SE446018B - PROCEDURE AND APPARATUS FOR FITTING ROAD MARKING BODY - Google Patents

Description

15 20 25 30 35 40 8001212-sj to be hit by a snow plow blade.

In these previously known types of road marking means adapted for snow plows, attempts have been made to reduce the height of the marking means to a minimum above the road surface by reducing the height of the reflector part arranged on the base part as much as possible, in order thereby reducing the strength of blows from car tires or snow plows when passing the road marking means. In fact, in these previously known types of road plows adapted for snow plows, the maximum height of the marking means above the road surface has been reduced as much as possible with available reflection parts and technical mounting details without giving in to the requirement to achieve satisfactory visibility of the road marking means. However, it has not been possible to reduce the height below about 1.8 cm above the road surface.

In connection with these previously known road marking means it has also been found that the angle between the surface of the road surface and the sloping ramps of the base part should be as small as possible in order to minimize the impact exerted on the road marking means and on the surrounding pavement by snow plows. against the sloping ramps of the road marking body. Although the ramp angle could theoretically be reduced to as low a value as desired, in order to maintain the same maximum height, the ramp must be made longer as the angle becomes smaller and consequently also extend the keel sections and grooves or recesses, which must be cut out in the road surface.

The longer you make the tracks, the greater the weakening of the pavement and the greater the time and cost of producing the tracks. In addition, the longer the base part becomes heavier and more expensive. These factors therefore mean in practice that the ramp angle which can be used with these already known road marking means is limited to at least 60.

In addition, the already known road marking means have been unidirectional devices. In the case of bi-directional reflector devices, in order to mount them in a base part as protection against shocks from snow plow blades, it would be necessary to have sloping ramps, which extend from the reflector member in both directions. If the same ramp angle and maximum height above the surface of the roadway were to be maintained, it would be practically necessary to double the length of the base section, with the disadvantages just pointed out as a result.

It has been proposed in the prior art devices to partially immerse the reflector elements below the surface of the roadway, such as in U.S. Pat. Nos. 2,260,498 and 1,952,942. Due to the nature of the glass lens used, U.S. Pat. Nos. 2,260,498 and 1,952 942 the part of the lens, which is located under the road surface, without effect and to no avail. Furthermore, the road marking means according to U.S. Pat. No. 2,260,498 is a substantially cylindrical body embedded in the road surface with a partially conical inclined upper surface which rises above the level of the road surface at more than 250 angles to the surface of the roadway, at which angle the impact forces of the snow plow blades against the road marking means are so great that they destroy the marking means and / or seriously damage the surrounding road surface and the snow plow blade. To reduce the angle by an increase in the diameter of the road marking means according to U.S. Pat. No. 2,260,498 would require an unacceptable increase in the size of the recess in the pavement and in the weight of the road marking means itself. The cross-sectional contour of the road marking means according to U.S. Pat. No. 2,260,498 further complicates the insertion thereof into a recess which is cut or drilled in an already finished road surface.

The invention of U.S. Pat. No. 1,952,942 has substantially the same disadvantages. In addition, these constructions, like those described in U.S. Patent Nos. 3,836,275 and 2,126,224, are primarily intended to reduce the height as much as possible by using small, partially spherical bead-type reflectors. All these constructions have proven to be impractical and inefficient due to the fact that they are coated with dirt, as they are not available for the cleaning effect from the tires of the passing cars. The object of the present invention is to provide a road marking means suitable for use in snowy areas, which comprises a part with sloping ramps and intended to be embedded in the road surface with a signal means supported by the base part in such a way that during use it is partially immersed below the road surface. level in order thereby to reduce as far as possible the total height of the road marking body and the angle which the ramps form with the surface of the road surface, but without increasing the total length of the road marking means.

Thus, a method is provided for applying to a finished road surface a road marking means having a base unit with two longitudinally extending and transversely spaced cooling elements extending below a plane, and a support member connecting the cooling members and having a convex arcuate bottom surface, extending below the plane.

The invention is characterized by the steps of applying a cutting apparatus to the road surface in the working position; that three arcuate recesses are accommodated in the road surface by means of the cutting device, of which two transversely spaced keel element recesses and a support element recess located therebetween, which is performed without moving the cutting device from the working position, the recesses being mounted and dimensioned to receive such elements. that the road surface is in the substantially plane in said plane, that in each of the recesses an adhesive is applied which adheres both to the road material and to the material of the cooling elements and the support element; and that the keel elements and the support element are inserted into the respective recess and the adhesive so that the road surface is substantially in said plane to securely fasten the road marking means to the road surface.

Preferably, the three recesses are taken up simultaneously in a single working step, whereby the support element recess is taken up in another working step, which in terms of time is separate from the first working step.

Furthermore, an apparatus is provided for receiving in a finished roadway surface a plurality of arcuate recesses for the purpose of arranging therein a road marking means having a base unit with two longitudinally extending and transversely spaced keel elements extending below a plane, and a support elements which connect the cooling elements and extend below said plane.

According to the invention, the apparatus has a frame arranged to be mounted on the road surface in a working position, two transversely spaced first circular circular steels supported by the frame for rotation about a common first horizontal axis, and are mountable in cutting engagement with the road surface without the frame is moved from the working position to receive in the road surface two cup-shaped recesses for the keel elements, a second, circular cutting steel, which is supported by the frame between the planes of the first cutting steels for rotation about a second horizontal axis and is attachable in cutting engagement with the road surface from the working position, and to receive an arcuate recess for the support element in the road surface, a drive mechanism supported by the frame which is coupled to the first and second cutting steels for moving the cutting steels between a retracted position and a cutting position and for effecting rotation thereof around the axles. , and a limit position device supported by the frame for limiting the depth of the recesses received by means of the first and the second cutting steels, whereby the recesses can be accommodated to receive therein the cooling elements and the support element of an associated road marking member base unit without the frame being moved along the roadway.

Suitably the drive mechanism is arranged to effect movement and rotation of the first cutting steels independently of movement and rotation of the second cutting steel.

The invention, its construction and mode of operation, will now be described with reference to the accompanying drawings. Fig. 1 shows an exploded front view of a bidirectional road marking means, comprising a base part and a reflector assembly and constructed according to a first embodiment of the present invention. Fig. 2 is a plan view of the base portion of the cell part. the road marking means according to Fig. 1. Fig. 3 is a right-hand end view of the base part according to Fig. Z. Fig. 4 is a fragmentary vertical section, taken along the center line according to Fig. 2. Fig. 5 is a side view of the base part according to Fig. 4, placed in a road surface. Fig. 6 is a view in vertical section with a reflector assembly arranged on the base part. Fig. 7 is a fragmentary view similar to Fig. 6 of an alternative embodiment of the base member. Fig. 8 is an enlarged plan view of the reflector assembly of Fig. 1. Fig. 9 is a fragmentary enlarged view in vertical section taken along line 9-9 of Fig. 8. Fig. 10 is an end view of the reflector assembly of Fig. 8. Fig. 11 is an enlarged fragmentary view. side view of a portion marked with 11 of the base part shown in Fig. 5.

Fig. 12 is a side view of a cutting apparatus, intended to cut out depressions in the corrugation, where the road marking device according to Fig. 1 is to be fitted, with a part of the cutting assembly cut away. Fig. 13 is an enlarged fragmentary end view, partly in vertical section, of the cutting apparatus of Fig. 12, seen from the right end. Fig. 14 is a plan view of a unidirectional road marking means according to a second embodiment of the present invention. Fig. 15 is a left side view of the road marking means according to Fig. 14. Fig. 16 is a fragmentary side view of a cutting apparatus, intended to cut out the recesses for mounting the road marking means according to Fig. 14 in the road surface. Fig. 17 is an end view of the cutting apparatus seen from the right. Fig. 18 is a fragmentary side view of an alternative embodiment of a cutting apparatus, intended to cut out in the pavement the recesses for mounting the road marking means of Fig. 14. Fig. 19 is a right-hand end view of the cutting apparatus of Fig. 18.

Referring to Figs. 1 and 6 and 11 of the drawings, there is shown a road marking means adapted for snow plows with the reference numeral 30. In use, the road marking means 30 is immersed in the pavement 20 on a road so that it protrudes above the surface 21 of the road and is visible from approaching Vehicles driving in either direction on the road, while being protected against the snow plow blades 25, which form an acute angle A with the direction of traffic D.

The road marking means 30 comprises a base part with the reference numeral 40, which consists of a material of comparatively high strength, for example metal, and which carries a reflector assembly with the reference numeral 70. The base part 40 is suitably cast as an independent unit and consists of a pair of parallel, elongate laterally separated cooling parts 40 and 45, of which the cooling part 41 has parallel, substantially vertically extending inner and outer side surfaces 42 and 43 and the cooling part 45 has parallel, substantially vertically extending inner and outer side surfaces 46 and 47. Both cooling parts.41 and 45 years provided with a substantially similar irregular bottom surface with the reference numeral 44, which connects the side surfaces 42 and 43 and the side surfaces 46 and 47 along the bottom of the cooling parts 41 and 45 6: 8001212-3 More specifically, each irregular bottom surface 44 consists of a smooth horizontal bottom portion 48, located in the middle of the cooling portion, and a pair of downwardly sloping and slightly arcuate end portions 49, which are substantially b located on a common conceived circular line C and which both extend downwardly from the opposite ends of the cooling portion towards the bottom portion 48, each of the end portions 49 being connected to the nearest end of the flat bottom portion 48 by a plurality of substantially rectangular steps shaped portions 50. The step-shaped portions 50 define a number of tooth-like points S1, all of which lie on the imaginary circular line C and serve to prevent sliding or sliding of the base part 40 in relation to the road surface.

Each cooling portion 41 and 45 are also provided with a pair of inclined upper sides 52 and 53, each of which rises from a point adjacent the opposite ends of the cooling portion to the overlying portions, which merge into a flat top surface 54 and interconnect the side surfaces. 42, 43 and 46, 47 in corners of the same radius to prevent stress concentrations, when the base part 40 is hit by a plow blade. The lower ends of the inclined surfaces 52 and 53 merge into short inclined surfaces 49b, which slope downwards from the inclined surfaces 52 and 53 towards the proximal ends of the base portion 40 and are joined to the end portions 49 by short vertical end surfaces 49a. The base portion 40 has a base plane P which is substantially parallel to the top surfaces 54 and intersects the short sloping surfaces 49b just above their intersecting lines with the sloping tops 52 and 53. Each sloping top 52 has an inner edge 52a which, in relation to the base, the plane P forms a first acute angle X (see Fig. 11), and an outer edge 52b, which with the base plane P forms a second acute angle Y. Similarly, the inclined upper sides 53 have an inner edge 53a, as with the base plane P forms the angle X, and an outer edge 53b. which with the base plane P forms the angle Y. Thus, one of the sloping upper sides 52 and 53 slopes slightly downwards and laterally outwards in relation to the hose part 40.

It can be noted in particular that the inner edges 52a of the inclined upper sides 52 intersect the top surfaces 54 a short distance in front of the points where the outer edges 52b intersect the top surfaces 54, since the base part 40 is oriented with its longitudinal axis parallel to the traffic direction D, so that each of the intersection lines 54a between the sloping surfaces 52 and the top surfaces 54 form an acute angle with the direction of traffic. Similarly, the inner edges 53a of the sloping tops 53 intersect the top surfaces 54 a short distance in front of the points where the outer edges 53b intersect the tops 54, so that each of the intersecting lines 54b between the sloping tops 53 and the tops 54 forms the angle Z with the direction of traffic D. The angle Z is suitably greater than or equal to the angle of the plow blade A and is generally in the range between 600 urh / 50, although it could be slightly smaller than the angle A. The short inclined surfaces 49b of the keel portion 41 are both in the same plane as the short inclined surfaces 49b of the cooling portion 45 and suitably form an angle of 10 'lf 20 15 -_ ----_ ~ »_W V V ... f 1 8001212-3 about 150 with the base plane P. having portions of the inner side surfaces 42 and 46 of the cooling portions 41 and 45, which are above the hasp plane P, continue inwardly as thicker portions 55, which extend from a point approximately midway between the ends of the sloping surfaces 52 to a point approximately midway between the ends of the sloping surface 53, and each of the thicker portions 55 has sloping shoulder portions 55a and a recessed inner wall portion 56 between them. In the lateral direction, longitudinally separated support pins 57 and 58 separated from the queue parts 41 and 45, which pins 57 and 58 all have bottom surfaces 59, which lie in the same plane and substantially in the base plane P.

As a barrier element between the thicker portions 55 of the cooling parts 41 and 45, a tissue-like support element with the reference numeral 60 functions, the office of which in the plane is substantially rectangular. The support element 60 has a smooth, flat top surface 61, which lies substantially in the base plane P, and an arcuate, partially cylindrical convex bottom surface 62, which at its opposite ends is connected to the top surface 61 by short end surfaces 66. Immersed in the top surface 61 in its center and parallel to it there is a support surface 63, which lies below the base plane P, runs practically across the entire support element 60 and is substantially the same length as the recessed support portions 56 of the cooling parts 41 and 45. Substantially vertical end walls 64 extend downwardly from the top 61 at the opposite ends of the support surface 63, and the end walls 64 and the recessed portions of the inner side walls 56 of the cooling portions 41 and 45 are all connected to the support surface 63 by a peripheral channel or groove 65 the path around the support surface 63 and is substantially bag-shaped in transverse cross-section (sn Fig. 4).

Referring to Figures 8-10 of the drawings, it is seen that the reflector assembly 70 is so dimensioned that it fits between the end walls 64 and the recessed portions of the inner side walls 56 and is supported by the support surface 63. The reflector assembly 70 is preferably be of substantially the type shown in U.S. Pat. No. 3,332,327. In the preferred embodiment, the road marking means 70 may be provided with a glass coating, thereby making it extremely resistant to abrasion, as described in more detail in U.S. Patent Application No. 681,860. Alternatively, the reflector assembly 70 may be of that type. as shown in detail in U.S. Patent Application No. 681,859.

The raffle aggregate 70 comprises a shell or casing 71 of light-transmitting synthetic resin, which in use is filled or packed with a comparatively rigid filler material which forms a solid core 72 which adheres tightly to the inner surface 73 of the shell 71 and serves to reinforce the housing 71 and provide a solid, sensitive structure which is able to withstand forces directed against the reflector assembly 70, when the outer side 74 of the housing 71 in operation is hit by the vehicle traffic. The reflector assembly 70 is provided with a substantially horizontal base to facilitate attachment to the surface on which the reflector assembly 70 is to be installed. The shell 71 comprises a substantially horizontal upper side 76, which is vertically above the base 75 and is connected to the inclined front and rear walls 77 and 78 and opposite, substantially vertical side walls 79.

Each inclined wall 77 and 78 is provided with a reflector system with the reference numeral 80, which contains a substantially planar light receiving front side S1 on the outside of the housing 71 and a light receiving back 82 on the inside of the housing 71, of which the back 82 should suitably be coated with a light-reflecting material, e.g. by metallization. The reflector system 80 used is basically a triple mirror reflector system, the back 82 containing a plurality of light reflecting elements 85, each of which is adapted for internal total reflection of light incident on the back 82. Each reflector element 85 has three substantially square planar surfaces. which are mutually arranged at right angles and meet at a common point at a distance from the front side 81, forming a cube corner. whose axis is so adapted that it is substantially in line with light rays refracted from the front 81. Between the end walls 79 and along the bottom edges of the fronts B1 are two parallel grooves 86. In one piece with each of the front walls 77 adjacent their opposite ends in the upward direction from them and substantially at right angles to them running from the grooves 86 over a portion of the distance to the upper ends of the fronts 81 parallel pair of shaft flanges 87. In the upward direction from the grooves 86, two pins 88 are located at points located at a predetermined small distance inward from their opposite ends. Each of the fronts 81 is covered by a flat glass layer 90 which extends substantially along the entire front side S1 between the inner surfaces of the shaft flanges 87 and upwardly from the pins 88 to the top 74 of the housing 11, and each of the glass layers 90 is suitably attached to the front S1 with a suitable adhesive. The glass layers 90 are intended to provide additional protection against abrasion of the fronts 81 of the reflector system 80.

Securely attached to and completely covering the base 75 is a pad 91 of somewhat binding. shock-absorbing material, the bottom surface of which may be covered by a suitable freezing backing plate 92. Assembling the reflector assembly 70 with the base portion 40 of the road marking means 30, the pad plate 92 is removed, and the backing 91 is placed on the support surface 63 of the base portion 40 with the front sides 81 of towards each end of the road marking means 30, i.e. towards the direction of approaching vehicles. It should be noted that the reflector assembly 70 may be assembled with the base member 40 either before or after the base member 40 is installed on the pavement. It is important to note that the adhesive attachment of the reflector assembly 70 to the base member 40 allows the reflector assembly 70 to be subsequently removed and replaced in the event of damage, wear or the like, without having to remove the base member 40 from the road surface. the installation. ' but is an important feature in reducing the overall height of the marker of the present invention. that when the reflector assembly 70 is mounted in place on the support surface 63, substantially the entire front face 81 of the reflector system 80 is above the base plane P, a part of the reflector element 85 being below the base plane P, but also this part, although located below the base plane P, the reflection of incident light even near the lower ends of the front 81 due to the refraction of the incident beam through the front. If the reflection surface were projected parallel to the nominal refracted ray, the lower edge of such a projection would cut the front substantially in the base plane P.

Furthermore, the vertical distance between the top surface 74 of the housing 71 and the bottom surface of the pad 91 is so large that when the reflector assembly 70 is mounted in place on the support surface 63 of the base portion 40, the reflector assembly 70 is at all points below the inclined tops 52 and 53 and the top surfaces 54 of the base portion 40 at a predetermined distance large enough to prevent the reflector assembly 70 from contacting the corners of the angled plow blades. In other words, when the reflector assembly 70 is mounted in place and the base plane P is horizontal, a vertical line going upward from any point on the reflector assembly 70 will intersect a plane parallel to the inclined surfaces 52 or 53 or the top surface 54 at a limited vertical distance above this point on the reflector assembly 70 (see Fig. 6). Fig. 7 of the drawings shows an alternative embodiment of the base part with the reference numeral 120, substantially identical to the base part 40 with the exception of the arrangement of the top surface of the support portion 60. In the base part 120 it is particularly noticed that the support portion 60 is provided at its opposite ends with two short smooth top surfaces l1l in the same plane, each of which communicates with concave cylindrical surfaces l22, which are substantially concentric with the bottom cylindrical surface 62 and at their bottom edges are interconnected by a flat support surface l23, parallel to the top surfaces l2l . The support surface 113 is sufficiently submerged below the top surfaces 112 to be able to mount the reflector assembly 70 on it in substantially the same manner as just described in respect of the base portion 40. This alternative device, which still excludes the penetration of the plow blade, makes it easier for the car tires to come to the bag-shaped surfaces l22, so that the wiping activity of the tires will take place further down on the glass layers 90 than is possible in the case of the base part 40, whereby my thus achieves a more complete wiping of the glass layers 90.

When the road marking means 30 is attached to the road surface 20, the base part 40 must be embedded in the road surface, so that the road surface Z1 will lie substantially in the hasp plane P of the base part 40. This makes it necessary for the bottom portions of the keel 41 and 45 and the support portion 60 to be immersed. below the road surface 21 in associated grooves or recesses in the pavement 20. It is an important basic feature of the present invention. that the road marking means 30 and in particular its base part 40 has been designed to substantially facilitate the installation of the road marking means 30 on the road surface 20, so that the support surface 63 lies below the road surface 21 all without increasing the total length of the road marking means 30. , thereby reducing as much as possible the maximum height of the road marking means 30 above the road surface 21, while maintaining a suitably small angle between the sloping tops 52 and 53 and the surface Z1 of the roadway.

In terms of details, the bottom surfaces 44 of the cooling portions 41 and 45, as described above, are substantially arcuate in the overall contour, and the bottom surface 62 of the support portion 60 also has a cup-shaped contour, whereby, the cooling portions 41 and 45 and the support portion 60, respectively, can be placed in supplementary arcuate grooves or recesses 95, 96 and 97 in the pavement 20. Such arcuate grooves can be conveniently cut out with circular cutting frames, suitable for cutting in cement or the like. Cement cutting machines with circular cutting steels are known in the art and are in fact routinely used to form the arcuate keel recesses for installation of the snow plow adapted road marking means shown in the aforementioned U.S. Pat. Nos. 3,790,293 and 3,809,487.

However, such prior art cutting machines have been provided with only two laterally spaced circular cutting steels of equal diameter and with a common axis to form the keel recesses, which recesses are comparatively narrow and in their typical shape not wider than a groove cut with a single cutting steel. .

Such prior art machines cannot cut a wide arcuate groove in the pavement, nor can they cut grooves of different sizes without changing the cutting frame. Therefore, if such prior art machines were to be used to install the road marking means according to the present invention, one would either need to use different machines or also perform several cutting or machining operations, i.e. a step in which the prior art machine was used to cut out the keel stop or keel recesses, and in addition a special machining step or possibly a series of such steps to form the wide, shallow groove needed to accommodate the support portion 60 of road marking agency 30. Such a multi-step procedure would be unreasonably time-consuming and costly and, moreover, rather difficult.

Accordingly, according to the present invention, there is provided a novel cutting apparatus which allows an easily feasible installation of the road marking means 30; we now refer to Figs. 12 and 13 of the drawings. The cutting device, which has the reference numeral 100, can simultaneously cut out the recesses 95, 96 and 97 in a single operation. The cutting apparatus 100 comprises a generally rectangular frame 101, which has a transverse axis 102, which is rotatably attached to the frame near its rear end and at both ends is connected to a pair of support wheels 103, so that the cutting apparatus 100 can be rolled along the roadway 211. It is assumed, of course, that additional support aids can be mounted on the frame 100, if necessary or desired.

The frame l01 carries near its front end a transverse, rotatably mounted l0 W 20 118001212-3 horizontal aael or spindle l04, at which two pairs of comparatively large, side-mounted circular cutting numbers 10 and 5 are arranged fixedly in sialea. , dimensioned and placed so that they each cut out the keel recesses 95 and 96 in the pavement 20. Immovably attached to the shaft 104 between the cutting posts 105 and 106, a number of circular cutting steels 107 sit on the same axis and of smaller diameter, smn placed close to each other and spaced apart by the same spacers 108 so that they can cut a substantially continuous cup-shaped recess 97 in the pavement 20 between the recesses 95 and 96, where the support portion 60 of the road marking means 30 can be mounted. The cutting steel l05-l07, the spacers l08 and the packing rings l09 are all held by nuts l09A securely in place on the shaft l04, so that they can rotate with it. If desired, the shaft 104 can be mounted so that it can be moved from the pavement 20 when it is not cutting, to facilitate movement of the apparatus 100 along the roadway 20 between the cutting processes. The cutting machine may be of the type manufactured by Clipper Manufacturing Company, model C-600-K.

A suitable drive mechanism is also mounted on the frame 10, on the schanatic drawings generally denoted by the number 11, which may be of any suitable type of electric or petrol-powered motor or the like, connected in a suitable manner, e.g. through a drive belt or chain, to the shaft l04 to set it in rotation and thereby also drive around the cutting steels l05-l07.

The cutting device l00 also contains a control assembly with the reference numeral 115, the game consists of a shaft pin ll4, rotatably mounted at one end of a spindle lll attached to the frame lhl, and at the far end of the shaft pin ll4 a shaft ll7 is attached, rotatably mounted a steering wheel ll6, adapted for contact with the roadway Z1. Attached to the frame l0l is a nut part ll9 with internal thread, mfd which is threadedly connected to an adjusting screw l18 provided with a handle, the end of which abuts against the shaft pin ll4. In operation, the cutting apparatus 100 is placed on the roadway 211 and locked in the working position with the slat numbers l05-l07 set to cut out the recesses 95-97 in the desired position on the road surface 20. It is assumed, of course, that the cutting numbers l05-l06 at work the beginning is substantially tangential to the road surface Z1, the frame l01 being inclined upwards and the adjusting screw l18 not abutting against the shaft journal ll4. When the cutting steel l05-l07 is in motion, they cut out the cup-shaped recesses 95-97 in the pavement 20 in the same way, the recesses 95 and 96 becoming deeper than the recess 97 due to the different diameters of the star figures. The adjusting screw 118 is set so that it engages in the shaft pin 114 and thereby the downward movement of the frame l01 and the slack steel lü fi-l07 stops, as the recesses 95-97 have their predetermined desired depth. In this way, with the aid of the cutting device l00, the recesses 95-97 can be cut out exactly and at the same time without having to move the device l00 from its working position. 10 20 2512121212-3 12 The recesses 95-97 are then cleaned and a suitable epoxy binder is placed in them; this adhesive should be of such a nature that it adheres to both the material of the pavement 20 and the material of the cooling portions 41 and 45 and the support portion 60. The folding portions 41 and 45 and the support portion 60, respectively, are then fitted in the recesses 95-97 and attached with the adhesive therein. at such a depth that the road surface 21 lies substantially in the base plane P, whereby insertion of the base part 40 to a greater depth is prevented by the support flanges 57 and 58 engaging in the surface 211 of the road surface.

It should be noted that when the road marking means 30 is fixed in place in this way, it is set so that the top surface 61 of the support portion 60 lies substantially in the same plane as the road surface 21, whereby the fronts 81 of the reflector system 80 reach above the road surface Z1. so that they are clearly visible between the keels 41 and 45 from vehicles approaching on the road from both slabs. However, the lower part of the reflector assembly 70 is immersed below the road surface 21, so that the total height of the road marking means 30 becomes as small as possible, whereby also the force of the blows to which car tires and snow plows are subjected when they come into contact with the road marking means 30, reduced as much as possible.

The angle X formed by the inner edges 52a and 53a of the sloping tops 52 and 53 with the surface of the roadway is suitably about 6.50, while the angle Y formed by the outer edges 52b and 53b is about 60. The sloping tops 52 and 53 form sloping ramps , the task of which is to deflect approaching snowplough blades upwards so that they do not come into contact with the reflector assembly 70, which at all points is located below the inclined tops 52 and 53 and the top surfaces 54.

Thus, the inclined tops 52 and 53 slope slightly downward toward the outer sides of the base portion 40 and each intersects the top surfaces 54 with oblique horizontal intersecting lines 54a and 54b. It can therefore be seen that the length of the top surfaces 54, measured in the longitudinal direction of the base part 40, is greater along their inner edges than along the outer edges.

With regard to the details, it can be pointed out that in the most suitable design of the invention the length of the top surfaces 54, measured along their inner edges, is substantially equal to 0.58 times the distance between them laterally.

This elongation of the inner edges of the top surfaces 54 is a characteristic feature of the present invention, and it is apparent that when the angle of inclination of the inner rabbits 5a and 53a of the inclined upper sides 52 and 53 is slightly larger than the angle of inclination of their outer edges 52b and 53b, this elongation of the inner edges of the top surfaces 54 is achieved without increasing the total length of the base surface 40 and likewise without increasing the inclination of the outer edges 52b and 53b. The purpose of this design is to prevent angled plow blades from falling between the top surfaces 54 and damaging the reflector assembly 70. It has been found that for the vast majority of snow plow blades, the angle A which the blade forms with the direction of traffic is approximately 600. According to Fig. 2 of the drawings, the rear end 26 of the plow blade 25 must reach the top surface 54 of the cooling portion 41, before the front end 27 of the blade 25 leaves the top surface 54 of the cooling portion 45, otherwise the blade 25 could slide down below the top surfaces 54 of the base part 40 and come into contact with the reflector assembly 70. Thus, the inner edges of the top surfaces 54 must have a length which is substantially equal to the lateral distance between them passing the cot. therefore, for a plow blade angle A. For a blade angle A of 600, the length of the inner edges of the top surfaces 54 must therefore be substantially equal to at least 0.58 times the lateral distance between them.

As the plow blade 25 approaches the road marking means 30 in the direction D in Fig. 2, it apparently first comes into contact with the outer edge 53b of the inclined upper side 53 of the cooling portion 45. It has been found that an angled plow blade slides along this outer edge 53b without to touch the inner edge 53a, even when the angle of inclination of the inner edge 53a is as much as 0.50 greater than the outer edge 53b. By increasing the inclination angle X of the inner edges 53a to about 6.50, it has thus been possible to extend the inner edges of the top surfaces 54 by about 1.25 cm without increasing the speed at which the plow blade is displaced upwards through the inclined upper sides 52 or 53. Or to put it more accurately, the vertical inclination angle as of the inner edges 52a and 53a may be increased until their horizontal intersections 54a and 54b with the top surfaces 54 form an angle Z with the longitudinal axis of the road marking means 30 equal to the angle A formed by the plow blade. this longitudinal axis. It turns out, therefore, that this construction allows an effective elongation of the top surfaces 54, without increasing either the angle of inclination of the parts of the inclined upper sides 5? and 53, which touches the plow blade, or the total length of the base portion 40. The total saving in length is the width of the top surface 54 at the point of intersection with the outer edge b2b or 53b, multiplied by 2-cot Z.

Z In addition to the reflector assembly 70 is effectively protected against contact with the snow plow blades. The shallow shape of the road marking means 30 and the distance between the keel parts dl uth 45 are so adapted that they allow the comparatively flexible tires of approaching vehicles to come into contact with the glass layers 90 on the reflector assembly 70 and thereby cause them to wipe and clean the fronts of the glass layers 90. , while the glass layers 90 protect the fronts 8l from abrasion. These advantages are obtained and a bi-directional road marking means is obtained, even though the total length of the road marking means is substantially the same as the length of the single-way road marking means disclosed in the aforementioned prior art Nos. 3,790,293 and 3,809,437, and it has a total height above the roadway 21, which is about 40-45 5 less than the height of the road marking means according to these PAINLES. According to a construction model of the road marking means 30, the base part 40 is suitably a reinforced metal work, the dimensions of which are such that when inserted in place on the pavement in the position shown in Fig. 6, the maximum height of the road marking means 30 over the roadway 21 is about 1 cm and the total length of the roadway 40 is about 3.5 cm. cm. The small angle of öu which'ramöarñäs'ytterkäñter '"" forms with the reel plane P in conjunction with the lower height considerably reduces the force of the impact of the snow plow blade against the reel part 40, and thereby relieves the shaking. as the snow plow driver knows, the impact on the underlying road surface is reduced to a minimum, and the size of the road surface, which remains unpaved, is also reduced because the plcg blade is lifted. The device also helps to reduce the impact forces transmitted to the tires of vehicles driving over the marking means. The inner edges 52a and Eda of the sloping tops 52 and 53 form an angle of about 6.50 with the hasp plane P, and the inclined surfaces 49b form about an angle of 15 ° with the hasp plane P and reach below it, so that approaching snowplough blades will not strike to the leading edges of the cooling portions 41 and 45. The vertical distance between the hasp plane P and the support surface 63 is approximately 0.4 l cm, so that the total vertical distance between the support surface 63 and the top surfaces 54 becomes approximately 1.45 cm. The total height of the reflector assembly 70 is about 1.2 cm.

Referring to Figs. 14 and 15 of the drawings, there is shown a unidirectional road marking means adapted for snow plows with the reference numeral 130, which is suitable for use in snowy areas. It consists of a base part 140, on which rests the reflector assembly 70. The base part 140 has a similar shape to the base parts of the single-stranded road marking means shown in the aforementioned U.S. Patent Nos. 3,790,293 and 3,809,487. However, the base portion 140 according to the present invention has been improved in a couple of important respects, in that the total height of the road marking means 130 over the surface surface Z1, when the marking means is installed, is substantially less than the total height of the prior art road marking means, and the angles on the sloping ramps protecting the reflector assembly 70 is substantially smaller than the angles of the ramps in the prior art road marking means, although at the same time the total length of the hose portion 140 is less than the length of the base portions according to the prior art embodiments.

The base part 140 is suitably used as an undivided unit of some material with comparatively high half-strength, such as e.g. metal, and consists of a pair of parallel, elongate, laterally spaced cooling portions l4l and l45, of which the cooling portion l4l has parallel, substantially vertical inner and outer side surfaces l42 and l43 and the cooling portion l45 has parallel, substantially vertical inner and outer outer surface surfaces l46 and l47.

Each of the cooling portions 144 and 145 is provided with a substantially identical irregular hot surface with the reference numeral 144, which interconnects the side surfaces 142 and 143 and the side surfaces 146 and 147 along the bottoms of the cooling portions 141 and 145. In particular, each of the irregular bottom surfaces l44 tests a flat horizontal bottom portion l48, located in the middle of the keel portion, and a pair of downwardly sloping and slightly arcuate end portions l49, which lie substantially on a common imaginary circle line C17 and which both 8001212-3 from the opposite ends of the cooling portion towards the bottom portion 148, each of the end portions 149 being connected to the proximal end of the flat bottom portion 148 by a plurality of substantially rectangular step-like portions 150. The step portions 150 define a plurality of tooth-like points 151, all of which lie on the circle line C1 and fulfill the same function as the points 51 described above in connection with Figs. 1-6.

The inclined portions 149 at the front ends of the cooling portions 141 and 145 are intersected by the vertical surfaces 149a of these front ends, the upper ends of which intersect short inclined upper sides 149b, which rise in the rearward direction to a base plane R, thereby forming an angle of about 150, both intersect the sloping tops 152, which rise rearwardly over the cooling portions 141 and 145 to their highest portions, where they intersect the top surfaces 154, which are parallel to the base plane P 1, at a height of about 1 cm above the same; the surface 154 terminates at the rear in inclined end surfaces 158.

Each of the sloping upper sides 152 has an inner edge l52a, which in relation to the base plane P1 forms a first acute angle of about 4.50, and an outer edge l22b, which with the base planet ïl fi forms a second acute angle of about 40. Each and one of the sloping tops 152 thus has a slight slope downwards and laterally outwards relative to the base part 140.

In particular, the inner edges 152a of the sloping tops 152 both intersect the top surfaces 154 a short distance in front of the points where the outer edges 152b intersect the top surfaces 154. in use, the base portion 140 is oriented with its longitudinal axis parallel to the direction of vehicle traffic. that the intersecting lines l54a between the inclined upper sides 152 and the top surfaces 154 each form an acute angle with the direction of traffic. This angle is suitably greater than or equal to the angle of the plow blade A for the same reason as stated above in the sea strip with Figs. 1-6. The inner surfaces 142 and 146 of the cooling portions 141 and 145 above the base plane P fl extend both inwards and form thicker portions 155. from a point approximately midway between the ends of the sloping tops 152 to the rear ends of the keel portions 141 and 145. Each of the thicker portions 155 has sloping shoulder portions 155a and a recessed inner wall portion 156 adjacent the rear end.

The thicker portions 155 of the cooling portions 141 and 145 are just adjacent to their rear ends interconnected by a support portion with the reference numeral 160, the planar contour of which is substantially rectangular. The support portion 160 has a smooth planar top surface 161. which is substantially in the base plane Q, and a bag-shaped, partially cylindrical lonvex hnltunyta lb2, which at its front ends are connected to the top side 161 by a rounded end surface 156. Submerged in the top side löl. in its center and parallel to it is a support surface 163, which lies below the hasp plane H, extends across the entire support portion 160 and extends in the longitudinal direction substantially as far as the recessed inner wall portions 156 of the cooling portions 141 and 145. In soo1212-se M substantially vertically, end walls 164 extend downwardly from the top 161 at the opposite ends of the support surface 163, and the end walls 164 and the recessed portions of the inner side wall 156 of the cooling portions 141 and 145 are all connected to the support surface 163 by an outer channel or outer groove (not in Fig.) as well as the channel 65 in the base part 40, which runs all the way around the support surface 163 and is arcuate in transverse cross-section. The rear end of the top 161 and the lower ends of the backs 158 of the keels are connected to the rear end of the cup-shaped bottom surface 162 of the support portion 160 by a rounded surface 167.

The reflector assembly 70 is mounted on the support surface 163 in exactly the same manner as described above in the case of the support surface 63 of the road marking means 30, with substantially all parts of the reflector assembly 70 below the upper edges of the pins 88 located below the base plane P], and all parts of the reflector assembly 70 above the upper edges of the pins 88, including the fronts 81 practically in their entirety, located above the base plane P1. Furthermore, a part of the light-reflecting elements 85 lies below the base plane P1. In addition, the vertical distance between the top surface of the reflector assembly 70 and the bottom surface of the pad 91 is such that when the reflector assembly 70 is mounted in place on the support surface 163 of the hose member 140, the reflector assembly 70 is at all points at a predetermined distance vertically below a plane, parallel to the top surfaces 154 and the inclined tops 152 of the base portion 140, to prevent the plow blade corners from coming into contact with the reflector assembly 70.

As explained above with respect to the bidirectional road marking means 30, the fact that the inner edges 152a of the sloping tops 152 form a larger angle of inclination with the base plane P] than the outer edges 152b means that the top surfaces 154 can be effectively extended without the total length of the base portion 140. increased and without changing the angle of the outer edges 152b, which come into contact with approaching plow blades. As also explained above, the angles between the longitudinal axis of the base member 140 and the intersecting lines 154a may be as small as the angle A formed by the plow blade with the direction of traffic. It is to be noted that the road marking means 130 has all the advantages of the road marking means 30 in terms of ease of installation, due to the arcuate contours of the bottom surfaces of the cooling portions 141 and 145 and the support portion 160. Thus, the road marking means 130 is installed, affixed and securely fastened with adhesive the cold sections 144 and 145 and the support portion 160 in complementary high-profile recesses Nos. 195, 196 and 197, which are cut out in the pavement 20 with circular cutters, the road marking means 130 being lowered in the recesses 195-197 to such a depth that the roadway 21 lies mainly in the base plane PI. It is readily appreciated that the fronts 81 of the reflector assembly 70 reach above the road surface 21 and become visible between the cooling portions 141 and 145 of approaching vehicles, son 10 sod ia-s 17 approaching from the front end of the road marking means 130.

In fact, for the road marking means 130, there is an important advantage over the road marking means 30, in that the outer edges 152b of the projecting ramp surfaces 152 intersect the road surface 21 under a angle of only about 40, i.e. one-third less than the ramp angle of the marker 30 and about one-third less than the ramp angle of the prior art castings; thereby substantially reducing the impact and acceleration forces transmitted to the road marking means 130, the surrounding road surface 20 and the snow plow when these plume hits the projecting ramp surfaces of the road marking means 130. It will be appreciated that the reflector assembly 70 is protected by the gas layers 90 in the reflector assembly 70 are subject to the wiping activity of the side tires, a11t in the same manner as described above in the case of the road marking means 30.

However, since the support portion 160 does not have its median longitudinal point in the center relative to the keel members 141 and 145, the arcuate recesses 195-197 cannot be formed simultaneously with the aid of the cutting apparatus 100. Therefore, an alternative form of cutting apparatus has been constructed by the reference numeral 200 - see Figs. 16 and 17 of the drawings - which on one and the same thread can cut out the recesses 195-197 in the road construction 20. The cutting apparatus 200 is largely identical to the cutting apparatus 100 except for the mounting of the cutting posts. Therefore, only this mounting part of the cutting apparatus 200 will be described in detail.

Sarskiir is mentioned. that the cutting device 200 includes a pair of spindles or axes / 04, which are rotatably mounted on the frame 101 at its front end, and at each of them a circular cutting post 205 and 206, respectively, with comparatively inclined diameters, dimensioned and spaced, is fixed , that it cuts out the queue recesses 105 and 196, respectively, in the road surface 20. Droolingly fastened to the frame 101 n.ra dose: the lower end goes in the downward direction and at an acute angle to the pair of sliding arms 208, which are individually fitted just inside the cutting edge 205 with large diameter. Between the support arms 208 next to their furthest ends and rotatably mounted thereon is a horizontal spindle or shaft 209, at which a number of circular diameters 207 of smaller diameter are fixedly attached, which are arranged side by side. Slightly infill each other so that they can cut out a substantially contiguous hollow recess 197 in the pavement 20 between the recesses 195 and 196 for the positioning of the support portion 160 of the road marking means 130. This is understood by itself. that the drive mechanism mounted on the frame 101 must be suitably applied to the surfaces 204 and 209, so that they simultaneously drive around the cutting posts 205-207. It will also be appreciated that the relative rotational speeds of the cutting blade 205-207 are well-known in a well-known manner through linear gear ratio. 1 tig. lr and 1 * of the grooves, to which we1ka now referred. another form of cutter is illustrated by the reference numeral 300 for cutting the recesses 195-179 in the pavement 20. The cutting apparatus 300 is substantially the same as the cutting apparatus l00 and 200 except for mounting devices for the cutting steel. 7 with the smaller diameter, so only this deviating mounting device will be described in detail.

In particular, the cutting apparatus 300 includes a horizontal spindle or shaft 304 which is rotatably mounted on the frame 101 at its front end and to which two circular cutting steels 305 and 306 of comparatively large diameter, dimensionally and placed so that they cut out the keel recesses l95 and l96, respectively, in the road surface 20. Rotatably mounted on the shaft 304 outside the cutting steel 305 and 306, respectively, are two support arms 308, which project beyond the circumference of the large cutting steel 305 and 306. Between the support arms 308 and rotatably mounted thereon a horizontal shaft 309 extends beyond the circumference of the large cutting steels 305 and 306, on which shaft a fixed number of circular cutting steels 307 of smaller diameter are fixedly mounted, which are arranged close together side by side, so that they can cut a substantially continuous bag-shaped recess l97 in the road surface 20 between the recesses 195 and l96 for placement of the support portion l60 by the road marking means l30. The cutting arms 308 can be pivoted about the axis of the spindle 304 either by hand operation or by a drive mechanism mounted on the frame 10. It is readily understood that the shafts 304 and 309 are rotated in substantially the same manner as described above in the case of the cutting apparatus 200.2 In operation, the shaft 304 moves with the frame l0l in the same manner as in the cutting apparatus l00 and 200, but the spindle 309 is independently moving up and down about the axis of the spindle 304 in the direction of the arrow in Fig. 19 between a retracted position in which the connected cutting posts do not abut the road surface 20 (Fig. 18), and a working position in which the connected cutting posts are set lower than the cutting posts 305 and 306 for cutting work in the pavement 20. When the keel recesses l95 and l96 are cut out with the cutting posts 305 and 306, the spindle 309 is set in its retracted backrest. After the work of cutting out the keel recesses l95 and l96 is completed, the frame ll1 is lifted, and the spindle 309 is turned downwards and inwards to its working position, in which the spindles 304 and 309 are at a suitable horizontal distance from each other, so that the cutting steel 307 must be able to cut out the recess l97 for the support lot. The keel recesses and the recess for the support portion are thus formed in succession, but without the need to move the cutting device 300 from its working position on the pavement 20. The order when cutting the keel recesses can be reversed.

Both the cutting devices 200 and 300 achieve a fast and efficient cutting of the recesses l95-l97, without having to move the cutting device from its working position along the road, and entails precise and reproducible placement of the recesses 195-l fi l in relation to each other.

While the road mounting means 30 and 130 have been shown in the drawings with mounted bi-directional reflector assembly 70 for reasons of convenience, it should be noted that a unidirectional reflector assembly could also have been used, and it will be appreciated that unidirectional or bidirectional signal means may be used. in any of the unidirectional or bidirectional cast embodiments.

While the sloping ramps 152 of the road marking means 30 and 133 have been inserted with different angles of inclination of the inner and outer edges, it is easy to see that even the ramps in the same plane, as shown in the original U.S. application of Serial No. 681,858, can be used.

From the above it appears that according to the present invention a new and improved bidirectional road marking means has been provided, as horses of a base part with protective sloping ramps and a reflector assembly, resting on the base part between and below the ramps and protected by them from shocks by snow plows, while at the same time, offers high visibility at night for approaching vehicles and allows the reflector surface to be exposed to the wiping activity of the car tires.

More specifically, a road marking means of the above type is provided, which has a very small height above the road surface and protective ramps at very small angles on the hose part, while at the same time maintaining a total length not greater than the total length of similar prior art. known unidirectional marking means.

In addition, a road marking means of the above-mentioned type has been provided here, in which the reflector assembly is supported by a support surface on the base part, which in use is immersed below the level of the road surface, and the support portion is designed so that its installation is easier.

There is further improved apparatus and method for installing road markings on the road in accordance with the present invention, by cutting and swimming in the pavement to cut out groove-shaped recesses to disassemble the cooling portions and the support portion of the road marking means, respectively.

Uessu: nm d.tadkommen an alternative method oth apparatus for successively slamming out the outgrowths for the unidirectional vagal marking means, without having to move the cutting apparatus along the road. a preferred embodiment of the present invention has been described above. In the meantime, the invention encompasses all modifications which fall within the scope of the invention which fall within the scope of the appended claims.

Claims (6)

10 15 20 25 30 35 40 8001212-5 20 PATENT REQUIREMENTS A method for mounting on a finished road surface a road marking means (30) having a base unit (40) with two longitudinally extending and transversely spaced cooling elements (41, 45) extending below a plane (P), and a support element (60), which connect the cooling elements and have a convex arcuate bottom surface extending below the plane, characterized in that a cutting apparatus (100, 200; 300) is mounted on the road surface in working position. , that three arcuate recesses are accommodated in the road surface by means of the cutting device, two of which are transversely spaced cooling element recesses (95, 96; 195, 196) and a support element recess (97; 197) located therefrom, which is made without pre-removal of work from the tool. , the recesses being applied and dimensioned to receive the cooling elements and the support element therein, respectively, to such a depth that the road surface 1 lies substantially in said plane, that in each of the recesses a binder is adhered which adheres to both the roadway material and the material of the keel elements and the support element, and that the keel elements and the support element are inserted into the respective recess and binder so that the road surface is substantially the said path for securing the road marking means to the roadway. 2. A method according to claim 1, characterized in that the three recesses are taken up simultaneously. ' 3. A method according to claim 1, characterized in that the cooling element recesses are taken up simultaneously in a single working step, and that the support element removal is taken up in another working step, which in terms of time is different from the first working step. _ Apparatus for receiving a finished arcuate recess in a finished roadway surface for the purpose of fitting therein a road marking means (30) having a base unit (40) with two longitudinally extending and transversely spaced carriages (41). , 45), which extend below a plane (P), and a support element (60), which connects the cooling elements and extends below said plane, characterized in that the apparatus (100; 200; 300) has a frame (101) arranged to be mounted on the road surface in a working position, two transversely spaced first, circular cutting posts (105, 106; 205, 206; 305, 306), supported by the frame for rotation about a common first horizon axis1 (104, 204 304) and are attachable in cutting engagement with the road surface without moving the frame from the working position of the road surface to accommodate two arcuate recesses (95, 96; 195, 196) for the keel elements, a second, circular cutting edge (107; 207; 307), which is supported by the frame me11an the p1an of the first cutting blades1 for rotation about a second horizontal axis1 (209; 309) and is attachable in cutting engagement with the road surface without moving the frame from the working position, and to receive in the road surface an arcuate recess (97; 197) for the support element, a drive mechanism (110) supported by the frame, which is connected to the first and second cutting steel for moving the cutting steel between a retracted position and a cutting position and for effecting rotation thereof around the shafts, and a boundary positioning device (115) supported by the frame for limiting them by means of the first and the second the depth of the recesses received by the cutting steel, whereby the recesses can be accommodated in order to receive therein the cooling elements and the support element of the base unit of an associated road marking member without the frame being moved along the road surface. Apparatus according to claim 4, characterized in that the first and the second cutting steels (l05-l07; 205-207) are drivable simultaneously by means of the drive mechanism (ll0). Apparatus according to claim 4, characterized in that the drive mechanism is arranged to effect movement and rotation of the first cutting steels (305, 306) independent of movement and rotation of the second cutting steel (307).