JP4115444B2 - Installation method of vehicle deceleration hump - Google Patents

Description

The present invention relates to a method for installing a vehicle deceleration hump installed on a road surface, and more specifically, divided into a front-rear direction along a longitudinal direction of a road and a left-right direction along a width direction of the road. Further, the present invention relates to a method for installing a vehicle deceleration hump including at least four hump parts.
The vehicle deceleration hump is a convex portion having a height of around 10 cm provided on the road in order to reduce the speed of the automobile or to call attention at an intersection or the like.

As a method for installing this type of vehicle deceleration hump, there is Patent Document 1 shown below as prior art document information related to the present invention. In the vehicle deceleration hump installation method described in Patent Document 1, the vehicle deceleration hump main body is formed of an elastomer (elastic body) and has a sine curve shape in the longitudinal direction of the road. As a result, noise and vibration problems that occur when the vehicle passes over the vehicle deceleration hump are alleviated.
In Patent Document 1, as a method for installing a plurality of hump parts constituting a vehicle deceleration hump on a road, it is easy to install according to the road conditions and easy to remove when not needed. In order to achieve this, bolt holes with embedded locking metal fittings are provided in the hump parts, and the hump parts are inserted into the bolt holes and fixed to the road surface depending on the anchor bolts driven into the road surface. The method is described.
Japanese Patent Laying-Open No. 2003-147711 (paragraph numbers 0021 to 0023, FIG. 1)

  By the way, from the vehicle (wheel) passing over the vehicle deceleration hump, lateral stress is applied to the hump, and the hump tends to slide on the road surface. Generally, this lateral stress is the width of the road. It does not necessarily apply evenly to the left and right hump parts arranged adjacent to each other in the direction. As a result, in the installation method as described above, the left and right hump parts move relative to each other along the longitudinal direction of the road while the surroundings of the bolt holes are gradually damaged by the anchor bolts due to the passage of many vehicles. There was a phenomenon that moved and the positional relationship between the hump parts collapsed randomly.

  In particular, in the case of a vehicle deceleration hump for a two-lane road in which four hump parts are arranged adjacent to each other in the width direction of the road, as a general driver's psychology, it has been traveling in the left lane of the two-lane road until then. However, if a hump for vehicle deceleration is found in the front, the hump will not be removed from the side of the hump. Instead of the two hump parts in the left lane that should be traveled, two hump parts near the center. There is a tendency to travel on the road. As a result, when a large number of vehicles have passed, as shown in FIG. 18, the damage around the bolt holes described above is particularly caused in the central two rows of hump parts compared to the left and right rows of hump parts. There was a tendency that the positional relationship between hump parts that should form a rectangular vehicle deceleration hump that is adjacent to each other to form a single rectangle is greatly broken. In FIG. 18, the bolt holes H provided in the central two rows of hump parts are expressed in an oval shape enlarged in the longitudinal direction of the road due to the above damage. In order to solve this problem, it is conceivable to take measures such as using anchor bolts with large dimensions or increasing the number of anchor bolts, but this is not preferable because the labor for construction increases remarkably, It was not an essential solution to the above problem.

  Therefore, the object of the present invention is to solve the above-mentioned drawbacks of the conventional vehicle deceleration hump installation method exemplified above, even if a large number of vehicles pass over the vehicle deceleration hump. An object of the present invention is to provide a method for installing a vehicle deceleration hump that is less likely to collapse and that can maintain a vehicle deceleration hump having a rectangular shape adjacent to each other for a longer time.

The first characteristic feature of the hump vehicle deceleration according to the invention, the longitudinal direction along the longitudinal direction of the road, which is divided into right and left direction along the width direction of the road, the bottom surface of the at least four hump parts And forming a receiving recess that crosses the front-rear direction,
At least two bar-like connecting members on the road surface are fastened by anchor bolts so as to intersect the longitudinal direction and be separated from each other in the longitudinal direction, and the heads of the anchor bolts are spaces in the connecting member. is housed in, then,
Placing the at least four hump parts on the road surface while fitting the connecting member on the road surface into the receiving recess;
Due to the arrangement of the hump parts, the left and right first hump parts having an ascending slope in the first direction along the longitudinal direction of the road are connected to each other by one of the two connecting members, and are opposite to the first direction. The left and right second hump parts having an upward gradient in the second direction are connected by the other of the two connecting members.

  Therefore, in the method for installing the vehicle deceleration hump according to the first characteristic configuration of the present invention, the lateral stress applied to one hump part from the vehicle passing over the vehicle deceleration hump is applied to the receiving recess of the hump part. Due to the action of the connecting member connecting the hump parts by being stopped, the hump parts are also distributed to other hump parts adjacent in the width direction of the road. As a result, due to the passage of many vehicles, the periphery of the bolt hole is damaged, and the left and right hump parts move relative to each other along the longitudinal direction of the road, and the positional relationship between the hump parts collapses randomly. As a result, the hump parts are neatly adjacent to each other and the entire vehicle deceleration hump forms a single rectangle.

Further, according to the above characteristic configuration, the movement of the connecting member with respect to the road surface is mechanically blocked by the anchor bolt, so that the movement of the hump part itself locked to the connecting member with respect to the road surface is also via the connecting member. Thus, the relative movement of the hump parts and the movement of the entire vehicle deceleration hump with respect to the road surface are more reliably suppressed.

Furthermore, according to the above-described characteristic configuration, the head of the anchor bolt used for fastening the connecting member on the road surface is stored in the space in the connecting member, so that a foreign object does not protrude above the connecting member. it can.

Another feature of the present invention is that the connecting member is a bar-shaped member having a rectangular cross-sectional shape, and the receiving recess has a wall surface that contacts the side surface of the bar-shaped member.

In the vehicle deceleration hump installation method according to this characteristic configuration, the stress of trying to move the hump part laterally by the vehicle passing over the vehicle deceleration hump is in the form of a rod that contacts the hump part receiving recess and the surface-to-face relationship. Since the member is received, the stress is not concentrated on one point, and the receiving recess of the hump part generally made of rubber is less likely to be damaged by the impact generated between the rod-shaped member and the hump part.

Another feature of the present invention is that when the two hump parts are arranged adjacent to each other in the front-rear direction, the receiving recess is formed at the front-rear boundary between the two hump parts.

That is, in other words, the receiving recess is an open type receiving recess opened in the longitudinal direction of the road. Therefore , in the installation method of the vehicle deceleration hump according to this characteristic configuration, for example, one hump part is used. Provided with an open type receiving recess and a non-opening type receiving recess that is not open in the longitudinal direction, the two connecting members are slightly more than the distance between the two types of receiving recesses ( By fixing to the road in a state of being separated by a large distance (about several mm), the connecting member can be surely fitted into each receiving recess. Therefore, it is not necessary to set and fix the interval between the two connecting members so strictly, and it is convenient that the installation work can be simplified.

  Other features and advantages of the present invention will become apparent from the following description of embodiments using the drawings.

[First Embodiment]
FIG. 1 includes a total of 16 rubber hump parts 1 divided into four parts in the front-rear direction along the longitudinal direction of the road and into four parts in the left-right direction along the width direction of the road. An arcuate hump 100 (an example of a vehicle deceleration hump) is shown. This bow-shaped hump 100 is a hump for installation on a two-lane road, and the dimension in plan view is 4 m × 4 m. The upper surface of the bow-shaped hump 100 installed on the road surface is centered in the longitudinal direction of the road to minimize noise and vibration problems while maintaining speed-reducing effects and warning effects at intersections and safety. The part has a vertex (the height of the vertex is 10 cm), and exhibits a symmetrical sine curve that gradually decreases in both directions along the longitudinal direction.

Each hump part 1 has a square shape with a dimension of 1 m × 1 m in plan view, and 4 x 4 hump parts 1 are arranged in a modular shape on the road surface with almost no gap, so that one arcuate hump 100 is formed.
Each hump part 1 is basically divided into two types of hump parts having different shapes. The central part of the hump with respect to the longitudinal direction of the road, that is, the hump part B having a maximum thickness of about 10 cm for constituting the largest bulge part, and the maximum thickness adjacent to the hump part B in the longitudinal direction of the road Is a hump part C of about 5 cm. As shown in FIG. 1, eight hump parts B and eight hump parts C are combined to form one arcuate hump 100. The upper surface portion of the hump part B and the upper surface portion of the hump part C form a single sine curve.

  In the subsequent parts of this specification, four hump parts B having an upward slope in the first direction X1 along the longitudinal direction of the road among the relatively thick hump parts B are referred to as the first hump parts. The four hump parts B which are provisionally named B1 and have an ascending slope in the second direction X2 opposite to the first direction X1 are provisionally named second hump parts B2. The shape of the first hump part B1 and the second hump part B2 may be the same. A total of eight hump parts C may have the same shape.

Next, the installation method of the bow-shaped hump 100 by this invention is demonstrated.
<1-1> As shown in FIG. 2, the bottom surfaces of the first hump part B1 and the second hump part B2 (total of eight parts) are almost orthogonal to the longitudinal direction of the road (an example of cross extension). A receiving recess d is formed. The receiving recess d is formed at the same time as the molding of the hump part by performing appropriate processing on the mold or the like, and the cross-sectional shape of the receiving recess d corresponds to the cross-sectional shape of the connecting member 20 used in the next process. Keep it. As shown in FIGS. 2 and 3, the receiving recess d has a main recess dm having a rectangular (or U-shaped) cross-sectional shape and an L-shaped cross-section opened toward one side in the longitudinal direction of the road. The auxiliary recess ds has a shape. The main recess dm is provided inward of the bottom surfaces of the first and second hump parts B1 and B2, and the auxiliary recess ds is provided at the edge of the bottom surfaces of the first and second hump parts B1 and B2. The edge where the auxiliary recess ds is provided corresponds to the boundary between the first and second hump parts B1 and B2 that are adjacent to each other along the longitudinal direction. As shown in FIG. 3 (a), the main recess dm has a basically rectangular shape with a width of about 30 mm and a height of about 20 mm, and an upper corner having an arc shape with a radius of about 5 mm. Have. On the other hand, as shown in FIG. 3B, the auxiliary recess ds has a cross section similar to that of the main recess dm when the auxiliary recesses ds of the first and second hump parts B1 and B2 adjacent to each other face each other. It is comprised so that a shape may be exhibited. Since the first and second hump parts B1 and B2 are likely to be subjected to a load along the longitudinal direction of the road from the wheel of the traveling vehicle after being installed on the road surface, at least one main part is always required instead of the auxiliary recess ds. It is appropriate to provide the recess dm.

  <1-2> Similarly, as shown in FIG. 2, three (at least two examples) of rod-like connecting members 20a, 20b, and 20c on the road surface intersect the longitudinal direction and in the longitudinal direction. Temporarily arrange so as to be separated from each other at an appropriate interval. The arrangement of the three connecting members 20a, 20b, and 20c is known in advance from the position of the arcuate hump 100 to be installed and the positions of the receiving recesses dm and ds of the first and second hump parts B1 and B2. Can do. Further, the distance from the connecting member 20a arranged at the center to the remaining two connecting members 20b, 20c is larger by several mm than the distance between the main recess dm and the auxiliary recess ds in each of the hump parts B1, B2. Like that. Even if the distance from the connecting member 20a to the front and rear connecting members 20b and 20c is several mm larger than the distance between the main recess dm and the auxiliary recess ds, the first and second hump parts described later are used. The reason why the arrangement of B1 and B2 is not hindered is that the auxiliary recess ds is formed by a notch that is open in the longitudinal direction of the road. As shown in FIG. 3, each connecting member 20 is a solid aluminum square member having a rectangular cross-sectional shape having a width of 30 mm and a height of 10 mm, and has a through-hole 20 p that can receive a fastening means described later. At least two penetrations are formed at positions spaced apart in the width direction of the road.

  <1-3> As shown in FIG. 3A, the central connecting member 20a is fastened to a predetermined position on the road surface by two anchor bolts 30 (an example of fastening means), and the remaining two The connecting members 20b and 20c are fastened at predetermined positions on the road surface by the anchor bolts 30. First, after fastening only the central connecting member 20a to the road surface, the first and second hump parts B1, B2 are temporarily placed so that the connecting member 20a is inserted into the auxiliary recess ds. It is also a rational method to confirm the position where the remaining two connecting members 20b, 20c should be fastened in the state and to mark the optimal fastening position on the road surface of the connecting members 20b, 20c with chalk, adhesive tape, etc. It is.

  <1-4> As shown in an example in FIG. 4, the connecting members 20a, 20b, and 20c, which are a total of eight first and second hump parts B1 and B2, fastened on the road surface, are respectively received recesses dm and ds. It arrange | positions on a road surface so that it may fit in. By the arrangement of the first and second hump parts B1 and B2, the left and right first hump parts B1 having an ascending slope in the first direction X1 are connected to each other by the connecting member 20a and the connecting member 20b. The left and right second hump parts B2 having an ascending slope in the two directions X2 are connected by the connecting member 20a and the connecting member 20c.

<1-5> As shown in FIG. 5, the remaining eight hump parts C are arranged before and after the first and second hump parts B1 and B2.
<1-6> After confirming that the front, rear, left and right gaps between the respective hump parts are within the allowable range, a total of eight first and second hump parts B1, B2 and a total of eight humps The part C is fastened on the road surface by the anchor bolt 40 inserted into the through hole H of each hump part.

  As shown in FIG. 3, when each connecting member 20a, 20b, 20c is inserted into the receiving recesses dm, ds of the first and second hump parts B1, B2, the first and second hump parts B1. , B2 has a rectangular cross-sectional shape corresponding to the cross-sectional shape of the receiving recesses dm and ds so that the movement of B2 with respect to the road surface can be accurately prevented. The lengths of the connecting members 20a, 20b, and 20c are such that the connecting members 20a, 20b, and 20c protrude outside the first or second hump parts B1 and B2 that are installed on the road surface and are arranged on the left and right sides. It is better to keep the length within 4m so that there is no.

[Second Embodiment]
FIG. 6 includes a total of 24 rubber hump parts 1 divided into six parts in the longitudinal direction along the longitudinal direction of the road and divided into four parts in the lateral direction along the width direction of the road. A trapezoidal hump 200 (an example of a vehicle deceleration hump) is shown. This trapezoidal hump 200 is a hump for installation on a two-lane road, and has a dimension of 6 m × 4 m in plan view (the width is 4 m, similar to the bow-shaped hump 100). In addition, the upper surface of the trapezoidal hump 200 installed on the road surface is a flat portion (the height of the flat portion is constant at 10 cm) located in the center portion in the longitudinal direction of the road and along the longitudinal direction from both edges of the flat portion. In order to minimize noise and vibration problems, in particular, it has a slope part that gradually decreases in both directions, and has a speed control effect and a warning effect at intersections and safety. If the front and rear slope portions are adjacent to each other, the sine curve is symmetrical.

Each hump part 1 is a square with a dimension of 1 m × 1 m in plan view, and 4 x 6 hump parts 1 are arranged in a modular form on the road surface with almost no gap, so that one hump hump 200 is formed.
Each hump part 1 is basically divided into three types of hump parts having different shapes. A hump part A having a thickness of about 10 cm and having a constant thickness to form the central part of the hump in the longitudinal direction of the road, that is, the flat part having the largest bulge, is arranged adjacent to the hump part A in the longitudinal direction of the road. A hump part B having a maximum thickness of about 10 cm and a slope of a sine curve, and a hump part C adjacent to the hump part B in the longitudinal direction of the road and having a maximum thickness of about 5 cm and a slope of a sine curve It is. The eight hump parts A, the eight hump parts B, and the eight hump parts C are combined to form one arcuate hump 200. The upper surface portion of the hump part B and the upper surface portion of the hump part C form a single sine curve.

  In the rest of this specification, the four hump parts B having an upward slope in the first direction X1 along the longitudinal direction of the road in the hump parts B are tentatively referred to as first hump parts B1. The four hump parts B having an ascending slope in the second direction X2 opposite to the first direction X1 are temporarily referred to as second hump parts B2. The shape of the first hump part B1 and the second hump part B2 may be the same. A total of eight hump parts A may have the same shape, and similarly, a total of eight hump parts C may have the same shape.

Next, a method for installing the bow-shaped hump 200 according to the present invention will be described.
<2-1> As shown in FIG. 7, on the bottom surfaces of the first hump part B1 and the second hump part B2 (total of eight) and on the bottom surfaces of all the hump parts A, the longitudinal direction of the road Receiving recesses d that are substantially orthogonal to each other (an example of cross extension) are formed. The cross-sectional shape of the receiving recess d corresponds to the cross-sectional shape of the connecting member 20 used in the next process. The receiving recess d is composed of a main recess dm having a rectangular (or U-shaped) cross-sectional shape and an auxiliary recess ds having an L-shaped cross-section opened toward one side in the longitudinal direction of the road. The main recess dm is provided inside the bottom surfaces of the first and second hump parts B1 and B2. The auxiliary recess ds is provided on the edge of the bottom surface of the first and second hump parts B1, B2 on the side adjacent to the hump part A. Further, the auxiliary recess ds is formed on the bottom surface of the hump part A, the boundary between the hump parts A adjacent to each other, and the edge of the bottom surface of the hump part A adjacent to the first and second hump parts B1 and B2. Also provided. The main recess dm is basically rectangular with a width of about 30 mm and a height of about 20 mm, and has a cross-section that has an arc shape with an upper corner having a radius of about 5 mm. The auxiliary recess ds is configured to have the same cross-sectional shape as the main recess dm when the auxiliary recesses ds of the first and second hump parts B1 and B2 adjacent to each other face each other. Since the first and second hump parts B1 and B2 are likely to be subjected to a load along the longitudinal direction of the road from the wheel of the traveling vehicle after being installed on the road surface, at least one main part is always required instead of the auxiliary recess ds. It is appropriate to provide the recess dm.

  <2-2> As shown in FIG. 7, five (at least two examples) rod-like connecting members 20d, 20e, 20f, 20g, and 20h on the road surface intersect the longitudinal direction, and Temporarily arrange so as to be separated from each other at an appropriate interval in the longitudinal direction. The distance from the connecting member 20d disposed at the center to the two adjacent connecting members 20e and 20f is set to be several mm larger than the distance between the auxiliary recesses ds in the hump part A. Similarly, the distance from the connecting member 20e to the outermost connecting member 20g and the distance from the connecting member 20f to the outermost connecting member 20h are the distance between the main recess dm and the auxiliary recess ds in each hump part B1, B2. It is made to be larger by several mm than the interval of. Each connecting member 20 is a solid aluminum square member having a rectangular cross-sectional shape having a width of 30 mm and a height of 10 mm, and through holes 20p that can receive the anchor bolts 30 described below are separated in the width direction of the road. At least two through-holes are formed at the positions.

  <2-3> The central connecting member 20d is fastened to a predetermined position on the road surface by two anchor bolts 30 (an example of fastening means), and then the inner two of the remaining four connecting members 20 are connected. The two connecting members 20e and 20f are fastened to predetermined positions on the road surface by the anchor bolts 30, and the outermost two connecting members 20g and 20h are fastened in the same manner. First, after the central connecting member 20d is fastened to the road surface, the eight hump parts A are temporarily placed so that the connecting member 20d is inserted into the auxiliary recess ds. It is also reasonable to confirm the positions where the connecting members 20e and 20f are to be arranged and to mark the optimal fastening positions of the connecting members 20e and 20f with graphite or adhesive tape. Similarly, the first and second hump parts B1 and B2 are temporarily placed so that the connecting members 20e and 20f already fastened to the road surface are inserted into the auxiliary recesses ds, and then the last two connecting members. The position where 20g and 20h should be fastened can be confirmed, and an index can be attached to the optimum fastening position of the connecting members 20g and 20h with graphite or adhesive tape.

  <2-4> In the manner illustrated in FIG. 8, a total of eight hump parts A are placed on the road surface so that the connecting members 20 d, 20 e, 20 f fastened on the road surface are inserted into the auxiliary recesses ds. To place. Subsequently, a total of eight first and second hump parts B1, B2 are placed on the road surface so that the connecting members 20e, 20f, 20g, 20h fastened on the road surface are inserted into the receiving recesses dm, ds. To place. By the arrangement of the first and second hump parts B1 and B2, the left and right first hump parts B1 having an upward slope in the first direction X1 are connected to each other by the connecting member 20e and the connecting member 20g. The left and right second hump parts B2 having an upward slope in the two directions X2 are connected by the connecting member 20f and the connecting member 20h.

<2-5> As shown in FIG. 9, the remaining eight hump parts C are arranged before and after the first and second hump parts B1 and B2.
<2-6> After confirming that the front, rear, left and right gaps between the hump parts are within the allowable range, a total of eight hump parts A, a total of eight first and second hump parts B1, B2 A total of eight hump parts C are fastened on the road surface by anchor bolts 40 inserted through the through holes H of the respective hump parts.

  As in the case of the first embodiment, the connecting members 20d, 20e, 20f, 20g, and 20h are fitted into the receiving recesses dm and ds of the hump part A and the first and second hump parts B1 and B2. In order to accurately prevent the movement of the hump part A and the first and second hump parts B1 and B2 with respect to the road surface, the hump part A has a rectangular cross-sectional shape corresponding to the cross-sectional shape of the receiving recesses dm and ds. Further, the length of each of the connecting members 20d, 20e, 20f, 20g, and 20h is set on the outer side of the four hump parts A, B, and C that are installed on the road surface and arranged on the left and right. , 20g, 20h should be set so as not to protrude.

  The fastening of the connecting members 20 to the road surface by the anchor bolts 30 is not essential, and the connecting members 20 (three connecting members 20 in the first embodiment and five connecting members 20 in the second embodiment) are as described above. Place the hump parts B and C or the hump parts A, B, and C so that each connecting member 20 is inserted into the receiving recess d, and place all humps. Even when the parts are fastened on the road surface by the anchor bolts 40, the connecting effect by the connecting member 20 can be obtained.

  In the above description of the installation method in the first and second embodiments, it is omitted for the sake of easy understanding, but the bow-shaped hump 100 and the trapezoidal hump 200 after the installation is completed indicate the approach direction of the vehicle and simultaneously hump the driver. A white triangle arrow mark M is added to recognize the presence of the. The arrow mark M is formed using white paint and glass beads on the surfaces of the hump parts B and C so as to reflect the light of the headlight of the vehicle at night to alert the driver.

<Objectives and outline of vehicle driving experiment>
In order to confirm the effectiveness of the installation method according to the present invention for a vehicle deceleration hump, vehicle running experiments were conducted for several installation methods including the method according to the present invention. Specifically, the stability of the hump on the road surface, in other words, the displacement (displacement) of the hump with respect to the road surface as the vehicle travels was digitized and compared. In addition, in order to clarify the difference regarding stability, the fastening to the road surface by the anchor bolt 40 was not performed intentionally.

<Experimental conditions>
(1) Shape of vehicle deceleration hump: A hump having a dimension of 4 m × 4 m in plan view, which is substantially the same as the bow-shaped hump 100 described in the first embodiment, was used.
(2) Experimental method: As shown in FIGS. 10 and 11, the experimental vehicle J is advanced toward the arcuate hump 100 along the center in the width direction of the road at a speed of 30 km / h, and the front wheels of the vehicle are arcuate. A load along the longitudinal direction of the road was applied to the bowed hump 100 by starting to climb to the front end of the hump 100 and applying a brake with a certain strength and temporarily stopping on the bowed hump 100. Then, the degree of displacement of each hump part with respect to the road surface by the action of the load was quantified, and the stability of the hump to the road surface was verified for various hump installation methods.
(3) Experimental vehicle: A four-wheeled passenger vehicle of FF system (front engine / front drive) having a displacement of 1800 cc and a total vehicle weight of 1300 to 1400 kg was designated as experimental vehicle J.

(4) Installation method of vehicle deceleration hump: Four types of methods shown in Table 1 were adopted.
(No. 1) is an installation method in which a total of 16 hump parts are placed on the road surface in a predetermined arrangement without using any connecting member.
(No. 2) connects the four first and second hump parts B1 and B2 arranged in the width direction by two connecting members (30W × 10h × 4000mm aluminum flat bar) Installation method without loading.
(No. 3) connects the four first and second hump parts B1 and B2 arranged in the width direction by two connecting members (30W × 10h × 4000Lmm aluminum flat bar). As shown, an auxiliary load W (300 kg) is placed on the outer second hump part B2.
(No. 4) 2 and no. The four first and second hump parts B1 and B2 arranged in the width direction are connected to each other by two connecting members (25W × 10h × 4000Lmm aluminum flat bars) having different cross-sectional width dimensions from the method 3 described above. An installation method for placing an auxiliary load W (300 kg) on the outer second hump part B2.
As in the case of the first and second embodiments, the width of the main recess dm provided at the bottom of the first and second hump parts B1, B2 is 30 mm. The auxiliary load W placed on the second hump part B2 is a substitute measure for confirming the operation of the step of fastening the connecting member to the road surface.

(5) Quantification method: The product of the displacement (movement amount: mm) of each hump part along the vehicle traveling direction and the side length (1000 mm) of each hump part is the movement area (ΔS) for each hump part. The total moving area ΣΔS (mm ² ) was defined as the total moving area ΔS (mm ² ) obtained for the entire arcuate hump and only the first and second hump parts B1 and B2.

<Experiment result 1>
FIGS. 12, 13, 14, and 15 show the amount of displacement and the direction of displacement of each hump part for each installation method (Nos. 1 to 4) observed after the vehicle running experiment.
Only for the eight hump parts at the center where the wheels of the experimental vehicle J act, a white arrow indicating the direction of deviation is written, and the deviation (mm) is written in the arrow. For hump parts with different amounts of displacement on the left and right, both the amount of displacement at the left end and the amount of displacement at the right end of the hump part are entered. Table 1 shows values obtained by quantifying these deviation amounts by the above method.

As can be understood from the “ratio of the total movement area of the entire hump” and the “ratio of the total movement area of the part B” shown in Table 1, the four firsts arranged in the width direction by the two connecting members. In the installation method (No. 2 to 4) according to the present invention in which the first and second hump parts B1 and B2 are connected to each other, the displacement of the hump with respect to the road surface is the installation method (No. 1) in which no connecting member is used. Thus, the effect of connection by the connecting member was clearly confirmed.
Among the three types of installation methods (No. 2 to No. 4) using two connection members, an installation method in which an auxiliary load W is placed as a substitute for the operation of fastening the connection member to the road surface. (No. 3 and No. 4) have a result that the amount of displacement of the hump is smaller than the installation method (No. 2) in which the load W is not placed, and the utility of the operation of fastening the connecting member to the road surface. Was confirmed.

Next, in the installation method (No. 3 and No. 4) using two connecting members and carrying an auxiliary load W, the width dimension of the cross-section of the connecting member is 30 mm, and hump parts B No. corresponding to the width of the main recess dm provided in In the installation method of No. 3, the width of the cross-section of the connecting member is 25 mm, which is clearly smaller than the width of the main recess dm provided in the hump part B. The result that the amount of displacement of the hump was smaller than the installation method of 4 was obtained. That is, as the connecting member, it is possible to use a connecting member whose cross-sectional width dimension matches the width of the receiving recess d provided at the bottom of the hump part, so that the stability of the vehicle deceleration hump on the road surface is improved. It turned out to be advantageous.
In particular, when the total moving area ΣΔS of the hump part B is compared, this No. The displacement amount in the installation method of No. 3 is No. which does not use a connecting member. The result which shows notably the effect of this invention that it can suppress to about 2% of the displacement amount in the installation method of 1 was obtained.
As can be understood from Table 1, the above verification results substantially coincide with the verification results indicated by “maximum deviation (mm)” indicating the movement amount of the hump part that has moved the most.

  As a result of the above vehicle running experiments, the hump parts constituting the vehicle deceleration humps are connected by a connecting member arranged so as to intersect the longitudinal direction of the road, so that the fastening part of the hump parts from the anchor bolt when the vehicle is running It was proved that the mechanical stress applied to the road is distributed in the width direction of the road. As a result, it was proved that the vehicle deceleration hump installed by the installation method according to the present invention significantly suppresses the damage by the anchor bolt 40 in the peripheral portion of the through hole H provided in the hump part.

[Another embodiment]
As a material constituting the connecting member, not only aluminum but also various types of metals such as stainless steel, steel whose surface is subjected to corrosion resistance treatment such as plating or painting, copper or brass, and resin can be used. Is possible. When using a resin, it is preferable to use FRP (fiber reinforced plastic) reinforced with glass fiber or carbon fiber.
The cross-sectional shape of the connecting member is not limited to a solid rod-shaped member, and if the shape of the side surface is configured by vertical surfaces facing the front and rear corresponding to the receiving recess d of the hump parts, FIG. A rectangular pipe-shaped connecting member 21 as illustrated or a channel-shaped connecting member 22 as illustrated in FIG. 17 can be used. In the case of the rectangular pipe-shaped connecting member 21 or the channel-shaped connecting member 22, the anchor bolt head is housed in a space in the square pipe or channel (groove), so that foreign matter is placed on the upper parts of the connecting members 21 and 22. It is possible to realize a form that does not protrude.

  It can be used as a method for rationally installing a vehicle deceleration hump on the road surface to suppress the speed of the automobile or to call attention at an intersection or the like.

Schematic of a bow hump measuring 4m x 4m Process diagram showing how to install bow hump Sectional view showing the receiving recess and connecting member of the hump parts Another process diagram showing how to install a bow hump Still another process diagram showing how to install a bow hump Schematic of trapezoidal hump measuring 6m x 4m Process diagram showing trapezoidal hump installation method Another process diagram showing how to install a trapezoidal hump Still another process diagram showing how to install trapezoidal hump Schematic showing the method of running a vehicle under certain conditions Schematic showing the method of vehicle running test under different conditions No. Schematic showing the displacement of hump parts in the installation method 1 No. Schematic showing the displacement of hump parts in the installation method 2 No. Schematic showing the displacement of hump parts in the installation method 3 No. Schematic showing the displacement of hump parts in the installation method 4 The perspective view which shows the connection member by another embodiment The perspective view which shows the connection member by another embodiment. Plan view showing a vehicle deceleration hump installed by a conventional method

Explanation of symbols

A, B, C Hump parts d Receiving recess H Bolt hole M Arrow mark 20 Connecting member 30 Anchor bolt (for connecting member)
40 Anchor bolt (for hump parts)
100 Bow Hump 200 Trapezoid Hump

Claims (5)

The longitudinal direction along the longitudinal direction of the road, which is divided into right and left direction along the width direction of the road, to each bottom surface of the at least four hump parts, to form a receiving recess for leaving intersecting extending said longitudinal direction And
At least two bar-like connecting members on the road surface are fastened by anchor bolts so as to intersect the longitudinal direction and be separated from each other in the longitudinal direction, and the heads of the anchor bolts are spaces in the connecting member. is housed in, then,
Placing the at least four hump parts on the road surface while fitting the connecting member on the road surface into the receiving recess;
Due to the arrangement of the hump parts, the left and right first hump parts having an ascending slope in the first direction along the longitudinal direction of the road are connected to each other by one of the two connecting members, and are opposite to the first direction. A method of installing a vehicle deceleration hump in which left and right second hump parts having an upward slope in the second direction are connected by the other of the two connecting members. The connecting member includes a bottom wall portion facing the road surface, a pair of side wall portions extending upward from both ends of the bottom wall portion, and an upper wall portion connecting upper ends of the pair of side wall portions. A first through hole through which the leg portion of the anchor bolt is inserted in the bottom wall portion, and a head portion of the anchor bolt is received in the space in the upper wall portion. The method for installing a vehicle deceleration hump according to claim 1, wherein two through holes are provided . The connecting member is composed of a channel material including a bottom wall portion facing the road surface and a pair of side wall portions extending upward from both ends of the bottom wall portion, and the bottom wall portion includes the The method for installing a vehicle deceleration hump according to claim 1, wherein a through-hole through which the leg of the anchor bolt is inserted is provided . The installation of the vehicle deceleration hump according to any one of claims 1 to 3, wherein the connecting member is formed of a bar-shaped member having a rectangular cross-sectional shape, and the receiving recess includes a wall surface in contact with a side surface of the bar-shaped member. Method. Two humps parts when positioned adjacent to said longitudinal direction, the vehicle decelerating hump according to any one of claims 1 to 4, wherein the receiving recess in the longitudinal direction of the border of each other two hump part is formed Installation method.

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