ZNIDARSIC, Mirko (Jadranska cesta 35, 6280 Ankaran, SI)
| I2008/000042 13 PATENT CLAIMS 1. Roadway (1) comprising at least essentially plane and appropriately rough top surface (11) limited with two longitudinal borders (12, 13), and at least one critical location (10), in which the transversal profile extends horizontally or at least approximately in a horizontal direction, and in which draining means in form of grooves (200; 201, 202, 202, 203, 204, 205, 206, 207; 300; 301, 302, 302, 303, 304, 305, 306, 307) are foreseen, characterized in that on each side of each available critical location (10) said roadway (1) is furnished with a sequence (2, 3) of groups (20, 30) of grooves (200, 300), which extend in an inclined direction with respect to a driving direction (N) and longitudinal borders (12, 13), by which said groups (20, 30) of grooves (200, 300) in each sequence (2, 3) extend at least approximately parallel to each other i.e. under the same angle with respect to each belonging border (12, 13) of the roadway (1), and by which each of said grooves (200; 201, 202, 202, 203, 204, 205, 206, 207; 300; 301, 302, 302, 303, 304, 305, 306, 307) in each group (20, 30) of grooves (200, 300) is furnished on its internal surfaces with a hydrophobic coating layer (201', 202', 202', 203', 204', 205', 206', 207'; 301', 302', 302', 303', 304', 305', 306', 307'). 2. Roadway according to Claim 1, characterized in that the groups (20) of grooves (200) on the one side of said critical location (10) extend in an inclined direction towards one longitudinal border (12) of the roadway (1), while the groups (30) of grooves (300) on the opposite side of said critical location (10) extend in an inclined direction towards the other longitudinal border (13) of the roadway (1). T/SI2008/000042 14 3. Roadway according to Claim 1 and/or 2, characterized in that the distance between each neighboring groups (20, 30) of grooves (200, 300) in each particular sequence (2, 3) is constant. 4. Roadway according to Claim 1 and/or 2, characterized in that the distance between each neighboring groups (20, 30) of grooves (200, 300) in each particular sequence (2, 3) is different, and is in particularly increasing in the direction away from the critical location (10). 5. Roadway according to Claim I5 characterized in that each group (20, 30) in each corresponding sequence (2, 3) includes grooves (200, 300) of at least approximately the same depth, which extend at least approximately parallel to each other. 6. Roadway according to Claim 5, characterized in that each group (20, 30) in each corresponding sequence (2, 3) includes grooves (200, 300) of at least approximately the same depth and of at least approximately rectangular profile, which extend at least approximately parallel to each other. 7. Roadway according to Claim 5, characterized in that the width of grooves (200, 300) in each group (20, 30), which belongs to each particular sequence (2, 3), remains constant. 8. Roadway according to Claim 5, characterized in that the width of at least certain portion of grooves (200, 300) in each group (20, 30), which belongs to each particular sequence (2, 3), differs from the width of the other grooves (200, 300) within the same group (20, 30). 9. Roadway according to any of Claims 1 to 8, characterized in that each of draining grooves (200; 201, 202, 202, 203, 204, 205, 206, 207; 300; 301, 302, 302, 303, 304, 305, 306, 307), which are formed on the top surface of an asphalt roadway (1), is furnished on all its internal surfaces with a hydrophobic coating layer (201', 202', 202', 203', 204', 205', 206', 207'; 301', 302', 302', 303', 304', 305', 306', 307') on the basis of a polymeric modified cationic bituminous emulsion. 10. Roadway according to any of Claims 1 to 8, characterized in that each of draining grooves (200; 201, 202, 202, 203, 204, 205, 206, 207; 300; 301, 302, 302, 303, 304, 305, 306, 307), which are formed on the top surface of a concrete roadway (1), is furnished on all its internal surfaces with a hydrophobic coating layer (2011, 202', 202', 203', 204', 205', 206', 207'; 301', 302', 302', 303', 304', 305', 306', 307') on the basis of silicone resins. 11. Method of preparing a roadway according to any of Claims 1 to 10, by which the first step on the top surface (11) of the roadway (1) in the area of a critical location (10) provides milling of draining means performed in a known manner, especially of grooves (2; 20; 200; 201, 202, 202, 203, 204, 205, 206, 207; 3; 30; 300; 301, 302, 302, 303, 304, 305, 306, 307) of approximately rectangular profile and each desired width, depth and arrangement in particular with respect to distance between each other and inclination with respect to each corresponding border (12, 13) of the roadway (1), characterized in that - upon finishing said milling each disposable draining means (2; 20; 200; 201, 202, 202, 203, 204, 205, 206, 207; 3; 30; 300; 301, 302, 302, 303, 304, 305, 306, 307) is equipped by using either a paintbrush or painting roller, or also by means of spraying, with a hydrophobic coating layer (201', 202', 202', 203', 204', 205', 206', 207'; 301', 302', 302', 303', 304', 305', 306', 307') in amount between 0,2 and 0,5 kg/m2, and preferably between 0,25 do 0,3 kg/m2, by which the temperature of the roadway (1) and the circumference should lie between 50C and 3O0C; and - that such draining means (2; 20; 200; 201, 202, 202, 203, 204, 205, 206, 207; 3; 30; 300; 301, 302, 302, 303, 304, 305, 306, 307) furnished with coating layers (201\ 2021, 202', 203', 204', 205', 2061, 207; 301', 302', 302', 303', 304', 305', 306', 307') are then exposed to drying, which takes at least 1 hour up to 2 hours at maximum at the temperature of the roadway (1) and the circumference between 5°C and 3O0C. 12. Method of preparing a roadway according to Claim 11, characterized in that a polymeric modified cationic emulsion is used as a hydrophobic coating layer (201', 202', 202', 203', 204', 205', 206', 207; 301', 302', 302', 303', 304', 305', 306', 307') for a roadway (1) consisting of asphalt. 13. Method of preparing a roadway according to Claim 11, characterized in that a silicone resin is used as a hydrophobic coating layer (201', 202', 202', 203', 204', 205', 206', 207; 301', 302', 302', 303', 304', 305', 306', 307) for a roadway (1) consisting of concrete. 14. Method of preparing a roadway according to one of Claims 11 - 13, characterized in that drying is performed by using air circulating and/or heating means. |
The present invention refers to building construction, namely to construction of roadways and in particular to forming of roadway surfaces. Such invention may at the same time also relate to methods for preventing of sliding due to weather conditions or also to protection against such influences.
In this, the invention is rest on a problem, how to assure a roadway, which could withstand long-term loadings and also various weather conditions, and by which also in critical transitional areas between two curvatures, where the top surface of the roadway extends horizontally or at least approximately in a horizontal plane, draining of surface water could be quickly and efficiently, so that accumulation of water and arising of various hydrodynamic effects, especially aquaplaning, could be herewith avoided. At the same time, a complementary task of the invention is to provide a method of treatment such roadway, by which the above specified problem could be resolved. As known, numerous traffic accidents happen not only as a consequence of careless or lack of concentration or due to various other mistakes caused by drivers, but may also result from unexpected circumstances, to which a driver may be suddenly exposed. Quality and configuration of each particular roadway in combination with various possible weather conditions therefore no doubt represent a quite important risky component this respect. In particular some older roadways may often be in pure condition, which means that the top surface may be insufficiently rough and also uneven. When raining, the water remains in cavities while the friction properties in the residual areas of the roadway are essentially reduced. Those drivers, who are aware of aquaplaning, in such conditions normally take care about decreasing of velocity and adjusting thereof to conditions resulting from weather and roadway. On the contrary, statistical results definitively show that numerous accidents are happening also on quite modern and well-maintained roadways, where the conditions may essentially differ from previously described ones. Namely, the top surface is still sufficiently rough and without cavities, in which the water could be accumulated. Although such roadways also in rainy weather should allow velocities of approximately 120 km/h or even some more, the analysis show that in particular zones dangerous accidents are happening very often exclusively in rainy weather due to arising said aquaplaning effect. Despite to appropriate roughness of the roadway and despite to adequate tires available on each vehicle, a sufficiently thick water layer or the so-called water wedge may occur between the roadway surface and the wheel. Due to extensive reduction of the friction coefficient in such circumstances even a skilled driver may sometimes become absolutely unable to maintain the vehicle in moving in a desired direction. It has been determined, that the majority of such typical accidents are happening on quite particular portions of roadways, which are even absolutely even or are placed between two relatively smooth curvatures in opposite directions, namely by driving from the curvature towards the left into a curvature towards the right or vice versa. It should be annotated that the transversal profile of such roadway in the area of each curvature is always slightly inclined, so that the altitude of the outer border is higher that the altitude of the inner border. Consequently, somewhere between two opposite curvatures, there is always a transitional area, in which the roadway profile is absolutely horizontal, and adjacent to this area at least essentially horizontal. In particular between two smooth curvatures in opposition directions such transitional area may be pretty extensive and e.g. more than one hundred or two hundreds meters long, which naturally means that even such modern and sufficiently rough roadways may include zones, in which the top surface is quite even or the transversal inclination is absolute zero or at least approximately zero or is at least insufficiently inclined in order to enable fluent draining of surface water always when the weather is rainy. It is therefore obvious that in periods of flushing the surface water is present on the top surface of roadway in such zones. In particular when bearing in mind that the other zones on the roadway are despite to flushing quite non-problematic, and also the fact that such roadways are constructed for greater velocities, than each of such transitional zones definitively represents a trap also for skilled drivers in speed and sophisticated vehicles.
DE 10 2006 027 162 proposes application of porous plastering on the basis of asphalt, by which accumulation of water on the top surface is prevented by means of draining the water through pores towards the area below the top surface of the roadway. Such an approach may bring some benefits only during a limited time period upon the roadway is finished, until the slurry, powder particles or any other impurities protrude within said pores and gradually prevent and finally disable draining of water, upon which the surface water is drained essentially slower as expected or is not drained anymore. A still further problem is that the surface water, which gradually flows throughout said pores into the area below the top surface of the roadway, may even have some negative impacts with respect to the construction base below the plastering layer and stability thereof, which normally leads to decreasing of loading capability of the roadway as such. Serious problems may also arise during the winter time, when freezing of drained water may occur in the area below the plastering, and moreover, when chlorides or other chemicals are introduced together with water into said area, which may also result in negative impacts with respect to the basis of the roadway.
Furthermore, in DE 299 22 773 it has been suggested to avoid the above specified problems by means of milling the top surface of the roadway in order to form grooves 1 to 15 mm in depth and 5 to 500 mm in width, which should extend in an inclined direction under the angle 0 to 90° with respect to the longitudinal axis of the roadway. Said grooves should normally be rectangular in profile and should be equipped with corrugated bottom surface, but might also be square, triangular or trapezoidal. In such a way appropriate draining means are available on the top surface of the roadway, which generally enable draining of surface water, however only when the roadway is inclined in a correct direction, which however normally never happens in the critical zones with zero-inclination between two opposite curvatures. Whenever the roadway is lacking the transversal inclination, then the slippery can be eliminated neither by enlarging the width nor by enlarging the depth of grooves. On the contrary, each overcoming of acceptable width of draining means normally results in vibrations of wheels, which may result in difficulties in steering the vehicle in a desired direction and during a certain time period even in damages of wheel suspensions. Still further, each overcoming of acceptable depth of draining means may result in decreasing of durability of the roadway, since the structure at certain distance apart from the top surface is normally different and the binding consistency of particles may be essentially lower, which generally results from the technology of manufacturing such roadways. Accordingly, even during milling said grooves the edges thereof are often destructed, since the greater particles are often ruined from the compact structure of gravel and bituminous binding, or also from the concrete structure, when appropriate, by which also in the area of walls numerous cavities may occur, into which then the water may penetrate, which by freezing or local compression resulting from roadway loadings normally leads to further destruction and other negative impacts related to consistency and durability of the roadway. Exposure to destruction is even greater when the bottom surfaces of the draining grooves are corrugated.
The proposed invention refers to a roadway, which comprises at least essentially plane and appropriately rough top surface limited with two longitudinal borders, as well as at least one critical location, in which the transversal profile extends horizontally or at least approximately in a horizontal direction, and in which draining means in form of are foreseen.
According to the invention, on each side of each available critical location said roadway is furnished with a sequence of groups of grooves, which extend in an inclined direction with respect to a driving direction and longitudinal borders, by which said groups of grooves in each sequence extend at least approximately parallel to each other i.e. under the same angle with respect to each belonging border of the roadway, and by which each of said grooves in each group of grooves is furnished on its internal surfaces with a hydrophobic coating layer. Furthermore, the groups of grooves on the one side of said critical location extend in an inclined direction towards one longitudinal border of the roadway, while the groups of grooves on the opposite side of said critical location extend in an inclined direction towards the other longitudinal border of the roadway. Still further, the distance between each neighboring groups of grooves in each particular sequence may either be constant or also different, so that the difference is preferably increasing in the direction away from the critical location. In addition, each group in each corresponding sequence includes grooves, which are preferably at least essentially rectangular in profile and having approximately the same depth and moreover extend at least approximately parallel to each other. Still further, according to the invention the width of said grooves in each group, which belongs to each particular sequence, may either remain constant or the width of at least certain portion of grooves in each group, which belongs to each particular sequence, may differ from the width of the other grooves within the same group.
According to the invention it is further foreseen that each of said draining grooves, which are formed on the top surface of an asphalt roadway, is furnished on all its internal surfaces with a hydrophobic coating layer on the basis of a polymeric modified cationic bituminous emulsion, while each of said draining grooves, which are formed on the top surface of a concrete roadway, is furnished on all its internal surfaces with a hydrophobic coating layer on the basis of silicone resins.
A method of preparing a roadway is also foreseen in accordance with the present invention, where during the first step on the top surface of the roadway in the area of a critical location milling of draining means is performed, especially of grooves of approximately rectangular profile and each desired width, depth and arrangement in particular with respect to distance between each other and inclination with respect to each corresponding border of the roadway, upon which during the second step each disposable draining means is equipped by using either a paintbrush or painting roller, or also by means of spraying, with a hydrophobic coating layer in amount between 0,2 and 0,5 kg/m , and preferably between 0,25 do 0,3 kg/m 2 , by which the temperature of the roadway and the circumference should lie between 5 0 C and 30 0 C; and that during the third step such draining means, which are already furnished with coating layers are then exposed to drying, which takes at least 1 hour up to 2 hours at maximum at appropriate temperature of the roadway and the circumference, which lies between 5°C and 30 0 C.
In this, a polymeric modified cationic emulsion is used as a hydrophobic coating layer when the a roadway consists of asphalt, while for the roadway on the basis of concrete a silicone resin is used as a hydrophobic coating layer.
Still further, such method of preparing a roadway according to the invention also provides a further possibility that drying is performed by using air circulating and/or heating means.
Two embodiments of roadway according to the invention will be described on the basis of the accompanied drawing, wherein
Fig. 1 is a top view of the first embodiment of a roadway;
Fig. 2 is a cross-section of a roadway according to Fig. 1 along the plane H-II;
Fig. 3 is a cross-section of a roadway according to Fig. 1 along the plane IH-III;
Fig. 4 1 is a top view of the second embodiment of a roadway;
Fig. 5 is a cross-section of a roadway according to Fig. 4 along the plane V-V; and
Fig. 6 is a cross-section of a roadway according to Fig. 4 along the plane VI-VI; A roadway 1 is shown in Figs. 1 and 2, namely a section of the roadway 1 in the adjacency of a critical location 10, in which the transversal profile of the roadway extends horizontally. In this, said section is either a portion of a geographic plane or a section between two opposite curvatures (arrows Rl, R2 according to Fig. 4), namely a transition between the left and right curvature or vice versa. In Fig. 1 the driving direction is marked with letter N. The roadway 1 comprises at least approximately plane and appropriately rough top surface 11 and moreover two longitudinal borders 12, 13.
On each side of said critical location 10 characterized by zero-inclination of the transversal profile the roadway is equipped on its top surface 11 with a sequence 2, 3 of groups 20, 30 of grooves 200, 300, which extend in a direction inclined with respect to the driving direction N as well as to the longitudinal borders 12, 13. Said groups 20, 30 of grooves 200, 300 in each sequence 2, 3 extend essentially parallel to each other, or under the same inclination with respect to said borders 12, 13 of the roadway 1.
In this, said groups 20 of grooves 200 on the one side of said critical location 10 are inclined with respect to one border 12 of the roadway 1, while the groups 30 of grooves 300 on the opposite side of said critical location 10 are inclined towards the other border 13 of the roadway 1.
The distance between each neighboring groups 20, 30 of grooves 200, 300 in each observed sequence 2, 3 may generally be unchangeable, but may preferably be varied, in particularly increased proportionally with increasing of the distance from said critical location 10. As shown in Fig. 2, each group 20, 30 of said sequences 2, 3 comprising appropriate grooves 200, 300 of the same depth, which extend essentially parallel to each other. In the most reasonable embodiment, the profile of said grooves 200, 300 is rectangular. The width of said grooves 200, 300 in each observed group 20, 30 may generally also be unchangeable, although in certain circumstances it may be preferable, if the width of grooves 200, 300 is determined proportionally i.e. in accordance with a certain rule. As evident in Figs. 2 and 3, an even number of grooves 200, 300 is available in each group 200, 300. Adjacent to the central groove 301 having some greater width two grooves 302, 303 having some smaller width are available in each group 300. The width of other neighboring grooves 304, 305, 306, 307 corresponds to the width of said central groove 301. Analogously, also in the group 20 adjacent to the central groove 201 having some greater width, two grooves 202, 203 having some smaller width are available. The width of other neighboring grooves 204, 205, 206, 207 also corresponds to the width of said central groove 201.
Each of said grooves 200; 201, 202, 202, 203, 204, 205, 206, 207 in the group 20, and each of said grooves 300; 301, 302, 302, 303, 304, 305, 306, 307 in the group 30, is preferably obtained by means of milling or grinding of asphalt or concrete layer of the roadway 1, and is moreover furnished on its internal surfaces with a coating layer 201', 202', 202', 203', 204', 205', 206', 207'; 301', 302', 302', 303', 304', 305', 306', 307', which may either be a hydrophobic coating on the basis of silicone resins, when the roadway 1 consists of concrete, or a polymeric modified cationic bituminous emulsion, when the roadway 1 consists of asphalt. Correspondingly, the method of treatment such roadway 1 includes
- the first step of milling or grinding of draining means 2; 20; 200; 201, 202, 202, 203, 204, 205, 206, 207; 3; 30; 300; 301, 302, 302, 303, 304, 305, 306, 307 of appropriate width, depth and arrangement with respect to the distance between each other and inclination with respect to each belonging border 12, 13 of the roadway 1, which is performed in a known manner on the top surface of the roadway 1 in the area of the critical location 10; and
- a second step, during which the obtained draining means 2; 20; 200; 201, 202, 202, 203, 204, 205, 206, 207; 3; 30; 300; 301, 302, 302, 303, 304, 305, 306, 307 are furnished at the temperature of the roadway 1 and circumference between 5 0 C and 30 0 C either by means of painting by using e.g. a paintbrush or a painting roller, or also by spraying, with an impregnating coating layer 201', 202', 202', 203', 204', 205', 206', 207'; 301', 302', 302', 303', 304', 305', 306', 307', which is either a hydrophobic coating on the basis of silicone resins, when the roadway 1 consists of concrete, or a polymeric modified cationic bituminous emulsion, when the roadway 1 consists of asphalt, wherein the amount of said coating is between 0,2 and 0,5 kg/m 2 , and preferably between 0,25 and 0,3 kg/m 2 ; and that
- during the third step said draining means 2; 20; 200; 201, 202, 202, 203, 204, 205, 206, 207; 3; 30; 300; 301, 302, 302, 303, 304, 305, 306, 307 furnished with said coating layer 201', 202', 202', 203', 204', 205', 206 1 , 207'; 301', 302', 302', 303', 304', 305', 306', 307' are then exposed at the temperature of the roadway 1 and circumference between 5°C and 30 0 C to drying, which takes 1 hour at minimum and preferably 2 hours at maximum, wherein said drying is performed either as a natural drying or when desired also by using means for heating and/or circulation of air. Thanks to such preparation of the roadway 1, draining water together with accompanied additives is then unable to penetrate into cavities and openings, which occur during the milling of draining means 2; 20; 200; 201, 202, 202, 203, 204, 205, 206, 207; 3; 30; 300; 301, 302, 302, 303, 304, 305, 306, 307 into the structure of the roadway 1, so that such roadway 1 is then capable to withstand freezing and crushing of particles due to rolling pressure and other loads in the area of said draining means2; 20; 200; 201, 202, 202, 203, 204, 205, 206, 207; 3; 30; 300; 301, 302, 302, 303, 304, 305, 306, 307. Simultaneously, all those particles, to which said milling may affect by decreasing of their bearing capability, upon applying said impregnation coating 201', 202', 202', 203', 204', 205', 206', 207'; 301', 302', 302', 303', 304', 305', 306', 307' are permanently held in their position, and are therefore as such and also indirectly by increasing stability and protection of each neighboring particles quite helpful in preventing of any further destruction of the roadway 1.
A quite practical embodiment of the roadway is shown in Figs. 4 to 6. Each corresponding sequence 2, 3 is available on each side of the critical location 10, forming thereby two groups 20, 30 of grooves 200, 300, which extend inclined under 45° with respect to each driving direction N and therefore perpendicularly to each other. The distance between groups 20, 30 along the borders 12, 13 of the roadway 1 is in this particular case approximately 2,5 to 5 m. Each group 20, 30 of each sequence 2, 3 is formed by seven grooves 200, 300 of rectangular profile and approximately 4 to 5 mm depth. The width of each group 20, 30 of grooves 200, 300 in its transversal direction is normally approximately 30 cm.
The width of the central groove 201 of the group 20 of the sequence 2 is normally approximately 3 cm, and adjacent two grooves 202, 203 are slightly narrower, namely approx. 2 cm in width. The width of the other grooves 204, 205, 206, 207 essentially corresponds to the width of the central groove 201, i.e. approx. 3 cm. Also the width of the central groove 301 of the group 30 of the sequence 3 is normally approximately 3 cm, and adjacent two grooves 302, 303 are slightly narrower, namely approx. 2 cm in width. Also the width of the other grooves 304, 305, 306, 307 essentially corresponds to the width of the central groove 301, i.e. approx. 3 cm.
Also in this case each groove 200; 201, 202, 202, 203, 204, 205, 206, 207 of the group 20 and each groove 300; 301, 302, 302, 303, 304, 305, 306, 307 of the group 30 is formed by means of milling of the roadway 1 structure consisting of asphalt or concrete, and is moreover furnished on its internal surfaces with a coating layer 201', 202', 202', 203', 204', 205', 206', 207; 301', 302', 302', 303', 304', 305', 306', 307', which is in the case of a concrete structure of the roadway 1 a hydrophobic coating on the basis of silicone resins (such as a coating, which is at present commercially available at Mapei under the name Antipluvioϊ), and in the case of the structure of the roadway 1 on the basis of asphalt a polymeric modified cationic bituminous emulsion.
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