EP1229168B1 - Strassendecke und Verfahren zu ihrer Herstellung - Google Patents

Strassendecke und Verfahren zu ihrer Herstellung Download PDF

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Publication number
EP1229168B1
EP1229168B1 EP01102333A EP01102333A EP1229168B1 EP 1229168 B1 EP1229168 B1 EP 1229168B1 EP 01102333 A EP01102333 A EP 01102333A EP 01102333 A EP01102333 A EP 01102333A EP 1229168 B1 EP1229168 B1 EP 1229168B1
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EP
European Patent Office
Prior art keywords
sand
sand bed
paving stones
road surface
grains
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP01102333A
Other languages
English (en)
French (fr)
Other versions
EP1229168A1 (de
Inventor
Vittorio Ghia
Albrecht Dipl.-Kfm. Albrecht Braun GmbH Braun
Lars H. Persson
Karl Mag. Weissenböck
Eric E. Voldby
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Weissenbock Baustoffwerk GmbH
Albrecht Braun GmbH
Spedalso Betonvarefabrik AS
Maer SpA
Starka Betongindustrier
Original Assignee
Weissenbock Baustoffwerk GmbH
Albrecht Braun GmbH
Spedalso Betonvarefabrik AS
Maer SpA
Starka Betongindustrier
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Weissenbock Baustoffwerk GmbH, Albrecht Braun GmbH, Spedalso Betonvarefabrik AS, Maer SpA, Starka Betongindustrier filed Critical Weissenbock Baustoffwerk GmbH
Priority to DE60128057T priority Critical patent/DE60128057T2/de
Priority to AT01102333T priority patent/ATE360725T1/de
Priority to DK01102333T priority patent/DK1229168T3/da
Priority to EP01102333A priority patent/EP1229168B1/de
Publication of EP1229168A1 publication Critical patent/EP1229168A1/de
Application granted granted Critical
Publication of EP1229168B1 publication Critical patent/EP1229168B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • E01C5/00—Pavings made of prefabricated single units
    • E01C5/003—Pavings made of prefabricated single units characterised by material or composition used for beds or joints; characterised by the way of laying

Definitions

  • the invention relates to a surface for roads used by vehicular traffic, comprising a road pavement which is supported by a roadbed and comprises prefabricated paving stones made of natural or artificial materials, in particular concrete paving stones, that are laid on a bituminous sand bed, as well as a method for the construction of such a road surface.
  • the advantage is that when individual stones become damaged, the roadway can be fully repaired merely by replacing these particular stones. Furthermore, when work on the roadbed is to be carried out it can be accessed without problem and, when the work is completed, the road surface can be restored to its original state.
  • the object of the present invention is to provide a construction that is substantially watertight, but nevertheless preserves the advantages of stone paving as cited above.
  • a sand bed with a bitumen component amounting to between 1.5% and 2.5% by weight behaves similarly to a conventional sand bed containing no binding agents at all; that is, even after the bed has been laid and the paving stones vibrated into place, with a corresponding compaction of the sand bed, the latter retains its free-flowing property and does not form solid clumps.
  • the bituminous sand bed provides a layer that is nearly impermeable to water. It should be kept in mind here that the water permeability of a conventional asphalt surface is about 20 to 25%. In contrast, the sand bed in accordance with the invention has a water permeability of maximally 6 to 7%.
  • the road surface with a sand bed in accordance with the invention is practically impermeable to water. If the bitumen component amounts to less than 1.5% by weight, the water permeability increases appreciably. On the other hand, with a bitumen component of more than 2.5% by weight there is a risk that the individual sand grains will stick together, in particular after they have been warmed by prolonged insolation. Furthermore, while the sun is shining on the surface a sand bed with a relatively high proportion of bitumen is in danger of "softening", with the consequence that when it is exposed to fairly large forces, in particular a stream of traffic, it will become deformed and make the road surface uneven. This danger exists especially when some of the traffic passing over the road surface consists of heavy goods vehicles.
  • EP 0 456 035 A2 proposes that clay minerals should be added to the sand in the roadbed, for example montmorillonite and mineral aggregates, in a proportion of up to about 30%.
  • the aim is to produce a sand bed that is relatively watertight.
  • the proportion of clay minerals and mineral aggregates must be relatively high, with the consequence that the sand-bed mixture is correspondingly expensive.
  • experiments have shown that the water-impermeability of such a sand bed corresponds at most to that of a conventional asphalt road surface.
  • DE-AS 1 093 396 describes a method of laying down pavement with bituminously bound sand that is characterized by the use of a known binding agent with at least two components, one of which is a powdery, bituminous material and the other an oily, high-boiling-point liquid capable of dissolving the bituminous material.
  • This method is likewise distinguished by the relatively large effort and expense required to construct the sand bed, and the method is designed not to produce a sand bed that is substantially watertight but rather to allow the paving stones to be more firmly embedded in the sand bed, so that it is no longer necessary to fill the gaps between adjacent paving stones.
  • the mixture described above is preferably supplemented with adhesive agents such as hydrated lime powder. This adhesive agent is intended to promote fixation of the pavement in the sand bed.
  • the oily additive serves to preserve the mobility or fluidity of the sand components.
  • the object of the method proposed in DE-AS 1 093 396 thus has nothing to do with the construction of a largely watertight sand bed and correspondingly watertight road surface.
  • the method in accordance with the invention is distinguished by the fact that on top of a roadbed, which can even be made of demolition products, a sand bed is constructed that in addition to raw sand contains bitumen in a proportion of between 1.5 and 2.5% by weight. Subsequently paving stones are laid down on this sand bed, in such a way that there are gaps between adjacent stones. Prior to the laying of the paving stones the sand bed has not yet been compacted. After laying, the paving stones are vibrated or hammered into the sand bed described here in such a way that bituminous sand rises into the gaps between adjacent stones. At the end of this process the sand bed has become sufficiently compacted, by about 10 to 20%. Because of this compaction, and owing to the bitumen component, the sand bed becomes largely watertight while retaining a flexibility similar to that of a conventional sand bed.
  • the gaps between them can be filled with conventional jointing sand, which where necessary can also be bituminized.
  • the sand bed is spread out with a thickness of about 3.0 to 5.0 cm. In the region of the paving stones the sand bed becomes compacted by about 0.5 to 1.0 cm.
  • the concrete paving stones are laid in such a way that between adjacent stones there are gaps 4 with a width of 0.2 to 0.5 cm. In the illustrated embodiment the gaps 4 have been filled from above with jointing sand 5.
  • the paving stones 3 are vibrated or hammered into the sand bed 2 by means of a surface vibrator 6.
  • the action of the vibrator 6 causes the sand bed in the region of the paving stones 3 to become condensed by at least about 10 to 20%, in particular about 15%. That is, a sand bed with an initial thickness or height of about 3 to 5 cm is compacted in the region of the paving stones so that its thickness or height becomes about 0.5 to 1.0 cm smaller than the initial thickness or height. During this compaction process displaced sand flows from below into the gaps 4 between adjacent paving stones 3 and ascends within these gaps, by about 0.5 cm when the gap width is 0.2 to 0.5 cm.
  • the gaps 4 between adjacent paving stones 3 can additionally be filled from above with jointing sand, in particular bituminous jointing sand.
  • the weight of the bitumen component of the sand bed 2 is especially advantageous for the weight of the bitumen component of the sand bed 2 to amount to between about 1.8 and 2.2% of the total weight of the sand bed.
  • the distribution of coarse and fine grains in the sand bed 2 is chosen to be such that the action of a surface vibrator 6 on paving stones 3 laid on the originally uncompacted sand bed causes the sand to become compacted by about 10 to 20%, in particular about 15%.
  • the grain-size distribution of the sand bed 2 for a maximal grain size of 2.0 to 4.0 mm, in particular about 3.0 mm, and for a minimal grain size of about 0.05 to 0.1 mm, in particular about 0.07 to 0.1 mm, is as follows:
  • the grain-size distribution chosen for the sand bed 2 is such that the grain size increases approximately as follows:
  • the gaps 4 between adjacent paving stones can be filled from above with jointing sand 5, in which the proportion of finest grains (grain size ⁇ 0.10 mm) is about twice as large as that in the sand bed 2.
  • the grain size of the jointing sand preferably increases slightly progressively throughout.
  • bitumen for the sand bed 2 Another factor of significance for the low water permeability of the road surface from 0.01 to 6.0% and in particular from 0.10 to 3.50%, is the quality of the bitumen for the sand bed 2.
  • Bitumen of this quality permanently encloses the sand grains in such a way that they cannot adhere to one another and form clumps. Sand to which such bitumen has been added remains substantially as free-flowing as raw sand, even after it has been compacted as described above by vibration of the paving stones.
  • a crushed sand is used, with a grain-size distribution such that the empty-space content of a dry-compacted sample is maximally about 37.0 to 39.0, in particular about 38.5% by volume.
  • the road surface described here offers the great advantage over concrete, as well as over an asphalt or tar surface, that an opening made in the surface can be closed again with no difficulty, so that the original quality of the road surface is preserved.
  • the flexibility of the bituminated sand corresponds closely to that of dry raw sand, even when the road surface described here has been in use for a long time and/or is continuously in use.

Claims (13)

  1. Straßenbelag für Bereiche, die von Kraftfahrzeugverkehr genutzt werden, eine Pflasterung umfassend, die von einer Bettung (1) getragen ist, und die vorgefertigte Pflastersteine (3) aus natürlichem oder künstlichem Material, insbesondere Betonpflastersteine umfasst, die auf einem Bitumen-Sandbett (2) verlegt sind,
    wobei der Asphaltbestandteil des Sandbetts (2) im Hinblick auf das Gesamtgewicht des Letztgenannten zwischen ca. 1,5 bis 2,5 Gew.-%, insbesondere ca. 1,8 bis 2,2 Gew.-% beträgt,
    dadurch gekennzeichnet, dass:
    die Verteilung grober und feiner Körner im Sandbett (2) dergestalt ist, dass unter der Einwirkung eines Rüttlers auf die Pflastersteine (3), die auf dem ursprünglich unverdichteten Sandbett verlegt wurden, der Sand um ca. 10 bis 20%, insbesondere um ca. 15% verdichtet wird.
  2. Straßenbelag nach Anspruch 1, dadurch gekennzeichnet, dass die Korngrößenverteilung des Sandbetts (2) für eine größte Korngröße von 2,0 bis 4,0 mm, insbesondere von ca. 3,0 mm, und für eine kleinste Korngröße von ca. 0,05 bis 0,10 mm, insbesondere von ca. 0,07 bis 0,01 mm wie folgt ist:
    ca. 0 bis 5% der Körner sind kleiner als 0,10 mm
    ca. 0 bis 15% der Körner sind kleiner als 0,15 mm
    ca. 5 bis 30% der Körner sind kleiner als 0,30 mm
    ca. 30 bis 55% der Körner sind kleiner als 0,50 mm
    ca. 55 bis 80% der Körner sind kleiner als 1,00 mm
    ca. 80 bis 95% der Körner sind kleiner als 2,00 mm
    ca. 95 bis 100% der Körner sind kleiner als 3,00 mm
    ca. 100% der Körner sind kleiner als 4,00 mm.
  3. Straßenbelag nach einem der Ansprüche 1 oder 2, dadurch gekennzeichnet, dass die Pflastersteine (3) so auf dem Sandbett (2) verlegt sind, dass sie durch Spalten (4) getrennt sind und durch Sand voneinander beabstandet gehalten werden, der von unten in die Spalten (4) aufsteigt.
  4. Straßenbelag nach Anspruch 3, dadurch gekennzeichnet, dass die Spalten (4) zwischen angrenzenden Pflastersteinen (3) von oben mit Fugensand (5) verfüllt werden, bei dem der Anteil der feinsten Körner mit einer Korngröße von ≤ 0,10 mm ca. zweimal so groß ist wie derjenige des Sandbetts (2).
  5. Straßenbelag nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass die Korngröße ungefähr wie folgt zunimmt:
    Sandbett:
    im Feinkornbereich: linear bis progressiv, im Zwischenbereich: ungefähr linear, im Grobkornbereich: regressiv
    Fugensand:
    über den ganzen Bereich progressiv zunehmend.
  6. Straßenbelag nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass er eine Wasserdurchlässigkeit von höchstens 0,01 bis 6,00%, insbesondere von 0,10 bis 3,50% hat.
  7. Straßenbelag nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, dass der Asphalt für das Sandbett (2) eine Dichte von ca. 1,0 bis 1,06 g/cm3 bei 25°C, einen Paraffinbestandteil von ca. 2,0 bis 2,5 Gew.-%, eine Nadelstichtiefe bei 25°C von ca. 60 bis 200 dmm, eine Duktilität bei 25°C von ca. 90 bis 100 cm und eine Viskosität bei 135°C von ca. 200 bis 250 mm2/s hat.
  8. Straßenbelag nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, dass für das Sandbett (2) Kiesbrechsand mit einer derartigen Korngrößenverteilung verwendet wird, dass der Leerraumanteil in einer trockenverdichteten Probe höchstens ca. 37,0 bis 39,0, insbesondere 38,5 Vol.-% beträgt.
  9. Straßenbelag nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, dass die Bettung (1) unter dem Sandbett (2) aus Abbruchprodukten besteht.
  10. Verfahren zum Bau eines Straßenbelags mit Pflastersteinen (3), die auf einen Sandbett (2) verlegt werden, insbesondere eines Straßenbelags nach einem der Ansprüche 1 bis 9, durch die folgenden Schritte gekennzeichnet:
    a. Aufbau eines über einer Bettung (1) liegenden Sandbetts (2), das Asphalt in einem Anteil von 1,8 bis 2,2 Gew.-% enthält;
    b. Verlegen von Pflastersteinen auf dem noch unverdichteten Sandbett, und zwar so, dass Spalten zwischen angrenzenden Pflastersteinen verbleiben;
    c. Einrütteln oder Einklopfen der Pflastersteine in das Sandbett, und zwar so, dass der mit Asphalt versetzte Sand in die Spalten zwischen angrenzenden Pflastersteinen hochsteigt, wobei die Verteilung grober und feiner Körner im Sandbett dergestalt ist, dass während des Einrüttelns oder Einklopfens das Sandbett um ca. 10 bis 20%, insbesondere um ca. 15% verdichtet wird.
  11. Verfahren nach Anspruch 10, dadurch gekennzeichnet, dass, wenn die Pflastersteine in das Sandbett eingerüttelt oder eingeklopft werden, mit Asphalt versetzter Sand in die Spalten zwischen angrenzenden Pflastersteinen bei einer Spaltbreite von ca. 0,2 bis 0,5 cm ca. 0,3 bis 0,6 cm weit hochsteigt.
  12. Verfahren nach einem der Ansprüche 10 - 11, dadurch gekennzeichnet, dass das Sandbett in einer Dicke von ca. 3,0 bis 5,0 cm verteilt wird.
  13. Verfahren nach einem der Ansprüche 10 - 12, dadurch gekennzeichnet, dass, nachdem die Pflastersteine im Sandbett fixiert worden sind, die Spalten zwischen angrenzenden Pflastersteinen mit Fugensand, insbesondere mit Asphalt versetztem Fugensand verfüllt werden.
EP01102333A 2001-02-01 2001-02-01 Strassendecke und Verfahren zu ihrer Herstellung Expired - Lifetime EP1229168B1 (de)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DE60128057T DE60128057T2 (de) 2001-02-01 2001-02-01 Strassendecke und Verfahren zu ihrer Herstellung
AT01102333T ATE360725T1 (de) 2001-02-01 2001-02-01 Strassendecke und verfahren zu ihrer herstellung
DK01102333T DK1229168T3 (da) 2001-02-01 2001-02-01 Vejflade og fremgangsmåde til dens konstruktion
EP01102333A EP1229168B1 (de) 2001-02-01 2001-02-01 Strassendecke und Verfahren zu ihrer Herstellung

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP01102333A EP1229168B1 (de) 2001-02-01 2001-02-01 Strassendecke und Verfahren zu ihrer Herstellung

Publications (2)

Publication Number Publication Date
EP1229168A1 EP1229168A1 (de) 2002-08-07
EP1229168B1 true EP1229168B1 (de) 2007-04-25

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EP01102333A Expired - Lifetime EP1229168B1 (de) 2001-02-01 2001-02-01 Strassendecke und Verfahren zu ihrer Herstellung

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EP (1) EP1229168B1 (de)
AT (1) ATE360725T1 (de)
DE (1) DE60128057T2 (de)
DK (1) DK1229168T3 (de)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010011114A1 (de) * 2010-03-11 2011-09-15 Sf-Kooperation Gmbh Beton-Konzepte Erdreichabdeckung und Verfahren zur Herstellung derselben
CN106868970A (zh) * 2017-02-15 2017-06-20 江苏卓典钻掘科技有限公司 一种水泥路面加铺层施工方法
CN111426621A (zh) * 2020-05-07 2020-07-17 江苏华淼电子科技有限公司 一种沥青路面渗水性能测量装置

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB395288A (en) * 1932-12-02 1933-07-13 Komnick G M B H Maschf Improvements in road paving
DE1093396B (de) 1957-05-10 1960-11-24 Paul Lechler Fa Verfahren zur Verlegung von Pflaster mit bituminoes gebundenem Sand
DE4014858A1 (de) 1990-05-09 1991-11-14 Dyckerhoff & Widmann Ag Fahrbahndecke fuer verkehrsflaechen

Also Published As

Publication number Publication date
DE60128057T2 (de) 2008-01-10
DE60128057D1 (de) 2007-06-06
DK1229168T3 (da) 2007-09-03
ATE360725T1 (de) 2007-05-15
EP1229168A1 (de) 2002-08-07

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