drive shaft of the scraper conveyor, distribution disk and brush device.

In machines with a hydraulic drive, the torque from the car engine is transmitted to the hydraulic system, which drives the scraper conveyor and disc. The hydraulic drive provides the possibility of a smooth, stepless change in the speed of the scraper conveyor and the frequency of rotation of the distribution disk, which allows you to set the required density of distribution of materials (30÷500 g/m3) and the width of the coating without changing the speed of the vehicle. IN Lately liquid reagents are increasingly being used to combat ice. For the distribution of liquid anti-icing materials, watering and washing machines or special distributors can be used. The productivity of gritters is determined in the same way as self-propelled machines of continuous operation, taking into account losses for loading the body with anti-icing material, moving the machine in a loaded and unloaded state, and other auxiliary operations. The average productivity of machines for the distribution of anti-icing materials is 20÷90 thousand m/h. The use of gritters at airfields is highly undesirable. This is especially contraindicated at airfields where aircraft with turbojet engines are operated. The use of such machines at airports should be limited to access roads. To remove the ice film and snow-ice run-up formed on the surface of the coatings, heat engines are used. The principle of operation of heat engines is to influence the icy coating with the help of a high-temperature high-speed flow of combustion products of the air-fuel mixture coming from a turbojet engine mounted on a special vehicle frame. To increase the efficiency of the process of removing ice from the coating on a number of thermal machines, additional sources of infrared radiation are installed. Ice is transparent to infrared rays. Therefore, the infrared radiation generated by the emitter freely passes through the ice layer to the boundary surface of the coating, which, being opaque, absorbs the rays and heats up. The heat from the surface of the coating, in turn, is transferred to the boundary layer of ice, which leads to the melting of the latter and to the complete weakening of the forces that bind the ice to the coating. The gas-air jet, due to the aerodynamic pressure, breaks the melted ice and carries it out of the cover. The performance of thermal machines is calculated similarly to the performance of snowplows.

Guidelines for the use of environmentally friendly anti-icing materials and technologies in the maintenance of bridge structures

ODM 218.5.006-2008

Approved
by order of Rosavtodor
dated September 10, 2008 No. 383-r

Moscow 2009

In order to implement the main provisions in the road sector federal law December 27, 2002 No.184-FZ"On technical regulation" and providing road organizations with methodological recommendations on the possibility of using new environmentally friendly anti-icing materials and technologies to combat winter slipperiness on bridge structures:

1. Structural subdivisions of the central office of Rosavtodor, federal departments of highways, departments of highways and interregional directorates for road construction of federal highways should recommend for use from September 1, 2008 the attached ODM 218.5.006-2008 "Guidelines for the use of environmentally friendly anti-icing materials and technologies for the maintenance of bridge structures" (hereinafter - ODM 218.5.006-2008).

2. Recommend ODM 218.5.006-2008 to the territorial authorities of the road facilities of the constituent entities of the Russian Federation for use from September 1, 2008.

3. The Department of Affairs (Blinova S.M.) in the prescribed manner ensure the publication of ODM 218.5.006-2008 and send it to the units and organizations mentioned in paragraph 1 of this order.

4. To impose control over the execution of this order on the deputy head S.E. Poleshchuk.

Head O.V. Belozerov

Foreword

1. DESIGNED BY: Federal Government unitary enterprise"ROSDORNII". The methodological document was developed in accordance with paragraph 3 of Article 4 of the Federal Law of December 27, 2002 No. 184-FZ "On Technical Regulation" - and is an act of a recommendatory nature in the road sector.

2. INTRODUCED: by the Administration for the Operation and Preservation of Highways of the Federal Highway Agency.

3. PUBLISHED: On the basis of the order of the Federal Road Agency of September 10, 2008 No. 383-r.

Section 1. Scope

The sectoral road methodological document "Methodological recommendations for the use of environmentally friendly anti-icing materials and technologies in the maintenance of bridge structures" is an act of a recommendatory nature and was developed as an addition to the "Guidelines for combating winter slipperiness on roads" (ODM 218.3.023-2003).

The Guidelines contain a list of anti-icing materials that can be used to combat winter slipperiness on road bridges and other artificial structures, reveal the features of the operation of road bridges in winter conditions, the requirements for PGM and their distribution norms, as well as the necessary measures for corrosion protection of structural elements of bridges and ensuring the anti-icing condition of road surfaces on artificial structures.

The provisions set forth in the document are recommended for winter maintenance and repair of road bridges.

Section 2. Normative references

This guidance document uses references to the following documents:

At intensity >3000 vehicles/day - 4 hours,

With an intensity of 1000-3000 vehicles / day - 5 hours,

At intensity<1000 авт./сутки - 6 часов,

f) Loose (compacted) snow on sidewalks in populated areas after snow removal should not exceed 5 (3 cm). The term for cleaning sidewalks in settlements is no more than 1 day.

g) Sidewalks not strewn with friction material are not allowed in populated areas. Normative sprinkling time after the end of the snowfall in places with intensive pedestrian traffic:

St. 250 people / hour no more than 1 hour

100-250 people/hour no more than 2 hours

Up to 100 people/hour no more than 3 hours

h) The presence of anti-icing materials on fences and railings is not allowed.

i) It is not allowed to clog the trays of drainage pipes and windows in paving blocks.

j) Loose (melted) snow on the roadway is allowed with a thickness of not more than 1 (2) cm for A1, A2, A3, B; 2 (4) cm for roads B2.

The standard cleaning width is 100%.

k) The term for the elimination of winter slipperiness from the moment of formation (and snow removal from the moment the snowfall ends) to complete elimination, no more than 3 (4) hours for A1, A2, A3; 4 (5) hours for B; 8-12 hours for G1; 10 (16) hours for G2.

l) Snow rolling is not allowed on A1, A2, A3, B; and allowed up to 4 cm for V, G1; up to 6 cm for G2 with heavy traffic no more than 1500 cars / day.

m) The main requirements for the condition of the road surface on artificial structures in winter conditions are given in the Guidelines for assessing the level of road maintenance. M. 2003.

Section 7. Fight against winter slipperiness on bridge structures

a) Measures to prevent and eliminate winter slipperiness on bridge structures include:

Preventive treatment of coatings with chemical anti-icing materials;

Elimination of the formed ice or snow-ice layer with chemical anti-icing materials and / or special road equipment;

Increasing the roughness of the roadway by distributing friction materials (sand, screenings, crushed stone, slag);

The device of special coatings with anti-icing properties.

b) To improve the effectiveness of the fight against winter slipperiness, measures are taken to:

The device of automatic systems for the distribution of liquid PGM and anti-icing coatings on especially critical artificial structures.

Daily provision of meteorological data for the timely organization of the fight against winter slipperiness, especially during preventive treatment of coatings, on artificial structures by creating a system of road meteorological stations (posts).

c) In order to prevent the formation of snow and ice deposits, the distribution of PGM is carried out either preventively (based on weather forecasts) or immediately from the moment the snowfall begins (to prevent snow run-up).

d) The distribution of PGM during snowfalls allows you to keep the falling snow in a loose state.

After the snowfall stops, the snow mass formed on the road is removed from the carriageway by successive passes of plow-brush snowplows.

e) Chemical reagents, to combat winter slipperiness on bridge structures, use only environmentally friendly ones. PGMs produced on the basis of acetates, formates, carbamides and other chlorine-free reagents are environmentally safe.

f) After loosening the rolling (due to partial melting and the impact of the wheels of vehicles), usually within 2-3 hours, loose water-snow mass (sludge) is removed by successive passes of plow-brush snowplows.

g) If vitreous ice forms on the surface (the most dangerous type of winter slipperiness), work to eliminate it consists in the distribution of chemical PGM, the interval (hold) until the ice completely melts, cleaning and cleaning the roadway from the formed solution or sludge (if necessary).

h) In the frictional method of combating winter slipperiness on bridges, sand, stone screenings, crushed stone and slag are used in accordance with the requirements of ODN 218.2.028-2003.

i) Anti-icing materials are distributed evenly over the surface of the coatings in accordance with the necessary distribution norms indicated in Table 1.

Table 1. Approximate norms of chemical anti-icing materials on the carriageway of bridge structures (g / m 2).

Currently, the domestic industry produces anti-icing materials in liquid form on an acetate basis of the "Nordway" type (TU 2149-005-59586231-2006), on a formate basis - of the "FK" type (TU 2149-064-58856807-05); in solid form on nitrate-urea raw materials of the "NKMM" type (TU 2149-051-761643-98) and "ANS" (TU U-6-13441912.001-97). The complex group includes multicomponent PGMs consisting of several salts, the main representative of which is "Biodor" of the "Mosty" brand, manufactured according to TU 2149-001-93988694-06.

j) Friction materials distribution rates are assigned depending on traffic intensity:

- <100 авт./сут-100 г/м 2

500 cars/day-150 g/m2

750 cars/day-200 g/m 2

1000 cars/day-250 g/m 2

1500 cars/day-300 g/m 2

- >2000 avt./day-400 g/m 2

k) The distribution of liquid and solid PGM is carried out by road machines equipped with automatic special distributors and on-board computers, the characteristics of which are given in.

l) In order to increase the efficiency of the use of liquid anti-icing materials, stationary automatic distribution systems equipped with a weather station and a road sensor (SOPO type) are increasingly being used.

Automatic systems have undeniable technical advantages over traditional distributors in terms of the following characteristics:

Improving road safety in winter due to a sharp reduction in the time interval (from the moment of notification to the moment of distribution) for processing the PGM coating;

Automatic control over the condition of the road surface and the amount of PGM on the surface of the carriageway;

The absence of distribution and snow removal facilities on the roadway, which reduce the throughput and, as a result, reduce the amount of harmful emissions into the environment;

Reducing the amount of reagent used due to the use of preventive treatment of the coating, which prevents the formation of snow or ice;

Reducing the release of the reagent to the adjacent territories due to the optimal dosed distribution rate in automatic mode.

Section 8. Requirements for anti-icing materials used on bridge structures

a) Anti-icing materials designed to combat winter slipperiness must meet these requirements and correspond to the conditions of their use (air temperature, precipitation, pavement condition, etc.).

b) On bridge structures, preference is given to PGMs based on acetates (acetic acid salts), formates (formic acid salts) and nitrates (nitric acid salts). At present, the domestic chemical industry has begun the production of complex PGMs for bridge structures. When using other PGMs, structural elements of bridges must be protected with anti-corrosion coatings. The classification of PGMs used to combat winter slipperiness on bridge structures is shown in Figure 1.

Rice. 1 Classification of anti-icing materials for combating winter slipperiness on artificial structures

c) Chemical PGMs used to combat winter slipperiness must perform the following functions:

Lower the freezing point of water;

Accelerate the melting of snow and ice deposits on road surfaces;

Penetrate through layers of snow and ice, destroying intercrystalline bonds, and reduce the forces of freezing with the road surface;

Do not increase the slipperiness of the road surface, especially when using PGM in the form of solutions;

Be technologically advanced during storage, transportation and use;

Do not increase the environmental load on the environment and do not have a toxic effect on humans and animals;

Do not cause an increase in the aggressive effect on metal, concrete, leather and rubber;

d) The properties of chemical PGMs are evaluated according to a number of indicators combined into four groups: organoleptic, physico-chemical, technological and environmental, the main requirements of which are given in table 2.

Table 2. Requirements for chemical anti-icing materials used to combat winter slipperiness on bridge structures.

e) Frictional PGMs must:

To increase the roughness of snow and ice deposits on pavements to ensure traffic safety;

Have high physical and mechanical properties that prevent destruction, wear, crushing and grinding of PGM;

Possess properties that prevent an increase in air dustiness and pollution.

f) The properties of frictional PGMs are evaluated according to the following indicators: type, appearance, color, grain composition, amount of silt and clay particles, density. Requirements for friction materials are given in Table 3.

Table 3. Requirements for friction anti-icing materials used to combat winter slipperiness on bridge structures.

g) The main difference between chemical anti-icing materials used on artificial structures is the absence of their aggressive effect on metal and concrete structural elements. In this regard, during incoming inspection and certification tests, as well as at the request of the customer, the supplied PGMs are evaluated, including corrosion activity on metal and concrete according to the methods given in.

Section 9. Special coatings with anti-icing properties

On special coatings with anti-icing properties, the adhesion of snow and ice deposits to coatings is reduced, thin layers of ice are melted, the amount of PGM is reduced, the time of ice hazard in the transitional autumn-winter period is reduced, and the corrosive effect on vehicles and negative environmental impact are reduced.

a) Special coatings with anti-icing properties are arranged by introducing anti-icing additives in an amount of 0.5-2% in two ways:

Introduction to the mixture with mixing at asphalt plants;

The introduction of additives in the process of laying asphalt concrete under the paver during mixing with an auger.

b) A coating with anti-icing properties can be arranged with the addition of crumb rubber with a size of 2-3 mm in an amount of 3-4% of the mineral part of the mixture.

c) On bridges, it is possible to install an asphalt concrete pavement with improved thermal properties due to the use of aggregates with a higher heat capacity (slag, perlite, etc.), which reduce the time of ice hazard, especially during the transition period.

d) Calcium chloride (not more than 0.5%), calcium or magnesium nitrate (up to 2%), calcium, magnesium and potassium acetates can be used as anti-icing additives.

Ammonium and sodium fluorides are recommended as anti-deformation additives. The best is a two-component composition: reagents + fluoride in a ratio of 4:1. The components are introduced into the mixer before the introduction of bitumen, i. when mixing mineral materials.

e) Additives can be introduced in pure form, as an additive to mineral powder or by impregnation of asphalt concrete aggregates with anti-icing agents.

f) The presence of PGM in asphalt concrete contributes to the appearance of an anti-icing non-freezing solution on the pavement, which reduces the adhesion of snow and ice formations to the pavement and prevents icing of the pavement. The solution film is formed due to the release of PGM from asphalt concrete, due to its capillary-porous structure (air gap).

The action of this method is effective from 0°С to minus 5°С.

Section 10. Protection of the natural environment

a) The main task of environmental protection during the winter maintenance of bridge structures is the maximum possible reduction of damage to the natural environment through the use of environmentally friendly materials and technologies, as well as the implementation of a system of environmental protection measures.

b) During the winter maintenance of bridge structures, it is necessary:

Ensure the conservation of flora and fauna;

To carry out protection of surface waters from pollution by harmful PGMs.

c) All activities related to water resources (rivers, lakes, etc.) are carried out in compliance with the "Water Code of the Russian Federation", "Regulations on the Protection of Fish Stocks and Regulation of Fishing in the Reservoirs of the Russian Federation", "Rules for the Protection of Surface Waters from Pollution".

d) In the fight against winter slipperiness on bridges, preference should be given to the preventive method.

e) Environmental safety is achieved through the correct choice of certified PGMs, the implementation of technological regulations, compliance with production discipline, organizational measures and technical solutions.

Section 11. Protection of road bridges

On road bridges, the elements that are in close proximity to the surface of the carriageway, which are exposed to chemical anti-icing materials in winter (expansion joints, sidewalk blocks, drainage devices, railings, fences, etc.) are most susceptible to corrosion.

a) Sources of corrosion during the operation of bridges in winter are:

Periodic moistening of all metal structures with atmospheric precipitation - rain, snow, fog, dew;

Application of anti-icing materials containing aggressive compounds;

The use of sand and other friction materials that cause an abrasive effect on the structural elements of bridge structures.

b) Protection of metal structures of bridges should be carried out:

Lacquer coatings;

Combined metallization and paint coatings.

c) Anti-corrosion protective coatings must meet the following basic requirements:

Reliably protect surfaces from corrosion in the operating temperature range from +70°С to minus 60°С under the influence of atmospheric and climatic factors and aggressive environment;

Possess high physical and mechanical properties: adhesion, hardness, film impact strength and bending elasticity, abrasion resistance, especially at low temperatures. Coatings should not crack or flake off;

Differ in chemical resistance to aggressive environments, the action of chlorides, acids, sulfurous gases, etc.;

Coatings must have high moisture resistance.

d) To improve the durability of anti-corrosion coatings, the following measures are necessary:

Timely partial repair painting of surfaces in areas with damaged coating;

Replacing the paintwork.

e) The technological process of painting includes:

surface preparation;

Sealing cracks and sealing leaks (if necessary);

Priming of the metal surface;

Painting with coating materials in accordance with accepted coating systems;

Drying of each coating layer;

Quality control at each stage of the production of works, as well as the entire coating as a whole.

f) The preparation of working compositions of paints and varnishes consists in performing the following operations:

Mixing of paints and varnishes to a homogeneous consistency;

Adding a hardener (for two-component materials);

The introduction of a solvent (diluent), taking into account the chosen method of application;

Filtration of paints and varnishes (if necessary).

g) All operations for the implementation of technological painting should be carried out at an air temperature of 5 to 30 ° C, relative humidity of air not more than 80%, in the absence of precipitation, fog, dew and exposure to aggressive agents.

h) The application of paints and varnishes, as a rule, must be done by spraying.

i) When protecting metal structures using metallization, the coating is applied immediately after surface preparation at an air humidity of not more than 85%.

j) For coating, gas-flame and electric arc installations, as well as electric metallizers, can be used.

k) Painting of the metallization layer with paintwork material is carried out immediately after metallization directly over the metallization layer without any surface preparation.

l) Control over the quality of work on corrosion protection of metal structures of the bridge is carried out at all stages of the technological process.

m) Detailed technologies and characteristics of paint and varnish materials are given in the Guidelines for the protection of metal structures from corrosion and the repair of paint and varnish coatings of metal superstructures of operated road bridges. M. 2003.

o) Reinforced concrete road bridges are protected in two ways:

Hydrophobization of the concrete surface;

Applying paintwork.

n) Hydrophobization is carried out with organosilicon liquids.

p) Acrylic and perchlorovinyl paints and enamels are used for coatings.

Annex A
Technical characteristics of anti-icing materials distributors

Annex B
Test methods for anti-icing
materials FOR CEMENT CONCRETE AND METAL

B.1. Method for determining the aggressive effect of anti-icing materials on cement concrete

Method Essence

The method involves testing concrete for corrosion resistance against the combined action of anti-icing materials and frost at low air temperatures. The acceleration of the process is achieved by lowering the freezing temperature to minus 50 ± 5 ° C in accordance with GOST 10060.2-95.

As a measure of the aggressive effect of PGM on cement concrete, the ability of the samples to maintain the state (no cracks, chips, surface peeling, etc.) and mass during repeated variable freezing-thawing in the PGM solution was taken. For the criterion of corrosion resistance take the value of the allowable weight loss of the tested samples, reduced to its volume, in the amount of 0.07 g/cm 3 (Δm d oud ).

Equipment

- Laboratory scales for hydrostatic weighing with an accuracy of 0.02 g;

- Equipment for the manufacture and storage of concrete samples must comply with the requirements of GOST 22685 and GOST 10180;

- Freezer, providing achievement and maintenance of temperature up to minus 50±5 °С;

- Vessels for saturation and testing of samples in PGM solution made of corrosion-resistant materials;

- Bath for thawing samples, equipped with a device for maintaining the temperature of the PGM solution within 20 ± 2°C.

- Vacuum cabinet.

Preparing for the test

Concrete samples (made of concrete B30 (M400) or taken in the form of samples (cores) from bridge structures) should not have external defects. The number of samples for one test series must be at least 6 pcs. Before testing, the samples are dried to constant weight in an oven at a temperature of 100 ± 5°C. Samples are marked, geometric dimensions are measured, external condition is assessed and weighed.

PGM solutions of 10% concentration are prepared for testing.

The samples are saturated in the PGM solution in a vacuum cabinet for 1 hour, kept at room temperature for 1 hour and weighed in air and in water. The volume of concrete samples after water saturation is determined by hydrostatic weighing according to GOST 12730.1. Weighing accuracy up to 0.02 g.

Conducting a test

Concrete samples after saturation are subjected to freeze-thaw tests.

To do this, saturated samples are placed in a container filled with the same solution on two wooden spacers: in this case, the distance between the samples and the walls of the container should be 10 ± 2 mm, the liquid layer above the surface of the samples should be at least 20 ± 2 mm.

The samples are placed in a freezer at an air temperature not higher than minus 10°C in containers closed at the top so that the distance between the walls of the containers and the chamber is at least 50 mm.

After establishing a temperature of minus 10 ° C in a closed chamber, it is lowered within 1 (± 0.25) hours to minus 50 ± 5 ° C and exposure is made at this temperature for 1 (± 0.25) hours.

Next, the temperature in the chamber is increased within 1 ± 0.5 hours to minus 10°C, and at this temperature, containers with samples are unloaded from it. The samples are thawed for 1 ± 0.25 hours in a bath with a PGM solution at a temperature of 20 ± 2°C. In this case, the containers with samples are immersed in the bath in such a way that each of them is surrounded by a liquid layer of at least 50 mm.

The total number of test cycles depends on the state of the samples and the aggressiveness of the PGM. The number of sample test cycles per day must be at least one. In the event of a forced break in the test, the samples are stored in the PGM solution for no more than five days. If the test is interrupted for more than five days, they are resumed on new series of samples. After every five cycles of testing, the state of the samples (the appearance of cracks, chips, surface peeling) and the mass are monitored by weighing. Before weighing, the samples are washed with clean water, the surface is dried with a damp cloth.

After every five cycles of alternate freezing-thawing, 10% PGM solutions in the containers and the thawing bath should be changed to newly prepared ones.

Results processing

After the test, the state of the samples is visually assessed: the presence of cracks, chips, peeling and other defects. The aggressiveness of PGM in relation to cement concrete is evaluated by reducing the mass of samples reduced to their volume.

The assessment of the degree of aggressiveness of the tested reagent is carried out in the following sequence:

- Determine the volume ( V) samples according to the results of weighing in air and in water (hydrostatic weighing):

where

m 0 is the mass of the sample saturated in a 10% PGM solution in a vacuum cabinet, determined by weighing in air, g;

m in is the mass of the sample saturated in a 10% PGM solution in a vacuum cabinet, determined by weighing in water, g;

ρ in - the density of water, taken equal to 1 g/cm 3 .

- Determine the mass loss of the sample Δm n after 5, 10, 15, 20 accelerated test cycles (according to GOST 10060.0-95 Table 3):

G,

where

m n - mass of the sample, determined by weighing in air, after " n"freeze-thaw cycles;

- Determine the specific change in mass of the sample Δm oud , related to its volume:

.

Build a graph of the dependence of the specific mass change of the sample on the number of test cycles.

The limiting value of the specific mass change of the samples is Δm oud \u003d 0.07 g / cm 3. Concrete samples with values ​​above this indicator are considered to have failed the test.

B.2. Method for determining corrosivity
anti-icing materials for metal

Method Essence

The rate of weight loss per unit area of ​​the sample for a certain period of time GOST 9.905-82 was taken as a measure of the aggressive effect of the anti-icing material on the metal.

Acceleration of the corrosion process is achieved by immersing a metal sample in a solution of an anti-icing material of a certain concentration, followed by drying it in air and in an oven and keeping 100% humidity in a steam-air environment.

Equipment and reagents

- Analytical balance with an error of 0.0002 g according to GOST 24104-88;

- Drying cabinet, TU 16-681.032.84;

- Desiccators according to GOST 25336-82;

- Glass glasses with a volume of 200-500 ml in accordance with GOST 23932-90;

- Flat metal plates of rectangular or square shape made of steel (grade St.-3) with a size of 50 × 50 × 0.5 mm or 100 × 100 × 1.5 mm. Permissible error in the manufacture of plates ± 1 mm for the width and length of the plate and ± 1 mm for the thickness.

- Reagents: etched hydrochloric acid according to GOST 3118-77 with urotropin inhibitor, sodium bicarbonate (soda) according to GOST 2156-76; acetone according to GOST 2768-84.

Preparing for the test

The plates are marked by branding or holes are drilled at the corners of the plates, into which tags are then attached, while the edges of the samples and the edges of the holes should not have a burr. Preparation of samples for testing is carried out in accordance with GOST 9.909-86.

Metal plates are degreased with alcohol or acetone. In this case, it is allowed to use light brushes, brushes, cotton wool, cellulose. After degreasing, the plates are taken only by the ends with hands in cotton gloves or with tweezers. Before testing, the geometric dimensions of the plates are measured, their area is calculated (6 surfaces) and weighed on an analytical balance with an error of 0.0002 g.

Testing of metal plates is carried out in PGM solutions of 5% and 20% concentration. The amount of solution in the test container must be at least 50 cm 3 per 1 cm 2 of the surface of the plate, taking into account their complete immersion in the solution. The distance between the plates and to the walls of the container must be at least 10 mm.

Testing

The metal plates are immersed in a corrosive environment (PGM solution) for 1 hour. The plates are removed from the solution and kept in air for 1 hour. Then they are dried in an oven at a temperature of 60 ± 2°C for 1 hour. = 100%) and kept with the lid closed for 2 days. Upon completion of the tests, the plates are washed with a stream of distilled water (GOST 6709-72). Dry with filter paper and a soft cloth. Solid corrosion products are removed from the surface of the plates by a chemical method, in accordance with GOST 9.907-83. The essence of the chemical method is the dissolution of corrosion products in a solution of a certain composition. The plates are treated with hydrochloric acid with the addition of an urotropine inhibitor or etched with zinc until the corrosion is completely removed. Then washed with running water, neutralized in a solution of bicarbonate of soda 5% concentration and degreased with acetone. After processing, the plates are washed with distilled water, dried with filter paper (soft rags) and placed in an oven at a temperature of 60 ° C for 0.5-1 h. Before weighing, the plates are kept in a desiccator with a drying agent (CaCl 2 ) 24 hours. Weighing is carried out on an analytical balance.

Results processing

The rate of mass loss per unit area of ​​the sample is taken as the main quantitative indicator of corrosion.

Corrosion rate ( TO) is calculated by the formula:

mg / cm 2,

where

Δ m - weight loss of the sample, mg;

S - sample surface area, cm 2 ;

t - test duration, 1 day.

Keywords: anti-icing on bridges, winter slipperiness, anti-icing materials, acetates, nitrates, formates.