EP4155462A1 - Chaussée d'une rue, d'un chemin ou d'une place - Google Patents

Chaussée d'une rue, d'un chemin ou d'une place Download PDF

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Publication number
EP4155462A1
EP4155462A1 EP21198524.7A EP21198524A EP4155462A1 EP 4155462 A1 EP4155462 A1 EP 4155462A1 EP 21198524 A EP21198524 A EP 21198524A EP 4155462 A1 EP4155462 A1 EP 4155462A1
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EP
European Patent Office
Prior art keywords
superstructure
strip
strips
road
trench
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.)
Pending
Application number
EP21198524.7A
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German (de)
English (en)
Inventor
Jürgen Riekert
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Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Priority to EP21198524.7A priority Critical patent/EP4155462A1/fr
Publication of EP4155462A1 publication Critical patent/EP4155462A1/fr
Pending 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
    • E01C1/00—Design or layout of roads, e.g. for noise abatement, for gas absorption
    • E01C1/002—Design or lay-out of roads, e.g. street systems, cross-sections ; Design for noise abatement, e.g. sunken road
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C11/00—Details of pavings
    • E01C11/005—Methods or materials for repairing pavings

Definitions

  • the invention relates to a superstructure for a road, a path, a square or the like, the superstructure having a plurality of strip-shaped components.
  • the superstructure forms the uppermost part of the road structure. It is applied directly to the previously created substructure or to natural subsoil, with what is known as subgrade between the substructure and superstructure.
  • roads are often renewed with half-way closures in order to be able to at least partially maintain traffic on the relevant section of road.
  • the object of the present invention is therefore to provide a superstructure for a road, a path or a square that can absorb traffic loads particularly well and over a long period of time, and to provide a method with which such a superstructure can be produced.
  • the strips Due to the sloping side surfaces, the strips can be wedged together, increasing the load-bearing capacity of the superstructure compared to the prior art is significantly improved. At the end of production, the strips interlock in such a way that their load-bearing capacity is significantly higher than that of a completely intact panel. Such a superstructure not only has a longer service life, but can also be manufactured particularly easily. The use of modified devices is possible and useful, but not absolutely necessary. Conventional devices that are currently available on the market can also be used for this special production of a base course. As a special feature of the structural implementation, the bound or unbound material is removed in strips for road renovations or pipe laying work in an existing road and the new building material is immediately reinstalled in the same strips.
  • a strip within the meaning of the invention is present when the length of the component is as large or greater than its width, the width direction being the direction in which a different type of component is connected, ie, for example, the direction in which an intermediate strip adjoins a foundation strip connects.
  • Linear trenches can be dug and immediately filled with setting or hardening material. Concrete or asphalt, for example, can be used as the material. The material in a backfilled trench is allowed to set before the adjacent trench is dug and backfilled.
  • the predetermined breaking points designed or produced in this way in a self-locking form are already of such small dimensions that further disruption is hardly possible.
  • reflection cracks caused by temperature movements in the superstructure layers are reduced to such an extent that only thin superstructures are required.
  • the strips no longer break, but form a permanent masonry.
  • interlocking strips can also be applied to concrete pavement construction, which is already divided into smaller areas.
  • stabilization in the third dimension can be achieved in this way.
  • the principle of wedging the stones can also be implemented with staggered joints.
  • the inclinations of the outer edges do not require parallel strips of the same width, but only a coordinated geometry between adjacent stones.
  • the apex strip is symmetrical with respect to a central longitudinal plane.
  • the entire superstructure can be constructed symmetrically with respect to the central longitudinal plane of the apex strip. This makes it particularly easy to build up a vault amount layer.
  • tops of the components can form a flat surface. This makes it particularly easy to apply an even top layer.
  • the components can be made of a hardening material or a setting material, in particular concrete or asphalt.
  • the superstructure can be designed as a wedge-shaped interlocked vault. This creates a wedge vault that is self-locking under traffic loads with regard to vertical movements downwards. In this way, a significantly reduced effort can be achieved, especially when repairing traffic-congested areas, by recycling the local materials and with less intervention than with deep installation.
  • the intermediate strips and the foundation strips can be wider than the crest strip or strips.
  • the crest strips result from the existing or desired road width as remaining strips compared to the approximately equally wide foundation strips and intermediate strips. In particular, they can have a width in the range from 10 cm to 1 m.
  • the intermediate strips can have widths ranging from 0.5 m to 1.5 m.
  • the foundation strips can have a width between 0.5 m and 2 m and depths ranging from 20 cm to 80 cm.
  • the apex strips may be higher than adjacent intermediate strips.
  • they can be designed in such a way that they form a toothing at the bottom by means of a small underflow and are thus twisted upwards against vertical lifting.
  • the superstructure may have at least a first wedge vault, which has at least two foundation strips, two intermediate strips and a crown strip.
  • a half of the road can be designed that has a particularly high load-bearing capacity.
  • At least one further wedge vault can be provided, which has at least one foundation strip, two intermediate strips and a crest strip.
  • an entire street width with two wedge vaults can be produced, with each street half being assigned a wedge vault and the two street halves sharing a central foundation strip.
  • the superstructure preferably has a road surface on top of the building elements. This can be made of asphalt, for example.
  • a superstructure can be applied to the strips.
  • an existing superstructure can be milled off or a road demolished.
  • Supply lines can be installed before the trenches are dug.
  • the separating opening cuts of the ditch walls in the bound superstructure could be introduced diagonally in the existing, bound superstructure as foundation strips, intermediate strips or crest strips.
  • a sloping cut edge within the existing bound superstructure is always a first step and better than the vertical or vertical add-on edges that are currently standard.
  • a conical cover of a ditch also wedges under traffic load, in contrast to the currently only vertical cuts, and can also be excavated particularly well if work continues much later, but cannot be pressed in until then.
  • a superstructure according to the invention can be produced by producing at least two strips at the same time and using a slipform paver.
  • a sliding circuit manufacturer can produce all the strips at the same time by producing strips in advance, the walls of which are provided with a separating agent and then the remaining intermediate strips are then immediately filled up.
  • a subsequent smoother can thus carry out the finish for the entire surface of all strips that are still fresh.
  • a wedge vault made in two halves of the road has no final weak point in the middle of the road.
  • the process can be refined by spraying bitumen on freshly milled or exposed flanks of the already installed and hardened strips before attaching the following strips. This serves to keep the water out when the newly introduced material sets, to distribute the stress of later pressure forces without stress peaks and to seal the abutting surfaces in the finished wedge vault formed from the strips.
  • Additional oblique re-cutting of the material that has already hardened in one of the previously dug trenches can be carried out if the stability or shape of the excavated trench or defects have led to an unsightly joint shape.
  • the joint design can also be optimized in this way.
  • the road is already broken over a small area, but with precisely defined three-dimensional fracture points, so that these cracks cannot separate and the structure remains intact.
  • the figure 1 shows a superstructure 1 of a road.
  • the superstructure 1 has foundation strips 2, crest strips 3 and intermediate strips 4.
  • the two outer apex strips 2 have only one sloping side surface 5, while the other strips 2, 3, 4 have two sloping side surfaces.
  • the side faces of the remaining strips 2, 3, 4 have an angle to the vertical which is >0° and ⁇ 90°.
  • the side surfaces of adjacent strips 2, 3, 4 are matched to one another in terms of their inclination. Due to the inclined side surfaces, the strips 2, 3, 4 are wedged.
  • the strips 2, 3, 4 are made of a hardening or setting material, in particular concrete or asphalt.
  • the crest strips 3 have a smaller width than the intermediate strips 4 and the foundation strips 2.
  • the strips 2, 3, 4 in the left half form a first wedge arch 6, whereas the strips 2, 3, 4 form a second wedge arch 7 in the right half.
  • the two wedge vaults 6, 7 jointly use the central foundation strip 2.
  • the entire street therefore has two wedge vaults 6, 7.
  • a wedge vault 6, 7 is provided for each half of the road.
  • the strips 2, 3, 4 form a flat surface on which a road surface 8 is arranged.
  • the foundation strips 2 have an upper side O, which has a smaller width than their underside U.
  • the intermediate strips 4 have an upper side O, which has a greater width than the underside U. The same applies to the apex strips 3.
  • the figure 2 shows a second embodiment of a superstructure 1.1.
  • two intermediate strips 4 are arranged between the foundation strips 2 and the apex strips 3 .
  • Two wedge arches 6, 7 are also formed.
  • the foundation strips 2 have side surfaces which are inclined relative to the vertical and which are each adjoined by an intermediate element 4 with a correspondingly inclined side surface.
  • the intermediate elements 4 are also designed in such a way that the top side O has a greater width than the bottom side U, but that the top and bottom sides O, U are aligned parallel to one another.
  • the upper and lower sides O, U of the intermediate elements 4 were not aligned parallel to one another. This only applied to foundation strip 2 and crest strip 3.
  • the figure 4 shows various work steps that must be carried out in order to rehabilitate a road and install a superstructure according to the invention.
  • a working plane 10 is produced by milling with a milling machine.
  • a trench 11 for a foundation strip is then dug in the middle of the street with an excavator or a milling machine, see Figure 4b .
  • the trench 11 is filled with road material 12.
  • the road material 12 is compacted and there is a level adjustment to the working level 10.
  • a trench 13 is also dug using an excavator or milling machine. It can be seen here that part of the road material 12, which forms a foundation strip 2, is removed on the left-hand side, so that an inclined side surface 5 is created.
  • the trench 13 is excavated in such a way that an underside U inclined to the horizontal and a side surface S inclined to the vertical arise.
  • the ditch 13 is filled with road material, so that an intermediate strip 4 is formed.
  • the road material is also compacted and a level adjustment to the working level 10 takes place.
  • a trench 14 is then excavated for another foundation strip.
  • This trench 14 is in accordance with Figure 4e filled with road material, this compacted and there is a level adjustment.
  • a trench 15 for excavated another intermediate strip again creating correspondingly inclined side surfaces.
  • a trench 16 is dug for a crest strip.
  • a wedge vault is completed on the left half of the street.
  • another trench 17 is excavated to the right of the central foundation strip 2 for an intermediate strip with inclined side surfaces. This will, as can be seen from the Figure 4h results, filled with road material and compacted.
  • Another trench 18 is then dug for a right-hand foundation strip.
  • FIG. 4i This is from wise Figure 4i filled with road material and compacted.
  • another trench 19 is dug for an intermediate strip.
  • a ditch 20 is dug, again with, for example, an excavator or a milling machine, and then, see Figure 4k , filled with road material.
  • a road surface 21 is then applied, see FIG Figure 4k .
  • FIG. 5d a ditch 35 dug in the center of the renovation using an excavator or a milling machine.
  • This ditch 35 which is intended for a crest strip, is identified Figure 5e filled with road material and compacted.
  • the ditch 35 was already sloped accordingly side faces generated.
  • another trench 36 is dug, which is provided for an intermediate strip.
  • Trench 36 is identified Figure 5f filled with road material and this compacted.
  • a trench 37 for a foundation strip is then dug. This will be documented Figure 5g filled and the filling material compacted.
  • a trench 38 for another intermediate strip is then excavated on the left side of the crest strip 3 .
  • This ditch 38 is identified Figure 5h filled with road material and compacted.
  • a trench 39 is dug for another foundation strip. This will be documented Figure 5i filled with road material and compacted. A road surface can then be applied.
  • FIGs 6a to 6i shows the manufacture of a superstructure using a slipform paver.
  • an earth planum 40 is produced by excavation.
  • new unbound building materials 41 are introduced.
  • a curved base 42 is pre-profiled on the left half. This is followed by a half-sided production of the plane 43 from unbound material, as is shown in FIG Figure 6c you can see.
  • This level 43 can be used as a drivable site road.
  • FIG. 6d two foundation strips 2 and a crest strip 3 are produced by means of a slipform paver.
  • a slipform paver can produce the strips 2, 3 simultaneously by producing strips in advance, the walls of which are provided with a separating agent.
  • the remaining intermediate strips can be filled in, see Figure 5e , f.
  • a subsequent smoother can finish the entire surface of all fresh strips together.
  • slipform paver Due to the necessary loading of the slipform paver, it makes sense to pave the road on one side so that the material does not have to be delivered on the pre-profiled subgrade.
  • the right-hand foundation strip 2 and the crest strip 3 are produced simultaneously using the slipform paver.
  • the intermediate strips 4 are then produced using a slipform paver.
  • trenches can be produced both vertically from top to bottom and from obliquely from above to obliquely below by means of milling machines and excavators.
  • a ditch dug in the loose building material slides down a bit so that sloping walls instead of vertical ditch walls form. Inclinations that go beyond this natural slope angle can be reprofiled.
  • Loose material can also be dredged under or next to an overhanging incline due to its sliding properties.
  • Trenches milled or cut at an angle in bonded or hardened material remain in place without collapsing, even with overhanging walls.
  • Milling machines can also remove or mill away partial areas from a previously introduced and already hardened material such as concrete or HGT.
  • the consistency of fresh concrete and HGT can be controlled in such a way that walls with inclined and even slightly overhanging shapes can be produced when manufacturing with slipform pavers.
  • self-locking wedge arches can be economically manufactured both in new construction and in the case of renovation using milling machines, excavators and slipform pavers.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Road Paving Structures (AREA)
EP21198524.7A 2021-09-23 2021-09-23 Chaussée d'une rue, d'un chemin ou d'une place Pending EP4155462A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP21198524.7A EP4155462A1 (fr) 2021-09-23 2021-09-23 Chaussée d'une rue, d'un chemin ou d'une place

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP21198524.7A EP4155462A1 (fr) 2021-09-23 2021-09-23 Chaussée d'une rue, d'un chemin ou d'une place

Publications (1)

Publication Number Publication Date
EP4155462A1 true EP4155462A1 (fr) 2023-03-29

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP21198524.7A Pending EP4155462A1 (fr) 2021-09-23 2021-09-23 Chaussée d'une rue, d'un chemin ou d'une place

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB194347A (en) * 1921-10-26 1923-02-26 Ben Morton Improvements in or relating to roads
WO2008025343A2 (fr) * 2006-08-31 2008-03-06 Hkc Hackmann + Kollath Ingenieur-Consult Gmbh Chaussée pour véhicules aériens et terrestres et procédé destiné à rénover une chaussée de préférence en béton
EP3101176A2 (fr) * 2015-05-04 2016-12-07 R-ways GmbH Ingenieurgesellschaft für Flughafenplanung Procédé de production d'un tronçon routier et équipement de construction routière

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB194347A (en) * 1921-10-26 1923-02-26 Ben Morton Improvements in or relating to roads
WO2008025343A2 (fr) * 2006-08-31 2008-03-06 Hkc Hackmann + Kollath Ingenieur-Consult Gmbh Chaussée pour véhicules aériens et terrestres et procédé destiné à rénover une chaussée de préférence en béton
EP3101176A2 (fr) * 2015-05-04 2016-12-07 R-ways GmbH Ingenieurgesellschaft für Flughafenplanung Procédé de production d'un tronçon routier et équipement de construction routière

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