JP2642843B2 - Elastic roadbed and laying method of elastic roadbed - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is to be laid at intersections, hills, bridges, railroad crossings, shades, expressways interchanges, toll booths, parking lot approaches, curves, etc., in cold and snowy areas where ordinary vehicles pass. To prevent the road from becoming ice-burned or snow compacted in the winter, prevent traffic accidents due to slipping of passing vehicles, and reduce traffic from ice and snow removal to ensure traffic safety and smooth traffic during the winter. The present invention relates to an intended elastic road surface slab having rubber elasticity and slip resistance, and a method of laying the elastic road surface slab.

[0002]

2. Description of the Related Art Conventionally, a structure of a rubber plate for laying a road of this type has a structure in which a thick fabric made of a synthetic fiber or a blend of cotton and cotton as a reinforcing core material is interposed therebetween, or a steel plate is made of canvas. In place of the surface rubber layer interposed in the middle-core material-
It has a structure such as a lower rubber layer. In addition, the rubber material has a uniform composition on the top, middle and bottom surfaces, and each layer has a uniform design. The design of the surface is a pattern that takes into account the anti-slip properties. Material,
For example, non-slip properties can be improved by a composite effect that cannot be obtained with rubber alone, such as the embedding of ceramics, metal chips, metal pins, etc., which can be expected to have a spike pin effect, and the incorporation of various short fibers which are believed to increase the dynamic frictional resistance of the surface. In most cases, the steel plate used as a reinforcing material is only provided with bolt holes for fixing the floor plate body to the road surface.

[0003]

The above-mentioned prior art has the following problems. Therefore, when the reinforcing material is thick-woven, the fastening force to the road surface is weak, and the impact, shearing, and tensile stress applied to the entire soleplate during vehicle traffic concentrates on the fastening part of the laid rubber plate. Destruction due to fatigue. Also, if the core material is a woven fabric, if the bolts etc. of the anchor part are tightened too much, it will rather strain around this and create a gap with the road surface, and when water or mud enters this gap and freezes, This portion expands and further deteriorates the tightness to the road surface, and the water or the like expanded between the laying rubber and the road surface causes unevenness on the surface of the floor plate, which also deteriorates the traveling performance of the vehicle.

[0004] On the other hand, since the rubber material (compound) constituting the conventional road surface laid rubber plate is the same for the surface, the middle and the lower surface layers, weather resistance, cold resistance, ozone resistance, wear resistance, Designed to maintain the tear resistance and to easily break and scatter snow and ice burns adhering to the surface with the load of the vehicle and the impact of passing, and to design a well-balanced property that also enhances the wear resistance of the surface. That is quite difficult. For example, to make it easier to remove ice and condensed snow on the surface rubber, increase the cold resistance of the rubber (generally mix a large amount of low molecular weight softeners and plasticizers to soften the rubber), There are methods of adding paraffin wax, low molecular weight polyethylene, fine powdered fluorinated polyethylene, etc. that enhance the removability of snow compaction, but the mechanical strength such as abrasion resistance, tear resistance and fatigue resistance is sacrificed. And the frictional resistance of the rubber surface decreases. In particular, it is very dangerous to reduce the frictional resistance with the tire during rainfall other than winter.

The present invention has been made in view of the above-mentioned problems of the conventional technology, and has as its object to provide the following. Frequent slippage of vehicles due to freezing in the winter on roads in cold and snowy areas, remarkable deterioration of road performance on ice-burned roads, and mass consumption of energy due to increased road heating (increased economic burden) Measures to address various issues, such as traffic safety and smooth traffic maintenance and road maintenance, reduction of management costs, and the impact on the environment caused by spraying a large amount of snowmelt and consuming large amounts of energy, etc. Another object of the present invention is to provide an elastic road surface slab which is a high-performance road surface pavement for a cold region and a method for easily fastening the same to the road surface.

[0006]

Means for Solving the Problems In order to achieve the above object, the present invention is as follows. The present invention improves the function and effect of an elastic road surface slab laid on a road surface to prevent the formation of ice and snow due to freezing of the road surface in a cold region. A soft rubber layer having cold resistance, compression resistance, and fatigue resistance, which is not provided in the conventional elastic roadbed having a larger size, is provided as a strain function layer between the surface rubber layer and the reinforcing core material. Furthermore, in order to further increase the frictional resistance with the tire on a wet road surface other than during the freezing season, a part of the anti-slip design applied to the surface of the floor plate is provided with a projection or a discontinuous linear projection. By burying irregular-shaped ceramics in this portion, anti-slip performance that can cope with any road surface conditions such as a frozen state, a dry state, and a wet state is provided. Moreover, by providing a number of through holes in the steel plate, which is one of the reinforcing core materials, and by performing rib processing,
The steel plate and the upper and lower rubber layers sandwiching it add to the chemical bonding force by simultaneous vulcanization of the steel plate surface, the upper and lower rubber layers are integrated through the through hole, the physical anchor effect by the rib, and the bonding area The reinforcing steel plate and the rubber layer which are laminated by the increase are more firmly bonded to each other, and have a structure which can sufficiently withstand severe use conditions for a long time.

Further, in order to reliably and reasonably lay this elastic road surface slab having excellent performance on a road surface under various construction conditions, a fastening method excellent in workability is required. The laying method described below fulfills this requirement. That is, the paving material is extracted with a core drill or the like through a stepped anchor hole that has been previously drilled after the elastic roadbed is disposed, and the crushed stone below is extracted from this hole to an amount larger than the core diameter. After taking out, into the cavity formed in the crushed stone layer, pour quick-setting resin concrete to fix the anchor bolt receiving pin from such a stepped anchor hole, before the resin concrete hardens,
Immediately drive in the anchor bolt receiving pin incorporating the anchor cap. By doing so, the resin concrete becomes a spindle shape, and the physical anchor effect is reliably exhibited in a short time. In this way, it is an epoch-making construction method that does not require heavy machinery for the laying work, and is low cost and requires extremely short regulation time.

[0008]

An embodiment will be described with reference to the drawings. (Embodiment 1) FIG. 1 is a cross-sectional view showing the vicinity of a stepped anchor hole of an elastic roadbed according to the present invention, wherein 1 is a surface rubber layer having cold resistance, weather resistance, ozone resistance, abrasion resistance, chipping and cutting resistance, and running. As a result of the durability test, the thickness is 5 to 10 mm
Is appropriate, and one of the formulation examples is shown in Table 1.

[0009]

[Table 1]

As shown in Table 2, typical characteristic values of the surface rubber are excellent as the surface material of the elastic road surface slab in all other physical properties including cold resistance, abrasion resistance and ozone resistance. Also, as a material of the rubber layer, a halogenated polymer, for example, a rubber such as chloroprene, chlorosulfonated polyethylene, chlorinated ethylene propylene, etc. is used, even in the event of a fire on a road due to a traffic accident or the like. This is because the function of preventing the spread of fire is obtained by the self-digestibility of these polymers.

[0011]

[Table 2]

A is an elastic roadbed according to the present invention. The protrusions 2 provided on the surface rubber layer 1 in FIG. 1 make the spike function of the irregular ceramics 3 embedded in the surface rubber layer protrude from the surface of the anti-slip design in order to further improve the anti-slip effect in addition to the anti-slip design. This is to make it more effective. Furthermore, by providing these small projections and discontinuous linear projections in addition to this, the thickness of the ice formed on the elastic roadbed becomes uneven, and in addition, these projections are formed when passing a car. Since the stress (load) is concentrated, the rubber surface is partially deformed. The combination of these two effects makes the ice formed on the surface more fragile.

When vulcanizing and compression-molding the elastic roadbed using a vulcanizing press molding machine, the ceramics 3 is subjected to a surface treatment with a mercapto-methoxy type silane coupling agent (for example, manufactured by Nippon Unicar), and a chlorinated rubber is used. Coated with a primer (for example, primer primer "Metaloc P" / topcoat primer "Metaloc FC" manufactured by Toyo Chemical Laboratories), and the coated amorphous ceramic (for example, fused alumina having a particle size of 3 to 8 mm) is elastically treated. With a density of 0.8 to 1.0 kg per m ² , the dispersion is centered on the small protrusion design portion of the mold for the road surface floor board, and 9 mm
A thick unvulcanized surface rubber layer material is covered, and then a 15 mm thick unvulcanized intermediate strain rubber layer 5 rubber material is overlaid. Further, a 3.2 mm-thick reinforcing steel plate 6 which has been subjected to a primer treatment is put in advance, and finally, an unvulcanized cloth to be a 4 mm-thick base buffer rubber layer 7 is sequentially put in, and then an upper lid type is set. 60 kg per mold projected area at 145 ° C for 60 minutes
Vulcanization is performed by applying a pressure of f / cm ² .

The U-shaped groove 4 engraved to form the surface design of FIG. 1 not only enhances the anti-slip effect, but also serves to make the surface rubber layer easily deformed by the load of the vehicle, and furthermore, drains the surface. Has the effect of improving In addition, the bottom of the groove is rounded and slightly opened to make it easier for water and ice collected in this groove to be exfoliated by the impact when passing through the tire. The depth is 8 to 10 mm and the width is 5 to 7 mm.

The through holes 9 formed in the reinforcing steel plate 6 are formed by integrating the upper and lower intermediate strain rubber layers 5 and the base cushioning rubber layer 7 with each other through the steel plate, thereby forming a chemical contact with the rubber layer on the steel plate surface. In order to increase the physical anchoring effect in addition to the bonding force and increase the overall bonding strength between the steel plate and the rubber layer, the hole diameter is 5
In the range of 0 to 60 mm, if the number is too large, the strength of the steel sheet is reduced, and if the number is too small, the anchor effect is not obtained much,
50-70 points per m ² is an appropriate number from the experiment. The ribs of the ribbed steel plate have a width of 10 to 10.
15mm, depth 3-5mm, pitch 20-40mm
It has become. Ribbed steel sheets also have the advantage of increasing strength and rigidity as reinforcing cores compared to flat steel sheets of the same thickness. The intermediate strain rubber layer 5 shown in FIG. 1 is formulated mainly for cold resistance and responsiveness-large strain. Table 3 shows an example.

[0016]

[Table 3]

The suitable hardness range of the base cushioning rubber layer 7 shown in FIG. 1 is 5 to 40 scales with a JIS spring type A hardness meter.
The effect of the base cushioning rubber layer 7 is to improve the close contact with the asphalt or concrete pavement surface on which the elastic road surface body is laid, thereby eliminating the gap between the asphalt or concrete pavement surface and the elastic road surface plate and allowing water to enter during winter. In addition to preventing frost heave, it also absorbs vibrations caused by vehicles passing through the roadbed, protects the roadbed and railroad crossings, and has the effect of greatly reducing the accompanying noise. Table 4 shows an example of the composition of the base buffer rubber layer.

[0018]

[Table 4]

The characteristic values of the compound of the intermediate strain rubber layer shown in Table 3 are characterized by cold resistance and low hardness as shown in Table 5.

[0020]

[Table 5]

A stepped anchor hole 8 in FIG. 1 is an anchor hole used for fixing an elastic road surface floor plate to a road surface. The lower hole has a diameter of 110 to 120 mm, and the upper hole has a diameter of 2 to 2 mm.
It is 5 to 30 mm larger, and the elastic roadbed makes use of this step, and has a structure that is fixed to the roadbed with anchor bolts. The thickness of the reinforcing steel plate 6 is determined depending on the ground and traffic conditions of the road on which it is laid.
Select within a range of 9 mm. The material of this steel plate is S for structural material
In S-4000, a type subjected to galvanization to improve corrosion resistance and adhesion to rubber is used.

The steel plate used is that which has been treated with a metal / rubber vulcanizing adhesive (for example, “Sixson P-10 / Sixson 511-T” manufactured by Morton International) before vulcanization press molding. The vulcanized bond strength between the steel sheet and the intermediate strain rubber layer and the base buffer rubber layer shows excellent adhesion of 35 kgf / 2.5 cm (destruction of interface members) or more in a 180 ° peel test. The addition of the physical anchor effect of the through-holes and ribbed projections further enhances the adhesion reliability between the rubber layer and the steel plate as a reinforcing material.

Table 6 shows the results of comparative measurements of the stress and strain at low temperature of the elastic road surface slab of the present invention shown in FIG. 1 and the elastic road surface slab without the intermediate strain rubber layer. From this measurement result, it can be seen that the provision of the intermediate strain rubber layer produces a large difference in the amount of strain even if the stress (load) per unit applied to the elastic roadbed is the same.

[0024]

[Table 6]

Table 7 is a measure of the static stress (load) that the road surface receives from the tire tread of the vehicle. Therefore, the dynamic stress (load) during actual driving of the vehicle is several times to several tens times this value.

[0026]

[Table 7]

Table 8 shows the measured values of the amount of abrasion of the surface rubber layer collected by laying elastic roadbeds at railroad crossings in various parts of Hokkaido. It measures the maximum wear loss of the part where the car always passes, and measures the maximum wear loss of the spike,
Vehicles equipped with spiked tires account for more than 50% of the passing vehicles, and exhibit extremely excellent spike tire wear resistance.

[0028]

[Table 8]

(Embodiment 2) The road surface to which the present invention is applied most is an asphalt road surface, and it can be reliably used in various construction conditions, for example, in any season, weather, or limited time under traffic regulations. There is a need for a construction method that can fasten the elastic roadbed to the road surface in a short time. An embodiment invented in response to this request will be described with reference to FIGS.

(Embodiment 2-1) FIG. 2 is a laid cross-sectional view of a construction example applied to a road with a relatively small traffic volume. An elastic roadbed A provided with an anchor hole is arranged, and four corners are temporarily fixed with concrete nails or the like, and a concrete core drill having a diameter of about 100φ is formed on the existing asphalt road surface 10 from a stepped anchor hole for an anchor bolt. , The asphalt layer 11 is extracted, and the crushed stone layer 12 under the asphalt layer is further removed from the hole.
Using a concrete hammer drill, 350-400
Crush to a depth of mm.

After crushing, about 3 to 5 liters of crushed stone are taken out from this hole using an industrial vacuum cleaner or the like, and then, a rapidly hardening type polymethyl methacrylate-based resin concrete 13 (composition example is shown in Table 1). 9) is poured to the surface level of the hole, and the anchor cap 16 and the anchor bolt 14
Is inserted using a hammer or the like into the anchor bolt receiving pin 15 assembled in advance. After the poured resin concrete 13 is completely hardened, the anchor bolts 14 are tightened to completely fix the elastic road surface base plate to the road surface base. Then, urethane rubber 17 for embedding bolt holes is poured into the stepped through holes of the anchor cap 16. The end step formed between the existing road surface and the existing road surface is formed as a sloping portion 18 with asphalt to provide a gentle slope finish.

(Embodiment 2-2) FIG. 3 shows a construction example applied to a road with a large traffic volume or a road with a bad ground. In order to increase the road surface strength and stability of the elastic roadbed A, a lining plate 19 is used. (Material: SS400) or the like is previously fastened with a fastening bolt 21 to be integrated with a steel plate, and this is fastened to the road surface in the same manner as in Example 2-1. The thickness and size of the lining plate 19 are selected in consideration of the condition of the roadbed, traffic volume, etc. (typically 22 × 10
00 × 3000 mm).

[0033]

[Table 9]

FIG. 4 is a detailed view of the anchor bolt portion of the embodiment 2-1 for fastening the elastic roadbed to the asphalt road surface. In the drawing, reference numeral 3 denotes an amorphous ceramic buried in the surface rubber layer of the elastic roadbed to enhance the anti-slip effect.
Reference numeral 1 denotes a surface rubber layer, and reference numeral 5 denotes an intermediate strain rubber layer for deforming the compacted snow and ice adhering to the surface by the weight of the vehicle when passing through the vehicle and making it easily broken. Numeral 16 denotes a disk-shaped anchor cap for receiving an anchor bolt 14 for fastening the elastic road surface plate body to the road surface, and is made of the same material as the surface rubber layer. Reference numeral 17 denotes a cast-type urethane rubber for filling a bolt hole, which fills the bolt hole after the anchor bolt is completely fastened. The material of the anchor bolt is SUS304. Reference numeral 20 denotes a metal core that is integrally molded and inserted into a rubber portion in order to increase the tightening force of the anchor cap.

Reference numeral 2 denotes a hemisphere provided to enhance the anti-slip effect of the elastic road surface slab, and to further enhance the anti-slip effect of the amorphous ceramic buried for the same purpose and the effect of cracking ice or the like formed on the elastic road slab. These are projections. Numeral 4 is a U-shaped groove provided on the surface of the elastic roadbed to improve the water drainage of the surface and to absorb the impact by making the surface design easily deform when the load of the car is subjected to the load. It also has the effect of preventing abrasion, tearing and chipping of the rubber layer. In addition, the surface design is greatly deformed due to a synergistic effect with the intermediate strain rubber layer 5, and the ice burn or the snow compaction layer can be easily crushed by passing through the vehicle. 6 is a rubber and vulcanizer that increases the strength of the elastic roadbed, strengthens the tightness to the road, and prevents thermal expansion and contraction of the elastic roadbed due to a large temperature difference between midsummer and midwinter. It is a bonded steel plate.

Reference numeral 7 denotes a structure that improves the conformability to the ground road surface, prevents water and mud from entering between the elastic road surface plate and the vehicle, and reduces the impact of the vehicle on the entire elastic road surface plate. It is a base buffer rubber layer that prevents a decrease in adhesive strength. 11 shows an asphalt layer. 15 is an anchor bolt receiving pin,
A spiral ridge 15A is provided on the surface to improve the grip of the resin concrete 13. The anchor bolt receiving pin is provided with a semicircular groove 15B to prevent the anchor bolt receiving pin from rotating in the axial direction.

Numeral 12 denotes a crushed stone layer of the roadbed. 15C is a sharpened tip to facilitate entry into the crushed stone layer when driving the anchor bolt receiving pin. The resin concrete 13 holds the anchor bolt receiving pin withstands the load and vibration of the vehicle, increases the pull-out resistance, and stabilizes the fastening force between the roadbed and the elastic road surface floor plate for a long time. The crushed stone is taken out of the crushed portion, and resin concrete is poured into the cavity, so that a spindle type is formed in the crushed stone layer portion.

FIG. 5 is a detailed view of the anchor bolt fastening portion and the lining plate fastening portion of the embodiment 2-2 suitable for a road with a large traffic volume or a road with a bad roadbed. A fastening bolt for fastening the plate 19. Reference numeral 22 denotes a casting type urethane rubber for embedding a hole in a fastening bolt. The other parts have the same specifications as in FIG. FIG. 8 shows the laying state of the embodiment 2-2, and the size of one sheet is 30 × 1000 ×
An elastic roadbed of 1000 mm is 22 × 1000 × 3000 m with 9 bolts (SUS M16) per sheet.
Each of the three lining plates having a size of m is fastened to the road surface with five anchors per lining plate. The number of anchors per area is determined by the condition of the roadbed, the traffic volume of vehicles, and the like.

FIG. 7 shows an embodiment in which an elastic roadbed is laid on a concrete road. A is an elastic roadbed, 1
6 is an anchor cap. Numeral 23 denotes a dry anchor (for example, "Sanbic Anchor SB type" of Sanko Shoji) for fixing the elastic layer to the concrete layer. Numeral 24 denotes an embedding hole drilled by a concrete hammer drill or the like to drive the dry anchor. 24A is a concrete layer. Fig. 8 is 1000x1000 vertical x horizontal
The elastic roadbed A with the size of mm is 2000 × 3
000 (= a × b) mm, a part of an example of an arrangement diagram in which nine fastening bolts 21 are fastened per elastic roadbed to a lining plate having a size of 5 per sheet
It is fixed to the roadbed by the anchor bolts 14.

FIG. 9 shows an example of a non-slip design of an elastic roadbed, which basically has an omnidirectional pattern.
The surface of the design surface 26 has a step of several millimeters to increase the contact resistance with the tire. Numeral 2 denotes a projection in which ceramics are embedded, and 4 denotes a U-shaped groove provided continuously in the vertical, horizontal, and oblique directions. FIG. 10 is a front view of FIG. 9, 4 is a U-shaped groove, 2 is a protrusion, 25 is a design surface, and 26 is a design surface several millimeters lower than this design surface. FIG. 11 shows FIG.
This is an example of a non-slip design in which discontinuous protrusions are provided instead of small protrusions on the surface of the design. 27 denotes a discontinuous linear projection, and 4 denotes a U-shaped groove. FIG. 12 is a sectional view taken along line AA of FIG.
27 is a discontinuous linear projection, and 4 is a U-shaped groove. 28
Is a boundary between the surface rubber layer and the intermediate strain rubber layer, 6 is a reinforcing steel plate, and 9 is a through hole opened in the steel plate.

FIG. 13 shows an example in which small projections and discontinuous linear projections are combined in an anti-slip design. The basic pattern of the design is omnidirectional as in FIGS. 4 is a U-shaped groove, 2 is a projection, and 27 is a discontinuous linear projection. FIG.
4 is a side view of FIG. 13, 2 is a protrusion, 27 is a discontinuous linear protrusion, 25 is a design surface, and 4 is a U-shaped groove. Reference numeral 6 denotes a reinforcing steel plate, and reference numeral 9 denotes a through hole formed in the steel plate. FIG. 15 is a sectional view taken along line BB of FIG.
FIG. 16 is a sectional view taken along the line CC of FIG.

FIG. 17 shows a state of formation of an ice bank occurring at a contact portion of a road surface on which road heating is not performed and a road surface on which road heating has been performed. Shows the remaining snow that has not melted. The car travels in the direction of the arrow, and when a part of the snow attached to the tires reaches the non-road-heating road surface 31, it cools and freezes rapidly to form an ice bank 32. 33 is an ice-burned road surface. 34
Is a roadbed, and 35 is a drain.

FIG. 18 shows that an ice bank or an ice-burn is not formed by laying an elastic road-side flooring plate A on an ice-burn forming road surface at the end of the road heating road surface shown in FIG. 29 is a road surface on which road heating has been applied, 30 is snow that has not completely melted and remains, and 36 is snow and fine ice carried by the tires from the road heating road surface. Above shows a state in which neither an ice bank nor an ice burn is formed, but a snowy snow is formed. 33 is a non-road heating road surface, 15 is an anchor receiving pin for fixing an elastic road surface floorboard, 34 is a roadbed, and 35 is a drainage groove.

The operation and effect will be described.

[0045]

Since the present invention is configured as described above, the following effects can be obtained. 1. The elastic roadbed with the intermediate strain rubber layer can be reliably laid at low cost in a short time in all seasons with little modification on the existing asphalt or concrete road surface by the above-mentioned method. Due to the strain effect of the conventional rubber flooring,
It became possible to easily achieve the non-ice-burning and non-snowing effects even with a slight vehicle load and impact.

2. The present invention contributes to the elimination of a mountain-shaped ice bank formed on the outer side of both ends 1 to 2 m of the road heating laying especially in a road heating construction site which has recently become widespread. (This is shown in FIGS. 17 and 18.) That is, this reduction in the formation of ice banks is due to the fact that snow that does not completely melt on road heating adheres to the tires of the car, such as during severe snowfall and when the outside temperature is considerably low. The ice bank is transported to the outside of the road heating end, and freezes at a short distance at a stretch, and the ice bank gradually grows by repeating this phenomenon, which becomes a source of vibration and noise each time a car passes. In the meantime, complaints from local residents will be gathered, which will eventually hinder driving. The ice bank thus formed is extremely hard, and is tightly adhered to the road surface, so that the removing operation is not easy.

Therefore, as a result of laying the elastic roadbed of the present invention over the outer side of the road heating end portion 7 to 10 m, the phenomenon of ice bank formation was not observed at all, and the objective was sufficiently satisfied. On the other hand, the road surface on which the elastic road surface laying plate is installed absorbs the vibration of the traveling vehicle well even in the summer, and the noise during running is less than that of the concrete road surface or asphalt road surface, which is a very favorable effect in terms of measures against vibration and noise along the road. Can be raised. As described above, the present invention is useful for solving various problems, such as prevention of traffic accidents, securing smooth traffic, environmental conservation, and the negative effects of spike tire regulations, particularly in snowy countries.

[Brief description of the drawings]

FIG. 1 is an enlarged sectional view of the vicinity of an anchor hole of an elastic roadbed.

FIG. 2 is a cross-sectional view showing a laid state of a construction example applied to a road with a relatively small traffic volume.

FIG. 3 is a cross-sectional view showing a laid state of a construction example applied to a road with heavy traffic or a road with bad ground.

FIG. 4 is a cross-sectional view illustrating details of an anchor bolt portion of Example 2-1 for fastening an elastic road surface floor plate to an asphalt road surface.

FIG. 5 is a sectional view showing details of an anchor bolt fastening portion and a lining plate fastening portion of Example 2-2 suitable for a road with a large traffic volume or a road with a bad roadbed.

FIG. 6 is a cross-sectional view showing details of a bolt for fastening an elastic roadbed to a lining plate.

FIG. 7 is a cross-sectional view showing a state where an elastic road surface slab is laid on a concrete road surface.

FIG. 8 is a plan view showing a laid state of Example 2-2.

FIG. 9 is a plan view showing an example of an anti-slip design of an elastic road surface slab.

FIG. 10 is a front view of the same.

FIG. 11 is a plan view showing another embodiment of a non-slip design example of an elastic roadbed.

FIG. 12 is a sectional view taken along line AA.

FIG. 13 is a plan view showing another embodiment of the example of the anti-slip design of the elastic roadbed.

FIG. 14 is a side view of the same.

FIG. 15 is a sectional view taken along line BB.

FIG. 16 is a sectional view taken along line CC.

FIG. 17 is a cross-sectional view illustrating a state before laying of an elastic road surface slab.

FIG. 18 is a cross-sectional view illustrating a state after the elastic roadbed has been laid.

[Explanation of symbols]

 Reference Signs List A elastic roadbed 1 surface rubber layer 2 protrusion 3 ceramics 4 U-shaped groove 5 intermediate strain rubber layer 6 steel plate 7 base buffer rubber layer 8 stepped anchor hole 9 through hole made in reinforcing steel plate 10 asphalt road surface 11 asphalt layer 12 Crushed layer of roadbed 13 Resin concrete 14 Anchor bolt 15 Anchor bolt receiving pin 15A Spiral ridge 15B Semicircular groove 15C Tip 16 Anchor cap 17 Urethane rubber for embedding bolt hole 18 Asphalt sanding part 19 Covering plate 20 Core Gold 21 Fastening bolt 22 Urethane rubber 23 Dry anchor 24 Embedding hole 24A Concrete layer 25, 26 Design surface 27 Discontinuous linear projection 28 Boundary between surface rubber layer and intermediate strain rubber layer 29 Road heating is performed Road surface 30 Remains without completely melting Snow 31 Non-road-heating road surface 32 Ice bank 33 Ice-burned road surface 34 Roadbed 35 Drainage groove 36

Claims (9)

(57) [Claims] 1. A surface rubber layer having a hardness of 30 to 80 on a scale of a JIS spring type A hardness tester provided with an anti-slip design,
In contact with this layer, an intermediate strain rubber layer having a hardness of at least 15 scales lower than the surface rubber layer by a JIS spring type A hardness meter is provided, and a steel sheet which is not exposed to the surroundings below the intermediate strain rubber layer, 5 with JIS spring type A hardness meter
Total thickness 1 composed of a 40-gradation base buffer rubber layer
An elastic roadbed having a thickness of 0 to 100 mm. 2. An intermediate strain rubber layer having a foaming density of 0.03 to 0.03.
2. A closed-cell sponge of 0.9 g / cm ^3.
An elastic roadbed as described. 3. The elasticity according to claim 1, wherein the steel sheet interposed between the intermediate strain rubber layer and the base buffer rubber layer has a large number of through holes and is laminated without being exposed to the periphery. Roadbed. 4. The elastic roadbed according to claim 1, wherein a large number of steel plates interposed between the intermediate strain rubber layer and the base rubber cushion layer are subjected to rib processing. 5. The method according to claim 1, wherein a wire mesh, expansion metal or grating is used in place of the steel plate.
An elastic roadbed as described. 6. The material of each of the rubber layers constituting the surface rubber layer, the intermediate strain rubber layer and the base buffer rubber layer is natural rubber,
Styrene butadiene rubber, butadiene rubber, isoprene rubber, chloroprene rubber, chlorosulfonated polyethylene rubber, isoprene isoprene rubber, ethylene propylene rubber, chlorinated ethylene propylene rubber, or a mixture of two or three types of each rubber. The elastic roadbed according to claim 1, 2, 3, 4, or 5. 7. Small irregularities or discontinuous linear projections are provided on the surface rubber layer on which the anti-slip design is applied, and amorphous ceramics having a particle size of 1 to 10 mm, such as alumina (Al ₂ O ₃ ), silica (SiO ₂ ), silicon carbide (S
Claim 1 wherein iC) -based, zirconia (ZrO ₂ ) -based or the like is embedded.
An elastic roadbed according to claim 2, claim 3, claim 4, or claim 5. 8. In order to fasten the elastic road surface slab to a road surface with an anchor bolt receiving pin on a part of the elastic road surface slab, the surface rubber layer and the intermediate strain rubber layer on the upper surface of a steel plate or the like laminated in the middle are formed. 2. The through hole having a stepped hole having a hole diameter smaller than that of the steel plate and the base cushion rubber layer.
The elastic roadbed according to claim 5. 9. An elastic roadbed having a stepped anchor hole is laid on a road surface, a pavement material is extracted from the anchor hole to a crushed stone layer of a base using a core drill or the like, and then the crushed stone of the base is removed from the anchor hole. The layer is scraped out so as to be larger than the lower diameter hole in the stepped anchor hole, and a rapidly hardening type polymethacrylic acid or epoxy resin concrete is poured from the stepped anchor hole over the cavity formed by scraping and before curing. The entire helical ridge for fixing the elastic roadbed and the roadbed from the stepped anchor hole is attached, and a female screw for tightening the anchor bolt is provided on the upper part, and this female screw finally closes the stepped anchor hole The outer diameter of the steel plate core material embedded in rubber is integrally formed with the outer diameter of the upper step hole of the stepped anchor hole, and the thickness is the same as the depth of the upper step of the anchor hole. After the anchor cap provided with a stepped through hole for passing the anchor bolt in the center hits the anchor bolt receiving pin which has been temporarily tightened to the female thread part with the anchor bolt in advance, after the poured resin concrete has hardened A method for laying an elastic road surface slab, wherein an anchor bolt is securely tightened, and finally, a two-component type urethane rubber of a rapid curing type is poured into an anchor bolt hole provided in an anchor cap.