JPH03208902A - Road joint section exclusive paving material - Google Patents

Abstract

PURPOSE:To promote travelling efficiency of a car and to prevent the road bridge surface pavements from damage by making lower the elasticity of a paving material bridged to a joint section continuously or gradually as it goes closer to both sides of the road bridge surface pavements from a laying gap. CONSTITUTION:In a joint section of a road bridge, a road joint section exclusive paving material 11 is bridged over the ends of both sides of bridge bodies 2 and 2 across a laying gap 6. The center corresponding to the laying gap 6 provides the road joint section exclusive paving material 11 with elasticity higher than the road bridge surface pavements 3 and 3 on the bridge bodies 2 and 2. In addition, the elasticity is varied to make lower it continuously and gradually and it goes closer to the road bridge pavements 3 and 3 from the center. According to the constitution, while allowing the expansion of the bridge bodies 2 and 2 and the vertical variation of the ends of a beam, shock against a car is reduced, travelling efficiency of the car is promoted, and damage to the road bridge surface pavements 3 and 3 can be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a pavement member specifically for road joints installed at joints of road bridges.

(Prior art) As a paving member exclusively for the joints of road bridges, it is formed into a block shape using a rubber binder and aggregate, and the bridge is installed at the ends of the bridge body on both sides, spanning the gap at the road joint. However, it is known that the adhesive is fixed with an adhesive (see Japanese Patent Laid-Open Nos. 1-174704 and 1-174705).

In the case of this pavement member, since it has rubber as a binder, it has high shape retention and is easy to transport and install at road joints. Flexibility is also obtained to allow vertical displacement of the end of the girder.

(Problem to be Solved by the Invention) By the way, in order to increase the tolerance of the above-mentioned expansion and contraction of the bridge body and the vertical displacement of the girder ends, it is sufficient to increase the elasticity (stretchability or toughness) of the pavement members themselves. Instead of using aggregate such as crushed stone, crushed pieces of vulcanized rubber may be used and mixed with a liquid rubber material to form a rubber-based pavement member.

However, the above-mentioned rubber-based pavement members have high elasticity and are therefore soft, whereas concrete pavement and asphalt pavement, which are generally used as bridge surface pavement on bridge bodies, have low elasticity and are rather hard. So fragile.

Therefore, a vehicle passing through the road junction 11 has its tires transition between a state where the tires are in contact with the hard bridge pavement with low elasticity and a state where they are in contact with the soft pavement member with high elasticity. When moving from a low-modulus bridge pavement to a high-modulus pavement member, the tire will sink rapidly because this pavement member is soft, and conversely, the 01-elastic When the vehicle moves onto the bridge pavement, the tires hit the bridge pavement with low elasticity and ride on it. In either case, the vehicle receives a relatively large impact and its running performance is reduced. Furthermore, there is a problem in that the edges of the low-elastic bridge pavement that form the boundary with the high-elastic pavement members, especially the upper corner portions, are damaged by the impact when a tire rides on the pavement.

On the other hand, if the elasticity of the paving members is increased by using aggregate such as crushed stone, the problem of reduced runnability and chipping can be avoided, but the elasticity or flexibility described above can be improved. I won't be able to do it.

That is, an object of the present invention is to provide stretchability and flexibility to a pavement member dedicated to road joints, while improving the running performance of the vehicle and preventing damage to the bridge surface pavement.

(Means for Solving the Problems) In order to solve such problems, the present invention changes the elasticity of the paving member so that it becomes lower as it goes from the clearance side to the bridge surface pavement on both sides.

That is, the first concrete means for this purpose is a paving member that is bridged to the ends of the bridge bodies on both sides across the gap at the joint part of the road bridge, and the center corresponding to the gap is connected to the bridge body. Specially designed for road joints that have higher elasticity than the bridge pavement above, and whose elasticity changes continuously or in stages so that the elasticity decreases from the center toward the bridge pavement. It is a paving member.

In addition, the second means is a pavement member that is bridged to the ends of the bridge body on both sides across the gap at the joint part of the road bridge, and has higher elasticity than the bridge surface pavement on the bridge body. a high-elasticity section arranged to straddle the gap; and an intermediate elastic section that has an intermediate elasticity between the high-elasticity section and the bridge surface pavement, is provided integrally on both sides of the high-elasticity section, and is connected to the bridge surface pavement. This is a paving member exclusively for road joints, characterized by comprising:

(Function) In the above first means, since the center corresponding to the gap has higher elasticity than the bridge surface pavement and therefore has elasticity and flexibility, the bridge body in the road bridge expands and contracts and the girder ends It is possible to tolerate vertical displacement of . Since the elasticity is made to decrease continuously or stepwise from the center to the bridge pavement, it is possible to prevent sudden changes in elasticity between the bridge pavement and the pavement members. ,
Vehicles passing through road joints will no longer receive a large impact when their tires move between the bridge pavement and pavement members, and the edges of the bridge pavement will be less likely to be damaged.
Since the elasticity of the pavement member can be prevented from suddenly changing, impact on the vehicle can be prevented.

In addition, in the second means, the high-elastic part has higher elasticity, stretchability, and flexibility than the bridge surface pavement, and since this high-elastic part is arranged so as to straddle the gap, the road bridge It is possible to allow the expansion and contraction of the bridge body and the vertical displacement of the girder ends. Since intermediate elastic parts having an elasticity intermediate between that of the high elastic part and the bridge surface pavement are placed on both sides of this high elastic part, vehicles passing through the road joint part can easily move between the bridge surface pavement and the pavement member. The tires will not receive a large impact when moving between the bridges, and the edges of the bridge surface pavement will be less likely to be damaged.

(Effect of the invention) Therefore, according to the first means, the center corresponding to the gap is made highly elastic, and the elasticity is changed continuously or stepwise so that the elasticity becomes lower as you go from this center toward the bridge pavement side. This allows for expansion and contraction of the bridge body and vertical displacement of the end of the girder in a road bridge, while reducing the impact that vehicles receive when tires transition between the bridge surface pavement and the pavement members, improving vehicle running performance. It is possible to improve this and prevent damage to the bridge surface pavement, and it is also possible to prevent impact from being applied to vehicles on the pavement members.

According to the second means, there is a high elasticity section disposed so as to straddle the gap, and a 11 Since the pavement member is composed of the intermediate elastic part connected to the bridge surface pavement,
While allowing the expansion and contraction of the bridge body and the vertical displacement of the girder ends in a road bridge, it reduces the impact that vehicles receive when tires transition between the bridge surface pavement and the pavement members, improving vehicle running performance and It is possible to prevent damage to the bridge surface pavement.

(Example) Embodiments of the present invention will be described below based on the drawings.

FIG. 1 shows a paving member 1 installed at a joint of a road bridge (steel bridge). This pavement member 1 is formed into a block shape (plate shape) and has approximately the same thickness as the bridge surface pavement (asphalt pavement) 3 on the bridge body (deck slab) 2 of the road bridge shown in FIG. , a central highly elastic bridge section 5 disposed so as to straddle the gap 6 at the road joint, and low bridge sections disposed on both sides of this bridge section 5 connecting between the bridge section 4 and the bridge surface pavement 3, respectively. It is constructed by integrally connecting an elastic relay part 5.5.

The bridge portion 4 is formed by mixing crushed rubber pieces obtained by crushing vulcanized rubber with a rubber-based liquid binder, and
It has higher elasticity than the bridge pavement 3. On the other hand, the relay section 5 is formed by mixing crushed stone (aggregate) and a rubber-based liquid binder, and has an elasticity intermediate between that of the bridge surface pavement 3 and the bridge section 4.

The dimensions of the paving member 1 can be, for example, a length (dimension in the longitudinal direction of the road joint) of 1000 mm and a width (dimension in the bridge length direction) of 500 mm. Of course, other dimensions may be used as necessary.

In manufacturing the above-mentioned pavement member 1, first, crushed rubber pieces and a rubber-based liquid binder are mixed with a mixer and poured into a mold that follows the outer diameter of the bridge section 4 to form the bridge member. Then, this bridge member is placed in the center of a mold that follows the outside diameter of the paving member 1, and crushed stone and a rubber-based liquid binder are mixed and poured in a mixer on both sides of the mold, and the bridge member is integrated with the bridge member. mold the relay part. Then, the paving member 1 is obtained by rolling the molded body thus obtained.

In construction, first, the bridge surface pavement 3, which is continuously applied over the bridge body 2.2 across the gap 6, is spaced the same distance as the width of the paving member 1, and the gap 6 is placed in the center of the gap. Draw a reference line in the longitudinal direction of the road joint (marking). Next, cuts are made in the bridge pavement 3 at each reference line using a cutter, and the pavement between the cuts is removed. Next, the exposed upper surfaces of the bridge bodies 2, 2 are chipped (surface leveled), and as shown in FIG. Form .7. In this case, the side surface 7 of the lowered part 7.7
a and 7a are formed by the side surface (cut surface) of the cut made by the cutter, but since the cut surface has a width, the stepped lower part 7.
The dimension between both side surfaces 7a, 7a of 7 is slightly larger than that of 11 of the paving member 1.

Then, as shown in FIG. 3, the free space 6 is filled with a back-up material 8 made of urethane foam or the like.

Then, the side surfaces 7a, 7a and the bottom surface 7b of the step-down parts 7, 7
, 7b with a burner, and this side 7a.

7a and the bottom surfaces 7b, 7b are coated with a hot-melt adhesive 10 which is heated and melted, and this adhesive 10 is filled onto the back-up material 8 to form a water stop means 11 for the play space 6. As this adhesive, the binder used for the paving member 1 can be used.

On the other hand, in parallel with the work of applying and filling the adhesive 10, the work of heating and melting both side faces and the bottom face of the paving member 1 with a burner is performed. Note that heating can be replaced by applying a solvent. Then, this paving member 1 is
to obtain the joint shown in Fig. 4. That is,
This joint is a 100-joint joint in which the above-mentioned pavement member 1 is bridged over the gap 6 to the bridge bodies 2, 2 on both sides thereof, and is bonded to the bridge bodies 2, 2 and the bridge surface pavements 3, 3.

Therefore, in the above embodiment, the highly elastic bridge section 4 of the pavement member 1 can tolerate the expansion and contraction of the bridge body 2.2 and the vertical displacement of its girder end, and the relay section 5.5 can be Since the elasticity is intermediate between that of the surface pavement 3 and the bridge section 4, there is no sudden change in the elasticity of the pavement, and the shock received by the vehicle when the tire moves between the pavement member 1 and the bridge surface pavement 3 is reduced. Therefore, it is possible to improve vehicle running performance and prevent damage to the bridge surface pavement 3.

Further, according to the construction method described above, the height of the upper surface of the paving member 1 can be easily adjusted to the height of the road surface by adjusting the depth of the step-down portion 7.7 and the amount of adhesive 10 applied.

In addition, the thickness of the pavement member 1 is the same as that of the bridge surface pavement 3 in the above embodiment.
The thickness is approximately the same as that of the bridge surface pavement 3, but the depth of the step-down portion 7.7 can be changed to make it thicker than the bridge surface pavement 3, or conversely, it can be made thinner. In particular, when the pavement member 1 is made thicker, it becomes possible to easily absorb the expansion and contraction of the bridge bodies 2 and the vertical displacement of the girder ends.

Next, another embodiment will be described.

The pavement member 21 shown in FIG. 5 includes a bridge section 22 and a relay section 23.
The boundary line 24 appearing on the road surface is formed into a trapezoidal wave shape. When formed in this way, the joint surface between the bridge section 22 and the relay section 23 becomes wider, and it is possible to prevent the two from separating and the resulting separation of the bridge section 22 or the relay section 23 from the bridge body. On the other hand, even if, for example, the relay part 23 wears out and a level difference occurs between it and the bridge part 22, the vehicle's tires will not move suddenly up and down, and good vehicle running performance can be maintained for a long period of time. .

The pavement member 25 shown in FIG. 6 includes a bridge section 26 and a relay section 27.
The boundary line 28 between the bridge section 32 and the relay section 33 is formed in a triangular wave shape.
The boundary line 34 is formed in a sinusoidal shape, and in both cases, the same effect as that shown in FIG. 5 can be obtained.

The pavement member 35 shown in FIG. 8 includes a bridge section 36 and a relay section 37.
The boundary surface 38 with the bridge section 38 is inclined toward the bridge section 36 as it goes upward. In this way, even if the bridge part 36 is separated from the relay part 37, the bridge part 36 is held down from above by the relay part 37, so that it is prevented from peeling off from the bridge body 2 and jumping out.

The pavement member 41 shown in FIG. 9 includes a bridge section 42 and a relay section 43.
The boundary surface 44 with respect to the relay portion 43 is inclined toward the relay portion 43 as it goes upward. In this way, the elasticity of the paved surface gradually decreases from the bridge section 42 to the relay section 43, and in other words, sudden changes in elasticity at the boundary between the two are substantially eliminated, improving the running performance of the vehicle.

Although the paving members in each of the above embodiments are each composed of two elements: a bridge section and a relay section, the paving members can be constructed as follows.

In other words, one method is to construct a pavement member by arranging elastic parts of 3Pli class or higher with different elasticities so that the elasticity gradually decreases from the center corresponding to the gap toward the bridge pavement side. It is.

With this configuration, it is possible to reduce the change in elasticity between the pavement member and the bridge pavement, and furthermore, it is possible to make the elasticity at both ends of the pavement member equal to that of the bridge pavement. It is possible to more effectively improve the running performance of the vehicle and prevent damage to the edges of the bridge surface pavement, and also to improve the running performance of the vehicle by eliminating sudden changes in elasticity on the pavement members.

Another method is to change the elasticity of the paving member not in stages but continuously from the center to both ends. This can be achieved, for example, by preparing aggregates or rubber fragments that are bound together with a binder. With this configuration, the effect of improving vehicle running performance and preventing breakage of the edge of the bridge surface pavement will be higher than that of the above-mentioned pavement member in which the elasticity is changed in stages.

In addition, as mentioned above, when the elasticity of the pavement member is changed continuously or stepwise, the elasticity at both ends of the pavement member may be slightly higher than the elasticity of the bridge surface pavement. In other words, even if this happens, there will be no sudden change in elasticity between the pavement member and the bridge surface pavement.

In addition, road bridges whose surface pavement is concrete pavement,
Of course, the present invention can also be applied to C-girder bridges, RC girder bridges, and steel deck bridges.

[Brief explanation of drawings]

The drawings show embodiments of the present invention; FIG. 1 is a partially cross-sectional perspective view of a paving member; FIG. 2 is a partially cross-sectional perspective view showing a step-down portion formed at a road joint; Figure 3 is a cross-sectional view showing the state in which adhesive has been applied to the step-down part, Figure 4 is a cross-sectional view of a road joint where paving members are installed, and Figures 5 to 7 are other examples of paving members. FIG. 8 and FIG. 9 are respectively sectional views showing still other examples of the paving member. 1, 21. 25゜31.35.41... Paving member 2...
Bridge body 3...Bridge surface pavement 4.22.26゜32.36.42...Bridge section 5.23.27゜33, 37.43...Relay part 6... Play space (high elastic part) (intermediate elastic part) 1.21, 25° 31.35.41... Paving member 2...
Bridge body 3... Bridge surface pavement 4.22, 26°32 36.42... Bridge section (high elasticity section) 5.
23, 27° 33.37.43... Relay part (intermediate elastic part) 6
・・・・・・Playroom 9

Claims (2)

[Claims] (1) A pavement member that straddles the gap at the joint of a road bridge and spans the ends of the bridge body on both sides, the center of which corresponds to the gap has higher elasticity than the bridge surface pavement on the bridge body. A pavement member exclusively for road joints, characterized in that the elasticity changes continuously or stepwise so that the elasticity decreases from the center toward the bridge pavement side. (2) A paving member that straddles the gap at the joint of a road bridge and is bridged to the ends of the bridge body on both sides, which has higher elasticity than the bridge surface pavement on the bridge body and is designed to straddle the gap. It is characterized by consisting of a high-elasticity section disposed in the bridge, and an intermediate elastic section that has an elasticity between that of the high-elasticity section and the bridge surface pavement, is provided integrally on both sides of the high-elasticity section, and is connected to the bridge surface pavement. Paving material exclusively for road joints.