JP5009260B2 - Anti-slip material and laying method thereof - Google Patents

Description

  The present invention relates to an anti-slip material laid on a road surface base surface constituting a road surface and a laying method thereof, and in particular, can improve the durability and function of the anti-slip material and can exhibit performance over a long period of time. Furthermore, the present invention relates to an anti-slip material that can be firmly laid by a simple operation in a short time and a laying method thereof.

As a measure for preventing slippage on a road surface (including passages and stairs in this specification) where the risk of slippage is high or when wet, there is a method of roughening the surface and improving the coefficient of friction by this rough surface. It has been.
That is, at the pressure contact interface between a flexible 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 increase the friction coefficient. A method for preventing the formation of a completely lubricated surface by a wetting material film (generally water) on the wet surface is used.

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 film thickness of the wetting material acts thickly to be a completely lubricated surface, and when it is small, the film thickness of the working material is thinned, and the area of direct contact with the solid surface is increased at the contact interface.
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 of coping with this, the roughening of the road surface promotes the discharge of the wet material liquid, and the contact surface is reduced and the partial contact pressure is increased by the uneven contact, thereby destroying the interfacial wet film, and the rough surface. There is a method of increasing the solid contact at the protrusion and increasing the coefficient of friction.
In addition, it is known that when the surface of the rough surface protrusion tip 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. .

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

By the way, the anti-slip road surface material described in Patent Document 1 has a roughened aggregate that is “harder than polyurethane of matrix resin”. The maximum wear factor of 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 or the like and the road surface 8 by the sand particles S released on the road surface or the sand particles S adhering to the footwear or the road surface 8 (however, the anti-slip bone to be mixed in) Adhesion between the material particles 9 and the matrix resin 10 holding the material particles 9 is to be ensured.)
When considering the hardness of the component of the sand particles S released on the road surface, the aggregate particle 9 is an aggregate particle 9 having a Mohs hardness of 7 that is considered to be the maximum hardness and a Mohs hardness of 7 or less. Disappears easily.
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% in Patent Document 1 is the upper limit), but each particle has a bulk determined by the true specific gravity and the component particle size of the particle composition. There is a specific gravity (apparent density when the particles are packed in the most dense state in the natural state), and if 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 matrix 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. It promotes the abrasion of the holding matrix resin 10 by lapping and accelerates the dropping of the aggregate particles 9 for roughening.
Further, when the amount of the matrix resin is too small, the holding power of the aggregate particles 9 for roughening is reduced, and the friction element particles fall off early due to the frictional resistance.

Furthermore, this non-slip road surface material is molded with a polyurethane road surface material sheet, and is adhesively fixed to the road surface with an adhesive, but the road surface to which the non-slip road surface material is adhesively fixed is directly irradiated with sunlight, and in midsummer, The road surface temperature may range from 70 to 80 ° C.
Polyurethane is a substance whose hardness (durometer A hardness 90 ± 3 in Patent Document 1) and tensile stress are greatly affected by temperature, and when the temperature rises, the hardness decreases and the stress also decreases.
Non-slip road surface material molded with polyurethane also softens due to an increase in road surface temperature, and the anti-slip road surface material affixed to the road surface breaks due to tensile stress due to frictional resistance while the vehicle is running and a large shear load from the vehicle fall into disrepair.
When this non-slip road surface material is bonded and fixed with a normal adhesive, the adhesive also reduces the internal cohesive force at the road surface temperature, resulting in slipping or peeling damage of the attached non-slip road surface material sheet. Will be invited.

On the other hand, the present applicant has previously proposed an anti-slip material and a method for laying the anti-slip material as an anti-slip measure when the road surface has a high risk of slip and when wet (Japanese Patent Application No. 2007-228700).
This anti-slip material and its laying method are such that crystal particles with Mohs hardness of 8 or more and sharp corners of the cleaved surface are directly laminated as friction element particles on the road surface base surface constituting the road surface, and the arrangement density of the friction element particles Are bonded with a matrix resin so that the bulk specific gravity of the particles is 90% or more.
This anti-slip material and its laying method build a slip-proof friction element layer having high function and excellent durability on the road surface, but the laying process is not limited to the adhesive treatment of the road surface, but is coated with a matrix resin, It is necessary to repeatedly carry out spraying of friction element particles, press-fitting of particles, and resin curing reaction to form a friction element particle layer.
Further, in this method in which the friction element particle layer is directly formed on the road surface base surface, it is difficult to reliably form a uniform interface strain stress relaxation layer at the adhesive interface with the laid road surface base surface.
That is, there are problems that the process is complicated, requires a lot of man-hours, takes time to complete, and involves a risk of peeling damage due to distortion of the coating adhesion interface.
JP 2000-240004 A

  In view of the problems of the conventional anti-slip material and its laying method, the present invention can improve the durability and function of the anti-slip material and can exhibit the performance over a long period of time. An object of the present invention is to provide an anti-slip material that can be firmly laid by a simple operation and a laying method thereof.

  In order to achieve the above object, the anti-slip material of the present invention is obtained by impregnating a base material of a fiber woven fabric or non-woven fabric with a reaction curable matrix resin, and further substantially uniforming the matrix resin on the upper surface of the sheet impregnated with the matrix resin. The frictional element particles are spread almost uniformly on the coated matrix resin, and the frictional element particles are pressed and pressed onto the matrix resin by applying pressure to the dispersed frictional element particles. The friction resin particles are fixed by causing the matrix resin to undergo a curing reaction, and the lower friction element particle layer formed by eliminating the free friction element particles, and the matrix resin is substantially uniformly formed on the lower friction element particle layer. Applying and laminating friction element particles almost uniformly on the matrix resin, and rolling the applied friction element particles The upper frictional element particles formed by press-fitting the frictional element particles into the matrix resin and then fixing the frictional element particles by causing the matrix resin to undergo a curing reaction and eliminating the free frictional element particles. And is fixed to a road surface base surface constituting the road surface with a heat-resistant adhesive via a lower friction element particle layer.

  In this case, a protective layer formed by a curing reaction of a matrix resin can be provided on the upper friction element particle layer.

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

  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 base fabric can be tough and flexible with aging resistance and corrosion resistance.

  Further, the matrix resin impregnated in the base fabric can have an elongation percentage after reaction hardening of 50% or more and a tensile strength of 5 MPa or more.

  Also, a hot-melt adhesive layer having heat resistance of 80 ° C. or higher can be formed under the lower friction element particle layer.

  Further, the anti-slip material can be formed into a square having one side of 50 to 500 mm.

  In order to achieve the same object, the anti-slip material laying method according to the present invention includes laying the anti-slip material according to the present invention on the road surface with a heat-resistant adhesive having a heat resistance of 80 ° C. or higher. It is characterized by.

The anti-slip sheet obtained by mixing friction element particles with a matrix resin and molding the resin as in the conventional method, the liquid viscosity of the mixture is an important factor in sheet production during the sheet molding process. Although the viscosity of the mixed solution is set as a reference, the durability of the anti-slip function must be ensured by minimizing the interval between the included friction element particles.
The addition amount of the friction element particles having the minimum distance between the arrayed particles is the bulk specific weight (apparent density) of the friction element particles. The friction element particles are mixed into the matrix resin liquid to obtain a viscosity suitable for sheet molding. When the amount of aggregate to be adjusted is set, the density of the friction element particles becomes lower than the bulk specific gravity, which promotes wear of the anti-slip sheet.
On the other hand, in the anti-slip material and the laying method thereof according to the present invention, without mixing the friction element particles in the matrix resin liquid, the matrix resin is coated on the base fabric to form a resin layer, and the friction element is formed on the upper layer surface. Since the particles are dispersed and laminated, and the friction element particles are press-fitted into the matrix resin layer by rolling, the friction element particles can be arranged at a density close to the bulk specific gravity (density) of the particles. A high friction element particle layer can be formed.
Furthermore, 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. Therefore, 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 particle layer is completely worn out as a whole.
Also, in the conventional anti-slip material that directly coats the friction element particle layer on the road surface foundation surface of the road, the friction is repeatedly applied to the laid road surface foundation surface by directly applying the matrix resin, spraying and laminating friction element particles, and fixing the heat curing reaction. Since the element layer is formed and laid, the number of processes is large and each process takes time, and the formation of a strained stress layer at the adhesive interface with the road surface base surface becomes unstable, and there is a risk of strain peeling damage.
On the other hand, in the anti-slip material and the laying method of the present invention, since the anti-slip material produced in another manufacturing process is bonded and fixed to the road surface base surface with a heat-resistant adhesive, it is durable and permanent. The anti-slip material with various functions can be laid in a simple operation in a short time, and the stress relaxation layer of the adhesive interface strain is formed between the base fabric surface of the fiber woven fabric or nonwoven fabric impregnated with the matrix resin. Accordingly, it is possible to prevent distortion peeling and breakage of the adhesive fixing of the anti-slip material.

  In this case, by providing a protective layer formed by a matrix resin curing reaction on the upper friction element particle layer, it is possible to ensure the retention of the press-fitted friction element particles and lay a highly durable anti-slip layer. , It is possible to expedite the deregulation of traffic regulation work on the common road.

  In addition, by making the friction element particles crystalline particles having a Mohs hardness of 8 or more and sharp corners of the cleavage plane, 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 .

  Further, 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 is high and uniform. Thus, 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.

  In addition, by making the base fabric tough and flexible with aging resistance and corrosion resistance, a stress relaxation layer with good adhesion interface strain can be formed between the road surface and the base surface. Thus, distortion peeling and breakage of the adhesion interface of the anti-slip material can be prevented.

  In addition, the matrix resin impregnated in the base fabric is formed with a stress relaxation layer with a good adhesion interface strain between the road surface and the base surface by setting the elongation after reaction hardening to 50% or more and the tensile strength to 5 MPa or more. Thereby, distortion peeling and breakage of the adhesion interface of the anti-slip material can be prevented.

  Further, by forming a heat-meltable adhesive layer having a heat resistance of 80 ° C. or higher under the lower friction element particle layer, the heat-meltable adhesive layer is preheated to 80 ° C. or higher in advance to prevent slip Can be bonded to each other by arranging them on the road surface and rolling and pressing.

  In addition, by forming the anti-slip material into a square with a side of 50 to 500 mm, selecting the size and shape according to the size and shape of the road surface, the handling and reliable bonding of the anti-slip material Operation can be facilitated, construction efficiency can be improved, and material loss can be reduced.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of an anti-slip material and a laying method thereof according to the present invention will be described with reference to the drawings.

1 to 2 show an embodiment of an anti-slip material and its laying method according to the present invention.
As shown in FIGS. 1A and 1B, the anti-slip material C is obtained by impregnating a base fabric 11 made of a woven or non-woven fabric with a reactive curable matrix resin 2 and impregnating the matrix resin 2. Further, the matrix resin 2 is applied almost uniformly on the upper surface of the substrate, and the friction element particles 1 are spread almost uniformly on the coated matrix resin 2 and the applied friction element particles 1 are subjected to rolling pressure. The lower layer friction formed by press-fitting the friction element particles 1 into the matrix resin 2 and then fixing the friction element particles 1 by causing the matrix resin 2 to undergo a curing reaction and eliminating the free friction element particles 1. The element particle layer A is formed.
Then, as shown in FIGS. 1 (c) to 2 (e), the matrix resin 4 is applied substantially uniformly on the lower friction element particle layer A, and the friction element particles 5 are substantially uniformly applied on the matrix resin 4. In addition to spreading and laminating, the frictional element particles 5 are subjected to pressure contact by press-fitting the frictional element particles 5 into the matrix resin 4, and then the matrix resin 4 is cured and reacted to fix the frictional element particles 5. In addition, the upper friction element particle layer B formed by eliminating the friction element particles 5 that are released is formed.
Then, as shown in FIGS. 2 (f) and 2 (g), the lower friction element particle layer A is fixed to the road surface base surface 3 constituting the road surface with a heat resistant adhesive 12.

In this case, the upper friction element particle layer B can be formed in a plurality of layers by repeating the above steps.
Further, the matrix resin 4 of the upper friction element particle layer B may be a matrix resin having a higher elastic modulus and higher strength than the matrix resin 2 of the lower friction element particle layer A.

The base fabric 11 made of a fiber woven fabric or a non-woven fabric sheet is aging resistance, corrosion resistance, tough and flexible, and has an elongation after reaction curing of 50% or more, and a reaction curable property having a tensile strength of 5 MPa or more. By being impregnated with the matrix resin, a strain stress relaxation layer F having toughness and elasticity is formed.
Further, the lower friction element particle layer A and the upper friction element particle layer B have a constituent volume ratio of the friction element particles 1 and 5 of 90% or more, which is close to the bulk specific gravity of the particles, by press-fitting by rolling. .

Although not shown in the figure, a fiber woven fabric or a nonwoven fabric base fabric having aging resistance, corrosion resistance, toughness and flexibility as a reinforcing base fabric between the upper and lower friction element particle layers A and B. Further, the upper friction element particle layer B can be reinforced.
Further, by applying the matrix resin 6 of the protective layer substantially uniformly on the uppermost friction element particle layer and reacting and curing to form the protective layer G, the stable and fixed fixation of the friction element particles 5 exposed on the surface layer can be achieved. It can be secured.

Further, as shown in FIG. 2 (f), by applying and forming a heat-resistant adhesive 12 such as a hot-melt adhesive having a heat resistance of 80 ° C. or higher under the lower friction element particle layer A, slip prevention is achieved. When the material C is bonded and laid on the road surface base surface 3, the same heat-resistant adhesive 12 is applied and dried on the road surface base surface 3 subjected to the adhesion treatment, and the anti-slip material C including the layer of the heat-resistant adhesive 12 is thermocompression bonded.
Alternatively, the anti-slip material C is heated to 80 ° C. or higher in advance, the layer of the heat-resistant adhesive 12 made of a heat-meltable adhesive is melted, and the anti-slip material C is arranged and pressure-bonded for easy adhesion and laying. be able to.

By the way, the substance considered to exhibit the highest hardness in the composition of the sand particles S floating on the general road surface is quartz, and the Mohs hardness of quartz is 7, but in this embodiment, the friction element particles 1 and 5 are: Crystal grains having higher corners of the cleaved surface with Mohs hardness of 8 or higher, such as alundum (Mohs hardness 9) of alumina crystal and crushed particles of silicon carbide crystal (Mohs hardness 9) are employed. .
Accordingly, the friction element particles 1 and 5 are not easily worn and damaged by the sand particles S floating on the road surface, and the durability of the friction element particles 1 and 5 can be ensured.
Even when the friction element particles 1 and 5 on the surface are damaged by the sand particles S floating 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 becomes sharp and the friction element particles themselves re-activate the friction element function.

Further, the high hardness friction element particles 1 and 5 of the friction element particle layers A and B are arranged and laminated at a high density of 90% or more of the bulk specific gravity, and the matrix resin 2 that holds the friction element particles 1 and 5. 4 can be protected from the sand particles S floating on the road surface, and the wear resistance of the anti-slip material C can be improved.
Further, the friction element particles 1 and 5 of the anti-slip material C are arranged in a plurality of layers, and even if the upper friction element particles 5 are worn out or dropped off, the lower friction element particles 1 are exposed on the surface layer, and the friction Reactivate device function.
That is, the anti-slip material C forms a highly durable anti-slip surface layer that always exhibits a certain level or more of friction resistance due to the wear-resistant friction element particles 1 and 5 and its surface function reoccurrence.

On the other hand, the anti-slip material C is impregnated with a matrix resin 2 having a tensile strength of 50 MPa or more and a tensile strength of 5 MPa or more on a tough base fabric 11 having aging resistance, corrosion resistance and flexibility. The strain stress relaxation layer F of the adhesion interface that also serves as reinforcement of the friction element particle layers A and B is provided.
Thus, when the road surface 3 is bonded and fixed to the road surface 3 with the heat-resistant adhesive 12, the road surface 3 vibration, thermal expansion / contraction, impact distortion from the friction element layer surface, surface vehicle traffic, vehicle braking shear stress and the bonded interface The strain is alleviated, and the strain peeling at the adhesive interface and the breakage of the anti-slip material C are suppressed.

The tough base fabric 11 having the aging resistance, corrosion resistance, and flexibility of the strain stress relaxation layer F is made of carbon fiber nonwoven fabric. Among them, PAN (Polyacrylonitrile), which is tough and flexible. Carbon fiber.
Thereby, the strain stress relaxation layer F which is durable, has a high reinforcing effect, and has a high elastic strain absorption property is formed, and the anti-slip material C can be stably and firmly bonded and fixed.
Further, the matrix resin 2 impregnated in the base fabric 11 and having an elongation after reaction curing of 50% or more and a tensile strength of 5 MPa or more is a resin that cures a bisphenol A type epoxy resin with a modified aliphatic polyamine. Can do.
A similar epoxy resin can also be used as an adhesive to the road surface base surface 3 of the anti-slip material C.

In addition, as the heat-meltable adhesive layer formed under the lower friction element particle layer A, a polymer urethane prepolymer is adopted, and the adhesive applied to the road surface base surface 3 may also be a polymer urethane prepolymer. it can.
In this case, when applying the adhesive to the road surface base surface, surface polishing, kelen processing, and primer treatment for adhesion interface activation can be performed as an adhesion base treatment for the road surface base surface.
As the heat-resistant adhesive 12, a heat-resistant adhesive that undergoes a curing reaction or heat welding at 80 ° C. or higher can be used.
Further, when the anti-slip material C is bonded and fixed with the heat-resistant adhesive 12, the heat-resistant adhesive 12 is applied to the road surface 3 and the anti-slip material C is disposed on the adhesive surface, and then heated to 80 ° C. or higher. Rolling adhesive can be fixed.
Further, the heat-resistant adhesive 12 made of a heat-meltable adhesive having a heat resistance of 80 ° C. or higher is applied to the road surface base surface 3 and dried, and the same heat-meltable adhesive is formed under the lower friction element particle layer A. It is also possible to form a layer of the heat-resistant adhesive 12 and preheat the hot-melt adhesive layer of the anti-slip material C to 80 ° C. or higher, and then place the anti-slip material C on the road surface base and press-compress it. it can.

On the other hand, the thickness settings of the lower friction element particle layer A and the upper friction element particle layer B are set according to the particle sizes of the wear-resistant friction element particles 1 and 5, and the lower friction element particle layer A and the upper friction element particle layer B to be laminated. Determined by the number of layers.
In designing the thickness of the anti-slip material C, the thickness of one friction element particle layer A or B is the maximum particle diameter in the particle size of the friction element particles 1 and 5 to be used. A and the upper friction element particle layer B are used, and the anti-slip material C is composed of a laminate of at least two layers.
In addition, the friction element particles 1 and 5 do not necessarily have to be composed of particles having a single particle size, and several types of mixed particle sizes can be used. Further, the particle size is changed for each of the friction element particle layers A and B. It is also possible to do.

The friction element particle layers A and B are sequentially formed from the lower friction element particle layer A to the upper friction element particle layer B.
The matrix resin 2 and 4 of each friction element particle layer A and B is applied to the laying surface of each layer, and the friction element particles 1 and 5 constituting each layer are uniformly sprayed and laminated on the surface, and the friction element particles are dispersed. Rolling pressure is applied to the surface of 1 or 5, the friction element particles 1 and 5 are press-fitted into the respective layers of the matrix resins 2 and 4, the matrix resin 2 or 4 is fixed by reaction curing, and is released without adhesion. Excess friction element particles are removed by vacuum or blower.
This operation is repeated to form the anti-slip material C having the design thickness with a predetermined number of layers.

By forming the friction element particle layers A and B by this method, the uniform distribution of the friction element particles 1 and 5 and the anti-slip material C of the high-density array lamination having 90% or more of the bulk specific gravity of the particles are completed. .
A protective finishing matrix resin 6 is applied to the surface layer of the uppermost friction element particle layer B to form a protective layer G, whereby a reliable adhesion holding structure for the surface friction element particles 5 is completed.

In addition, the design material amount of each friction element particle layer A and B is calculated by the method described below, for example.
That is, the laying amount of the friction element particles 1 and 5 in each friction element particle layer A and B is the design thickness of each friction element particle layer A and B as the maximum diameter of the constituent particle sizes of the friction element particles 1 and 5, The volume of the friction element particle layer A or B is calculated from the laying area, and the friction element particle weight per laying area is calculated from the bulk specific gravity of the particle size.
Table 1 below shows the particle size and maximum particle size according to JIS standards 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 laying design thickness determines the design thickness per layer of the friction element particle layer A or B, calculates the amount of the friction element particles 1 or 5 necessary for the design thickness, and arranges the friction element particles 1 or 5. Assuming that the density is comparable to the bulk specific gravity, the amount of matrix resin necessary to fix it is calculated and applied to the laying surface of the base fabric 11 or the like.
The arrangement density of the friction element particles 1 or 5 per layer of the friction element particle layer A or B is set to be equivalent to the bulk specific gravity.
Then, the amount of the matrix resin 2 or 4 necessary for reliably connecting and fixing the friction element particles 1 or 5 is determined from the bulk specific gravity determined by the true specific gravity of the friction element particles 1 and 5 and the particle size thereof. The amount of matrix resin is calculated by using 40% of the particle arrangement gap amount as a lower limit and 100% as the upper limit amount as a design standard.
In the calculation of the amount of the next layer matrix resin at the time of laying, the amount of the next layer matrix resin is adjusted and set so that the cumulative amount of the matrix resin amount of the previous layer and the next layer is 180% to 200%.
In the actual production of the anti-slip material C, the base cloth 11 shown in FIG. 1A is coated and impregnated with the matrix resin 2, thereby forming the strain stress relaxation layer F at the adhesive interface and reinforcing the anti-slip material C. It becomes a layer.
Further, since the matrix resin 2 is also an adhesion-fixing matrix resin for the friction element particles 1 of the lower friction element particle layer A, a resin having an elongation after reaction hardening of 50% or more and a tensile strength of 5 MPa or more is suitable. .

The coating amount of the matrix resin 2 applied to the surface of the strain stress relaxation layer F obtained by applying and impregnating the matrix resin 2 to the base fabric 11 is calculated by calculating the volume from the set thickness of the lower friction element particle layer A, and the friction element particles 2 From the true specific gravity and the bulk specific gravity of the particle size, the one-layer arrangement gap amount of the friction element particles 1 is calculated to be 45 to 60% of the gap volume.
The amount of the matrix resin 4 of the upper friction element particle layer B to be the second layer is calculated by calculating the volume from the set thickness of the upper friction element particle layer B. From the true specific gravity of the friction element particles 5 and the bulk specific gravity of the particle size, The one-layer arrangement gap amount of the friction element particles 5 is calculated.
The design amount of the design matrix resin 4 of the upper friction element particle layer B is set to 80 to 90% of the calculated calculation gap volume, and further, 100% of the calculation matrix resin 2 of the lower friction element particle layer A is actually applied. The difference (100-45 to 60%) from the amount of the matrix resin 2 is calculated and added to the amount of the calculated matrix resin 4 to obtain the upper limit coating amount of the upper layer coating matrix resin 4.
The laying coating matrix resin amount of the upper friction element particle layer B from the third layer to the final layer is such that 80 to 90% of the arrangement gap volume of the friction element particles of the corresponding layer is satisfied.
The amount of the coating matrix resin 6 of the protective layer G is 10 to 15% of the gap amount calculated from the bulk specific gravity of the friction element particles.

As described above, in this embodiment, the amount of matrix resins 2 and 4 and the amount of resin of the protective layer G necessary for adhesion and fixing of the friction element particles 1 and 5 are calculated from the calculated thickness friction element particle calculation amount. The arrangement density of the friction element particles 1 and 5 of the anti-slip material C is 90% or more of the bulk specific gravity of the particles, and is securely bonded and fixed by the matrix resins 2 and 4 and the protective layer 6.
In the present embodiment, the matrix resins 2, 4, and 6 used in the friction element particle layers A and B and the protective layer G can be changed to characteristic resins suitable for the respective layers.
Further, in each of the friction element particle layers A and B, the friction element particles 1 and 5 that are heated and held at 60 to 100 ° C. are sprayed and laminated on the surfaces of the coated matrix resins 2 and 4, and press-fitted. The viscosity of the matrix resin is lowered, the resin liquid adhesion wetting at the friction element particle interface can be improved, and the reaction curing of the resin can be promoted.

In the trial production of the anti-slip material C, 250 × 250 × 0.5 t (mm) PAN-based carbon fiber nonwoven fabric was used as the base fabric 11 of the lower friction element particle layer A.
The lamination of the friction element particles 1 and 5 is a two-layer lamination of the lower friction element particle layer A and the upper friction element particle layer B.
As the friction element particles 1 and 5, Alundum manufactured by Showa Denko Co., Ltd., particle size # 60 (maximum particle size: 425 μm, bulk specific gravity: 1.78, true specific gravity: 3.96) is used, and the matrix resin is bisphenol A. A type of epoxy resin (tensile force: 14 MPa, elongation 150% specific gravity: 1.15) is employed.
Moreover, the design thickness of each friction element particle layer A and B shall be 0.425 mm.

Each material quantity calculation in this trial production was performed as follows.
That is, the friction element particle layer volume per friction element particle layer (the layer thickness is the maximum diameter of the friction element particles: 0.425 mm) is 250 × 250 × 0.425 × 10 ⁻⁶ = 0.027 liters. The amount of friction element particles constituting the layer is 0.027 × 1.78 = 0.048 kg from the bulk specific gravity.
Further, the particle arrangement space amount of the layer is 0.027−0.048 ÷ 3.96 = 0.015 liters from the true specific gravity (3.96) of the friction element particles.
The loss of trial laying of each material is 60% for friction element particles and 35% for matrix resin.

The trial production procedure of the actual anti-slip material C is as follows. A carbon fiber nonwoven fabric 250 × 250 × 0.5 t (mm) of the base fabric 11 is fixed on a polyethylene plate (5 t × 500 × 500 mm) with a double-sided adhesive tape. The matrix resin 2 is impregnated by coating. The amount of impregnated resin was 35 g.
The amount of coating matrix resin 2 (specific gravity: 1.15) of the friction element particle layer A is 50% of the space, and including the loss (35%), 0.015 × 1.15 × 0.5 × 1. 35 = 0.012 kg (12 g), and this is uniformly applied to the surface of the base fabric 11 with a brush.

The friction element particle amount spread and laminated on the lower friction element particle layer A is 0.048 × 1.6 = 0.077 kg (77 g) including loss (60%) from the element layer volume and bulk specific gravity. Put particles in sieve and spread evenly on surface.
Next, a rolling roll is applied to the friction element particle spreading surface, and the friction element particles 1 are press-fitted into the coating matrix resin 2 by pressure.
A heating heater is applied from the surface and heated to about 50 to 70 ° C., and the matrix resin 2 is reacted and cured in about 20 minutes.

After the matrix resin 2 is cured, the excessive friction element particles 1 that are released are removed by vacuum.
Next, the amount of the coating matrix resin 4 of the upper friction element particle layer B is 0 when the layer design thickness is the same as that of the lower friction element particle layer A (maximum particle diameter: 0.425 mm). 0.015 liter, and assuming that the amount of the matrix resin 4 required for design is 90%, 0.015 × 0.9 = 0.0135 liter.
When the amount of the insufficient matrix resin 2 of the lower friction element particle layer A (100−50 = 50%) is added to this, it becomes 0.0135 + 0.015 × 0.5 = 0.034 liter, and the coating work loss (35% ) Is the amount of matrix resin applied when the upper friction element particle layer B is laid.
That is, the amount of the coating matrix resin (specific gravity: 1.15) at the time of laying the upper friction element particle layer B is 0.034 × 1.15 × 1.35 = 0.053 kg (53 g). The friction element particle layer A is applied on the friction element particle layer A, and the friction element particles 5 of the upper friction element particle layer B are uniformly dispersed on the applied matrix resin 4.
The amount of friction element particles at this time is 0.028 × 1.78 × 1.6 = 0.077 kg (77 g) including loss (60%).

The friction element particles 5 are evenly dispersed on the surface of the coated matrix resin 4, applied with a pressure roller and press-fitted, heated to about 50 to 70 ° C. with a heater, and the matrix resin 4 is reacted and cured in about 20 minutes. Let
After the matrix resin 4 is cured, the excessive friction element particles 5 that are released are removed by vacuum.
Further, the matrix resin 6 of the protective layer G is applied to the upper friction element particle layer B, and similarly heated and cured.
The amount of the matrix resin 6 in the protective layer G is 10% of the 100% space amount of the upper friction element particle layer B.
That is, the space amount of the upper friction element particle layer B is an amount obtained by subtracting the volume of the friction element particles 5 from the volume of the upper friction element particle layer B, and is 0.027−0.048 ÷ 3.96 = 0.015. 10% of the amount is taken as the matrix resin amount of the protective layer G.
When the specific gravity of the matrix resin 6 is 1.15 and the loss is 35%, 0.015 × 0.1 × 1.15 × 1.3 = 0.002 kg (2 g).
In the actual coating operation, the absolute amount of the matrix resin 6 is too small, and the matrix resin 6 is diluted three times with toluene.
After the application, it is dried and heated to about 50 to 70 ° C. with a heater, and the matrix resin 6 is reacted and cured in about 40 minutes to complete the anti-slip material C.
Table 2 below shows the properties of the anti-slip material C produced according to this example.

Here, the measurement of the friction element particle density of each of the friction element particle layers A and B is performed by cutting a test piece, which is a test prototype, into approximately 30 × 30 mm squares and polishing the base fabric (strain stress relaxation layer F) of the test piece. The pure friction element particle layers A and B are removed, and this is crushed to collect about 5 to 7 mm square pieces, and the weight is accurately weighed to prepare a sample.
Put the sample in a pycnometer that has been confirmed to have an accurate internal volume (volume) in advance, put in methanol that has been accurately measured for specific gravity, seal the pycnometer, discharge excess methanol, and the amount of methanol remaining in the pycnometer ( The total volume of the sample is calculated from (volume).
Take out the sample, heat and burn it in a porcelain evaporating dish and heat it to completely burn and remove the organic substances.In addition, the inorganic filler is separated from the friction element particles by the water precipitation method, and only the friction element particles are collected and accurately collected. Weigh and measure.
A value obtained by dividing the friction element particle weight by the sample volume is the particle arrangement density of the laying friction element particle layer.
A value obtained by dividing the friction element particle arrangement density by the friction element particle bulk specific gravity is a friction element particle arrangement density ratio, and this value is required to be 90% or more.

Next, a performance test of the anti-slip material C of this example is performed.
4 pieces of anti-slip material C (250 × 250 × 1.75 mm) are bonded and fixed to the steel plate surface of 500 × 500 × 20 mm with the anti-slip material C as the road surface 3 by using an epoxy adhesive. The laying road surface base surface of C was completed, and the performance test of the anti-slip material C was performed.

  Various methods have been proposed to test the anti-slip performance of steel telescopic devices that connect asphalt road surfaces of highway and other road bridges. An example prototype test piece was tested for performance.

1. Abrasion test (1) Floor polisher abrasion test: Amano CMP140
(2) Wearing wire brush: Φ15in
(3) idling speed: 190rpm
(4) Pressurized load = 27kg

2. Performance measuring instrument (1) Friction element particle layer thickness measurement: Keyence eddy current displacement sensor measuring instrument (2) Surface roughness: Mitutoyo SJ402
(3) Wet surface friction resistance (BPN value): SKID-FRICTION TR300 Model B manufactured by MASTRAD
(4) Coefficient of dynamic friction (DF value): Dynamic friction tester manufactured by Nihon Sangyo Co., Ltd. (wet surface speed: 80 km / h)
(5) Impact strain peel test: 1.5 kg metal hammer drop impact, drop height: 2.0 m

  The results of the performance test are shown in Table 3 below.

As mentioned above, although the Example and the performance of the slip prevention material of this invention and its laying method were explained in full detail, this value is a value applicable enough for practical use.
In addition, this example is only an example, and it is possible to extend the wear response time by increasing the thickness of the entire friction element particle layer, and the change adjustment of the particle size of the friction element particles, the adoption of a mixed particle size, Each performance can be improved by changing the friction element particle component.
Moreover, it can also adjust to the performance according to a use also by changing and adjusting the characteristic of the matrix resin of each friction element particle layer.
Furthermore, the road surface base surface as an object to which the present invention is applied also has the characteristics of the matrix resin constituting the adhesive and the friction element particle layer in addition to the steel expansion and contraction device of the road bridge such as the expressway assumed in the above embodiment. By changing, rubber expansion and contraction devices, concrete road surfaces, asphalt road surfaces, ship decks and the like can be widely applied, and this is not excluded.

  The anti-slip material and the laying method thereof according to the present invention can improve the durability and function of the anti-slip material, can exhibit performance over a long period of time, and can be laid firmly in a short simple operation. Therefore, it can be used widely and suitably as an anti-slip material other than roads.

One Example of the slip prevention material of this invention is shown, (a) is the 1st process drawing of the slip prevention material manufacture, (b) is the 2nd process drawing, (c) is the 3rd process drawing. One example of the anti-slip material and its laying method is shown, (d) is a fourth step diagram of manufacturing the anti-slip material, (e) is a fifth step diagram, (f) is the lower friction element particle layer Sectional drawing which shows the slip prevention material which formed the hot-melt-adhesive adhesive layer below, (g) is sectional drawing which shows the installation process of the slip prevention material. It is sectional drawing which shows attrition of the friction element particle | grains by the effect | action of a vehicle tire and the sand particle which floats on the road surface in the road surface which gave the countermeasure against slip.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Friction element particle | grains 11 Base cloth 12 Heat resistant adhesive agent 2 Matrix resin 3 Road surface base surface 4 Matrix resin 5 Friction element particle | grains 6 Matrix resin 7 Traveling vehicle tire 8 Road surface 9 Aggregate particle | grains 10 Matrix resin A Lower layer friction element particle layer B Upper layer friction Element particle layer C Anti-slip material F Strain stress relaxation layer G Protective layer S Sand particles floating on the road surface

Claims (9)

  A base material of fiber woven fabric or nonwoven fabric is impregnated with a reaction curable matrix resin, and the matrix resin is further applied substantially uniformly on the upper surface of the sheet impregnated with the matrix resin, and friction element particles are formed on the coated matrix resin. Are applied to the matrix resin by press-fitting, and then the matrix resin is cured and reacted to fix the friction element particles. In addition, a lower layer friction element particle layer formed by eliminating free friction element particles, and a matrix resin is applied substantially uniformly on the lower friction element particle layer, and the friction element particles are substantially uniform on the matrix resin. The friction element particles are applied to the matrix resin by spreading and laminating onto the matrix resin, and applying a rolling pressure to the dispersed friction element particles. The upper frictional element particle layer is formed by fixing the frictional element particles by press-fitting and then fixing the frictional element particles by curing the matrix resin and excluding the released frictional element particles. An anti-slip material characterized by being fixed to a road surface base surface constituting the road surface with a heat-resistant adhesive.   The anti-slip material according to claim 1, further comprising a protective layer formed by a matrix resin curing reaction on the upper friction element particle layer.   The anti-slip material according to claim 1 or 2, wherein the friction element particles are made of crystal particles having a Mohs hardness of 8 or more and a corner of the cleavage plane having an acute angle.   4. The anti-slip material according to claim 1, wherein the arrangement density of the friction element particles constituting the lower layer or upper friction element particle layer is 90% or more of the bulk specific gravity in the particle size.   The anti-slip material according to claim 1, 2, 3, or 4, wherein the base fabric is tough and flexible having aging resistance and corrosion resistance.   6. The anti-slip material according to claim 1, wherein the matrix resin impregnated in the base fabric has an elongation after reaction curing of 50% or more and a tensile force of 5 MPa or more.   The anti-slip material according to claim 1, 2, 3, 4, 5 or 6, wherein a hot-melt adhesive layer having a heat resistance of 80 ° C or higher is formed under the lower friction element particle layer.   The anti-slip material according to claim 1, 2, 3, 4, 5, 6 or 7, wherein the anti-slip material is formed into a square having one side of 50 to 500 mm.   A slip characterized by adhering and laying the anti-slip material according to claim 1, 2, 3, 4, 5, 6, 7, or 8 on a road surface with a heat-resistant adhesive having heat resistance of 80 ° C or higher. How to lay prevention materials.

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