JP2020183695A - Road surface reinforcement method - Google Patents
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Abstract
Description
本発明は、路面補強方法に関する。 The present invention relates to a road surface reinforcement method.
アスファルトやコンクリート等による舗装を有する路面では、路面下に発生した空洞を原因として陥没することがある。こうした路面下に発生した空洞に対し、近年では開削や注入による工法で補修し、陥没を抑制することが行われている。 On a road surface with pavement such as asphalt or concrete, it may collapse due to a cavity generated under the road surface. In recent years, cavities generated under the road surface have been repaired by excavation or injection methods to suppress depression.
例えば、特許文献１には、「瞬結性硬化グラウトを道路や鉄道などの土構造物、又はコンクリート構造物などの構造物の下、に生じた空洞、陥没、崩落、又は土砂流出箇所などのスペースに注入して補修又は補強する瞬結性硬化グラウトの注入方法」が提案されている。 For example, Patent Document 1 states that "a cavity, depression, collapse, or sediment outflow location formed in an instant hardening grout under an earth structure such as a road or a railroad, or a structure such as a concrete structure. A method of injecting an instant hardening grout that is injected into a space to repair or reinforce it has been proposed.
しかし、アスファルトやコンクリート等による舗装を有する路面で、陥没が発生した場合、事故や車輌等の故障の原因となり得るため、舗装の陥没を未然に抑制することが求められている。 However, if a depression occurs on a road surface having a pavement made of asphalt or concrete, it may cause an accident or a failure of a vehicle or the like. Therefore, it is required to suppress the depression of the pavement.
本発明は、上記現状に鑑みてなされたものであり、陥没の可能性がある路面の耐力を簡易に向上させることができる路面補強方法を提供することを目的とする。 The present invention has been made in view of the above situation, and an object of the present invention is to provide a road surface reinforcement method capable of easily improving the yield strength of a road surface that may be depressed.
本発明の要旨は以下のとおりである。
＜１＞
陥没の可能性がある路面に対し、前記路面の外側表面に補強膜を形成する路面補強方法。
＜２＞
前記補強膜が、合成樹脂材料、合成ゴム材料、合成繊維材料、及び繊維複合材料からなる群より選択される少なくとも一種を含む膜である＜１＞
に記載の路面補強方法。
The gist of the present invention is as follows.
<1>
A road surface reinforcement method in which a reinforcing film is formed on the outer surface of the road surface with respect to a road surface that may be depressed.
<2>
The reinforcing film is a film containing at least one selected from the group consisting of synthetic resin materials, synthetic rubber materials, synthetic fiber materials, and fiber composite materials <1>.
Road surface reinforcement method described in.
本発明によれば、上記現状に鑑みてなされたものであり、陥没の可能性がある路面の耐力を簡易に向上させることができる路面補強方法を提供することができる。 According to the present invention, the present invention has been made in view of the above situation, and it is possible to provide a road surface reinforcement method capable of easily improving the yield strength of a road surface that may be depressed.
以下、本発明に係る路面補強方法の一実施形態について説明する。 Hereinafter, an embodiment of the road surface reinforcement method according to the present invention will be described.
なお、以下に示す各図は、模式的に示した図であり、各部の大きさ及び形状は、理解を容易にするために、適宜誇張して示している。また、実質的に同一の機能を有する部材には全図面を通じて同じ符号を付し、重複する説明は省略する場合がある。 It should be noted that each figure shown below is a diagram schematically shown, and the size and shape of each part are exaggerated as appropriate for easy understanding. In addition, members having substantially the same function may be designated by the same reference numerals throughout the drawings, and duplicate description may be omitted.
〔路面補強方法〕
本実施形態に係る路面補強方法は、陥没の可能性がある路面に対し、前記路面の外側表面に補強膜を形成する路面補強方法である。
[Road surface reinforcement method]
The road surface reinforcement method according to the present embodiment is a road surface reinforcement method in which a reinforcing film is formed on the outer surface of the road surface with respect to a road surface that may be depressed.
本実施形態に係る路面補強方法によれば、陥没の可能性がある路面の耐力を簡易に向上させることができる。 According to the road surface reinforcement method according to the present embodiment, the yield strength of the road surface that may be depressed can be easily improved.
一般道路や、橋梁、空港の滑走路等の路面は、例えばアスファルトやコンクリート等によって表面が舗装される。しかし、こうした路面において路面下に空洞が発生した場合などに、路面の舗装が陥没することがある。陥没が発生した場合、その陥没した箇所に車両や飛行機等の車輪がはまり込むことがあり、故障や事故の原因となり得る。また、歩道部では歩行者の怪我等の原因ともなり得る。そのため、舗装の陥没を未然に抑制することが求められている。 The surface of general roads, bridges, airport runways, etc. is paved with, for example, asphalt or concrete. However, the pavement of the road surface may collapse when a cavity is generated under the road surface on such a road surface. When a depression occurs, the wheels of a vehicle, an airplane, or the like may get stuck in the depressed portion, which may cause a breakdown or an accident. In addition, it may cause pedestrian injuries on the sidewalk. Therefore, it is required to suppress the depression of the pavement.
なお、一般道路や橋梁等の路面においては、陥没を未然に抑制するために空洞調査が行われている。空洞調査は一般的に非破壊検査として行われ、例えば路面上から電磁波を地中に送信し地中からの反射波を受信し、その反射波を解析して空洞の可能性のある異常信号を検出することで行われる。この異常信号が検出された箇所では、さらに小口径ボーリングの実施や、孔壁の確認等の破壊検査が行われ、これにより空洞の有無を調査する。
次いで、空洞が確認された場合、道路管理者により補修対応が検討されるが、実際に補修が実施されるか否かは予算の制約等により優先順位が決められるため、優先順位の低い空洞発生箇所については経過観察となることがある。また、予算等の制限により、ボーリング調査のできない異常信号が生じた箇所も経過観察となる。
つまり、空洞調査によって路面下に空洞が発見された箇所であっても、すべてが補修されるわけではない。ただし、空洞調査の時点では小さな空洞であっても成長により大きくなる可能性があるため、こうした空洞が発見された箇所は陥没の可能性がある路面であると言える。
Cavity surveys are being conducted on general roads, bridges, and other road surfaces to prevent depression. Cavity inspection is generally performed as a non-destructive inspection. For example, electromagnetic waves are transmitted from the road surface to the ground, reflected waves from the ground are received, and the reflected waves are analyzed to detect abnormal signals that may be cavities. It is done by detecting. At the location where this abnormal signal is detected, small-diameter boring and destructive inspection such as confirmation of the hole wall are performed to investigate the presence or absence of cavities.
Next, if a cavity is confirmed, the road administrator will consider repair measures, but whether or not the repair will actually be carried out will be prioritized due to budget constraints, etc., so a cavity with a lower priority will occur. The location may be followed up. In addition, due to budgetary restrictions, follow-up will be conducted at locations where abnormal signals that cannot be surveyed by boring are generated.
In other words, even if a cavity is found under the road surface by a cavity survey, not all of it will be repaired. However, at the time of the cavity survey, even a small cavity may grow larger due to growth, so it can be said that the place where such a cavity is found is a road surface with a possibility of depression.
また、空洞調査により路面下に空洞が発見され、道路管理者による検討で優先順位が高いと判断されて補修が行われる場合であっても、空洞調査の実施から補修の実施までには時間を要する。これは、空洞調査の結果が道路管理者に報告され、その後維持工事業者に補修が依頼され補修が実施されるという、補修までの手順が踏まれるためである。したがって、空洞調査により路面下に空洞が発見された箇所であって補修が未実施の箇所は陥没の可能性がある路面であると言える。 In addition, even if a cavity is found under the road surface by the cavity survey and the road manager judges that the priority is high and repair is performed, it takes time from the cavity survey to the repair. It takes. This is because the result of the cavity survey is reported to the road manager, and then the maintenance contractor is requested to repair the road, and the repair is carried out. Therefore, it can be said that the part where the cavity is found under the road surface by the cavity survey and the part where the repair has not been performed is the road surface where there is a possibility of depression.
こうした陥没の可能性がある路面に対し、本実施形態では、樹脂膜、ゴム膜や繊維膜等の補強膜を形成して、路面の外側表面を被覆する。これにより、陥没の可能性がある路面における舗装の耐力を向上させることができ、陥没の発生を未然に抑制することができる。
また、仮に補強膜の下の舗装が崩落した場合であってもその上に補強膜が残ることで、舗装が崩落した箇所の凹みがなだらかな凹みとなり、車輪や歩行者がはまり込むことが抑制される。
In the present embodiment, a reinforcing film such as a resin film, a rubber film, or a fiber film is formed on the road surface having a possibility of such depression to cover the outer surface of the road surface. As a result, the bearing capacity of the pavement on the road surface where there is a possibility of depression can be improved, and the occurrence of depression can be suppressed in advance.
In addition, even if the pavement under the reinforcing film collapses, the reinforcing film remains on the pavement, so that the dent at the location where the pavement collapses becomes a gentle dent, which prevents wheels and pedestrians from getting stuck. Will be done.
なお、空洞調査により路面下に空洞が発見された箇所の補修方法として、現状では開削（例えばカッター等を入れ、舗装を開いて補修する）、又は注入（例えばボーリングにより孔を開け、注入材を入れて補修する）による方法が行われている。しかし、いずれの補修方法も大掛かりな装置等を要する方法である。
これに対し、本実施形態に係る路面補強方法は、樹脂膜や繊維膜等の補強膜を路面の外側表面に形成する方法であり、つまり簡易な手段によって、陥没の可能性がある路面における舗装の耐力を向上させることができる方法である。
As a method of repairing a part where a cavity is found under the road surface by a cavity survey, at present, excavation (for example, inserting a cutter or the like and opening the pavement to repair) or injection (for example, making a hole by boring and injecting material is used. (Put in and repair) is used. However, both repair methods require large-scale equipment and the like.
On the other hand, the road surface reinforcement method according to the present embodiment is a method of forming a reinforcing film such as a resin film or a fiber film on the outer surface of the road surface, that is, pavement on a road surface where there is a possibility of depression by a simple means. It is a method that can improve the yield strength of.
以上のように、本実施形態によれば、陥没の可能性がある路面の耐力を簡易に向上させることができる。 As described above, according to the present embodiment, it is possible to easily improve the yield strength of the road surface that may be depressed.
−陥没の可能性のある路面−
本実施形態において、「路面」とは、表面が舗装されている（例えばアスファルトやコンクリート等による舗装を有する）路面を指す。
こうした路面としては、例えば車両が通行する一般道路、橋梁（例えば中空床版橋、桟橋、等）、飛行機や車両が通行する空港の滑走路、港湾施設、駐車場や工場等の敷地内の舗装路、商業施設等の車両が通行しないが舗装している舗装路等が挙げられる。
-Road surface with potential depression-
In the present embodiment, the “road surface” refers to a road surface whose surface is paved (for example, having a pavement made of asphalt, concrete, or the like).
Such road surfaces include, for example, general roads through which vehicles pass, bridges (for example, hollow slab bridges, piers, etc.), airport runways through which airplanes and vehicles pass, port facilities, pavements on the premises of parking lots, factories, etc. Examples include paved roads where vehicles such as roads and commercial facilities do not pass but are paved.
ここで、本実施形態における「陥没の可能性のある路面」としては、例えば以下のものが挙げられる。
(1)陥没は未発生であるが、外部からの視認により（例えば道路パトロールにより）空洞が確認された箇所の路面
(2)路面下の空洞調査により発見された空洞の上部に位置する路面
(3)路面下の空洞調査により発見された空洞の可能性のある異常信号の上部に位置する路面
(4)補修対応により空洞を補修したが、原因が究明できない為に根絶に至らず、埋め戻した箇所の路面
(5)路面変状（例えば沈下、クラック等）があり路面下の空洞化が懸念される箇所の路面
(6)液状化現象により路面下の空洞化が懸念される箇所の路面
(7)中空床版橋において、ボイド管の浮き上がりによる陥没が懸念される箇所の路面
(8)橋梁（桟橋含む）の劣化により、陥没が懸念される箇所の路面
Here, examples of the "road surface having a possibility of depression" in the present embodiment include the following.
(1) Although no depression has occurred, the road surface where cavities have been confirmed by visual inspection from the outside (for example, by road patrol)
(2) Road surface located above the cavity discovered by the cavity survey under the road surface
(3) The road surface located above the abnormal signal that may be a cavity discovered by the cavity investigation under the road surface.
(4) The cavity was repaired by repairing, but the cause could not be determined, so it was not eradicated and the road surface at the backfilled part
(5) Road surface where there is a concern about hollowing out under the road surface due to road surface deformation (for example, subsidence, cracks, etc.)
(6) Road surface where there is concern about hollowing under the road surface due to liquefaction
(7) On a hollow plate bridge, the road surface where there is a concern that the void pipe will rise and collapse.
(8) Road surface where there is concern about depression due to deterioration of bridges (including piers)
上記(2)における「空洞」と、上記(3)における「異常信号」について説明する。
空洞調査では、例えば路面上から電磁波を地中に送信し地中からの反射波を受信し、その反射波を解析して空洞の可能性のある異常信号を検出する。次に、空洞の可能性のある異常信号に対して、小口径ボーリングの実施や、孔壁の確認等の破壊検査が行われる。非破壊検査の段階を「異常信号」と呼び、破壊検査で確認した段階で「空洞」となる。
The "cavity" in (2) above and the "abnormal signal" in (3) above will be described.
In the cavity survey, for example, an electromagnetic wave is transmitted from the road surface to the ground, a reflected wave from the ground is received, and the reflected wave is analyzed to detect an abnormal signal that may be a cavity. Next, for an abnormal signal that may be a cavity, a small-diameter boring is performed and a destructive inspection such as confirmation of a hole wall is performed. The stage of non-destructive inspection is called "abnormal signal", and the stage confirmed by destructive inspection becomes "cavity".
上記(4)について説明する。
空洞調査により確認された空洞に対しては、道路管理者により補修が実施される。この補修の際、空洞化した原因が究明でき根絶できた場合（例えば下水管に開いた穴を塞いで埋め戻すことができた場合等）には、その後の陥没発生の懸念は払拭される。
一方で、補修の際に空洞化した原因が究明できず（例えば空洞化の原因となるものが見つからない、原因が深い位置にあり物理的に確認できない等）、原因を根絶できずに埋め戻した場合には、その後の空洞再発の懸念が残る。また、補修の方法として注入による方法が採用された場合には、そもそも原因が究明できない。
よって、こうした場合には、原因が究明できない為に根絶に至らず埋め戻した箇所となる。
The above (4) will be described.
The road manager will repair the cavities confirmed by the cavity survey. During this repair, if the cause of the hollowing can be investigated and eradicated (for example, if the hole in the drainage pipe can be closed and backfilled), the concern about the subsequent depression will be dispelled.
On the other hand, the cause of the hollowing out during repair cannot be determined (for example, the cause of the hollowing out cannot be found, the cause is deep and cannot be physically confirmed, etc.), and the cause cannot be eradicated and backfilled. In that case, there remains a concern about the subsequent recurrence of the cavity. Moreover, when the injection method is adopted as the repair method, the cause cannot be investigated in the first place.
Therefore, in such a case, since the cause cannot be determined, the part is backfilled without being eradicated.
上記(7)について説明する。
図１は、中空床版橋を断面と共に示す斜視図である。中空床版橋には、路面下にボイド管１２Ａが形成されている。しかし、矢印で示す箇所のボイド管１２Ｂのように浮き上がりが生じることがあり、こうした浮き上がりが生じたボイド管１２Ｂの上部の路面では、コンクリートかぶり厚が薄くなるために耐力が低下し易く、陥没１４の発生が懸念される。
なお、こうした中空床版橋においてボイド管１２Ｂの浮き上がりが生じた箇所に関しても、床版上面からの非破壊検査（例えばレーダ探査）により有無を調査することができる。図２における（Ａ）はレーダ探査により得られた床版上の路面に平行な方向の断面画像であり、（Ｂ）は床版上の路面に対して直交する方向の断面画像（具体的には（Ａ）におけるＡ−Ａの箇所での断面画像）である。図２の（Ｂ）において長方形の点線で示される箇所が設計上のボイド管の位置１２Ｃであり、楕円の点線で示される箇所がボイド管の浮き上がりが生じた箇所１２Ｂである。
The above (7) will be described.
FIG. 1 is a perspective view showing a hollow plate bridge together with a cross section. A void pipe 12A is formed under the road surface in the hollow plate bridge. However, lifting may occur as in the void pipe 12B at the location indicated by the arrow, and on the road surface above the void pipe 12B where such lifting occurs, the proof stress tends to decrease due to the thin concrete cover thickness, and the depression 14 Is a concern.
It should be noted that the presence or absence of the void pipe 12B in such a hollow plate bridge can be investigated by non-destructive inspection (for example, radar exploration) from the upper surface of the plate. (A) in FIG. 2 is a cross-sectional image in a direction parallel to the road surface on the floor slab obtained by radar exploration, and (B) is a cross-sectional image in a direction orthogonal to the road surface on the floor slab (specifically). Is a cross-sectional image at the point AA in (A)). In FIG. 2B, the portion indicated by the rectangular dotted line is the design void tube position 12C, and the portion indicated by the elliptical dotted line is the portion 12B where the void tube is lifted.
上記(8)について説明する。
高齢化した橋梁の増加に伴い、橋梁の劣化により路面下の床版が抜け落ちることがある。ここで、図３に橋梁の積層方向における構造を分解した分解図を示す。橋梁は、例えば路面を形成する舗装２２と、防水層２４と、床版２６と、土台となる鋼主桁２８とが積層された構造を有する。この床版２６が劣化によって抜け落ちた場合、その上に位置する路面では陥没の発生が懸念される。
The above (8) will be described.
As the number of aging bridges increases, the floor slab under the road surface may fall off due to deterioration of the bridges. Here, FIG. 3 shows an exploded view of the structure of the bridge in the stacking direction. The bridge has, for example, a structure in which a pavement 22 forming a road surface, a waterproof layer 24, a floor slab 26, and a steel main girder 28 as a base are laminated. If the floor slab 26 falls off due to deterioration, there is a concern that a depression may occur on the road surface located above it.
ただし、本実施形態において「陥没の可能性のある路面」は上記(1)〜(8)の例に限定されるものではなく、路面において陥没が発生する可能性のある箇所は全て含まれる。 However, in the present embodiment, the "road surface having a possibility of depression" is not limited to the above examples (1) to (8), and includes all the places where a depression may occur on the road surface.
−補強膜−
本実施形態では、陥没の可能性がある路面に対し、補強膜を路面の外側表面に形成する。
-Reinforcing membrane-
In the present embodiment, a reinforcing film is formed on the outer surface of the road surface with respect to the road surface that may be depressed.
形成される補強膜の形状は、特に限定されるものではない。
例えば、図４は、陥没の可能性のある箇所（マークが記載されている箇所）４を有する路面６を示す画像である。この陥没の可能性のある箇所４に対して、図５に示すように箇所４を全て覆うように、矩形状に補強膜２Ｂを形成してもよい。また、陥没の可能性のある箇所４に対して、図６に示すように箇所４の中央で交差するように「＋」形状の補強膜２Ａを形成してもよい。
なお、この他にも補強膜の形状として、例えば円形状、格子形状等であってもよい。
The shape of the reinforcing film to be formed is not particularly limited.
For example, FIG. 4 is an image showing a road surface 6 having a portion (where a mark is written) 4 which may be depressed. As shown in FIG. 5, a reinforcing film 2B may be formed in a rectangular shape with respect to the portion 4 having a possibility of depression so as to cover the entire portion 4. Further, as shown in FIG. 6, a “+” -shaped reinforcing film 2A may be formed so as to intersect at the center of the portion 4 with respect to the portion 4 having a possibility of depression.
In addition to this, the shape of the reinforcing film may be, for example, a circular shape or a lattice shape.
・補強膜の材質
補強膜の材質は、補強膜の形成により路面を補強し耐力を向上させることができるものであれば、特に限定されるものではない。
例えば、補強膜としては、合成樹脂材料、合成ゴム材料、合成繊維材料、及び繊維複合材料からなる群より選択される少なくとも一種を含む膜が挙げられる。
合成樹脂材料としては、ポリウレア樹脂、ウレタン樹脂、エポキシ樹脂等が挙げられる。
合成ゴム材料としては、ウレタンゴム、フッ素ゴム、クロロプレンゴム等が挙げられる。
合成繊維材料としては、アラミド繊維、炭素繊維、ガラス繊維等が挙げられる。
繊維複合材料としては、繊維強化プラスチック（ＦＲＰ等）、プリプレグ等が挙げられる。
-Material of the reinforcing film The material of the reinforcing film is not particularly limited as long as the road surface can be reinforced and the proof stress can be improved by forming the reinforcing film.
For example, examples of the reinforcing film include a film containing at least one selected from the group consisting of synthetic resin materials, synthetic rubber materials, synthetic fiber materials, and fiber composite materials.
Examples of the synthetic resin material include polyurea resin, urethane resin, epoxy resin and the like.
Examples of the synthetic rubber material include urethane rubber, fluororubber, chloroprene rubber and the like.
Examples of the synthetic fiber material include aramid fiber, carbon fiber, glass fiber and the like.
Examples of the fiber composite material include fiber reinforced plastic (FRP and the like), prepreg and the like.
合成樹脂材料や合成ゴム材料の補強膜を形成する方法としては、例えば塗布による膜形成方法が挙げられる。例えば、一例として、ポリイソシアネート化合物を含むＡ液と、活性水素を持つアミン化合物を含むＢ液と、の２液をスプレーガンで衝突混合させながら塗布し、化学反応によってポリウレア樹脂の補強膜を形成する方法が挙げられる。
また、予め、合成樹脂材料又は合成ゴム材料をシート状にしたシート部材を路面に貼り付けて、補強膜としてもよい。
Examples of the method for forming a reinforcing film of a synthetic resin material or a synthetic rubber material include a film forming method by coating. For example, as an example, two liquids, a liquid A containing a polyisocyanate compound and a liquid B containing an amine compound having active hydrogen, are applied while colliding and mixing with a spray gun, and a reinforcing film of a polyurea resin is formed by a chemical reaction. There is a way to do it.
Further, a sheet member made of a synthetic resin material or a synthetic rubber material in the form of a sheet may be attached to the road surface in advance to form a reinforcing film.
また、合成繊維材料や繊維複合材料の補強膜を形成する方法としては、例えば、シート状の、合成繊維材料（繊維の編物や織物）や繊維複合材料を、接着剤等を用いて貼り付ける方法が挙げられる。 Further, as a method of forming a reinforcing film of a synthetic fiber material or a fiber composite material, for example, a method of attaching a sheet-like synthetic fiber material (fiber knitting or woven fabric) or a fiber composite material using an adhesive or the like. Can be mentioned.
補強膜の材質としては、陥没の可能性がある路面の耐力向上の観点から、上記の中でもポリウレア樹脂が好ましい。
ポリウレア樹脂は、超速硬化、強靭な物性、無溶剤かつ無触媒等の特性を有しており、例えばスプレー塗布して形成した２ｍｍ以上１０ｍｍ以下の厚みの膜であっても、強靭化を図り、長寿命化する保護性能を付与し得る。また、ポリウレア樹脂の保護膜には、耐衝撃性、復元性、免震性、耐薬品性、防水性、防錆性などの性能も付加される。
Among the above, polyurea resin is preferable as the material of the reinforcing film from the viewpoint of improving the yield strength of the road surface which may be depressed.
Polyurea resin has properties such as ultra-fast curing, tough physical properties, solvent-free and catalyst-free. For example, even a film having a thickness of 2 mm or more and 10 mm or less formed by spray coating can be toughened. It can provide protection performance that extends the service life. In addition, the protective film of polyurea resin is provided with performances such as impact resistance, resilience, seismic isolation, chemical resistance, waterproofness, and rust prevention.
・補強膜の物性
形成される補強膜は、陥没の可能性がある路面の耐力向上の観点から、引張せん断強度、すべり性能、耐久性、耐摩耗性、耐天候性、耐有機成分性等の各種物性を満たすことが好ましい。
-Physical properties of the reinforcing film The formed reinforcing film has tensile shear strength, slip performance, durability, wear resistance, weather resistance, organic component resistance, etc. from the viewpoint of improving the road surface resistance that may sink. It is preferable to satisfy various physical properties.
・補強膜の面積
補強膜は、少なくとも路面における陥没の可能性がある箇所を全て包括する範囲に形成することが好ましく、さらには該箇所よりも広い範囲に形成することで十分な付着強度得ることがより好ましい。
例えば、路面における舗装の表層基層（アスファルト混合物層、コンクリート層等）の直下に空洞が達している箇所が存在する場合、該箇所を全て包括する範囲に形成することが好ましく、さらには該箇所よりも広い範囲に形成することがより好ましい。
-Area of reinforcing film It is preferable to form the reinforcing film in a range that covers at least all the places where there is a possibility of depression on the road surface, and further, it is possible to obtain sufficient adhesion strength by forming it in a wider range than the places. Is more preferable.
For example, if there is a place where the cavity reaches directly under the surface base layer (asphalt mixture layer, concrete layer, etc.) of the pavement on the road surface, it is preferable to form it in a range that covers all the places, and further, from that place. Is more preferably formed in a wide range.
・その他の構成
補強膜中には、粒状物を添加してもよい。粒状物の添加により表面に凹凸が形成され、滑り抵抗が確保される。
なお、粒状物を添加する方法としては、例えば塗布前の補強膜形成用の材料中に粒状物を添加する方法、塗布後且つ固化前の補強膜に対して粒状物を散布する方法等が挙げられる。また、シート状の補強膜を貼り付ける場合であれば、該シート状の補強膜を形成する際に予め添加する方法が挙げられる。
-Other configurations Granules may be added to the reinforcing film. The addition of granules forms irregularities on the surface and ensures slip resistance.
Examples of the method of adding the granular material include a method of adding the granular material to the material for forming the reinforcing film before coating, a method of spraying the granular material on the reinforcing film after coating and before solidification, and the like. Be done. Further, in the case of attaching the sheet-shaped reinforcing film, a method of adding the sheet-shaped reinforcing film in advance when forming the sheet-shaped reinforcing film can be mentioned.
また、路面の状態によって、補強膜と路面との間にプライマー層を形成してもよい。 Further, depending on the condition of the road surface, a primer layer may be formed between the reinforcing film and the road surface.
また、被覆膜には、注意喚起を示す案内画像、陥没予防措置を実施していることを示す案内画像、人目を惹くデザイン画像が印刷されていてもよい。
また、被覆膜には、対策工事、経過観察等の道路管理との連携を図る目的で、ＱＲコード(登録商標)の標示が印刷されていてもよいし、ＩＣタグを埋め込んでもよい。
Further, the coating film may be printed with a guide image indicating a warning, a guide image indicating that the depression preventive measures are taken, and an eye-catching design image.
In addition, a QR code (registered trademark) sign may be printed on the coating film or an IC tag may be embedded in the coating film for the purpose of coordinating with road management such as countermeasure construction and follow-up observation.
以下、実施例によって本発明をより具体的に説明するが、本発明はこれらの実施例に限定されるものではない。 Hereinafter, the present invention will be described in more detail with reference to Examples, but the present invention is not limited to these Examples.
次の通り、舗装路１８の下方の一部に空洞１２Ａを有する模擬インターロッキング舗装路１０を作製した（図７〜図９参照）。
まず、土嚢を積み重ね、中央部に５０ｃｍ×５０ｃｍ四方の空洞１２Ａを有する、１．５ｍ×１．５ｍ四方の土台１２を作製した。
次に、土台１２上に、空洞１２Ａに対応した５０ｃｍ×５０ｃｍ四方の穴１４Ａを有する板材１４を配置した。なお、板材１４の縁部には、内径で１．５ｍ×１．５ｍ、外径で１．６ｍ×１．６ｍ四方、幅５ｃｍの枠体を有する。そして、空洞１２Ａを塞ぐスライド板材１６も配置した。
次に、スライド板材１６で、空洞１２Ａを塞いだ状態で、板材１４上に、１００ｍｍ四方×厚さ４０ｍｍのインターロッキング、及び、１００ｍｍ×２００ｍｍ×厚さ４０ｍｍのインターロッキングを敷き詰め、舗装部１８を作製した。
As follows, a simulated interlocking paved road 10 having a cavity 12A in a part below the paved road 18 was prepared (see FIGS. 7 to 9).
First, sandbags were stacked to prepare a 1.5 m × 1.5 m square base 12 having a 50 cm × 50 cm square cavity 12A in the center.
Next, a plate material 14 having a 50 cm × 50 cm square hole 14A corresponding to the cavity 12A was placed on the base 12. The edge of the plate 14 has a frame having an inner diameter of 1.5 m × 1.5 m, an outer diameter of 1.6 m × 1.6 m square, and a width of 5 cm. Then, a slide plate member 16 for closing the cavity 12A was also arranged.
Next, in a state where the cavity 12A is closed with the slide plate material 16, 100 mm square × 40 mm thick interlocking and 100 mm × 200 mm × 40 mm thick interlocking are spread on the plate material 14 to form the pavement portion 18. Made.
このようにして、模擬インターロッキング舗装路１０を作製した（図７〜図９参照）。 In this way, a simulated interlocking paved road 10 was produced (see FIGS. 7 to 9).
次に、空洞１２Ａに対応する舗装部１８の表面に、ポリイソシアネートを含むＡ液と、活性水素を持つアミン化合物として特殊ポリアミンを含むＢ液と、の２液（アーマライニングス株式会社製）をスプレーガンで衝突混合させながら塗布した。それにより、厚さ２〜３ｍｍの、ポリウレア樹脂による補強膜２０を形成した（図８〜図９参照）。補強膜２０は、５０ｃｍ×５０ｃｍ四方の空洞１２Ａを覆うように、１ｍ×１ｍ四方の大きさで形成した。 Next, on the surface of the pavement portion 18 corresponding to the cavity 12A, two liquids (manufactured by Arma Linings Co., Ltd.), a liquid A containing polyisocyanate and a liquid B containing a special polyamine as an amine compound having active hydrogen, were applied. It was applied while colliding and mixing with a spray gun. As a result, a reinforcing film 20 made of polyurea resin having a thickness of 2 to 3 mm was formed (see FIGS. 8 to 9). The reinforcing film 20 was formed in a size of 1 m × 1 m square so as to cover the cavity 12A of 50 cm × 50 cm square.
次に、模擬インターロッキング舗装路１０から、スライド板材１６を引き出した。つまり、舗装部１８の下方に空洞１２Ａが存在する状態を模擬的に作り出した。
その状態で、下方に空洞１２Ａが存在する舗装部１８の位置に、約８０ｋｇｆの荷重をかけた。具体的には、当該位置に、体重約８０ｋｇの人を立たせた。
しかし、舗装部１８は、崩れることはなかった。つまり、下方に空洞１２Ａが存在する舗装部１８の位置で陥没が生じなかった。
Next, the slide plate material 16 was pulled out from the simulated interlocking paved road 10. That is, a state in which the cavity 12A exists below the pavement portion 18 is simulated.
In that state, a load of about 80 kgf was applied to the position of the pavement portion 18 in which the cavity 12A exists below. Specifically, a person weighing about 80 kg was made to stand at the position.
However, the pavement portion 18 did not collapse. That is, no depression occurred at the position of the pavement portion 18 where the cavity 12A exists below.
一方、補強膜２０を形成しない状態で、同様の実験を実施したところ、舗装部１８は、崩れた（図１０参照）。つまり、下方に空洞１２Ａが存在する舗装部１８の位置で陥没が生じた。 On the other hand, when the same experiment was carried out without forming the reinforcing film 20, the pavement portion 18 collapsed (see FIG. 10). That is, the depression occurred at the position of the pavement portion 18 where the cavity 12A exists below.
以上から、陥没の可能性がある路面に対し、路面の外側表面に補強膜を形成することで、陥没の可能性がある路面の耐力を簡易に向上できることがわかった。また、補強膜の下の舗装が崩落した場合であっても、歩行者が陥没にはまらないことがわかった。 From the above, it was found that the yield strength of the road surface that may be depressed can be easily improved by forming a reinforcing film on the outer surface of the road surface that may be depressed. It was also found that even if the pavement under the reinforcing film collapses, pedestrians do not get stuck in the depression.
２Ａ、２Ｂ 補強膜
４ 陥没の可能性のある箇所
６ 路面
１２Ａ ボイド管
１２Ｂ 浮き上がりが生じたボイド管
１２Ｃ 設計上のボイド管の位置
１４ 陥没
２２ 舗装
２４ 防水層
２６ 床版
２８ 鋼主桁
2A, 2B Reinforcing film 4 Possibility of depression 6 Road surface 12A Void pipe 12B Void pipe 12C Designed void pipe position 14 Depression 22 Pavement 24 Waterproof layer 26 Floor slab 28 Steel main girder
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| JPS5484304A (en) * | 1977-12-17 | 1979-07-05 | Oshita Naojirou | Method of treating surface of soft ground |
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| JP2018100503A (en) * | 2016-12-19 | 2018-06-28 | トーヨーマテラン株式会社 | Mortar composition for paved road surface repair and method for paved road surface repair |
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| JPS5484304A (en) * | 1977-12-17 | 1979-07-05 | Oshita Naojirou | Method of treating surface of soft ground |
| US4334798A (en) * | 1978-11-20 | 1982-06-15 | James Milne | Method of filling a hole in the ground |
| US5749674A (en) * | 1996-09-04 | 1998-05-12 | Wilson, Sr.; Jack H. | Method of pavement repair |
| JP2004514077A (en) * | 2000-11-14 | 2004-05-13 | ルー・チャー ルン | Processing method for gaps and cracks in the airfield runway surface |
| US20060204330A1 (en) * | 2005-03-11 | 2006-09-14 | Guy Boudreau | Method for repairing holes in pavement |
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