JP5873727B2 - Hump, continuous hump and hump construction method - Google Patents

Description

  The present invention relates to a hump formed on a pavement, a continuous hump, and a hump construction method.

  As shown in Patent Document 1, there is known a hump capable of giving a larger impact to a vehicle when traveling backward than when traveling in a forward direction. The hump includes a first surface formed on the upstream side in the forward direction and a second surface formed on the downstream side in the forward direction when viewed from the side. The gradient of the second surface is greater than the gradient of the first surface. Thereby, when the vehicle travels in the forward direction, the impact can be reduced as much as possible, and when the vehicle runs backward, attention can be drawn by giving a large impact (discomfort) to the vehicle.

JP 2011-106150 A

  A conventional hump is integrally formed of an asphalt mixture or a resin mixture, but since both ends in the running direction are thin, both ends may be damaged. In particular, when the vehicle runs backward, the downstream side of the hump in the forward direction is easily damaged because it receives a large impact from the vehicle. If the hump is damaged, it may be possible to mold by adding a new asphalt mixture etc. to the damaged part of the existing hump, but the newly added part will easily peel off from the existing hump part, Repair is very difficult. Thus, even if the damage is small, the entire hump may need to be removed and a new hump formed again.

  In addition, when a conventional hump is used, when a vehicle traveling from the forward direction gets over the hump and lands, the vehicle may receive a large impact from the pavement.

  The present invention has been developed from such a viewpoint, and it is an object of the present invention to provide a hump that can be easily repaired and a hump construction method. It is another object of the present invention to provide a continuous hump that is easy to repair and that can reduce the impact that the vehicle receives from the pavement when the vehicle traveling from the forward direction gets over the hump.

In order to solve such a problem, the present invention is a hump installed on a pavement and capable of giving a greater impact to a vehicle when traveling backward than when traveling in the forward direction. A first member formed on the upstream side in the forward direction with a first surface that is inclined upward in the direction, and a second surface that is inclined downward in the forward direction and is steeper than the first surface. A second member formed downstream of the second member, wherein the second member is detachably formed on the pavement, and a part of the first member is embedded in the pavement. It has a buried part .

  According to this configuration, the hump is constituted by two members, and the second member is detachably formed. Thereby, repair of the 2nd member which is easy to receive damage can be performed easily.

Further, hump because it is possible to increase the thickness of the first member by having the buried portion which is partially embedded in the pavement of the first member is not easily damaged. The first member is preferably made of a resin mixture or an asphalt mixture, and the second member is preferably made of precast concrete .

Further, the present invention is a continuous hump having the hump according to claim 1 or 2 and an auxiliary hump installed on the pavement downstream in a forward direction with respect to the hump. The auxiliary hump is a member to be contacted before the vehicle that has overcome the hump in the forward direction is landed on the pavement. And a second auxiliary surface having a slope substantially equal to that of the first auxiliary surface, and the gradients of the first auxiliary surface and the second auxiliary surface are equal to or less than the gradient of the first surface. It is characterized by being.
Further, the present invention provides a hump that is installed on a pavement and can give a greater impact to the vehicle when traveling backward than when traveling in the forward direction, and on the downstream side in the forward direction with respect to the hump. A continuous hump installed on the pavement, the hump having a first surface that is inclined upward in the forward direction, and a first member formed on the upstream side in the forward direction; A second member that is inclined downward in the forward direction and has a second surface that is steeper than the first surface, and is formed on the downstream side in the forward direction, and the second member is formed on the pavement. The auxiliary hump is a member that comes into contact with a vehicle that has passed over the hump in the forward direction before landing on the pavement, and is inclined upward in the forward direction. Auxiliary surface and down for forward direction A second auxiliary surface that is inclined and has a gradient substantially equal to that of the first auxiliary surface, and the gradients of the first auxiliary surface and the second auxiliary surface are equal to or less than the gradient of the first surface. It is characterized by.

  According to this configuration, the hump is constituted by two members, and the second member is detachably formed. Thereby, repair of the 2nd member which is easy to receive damage can be performed easily. In addition, an auxiliary hump is provided on the downstream side in the forward direction of the hump, and there are a first auxiliary surface and a second auxiliary surface of the auxiliary hump, and since these have a gentle slope, the impact when the vehicle lands is reduced. can do. Further, since both the first auxiliary surface and the second auxiliary surface have a gentle gradient, when the vehicle runs backward, the vehicle can reliably collide with the second surface of the hump and give an impact.

Further, the present invention is a hump construction method that is installed on a pavement and can give a greater impact to the vehicle when traveling backward than when traveling in the forward direction. A first member formed on the upstream side in the forward direction with a first surface inclined in the forward direction, and a second surface inclined in the forward direction and tilted downward in the forward direction than the first surface. A second member formed on the downstream side, and a recess forming step for forming a recess on the road surface of the pavement , and a second member forming step for detachably forming the second member on the downstream side in the forward direction. a first member forming step of forming a first member on the upstream side of the forward, only contains, in the first member forming step, the material constituting the first member across the pavement from said second member while with sliding, to fill a portion of the material in the recess And butterflies.

According to this method, the hump is composed of two members, and the second member is detachably formed. Thereby, repair of the 2nd member which is easy to receive damage can be performed easily. Moreover, since the thickness of the first member can be increased, the hump is less likely to be damaged.

  According to the hump and the hump construction method of the present invention, the repair can be easily performed. Further, according to the continuous hump, the repair can be easily performed, and the impact received by the vehicle from the pavement when the vehicle traveling from the forward direction gets over the hump can be reduced.

It is a perspective view which shows the hump which concerns on 1st embodiment. It is sectional drawing of FIG. (A) is a top view which shows a 2nd member, (b) is AA sectional drawing of (a). It is sectional drawing which shows the construction method of the hump which concerns on 1st embodiment, Comprising: (a) shows a preparatory process, (b) shows a 2nd member formation process, (c) shows a 1st member formation process. It is a perspective view which shows the continuous hump which concerns on 2nd embodiment. It is sectional drawing of FIG.

[First embodiment]
Embodiments of the present invention will be described in detail with reference to the drawings. As shown in FIG. 1, the hump 1 according to the first embodiment is installed on a pavement R. The hump 1 is a reminder that can reduce the impact on the vehicle (not shown) when getting over in the forward direction, and can increase the impact on the vehicle when running backward.

  As shown in FIGS. 1 and 2, the hump 1 includes a first member 2 formed on the upstream side in the forward direction and a second member 3 formed on the downstream side. In the present embodiment, three second members 3 are installed for one first member 2.

  As shown in FIG. 2, the first member 2 is a portion formed by curing the resin mixture. The first member 2 includes an embedded portion 4 embedded in the pavement R and a base portion 5 formed integrally with the embedded portion 4. The buried portion 4 is a portion formed by filling the concave portion S formed in the pavement R with a resin mixture. The buried portion 4 is formed at the upstream end of the first member 2 in the forward direction. The embedded portion 4 is formed over the entire width direction of the first member 2. In the present embodiment, the embedded portion 4 is formed at the upstream end portion in the forward direction, but may be formed at other positions or over the entire extending direction.

  The base 5 has a triangular shape in cross section. The base portion 5 has an upstream inclined surface 6 that is inclined upward in the forward direction, and an end surface 7 formed at the downstream end portion in the forward direction. The upstream inclined surface 6 is inclined with a certain gradient from the road surface of the pavement R. The upstream inclined surface 6 constitutes a “first surface” in the claims. The end surface 7 is perpendicular to the road surface and faces the second member 3. Both end surfaces in the width direction of the base portion 5 are perpendicular to the paved body R.

  In addition, in this embodiment, although the resin mixture which mixed the epoxy resin or the urethane resin, the crushed stone, and the sand was used for the material of the 1st member 2, you may use another material. Further, a colored material, fine glass or the like may be mixed in the first member 2. Moreover, you may form the 1st member 2 with other materials, such as an asphalt mixture instead of a resin mixture. Moreover, although the 1st member 2 is formed by rubbing the resin mixture in the field in this embodiment, you may comprise with a precast member.

  The second member 3 is made of precast concrete and is detachable from the pavement R. As shown in FIGS. 2 and 3, the second member 3 includes a main body portion 11 and joint portions 12 formed at three locations on the main body portion 11. The main body 11 includes an end surface 13, a downstream inclined surface 14, a second surface 15, and a vertical surface 16. The end surface 13 is a part that is in surface contact with the end surface 7 of the first member 2.

  The downstream inclined surface 14 is inclined upward in the forward direction. The downstream inclined surface 14 is continuous with the upstream inclined surface 6 of the first member 2 and has the same gradient as the upstream inclined surface 6.

  The gradients of the upstream inclined surface 6 (first surface) and the downstream inclined surface 14 may be set as appropriate depending on the installation location of the hump 1, but in this embodiment, for example, 5%. In other words, the interior angle between the road surface of the pavement R and the upstream inclined surface 6 and the downstream inclined surface 14 is about 2.9 °. It is preferable to provide a slip stopper on the upper surface of the downstream inclined surface 14.

  The second surface 15 is inclined downward in the forward direction. The gradient of the second surface 15 is steeper than the gradient of the upstream inclined surface 6 and the downstream inclined surface 14. The gradient of the second surface 15 may be set as appropriate depending on the installation location of the hump 1, but is 100% in the present embodiment, for example. In other words, the interior angle between the road surface of the pavement R and the second surface 15 is about 45 °. The vertical surface 16 is continuous with the second surface 15 and is perpendicular to the pavement R. Both end surfaces in the width direction of the main body 11 are perpendicular to the pavement R.

  As shown in FIGS. 2 and 3, the joint portion 12 includes a hole 21 and a joint plate 22 formed at the bottom of the hole 21. The joining part 12 is a part for joining the pavement R and the second member 3. The hole 21 has a circular shape in plan view and a truncated cone shape in sectional view. The joining plate 22 has a plate shape and is embedded in the bottom of the main body 11. The joining plate 22 includes a through hole 22a for inserting an anchor M, which will be described later, and a flange 22b. Since the flange 22b is embedded in the main body 11, the fixing property of the joining plate 22 to the main body 11 can be improved.

  The second member 3 is made of precast concrete in the present embodiment, but may be made of metal, resin, or rubber, for example.

  As shown in FIG. 2, the size of the hump 1 may be set as appropriate depending on the installation location. In the present embodiment, the height (distance from the road surface to the apex T1) is, for example, 40 mm, and the entire extension. The length L1 in the direction is, for example, 830 mm. The length L2 in the extension direction of the first member 2 is 600 mm, and the length L3 in the extension direction of the second member 3 is, for example, 230 mm. Further, the sum L4 of the horizontal distances of the upstream inclined surface 6 and the downstream inclined surface 14 is (the distance between two points projected on the road surface of the pavement R) is 800 mm, and the horizontal distance L5 of the second surface 15 is 30 mm. It has become. That is, when the vehicle that has run backward exceeds the apex T1, it must be overcome during a considerably short horizontal distance as compared with the case of traveling in the forward direction, so that a large impact can be transmitted.

  Next, the hump construction method according to this embodiment will be described. The hump construction method includes a preparation process, a second member forming process, and a first member forming process.

  In the preparation process, a recess forming process and an anchor embedding process are performed. In the recess forming step, as shown in FIG. 4A, the road surface of the pavement R is cut to form the recess S. The depth and cross-sectional shape of the recess S are not particularly limited. In the anchor embedding process, the anchor M is embedded in the surface of the pavement R. The anchor M is embedded at a position corresponding to the joint portion 12.

  In the second member forming step, the second member 3 is joined to the road surface of the pavement R as shown in FIG. Specifically, the anchor M is inserted into the through hole 22 a of the joining plate 22 and fastened with the nut N. Before joining the second member 3, the road surface of the pavement R may be smoothed by, for example, shaving it thin. Further, an adhesive may be interposed between the road surface of the pavement R and the lower surface of the second member 3. If it does in this way, the play of the 2nd member 3 can be suppressed.

  In the first member forming step, as shown in FIG. 4C, the first member 2 is formed by sliding the resin mixture from the second member 3 to the pavement R. Specifically, mold frames (not shown) are installed on both sides of the second member 3 in the width direction, and the resin mixture is slid along the mold frames. In this embodiment, since the gradient of the downstream inclined surface 14 of the second member 3 is set to 5%, the gradient of the first member 2 is also formed to be 5%. Further, in the first member forming step, the resin mixture is slid so as to be filled in the concave portion S. Prior to the rubbing operation, the surface of the recess S and the road surface of the pavement R may be smoothed, for example, by shaving. Further, an adhesive may be applied in advance to the surface of the recess S and the road surface of the pavement R. If it does in this way, it will become easy to fix a resin mixture on a road surface.

  The operation of the hump 1 thus formed will be described. Since the upstream side inclined surface 6 and the downstream side inclined surface 14 have a gentle gradient, the impact is not transmitted so much when the vehicle gets over the hump 1 from the forward direction. On the other hand, when the vehicle runs backward, the second surface 15 is inclined upward in the reverse direction and the second surface 15 is steep, so that a large impact is transmitted to the vehicle. As a result, the driver of the vehicle can be given a sense of incongruity, so that it can be alerted that the vehicle is running backward.

  Moreover, according to the hump 1, since the 2nd member 3 to which a big impact acts is formed so that attachment or detachment is possible, repair work can be performed easily. Even if only the second member 3 is damaged, it is only necessary to newly install the second member 3, so that labor and cost can be reduced as compared with the conventional case. Moreover, since the 2nd member 3 was made from precast concrete, the damage of the 2nd member 3 can be prevented. Moreover, the 2nd member 3 can be easily shape | molded by making the 2nd member 3 from precast concrete, and workability | operativity can be improved. Further, by using a resin mixture as the material of the first member 2, it is possible to easily perform a rubbing operation.

  Moreover, since the burying part 4 is provided, the edge part of the 1st member 2 can be thickened. Thereby, while being able to prevent the damage of the 1st member 2, the position shift of the 1st member 2 in the pavement R can be prevented. Moreover, although the sliding operation | work becomes difficult normally in the member which becomes thin gradually as it goes to the edge part side like the 1st member 2, it respond | corresponds to the upstream edge part side of the 1st member 2 in this embodiment. By providing the recess S in the pavement R, the sliding operation can be easily performed. Moreover, since the burying part 4 is provided, the level | step difference of the road surface of the pavement R and the 1st member 2 can be eliminated.

[Second Embodiment]
A continuous hump according to a second embodiment of the present invention will be described. As shown in FIGS. 5 and 6, the continuous hump 1 </ b> A includes a hump 1 and an auxiliary hump 30. Since the hump 1 is the same as that of the first embodiment, a detailed description thereof is omitted.

  The auxiliary hump 30 is provided adjacent to the downstream side in the forward direction of the hump 1 and is formed by curing the resin mixture. The auxiliary hump 30 is provided mainly to reduce the impact when the vehicle that has passed over the hump 1 lands on the pavement R. The auxiliary hump 30 may be formed of other materials such as an asphalt mixture, or may be a precast member.

  As illustrated in FIG. 6, the auxiliary hump 30 includes embedded portions 31 and 32 embedded in the pavement R, and a base portion 33 integrally formed with the embedded portions 31 and 32. The buried portions 31 and 32 are portions formed by filling the concave portions S1 and S2 formed in the pavement R with a resin mixture. The buried portion 31 is formed at the upstream end portion in the forward direction of the auxiliary hump 30. The buried portion 32 is formed at the downstream end portion in the forward direction of the auxiliary hump 30. The embedded portions 31 and 32 are formed over the entire width direction of the auxiliary hump 30. In the present embodiment, the embedded portions 31 and 32 are formed at both ends in the extending direction, but may be formed at other positions or over the entire extending direction.

  The base portion 33 has a substantially isosceles triangle shape in sectional view. The base portion 33 has a first auxiliary surface 34 that is inclined upward in the forward direction and a second auxiliary surface 35 that is inclined downward in the forward direction. The gradients of the first auxiliary surface 34 and the second auxiliary surface 35 are smaller than the gradients of the upstream inclined surface 6 and the downstream inclined surface 14 described above. Further, the height of the base portion 33 (distance from the road surface to the vertex T2) is smaller than the height of the hump 1 (distance from the road surface to the vertex T1). Both end portions in the width direction of the base portion 33 are perpendicular to the pavement R.

  The size of the auxiliary hump 30 is appropriately set according to the gradient of the hump 1 and the design speed of the pavement R on which the continuous hump 1A is installed. That is, the auxiliary hump 30 is sized so that the vehicle contacts the auxiliary hump 30 when the vehicle travels forward at the design speed of the pavement R and gets over the hump 1. Further, the auxiliary hump 30 is sized so that the vehicle contacts the first auxiliary surface 34 when the vehicle runs backward at the design speed of the pavement R and gets over the auxiliary hump 30. In the present embodiment, for example, the length in the width direction of the auxiliary hump 30 is substantially equal to the length in the width direction of the hump 1. As shown in FIG. 6, the length L6 of the auxiliary hump 30 in the extending direction is approximately twice the length L1 of the hump 1 in the extending direction.

  The gradients of the first auxiliary surface 34 and the second auxiliary surface 35 are preferably set to be equal to or less than the gradients of the upstream inclined surface 6 and the downstream inclined surface 14 described above. The height of the base portion 33 is preferably set to be equal to or less than the height of the hump 1.

<Operation when the vehicle travels in the forward direction>
If the auxiliary hump 30 is not provided and only the hump 1 is provided, a large impact may be transmitted to the vehicle because the distance from the vehicle over the apex T1 to the pavement R is large. However, according to the present embodiment, the impact can be reduced by the first auxiliary surface 34 and the second auxiliary surface 35 of the auxiliary hump 30. That is, the vehicle that has overcome the hump 1 comes into contact with any position from the middle of the first auxiliary surface 34 of the auxiliary hump 30 to the distal end portion 35 a of the second auxiliary surface 35. Since both the first auxiliary surface 34 and the second auxiliary surface 35 are inclined surfaces, the fall (movement) distance can be shortened as compared with the case where the vehicle directly lands on the pavement R. Thereby, the impact when the vehicle that has passed over the hump 1 lands on the pavement R can be reduced. Moreover, since the gradient of the 1st auxiliary surface 34 and the 2nd auxiliary surface 35 is set below the gradient of the upstream inclined surface 6 and the downstream inclined surface 14, it can drive | work smoothly after contacting.

<Operation when the vehicle runs backward>
The gradient of the second auxiliary surface 35 is substantially equal to the gradient of the first auxiliary surface 34, and the length (horizontal distance) of the second auxiliary surface 35 in the extending direction is the length of the first auxiliary surface 34 in the extending direction. This is approximately the same as the horizontal distance. As a result, when the vehicle runs backward, the vehicle that has passed over the apex T2 of the auxiliary hump 30 contacts any position of the first auxiliary surface 34 and runs backward on the first auxiliary surface 34. It collides with the steep second surface 15 without fail. Therefore, it is possible to alert the driver of the vehicle.

  Further, since the embedded portions 31 and 32 are formed at both ends of the auxiliary hump 30 in the extending direction, the both ends of the auxiliary hump 30 are prevented from being damaged, and the fixing property of the auxiliary hump 30 on the pavement R is improved. be able to. Moreover, the level | step difference with the road surface of the pavement R can be eliminated by the burying parts 31 and 32.

  Although the embodiment of the present invention has been described above, the present invention is not limited to this, and the design can be changed as appropriate without departing from the spirit of the invention. The dimensions described in the embodiments are merely examples and do not limit the present invention. Further, for example, the upstream inclined surface (first surface) 6, the downstream inclined surface 14, and the second surface 15 are all configured as flat inclined surfaces, but may be curved surfaces. Moreover, although the angle which the road surface of the paving body R and the 2nd surface 15 make is an acute angle in this embodiment, you may form so that it may become an obtuse angle. In the present embodiment, the upstream inclined surface 6 and the downstream inclined surface 14 have the same gradient, but may have different gradients.

  In this embodiment, the upstream inclined surface 6 of the first member 2 and the downstream inclined surface 14 of the second member 3 constitute the upstream inclined surface, but the present invention is not limited to this. The first surface may be constituted only by the inclined surface of the first member 2, and the second surface may be constituted only by the inclined surface of the second member 3. In the present embodiment, the hump 1 is composed of two members, but may be composed of three or more members. Further, the hump 1 may have a horizontal surface.

DESCRIPTION OF SYMBOLS 1 Hump 1A Continuous hump 2 1st member 3 2nd member 4 Buried part 5 Base | substrate part 6 Upstream inclined surface (1st surface)
7 End surface 11 Body portion 12 Joint portion 14 Downstream inclined surface 15 Second surface 30 Auxiliary hump 31 Embedded portion 32 Embedded portion 33 Base portion 34 First auxiliary surface 35 Second auxiliary surface M Anchor N Nut R Pavement S Recess

Claims (5)

It is a hump that is installed on the pavement and can give a greater impact to the vehicle when running backward than when traveling in the forward direction,
A first member formed on the upstream side in the forward direction with a first surface that is inclined upward in the forward direction;
A second member formed on the downstream side in the forward direction and having a second surface that is inclined downward in the forward direction and has a steeper second surface than the first surface,
The second member is formed detachably with respect to the pavement ,
A hump characterized in that a part of the first member has an embedded portion embedded in the pavement . The first member is made of a resin mixture or an asphalt mixture,
The hump according to claim 1, wherein the second member is made of precast concrete . The hump according to claim 1 or claim 2,
An auxiliary hump installed on the pavement downstream in the forward direction with respect to the hump, and a continuous hump,
The auxiliary hump is a member that is contacted before a vehicle that has overcome the hump in the forward direction lands on the pavement,
A first auxiliary surface that is inclined upward in the forward direction, and a second auxiliary surface that is inclined downward relative to the forward direction and has a gradient substantially equal to the first auxiliary surface,
The continuous hump characterized in that the gradient of the first auxiliary surface and the second auxiliary surface is equal to or less than the gradient of the first surface. A hump installed on the pavement and capable of giving a greater impact to the vehicle when traveling backward than when traveling in the forward direction, and installed on the pavement downstream in the forward direction with respect to the hump. A continuous hump having an auxiliary hump,
The hump is
A first member formed on the upstream side in the forward direction with a first surface that is inclined upward in the forward direction;
A second member formed on the downstream side in the forward direction and having a second surface that is inclined downward in the forward direction and has a steeper second surface than the first surface,
The second member is formed detachably with respect to the pavement,
The auxiliary hump is a member that is contacted before a vehicle that has overcome the hump in the forward direction lands on the pavement,
A first auxiliary surface that is inclined upward in the forward direction, and a second auxiliary surface that is inclined downward relative to the forward direction and has a gradient substantially equal to the first auxiliary surface,
The continuous hump characterized in that the gradient of the first auxiliary surface and the second auxiliary surface is equal to or less than the gradient of the first surface. It is installed on the pavement and is a hump construction method that can give a greater impact to the vehicle when running backward than when traveling in the forward direction,
The hump has a first surface having an upward slope in the forward direction and a first member formed on the upstream side in the forward direction, and a second surface having a downward slope in the forward direction and a steeper slope than the first surface. And a second member formed on the downstream side in the forward direction.
A recess forming step of providing a recess on the road surface of the pavement;
A second member forming step of detachably forming the second member on the downstream side in the forward direction;
A first member forming step of forming a first member on the upstream side in the forward direction,
In the first member forming step, a hump construction method is characterized in that the material constituting the first member is rubbed over the pavement from the second member, and a part of the material is filled in the recess. .

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