Patent Application
20210062434
The present invention relates to a road surfacing system, in particular an asphalt road, a main layer, in particular as a component of an asphalt road, and a method for producing a road surfacing system, in particular an asphalt road, according to the respective generic terms of claims 1, 9 and 10.
Due to the ever-increasing load from road traffic and the resulting damage to the road surfaces, the present invention is intended to propose a completely new road surfacing system, in particular a new asphalt road, in which the damage caused by the weight load and/or by weather influences is minimized.
Due to a weight load, e.g. by trucks, and the simultaneously inflexible structure of previously known road surfaces, permanent damage, e.g. ruts, cracks, holes or the like, can occur in a road surface system, i.e. a road surface or at least part of it.
Weather influences bear dangers, such as aquaplaning caused by rainwater, lightning and black ice, freezing water or freezing wetness in winter, blow ups caused by excessive heat development, which can be caused by expansion of the inflexible road pavement.
At the same time, a road surfacing system must be offered in which the contact surface that comes into contact with the load-bearing bodies, for example vehicles, remains as free of dust and dirt as possible.
Based on this, it is therefore a task of the present invention to offer a road surfacing system which eliminates the above mentioned disadvantages in a particularly inexpensive and simple way and therefore such a road surfacing system is offered in which dangers caused by weather influences, such as aquaplaning, as well as reversible and irreversible damages to the road surfacing system are minimized.
This problem is solved by the subject-matter of claim 1.
The road surfacing system proposed here, in particular the asphalt road proposed here, therefore comprises at least one main layer which is at least partially and at least in places permeable to liquids and gases for absorbing compressive and shear forces generated on the main layer by load bodies travelling and/or standing on it, for example by vehicles.
The main layer may be a carrier layer which does not necessarily come into direct contact with load bodies, such as vehicles, for example, but it may be the case that the main layer is a layer on which a surface and/or road surface layer is arranged directly or indirectly. In this case, the load-bearing bodies would only come into direct contact with the surface and/or pavement layer of the road surface system, so that the main layer can also act as a support and force distribution layer.
In addition, however, it is possible that the load-bearing elements standing or moving on the main layer actually come into direct contact with the vehicles. Such a main layer is or serves therefore also as a road surfacing layer and therefore as the top layer which closes the road system in the direction of the load bodies.
Further, the road surfacing system comprises a drainage layer which is arranged below the main layer, directly or indirectly, and through which liquids and/or gases can flow, and further, wherein the drainage layer is in turn arranged on a drainage layer which is arranged and intended to at least partially drain liquids flowing through the main and drainage layers from the road surfacing system.
The drainage layer may also be a frost protection layer which has a thermal insulation effect on the layers arranged thereon, i.e. the drainage layer arranged on the covering layer and the main layer. In this respect, the drainage layer and the main layer are protected against freezing liquids, which means that in winter, and at any rate at low temperatures, the individual holes and liquid and gas conducting channels cannot become blocked and remain at least essentially free.
A constant removal of liquids and gases, which flow through the layers from the direction of the load bodies, can therefore always be generated and maintained. Furthermore, the drainage layer can also be identical to the road surface or any other gravel layer. In such a case, it is therefore conceivable that the drainage layer is not specially applied to the road surface, but that the road surface system consists only of one or more drainage layers and/or one or more main layers.
According to at least one design, the main layer is essentially free of aggregates and is instead formed with adhering ball elements formed with a plastic and/or a metal.
“Essentially” in this context means that, within the manufacturing tolerance, the main layer is at least not specifically interspersed with stone bodies.
This can be an essential element of the present invention, in at least one embodiment, which does not require the formation of a main layer based on rocks. Previously known road surfacing systems always have a main layer which comprises corresponding rock bodies.
For the purposes of the present invention, “spherical elements” means any spherical or approximately spherical element. Spherical” can therefore explicitly also mean a formation of the individual spherical elements in the form of ellipsoids or elements deviating therefrom, but essentially without edges.
According to at least one design form, the road surfacing system comprises in particular the asphalt road described here, at least one main layer, at least partially and at least in places permeable to liquids and gases, for absorbing compressive and shear forces generated on the main layer by load bodies moving and/or standing on it, for example vehicles, wherein the main layer is disposed on a drainage layer through which liquids and/or gases can flow and further wherein the drainage layer is in turn disposed on a drainage layer which is adapted and provided to at least partially drain liquids from the road surfacing system passing through the main and drainage layers.
In at least one form of construction according to the invention, the main layer is essentially free of aggregates, and instead is formed with ball elements adhering to each other, which are formed with a plastic and/or a metal.
According to at least one design, the drainage layer is at least partially formed with aggregates. This may mean that the drainage layer is at least partially, but preferably completely, formed with a rock, for example pebbles or siliceous rock elements. The drainage layer in this form may therefore differ fundamentally from the structure of the main layer in that the drainage layer contains aggregates, while the main layer is essentially free of such aggregates.
According to at least one design form, the ball elements produce a cavity content in volume % within the main layer of at least 10 to at most 35, preferably of at least 20 to at most 30 and further preferably of at least 22 to at most 28.
Such a cavity content ensures that, on the one hand, the individual ball elements are positioned loosely and sufficiently flexible and elastic relative to one another and, on the other hand, that a sufficient throughput volume can be generated with respect to the liquids and gases passing through. Accumulation of a side and/or surface of the main layer of liquids and/or gases on the side facing away from the drainage layer, but especially blow ups, can thus be avoided.
The ball elements are preferably formed with a solid material. In this respect, the ball elements are then preferably free of cavities formed inside the ball elements.
According to at least one design, the ball elements are each formed with a hard core and an outer layer, which preferably completely surrounds the hard core, where-in the outer layer is formed with a material which is softer than the hard core on a Shore D scale.
The hard core is therefore, as mentioned above, preferably a solid core material, so that the hard core is free of a cavity formed within the hard core. The hard core is therefore preferably completely formed by the corresponding hard core material.
According to at least one design, the outer layer is at least two points softer on the Shore D scale than the hard core of each of the ball elements.
Such a hardness and difference has therefore proved to be particularly advantageous because, on the one hand, elastic properties of the main layer, especially when hardened, are given through the soft outer layer material, but, on the other hand, mechanical resistance can be produced by the hard core described here and its degree of hardness.
According to at least one design, the hard core is formed with a metal, while the outer layer is formed with the plastic and/or an adhesive.
The ball elements described here can therefore either consist of at least two different materials, or the ball elements consist of one material and are provided with an adhesive to join them together to form the main layer, or are embedded in such an adhesive (possibly heated beforehand), so that in such a case the adhesive is to be understood as a binding mass for joining the ball elements to form a liquid or viscous mass.
According to at least one design, the ball elements are mechanically connected to one another by means of their outer layers, which have been cured after previous heating, and/or by means of a cured bonding agent, for example a or the bonding adhesive, in particular also the above-mentioned adhesive. This can ensure that the main layer not only has elastic properties and therefore always returns to its original shape after mechanical stress, but can also resist mechanical stress, so that not only the shape is retained, but also, for example, ruts are avoided completely, at least partially.
According to at least one design form, the outer layer of the balls and/or the bonding agent is formed by means of an organic or inorganic adhesive.
It is conceivable that the material for the hard core could be a metal, a metallic alloy or any other material provided with a metal. For example, the hard core is formed with a stainless steel which is covered by an industrial rubber, such as EPDM rubber (ethylene-propylene-diene/rubber ethylene-propylene-diene-M group).
The individual hard cores are then bonded to each other over a thin surface area by one or more organic adhesives, such as the one-component epoxy resin adhesive. The individual hard cores are then joined together only when they are applied to the drainage layer, as the adhesive can then be heated on site. Only after the adhesive has been applied, and thus after the individual balls have been joined together to form the moving mass that forms the main layer, does it bond the individual balls to each other like an adhesive, and only then does the adhesive set.
After application of the main layer and curing of such an adhesive, the outer surface of the main layer facing the vehicles can also be roughened in order to obtain better friction and adhesion values.
Furthermore, the present invention relates to a main layer, in particular as a constituent part of an asphalt road, whereby the main layer can be produced in the form of at least one of the above-mentioned designs. This means that all the features carried out for the features described above, in particular in relation to the main layer, also apply to the main layer now shown and vice versa.
The main layer described here, in particular as a component of an asphalt road, is at least partially and at least in places permeable to liquids and gases, whereby the main layer is designed and intended to withstand pressure and/or shear forces generated thereon by load bodies moving and/or standing on it, for example vehicles.
Thereby, in at least one embodiment, the main layer is free of aggregates and is instead formed with ball elements adhering to each other, which are formed with a plastic and/or a metal.
The main layer described here has the same advantages of the advantageous design as already described in connection with the road surface system described above and vice versa.
Furthermore, the present invention relates to a method for producing a road surfacing system, in particular an asphalt road comprising the steps of first applying a drainage layer on a road base, wherein in a second step a drainage layer is arranged on the drainage layer, wherein in a third step the main layer is arranged on the drainage layer.
Between the individual layers, however, several further layers may be arranged. In this respect, in the sense of the invention, “application” means only an arrangement on one of the layers relative to another layer. Application can mean that there is a direct contact between layers applied to each other, or between layers applied to each other there are further layers, for example one or more layers.
The main layer described here is at least partially and at least in places permeable to liquids and gases, whereby the main layer is designed and intended to withstand pressure and/or shear forces generated thereon by load bodies moving and/or standing on it, for example vehicles.
The drainage layer described is arranged and intended to be at least partially permeable to liquids and/or gases, the drainage layer being arranged and intended to at least partially drain liquids from the road surface system passing through the main layer and through the drainage layer.
In at least one configuration, the main layer is substantially free of aggregates as described in the method described herein and is formed instead with spherical elements formed with a plastic or a metal.
In principle, the following non-exhaustive list of materials can be considered as materials for the outer layer and/or the bonding adhesive:
According to at least one design, an outer surface of the ball elements is applied to the drainage layer in the still heated and thus bonded state, so that after the application of the individual ball elements, they cool down to an ambient temperature during cooling and thus bond to each other, so that a hardened road surface results, in particular in the form of the main layer.
The designs described here are advantageous in terms of the process, and are also evident for the road surfacing system described above and vice versa.
In the following the inventions are described in more detail by means of two figures.
In the figures, the same or similarly acting components are provided with the same reference lines, even if individual elements may be represented in exaggerated detail.
The main layer 1 is essentially free of aggregates and instead is formed with adherent ball elements 11, which are formed with a plastic and/or a metal.
The drainage layer 2 is designed in such a way that liquids and gases can flow through it, so that drainage in the direction of the drainage layer 3 is ensured.
The drainage layer 3 is designed to allow liquids from the entire road surface system to run off at least partially (as shown in the longitudinal section as an example, V-shaped and on both sides towards the side), but preferably completely, in particular by itself, starting from an outer surface of the drainage layer 3 passing through the main layer 1 in the direction of the drainage layer 3.
This can mean that the existing drainage layer is formed in at least one version with aggregates, preferably completely with aggregates, which fundamentally distinguishes the existing drainage layer in its material, structural formation from main layer 1.
The spherical elements 11 form clearly recognisable cavities between one another in
The ball elements 11 are each formed with a hard core 110 and an outer layer 111 (In
Alternatively or additionally, instead of the formation of the ball elements 11 in the form of a hard core 110 with surrounding outer layer 111, the ball element 11 itself can be formed with a hard core 110, in which case the outer layer 111 is omitted. In such a case, however, it may be provided that instead of the outer layer 111, the individual hard cores 110 are joined together by means of a bonding adhesive, for example an organic or inorganic adhesive, arranged on the outer surface of the hard cores 110.
The main layer 1 shown in
The invention is not limited by the design example, but comprises any invention and any combination of features, even if these features are not explicitly described in the patent application.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2019 123 161.2 | Aug 2019 | DE | national |
