JP7301386B2 - simple road - Google Patents

Description

The present invention relates to simple roads constructed at construction sites, disaster recovery sites, and the like.

Conventionally, as shown in Patent Document 1, for example, a temporary iron plate is laid on the ground for the purpose of allowing construction vehicles to easily pass, and two temporary laying iron plates laid next to each other are fixed. Fastening with metal fittings is performed.

JP-A-2000-178912

When a temporary iron plate is used as disclosed in Patent Document 1, there is a problem that the temporary iron plate is extremely heavy and therefore difficult to transport and lay, resulting in poor work efficiency. In addition, if a temporary steel plate is laid on uneven ground or on soft ground, the temporary steel plate may jump up when a large construction vehicle or the like passes by, or the temporary steel plate may fall into the ground. There is a problem of subsidence. For this reason, ground leveling work such as laying crushed stones on the above ground is necessary, and construction of temporary roads at construction sites, disaster recovery sites, fields where ground leveling work cannot be performed, near steel towers, etc. It was difficult to work quickly.

SUMMARY OF THE INVENTION An object of the present invention is to provide a simplified road that can be constructed easily and quickly at construction sites, disaster recovery sites, and the like.

A simple road according to the present invention includes a plurality of panel bodies laid along the ground of a road construction part, and a connector for detachably connecting the edges of the adjacent panel bodies, wherein the panel bodies are , further comprising a stabilization sheet mainly made of fiber reinforced concrete and laid on soft ground; and further comprising a roadbed laid on the stabilization sheet with the panel body laid along the stabilization sheet. , the roadbed is made of a material having a smaller specific gravity than the panel body, the panel body is laid on the roadbed, and the roadbed is composed of a plurality of adjacent unit roadbed bodies mainly made of fiber-reinforced lightweight cement. An upper layer of roadbed laid thereon and a lower layer of roadbed on which a plurality of unit roadbed bodies mainly made of fiber-reinforced lightweight cement are laid adjacent to each other, and each of said unit roadbed bodies located in said upper layer. The adjoining portion and the adjoining portion of each of the unit roadbed bodies positioned in the lower stage are arranged in a state of being displaced in the horizontal direction.

According to this configuration, it is possible to easily perform work such as carrying a panel body manufactured in advance at a factory or the like to a construction site and installing it on the ground. In addition, by ensuring a sufficient plate thickness while reducing the mass of the panel body per square meter, the panel body can have the role of both the surface layer and the roadbed layer of the simple road. Without the need for leveling work such as laying crushed stones on the ground, just by laying the panel bodies along the ground of the road construction part and connecting the adjacent panel bodies with connectors, the passage of large vehicles can be done immediately. It is possible.

In addition, according to this configuration, the stabilizing sheet can effectively prevent water, mud, etc. from oozing out above the wet ground when a large construction vehicle passes over a simple road. There is an advantage.

Further, according to this configuration, since the roadbed made of a material having a specific gravity smaller than that of the panel body is disposed below the panel body, a large buoyancy can be applied to the roadbed . Therefore, there is an advantage that the consolidation settlement of the panel body can be effectively prevented even when the ground of the road construction part is, for example, very soft ground with an N value of 0, or when the road surface is muddy.

In addition, according to this configuration, water seeping upward from the adjacent portion of the lower stage is suppressed from reaching the installation portion of the panel body through the adjacent portion of the upper stage, so that the surface of the simple road is not flooded. can be effectively prevented. In addition, by arranging the adjacent parts of the unit roadbed bodies positioned on the upper level and the adjacent parts of the unit roadbed bodies positioned on the lower level in a state of being displaced in the horizontal direction, There is an advantage that the unit roadbed body can be prevented from being displaced up and down at the adjacent portion.

Moreover, it is preferable that a safety groove is formed on the surface of the panel body.

According to this configuration, when the vehicle travels on a mountainous area where the road surface is likely to freeze or on a road with sharp curves, the grip force of the tire is increased to suppress the side slip of the tire, or the road surface having a steep slope is suppressed. When the vehicle runs, the running safety of the vehicle can be improved by increasing the frictional resistance with the tire and improving the braking force.

In addition, the connector includes a pair of upper and lower joint members disposed so as to sandwich the edges of the adjacent panel bodies, and a fastening member for integrally fastening the two joint members. is preferred.

According to this configuration, the edge portions of the adjacent panel bodies can be easily and firmly secured simply by arranging the joining members above and below the edge portions of the adjacent panel bodies and fastening the both joining members integrally with the fastening members. can be connected to prevent rattling of the panel body.

Further, the surface of the roadbed may be formed into a tapered surface inclined at a constant angle.

According to this configuration, by laying the roadbed on the flat ground and laying the panel body on the roadbed , when there is a step between the start point and the destination point of the simple road, this By inclining the surface of the simple road at a predetermined angle according to the steps, vehicles and the like can pass smoothly.

According to the simplified road according to the present invention, there is an effect that it can be constructed easily and quickly at construction sites, disaster recovery sites, and the like.

BRIEF DESCRIPTION OF THE DRAWINGS It is sectional drawing which shows 1st embodiment of the simple road which concerns on this invention. FIG. 4 is a cross-sectional view showing the configuration of a connecting portion of the panel body; FIG. 4 is a plan view showing the configuration of a connecting portion of the panel body; It is a perspective view which shows the external shape of a panel body. FIG. 4 is a cross-sectional view showing safety grooves formed on the surface of the panel body; FIG. 4 is a perspective view showing a safety groove formed on the surface of the panel body; FIG. 11 is a perspective view showing a modified example of safety grooves formed on the surface of the panel body; It is a sectional view showing a modification of a coupler. It is a cross-sectional view showing a second embodiment of a simple road according to the present invention. FIG. 2 is a perspective view showing an arrangement state of unit roadbed bodies, in which (a) shows a state in which multiple stages of unit roadbed bodies are separated vertically, and (b) shows a state in which multiple stages of unit roadbed bodies are stacked vertically; showing. FIG. 3 is a cross-sectional view showing the configuration of a unit roadbed body; It is a cross-sectional view showing a third embodiment of a simple road according to the present invention.

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of a simplified road according to the present invention will be described below with reference to the drawings. It should be noted that the same reference numerals in each figure indicate the same configuration, and the description thereof will be omitted.
(First embodiment)

1 to 3 show a simplified road 1 according to a first embodiment of the invention. Moreover, FIG. 4 shows the appearance shape of the panel body 2 which comprises the simple road 1. As shown in FIG. The simple road 1 includes a stabilizing sheet 10 laid on the ground G of the road construction section, a plurality of panel bodies 2 laid along the ground G by being placed on the stabilizing sheet 10, and A connector 3 for detachably connecting the edges of adjacent panel bodies 2 is provided.

The stabilizing sheet 10 is made of a material having appropriate strength, waterproofness, and flexibility, such as a synthetic resin sheet such as polyethylene, polypropylene, vinyl chloride resin, or polystyrene. The stability sheet 10 is laid on the soft ground where the N value indicating the degree of softness of the ground G of the road construction part is, for example, about 1, so that when a large construction vehicle passes over the simple road 1, For example, it prevents water, mud, and the like from seeping upward from the ground G.

The panel body 2 includes a peripheral panel body 21 made of a fiber-reinforced concrete material obtained by filling a molding die with a kneaded material obtained by kneading, for example, cement, water, and reinforcing fibers, and curing and solidifying the mixture, and the panel body 21. and a central core body 22 disposed therein. The core body 22 is made of a porous lightweight concrete molded body or the like having a specific gravity of about 0.5, and is lighter than the panel body 21 (which has a specific gravity of about 1.9).

The cement constituting the panel body 21 is not particularly limited in material, and various types of cement such as ordinary Portland cement, high-early-strength Portland cement, and ultra-high-early-strength Portland cement can be used. Among these, early-strength Portland cement is preferably used from the viewpoint of productivity, strength, and the like. If the blending ratio of water to cement is too high, the strength of the panel body 2 tends to decrease. Conversely, if the blending ratio of water is too low, the fluidity of the cement kneaded product decreases during molding, hindering moldability. tend to Therefore, the mixing ratio of water to 100 parts by weight of cement is preferably 15 to 60 parts by weight, more preferably 15 to 30 parts by weight.

Examples of the reinforcing fibers include polyvinyl alcohol fibers (vinylon fibers), polyolefin fibers such as polypropylene fibers and polyethylene fibers, aramid fibers, carbon fibers, steel fibers, and glass fibers. Although the fiber length of the reinforcing fiber is not particularly limited, it is preferably in the range of 15 to 45 mm. If the fiber length of the reinforcing fiber is less than 15 mm, the reinforcing effect tends to be insufficient. The longer the fiber length of the reinforcing fiber is, the more advantageous it is in terms of the reinforcing effect. may decrease. Also, the thickness of the reinforcing fiber is not particularly limited, but usually 10 μm to 1000 μm is used.

The content of the reinforcing fiber is preferably 0.2 to 6 parts by weight per 100 parts by weight of cement. If the amount of the reinforcing fiber is small, the reinforcing effect is low and the strength of the panel body is also low. The larger the amount of reinforcing fiber compounded, the more advantageous the effect of reinforcing the panel body. However, if the amount of the reinforcing fiber compounded is excessive, the dispersibility in the cement kneaded product deteriorates, the reinforcing fiber is unevenly distributed, and the strength of the panel body 2 becomes uneven, and the strength of the panel body 2 decreases. There is a risk of From this point of view, the preferable range of the amount of the reinforcing fiber compounded is 0.4 to 4 parts by weight per 100 parts by weight of cement.

The fiber-reinforced concrete material forming the panel body 21 may be porous for the purpose of weight reduction. In addition, being "porous" means, for example, that cells such as closed cells and continuous cells are included in the inside of the panel body 2 using a foaming agent, a foaming agent, or the like. Moreover, the fiber-reinforced concrete material forming the panel body 2 may further contain a resin foam for the purpose of weight reduction.

The core body 22 is formed from a porous lightweight concrete molded body obtained by filling a closed cement molding die with a kneaded material obtained by kneading preformed foam of, for example, cement, water, reinforcing fibers, and a foaming agent, and curing and solidifying the kneaded material. In this molded article, the reinforcing fibers and foam are contained in a dispersed state. In addition, when molding the core body 22, a structure in which a lightweight aggregate such as shirasu is mixed may be employed.

The cement and reinforcing fibers forming the core body 22 are the same as the cement and reinforcing fibers forming the panel body 21 . The foaming agent preformed in the core body 22 is not particularly limited, and various known foaming agents such as foaming agents for cement and concrete, for example, protein-based, surfactant-based, and resin-based foaming agents. drug can be used. Furthermore, a metallic foaming agent such as aluminum powder can be used together with the foaming agent, and the amount and method of addition of these foaming agents and metallic foaming agent are not particularly limited.

By arranging the above-described core body 22 in the middle of the panel body 2, the weight of the panel body 2 is reduced and the strength and rigidity against bending and torsion are enhanced.

Recesses 25 having a depth corresponding to the plate thickness of joint members 31 and 32, which will be described later, are formed in the upper and lower surfaces of the edge portions of the panel body 2, respectively. Through holes 26 into which fastening members 33 (to be described later) are inserted are formed at two locations in the recess 25 so as to pass through the edge of the panel body 2 . The installation location of the recess 25 is formed by the panel body 21 having high strength so as to withstand the tightening load of the fastening member 33 acting on this portion. It should be noted that it is not always necessary to provide the recessed portion 25 on the lower surface side of the edge portion of the panel body 2, and this may be omitted. However, when the recesses 25 are formed on both the upper surface and the lower surface of the edge of the panel body 2 as described above, it is necessary to determine the top and bottom in order to position the recesses 25 on the upper surface side when laying the panel body 2. It has the advantage of being easy to use.

A gap (joint) formed between the recess 25 provided on the upper surface of the edge of the panel body 2 and the joint member 31 is filled with a filler 27 . As the filler 27, a resin mortar having high bonding strength and excellent waterproofness, such as a synthetic resin made of epoxy resin, urethane resin, unsaturated polyester resin or polyester resin, and fine bones such as sand, are used. A resin mortar mixed with a material is preferably used. As the filler 27, it is also possible to use a normal mortar material, elastic rubber, or the like.

As shown in FIGS. 1 to 3, the connector 3 includes a pair of upper and lower joint members 31 and 32 made of a plate member or the like disposed so as to sandwich the edges of the adjacent panel bodies 2, and both joint members 31 and 32. It has a fastening member 33 consisting of four fastening bolts or the like for fastening 31 and 32 together. The joint member 31 on the upper side has insertion holes 34 through which the screw shafts of the fastening members 33 are inserted. Threaded holes 35 for mating are formed in four corners.

Then, while the upper and lower joint members 31 and 32 are respectively arranged in the recesses 25 of the panel body 2, the threaded portion of the fastening member 33 composed of four fastening bolts or the like is inserted into the upper joint member 31. It is configured to be inserted and passed through the hole 34 and the through hole 26 of the panel body 2 and to screw the tip of the screw shaft into the screw hole 35 of the joint member 32 on the lower side. By fastening the upper and lower joint members 31 and 32 integrally with the fastening member 33 in this manner, the edges of the adjacent panel bodies 2 are connected to each other while being sandwiched between the upper and lower joint members 31 and 32. be done. Further, by rotating the fastening member 33 to disengage the threaded shaft from the threaded hole 35, the adjacent panel bodies 2 can be disconnected from each other.

As shown in FIGS. 5 and 6, the surface of the panel body 2 is provided with vertical grooves extending parallel to the vehicle traveling direction S, that is, the vehicle travels in mountainous areas where the road surface tends to freeze, roads with sharp curves, and the like. In this case, a safety groove consisting of a longitudinal groove 11 is formed for suppressing lateral slip of the tire. In addition, as shown in FIG. 7, a safety groove consisting of a lateral groove 12 extending in a direction perpendicular to the running direction S of the vehicle may be formed on the surface of the panel body 2 .

In order to construct the simple road 1 of the present invention, first, the panel body 2 is manufactured in a manufacturing factory or the like, and then transported to the construction site of the simple road 1 . Then, the N value indicating the degree of softness of the ground G in the road construction portion is discriminated. After that, a plurality of panel bodies 2 are laid on the stable sheet 10, and after the edges of the adjacent panel bodies 2 are detachably connected by the connecting tools 3, the concave portions 25 are formed on the surface side of the panel bodies 2. and the joint member 32 of the connector 3 is filled with the filler 27 and solidified.

In this way, a simple road 1 is easily formed in which a plurality of panel bodies 2 are laid along the ground G in a state where the edge portions of adjacent panel bodies 2 are connected by the connector 3 . In addition, when the above N value is 2 or more and it is confirmed that the ground G of the road construction part is not soft, that is, it is normal ground, the stabilization sheet 10 is omitted, and the panel is placed on the ground G It is possible to lay down the body 2 directly.

As described above, the simple road 1 according to the present invention includes a plurality of panel bodies 2 laid along the ground G of the road construction section, and the connector 3 for detachably connecting the edges of the adjacent panel bodies 2. Since the panel body 2 is mainly made of fiber-reinforced concrete, the panel body 2 can be easily transported and laid. That is, since the panel body 2 is lighter than a precast panel body made of ordinary reinforced concrete material, the panel body 2 manufactured in advance at a factory or the like is carried to the construction site and installed on the ground G. , the work of replacing the damaged panel body 2, etc. can be easily performed.

In addition, compared to the case of constructing a simple road using a temporary steel plate as shown in Patent Document 1, the construction work of the simple road 1 can be speeded up and the number of work days can be greatly reduced. For example, when using a temporary steel plate with a thickness of 22 mm, the mass of the temporary steel plate per square meter is about 172 kg. On the other hand, when the panel body 2 according to the first embodiment with a thickness of 130 mm is used, the mass per square meter is about 140 kg, which is about 22% lighter than the temporary iron plate. Therefore, the construction speed of the simple road 1 according to the present invention can be increased to about 1.5 to 2.2 times that in the case of using a temporary steel plate, and the lease cost of equipment required for construction work, etc. There are advantages such as being able to significantly reduce fixed costs consisting of

Furthermore, by ensuring a sufficient plate thickness while reducing the mass of the panel body 2 per square meter, the panel body 2 can have the role of both the surface layer and the roadbed layer of the simple road 1. can. Therefore, the panel bodies 2 can be laid along the ground G having an uneven surface or along the soft ground G without requiring ground leveling work such as laying crushed stones on the ground G, and can be connected to each other by the connectors 3. Only by connecting the panel bodies 2, a large vehicle can immediately pass. In addition, it is also possible to set the mass per unit volume of the panel body 2 to 0.6 t/m3 or less. It has the advantage of being able to effectively prevent consolidation settlement. Moreover, by releasing the connecting state of the adjacent panel bodies 2 with the connecting tool 3, the simple road 1 can be removed and the original state can be easily restored.

The slip resistance value of the panel body 2 mainly made of fiber reinforced concrete is about 80, which is extremely hard to slip compared to the iron plate whose slip resistance value is 53. Therefore, construction vehicles and the like can be safely driven. can be done. In particular, as shown in FIGS. 4 and 5, when a safety groove for slip prevention consisting of a vertical groove 11 extending parallel to the running direction S of the vehicle is formed on the surface of the panel body 2, the road surface is likely to freeze in mountainous areas. When the vehicle runs on a road with sharp curves or the like, the tires T bite into the longitudinal grooves 11, thereby increasing the gripping force of the tires T and suppressing skidding, thereby effectively improving the running safety of the vehicle. can be improved to

On the other hand, as shown in FIG. 6, when a safety groove consisting of a lateral groove 12 extending in a direction perpendicular to the running direction S of the vehicle is formed on the surface of the panel body 2, it is possible to prevent the vehicle from traveling on a steep road surface. Furthermore, by increasing the braking force according to the frictional resistance generated between the tire T and the like, the running safety of the vehicle can be improved.

In the above-described first embodiment, the connector 3 is configured to have a pair of upper and lower joining members 31 and 32 and a fastening member 33 for fastening the joining members 31 and 32 together. In this configuration, the joining members 31 and 32 are arranged above and below the edges of the adjacent panel bodies 2 , and the joining members 31 and 32 are simply fastened together with the fastening member 33 . The edges can be easily and firmly connected to prevent the panel body 2 from rattling or the like.

Further, in the first embodiment, as shown in FIGS. 1 and 2, a recess 25 having a depth corresponding to the plate thickness of the joining member 31 is formed in the top surface of the edge portion of the panel body 2. A gap formed between the joining member 31 and the joint member 31 is filled with the filler 27 . As a result, it is possible to prevent the joint member 31 from protruding upward from the panel body 2, and to prevent moisture from oozing upward from the panel body 2 through the gap from below the panel body 2. There is an advantage that it can be prevented by the material 27 .

In the first embodiment described above, the filler 27 made of resin mortar containing a synthetic resin such as epoxy resin, urethane resin, unsaturated polyester resin, or polyethylene resin and fine aggregate such as sand is filled into the gap. It is configured to Since the filler 27 made of this resin mortar has better workability than ordinary cement mortar, it is possible to easily perform the work of filling the gap and solidifying it. Moreover, since the resin mortar has excellent bonding strength, waterproofness, chemical resistance, abrasion resistance, etc., it is possible to effectively protect the joints of the adjacent panel bodies 2. . Note that the filler 27 may be made of the fiber-reinforced concrete material that constitutes the panel body 21 .

Furthermore, in the first embodiment shown in FIGS. 1 and 2, through holes 26 into which the screw shafts of the fastening members 33 are inserted are formed in the edges of the adjacent panel bodies 2, respectively. With the threaded shaft of the fastening member 33 inserted into the through hole 26, the joining members 31 and 32 arranged above and below the edges of the adjacent panel bodies 2 are attached by four fastening bolts or the like. It is configured to be integrally fastened with a fastening member 33 . According to this configuration, the edge portions of the adjacent panel bodies 2 can be firmly connected while being sandwiched between the upper and lower joining members 31 and 32 . Therefore, in the simple road 1 that is assumed to be used for a long period of time, for example, about 10 years, the two panel bodies 2 are effectively prevented from being separated from each other, and the installation state of each panel body 2 is stabilized. can be made

When it is not necessary to strongly connect the edges of the adjacent panel bodies 2, for example, in the case of the simple road 1 which is assumed to be used for a short period of time of about three months, as shown in FIG. A predetermined gap, ie, a gap 28 into which the screw shaft of the fastening member 33a is inserted, may be provided between the edge portions of the panel body 2. Joint members 31a and 32a are arranged above and below the edges of adjacent panel bodies 2, and a fastening member 33a composed of one or two fastening bolts or the like into which a screw shaft is inserted into the gap 28. The edge portions of the panel bodies 2 adjacent to each other may be detachably connected by the connector 3a. A pin 36 that bites into the surface of the panel body 2 protrudes from the lower surface of the joint member 31a, and a rib 37 that presses against the rear surface of the panel body 2 is formed on the surface of the joint member 32a. Instead of the rib 37, a pin may be provided in the same manner as the joint member 31a.

In the configuration shown in FIG. 8, it is not necessary to form the through holes 26 in the edge portions of the adjacent panel bodies 2 as shown in FIGS. 1 and 2, so the structure of the panel bodies 2 can be simplified. Moreover, the work of inserting the screw shaft of the fastening member 33 into the through hole 26 is not required, and the work of connecting the edges of the adjacent panel bodies 2 by the connecting member 3a can be easily performed. .

Further, in the first embodiment, as shown in FIG. 1 , after laying the stabilization sheet 10 on the soft ground G, the plurality of panel bodies 2 are laid on the stabilization sheet 10 . For this reason, when a large construction vehicle passes over the simple road 1 or the like, in response to the pressure acting on the moist ground G, it is possible to prevent water, mud, etc. from seeping out from the ground G to the installation portion of the panel body 2. , can be effectively prevented by the stabilizing sheet 10, and the surface of the panel body 2 can be maintained in a dry condition suitable for running the vehicle.
(Second embodiment)

FIG. 9 shows a simple road 1b according to the second embodiment of the present invention, which is preferably constructed when the N value indicating the degree of softness of the ground G is 0, for example, and the ground is extremely soft. The simple road 1b according to the second embodiment includes a stabilizing sheet 10 laid on the ground G and two upper and lower lightweight roadbeds 4 and 5 laid on the stabilizing sheet 10 . The panel body 2 is laid along the lightweight roadbeds 4 and 5 . It goes without saying that this second embodiment can also be applied to soft ground other than the super-soft ground, that is, to soft ground where the N value indicating the degree of softness of the ground G is 1.

As shown in FIG. 10(a), the upper lightweight roadbed 4 has a plurality of unit roadbed bodies 41 arranged adjacent to each other in a vertical state on one side, and a plurality of unit roadbed bodies 41 on the other side. It is configured by arranging adjacent to each other in a horizontally long state. On the other hand, the lower lightweight roadbed 5 has a plurality of unit roadbed bodies 51 arranged side by side in a horizontally long state on one side, and a plurality of unit roadbed bodies 41 arranged side by side in a vertically long state on the other side. It is configured by being By stacking the unit roadbed body 41 and the unitary roadbed body 51 vertically, as shown in FIG. Adjacent portions 52 of the unit roadbed bodies 51 are arranged in a state of being displaced in the horizontal direction. When laying the lightweight roadbeds 4 and 5 along the ground G, the width of the simple road and the panel body 2 is reduced by cutting the side edges of the unitary roadbed bodies 41 and 51 arranged in the horizontal state. The width dimension of the lightweight roadbeds 4, 5 can be easily adjusted according to the dimensions.

For example, as shown in FIG. 11, the unit roadbed body 41 includes a roadbed body 43, a surface protective layer 44 covering the surface of the roadbed body 43, and a side foam layer 45 made of foamed synthetic resin covering the side end portions of the roadbed body 43. , and an edge protection layer 46 covering the outer peripheral edge of the surface protection layer 44 and the side foam layer 45 . At least one of the surface protective layer 44 and the edge protective layer 46 may be omitted.

The roadbed main body 43 is made of a porous molded body obtained by, for example, filling a cement mold with a kneaded product obtained by kneading preformed foam of cement, water, reinforcing fibers, and a foaming agent, and curing and solidifying the kneaded product. It is composed of fiber reinforced lightweight cement. The cement is not particularly limited, and various cements such as ordinary Portland cement, high-early-strength Portland cement, and super high-early-strength Portland cement can be used.

The mixing ratio of cement and water is preferably in the range of 15 to 60 parts by weight, more preferably 15 to 30 parts by weight, of water per 100 parts by weight of cement. Too much water tends to lower the strength, and too little water tends to lower the fluidity of the cement kneaded product during molding and impede moldability.

Examples of the reinforcing fibers include polyvinyl alcohol fibers (vinylon fibers), polyolefin fibers such as polypropylene fibers and polyethylene fibers, aramid fibers, carbon fibers, steel fibers, and glass fibers. Among these fibers, vinylon fibers are preferred because of their high durability and excellent affinity with cement. Although the fiber length of the reinforcing fiber is not particularly limited, it is preferably a short fiber, preferably in the range of 15 to 45 mm, for example. If the fiber length of the reinforcing fiber is less than 15 mm, the reinforcing effect tends to be insufficient. The longer the fiber length of the reinforcing fiber is, the more advantageous it is in terms of the reinforcing effect, but on the other hand, the longer the fiber length, the lower the dispersibility, the uneven distribution of the reinforcing fiber in the molded body, and the panel strength is reduced. In some cases. Also, the thickness of the reinforcing fiber is not particularly limited, but usually 10 to 1000 μm is used.

The roadbed main body 43 can obtain a reinforced structure by entangling the reinforcing fibers only by uniformly dispersing the reinforcing fibers such as vinylon and glass chop during cement kneading. Therefore, when manufacturing the roadbed main body 43, complicated work such as positioning operation when embedding reinforcing materials such as mesh reinforcing materials is not required, and the roadbed main body 43 having uniform strength can be easily manufactured.

The content of the reinforcing fiber is preferably 0.2 to 6 parts by weight with respect to 100 parts by weight of the cement. If the amount of the reinforcing fiber is small, the reinforcing effect is low and the panel strength is low. Although the greater the amount of reinforcing fiber compounded, the more advantageous it is in the panel reinforcing effect, if the amount of reinforcing fiber compounded is excessive, the dispersibility in the cement kneaded product deteriorates, the reinforcing fiber is unevenly distributed, and the panel strength is reduced. It becomes non-uniform, and there is a possibility that the strength of the panel may be lowered. From this point of view, a more preferable range for the amount of the reinforcing fiber compounded is 0.4 to 4 parts by weight per 100 parts by weight of cement.

The foaming agent is not particularly limited, and various known foaming agents for cement and concrete, such as protein-based, surfactant-based, and resin-based foaming agents, can be used. Furthermore, a metallic foaming agent such as aluminum powder can also be used together with the foaming agent. The amount and method of addition of the foaming agent are not particularly limited, but it is usually in the range of 0.1 to 3 parts by weight with respect to 100 parts by weight of cement, and the specific gravity of the roadbed body 43 obtained by this is equal to that of the panel It is appropriately adjusted so that the value is lower than that of the body 2.

When kneading the kneaded material composed of cement, water, preformed foam of reinforcing fiber and foaming agent, other additives, etc., a conventionally known cement mixer or concrete mixer can be used. It is necessary to uniformly knead the whole without damaging the state of the foam (bubbles) preformed from the foaming agent or the reinforcing fibers. If the bubbles (bubbles) of the foaming agent are damaged during kneading, the size of the bubbles in the molded panel may become uneven, resulting in uneven panel strength. Further, if the reinforcing fibers are damaged, they may break and the intended reinforcing effect may not be obtained.

The roadbed main body 43 is formed by kneading foam obtained by preforming cement, water, reinforcing fiber, and foaming agent as described above, filling the mold for cement, and molding it into a plate shape according to the purpose of use. , or after molding into a larger block and curing, the cement milk containing air bubbles hardens due to the hydration reaction between cement and water, and contains reinforcing fibers and a large number of air bubbles in a dispersed state. A lightweight porous molded article is obtained. The thickness of the roadbed main body 43 is also not particularly limited, and is, for example, 20 to 200 mm, usually about 20 to 150 mm, and preferably 30 to 50 mm.

An example of a specific manufacturing method for the roadbed main body 43 made of lightweight cement is to mix water and a water reducing agent with cement, add reinforcing fibers, and knead the mixture. On the other hand, air is introduced into the foaming agent and preformed to a predetermined magnification. The foam obtained by preforming the foaming agent is added to the kneaded material and kneaded. In addition, the specific gravity of the kneaded product may be appropriately measured during kneading, and foam obtained by preforming a foaming agent may be further added and kneaded so as to approach the target value. This cement kneaded product is filled in, for example, a metal pressure-resistant mold, formed into a plate having a width of about 900 mm, a length of about 1800 mm, and a predetermined thickness, and cured and solidified. . As a result, as shown in FIG. 7, a roadbed body 43 is obtained which is made of a porous molded body in which cement is solidified and which is made of lightweight cement reinforced by the entanglement of the reinforcing fibers dispersed therein.

The unit roadbed body 41 according to the second embodiment of the present invention includes a roadbed body 43 mainly made of a material having a smaller specific gravity than the panel body 2, that is, a fiber-reinforced lightweight cement, and side portions covering the side end faces. It is composed of a foam layer 45 and the like. The foamed synthetic resin constituting the side foam layer 45 is not particularly limited, but examples include polystyrene foam, polyethylene foam, rigid polyurethane foam, flexible polyurethane foam, rigid vinyl chloride foam, urea foam, phenolic foam, Acrylic foam, cellulose acetate foam, and other foamed synthetic resins can be exemplified.

Also, the foaming ratio of the side foam layer 45 is not particularly limited, but it is usually about 2 to 10 times. As the foaming ratio of the side foam layer 45 decreases, the strength of the panel increases, but the weight of the panel also increases. Also, as the foaming ratio of the side foam layer 45 increases, the weight of the panel is reduced, but on the other hand, there is a tendency for the strength of the panel to decrease. Therefore, the expansion ratio of the side foam layer 45 is appropriately determined from the viewpoint of the panel's lightness, strength, impact resistance, and the like.

The unit roadbed body 41 of this embodiment has a surface protection layer 44 that covers the surface of the roadbed body 43 . The surface protective layer 44 increases the strength of the unit roadbed body 41, and also improves the surface properties and water resistance. The surface protective layer 44 is preferably provided so as to cover both the front and back surfaces of the roadbed body 43, but may be provided so as to cover only one surface.

Although the material of the surface protective layer 44 is not particularly limited, it can be made of a non-foaming synthetic resin. The method of providing the surface protective layer 44 with non-foamed synthetic resin is not particularly limited, but for example, a method of adhering a synthetic resin film, sheet or board to the surface of the roadbed body 43 , a method of synthesizing the surface of the roadbed body 43 with For example, a method of applying a resin can be used. Examples of the synthetic resin include polyolefin resins such as polyethylene and polypropylene, polyester resins such as polyethylene terephthalate, ABS, MMA, etc., which have good releasability from the cast concrete when used as a concrete formwork. Synthetic resins are preferred examples.

As shown in FIG. 11, the surface protective layer 44 is set to have the same size as the entire surface of the unit roadbed body 41, and the outer peripheral edge of the surface protective layer 44 is arranged along the outer peripheral edge of the side foam layer 45. It is By configuring in this way, the length of the overlapped portion of the end protective layer 46 provided so as to cover the outer peripheral portion of the surface protective layer 44 and the surface protective layer 44 is set as large as possible, and the unit roadbed Intrusion of water from the outer peripheral edge of the body 41 can be effectively prevented. However, the outer peripheral edge of the surface protective layer 44 may be provided to the middle of the side foam layer 45 or to the outer peripheral edge of the roadbed body 43 . It is also preferable to configure the outer peripheral edge of the surface protective layer 44 to be covered with the side foam layer 45 .

The outer peripheral edge of the surface protection layer 44 of the unit roadbed body 41 and the side foam layer 45 are integrally covered with an edge protection layer 46 . The end protective layer 46 can prevent water absorption from the outer peripheral end surface of the surface protective layer 44, thereby further improving the water resistance and durability of the unit roadbed body 41. It is possible to prevent the side foam layer 45 from being peeled off or falling off from the roadbed main body 43 . The end protective layer 46 is preferably provided in order to prevent peeling of the surface protective layer 44 and falling off of the side foam layer 45, but may be omitted.

The edge protection layer 46 may be formed by adhering a sealing tape having watertightness, or may be formed by adhering or heat-sealing a synthetic resin film or sheet. It can be formed by an arbitrary method such as forming by applying a synthetic resin. Alternatively, a frame member made of synthetic resin and having a U-shaped cross section may be fitted along the side edge of the panel body 21 and fixed with an adhesive.

Each unitary roadbed body 51 constituting the lightweight roadbed 5 located in the lower stage has the same structure as the unitary roadbed body 41 in the upper stage shown in FIG.

As described above, in the simple road 1b according to the second embodiment of the present invention, the stabilizing sheet 10 laid on the ground G of the road construction section, and the light roadbed 4 of the upper and lower multiple stages laid on the stabilizing sheet 10 , 5, and the panel body 2 is laid on the upper lightweight roadbed 4. As shown in FIG. This configuration has the advantage of being able to effectively prevent consolidation settlement of the panel body 2 even when the ground G of the road construction section is, for example, an extremely soft ground with an N value of 0 or a muddy road surface. .

That is, since the lightweight roadbeds 4 and 5 made of a material having a smaller specific gravity than the panel body 2 are disposed below the panel body 2, a large buoyant force is applied to the lightweight roadbeds 4 and 5, so that the panel body 2 can effectively prevent consolidation settlement. In addition, by simply laying the lightweight roadbeds 4 and 5 along the muddy ground G and laying the panel body 2 thereon, ground leveling work such as laying crushed stones on the ground as in the prior art is not required. Large vehicles can now pass through.

In the above-described second embodiment, the upper lightweight roadbed 4 on which a plurality of unit roadbed bodies 41 are laid adjacent to each other, and the lower lightweight roadbed 5 on which a plurality of unit roadbed bodies 51 are laid adjacent to each other. so that the adjacent portion 42 of each unit roadbed body 41 located in the upper stage and the adjacent portion 52 of each unit roadbed body 51 located in the lower stage are arranged in a state of being horizontally displaced. I have to. As a result, the water seeping upward from the adjacent portion 52 of the unit roadbed body 51 forming the lower lightweight roadbed 5 is blocked by the unitary roadbed body 41 of the upper lightweight roadbed 4, and the panel body 2 , the surface of the simple road 1 is prevented from being flooded with water.

In addition, instead of the above-described configuration, the adjacent portion 42 of each unit roadbed body 41 located in the upper stage and the adjacent portion 52 of each unit roadbed body 51 located in the lower stage are not displaced in the horizontal direction. Although it is possible to arrange them in the same position, in this case, the lightweight roadbeds 4 and 5 are likely to bend in accordance with the pressure exerted downward when the vehicle is running. There is a problem that it is easily bent and damaged or cracked. On the other hand, as shown in the above-described second embodiment, the adjoining portion 42 of each unit roadbed body 41 and the adjoining portion 52 of each unit roadbed body 51 located in the lower stage are displaced in the horizontal direction. In this case, the lightweight roadbeds 4 and 5 are effectively prevented from bending in accordance with the pressure exerted downward when the vehicle is running, and the panel body 2 laid thereon is prevented from being damaged or cracked. can be prevented. In addition, even if one of the lightweight roadbeds 4 and 5 cracks, the bending of the cracked portion can be suppressed by the other lightweight roadbed, so there is an advantage that the panel body 2 can be prevented from bending.

When a downward pressure is exerted while the vehicle is running, the stabilizing sheet 10 laid on the ground G is also stretched, thereby preventing breakage of the stabilizing sheet 10. Therefore, the waterproof effect of the stabilizing sheet 10 can be maintained. can. Further, even if the lightweight roadbeds 4 and 5 are curved, the stabilization sheet 10 can be curved following this and the breakage can be prevented, so that the waterproof effect of the stabilization sheet 10 can be maintained.

In the above-described third embodiment, an example in which the light roadbeds 4 and 5 are provided in two stages, upper and lower, has been described. Moi. Further, if there is no risk of moisture exuding from the ground G, the stabilizing sheet 10 may be omitted and the lightweight roadbeds 4 and 5 may be laid directly on the ground G.
(Third embodiment)

FIG. 12 shows a simple road 1c according to the third embodiment of the invention. The simple road 1c is a road surface that is inclined at a predetermined angle on a flat ground G, and has a plurality of light roadbeds 6 each having an upper surface 61 that is tapered at a certain angle. there is The lightweight roadbed 6 is laid along the flat ground, and the panel body 2 is laid on the lightweight roadbed 6 . According to this configuration, when there is a level difference between the starting point and the destination point of the simple road 1c, by inclining the surface of the simple road 1c at a predetermined angle according to the level difference, it is possible to prevent the passage of vehicles and the like. can be performed smoothly.

Reference Signs List 1, 1b, 1c Simple road 2 Panel body 3, 3a Connector 4, 5 Light roadbed 6 Light roadbed 10 Stabilization sheet 11 Vertical groove 12 Lateral groove 21 Panel body 22 Core body 25 Recess 26 Through hole 27 Filler 28 Gap 31, 32 Joining member 31a, 32a Joining member 33, 33a Fastening member 34 Insertion hole 35 Through hole 36 Pin 37 Rib 41 Unit roadbed body 42 Adjacent portion 43 Roadbed main body 44 Surface protection layer 45 Side foam layer 46 Edge protection layer 51 Unit roadbed Body 52 Adjacent portion 61 Upper surface G Ground T Tire

Claims (3)

a plurality of panel bodies laid along the ground of the road construction section;
a connector that detachably connects the edges of the adjacent panel bodies,
The panel body is mainly made of fiber reinforced concrete ,
further comprising a stabilizing sheet laid on soft ground,
The panel body is laid along the stable sheet,
further comprising a roadbed laid on the stabilizing sheet;
The roadbed is made of a material having a smaller specific gravity than the panel body,
The panel body is laid on the roadbed,
The roadbed comprises an upper upper layer roadbed in which a plurality of unit roadbed bodies mainly composed of fiber-reinforced lightweight cement are laid adjacent to each other, and a plurality of unitary roadbed bodies mainly composed of fiber-reinforced lightweight cement laid adjacent to each other. and a lower subbase course,
A simplified road in which the adjoining portion of each of the unit roadbed bodies positioned in the upper stage and the adjoining portion of the respective unit roadbed bodies positioned in the lower stage are arranged in a state of being horizontally displaced. 2. The simple road according to claim 1, wherein safety grooves are formed on the surface of said panel body. 2. The connector comprises a pair of upper and lower joining members disposed so as to sandwich the edges of the adjacent panel bodies, and a fastening member for fastening the two joining members together. Or the simple road described in 2.

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