LV13511B - Road building elements (guard rails, curbs) and production metthod thereof using a composition based on recycled polymers and rubber as source materials - Google Patents

Abstract

The manufacturing technique and several designs of road building elements (guard rails, curbs) proposed using the composition based on recycled polymers and rubber powder which, as distinct from known techniques of complicated three-dimensional items of polymers and rubber powder thermoforming, assure obtaining of items with desired shape stability and strength properties. The proposed invention characteristics with that item tree-dimensional structure, which in several zones can be made with reinforcing ribs and/or cavities filled with air or another substance, for example, like concrete, reinforcing, concrete with reinforcing, foamed polyurethane, is obtained like whole profiled element by means of continuous polymer extrusion technology, combined with profile cutting to the elements of certain length and with other eventual post processing operations like lengthwise milling, making holes or grooves and so on, which are necessary for the mentioned elements joining together or fixing to the footing.

Description

Road building elements (barriers, curbs) and their method of production, using as a raw material composite from recycled polymers and rubber powder

Description of the Invention

The present invention relates to the production of a new type of road building component using as a raw material a composite of recycled polymeric materials and a rubber powder obtained, for example, from the recycling of end-of-life tires. Specifically, the invention relates to road curbs and and to shock-absorbing barriers which are installed on roads to protect or reduce the severity of the driver and passengers in the event of a loss of vehicle control and of the road surface. These shock-absorbing barriers consist of energy-absorbing structures made of special elastic material, which can be filled with special material and covered with side panels. At the time of a frontal collision, the barrier element system is telescopically compacted and the structure absorbs collision energy, but in the event of a side collision, the system tilts the car to its previous trajectory, preventing collision with other cars.

Analysis of prior art

One-sided and two-sided metal barriers provided by European Union (EU) countries and LV standards, which comply with the applicable EU regulatory enactments, as well as LV standard LVS 94: 1998 Road metal safety barriers are well known. Terms of use. Some of the known structural solutions for metal barriers are shown in Figs. 1, 2 and 3, where:

- Fig. 1 shows a security barrier according to GB patent application no. 2.207941;

Fig. 2 shows a security barrier according to US Patent No. 5,069,576;

- Figure 3 shows a two-way road barrier for a straight section without brackets, which is also installed on Category 1 Latvian roads (A / S Dambis project).

Modular building blocks with internal γ of one form or another are known

cavities containing extruded components (U.S. Pat. No. 6,295,778; SKI E04B2 / 46) from which they can be joined together to form, for example, load-bearing walls, including road safety barriers, bulkheads, and the like. constructions. Some of the building blocks proposed in this patent and their connection types are shown in Fig. 4 Blocks with horizontally oriented longitudinal axes are stackable on top of each other for connecting to each other (Fig. 4A and 4B) and to their attachment to the base (Fig.4C and 4D). using at least one recess and corresponding number of protrusions in the contact area. Blocks with vertically oriented longitudinal axes (not shown in Fig.4) are stackable side by side using cavities and protrusions in the side contact area, sliding one block protrusion into the corresponding adjacent block cavity, or using special mounting panels extruded and pushed into the corresponding adjacent block channels.

US Patent US6413009 (SKI ⁷ E01F13 / 00) describes a road safety barrier system (Fig. 5) that can be transported by vehicles when needed because it contains articulated interconnected sections (Fig. 5). Each barrier section is a separate module that is articulated to each other and is provided with flexible bumpers that limit the shear movement between adjacent barrier sections, absorbing impact forces and supporting barrier modules.

The roadway barrier creation and advertisement system (10) described in PCT application WO 2004/065695 (SKI ⁷ E01C11 / 22) comprises (Fig.6A) a vehicle parking (14) barrier (14) having a front surface (16), the rear face (18) and the top face between them, and the two end faces. The barrier (14) generally has a horizontal lower surface to be placed on the parking surface. To fasten said barrier to the parking surface, a bracket (30) is used, one embodiment of which is shown in Fig.6B. The barrier cover (32) has a front surface (34), a rear surface (36) and an upper surface between them. The hood (32) generally has a horizontal lower opening with lower edges adjacent to the parking surface, and the size and shape of the hood (32) are adapted to be positioned above the vehicle parking barrier (14). The advertising sheet (38) has an inner surface positioned relative to one surface of the cover, and the sheet (38) also has an outer surface with an advertising sign thereon. An additional bracket (48) is used to attach the cover to the barrier (14).

U.S. Patent No. 5,733,943 (SKI ⁶ C08J11 / 04) describes a method of making road signs and other road equipment products from worn car tires by crushing and blending them with styrene-butadiene block copolymer and polypropylene or polyethylene. The mixture is subjected to temperature and pressure to form a plastic molding material, which is then injected into a mold to produce one or more products containing by weight: at least 1% but not more than 50% of crushed tire rubber (preferably 21%). % to 30%); at least 2%, but not more than about 25%, block copolymers of styrene and butadiene; at least 25% but not less than 34%, selected from the group consisting of polypropylene, polyethylene, acetal resin or a mixture thereof.

Extrusion is a widely used method of thermoplasticizing polymeric materials (plastics, rubber composites, etc.) and making semi-finished or finished profiled products by extruding a thermoplastic material through a defined configuration of a die. Extrusion is a continuous high-throughput process for the production of sheets, tubes and hollow sections of various shapes and for co-extrusion of other material, such as insulation of electrical wires and cables.

Various methods of vulcanization of vulcanized rubber are known:

heating it to a temperature of at least 150 ° C under a pressure of at least about 3.4 x ^{10 6} Pa in the presence of 2-butanol (U.S. Patents US5891926 and US2002091167; SKI C08J11 / 04 and C08L83 / 00);

- using microwave energy (patent US4104205; SKI C08F2 / 46); to disrupt the three-dimensional network of carbon-sulfur (CS), sulfur-sulfur (SS) and, if desired, carbon-carbon (CC) in a vulcanized elastomer, eg by ultrasound in a range, in the presence of pressure and optionally, in the presence of temperature (U.S. Pat. No. 5,282,425; SKI C08F2 / 56, B06B1 / 00);

- using ozone (O3) and applying force (US5492657; SKI)

B29B17 / 02) for vulcanized polymer wastes and elastomers, since in the ozone atmosphere, rubber decomposes (splits, splits, detaches and degrades) and, as claimed in US5369215 (SKI C07C4 / 04, 4/06), which are less severe compared to thermal pyrolysis conditions, whereby the monomeric compounds can be rapidly recovered from the depolymerized material in the presence of one or more catalysts.

U.S. Patent US5049610 (SKI ⁵ C08K3 / 04; C08L9 / 00, 71/00) provides 10 fiber reinforced rubber compositions and methods for making them using vulcanized rubber, short and fine polyamide fibers, and a silane type binder. The composition of the composition is specific and is primarily intended for the manufacture of automotive tires and parts, as well as other rubber parts and even rubber footwear for automobiles.

United States Patent (US501012122; SKI ⁵ C08K3 / 02, 5/23; C08L7 / 00, L9 / 00) describes several variants of a thermoplastic rubber composition and a method of making it by mixing a thermoplastic material, a particulate vulcanized rubber such as a tire, tubing, rubber, having a particle size of less than 10 meshes (i.e., the rubber particles used are obtained through a sieve with a mesh size of less than 10 meshes per inch), at least one binder, and organic or inorganic filler. Natural rubber, rubber synthetic polymer and rubber synthetic copolymer particles or a mixture thereof may be used as the rubber particles mentioned. The said thermoplastic material may be selected from polyethylene, linear low density polyethylene, polypropylene, ionomers, polybutylene, ethylene vinyl acetate, olefins, olefin copolymer or homopolymer, and mixtures thereof. Binders are selected based on their ability to bind to vulcanized rubber and / or selected thermoplastic polymer and / or filler.

U.S. Patent No. 2001047741 (SKI C04B16 / 02, 18/06, 38/00) describes a low-density inorganic fibrous cement construction material (volcanic ash, hollow ceramic microspheres, etc.) for a cementitious cellulosic fiber reinforced cementitious material. The advantages of building materials of such a composition are low weight and low density, low moisture expansion, as well as thermal stability and resistance to freezing / thawing. An analogous composition material is described in US patent US2004107873 (MKI C04B14 / 48.16 / 00, 22/04), containing from 0.5% to 1.5% (by volume) of braided steel strip / wire and at least one type of organic fiber in quantities of

2.5% and below. This material provides high product performance (tensile and compressive load and increased performance under operating conditions).

The technology for making fiber-cement composite materials filled with inorganic and / or organic materials is described in U.S. Patent US2004139891 (SKI B28B3 / 00; C04B7 / 00, 16/00, 16/02; C04B24 / 00), covering 4 aspects of the technology: cellulose fiber treatment; forming a composition by blending cellulose fibers with other ingredients; shaping the product in green; curing the formed product. This technology provides cement building materials with desirable properties: reduced moisture absorption, water migration and permeability, as well as providing the final product with freeze-thaw resistance, chemical resistance and fire resistance and resistance to fungal and bacterial exposure by incorporating fiber pulp into the composition. with biocides and fire retardants.

A process for preparing a high-performance insulation layer based on a hydraulic cement paste obtained by reaction of water with, for example, Portland cement, is described in United States Patent US5641584 (SKI B32B13 / 00; C04B14 / 00) in combination with rheological properties modifying agents. , such as methylhydroxyethylcellulose, and lightweight auxiliary materials which are incorporated into said cementitious formulation. In addition, fibrous materials may be incorporated into the formulation to increase the strength of the final product, and discrete non-agglomerated voids may be introduced into the formulation to reduce the density of the final product and increase its insulating capacity.

Techniques for forming a foam barrier layer consisting of foamed adhesive material and fibrous barrier material on any surface such as wood, metal, stone, masonry, concrete, etc. are described in several patents, including U.S. Patent No. 5421922 (SKI B32B5 / a6, 5 / 20; E04F13 / 12, 13/16). The technique provides the ability to spray / inflate the insulating material onto said viscosity and hold it in the required position without any aids, using only the adhesive force of the molding compound to the surface. The properties of the applied insulating layer (tensile and compressive strength, desired color and texture, etc.) are adjusted by selecting the desired ratio of adhesive to insulating particle size of the composition mixture, with addition of flame retardants, dyes, fungicides, etc. additives.

Monoblock construction structures, techniques and equipment for their extrusion are described in U.S. Pat. No. 6,035,583 (SKI E04B1 / 348; E04C2 / 34; E04B1 / 12), including wall structures containing various projections, flanges, etc. required for assembly, securing and transportation. integral elements of the basic structure. The extruded secondary elements, when extruded and cut to length, are configured to align with the main extruded elements and to integrate quickly, integrally, internally and externally, building construction ^ where said laminate layers are structured polymers bonded together with rigid foam. Such extruded construction monoblocks can be attached, e.g., to a building, etc. structures.

LV patent 13403 describes a method of fabricating modular construction of composite materials using known plastic extrusion equipment and technologies. The process of extruding composite blocks and panels, referred to in that application as a ductwork structure for wall, floor and / or ceiling finishing panels, is characterized in that, by using known plastic extrusion technologies and

- as a raw material for the extrusion of compositions where cellulose and / or vegetable fibers are combined with synthetic polymeric fibers and / or granules, using as a starting material a variety of thermosetting plastics and polymeric recycled product and fiber compositions;

- using multi-part interconnecting filaments, thereby providing variable product design variants with desirable structural formability and strength properties, whereby individual areas of the extruded panels may be formed by voids filled with air or other material such as foam polyurethane or coextrusion. covered with some other finishing material on the road;

- forming the spatial structure of the article as a single article in a continuous flow by means of plastic extrusion technology, combining it with partitioning operations of the resultant product into individual fixed-length panels and, if necessary, post-milling operations of the resulting panels;

- using high capacity extrusion equipment, such as production lines offered by P + S TECHNIK, TNT, GLOBAL SPEC, it is possible to achieve significant production speeds where one production line can produce one container left in 25-30 seconds, which is significantly faster than any the prior art technique for making pallet pallets, said

- the resulting panels are easily variable in length and all production residues are reused, so the proposed technique is zero-waste technology.

The process for producing modular composite building blocks and composite panels by extrusion from the various polymeric and fiber composite materials used in construction, as proposed in the aforementioned LV 13403, is further characterized by the fact that reinforced concrete products with complex spatial structures are further characterized by:

- forming composite composite blocks, which allow for reinforcement and / or concrete filling in their ducts after installation, and / or thermal or acoustic insulation, offering two possible variants of the said layer: first extruding the insulation layer separately and use it as an insert during the assembly process by inserting it into a specially formed cavity during the extrusion process; the second is to coextrude said insulating layer with the block itself;

- the structural features of the proposed composite blocks allow extrusion and / or co-extrusion technology and, where appropriate, milling to produce their load-bearing and / or insulating elements;

- Materials required for the process: 1) Organic and / or inorganic fiber compositions with plastics, including organic plastics, eg "FASALEX"; 2) thermal and acoustic insulation materials, such as polyurethane foam with 60-80% organic fiber filling or eco-wool, which is filled into blocks after installation; 3) concrete as a reinforcing material for filling voids, eg with fiber admixtures; 4) metal reinforcement in one form or another, where the presence of insulation, concrete and reinforcement is not always mandatory.

Experience and preconditions for the production of road building elements (edging, safety barriers) using recycled polymers and rubber powder as a raw material:

- Plastic, especially PET and 2-4mm rubber chips, have been used successfully for years in the manufacture of railroad sleepers in the United States. In Michigan and

In Connecticut, this type of sleeper has already replaced 40-50% of the state rail system.

Some other states follow suit. On average PP and PET materials are added

30-35% rubber powders of various fractions. At the end of 1997, EPI Ltd. also experimented with such composites, obtaining good results using both extrusion and casting technologies.

- The rubber contains 25-45% soot (depending on tire type). It is generally known that soot is one of the most resistant to decay. The soot additives in various materials give the products considerable resistance to the effects of climatic conditions, while rubber gives higher physical-mechanical strength in aggressive conditions.

- At the Latvian Environment Fund there are about 7 different tire recycling proposals in the form of project applications. With the exception of the Broceni project, where tires are shredded and added to the fuel mix for heating concrete products, no project has been funded since no applicant can economically justify the cost of the final product and make reliable market forecasts.

- In the world, only 10-12% of old tires in the world are recycled into new products. The rest is mainly burned.

- The PET recycling program in Latvia is gradually expanding, as according to the EU Environmental Directives the sorting of secondary raw materials has to be done, which means increasing availability of such raw materials.

- According to research, in Latvian climatic conditions, concrete road edging, especially in urban areas, lasts for about 7 years before erosion begins. Longer life of these products can be achieved by using Portland cement and frost resistance additives, which make the products more expensive.

- According to information obtained from the Latvian Road Department a few years ago, the curbs are replaced or rebuilt every year: about 250 km for roads, about 300 km for pedestrians, but there is a lack of accurate up-to-date data on planned volumes in the coming years. This amount will only increase in the coming years due to EU funding.

- Asphalt pavement on road edges is formed with lower density when paving asphalt. This affects the rate of erosion and creates a more favorable environment for the bacteria that "feed" on the oil particles in the asphalt. In addition, using a simple type of asphalt laying technique, it is difficult to accurately observe the uniformity of the side edges, both in width and thickness. Asphalt mass consumption for paving is therefore increasing.

- In many lands, the edges of temporary wooden structures are used to provide straightness that is removed after the pavement is laid. Small concrete curbs are used in the construction of pedestrian sidewalks and bicycle lanes. Their work is labor intensive and in fact unnecessary if the same limiting effect of asphalt pavement could be achieved by other means.

The object of the invention is to develop a new technology for the construction of road safety barriers, comerstones, as a raw material for the construction of such road building elements using composites made from recycled polymer materials and used as a binder and rubber product. , such as automotive tires, recycling powders, which are intended to be manufactured using high-capacity single-screw or multi-screw extruders or extruding machines. It is also an object of the invention to provide multi-purpose molded road construction elements using modern plastic extrusion technologies, materials and equipment such as one-step technologies and equipment developed e.g. by P + S TECHNIK, TNT, GLOBAL SPEC. using as filler compound materials containing natural fibers such as flax, cotton, hemp, etc. fibers to fill the voids created by the barrier body during extrusion; and thermoplastic monomer, oligomer or polymer compositions in place of the binder, thereby expanding the reuse and recovery of polymeric materials and reducing the nature of non-biodegradable polymeric materials.

Summary of Invention Using Recycling Products of Rubber Products such as Automotive Tires and Polymers:

- several technologies and designs for the construction of road asphalt pavers, curbs and road safety barriers (hereinafter referred to as "road building elements"), the basic principles of which are set forth in paragraphs 1 to 10 of the invention formula; the following principles are embodied in the manufacturing process and design:

- the casing of these road building elements is formed as a three-dimensional multi-component and / or multi-layer structure, the individual elements of which are mainly a-composite (polymer composite on rubber products and polymer binder including polyurethane, latex, thermoplastic, copolymer, rubber, etc.) bases), but in other elements b-composite, such as reinforced concrete or soundproofing material, is mainly used as the form material and / or filler, whereby both composites are in the most weight / volume ratio in the structure of road building elements,

- segmented voids may be formed inside the shell of these road building elements, but not necessarily as a function of the airbag and / or soundproofing material, which may also be filled with shock absorbing filler both during the fabrication of the elements themselves and on site;

- the road building elements made of both the a and b composites mentioned above may be reinforced, including three-dimensional metal mesh, short self-locking elements of metal or other material,

- the housing of said road building elements may also be provided with sound reduction and / or attenuation elements and / or light reflecting elements or coatings, e.g., local, reflective, color (including luminescent paint), elements, eg glass beads, may also be technologically coextruded in the surface layer of said elements;

- the body of said road building elements may also be provided with longitudinal sliding elements, such as tapes, embedded in the wall of the element body itself facing the road to reduce the impact energy absorbed by the vehicle in contact with said element;

- other impact energy reducing elements may also be provided inside the body of said road building elements, when the vehicle is in contact with a barrier, eg in areas where the body of said elements is attached to posts for their fixing to the ground;

- proposed extrusion technology for the fabrication of said road building elements (see paragraphs ... to ... of the invention formula) which, inter alia, embody the principles of barrier sheet extrusion technology:

- in metallic form, after sealing the holes in the mold casing, pressurize the mass of the a-composite in the form of a powder-granulate mixed with said binder and, if necessary, mixed with short self-locking reinforcing elements of metal or other material,

- the mold is heated by means of heating elements embedded in its surface, while allowing it to rotate in two or three dimensions;

- after forced cooling of the mold, ensuring that the coolant is circulated through channels in its wall, the formed workpiece of said road building elements is rendered and, if necessary, subjected to other additional operations.

It is proposed that the body of the above-ground and underground parts of these road building elements be a three-dimensional structure consisting of a single composite (rubber based on rubber products and polymer binder) and b-composite) in a variety of mass / volume ratios, e.g. (exterior wall) can be formed only from the a-composite, or mainly from the a-composite or a »b, etc., the opposite being possible in principle, i.e. the body of the said element (exterior wall). mainly made of b-composite. The combined version is also possible.

Figures 1A, 1B, IC and ID show several embodiments of the basic profile of an extrusion formed from a mixture of polymer and rubber powder, and a schematic diagram of their construction, where: Fig. A and B show the inner cavities may be filled eg with fiber concrete; Fig. 4 shows a roadway equipped with an oval gutter of water and internal cavities which may be filled eg with polymer concrete; Figures D and E show another embodiment of a road curb in the form of a massive profile element with open cavities facing the roadway and formed by two inward projections of the profile element; Fig. F shows one of the options for interconnecting roadway elements using sliding inserts. Figures 2A, B and C show another embodiment of a road collar in the form of profile elements with one inner cavity and one or more external open cavities formed by one or more inwardly directed profile extensions. FIG. 1 and 2 the following designations are used: 1 - closed extruded composite profile with at least one inner cavity in the cross-section of the outer wall (frame); 1.1; 1.2; 1.3; ...; 1.7 - an extruded composite profile carcass in a cross-section which is loose on the side of the roadway and has protrusions on its inner surface for better roadway adhesion; 2 - internal cavities in closed profile elements; 3 - gravel pavement; 4 - concrete pavement or concrete pavement; 5 - asphalt pavement of roadway; 6 - asphalt pavement of pavement; 9 bars for fixing composite profiles to the ground; 11.0 - Cross-section profiles for the fixation of road edges, also made of rubber composite material.

Figures 2 through A show five embodiments of a roadblock formed from a mixture of polymer and rubber powder, differing only in profile, using the same designations as in Fig. 1;

Figures 3, 5, 6 and 7 show several cross-sectional versions of basic profiles of a road safety barrier formed by extrusion of a mixture of polymer and rubber powder, and a schematic diagram of how several barrier members can be reinforced with each other and attached to a base. 3 and following. the following designations have been used: 1.8; 1.9; 1.10; ...; etc. - a closed extruded composite profile outer wall (frame) in cross-section with at least one inner cavity and inwardly directed ribs; 2 - internal cavities in the outer wall of the composite profiles and / or in the elements intended for their attachment; 3 - gravel pavement; 4 - concrete pavement or concrete pavement; 5 - asphalt pavement of roadway; 7; 7.1; 7.2; ...; etc. - concrete elements for fixing the barrier to the road surface; 8; 8.1; 8.2; 8.3; ...: elements of plastic composite for reinforcing the barrier; 9 - Rods for fixing composite profiles to other barrier supports or to road surfaces; 11; 11.1; 11.2; ...; etc.- adjacent profile elements, also made of rubber composite material;

12; 12.1; 12.2; ...; etc. - interlocking grooves for barrier elements; 13; 13.1; 13.2;

13.3; ....; etc. - profile elements, mainly of metal, for the vertical fixation of barrier elements; 14 - foamed polymer composite or rubber-polymer composite material applied to profile elements by coextrusion; 16 - a socket in the concrete base for the vertical fixation of the barrier elements 11; 11.1; 11.2 etc. or 13; 13.1; 13.2; etc. for inserting the lower end; 17- fixing screws; 18 metal profile elements for preventing and locking the elements of the horizontal road safety barrier shown in Fig. 5; 19 - screw holes for fastening elements 18 to the extruded composite profile 1.17; 20 - a rubber member inserted between the concrete member 7.5 and the profile member 13.3 or 13.4 for additional shock absorption.

The road safety barriers shown in Figures 3 and 4 are intended to be fixed to the concrete base or other form thereof, depending on whether the barrier is intended for installation on the side of the road or separates the carriageways in opposite directions; for elements with a longitudinal axis parallel to the road surface but with barriers shown. The barriers shown in Fig. 4 are assembled from elements with a longitudinal axis perpendicular to the road surface. The barriers shown in Fig. 5 are intended to be mounted on the side of the road and are assembled from elements with a longitudinal axis parallel to the road surface, at which they can be configured differently, either at a certain height above ground (Fig. 5A and B) or from the ground. surfaces to the required height (Fig. 5C and D).

Fig. 6 shows a cross-section (six variants) of a closed extruded composite profile of a road safety barrier extruded composite profile and possible options for joining two adjacent barrier elements by means of connecting profile elements 11.3 or groove-type connections.

Fig. 7, analogous to Fig. 5, shows several types of barriers intended to be installed on the side of the road and assembled from elements with a longitudinal axis parallel to the road surface, at which they can be configured differently, either at a certain height above ground. 7B), or from the ground to the required height (Fig. 7A, C and D), whereby adjacent barrier elements are intended to be mutually bonded in a shamiric manner.

The road safety barrier described above, which is intended to be installed on the side of a road or in a distribution lane for the purpose of stopping and deflecting vehicles, can be described as a multicomponent system consisting of a-composite (extruded composite composed of polymer-rubber powder mix), b-composite aggregate (eg, fiber concrete), which completely or partially fills the cylindrical voids created by the extrusion process, but not necessarily; and c-composite (concrete or reinforced concrete), which forms the basic support system for barrier reinforcement, different from the barrier and separation barriers. It should be noted that the barrier body may be integral (as a whole) or of two separate parts, the front wall and the rear wall. The barrier front wall profile of the a-composite may be formed such that its cover layer, e.g., coextruded, also performs sound wave reflection in a particular direction or provides slip, vehicle contact with the barrier, and / or light reflection. functions whereby a safety barrier can be constructively combined with a sound barrier Another embodiment of the proposed barrier in a two-component embodiment is as follows: a-composite barrier wall has internal segmented voids with or without filler, while the c composite is formed at the back of the barrier by reinforced concrete a mesh, further comprising a shock-absorbing rubber member between the post / bar for fixing the barrier to the ground support member and said c-composite reinforcing member.

The proposed oil barrier consisting of a multi-part barrier body and elements for securing it to the ground, such as reinforced concrete supports and metal posts, is characterized by the fact that the barrier body is mainly made of profiled polymeric rubber (hereafter called a-composite) shields, one-piece profiled shield member based on automotive tire recycling and polymer binder, said shield members may be reinforced with b-composite ducts formed therefrom and fitted with fasteners such as anchors, barrier supports and barrier body may also contain internal voids, but is not optional, which may also be filled with some non-hygroscopic filler, including debris, slag, car tire shredding.

Said a-composite shield element can be formed as a quasi-flat ribbed and / or corrugated one-piece profiled element, preferably with asymmetric surfaces which can be assembled in a U-shape during the barrier assembly, whereby individual ribs of said profile element can be interconnected interlock to form passable shelves along the width of the barrier.

The individual elements of road safety are designed as profiled reinforced concrete elements, hereinafter referred to as c-composite, whose surface during the barrier assembly process is compatible with said a-composite shield elements and / or said reinforcing elements.

Said b-composite elements may be co-extruded simultaneously with said a-composite shield element or forming said a-composite one-piece shield element.

At least one reinforced concrete support member for each barrier section is provided for securing the barrier to the ground, wherein it is provided with resilient members for attaching to said multi-part body and / or embedded base and / or posts and / or brackets, said multi-part body having at each end profile elements for securing two barriers along their lengths, whereby they are in shape in alignment with each other, e.g., each rib at one end corresponds to a corresponding recess at the other end.

In a two-component embodiment with internal voids, the profile of the a-composite barrier front wall is designed to also perform a function of reducing and / or reflecting sound waves in a particular direction.

The proposed barrier may include individual elements that provide slip resistance when the vehicle strikes the barrier and / or perform light reflection functions, whereby the safety barrier can be constructively combined with a sound barrier.

Barrier strength elements of the c-composite may be formed at the rear of the barrier by reinforcing the concrete with a three-dimensional configuration metal mesh, further comprising a shock-absorbing member (s) between the bar for fixing the barrier to the ground and said c-composite. of flexible and / or plastic material.

The individual shield elements of the multi-part barrier body or the barrier body as a one-piece profiled shield element are manufactured by the following steps:

- extruding a quasi-flat a-composite profiled preform (s), which can be reinforced, if necessary, by co-extruding a reinforcing thermoplastic preform into its voids;

- individual voids created in the a-composite profiled workpiece (s) during the barrier assembly process are filled with reinforcement and concrete mass which hardens to form the b-composite profile elements as reinforcement of the a-composite profiled shield elements and is equipped with anchors;

- after forming the a-composite and b-composite profile elements mentioned above, the barrier body is formed as a whole, either by attaching the individual shield elements to each other by any means known in the art,

- the resulting U-shaped barrier workpiece is optionally equipped, if necessary, with separate fixing elements, eg metal posts for fixing to the ground or brackets for fixing to the reinforced concrete base of the barrier, and secured in place with a flat end downwards at one end;

- the voids inside the installed barrier are filled, if necessary, with any of the above materials or with debris, slag, car tire shredding or other non-hygroscopic material by any known means.

Said α-composite is obtained by extruding thermoplastic composite through thermally heated nipples comprising, for example, rubber powders and rubber shavings having a size of 0.5 to 4.0 mm and a thermoactive polymer binder in an amount of 30-40% by weight.

The said b-composite can also be obtained by extruding rubber powders and rubber shavings having a size of 0.5 to 10 mm as a result of tire shredding with thermally heated profiled nozzles, together with 8-20% by weight of a thermosetting polymeric binder, the fractional distribution of rubber chips by size is as follows: chips of size below 5-10 mm - 60-70%, chips of size below 2-5 mm - 10-15%, chips of size below 2 mm - the rest.

The polymeric binder can be selected from plastic recycling products, preferably based on polypropylene and polyurethane modified with latex and / or rubber and / or friendly copolymers.

The wall material of the barrier body may further comprise metal fibers and / or cord particles and / or fibers of other materials and / or particles of light reflecting material.

The proposed road safety bavarian schematics need to be evaluated in detail both by computer modeling, using eg finite element method, and experimentally. In each particular case, the following technical information, which describes the type of barrier in a constructive way, should be specified:

- a precise profile of the wall of said housing, which is a U-shaped or ν-shaped double profile with a flat end facing downwards,

- partitioning the longitudinal area of the said wall of the shell along the height of the barrier, which provides at least the strength of the barrier when exposed to diffuse impact load, as double metal barrier profiles,

- the positioning of the ribs and voids in the wall of said housing, which need not necessarily be symmetrical to the longitudinal symmetry plane and which may extend up to and connect to the opposite wall of the shell to form shelves,

- the functional significance of the corrugation on the external and internal surface of the said wall,

- cavity / window, etc. the placement and shape of the voids, both inside the body of the barrier body, with additional (not known, obligatory or optional) reinforcing elements of b-composite having the following arrangement: irregular / regular with a given pitch,

- the usefulness and degree of filling of voids inside the body of the barrier with other material, eg debris, slag, coarse-grained tire rubber placed on said shelves.

The new barriers, which have only been developed by computer simulations so far, have very good impact resistance and a high degree of material elasticity, resulting in less damage to the car and staff in the event of an accident. Estimates of their manufacturing costs, given that lt shredded tire rubber costs (280 - 340) x0.33 Ls, but lt polyurethane binders, the most expensive binder type can be ordered for around 800x0.33 Ls, suggest that the new barrier product could be competitive with existing road safety barriers.

The following equipment is required for the implementation of the proposed method:

- high performance plastic extruder with forming tools / fillers / extruded profile blocks for the required profile;

- a set of nozzles for forming a block of profile blocks, which is mounted on an extruder thread;

- coextruder, but not necessarily, with forming tools / fillers / extruding the required profile finishing layer, eg in addition to the thermoacoustic and / or thermal insulation layer directly on the surface of the profiled block formed on the first extruder to produce a wall composite panel with soundproofing and / or heat insulation , with co-extruded bedding starting material, eg foamed polyethylene, possible with small amounts of organic fiber additives;

- fabricated block belt refrigeration equipment, eg water-filled tanks placed at the end of an extruder row, molded section panel strip grinding and / or texturing equipment, but not necessarily when required to give the surface of the product the required texture after assembly ;

- a device for forming a strip of profiled block to separate it into individual blocks or panels of a certain length and, if necessary, a device for post-milling the obtained panels, eg in the longitudinal direction or, if necessary, for further processing.

The technical solutions proposed in this invention are interesting in the following aspects:

- from an environmental point of view, the production of the proposed products would significantly reduce environmental pollution and provide market opportunities for both rubber and plastic converters;

- from the viewpoint of road builders and designers, their use would ensure:

- lower mass consumption and correspondingly less weight on the road surface compared to concrete products which are not insignificant, eg in the construction of bridges;

- faster and easier installation, easier leveling, as the margins and boundary elements can be optimally up to 12 meters in length, unlike concrete edges with a maximum length of 1.8 m;

- residual technology;

- longer life expectancy (indicative 50 years);

- the fact that the surface deterioration of the products would not lead to the degradation of the products over time, as is the case with concrete products / the main reason for such surface damage is winter road graduation ;.

- the flexibility of products to make them easier to bend in road bends;

- the fact that, due to the nature of the materials used in the articles, they are less likely to damage the underside of the car and the wheels when in contact;

- aesthetic appearance;

- from an economic point of view:

- could generate additional licensing revenue if the products offered were adequately protected internationally;

- it would be possible to obtain funding under environmental protection programs;

- reduced road construction and maintenance costs;

- ensure that risk investments are reduced, as multi-stakeholder participation ensures and facilitates market acquisition;

- international financing could be obtained, particularly within the rubber recycling program;

- from a technological point of view:

- there is no need for large investments in technology, as marketing and investment in filing a major part of the expenditure;

- product design and technical parameters can be evaluated by computer simulations / LS DYNA, STRATOS, SOLID WORKS /;

- Authorities are available for international certification of products / Swedish Transport Institute, whose certificate is accepted in most countries of the World.

Formula of the Invention

Claims (9)

1. A method of manufacturing road building elements (safety canopies, curbs) using as a raw material a composite of recycled polymers and rubber powder, which, unlike known complex thermoforming products of volumetric products, utilizes a variety of polymeric materials and rubber powder obtaining product design variants with the desired structural stability and strength properties, characterized in that the spatial structure of the element, in which individual zones may be formed by reinforcing ribs and / or voids filled with air or other material, eg concrete, reinforcement, , concrete and reinforcement, polyurethane foam, is formed as a one-piece continuous element with a continuous plastic extrusion technology, combined with the operation of separating the resultant element into separate blocks of a certain length and in the case of machining, also with the resulting block for other post-assembly operations: length milling, boring and / or grooving, etc., which are necessary for securing said blocks to the base or to each other. The method according to claim 1, wherein said profile element structure or individual elements thereof is a two-layer composite block consisting of two distinct layers with a distinct boundary between them - a base layer surface of a rubber polymer composite and at least one finishing layer forming said profile element. is applied by coextrusion on at least one part of its surface, using multiparticulate interlocking fillets. The method according to claim 2, wherein said profile member is made in an onestep process from a thermoplastic composition comprising e.g. polyethylene sulfonate (PES), polypropylene (PP), and rubber filler, said outer layer (s) of said profile member being molded material. with respect to changes in ambient humidity and temperature, made, for example, of PES, PP or vinyl polyethylene (VPE) and may be smooth, reflective, or embossed, light scattering, e.g. informative road signs or other promotional materials. A method according to any one of the preceding claims, which makes it possible to form molds with respect to the humidity and temperature of the environment, for the purpose of reinforcing the edges of the pavement, separating the various pavements or types of reinforcement and water runoff. Method according to any one of the preceding claims, in which a high performance plastic extruder with forming tools / fillers / extruded sections of the required profile is used to obtain said road construction elements; fitting to the extruder hook; - coextruder, but not necessarily, with forming tools / fillers / extruding the required profile finishing layer, eg in addition to the thermoacoustic and / or thermal insulation layer directly on a surface of the first extruder formed profile element, to fabricate composite elements with a soundproofing layer, coextruding when using, for example, foamed polyethylene, possible with small amounts of organic fiber additives; - manufactured profile panel tape refrigeration equipment, eg water-filled tanks placed at the end of an extruder row, formed profile panel tape grinding and / or texturizing equipment, but not necessarily when required to add texture to the surface of the article without the need for sanding after assembly ; - a device for forming a strip of profiled panel to separate it into separate panels of a certain length and, if necessary, a device for post-milling or, if necessary, further processing the panels obtained. 7. Profiled road building elements obtained according to any one of the preceding claims, which enable the extrusion ducts of the said elements to be inserted into a thermoplastic filler either by coextrusion or to be filled with concrete and / or reinforced in the ductwork during the element assembly, so that they can be used as road safety barriers that meet the requirements of both deflecting and non-deflecting shock absorbers. 8. Profiled road construction elements according to Claim 7, intended to be used as road safety barriers and to be installed on the roadside or in the lane for the purpose of stopping and deflecting vehicles, characterized by being a multi-component system consisting of a-composite. (extruded composite consisting of a mixture of polymer and rubber powder), b-composite (impact-absorbing filler, eg fiber concrete), which completely or partially fills the cylindrical voids formed during the extrusion process, and c-composite (concrete or reinforced concrete) ) which form the basic support system for the barrier reinforcement, which is different from the barrier and separation barrier, whereby the barrier body can be integral (as a whole) or of two separate parts - the front wall and the rear wall - and the profile of the barrier front wall; composite can be designed such that its cover layer, for example applied by coextrusion, also performs a sound wave reflection function in a particular direction or provides slip resistance when the vehicle encounters a barrier and / or performs a light reflection function whereby the safety barrier can be constructively combined with a sound barrier 9. The profiled road building elements according to claim 7, characterized in that the a-composite barrier wall has internal segmented voids with or without filler, while the c-composite is formed at the back of the barrier by reinforcing the concrete with a three-dimensional configuration metal mesh. , further comprising a shock-absorbing rubber member between the post / post for fixing the barrier to the ground support member and said c-composite reinforcing member. 10. Profiled road building elements according to claim 9, characterized in that - that segmented voids may be formed inside the body of the road building elements in question, but not necessarily as a function of the airbag and / or sound insulator, which may also be filled with shock absorbing filler both during the fabrication of the elements themselves and on site in process, - that the road construction elements made of both of the a and b composites mentioned above may be reinforced, including reinforced with three-dimensional metal mesh, short self-locking elements of metal or other material, - that the body of these road building elements may also be provided with sound reduction and / or attenuation elements and / or light reflecting elements or coatings, such as local, light reflecting, coloring (including luminescent paint), elements, eg glass beads, may also be technologically coextruded in the surface layer of the said bodies; - that the body of said road building elements may also be provided with longitudinal sliding elements, such as tapes, embedded in the wall of the element body itself, facing the road, to reduce the impact energy absorbed by the vehicle in contact with said element; - that other impact energy reducing elements may also be provided inside the body of said road building elements when the vehicle is in contact with a barrier, eg in areas where the body of said elements is attached to posts for their fixing to the ground.