EP2300665A1 - Revêtement de chaussée - Google Patents

Revêtement de chaussée

Info

Publication number
EP2300665A1
EP2300665A1 EP09734874A EP09734874A EP2300665A1 EP 2300665 A1 EP2300665 A1 EP 2300665A1 EP 09734874 A EP09734874 A EP 09734874A EP 09734874 A EP09734874 A EP 09734874A EP 2300665 A1 EP2300665 A1 EP 2300665A1
Authority
EP
European Patent Office
Prior art keywords
road surface
grooves
ribs
adjacent
parallelogram
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.)
Granted
Application number
EP09734874A
Other languages
German (de)
English (en)
Other versions
EP2300665B1 (fr
Inventor
Thomas Beckenbauer
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.)
Mueller Bbm GmbH
Finnveden Svante
Kropp Wolfgang
Original Assignee
Mueller Bbm GmbH
Finnveden Svante
Kropp Wolfgang
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 Mueller Bbm GmbH, Finnveden Svante, Kropp Wolfgang filed Critical Mueller Bbm GmbH
Publication of EP2300665A1 publication Critical patent/EP2300665A1/fr
Application granted granted Critical
Publication of EP2300665B1 publication Critical patent/EP2300665B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • E01C11/00—Details of pavings
    • E01C11/24—Methods or arrangements for preventing slipperiness or protecting against influences of the weather

Definitions

  • the present invention relates to roadway pavements for roads, hereinafter referred to as “pavement pavements”, and to methods of manufacturing the same, and more particularly, the present invention is concerned with the geometrical shape of pavement surfaces, hereinafter referred to as "texture”.
  • the uppermost layer of a road superstructure is referred to as the "Fanrbahn top layer” or "road surface layer".
  • Conventional road surfaces generally consist of a graded mineral mixture, a binder, fillers and stabilizing additives such as polymers or rubber.
  • a mineral mixture contains rock grains of different sizes, wherein the different grain fractions are contained by fixing a grading curve with different frequency and thus with different proportions by weight in the mineral mixture.
  • the largest grains which typically occur in the mix have diameters of, for example, 8, 11, 16 or 22 mm.
  • Bituminous asphalt is used as a binding agent for road surfaces made of asphalt, and cement for road surfaces made of concrete.
  • Asphalt road pavements are usually made in a thickness of 4 cm.
  • the texture of the road surface can be characterized by the wavelength of periodicities in its horizontal extent, the vertical amplitude of such periodicities, ie the roughness depth, and the shape factor.
  • the texture of the road surface depends heavily on the type, nature and composition of the materials used and the manufacturing process.
  • the roughness of the pavement defining elements have different shapes, sizes and distances to each other, which are determined essentially by the size of the aggregate grains, which are processed in the mix, and the way in which the pavement is installed.
  • the texture is characterized by the distances and depths of the alternating peaks and valleys in the road surface.
  • Fig. 1 shows an example of the surface textures of various road surfaces.
  • FIG. 1A shows the surface texture of stone mastic asphalt
  • FIG. 1B of asphalt concrete of asphalt concrete
  • FIG. IC of washed concrete
  • FIG. ID of open-pored asphalt the upper row shows a three-dimensional representation of the texture and the lower row photographs the surfaces of known road surfaces.
  • Lane textures have a variety of different roughness wavelengths and roughness depths. Furthermore, the shape of the texture may be different. Depending on the manufacturing process, ie depending on whether the surface is scattered to produce the grip or whether it is rolled, resulting plateau-like surfaces with close-meshed depressions or elevations, which alternate with intervening depressions.
  • a measure of the figure Müller-BBM GmbH P26990 S / ho of a road surface texture is the so-called shape factor g, which can be determined from measured roughness profiles.
  • the acoustic properties of a road surface thus react very sensitively to differences in the surface texture. If materials, material composition and manufacturing processes are not adequately controlled and the not inconsiderable material flow and the installation process on the construction site during the production of the road surface can not be smoothly and uninterrupted, inhomogeneities and irregularities in the surface structure occur. The expected due to the selected design rolling noise reduction can thus, depending on the existing conditions, often can not be achieved.
  • Asphalt and concrete pavement surfaces differ significantly in the handling of the acoustic quality. Cementitious pavement surfaces must be treated with an unavoidable mortar film on the surface immediately after compaction to break up the smooth mortar film and ensure grip. However, this surface treatment also has significant consequences for the acoustic properties. The surface treatment is done either by machining the surface typically by peeling off with coarse, wet sacks, e.g. from jute cloth, artificial grass material or broom, or by brushing off the superficial mortar film and exposing the superficial aggregates after setting of the road concrete, creating a washed concrete surface. In order to ensure a high acoustic quality, so in conventional road construction, a high expenditure on machinery and installation technology must be driven.
  • a road surface Due to the considerable time and cost pressure in road construction is thus Müller-BBM GmbH P26990 S / ho a need for a road surface, with which good acoustic properties can be reliably achieved, and it is an object of the invention to provide such a road surface.
  • a road surface is provided, which also has otherwise advantageous performance properties, ie grip in the dry and wet state, rolling resistance, wear resistance and resistance.
  • a road surface is provided with surface sections (3) formed on its upper side or surface, which are defined by grooves (1, 2) embossed in the surface, whereby adjacent surface sections are at least partially of different size exhibit.
  • the upper side has approximately parallel grooves of a first group and approximately parallel to each other, the grooves of the first group intersecting grooves of a second group, wherein each two adjacent grooves of the first group and two adjacent Grooves of the second group define an approximately parallelogram-shaped plateau, and the side lengths of adjacent approximately parallelogrammiform plateaus are at least partially different dimensions.
  • the idea underlying the invention is to provide a groove pattern in the road surface, in which the groove spacing between a
  • the distances of first grooves and the distances of second grooves may each be distributed between a minimum groove pitch and a maximum groove pitch.
  • “Distributed between a minimum groove spacing and a maximum groove spacing” here means that the distances between the grooves along the road surface several, eg at least 5 or at least 7, different values - including the minimum and maximum groove spacing - accept, each of these distance values with a certain frequency occurs.
  • the distances between the first grooves and the distances between the second grooves may be subject to a random distribution, so be randomized. Thus, the non-periodicity of the groove pitches can be ensured. Further, the distances between the first grooves and the distances between the second grooves may be equally distributed between the minimum groove pitch and the maximum groove pitch, respectively.
  • the minimum groove pitch may be at least 1 mm, and the maximum groove pitch may be at most 5 mm. At an angle of intersection of 60 ° between the first and second grooves, this corresponds to a diagonal length of the diagonal of the parallelogram-shaped plateaus of at least 2 mm and at most 10 mm. This area is particularly relevant to the noise, so that a distribution of the groove distances over this area leads to a reduction in noise.
  • the first grooves and the second grooves may include a first angle ⁇ and a second angle ⁇ , for which:
  • the maximum width of the grooves on the top can be 1 mm to 5 mm. Further, the maximum depth of the grooves may be 2 mm to 10 mm. Thus, a particularly advantageous noise behavior can be achieved.
  • the parallelogram-shaped plateaus are preferably arranged in the same height in a plane, however, the surface of the plateaus may have a microstructure with a randomly distributed wavelength distribution in the range between 10 .mu.m and 1000 .mu.m and a maximum texture depth or roughness depth of up to 300 microns.
  • edges of the grooves bordering the plateaus may be rounded.
  • the grooves could have a substantially V-shaped cross-sectional shape.
  • the road surface for example, enriched with mineral
  • a plastic for example, polyamide is suitable and, for example, magnetite is suitable as a mineral.
  • the road surface can be formed as a plate n-shaped road surface covering element or web goods. This allows industrial prefabrication of the road surface, which takes place in a defined environment with defined processes based on a defined design of the road surface. The prefabrication realizes the reproducibility and thus a uniform quality of the road surface. The prefabrication also allows the use of automated quality assurance systems and delivery of the road surface with the defined characteristics.
  • the road surface covering element may be diamond-shaped, wherein in each case two side edges of the road surface covering element run parallel to the first grooves or the second grooves.
  • a method for producing such a road surface covering element comprises the injection molding of the road surface covering element with an injection mold, which has a molding surface with mutually parallel first ribs and parallel to each other, the first ribs crossing second ribs, wherein each two adjacent first ribs and two adjacent second ribs a Set parallelogram-shaped recess, and the side lengths of the adjacent parallelogram-shaped depressions are at least partially different dimensions.
  • This method allows the industrial prefabrication of road surface covering elements, which brings the advantages described above.
  • a roadway according to the invention can be produced with the following steps:
  • a road surface can be made in a simple manner from the road surface covering elements described above. It is advantageous if a group of diagonals of the plateaus is aligned substantially in the direction of travel of the road.
  • Another method of manufacturing the pavement facing described above has the following steps
  • an inventive pavement can be made without industrial prefabrication on site.
  • the molding compound may be, for example, concrete or plastic enriched with a mineral.
  • an injection mold for producing a road surface covering element in particular a road surface covering element as described above is provided, wherein the injection mold which a
  • a stamp for producing a road surface, in particular a road surface as described above, wherein the stamp has a molding surface with mutually parallel first ribs and mutually parallel, the first ribs crossing second ribs, Muller-BBM GmbH P26990 S / ho and wherein each two adjacent first ribs and two adjacent second ribs define a parallelogrammformige depression, and the side lengths of the adjacent parallelogram-shaped depressions are at least partially different dimensions.
  • Fig. 1 is a three-dimensional representation of the texture (top row) and
  • Photographs (bottom row) of the surfaces of stone mastic asphalt (Figure IA), bituminous concrete (Figure IB), washed concrete (Figure IC), and open cell asphalt (Figure ID),
  • Fig. 2 is a schematic representation of the macrotexture of
  • FIG. 3 is an enlarged view of a section of the
  • Fig. 4 is a diagram schematically showing the shape of the grooves 1 and 2 according to an embodiment of the invention
  • Fig. 5 is a graph of the texture spectrum of an inventive
  • Fig. 7a is a schematic plan view of a section of a
  • Fig. 7b is a schematic plan view of a section of a
  • Fig. 8 is a schematic, enlarged cross-sectional view through a molding surface of the cavity of an injection mold for
  • FIG. 9 shows a photograph of a road surface covering element according to an embodiment of the invention.
  • FIG. 10 is a photograph of a road surface covering element according to an embodiment of the invention.
  • FIG. 11 are graphs of pass-by frequency spectrums for three different velocities measured on a lane having a pavement of the pavement elements of the present invention
  • FIG. 12 are graphs of pass-by frequency spectrums for three different velocities taken on a lane having a pavement of the invention
  • Road surface elements were measured in comparison with four different conventional road surfaces.
  • Ripples of the road surface which vary, for example, between 3 mm to 10 mm lead at the same roughness depth to a change in the rolling noise level of cars of 5 dB. With a change in the roughness depth of the road surface of only 0.5 mm, depending on the wavelength at which this occurs, also level differences of up to 5 dB.
  • a road surface in the form of a plate-shaped road surface covering element which has a defined surface structure or texture.
  • Road surface covering element is diamond-shaped, with an edge length of for example 35 cm and a height of, for example, 8 mm.
  • Fig. 2 schematically illustrates the macrotexture of
  • first grooves 1 and the first grooves 1 crossing second grooves 2 are formed, of which the first grooves 1 each extend parallel to each other and the second grooves 2 also parallel to each other.
  • two adjacent first grooves 1 and two adjacent second grooves include a quadrangular plateau 3.
  • plateaus 3 are here quadrilateral, in particular parallelogram-shaped surfaces to be understood, which are separated from each other by grooves 1 and 2 and are provided within a plane next to each other or adjacent to each other in the road surface.
  • Each of these plateaus 3 is characterized by the spacing of the grooves 1 and 2 and by the intersection angle of the grooves 1, 2.
  • Each of the plateaus 3 thus has the shape of a parallelogram.
  • Parallelograms are at least partially different in size. The following relations are valid for the angles mentioned
  • the side lengths of the plateau 3 are dependent on the distances A and B between the grooves 1, 2.
  • the mean side length of the arranged between the first grooves 1 sides of the plateau 3 is a and the mean side length of the arranged between the first grooves 2 sides of the plateau 3 is b.
  • the side lengths are preferably randomly distributed over multiple grooves in the regions a ⁇ ⁇ a and b ⁇ ⁇ b, i. randomized.
  • the maximum distance between the first grooves 1 is preferably a + Aa and the minimum distance between the first grooves 1 is preferably a ⁇ ⁇ a.
  • the maximum distance between the second grooves 2 is b + ⁇ b and the minimum distance between the second grooves 2 is b - ⁇ b.
  • the dashed lines in Fig. 2 schematically represent the maximum possible
  • the groove spacing is understood to be the orthogonal distance between the respective deepest points of two adjacent grooves.
  • the grooves 1 and 2 have a maximum width C between 1 mm and 5 mm. Further, the maximum depth Tmax of the grooves 1 and 2 is between 2 mm and 5 mm. Thus, the grip is ensured in the wet state of the road. Müller-BBM GmbH P26990 S / ho
  • the length D of the diagonal in the direction of travel F preferably varies in a range between 2 and 10 mm.
  • diagonal D n denotes the distance between two opposite corner points of the parallelogram enclosed by the grooves 1, 2 in the direction of travel.
  • Diagonals of the plateaus 3 need not necessarily vary over the entire range of 2 to 10 mm.
  • the effect according to the invention can also be achieved if it is applied only over a partial area of this area, e.g. varies between 4 mm and 7 mm or between 5 and 8 mm.
  • the distances A between the first grooves 1 and the distances B between the second grooves 2 can be distributed uniformly over a predetermined distance range in each case.
  • the maximum groove distances Amax°. Bmax, the minimum groove distances Amin and Bmin and the mean groove distances, e.g. (Amax + amine) / 2 are distributed over the road surface at approximately the same frequency.
  • the grooves 1 and 2 are arranged such that the vertical distance variation of the grooves Aa and Ab is at most 20% of the diagonal length D.
  • the groove spacing in this case depends on the adjacent groove distances. According to this embodiment, the groove distances are not uniformly distributed but are approximately of a normal distribution.
  • FIG. 3 schematically shows an enlarged representation of a section of a road surface covering element, which illustrates the randomized arrangement of the grooves as well as the randomization of the size of adjacent plateaus 3.
  • the plateaus 3 are parallelogram-shaped and lie in the same height in one plane.
  • the lengths of the diagonals of the plateaus, which are aligned in the direction of travel F, approximately between 3 and 6 mm and the diagonal in the direction transverse to the direction of travel F vary approximately between 5 and 7 mm.
  • Fig. 4 schematically shows the shape of the grooves 1 and 2 according to this embodiment. As can be seen in Fig. 4, the edges of the plateaus are not angular but have a rounded shape, resulting in a low
  • T (x) indicates the texture depth in m
  • Tmax denotes the maximum texture depth in m
  • x denotes the position in the ⁇ direction in m, where x is parallel to the groove direction (see Fig. 2).
  • the top surface of the pavement facing member is preferably of microtexture in order to provide grip in addition to the macrotexture described above MUller-BBM GmbH P26990 S / ho.
  • This microtexture has a randomly distributed wavelength distribution in the range between 10 ⁇ m and 1000 ⁇ m with a maximum texture depth of up to 300 ⁇ m.
  • FIG. 5 shows the texture spectrum in the direction of travel I 77 of the road surface in the form of the effective roughness depth Rt as a function of the wavelength J. From FIG. 5 it can be seen that the wavelength components with a wavelength greater than 12.5 mm, which strongly affect the noise in the audible Contribute spectrum, are very low. Rather, the majority of the spectral components is distributed between 1 mm and 10 mm. Thus, Fig. 5 shows that the road surface according to the present embodiment is very quiet.
  • Fig. 6 is an illustration of the so-called wing curve or Abbot curve. As can be seen from Fig. 6, the design factor im in the present embodiment is 82%.
  • the distances of the grooves are subject to a predetermined distribution, but they are not randomized over the road surface.
  • the distances of the first grooves 1 vary between a minimum distance Amin and a maximum distance Amax.
  • the distances of the second grooves 2 vary between a minimum distance Bmin and a maximum distance Bmax.
  • the distances amax and bmax are preferably again such that the diagonal length D in the direction of travel is not more than 10 mm, since with a diagonal length D greater than 10 mm, the effect of noise reduction is achieved only insufficiently.
  • the diagonal length D is dimensioned in the direction of travel so that it is at least 2 mm, as a diagonal length D less than 2 mm due to the so-called "air pumping" effect also leads to a louder rolling noise.
  • Müller-BBM GmbH P26990 S / ho Müller-BBM GmbH P26990 S / ho
  • the cutout shown in FIG. 7a can be repeated in a tiling manner over the entire road surface covering element or the entire roadway (see also FIG. 8).
  • maximum groove spacing Amax or Bmax which is for example about 7.0 mm
  • the groove spacing of the road surface is gradually increased by a certain amount (eg, about 0.7 mm) to a minimum distance of amine or Bmin from reduced by about 1.4 mm, and then grows again on Amax terminat. Bmax. Plotted along the direction x or y, the groove spacing thus follows a sawtooth curve whose peaks are indicated by Amax, Bmaxhzw. Amine, Bmin are given.
  • the groove pitches are substantially equally distributed, i. Nearly every one of these groove pitches occurs at approximately the same frequency. Strictly speaking, there is a distribution of the groove distances in the ⁇ -direction and y-direction in the range of 1.4 mm to 6.3 mm, since the maximum distances of 7 mm in the tiled region shown in Fig. 7a only once, all the others Distances, however, occur twice.
  • the different groove distances over the distance range Amin to Amax°. Bmin to Bmax be substantially evenly distributed, however, such a uniform distribution is not mandatory.
  • the only important thing is that not a type of groove pitch or diagonal length or a type of parallelogram-shaped plateaus so MüSler-BBM GmbH P26990 S / ho often occurs that a dominant excitation occurs at the frequency corresponding to this groove spacing or this diagonal length.
  • FIG. 7b shows that the grooves 1, 2 run parallel or at least substantially parallel to one another, wherein the distances between the grooves 1, 2 and the further grooves, which are not designated further in FIG. 7b, are different in size and preferably adjacent
  • the surface portions 3 and plateaus have the shape of different sized parallelograms, as well as the shape of polygonal surface portions, all plateaus are defined by the grooves 1, 2 and preferably adjacent plateaus have different sizes.
  • the grooves 1 of the first group intersect the grooves 2 of the second group, as described above with reference to Fig. 7a, wherein the number of groups is not limited to two groups, especially when the plateaus are defined by polygonal sheets.
  • the road surface covering element can advantageously be produced by injection molding.
  • an injection molding machine is provided which an injection unit and a
  • a molding material made of mineral-enriched plastic is plasticized by heating the granular molding compound above the melting temperature of the plastic.
  • a granulate of polyamide, which as a mineral, e.g. Magnetite is added, can be used.
  • the molten molding compound is injected into the cavity of the injection mold.
  • the surface of the cavity determines the shape and surface structure of the finished pavement covering element. Accordingly, a molding surface of the cavity on one side with a
  • FIG. 8 is a schematic, enlarged cross-sectional view through a forming surface 80 of the cavity of the injection mold.
  • the molding surface 80 has respective first ribs 81 running parallel to one another and second ribs 82 crossing these.
  • Two first ribs and two second ribs each include a recess 83 which is parallelogram-shaped in plan view.
  • the distances between the first ribs 81 and the distances between the second ribs 82 are subject to one of the distributions described above, so that the above-described road surface covering element can be produced with the injection mold.
  • a mold surface 84 is arranged, which is indicated by dashed lines in Fig.
  • This molding surface 84 with which the underside of the road surface covering element is formed, is preferably provided with the same structure as the upper side, that is, with intersecting first and second ribs. Compared with the grooves 1,2 and 3 plateaus on the top so corresponding grooves and plateaus are arranged on the bottom. Thus, it can be prevented that during cooling of the road surface covering element after the injection molding tensions occur by which the finished part warps and bends or becomes wavy.
  • the molding compound After injection of the plasticized molding compound into the cavity of the injection mold, the molding compound spreads in the cavity and fills it completely under high pressure. After cooling of the molding compound, the finished road surface covering element is removed from the injection mold.
  • FIG. 9 is a photograph of an exemplary roadway covering element produced in this way, in which clearly the macrostructure of the upper side of the road surface covering element can be seen.
  • FIG. 10 is a photograph of the pavement facing member in FIG. 9, clearly showing the microstructure of the upper surface of the pavement member in addition to the macrostructure.
  • the above-described method of manufacturing the roadway covering element described above has the advantage of enabling the industrial prefabrication of roadway elements.
  • Humidity, micro and macro structure predetermined by injection mold, etc., are manufactured and are not subject to weather conditions or other influences, which can affect the surface texture in a production of the road surface on site. In other words, the properties of the manufactured roadway elements are defined and reproducible.
  • Asphalt layer removed by milling wherein in the surface of the substrate a longitudinal groove structure is formed and rough bumps are eliminated.
  • the attachment of the road surface elements can be done by simply sticking.
  • polyurethane-based adhesives can be used, which are applied to the underside of the road surface covering elements and / or the substrate, after which the road surface covering elements are pressed onto the ground.
  • the road surface covering elements are aligned such that the direction shown in Fig. 2 and 3 by the arrow F coincides with the direction of travel. After curing of the adhesive, the low-noise road surface is thus completed.
  • the modular nature of the road surface elements offers various advantages.
  • the application of the road surface covering elements for designing the roadway can be interrupted and resumed at any time, whereas interrupting the roadway application in conventional road surfaces is much more complex.
  • the road surface covering elements may be made of plastic, for example, there is also a greater degree of freedom in terms of coloring and influencing the reflectivity.
  • the color of the road surface covering elements by adding corresponding dyes or pigments in the raw material Müller-BBM GmbH P26990 S / ho for the molding compound.
  • the reflectivity of the road surface elements can be influenced by the incorporation of microspheres made of glass into the molding compound plastic.
  • the road surface can be optimally adapted to the ambient conditions.
  • Another advantage of the road surface covering elements described above is that they allow a reduction in the thickness of the road surface of several centimeters to a few millimeters.
  • FIG. 11 shows graphs of the frequency spectrums of the pass-by noises for three different speeds, which were measured on a roadway with a road surface from the road surface covering elements according to the invention.
  • the pass-by noises were recorded at a distance of 7.5 m from the center of the carriageway and 1.2 m above the upper edge of the carriageway.
  • the test vehicle Volkswagen Passat
  • the vehicle was each driven without drive, i. with the engine switched off and the gearbox disengaged, moved over the road surface.
  • the driving tests were carried out at the nominal speeds of 50 km / h, 80 km / h, and 120 km / h.
  • Fig. IIA shows the measured third octave spectrum for 50 km / h
  • Fig. IIB for 80 km / h
  • Fig. HC for 120 km / h.
  • the actual driving speed was determined with a radar gun and registered.
  • four sets of tires with different representative tire types were used, namely Michelin Energy, Continental Premium Contact, Vredestein Snowtrac 2 and AVON ZVl.
  • the test runs were repeated at least four times for each tire-speed combination.
  • the maximum pass-by level and the third-octave spectrum were determined at the time of the maximum pass-by level.
  • the third octave spectra shown in FIG. 11 give the result of the regression analysis of the measured data for the nominal speeds 50 km / h, 80 km / h and 120 Müller-BBM GmbH P26990 S / ho km / h as averages over all four tires again.
  • the A-weighted maximum level is entered at the left edge of the diagrams.
  • FIG. 12 shows the measured third-octave spectra for 50 km / h, FIG. 12B for 80 km / h and FIG. 12C for 120 km / h.
  • the grit mastic asphalt on which the particle size distribution is based is also 0 - 8 mm (SMA 0/8). On average, the following pass levels were reached on this mastic asphalt 0/8:
  • the embodiment described above provides an industrially defined reproducible pavement that provides a lower pass-by level than a conventional SMAO / 8 pavement.
  • Müller-BBM GmbH P26990 S / ho Müller-BBM GmbH P26990 S / ho
  • the road surface is applied in the form of road surface covering elements on the road surface.
  • a molding compound to be applied to a substrate is first prepared and plasticized.
  • This molding compound may consist of the same material as for the first embodiment explained above.
  • the plasticized or heated molding compound is sprayed onto a suitably prepared substrate using a spraying machine.
  • an existing asphalt surface can be replaced by the road surface according to the invention; but it is also possible to apply the molding compound on concrete, on an existing asphalt surface or other ground.
  • the molding compound of plastic and minerals is placed in an extruder, sprayed out of the extruder through a Hochdruckbreitspritzdüse, and evenly distributed over the road surface to a height of about 8 mm to 12 mm. While the plastic is not fully cured and thus still malleable, the macro and the microstructure are stamped with one or more punches in the top of the plastic.
  • the molding surface of the stamp is also provided with a structure of intersecting ribs, which corresponds to a negative of the macrostructure and microstructure of the pavement described above.
  • the stamp allows a high imaging accuracy in the entire wavelength range of the micro and macrotexture.
  • the punch also has mutually parallel first ribs and mutually parallel, the first ribs intersecting second ribs, wherein each two adjacent first ribs and two adjacent second ribs include a parallelogram in plan view depression.
  • the ribs are designed in such a way that by vertical pressing of the stamp on the molding compound a road surface with the above-described macro- or microstructure is achieved.
  • a plurality of punches can be provided in succession, wherein the respective behind in the application direction stamp after the embossing process is set in front of the front in the application direction stamp.
  • the embossing process can be accelerated because always at least a portion of the roadway is embossed.
  • the road surface covering elements according to the first embodiment over a large area, with dimensions of several meters in length, to design and roll up.
  • Such roadway rollers can then, after applying a suitable adhesive to the substrate, are easily rolled out, which makes the installation process extremely easy.
  • the material for the road surface is not limited to mineral-enriched plastic, but it is also possible to use metal or bituminous, cement or resin-bound minerals.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Road Signs Or Road Markings (AREA)
  • Tires In General (AREA)
  • Road Paving Structures (AREA)

Abstract

L'invention concerne un revêtement de chaussée présentant des rainures pratiquées par gaufrage dans sa surface, lesdites rainures comprenant un premier groupe de rainures, approximativement parallèles, ainsi qu'au moins un deuxième groupe de rainures, approximativement parallèles, qui coupent le premier groupe de rainures, de sorte que deux rainures adjacentes du premier et du deuxième groupe définissent dans chaque cas une plaque approximativement en forme de parallélogramme. Différents intervalles entre rainures sont prévus aussi bien à l'intérieur du premier groupe de rainures qu'à l'intérieur du second groupe de rainures, de sorte à réduire le bruit pneus-chaussée produit lors du passage d'un véhicule sur le revêtement de chaussée. Le revêtement de chaussée peut notamment se présenter sous forme d'élément de revêtement de chaussée qui peut être préfabriqué de manière industrielle. L'invention concerne en outre des procédés utilisés pour produire ledit revêtement de chaussée.
EP09734874.2A 2008-04-21 2009-04-21 Revêtement de chaussée Active EP2300665B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200810019883 DE102008019883B4 (de) 2008-04-21 2008-04-21 Fahrbahnbelag und Verfahren zur Herstellung desselben
PCT/EP2009/054749 WO2009130222A1 (fr) 2008-04-21 2009-04-21 Revêtement de chaussée

Publications (2)

Publication Number Publication Date
EP2300665A1 true EP2300665A1 (fr) 2011-03-30
EP2300665B1 EP2300665B1 (fr) 2013-10-02

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Country Status (4)

Country Link
EP (1) EP2300665B1 (fr)
DE (1) DE102008019883B4 (fr)
ES (1) ES2440921T3 (fr)
WO (1) WO2009130222A1 (fr)

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Publication number Priority date Publication date Assignee Title
CN101914885A (zh) * 2010-08-23 2010-12-15 长安大学 水泥混凝土路面及其宏观细观纹理再造施工方法
DE202011101029U1 (de) 2010-12-18 2011-07-27 Universität Kassel Betonfahrbahndecke
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EP2300665B1 (fr) 2013-10-02
ES2440921T3 (es) 2014-01-31
DE102008019883A1 (de) 2009-10-22
WO2009130222A1 (fr) 2009-10-29

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