JP2009062678A - Slip prevention material and its forming method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a slip prevention material capable of improving durability and functions of a laid layer and maintaining the functions for a long time satisfactorily. <P>SOLUTION: This slip prevention material to be laid on a road foundation bed is provided with a lower layer friction element particle layer A formed by applying matrix resin 2 for bonding friction element particles 1 on a surface 3 of the laid foundation bed, press-fitting the friction element particles 1 into the matrix resin 2 by spraying, accumulating, and rolling-compacting the friction element particles 1 on the matrix resin 2, fixing the friction element particles 1 due to the reaction of hardening of the matrix resin 2, and removing the free friction element particles 1 and an upper layer friction element particle layer B formed by applying matrix resin 4 on the lower layer friction element particle layer A, press-fitting friction element particles 5 into the matrix resin 4 by spraying, accumulating, and rolling-compacting the friction element particles 5 on the matrix resin 4, fixing the friction element particles 5 due to the hardening reaction of the matrix resin 4, and removing the free friction element particles 5. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an anti-slip material for laying an anti-slip material on a base that constitutes a road surface and a method for forming the anti-slip material, and in particular, to improve the durability and function of the laying layer and to exhibit the performance over a long period of time. The present invention relates to an anti-slip material and a method for forming the same.

As a countermeasure to prevent slipping on a road surface (including passages and stairs in this specification) where there is a high risk of slipping or when it is wet, a method of roughening the surface and improving the coefficient of friction by this rough surface is taken. ing.
In other words, at the pressure contact interface between a soft elastic body (plastic body) such as a vehicle tire and the road surface, the surface of the road surface is roughened by some method to increase the hysteresis loss at the time of slippage between the relative surfaces and to friction. A method has been adopted in which the coefficient is increased and the wetted film (generally water) on the wet surface is prevented from being completely lubricated.

In particular, on the wetting surface, when the wetting material liquid viscosity is λ, the contact friction speed is V, and the contact pressure is P, the wetting material working film thickness of the contact interface is determined by λV / P, and each value is determined at the interface. It affects the working film thickness of the wetting material.
When the value of λV / P is large, the wet film thickness works thickly to become a completely lubricated surface, and when the value is small, the work film thickness becomes thin, and the area where the solid surface is in direct contact with the contact interface without going through the wet film. Do more.
That is, in the case of a high-speed traveling vehicle, the wet material film thickness increases in proportion to the contact speed on the wet surface, and the friction coefficient becomes extremely small.

As a method to cope with this, the roughening of the road surface promotes the discharge of the wet material liquid, and the contact surface is reduced by the uneven contact to increase the pressure of the contact surface, thereby destroying the interfacial wet film and the rough surface protrusion. There is a method of increasing the solid surface contact at the part and increasing the friction coefficient.
In addition, it is known that if the tip of the rough projection on the surface is sharp at this time, the formed wetting material film is easily broken by the relative contact pressure P (load), and the contact friction coefficient is further increased. Yes.

  For example, in Patent Document 1, roughened aggregate harder than polyurethane is uniformly mixed in polyurethane, and the amount of aggregate added is 50% by weight or more (75% in Patent Document 1 is the upper limit). A method has been proposed in which a rough urethane sheet is prepared and adhered and laid on an anti-slip portion.

Incidentally, the anti-slip road surface material described in Patent Document 1 has a roughened aggregate that is “harder than the polyurethane of the matrix resin”, but the maximum wear factor on the anti-slip material surface is shown in FIG. As described above, it is due to the friction lapping action between the vehicle tire 7 and the road surface 8 by the sand particles S liberated on the road surface, the vehicle tire 7 or the sand particles S adhering to the footwear, and the road surface 8 (however, the mixed anti-slip aggregate and Adhesion of the matrix resin that holds it is ensured.)
When considering the hardness of the component of the sand particles S released on the road surface, if the aggregate particles 9 are made of quartz ore and have a Mohs hardness of 7 and a hardness of a Mohs hardness of 7 or less, the particles easily wear out.
In other words, the aggregate hardness in the range of being harder than the urethane hardness of the matrix resin is inferior in durability.

The amount of aggregate particles added is 50% by weight or more of the anti-slip road surface material composition (75% is the upper limit in Patent Document 1), but each particle has a bulk determined by the true specific gravity and the composition particle size of the particles. There is a specific gravity (apparent density when the particles are packed in a dense state in a natural state), and when the matrix resin and rough surface particles are simply mixed by weight ratio, the amount of excess matrix resin or the amount of matrix resin becomes too small. Sometimes.
In the case of an excessive amount of resin, the interval between the mixed particles is excessively increased and the friction coefficient is lowered, and the lapping action by the sand particles S released on the road surface of the particle holding matrix resin 10 is facilitated, and the particles are retained. The lap polishing wear of the matrix resin 10 is promoted, and the dropping of the aggregate particles 9 for roughening is accelerated.
Moreover, when it becomes an insufficient matrix resin, the retention strength of the aggregate particle 9 for roughening falls, and particle | grain drop-out by a frictional resistance becomes easy.
For this reason, the road surface material for the anti-slip measure has insufficient friction coefficient and poor durability.

On the other hand, as a non-slip floor construction method, a method has been proposed in which a surface of the laying base is subjected to an adhesion treatment, a mixture of aggregate particles and matrix resin is applied to the surface, and reaction hardening is performed to form a rough surface layer. .
However, in this method, since the component separation and the aggregate particle diameter are large due to the large specific gravity and mass difference between the matrix resin liquid and the aggregate particles, the aggregate distribution on the application surface becomes non-uniform.
Moreover, in order to ensure good coating workability, the viscosity of the mixed compound is an important factor, but the viscosity is almost determined by the aggregate particle surface area and the matrix resin amount ratio, and the component composition of the anti-slip material layer is It will be determined from the coating workability, the non-slip aggregate particle density will be low, and it will not be a formulation for ensuring the function and durability of the anti-slip layer.
That is, this anti-slip measure construction method has problems such as insufficient density of the non-slip aggregate, insufficient friction coefficient due to uneven distribution, performance variation, and insufficient durability.

Further, as another method for preventing road surface slip, a metal film fixing roughening method by spraying of wear-resistant metal on the finger surface of a road surface metal expansion / contraction device has been proposed (see Patent Document 2).
However, this method is a rough metal particle surface by spraying of molten metal, and this rough metal particle surface is easily lapped and sanded by sand particles S released on the road surface having a maximum Mohs hardness of 7 and becomes a smooth surface.
That is, at the beginning of spraying, it has a rough surface at the time of spraying and a rough surface of sharp protrusions, but as the lap wear progresses, the tip of the surface protrusion becomes a smooth protrusion, ensuring a high friction coefficient with wet friction and high friction at high speed friction. It becomes difficult to secure the coefficient.
In addition, the protrusions that wear away have their protrusions lowered over time (the surface roughness becomes lower), after which it is impossible to reinitiate the initial surface roughness. Hysteresis loss is reduced, the wetting material removal effect on the wet surface and the destruction effect of the wetting material forming film are also reduced. As a result, the friction coefficient is accelerated and decreased over time, and the anti-slip function on the wet surface is also extreme. It becomes low.
This has the problem that even if the sprayed film remains on a road with a large amount of traffic such as a vehicle, its function is lowered and disappears early.
JP 2000-240004 A JP 2002-115205 A

  In view of the problems of the conventional anti-slip method, the present invention provides an anti-slip material capable of improving the durability and function of the laying layer and capable of exhibiting the performance over a long period of time, and a method for forming the anti-slip material. For the purpose.

  In order to achieve the above object, an anti-slip material of the present invention is an anti-slip material laid on a base that constitutes a road surface, and a reaction-curable matrix resin that adheres friction element particles is substantially disposed on the base surface of the base. Applying uniformly, spreading and laminating friction element particles substantially uniformly on the matrix resin, and applying pressure to the spread friction element particles, the friction element particles are press-fitted into the matrix resin, and then The friction element particles are fixed by causing the matrix resin to undergo a curing reaction, and the lower friction element particle layer formed by eliminating the released friction element particles, and the matrix resin is applied substantially uniformly to the lower friction element particle layer. The friction element particles are spread and laminated almost uniformly on the matrix resin, and the scattered friction element particles are subjected to rolling pressure. The friction element particles are press-fitted into the matrix resin by pressing and then the matrix resin is cured to fix the friction element particles, and the upper friction element particle layer is formed by eliminating the free friction element particles. It is characterized by that.

  In this case, by applying the matrix resin substantially uniformly on the upper friction element particle layer, spreading the friction element particles almost uniformly on the matrix resin, and applying rolling pressure to the dispersed friction element particles. In addition, the friction element particles are press-fitted into the matrix resin, and then the friction element particles are fixed by causing the matrix resin to undergo a curing reaction, and the upper layer friction element particles are formed by eliminating the free friction element particles. A layer can be provided.

  Also, a protective layer formed by curing reaction of a fast reaction curable matrix resin on the uppermost friction element particle layer may be provided.

  In addition, crystal particles having a Mohs hardness of 8 or more and a corner of the cleavage plane having an acute angle can be used as the friction element particles.

  Moreover, the arrangement density of the friction element particles constituting the lower layer or the upper friction element particle layer can be 90% or more of the bulk specific gravity in the particle size.

  Further, the anti-slip forming method of the present invention includes an anti-slip material for laying an anti-slip material on a base that constitutes a road surface, and a method for forming the anti-slip material, and a reactive curable matrix resin that adheres friction element particles to the base surface. The friction element particles are applied substantially uniformly and the friction element particles are spread and laminated almost uniformly on the matrix resin, and the friction element particles are press-fitted into the matrix resin by press-fitting, and then applied. A process of forming a lower layer friction element particle layer by fixing the friction element particles by curing reaction of the matrix resin and eliminating free friction element particles; and a substantially uniform matrix resin in the lower layer friction element particle layer The friction element particles are spread almost uniformly on the matrix resin and laminated to the spread friction element particles. Is applied to the matrix resin by press-fitting the friction element particles, and then the matrix resin is cured and reacted to fix the friction element particles, and the free friction element particles are eliminated to remove the upper friction element particle layer. And a forming step.

  In this case, by applying the matrix resin substantially uniformly on the upper friction element particle layer, spreading the friction element particles almost uniformly on the matrix resin, and applying rolling pressure to the dispersed friction element particles. The friction element particles are press-fitted into the matrix resin and then the matrix resin is cured to fix the friction element particles, and the free friction element particles are eliminated to form a plurality of upper friction element particle layers. can do.

  Further, a protective reaction layer can be formed by applying a fast reaction curable matrix resin substantially uniformly on the uppermost upper friction element particle layer and curing the matrix resin.

  Further, the laying thickness of the lower or upper friction element particle layer is set to the maximum particle diameter of the particle size of each friction element particle, and the gap amount of the laying array particles is calculated from the bulk specific gravity and the true specific gravity of each friction element particle, It is possible to apply a matrix resin equivalent to the gap amount as an upper limit and set the thickness design of the lower layer or upper layer friction element particle layer.

  Also, the friction element particles can be preheated to 60 to 100 ° C. and spread and laminated on the matrix resin.

When the friction element particles are mixed and coated with the matrix resin as in the past, the matrix resin and the friction element particles are separated and the particle distribution is uneven during the coating operation, and the spacing between the friction element particles is not constant. In addition, an excessively wide portion is generated, and the sand particles liberated on the road surface are subjected to lapping and polishing, and the matrix resin is prematurely worn, and the friction element particles are prematurely detached.
On the other hand, in the anti-slip material and the method for forming the same according to the present invention, the friction element particles are uniformly spread and laminated on the coated matrix resin surface, and the friction element particle layer is formed by pressure bonding. The particle density of the element particles becomes a high-density uniform element particle layer close to the particle bulk specific gravity, and there is no excess space between the individual particles, so that the matrix resin between the friction element particles is wrapped with sand particles or the like that are released on the road surface. The abrasive wear action is less likely to be involved, and the retention durability of the friction element particles is improved.
Further, since the friction element particle layer is laminated in a plurality of layers by at least the lower friction element particle layer and the upper friction element particle layer, the lower friction element particles are exposed even if the upper friction element particles are worn out. Thus, the function as the friction element particle layer is not deteriorated, the constant friction resistance is always maintained, and the function is continued until the friction element layer is totally worn out as a whole.

  In this case, the matrix resin is applied substantially uniformly to the upper friction element particle layer, and the friction element particles are spread and laminated almost uniformly on the matrix resin, and by rolling the spread friction element particles, Friction element particles are press-fitted into the matrix resin, and then the friction resin particles are fixed by causing the matrix resin to undergo a curing reaction, and a plurality of upper friction element particle layers are formed by eliminating the free friction element particles. Thereby, the thickness of the friction element particle layer can be increased and its durability can be improved.

  In addition, a fast-reacting curable matrix resin is applied almost uniformly on the uppermost frictional element particle layer, and the matrix resin is cured and reacted to form a protective layer, thereby retaining the press-fitted frictional element particles. As a result, it is possible to lay down a highly durable anti-slip layer and to speed up the deregulation in traffic regulation work on the common road.

  Further, by using crystal particles having Mohs hardness of 8 or more and sharp corners of the cleaved surface as the friction element particles, the friction element particles are harder and more robust than free sand components present on the road surface, etc. Durability is high as element particles, and even when friction element particles are cleaved and crushed by loose sand or frictional impact, the acute angle crushing corners are reactivated, and the anti-slip function of friction element particles can maintain the initial capacity continuously. .

  Also, by setting the arrangement density of the friction element particles constituting the lower layer or upper friction element particle layer to 90% or more of the bulk specific gravity in the particle size, the particle density of the friction element particles becomes a high-density uniform element particle layer. In addition, since there is no surplus spacing between the individual particles, the lap polishing abrasion action by sand particles or the like released on the road surface is less likely to be involved in the matrix resin between the friction element particles, and the retention durability of the friction element particles is improved.

Further, the laying thickness of the lower or upper friction element particle layer is set to the maximum particle size of the particle size of each friction element particle, and the gap amount of the laying array particles is calculated from the bulk specific gravity and true specific gravity of each friction element particle, It is possible to apply a matrix resin equivalent to the gap amount as an upper limit and set the thickness design of the lower layer or upper layer friction element particle layer.
The construction thickness of each friction element particle layer is determined by the amount of the matrix resin to be applied, and the resin amount is calculated from the array element particle gap amount calculated from the friction element particle amount comparable to the design thickness.
That is, the design thickness is set by the amount of array particles, and by installing each friction element particle layer with the resin amount of the matrix resin calculated from the bulk specific gravity, it becomes possible to lay and install the friction element particle layer at the designed thickness. The layer thickness is stable.

  Also, by preheating the friction element particles at 60 to 100 ° C. and spreading and laminating on the matrix resin, the viscosity of the matrix resin contacting the friction element particles decreases, and the interface between the matrix resin and the friction element particles is wetted. In addition to improving the adhesiveness of the two, the reaction curing time of the matrix resin can be shortened and the construction efficiency can be improved.

  Embodiments of the anti-slip material and the method for forming the same according to the present invention will be described below with reference to the drawings.

FIG. 1 shows an embodiment of an anti-slip material and a method for forming the same according to the present invention.
This anti-slip material and the method for forming the anti-slip material apply a reaction-curable matrix resin 2 for adhering the friction element particles 1 to the laid base surface 3 substantially uniformly when the anti-slip material is laid on the base constituting the road surface. The friction element particles 1 are spread and laminated almost uniformly on the matrix resin 2, and the friction element particles 1 are pressed into the matrix resin 2 by press-fitting the spread friction element particles 1. The lower friction element particle layer A is formed by fixing the friction element particles 1 by causing the matrix resin 2 to undergo a curing reaction and excluding the free friction element particles 1.
Then, the matrix resin 4 is applied substantially uniformly on the lower friction element particle layer A, and the friction element particles 5 are spread and laminated almost uniformly on the matrix resin 4, and the pressed friction element particles 5 are rolled. , The friction element particles 5 are press-fitted into the matrix resin 4, and then the matrix resin 4 is cured and reacted to fix the friction element particles 5 and eliminate the free friction element particles 5. The friction element particle layer B is formed.
The upper friction element particle layer B can be formed in a plurality of layers by repeating the above-described steps.

As shown in FIG. 2, the frictional element particles 1 and 5 are harder than the Mohs hardness 7 of quartz ore, which is considered to be the highest hardness of sand particles S released on a general road surface, and the corners of the cleaved surfaces are Crystal particles having sharp angles, for example, alundum (Mohs hardness 9) crushed particles of alumina crystal or silicon carbide crystal (Mohs hardness 9) crushed particles are employed.
Thereby, the friction element particles 1 and 5 are not easily worn and damaged by the sand particles S released on the road surface, and the durability of the friction element particles can be ensured.

Further, the friction element particle layers A and B are formed by laminating high-hardness and strong friction element particles 1 and 5 at a high density of 90% or more of the bulk specific gravity, and free the matrix resins 2 and 4 on the road surface. It protects from the sand particles S and improves the durability of the entire friction element particle layer C.
In addition, even when the friction element particles 1 and 5 on the surface are damaged by the sand particles S released on the road surface, the friction element particles 1 and 5 are high hardness crystal particles, and the particles have cleavage crushability. The crushing corner is sharp and the friction element particles themselves re-activate the friction element function.
Further, the entire friction element particle layer C has the friction element particles 1 and 5 arranged in a plurality of layers, and even if the upper layer particles wear out or fall off, the lower layer particles are exposed to the surface layer, and the friction element Restart the function.
That is, the friction element particle layer C of the present embodiment forms a highly durable anti-slip surface layer that always exhibits a certain or higher friction resistance due to the wear-resistant friction element particles 1 and 5 and the surface function reoccurrence. .

The construction thickness setting of the entire friction element particle layer C is determined by the particle size of the friction element particles 1 and 5 to be used and the number of layers of the friction element particle layers A and B to be applied.
In the construction design, the thickness of the friction element particle layers A and B of one construction layer is the maximum particle diameter in the particle size of the friction element particles 1 and 5 to be used, and the construction friction element particle layers A and B are at least the lower layer and the upper layer. Two layers are laminated to constitute the entire friction element particle layer C.

  In addition, the friction element particles 1 and 5 are not necessarily required to use single particle size particles in one construction layer, and can be laid with several mixed particle sizes. It is also possible to change the construction.

The friction element particle layer is applied for each of the lower friction element particle layer A and the upper friction element particle layer B. The matrix resins 2 and 4 of the friction element particle layers A and B are applied to the application surface for each application. The friction element particles 1 and 5 are uniformly spread and laminated on the surface, and the surface of the spread friction element particles 1 and 5 is subjected to rolling, and the friction element particles 1 and 5 are press-fitted into the matrix resins 2 and 4. The matrix resins 2 and 4 are reaction-cured and fixed, and non-adherent excess element particles are removed with a vacuum or a blower.
This operation is repeated to complete the laying of the entire friction element particle layer C having a predetermined design thickness with a predetermined number of layers.

  By applying this method, a uniform distribution of the friction element particles 1 and 5 and a friction element particle layer C having a high density array lamination of 90% of the bulk specific gravity can be laid, and the uppermost upper friction element By applying the fast-reaction-curable protective finish matrix resin 6 on the particle layer B, a reliable adhesion support structure for the friction element particles 5 is completed, and in the construction of the common road surface, the traffic regulation is released early. Can be

The amount of design material for the lower layer or upper layer friction element particle layers A and B is calculated, for example, by the method described below.
That is, the laying amount of the friction element particles 1 and 5 in each friction element particle layer A and B is the volume from the construction area, where the design thickness of each friction element particle layer A and B is the maximum particle diameter of the particle size constituent particles. The element particle weight per construction area is calculated from the bulk specific gravity of the particle size.
Table 1 shows the particle size and maximum particle size according to the JIS standard in the particle size specification of the abrasive.
In addition, the bulk specific gravity in a mixed particle size is measured with a bulk specific gravity meter each time.

The basic construction design layer thickness is determined by determining the design thickness per layer of the lower layer or upper layer friction element particle layers A and B, calculating the amount of friction element particles 1 and 5 required for this, and this friction element particle The calculation starts with calculating the amount of matrix resin required to fix the arrays 1 and 5 and applying them to the construction surface.
The design amounts of the matrix resins 2 and 4 for connecting and fixing the friction element particles 1 and 5 per friction element particle layer A and B are determined according to the friction element particle amount, the true specific gravity of the element particles, and the bulk specific gravity of the particle size. The element particle arrangement gap is calculated from the above, and 40% of the arrangement particle gap amount is determined as a lower limit and 100% is determined as the upper limit limit amount as a design criterion.
In the calculation of the amount of resin applied to the next layer at the time of lamination, the cumulative matrix resin amount of the first layer and the next layer is 180% or more of the cumulative gap amount between the friction element particle layer of the previous layer and the friction element particle layer of the next layer. The matrix resin amount ratio of the next layer is set so as to be 200%.

In actual construction, the matrix resin 2 at the base adhesion interface shown in FIG. 1 (a) is an adhesive for fixing the underlying friction element particles 1, but is also an adhesive with the laying base surface 3, and is made of different materials. A resin having an elongation of 20 to 100% and a tensile strength of 10 MPa or more is appropriate.
The amount of the matrix resin 2 applied is calculated from the true specific gravity of the friction element particles 1 and the bulk specific gravity of the particle size, and the amount of gaps in the single-layer arrangement of the friction element particles 1 is calculated to be 45 to 60% of the volume.

  The upper layer matrix resin amount is calculated from the set thickness of the upper friction element particle layer B, the volume of the friction element particles 5 is calculated from the bulk specific gravity and the true specific gravity of the friction element particles 5, and the lower layer friction is calculated. The amount of the matrix resin 4 that is 140 to 155% of the total amount of gaps obtained by adding the shortage (100 to 45 to 60) of the matrix resin 2 of the element particle layer A is defined as the upper limit coating amount.

The construction layer matrix resin amount of the third and subsequent layers and the final layer is a resin amount satisfying 80 to 90% of the arrangement gap volume of the friction element particles of the corresponding layer.
Further, the protective finish coating matrix resin amount is 10 to 15% of the gap amount calculated from the element particle bulk specific gravity.

Thus, in this example, the amount of the matrix resins 2 and 4 required from the design thickness friction element particle calculation amount is calculated, and by applying the matrix resin amount, each of the friction element particle layers A and B is applied. The design laying thickness is ensured, and the final laying of the entire friction element particle layer C is completed with a particle arrangement density of 90% or more of the bulk specific gravity.
Further, in this embodiment, the matrix resins 2 and 4 employed in the friction element particle layers A and B and the characteristics of the resin can be changed for each friction element particle layer A and B. It is also possible to construct with resin.
Further, the matrix resin 2 and 4 coated on each friction element particle layer A and B are dispersed and laminated on the surface, the friction element particles 1 and 5 are heated, and the matrix in contact with the element particles is maintained by maintaining a temperature of 60 to 100 ° C. The resin viscosity decreases, and the resin liquid can easily wet the particle surface to improve the interfacial adhesion, and the curing reaction of the resin can be accelerated.

An anti-slip property object was placed on a road bridge steel expansion and contraction device face plate, and a friction element layer coating experiment of the present invention was performed on a steel plate surface having a test body size of 500 × 500 × 10 t.
In addition, lamination | stacking of an element particle layer shall be 2 layer coating.
The friction element particles 1 and 5 are made of Showa Denko's Alundum particle size mesh # 60 (maximum particle size: 425 μm, bulk specific gravity: 1.78, true specific gravity: 3.96), and the lower layer matrix resin 2 is a soft low elastic modulus type of epoxy resin (tensile force: 14 MPa, elongation: 50%, specific gravity: 1.15), and the upper matrix resin 4 after the second layer is a hard high elastic modulus type (tensile strength: 42 MPa, hardness: Rockwell 100, specific gravity: 1.50).

In addition, regarding the amount of each material, the amount of one frictional element particle is 500 × 500 × 0.425 × 10 ⁻⁶ = 0.106 liters in volume when the construction layer thickness is 0.425, From the bulk specific gravity and the true specific gravity of the friction element particles 1 and 5, the element particle ratio is 1.78 / 3.96 = 0.45 (45%), and the space ratio is 100−45 = 55%.

The design weight of the friction element particles 1 of the lower friction element particle layer A is 0.106 × 1.78 = 0.189 kg from the bulk specific gravity, and the amount of the matrix resin 2 is 0.106 × 0 in the space of the construction layer. .55 = 0.58 liters, and the addition rate of the matrix resin is 50% of the amount of space, and the specific gravity of the matrix resin is 0.058 × 0.50 × 1.15 = 0.033 kg.
Further, the amount of the matrix resin 4 in the upper layer is 0.058 × 1.45 × 1.50 = 0.126 kg, assuming that the addition rate with respect to the space amount of the construction layer is 145%.
Further, the amount of the protective finishing matrix resin 6 on the surface layer is 10% of the space amount, and becomes 0.058 × 0.10 × 1.50 = 0.409 kg.
In actual construction, 50% for the friction element particles and 20% for the matrix resin are added to the design amount of each material as construction loss.

As for the implementation and construction procedure, the base metal surface is cleansed, and after applying the primer, it is dried and baked at 50 ° C. for 40 minutes.
Toluene 25% (10 g) is added to 40 g of the low elastic modulus epoxy resin of the lower matrix resin 2, dissolved and diluted, and uniformly applied to the substrate surface.
The friction element particles 284 g heated to 70 ° C. are uniformly spread and laminated on the surface, and the friction element particles 1 are press-fitted into the matrix resin 2 by pressing with a rolling roller.
Thereafter, the construction surface is heated with a heater at about 50 to 70 ° C. for 20 minutes, the thermosetting matrix resin 2 is reaction-cured, and free element particles on the surface layer are removed with a blower.

On the surface of the applied lower friction element particle layer A, 10% (15 g) of toluene is added to 151 g of high-elasticity and high-hardness epoxy resin as the upper-layer matrix resin 4 and applied after dissolution and dilution.
284 g of friction element particles 5 heated to 70 ° C. are uniformly spread and laminated on the surface, and the friction element particles 5 are press-fitted into the matrix resin 4 by a rolling roller.
The construction surface is heated by a heater at about 50 to 70 ° C. for 40 minutes, the matrix resin 4 is reactively cured, and the free element particles on the surface layer are removed with a blower.

  10 g of toluene is added to 10 g of protective finish resin (high elasticity, high hardness epoxy resin) of 30 minutes for reaction working time (25 ° C.) on the surface where the lower layer and upper layer of friction element particle layers A and B are completed. The resin solution that has been dissolved and diluted is coated, and heated and heated again at about 50 to 70 ° C. for 40 minutes with a heater to complete the construction of the entire friction element particle layer C.

  Table 2 shows the contents of the test piece made by the anti-slip friction element coating method manufactured in this example.

※施工基盤面を非接着処理面とし、本実施例の方法によって摩擦素子粒子層の敷設施工を行い、完工後摩擦素子層を剥離し、剥離シートを破砕して約５〜７ｍｍの破砕片を採取、重量を正確に秤量し、資料とする。
予め正確な内容量（体積）を確認したピクノメーターに資料を投入し、正確に比重測定したメタノールを投入し、ピクノメーターの密栓を行い余剰メタノールを排出した。
ピクノメーターの残留メタノール量（体積）から資料の総体積を算出する。
資料を取り出して、磁器蒸発皿で加熱燃焼し、有機物質を燃焼除去して無機成分を採取し、水洗沈殿法で摩擦素子粒子のみを採取し、正確に重量を測定する。
測定した摩擦素子粒子の重量を資料総体積で除した値が、施工摩擦素子層における素子粒子密度であり、その値を素子粒子の嵩比重で除した値が嵩比重率である。

* With the construction base surface as the non-adhesion treated surface, laying the friction element particle layer by the method of this example, peeling the friction element layer after completion, crushing the release sheet, and crushing about 5-7mm Collect and weigh accurately and use as data.
Data was put into a pycnometer whose exact internal volume (volume) was confirmed in advance, methanol with accurately measured specific gravity was put in, the pycnometer was sealed, and excess methanol was discharged.
Calculate the total volume of the material from the amount (volume) of residual methanol in the pycnometer.
The material is taken out, heated and burned in a porcelain evaporating dish, the organic substance is burned and removed, the inorganic component is collected, only the friction element particles are collected by the washing precipitation method, and the weight is accurately measured.
The value obtained by dividing the weight of the measured friction element particles by the total volume of the data is the element particle density in the construction friction element layer, and the value obtained by dividing the value by the bulk specific gravity of the element particles is the bulk specific gravity ratio.

[performance test]
Various test methods have been proposed for the anti-slip performance test on the surface of steel telescopic devices that connect asphalt road surfaces of highway and other road bridges. An example production test piece was tested for performance.
1. Wear test (1) Floor polisher wear test: CMP140 manufactured by Amano
(2) Installed wire brush: 15in
(3) idling speed: 190rpm
(4) Weighted pressure: 27kg

2. Performance measuring machine (1) Friction element layer thickness: Edence current type displacement sensor manufactured by Keyence Corporation (2) Surface roughness: SJ402 manufactured by Mitutoyo Corporation
(3) Wet surface friction resistance (BPN value): SKID-FRICTION TR300 ModelB manufactured by MASTRAD
(4) Coefficient of dynamic friction (DF value): Dynamic Friction Tester (wet surface, speed 80 km / h value) manufactured by Nihon Sangyo Co., Ltd.

3. Test results The test results are shown in Table 3.

As mentioned above, although the Example of this invention and its performance were explained in full detail, this value is a value applicable enough for practical use.
In addition, this example is merely an example, and it is possible to extend the wear response time by increasing the thickness of the entire friction element particle layer. The performance can be improved and the characteristics can be adjusted by changing the components.
Moreover, the characteristic according to a use can be adjusted also by changing matrix resin and its characteristic.
Furthermore, the foundation constituting the road surface to which the present invention is applied is not only a steel expansion / contraction device for connecting the asphalt road surface of a highway bridge such as the highway described in the above embodiment, but also a matrix resin and its characteristics appropriately changed. The rubber expansion and contraction device that connects the asphalt road surface of a road bridge such as an expressway, and also can be widely applied to ordinary asphalt road surfaces, concrete road surfaces, ship decks, etc. Not.

  The anti-slip material of the present invention and the method for forming the anti-slip material have the characteristics of improving the durability and function of the anti-slip material laying layer and exhibiting the performance over a long period of time. In addition to the steel telescopic device that connects the asphalt road surface of the bridge, it can be used widely and suitably for the application of road surface slip prevention.

1 shows an embodiment of an anti-slip material and a method for forming the same according to the present invention, wherein (a) is a first process diagram, (b) is a second process diagram, (c) is a third process diagram, and (d). Is a fourth process diagram, and (e) is a fifth process chart. It is explanatory drawing which shows the effect | action of the sand particle particle | grains which are free to the vehicle tire and road surface in the road surface which gave the anti-slip measure.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Friction element particle | grains 2 Matrix resin 3 Laying base surface 4 Matrix resin 5 Friction element particle | grains 6 Protective finishing matrix resin A Lower layer friction element particle layer B Upper layer friction element particle layer C Whole friction element particle layer S Sand particle | grains which are free | released on road surface

Claims (10)

  An anti-slip material laid on a base that constitutes a road surface, wherein a reaction-curable matrix resin that adheres friction element particles is applied almost uniformly to the laying base surface, and the friction element particles are placed on the matrix resin. While spreading and laminating substantially uniformly, by applying rolling pressure to the dispersed friction element particles, the friction element particles are press-fitted into the matrix resin, and then the friction resin particles are fixed by fixing the matrix resin, In addition, the lower friction element particle layer formed by eliminating the free friction element particles, and the matrix resin is applied substantially uniformly on the lower friction element particle layer, and the friction element particles are substantially evenly applied on the matrix resin. While spreading and laminating, by applying rolling pressure to the sprayed friction element particles, the friction element particles are press-fitted into the matrix resin. The friction element particles were fixed by curing reaction of the matrix resin, and a slip preventing member for the upper layer is formed by eliminating the free friction elements particle friction element particle layer comprising the.   The matrix resin is applied almost uniformly on the upper friction element particle layer, and the friction element particles are spread and laminated almost uniformly on the matrix resin. Friction element particles were press-fitted, and then the matrix resin was cured and reacted to fix the friction element particles, and a plurality of upper friction element particle layers formed by eliminating the free friction element particles were provided. The anti-slip material according to claim 1.   The anti-slip material according to claim 1 or 2, further comprising a protective layer formed on the uppermost upper friction element particle layer by a curing reaction of a fast reaction-curable matrix resin.   The anti-slip material according to claim 1, 2 or 3, wherein the friction element particles are crystal particles having a Mohs hardness of 8 or more and a corner of the cleavage plane having an acute angle.   The anti-slip material according to claim 1, 2, 3, or 4, wherein the arrangement density of the friction element particles constituting the lower layer or the upper friction element particle layer is 90% or more of the bulk specific gravity in the particle size.   In a method for forming an anti-slip material in which an anti-slip material is laid on a base that constitutes a road surface, a reaction-curable matrix resin that adheres friction element particles is applied to the laid base surface substantially uniformly, and a friction is formed on the matrix resin. The element particles are spread almost uniformly and laminated, and the applied friction element particles are subjected to pressure to press the friction element particles into the matrix resin. After that, the matrix resin is cured and reacted to form the friction element particles. A step of forming a lower friction element particle layer by excluding fixed and free friction element particles; and applying a matrix resin substantially uniformly to the lower friction element particle layer; and the friction element particles on the matrix resin Is applied to the matrix resin by applying rolling pressure to the dispersed friction element particles. And a step of fixing the friction element particles by press-fitting the particles, then fixing the matrix resin by curing reaction, and forming the upper friction element particle layer by excluding the released friction element particles. A method for forming an anti-slip material.   The matrix resin is applied almost uniformly on the upper friction element particle layer, and the friction element particles are spread and laminated almost uniformly on the matrix resin. Friction element particles are press-fitted, and then the matrix resin is cured to fix the friction element particles, and by removing the free friction element particles, a plurality of upper friction element particle layers are formed. The method for forming an anti-slip material according to claim 6.   8. The protective layer is formed by applying a rapid reaction curable matrix resin substantially uniformly on the uppermost upper friction element particle layer and curing the matrix resin to form a protective layer. Method for forming anti-slip material.   The laying thickness of the lower or upper friction element particle layer is set to the maximum particle size of each friction element particle, and the gap amount of the laying array particles is calculated from the bulk specific gravity and true specific gravity of each friction element particle. The method for forming an anti-slip material according to claim 6, 7 or 8, wherein a matrix resin comparable to the above is applied as an upper limit, and the thickness design of the lower layer or upper layer friction element particle layer is set.   10. The method for forming an anti-slip material according to claim 6, wherein the friction element particles are preheated to 60 to 100 [deg.] C. and spread and laminated on the matrix resin.

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