KR200381373Y1 - A non-slip layer structure for paved road - Google Patents

Abstract

The present invention reduces the height of the anti-slip facility installed in the high risk area of traffic accidents, minimizes the shaking and friction noise of the vehicle, secures the driver's visibility, and induces the deceleration and solves the water film phenomenon. The non-slip layer structure of the pavement.

The present invention, in forming the anti-slip layer on the road surface of the asphalt or concrete pavement, the aluminum grit of 0.5 to 0.9 mm and the steel grit of 0.2 to 0.3 mm respectively 7: 3-9: 1 A non-slip aggregate is formed by mixing at a ratio of, and the aggregate is dispersed in an Eston binder applied on the road surface, and then crushed and cured by a roller to form a non-slip layer. The thickness of the non-slip layer is 0.6 to 1.0. It is to be kept in the range of mm.

Description

A non-slip layer structure for paved road}

The present invention relates to a non-slip layer structure of a pavement road, and more specifically, to lower the height of an anti-slip facility installed in an area with high risk of traffic accidents, to minimize vehicle shake and friction noise and to secure driver's visibility. The present invention relates to a non-slip layer structure on a pavement that can at the same time induce deceleration and eliminate water film.

In general, roads paved with asphalt or concrete have a smooth and flat road surface, which provides a comfortable and comfortable ride when driving a vehicle, while roads are considerably slippery when traveling at high speeds or in snow or rain, such as curved roads and slopes. There is a problem that traffic accidents occur frequently in hazardous areas.

Accordingly, as illustrated in FIGS. 1 and 2, the strip-shaped non-slip layer 13 formed by the aggregate 11 and the binding member 12 is approximately 3 mm to 5 on the road surface 10 of the road at regular intervals. By forming the height H of about mm, the friction force is applied between the vehicle tire and the slippage can be prevented.

Currently, according to the national road safety facility standard, the anti-slip facility aggregate is a lightweight aggregate having a high coefficient of friction and excellent wear resistance, and has a moss hardness of 8.0 or more and a particle diameter of about 5 mm. Slag or silica (Sio2), waste glass, etc., produced during the steelmaking process in U.S.A.

As an application related to these techniques, a method of manufacturing aggregates for an anti-slip facility using steelmaking slag or copper slag, as disclosed in Korean Patent Nos. 165629 or 454160, is known. As disclosed in the publication, a method of melting an anti-slip agent including aggregate and applying it directly to a road surface in a liquid state is proposed.

However, in the anti-slip method using the steelmaking slag described above, iron is extracted from the steel mill and the remaining slag is manufactured in the form of particles having a size of 3 to 5 mm, and the aggregate is applied as a non-slip layer using a binder. In this case, the frictional force of the steelmaking slug surface of the vehicle when the wear rate is high drops sharply, and when the steel slag of about 5mm is used, the thickness of the anti-slip layer is nearly 7mm, which causes severe fluctuations when the vehicle passes. In addition to the deterioration of the ride, the contents of the vehicle may be damaged, and rust is generated by iron in steelmaking slag, causing environmental pollution.

In addition, when the silica and the binder is mixed in an appropriate ratio to form a non-slip layer by heat-sealing about 180-210 ° C. in the mortar form, the work speed is very fast and the adhesion is excellent. Easily broken, the resin is formed on the surface of the non-slip layer to reduce the friction force, as well as the sliding phenomenon due to snow or rain.

In addition, in the case of using waste glass, it is advantageous to secure the driver's vision by the reflective function and recycle the waste glass. However, the waste glass is easily broken during the passage of a large vehicle, which is a factor of shortening the life of the anti-slip layer. As a result, dust generated by friction of the wheels and the wheels of vehicles falling off the road surface is harmful to the human body and greatly pollutes the environment.

The present invention is to solve the above problems, the purpose of the present invention is to increase the frictional force of the non-slip layer is installed on the road surface to extend the life, to ensure economical and safety, and to lower the height as much as possible ride comfort and The noise can be minimized and the water film phenomenon can be solved by the joint formed on the anti-slip layer.

In addition, another object of the present invention is to provide a non-slip layer on the road surface does not require the masking tape used in the prior art to simplify the work and to prevent the environmental pollution without creating work waste. .

Another object of the present invention is to secure the driver's visibility and induce vehicle deceleration by applying steel grit particles, which are given color by coloring coating, to virtual speed bumps installed in child protection areas of schools or kindergartens. This is to prevent traffic accidents in advance.

The present invention for achieving the above object, in forming an anti-slip layer on the road surface of asphalt or concrete pavement, the aluminum grit of 0.5 to 0.9 mm and the steel grit of 0.2 to 0.3 mm respectively To a non-slip aggregate by mixing in a ratio of 7: 3 to 9: 1, and dispersing the aggregate into an Eston binder applied on the road surface, and simultaneously slicing with a roller to form a non-slip layer. The non-slip layer is characterized in that the thickness is maintained in the range of 0.6 to 1.0 mm.

In addition, the joint is formed at a predetermined interval on the non-slip layer is characterized in that to prevent the water film phenomenon.

In addition, the surface of the aggregate can be given a color by the coloring coating, it is characterized in that the aggregate formed in the yellow or white based on the joint to form a non-slip layer to be applied to the virtual speed bumps.

Hereinafter, the non-slip layer structure of the pavement according to the present invention will be described in detail.

As shown in Figures 3 and 4, the aluminum grit and steel grit as the main aggregate 21 on the road surface 20 of the pavement road made of asphalt or concrete, mixed with the Eston binder 22 and cured. By making it slippery, the anti-slip layer 23 can be formed.

The aggregate 21 is produced through a process such as melting, drying, crushing in the steelmaking process, the particle size of the aluminum grit is 0.5 ~ 0.9mm and the particle size of the steel grit is 0.2 ~ 0.3mm It is most preferable to use the thing whose HRC hardness is about 64-69.

As the eston bonding material 22, an epoxy-based, acrylic or urethane-based adhesive may be applied.

In addition, the aggregate 21 can be used more efficiently by using a relatively inexpensive aluminum grit by mixing the steel grit in less than 30% of the aluminum grit in consideration of economical efficiency, the particle size The relatively small steel grit fills the voids between the aluminum grit, thereby increasing the bonding force and the frictional force.

If the particle size of the aggregate 21 is less than 0.2mm, the friction force is not slippery effect, and if the particle size exceeds 0.9mm, the height (h) between the road surface 20 and the anti-slip layer 23 is relatively high, The vehicle passing through the anti-slip layer 23 is severely shaken to reduce the ride comfort, shorten the life due to tire wear and road surface damage resulting in another economic loss.

In addition, the anti-slip layer 23 formed on the road surface 20 can be maintained in a thickness of approximately 0.6 to 1.0 mm in accordance with the particle size of the aggregate 21, the joint 24 at regular intervals This can be configured to prevent the phenomenon of water film due to snow or rain.

Particle surface of the aggregate (21) is given a color by coating or by mixing the dye directly to the Eston binder 22, the anti-slip layer (23) from the road surface 20 in any color Can be expressed.

Accordingly, as shown in FIG. 5, the construction is alternately applied as the aggregate 21 colored in yellow or white on the basis of the joint 24B formed at regular intervals on the non-slip layer 23B of the road surface 20, thereby virtually speeding. By applying to the bumps (25) it is possible to induce a deceleration to ensure the visibility of the driver, and in this case it is possible to prevent the water film phenomenon by the joint (24B).

6A and 6B show joints 26A or 26B for forming joints 24A or 24B upon construction of the non-slip layer 23A or 23B.

That is, the joint 24A is horizontally formed on the general non-slip layer 23A by the joint 26A having the horizontal bars 27a and the longitudinal band 27b as shown in FIG. 6A, or the horizontal bars as shown in FIG. 6B. It is applicable to the anti-slip layer 23B of the virtual speed bumps 25 by the joint 26B in which the longitudinal band 28b was formed at 45 degrees with respect to 28a.

Next, the method for constructing the anti-slip layer 23A or 23B using the aggregate 21 composed of the aluminum grit and the steel grit will be described in detail.

First, clean the road surface 20 to which the anti-slip layer 23A or 23B is to be cleaned, and then select and arrange the joints 26A or 26B required at the bottom of the road surface 20, and then epoxy, acrylic or The urethane-based eston binder 22 based on a urethane-based adhesive is applied to the joint 26A or 26B in a thickness of about 1 mm.

Subsequently, the aggregate 21 is sprinkled by thinly dispersing it onto the estonia binder 22 to form a single layer, and then compacted with a roller (not shown) so as to have a thickness of about 0.6 to 1.0 mm. The non-slip layer 23A or 23B is formed.

Thereafter, the anti-slip layer 23A or 23B is cured at room temperature for 1 hour or more to remove the joint 26A or 26B while curing the Estonian binder 22, and the non-bonded particles are swept away to finish. .

Here, when applied to the virtual speed bumps (25) as shown in Figure 5, by using a color coating on the particle surface of the aggregate 21 alternately yellow and white on the basis of the joint 24B. The constructed non-slip layer 23B can be formed.

On the other hand, the Example and comparative example about these when the anti-slip layer 23A or 23B is formed in the road surface 20 are demonstrated as mentioned above.

Example 1

For the normal blasting treatment, aluminum grit having a hardness of 65 mm and 0.5 mm of steel grit and 0.2 mm of steel grit prepared by melting, drying and crushing in a steelmaking process is mixed. To form the non-slip aggregate 21, and scattered and sprayed on the urethane-based eston binder 22, which is previously coated with 1.0 mm on the road surface 20, and then the anti-slip layer (23A or 23B) in accordance with the method described above It was constructed.

Example 2

As the anti-skid aggregate 21, an aluminum grit having an HRC hardness of 65 and a grain size of 0.7 mm and a steel grit of 0.2 mm were mixed, and the anti-slip layer 23A or the same under the same conditions as in Example 1 23B) was constructed.

Example 3

As the anti-skid aggregate 21, an aluminum grit having an HRC hardness of 65 and a grain size of 0.9 mm and a steel grit of 0.3 mm were mixed, and the anti-slip layer 23A or the same under the same conditions as in Example 1 23B) was constructed.

[Comparative Example]

Iron and steel slag, which is produced in the form of particles with a size of 3 to 5 mm from the iron extracted from a general steel mill, is sprayed onto a binder applied to the road surface to form an anti-slip layer having a height of about 3 mm to 5 mm. It was.

Table 1 below shows various measurement results repeatedly performed for a certain period of time under the same conditions for each of the anti-slip layer formed on the road surface according to Examples 1 to 3 and Comparative Examples.

Table 1

division Example 1 Example 2 Example 3 Comparative example Absorption rate (%) 0.01 0.03 0.05 1.2 Wear rate (%) 0.1 0.13 0.17 15.3 Adhesive strength (kg / ㎠) 35.0 35.5 35.8 28.7 Road Friction Force (BPN) 95.0 96.3 97.2 58.1 Noise level (dB) 52.6 53.1 53.9 86.3

As can be seen in Table 1, in Examples 1 to 3 according to the present invention, there is a slight difference depending on the size and hardness of the aggregate, but in the case of using a general steelmaking slag in various aspects such as road surface frictional force or noise level It can be seen that the results were significantly better.

In addition, the above-described examples are described with respect to the most preferred examples of the present invention, it is not limited to these, it will be apparent to those skilled in the art that various modifications are possible without departing from the technical spirit of the present invention.

As described above, according to the anti-slip layer structure of the pavement according to the present invention, by increasing the frictional force of the non-slip layer installed on the road surface to extend the life, to ensure economical and safety, and to lower the height as much as possible ride comfort and The noise can be minimized, and the water film phenomenon can be prevented by the joint formed on the anti-slip layer.

In addition, the present invention does not require a masking tape conventionally used to form an anti-slip layer on the road surface, thereby simplifying work and preventing environmental pollution without generating work waste, and by coloring coating By applying the color aggregate to the virtual speed bumps installed in children's protection zones, such as school or kindergarten, it is possible to secure driver's visibility and induce vehicle deceleration at the same time to prevent traffic accidents.

1 is a schematic plan view showing a non-slip layer on a general road surface;

2 is a cross-sectional configuration of FIG.

3 is a schematic plan view showing an anti-slip layer on a road surface according to the present invention;

4 is a cross-sectional configuration of FIG.

Figure 5 is a schematic plan view showing an example of applying the anti-slip layer of the present invention to the virtual speed bumps,

6A and 6B are schematic plan views showing the structure of the joint for forming the joint on the non-slip layer.

<Description of the symbols for the main parts of the drawings>

10: road surface 11: aggregate

12: binder 13: non-slip layer

20: road surface 21: aggregate

22: Eston Binder 23A, 23B: non-slip layer

24A, 24B: Joint 25: Virtual Speed Bump

26a, 26b: joint 27a, 28a: crossbar

27a, 28b:

Claims (3)

In forming the anti-slip layer on the road surface of asphalt or concrete, Aluminum grit having a particle size of 0.5 to 0.9 mm and steel grit having a thickness of 0.2 to 0.3 mm were mixed at a ratio of 7: 3 to 9: 1 to form an anti-slip aggregate 21, and the aggregate 21 was The non-slip layer 23A or 23B is formed by dispersing in the Eston binder 22 applied on the road surface 20 and simultaneously slicing with a roller to harden, and the non-slip layer 23A or 23B has a thickness of 0.6 to An anti-slip layer structure on a pavement characterized by being kept within a range of 1.0 mm. The anti-slip layer structure of claim 1, wherein joints (24A or 24B) are formed at predetermined intervals in the non-slip layer (23A or 23B) to prevent water film phenomenon. According to claim 1 or 2, the surface of the aggregate 21 can be given a color by coloring coating, as the aggregate 21 colored in yellow or white on the basis of the joint (24A or 24B). Non-slip layer structure of the pavement, characterized in that the non-slip layer (23A or 23B) is formed to be applied to the virtual speed bumps (25).