Note: Descriptions are shown in the official language in which they were submitted.
CA 02306690 2000-04-26
Carriageway Surfacing
Technical Field
This invention relates to the carriageway surfacing.
Backgound Art
The roads have been still more and more smoothened due to both the vehicle
and pedestrian movement. This results in reduction of roughness of their
surface and
therefore in decreased friction coefficient while dry and particularly while
wet when
the braking distance of vehicles turns longer. These negative effects appear
on the
road particularly due to goods traffic when overloaded goods vehicles wear
considerably the road surface. This results in deformation of the upper
surface of the
road on which cracks, longitudinal ruts and surface smoothening are apparent.
Water
collects in the lowest parts of the ruts in rain. It is also collected even on
flat surfaces
all-over the road width due to its incorrect declivity. Water outflow in the
tyre tread
grooves of a vehicle starts to be insufficient at the speeds exceeding 70 km/h
and
therefore a water film is formed. The vehicle begins to float, tyres lose
their adhesion
and there is the risk of skidding. On the older roads that are sloped in the
direction to
both shoulders, the goods vehicles incline always to the right. This results
in the
more extensive loading of the right tire contact area of the vehicle that is
smoothed
and rutted more than the left one. When the vehicles move on such damaged
roads,
the friction coefficient in the right tire contact area is lower and the
vehicles tend to
oversteer to the left and therefore there is the risk of a frontal collision
with an
oncoming vehicle in case of skidding. Said negative effect of the vehicle is
apparent
on all types of roads fitted with asphalt, concrete and granite surfaces. It
is caused
with the fact that the friction coefficient is reduced spontaneously year by
year and
therefore safety of vehicle movement on the roads is also worsened. Said
conditions
are improved mainly so that the new layers of asphaltic bitumen, asphaltic
concrete
and mastic asphalt are performed on the roads. In some cases, longitudinal
ruts are
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CA 02306690 2000-04-26
locally milled out up to the depth of 5 cm - 10 cm and partial bituminous
carpets
having higher surface roughness are then put on. Said finishing is,
nevertheless,
expensive, lengthy and cumbersome. The adversary conditions may be also
improved by a longitudinal milling out the road using large planning cutters
that are
able to remove the longitudinal ruts; nevertheless, the unevenly grooves
appear on
the road that are the source of noticeable noise. Moreover, stones can be
released
from the surface of the roads treated in this way and this result in certain
risk to the
drivers and pedestrians.
Disclosure of Invention
The disadvantages mentioned above are eliminated to the certain extent by the
carriageway surfacing according to this invention, the nature of which
consists in that
the surfacing is formed by grooving having the grooves 1 mm - 10 mm deep and 5
mm - 300 mm wide that are finished to the necessary width directly on the road
while the groves are made at the angle a 0 to 90° towards the
longitudinal axis of the
road.
The advantage of the grooved profile applied on the road is that it ensures
the minimum destruction of the upper layer of the road. Another advantage is
that
sufficient roughness is ensured in case of very smooth road surfaces and, vice
versa,
very rough surfaces can be sufficiently smoothened. The grooved profile of the
road
is not liable to auto-destruction due to frozen rain precipitation in the
milled Olit
profile. The coated contact surface of the milled out profile is in the same
height as
the surface of the road coated layer. Another advantage is the fact that the
grooved
profile is noiseless and that its width is about 30 cm and can be changed on
demand.
Said profiles are milled into the road at the angle a 0° - 90°
towards the longitudinal
axis of the road. The grooved profiles can be milled out without or with gaps
sized
from 1 cm up to several dozen of meters. All types of the known surfaces from
which
the roads are made can be finished with milling.
Carriageway surfacing enables formation of the draining noiseless profile that
consists of grooving made of grooves having the shape of a rectangle 1 mm - 8
mm
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CA 02306690 2000-04-26
deep and 15 mm - 50 mm wide while the gap between the adjacent grooves is 10
mm - 200 mm and the total grooving width is 100 mm - 300 mm and the distance
between two adjacent grooving is at least 0.01 m.
In order to increase surface roughness, the carriageway surfacing is formed by
grooving consisting of the uniformly arranged, wave-shaped grooves 1 mm - 5 mm
deep and 5 mm - 15 mm wide while grooving width is 100 mm - 300 mm. Said
arrangement ensures the uniform roughness of the profile featuring with
maximum
skidproof effect in the depth of 1 mm - 5 mm. The grooved profile ensures
minimum
destruction of the upper layer of the road. It is not liable to auto-
destruction due to
the water frozen in the profile. The coated contact surface of the profile
milled out is
in the same height as the coated surface of the road. This results in profile
noiseless.
Carriageway surfacing consisting of the retarding profile ensures that the
audible alarm informs about the dangerous parts of the road. This is enabled
by
grooves having the shape of the rectangular trapezoid with legs A, B and C, D
of 300
mm and 1.5 mm - 3 mm long, respectively.
In order to reduce the risk of skidding on the decks of bridges, carriage
surfacing is fitted with the uniformly arranged grooves having the shape of a
sawtooth oscillation 6 mm deep and 5 mm - 20 mm wide while the gap between the
adjacent grooves is between 100 mm and 250 mm and the total grooving width is
200 mm - 500 mm and the distance between two adjacent grooving is at least
0.01
m. This arrangement enables that the chemical material spread over the road is
kept
better in the deep grooves that serves then as the salt brine source. The
groove profile
is designed so that its drainage along a level line is as small as possible,
i.e. that the
solution of water and salt formed - so called salt brine - can be kept in a
groove that
serves as the sort of a container. This enhances significantly the effect of
the
chemical material spread onto the bridge decks.
In order to reduce noisiness of concrete surfaces, the surface layer of the
road
is covered with a flushing profile that consists of grooving with randomly
arranged
V-shaped grooves or channels 1 mm - 3 mm deep and 1.5 mm - 5 mm wide while
the gap between the adjacent grooves is 1 mm - 5 mm. Said arrangement ensure
smoothing of sharp edges that are formed when the surface of concrete upper
layer of
CA 02306690 2000-04-26
the road is roughened. The flushing profile helps to remove the highest
unevenness
(at least 1 mm) formed on the road surfaces. This helps to reduce noisiness of
the
road and therefore also weariness of drivers. Another advantage is also that
this
finishing helps to reach better drainage of the road. Another advantage is
also that -
after the above-mentioned profile is applied onto the road - building of noise
barriers
can be significantly reduced, particularly inside inhabited localities; this
results in the
increased hygienic utility of the road.
Brief description of the drawings
The invention will be described closely using the following drawings:
Fig. 1 is a schematic arrangement of the milled out, grooved profile used on
the
upper layer of three-lane road;
Fig. 2 is a sectional view of the noiseless drainage profile;
Fig. 3 is a sectional view of the roughed profile;
Fig. 4 is a sectional view of the retarding profile;
Fig. 5 is a sectional view of the skiddproof salt brine profile intended for
the
bridge decks;
Fig. 6 is a sectional view of the flushing profile intended for the concrete
roads;
and
Fig. 7 is a sectional view of the flushing profile intended for asphalt roads.
Description of the Preferred Embodiment
The preferred embodiment of the carriageway surfacing is described using the
three-lane road, see Fig. 1. This surfacing consists of grooving 5 made on its
upper
layer 6 with grooves 1 having the changeable width s 5 mm - 300 mm and depth h
1
mm - 10 mm while the total width s' of grooving 5 is 300 mm. The grooves 1 are
made at the angle a 0° - 90° towards the longitudinal axis 3 of
the road 2. Grooving
5 of the upper layer 6 of the road 2 is made with the distance 7 of 3-m gaps
in the
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CA 02306690 2000-04-26
emergency stopping lane and with the distance 7 of 6-m gaps in the slow lane
while
the fast lane is without any grooving 5.
The carriageway surfacing according to Fig. 1 and Fig. 2 consists of the
noiseless drainage profile. Said profile consists of grooving 5 made on its
upper layer
6 with unevenly wide grooves 1 having the depth h 1 mm - 5 mm and the
changeable width s 10 mm - 50 mm, with the gap 12 between the adjacent grooves
mm - 200 mm. The total width s of grooving 5 is 300 mm and the grooves 1 are
made at the angle a 0° - 90° towards the axis 3 of the road 2 in
the travel direction.
The function of the grooved noiseless drainage profile is apparent from Fig.
2. Water
10 is directed from the road 2 towards its edges and out of it due to the
movement of
tyres on the profile. The tyres act in this case as blades of a rotary pump.
Due to the
movement of tyres on said profile, the latter is simultaneously self cleaned.
The carriageway surfacing according to Fig. 1 and Fig. 3 consists of the
roughened profile consisting of grooving 5 made on its upper layer 6 with
uniformly
wide wave-shaped grooves 1 having the depth h 1 mm - 15 mm and the width s 3
mm - 4 mm. The total width s' of grooving 5 is 300 mm and the grooves 1 are
made
at the angle a 0°- 90° towards the axis 3 of the road 2 in the
travel direction. The
function of the roughened profile is apparent from Fig. 3. Edges 8 of grooves
1 of
grooving 5 engage the tyre and thus ensure necessary friction. Due to the
movement
of tyres across said grooving 5, the self cleaning of the profile is performed
and noise
reduced.
The carriageway surfacing according to Fig. 1 and Fig. 4 consists of the
retarding profile consisting of grooving 5 made on its upper layer 6 with the
groove 1
having the shape of the rectangular trapezoid with legs A, B and C, D of 300
mm and
1.5 mm - 10 mm long, respectively. The function of the retarding profile is as
follows. Depth h of the profile being 1.5 mm - 10 mm enables the tyre to reach
the
bottom of said profile. The tyres move along said bottom and at its end they
impact
onto a barrier - the edge 10 of said profile having the depth h, for example,
10 mm,
and roll over said edge 10. Due to said impact, the acoustic effect is formed
that
informs the driver about a risky place on the road and simultaneously helps to
reduce
vehicle speed because the driver applied the brake subconsciously.
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The carriageway surfacing according to Fig. 1 and Fig. 5 consists of the salt
brine profile consisting of grooving 5 made on its upper layer 6 with the
uniformly
arranged grooves 1 having the shape of a sawtooth oscillation which depth h is
5 mm
- 15 mm and width s 5 mm - 15 mm while the gap 12 between the adjacent grooves
1 is between 100 mm and 300 mm and the total width s' of grooving 5 is between
200 mm and 500 mm. The distance 7 between the adjacent two grooving 5 is at
least
0.01 m. Function of the salt brine profile is as follows. The bridge deck
fitted with
said profile is preventively covered with a chemical material that is
deposited into the
grooves 1. Grooving 5 is performed so that its drainage profile is as low as
possible,
i.e. that the salt brine remains in the groves 1. This is ensured due to the
shape of the
groove 1 that is designed so that the salt brine remains in the groove 1 while
the rest
of the road is dry. At snow or freezing rain, the water penetrates into the
grooves 1
containing salt brine. The salt brine level goes up and is distributed along
the bridge
deck by tyres of the travelling vehicles. This eliminates the risk that the
chemical
material will be applied late and therefore the road will be icy. In case that
the
grooves 1 are already empty and icing is formed on the bridge deck, the edges
11 of
grooves 1 serves as a skiddproof protection.
The carriageway surfacing according to Fig. 1, Fig. 5 and Fig. 6 consists of
the
flushing profile consisting of grooving S made on its upper layer 6 with V-
shaped
grooves or channels 1 mm - 3 mm deep and 1.5 mm - 5 mm wide while the distance
12 between the adjacent grooves 1 is 1 mm - 5 mm. Due to the slight grinding
of
unevenness formed on the upper layer 6 of the road 2, the gaps 12 between the
individual grooves 1 are flushed; this helps to reduce noise formed when the
tyres
roll over the uneven surface. The function of the flush profile is as follows.
After the
great number of the sharp edges and unevenness are removed and many smooth
surfaces are formed between the grooves, noise that can be heard in the
vehicle
interior is reduced. This results also in reducing of the total road noisiness
per se
when the vehicle tyres roll over the above-mentioned profile.
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Industrial Applicability
The carriageway surfacing can be applied on any road as a protective means in
order to reduce the number of risky places on the roads formed due to
atmospheric
effects or reduced roughness or deformation on their surfaces or formation of
longitudinal ruts.
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