JP5215982B2 - Pavement - Google Patents

Description

  The present invention relates to a pavement having a function of alerting a driver of a vehicle.

  A pavement having a warning function for calling attention to a driver of a vehicle is known. For example, Patent Document 1 discloses a technique in which a plurality of convex portions are provided on a center line or an outer line of a road, and when the vehicle passes through the convex portions, the vehicle is vibrated to attract attention. In addition, there are known techniques for calling attention by providing a grooved recess on the pavement surface, center line, etc., or providing a road fence.

JP 2002-161518 A

  On highways, one-way streets, etc., there is a problem of causing an accident by going backward on the road due to an oversight of a driver's sign. Therefore, for example, it is conceivable that the convex portion according to Patent Document 1 is formed large to give a large vibration to the driver and urge the driver to go backward.

  However, since the convex portion described in Patent Document 1 has an isosceles trapezoidal cross-sectional shape when viewed from the assistant member direction, vibration (impact) transmitted to the driver when the vehicle travels forward or backwards. Are almost equivalent. Therefore, a large vibration is given to a driver who is moving in the forward direction, which originally does not require attention, which places an unreasonable burden on the driver.

  From such a point of view, the present invention provides a pavement that suppresses vibrations given to the driver when the vehicle travels forward, and alerts the driver by giving large vibrations when the vehicle goes backwards. The task is to do.

  Moreover, the pavement according to the present invention is a pavement having a plurality of recesses arranged side by side in the road extending direction on the pavement surface, and the recesses are formed on the upstream side in the forward direction in succession to the pavement surface. A first surface formed on the pavement surface and a second surface formed on the downstream side in the forward direction, and an internal angle between the pavement surface and the first surface is the pavement surface. It is formed larger than the inner angle with the second surface.

According to this configuration, when the vehicle travels forward, after the vehicle tire enters the concave portion, the vehicle exits the concave portion from the second surface side, which has a gentle slope, and thus the driver is not significantly affected. Thereby, the burden with respect to a driver | operator at the time of getting out of a recessed part can be made small.
On the other hand, when the vehicle turns backward, the tires of the vehicle enter the recess and then exit the recess from the steep first surface side, so that a relatively large vibration can be given to the driver. That is, when the vehicle goes backward, the tire collides with the steep first surface and the tire is pushed upward, so that a large vibration can be given to the driver. Thereby, it is possible to alert the driver.

  According to the present invention, it is possible to provide a pavement that suppresses vibrations given to a driver when the vehicle is traveling forward, and gives a large vibration to the driver to alert the driver when the vehicle goes backward. Can do.

It is the perspective view which showed the pavement which concerns on reference embodiment. It is the figure which showed the convex part which concerns on reference embodiment, Comprising: (a) is a perspective view, (b) is a sectional side view. It is the sectional side view which showed the 1st modification thru | or the 3rd modification of the convex part which concerns on reference embodiment. It is the figure which showed the recessed part which concerns on 1st embodiment, Comprising: (a) is a perspective view, (b) is a sectional side view. It is the sectional side view which showed the construction method of the pavement which concerns on 1st embodiment in steps. It is the sectional side view which showed the 1st modification thru | or the 3rd modification of the recessed part which concerns on 1st embodiment.

As shown in FIG. 1, the pavement 1 according to the reference embodiment includes a pavement main body 1 a and a plurality of convex portions 2 projecting from the pavement main body 1 a. In the present embodiment, the pavement 1 is formed in the vicinity of the entrance of the approach road in a one-way section such as an approach road for entering the main road of the expressway.

  The pavement main body 1a is a portion where a vehicle or the like travels, and is formed on the roadbed R with a predetermined thickness. The pavement main body 1a is formed of an asphalt mixture in this embodiment. A pair of outer lines G and G are formed on both sides of the pavement surface 1b of the pavement main body 1a. In the present embodiment, the arrow Y1 direction shown in FIG. 1 is forward and the Y2 direction is backward. The “upstream side” refers to the upstream side in the forward direction, and the “downstream side” refers to the downstream side in the forward direction.

  In the present embodiment, the pavement main body 1a is formed of an asphalt mixture, but the material is not particularly limited, and may be asphalt concrete, cement concrete, or the like.

  The convex part 2 is a part that urges the driver of the vehicle to be alerted by applying vibration to the vehicle. In this embodiment, between the outer lines G and G of the pavement surface 1b, four convex portions 2 having the same shape are arranged side by side in the road extending direction. In this embodiment, the width of the convex portion 2 is slightly shorter than the length between the outer lines G and G.

  As shown in FIGS. 2A and 2B, the convex portion 2 is erected substantially vertically from the lower surface 11, the upper surface 12 formed in a convex shape upward from the pavement surface 1b, and the pavement surface 1b. It has a pair of side surfaces 13 and 14. In the present embodiment, the convex portion 2 is formed of a mixture of hard aggregate and binder.

  The lower surface 11 is a part which contacts the pavement surface 1b, and is formed in a rectangular shape in plan view. The upper surface 12 of the convex part 2 is comprised by the curved surface, and exhibits the rounded external appearance. As shown in FIG. 2B, the vertex P <b> 3 that is the highest position on the upper surface 12 is located on the downstream side of the intermediate position of the convex portion 2.

  The upper surface 12 has a first upper surface 12a formed on the upstream side in the forward direction and a second upper surface 12b formed on the downstream side in the forward direction. The first upper surface 12a is continuous from the pavement surface 1b and is formed from an upstream base end point P1 to an apex P3, which is a base end point on the upstream side in the forward direction. That is, the first upper surface 12a is inclined in a direction away from the pavement surface 1b as it travels in the forward direction. The first upper surface 12a corresponds to a “first surface” according to claim 1 of the claims.

  The second upper surface 12b is continuous from the pavement surface 1b and is formed from the downstream base end point P2 to the apex P3, which is the base end point on the downstream side in the forward direction. The second upper surface 12b corresponds to a “second surface” according to claim 1 of the claims. The curvature of the second upper surface 12b is larger than the curvature of the first upper surface 12a. The side surfaces 13 and 14 have the same shape and are erected in parallel with the road extending direction.

  Here, as shown in FIG. 2B, a point where a tangent line m1 of the first upper surface 12a at the upstream base end point P1 and a tangent line m2 of the second upper surface 12b at the downstream base end point P2 intersect with the virtual point P4. To do. In this embodiment, since the upper surface 12 of the convex part 2 is comprised by the curved surface, "the interior angle of a pavement surface and a 1st surface" which concerns on Claim 1 of a claim is the upstream base end point P1, The angle (inner angle α) including the upstream base end point P1 in the virtual triangle formed by the downstream base end point P2 and the virtual point P4. In addition, the “inner angle between the pavement surface and the second surface” according to claim 1 of the claims refers to a virtual triangle formed by the upstream base end point P1, the downstream base end point P2, and the virtual point P4. Of these, the angle (inner angle β) including the downstream-side base end point P2. In the present embodiment, the inner angle β is larger than the inner angle α. Adjacent protrusions 2 and 2 are arranged with a gap W1.

  The inner angle α and the inner angle β of the convex portion 2 may be appropriately set according to the installation conditions of the pavement 1, but for example, within the range of 0 degree <α ≦ 30 degrees and 15 degrees <β ≦ 120 degrees, the inner angle β Is preferably set to be larger than the inner angle α. Moreover, also in the height of the convex part 2, the adjacent convex part 2, 2 space | interval W1, etc., it is preferable to set the height of the convex part 2 within 20 cm, and the space | interval W1 within 200 cm suitably, for example.

  Next, the construction method of the convex part 2 will be described. In the present embodiment, the convex portion 2 is formed by a neat method after the pavement main body 1a is formed. After applying a primer (acrylic resin) as an adhesive to the pavement surface 1b, a hard aggregate mixture in which hard aggregate and binder are mixed is formed into the shape of the convex portion 2 and constructed.

  In addition, in this embodiment, although the convex part 2 was constructed | assembled by the neat method, it is not restrict | limited to this. For example, a convex part may be formed with secondary products, such as resin, and this convex part may be attached to the pavement surface 1b via a fastener or a primer. Further, the material of the convex portion is not particularly limited, and may be formed of, for example, an asphalt mixture or cement concrete.

Next, the effect of the pavement 1 which concerns on this embodiment is demonstrated.
<When the vehicle goes forward>
When the vehicle moves in the forward direction, the vehicle tire moves from the pavement surface 1b to the first upper surface 12a of the convex portion 2 (see FIG. 1) in the first row. At this time, since the first upper surface 12a is formed with a gentle gradient, the driver does not receive much vibration.

  When the vehicle tire gets over the convex portion 2, the vehicle tire comes into contact with the pavement surface 1b again. Since the height of the convex portion 2 is low, the vertical movement of the vehicle is relatively small. Thereby, the vibration given to the driver | operator at the time of getting over the convex part 2 from an antegrade side can be made small.

<When the vehicle goes backwards>
When the vehicle moves in the reverse direction, the vehicle tire faces the second upper surface 12b of the convex portion 2 (see FIG. 1) in the fourth row from the pavement surface 1b. The second upper surface 12b is formed with a steep slope, and the second upper surface 12b is formed with a curved surface that is convex upward. Thereby, when the vehicle goes backward, the tire of the vehicle collides with the second upper surface 12b and the tire is pushed upward, so that a great vibration (uncomfortable feeling) can be given to the driver. In other words, when the movement distance in the horizontal direction until it gets over the convex portion 2 according to the present embodiment is compared between the forward direction and the reverse direction, the reverse direction becomes shorter. For this reason, in reverse, since the convex part 2 must be mounted over a short horizontal movement, the impact when getting over the reverse is also greater. Thereby, a big vibration can be given to a driver | operator.

  When the vehicle tire passes the apex P3 of the convex portion 2, the vehicle surface moves from the first upper surface 12a to the pavement surface 1b. And the tire of a vehicle collides with the 2nd upper surface 12b of the convex part 2 of the 3rd row similarly to the 4th row. In the present embodiment, since the convex portions 2 are arranged in four rows, a large vibration can be given to the driver four times.

  Therefore, according to the pavement 1, since the vibration given to the driver can be reduced when the vehicle travels forward, the burden given to the driver can be reduced. On the other hand, when going backwards, a large vibration can be given to the driver, so that attention can be drawn.

  Moreover, a driver | operator can be alerted repeatedly by arranging two or more convex parts 2 in the extension direction of a road. In addition, by increasing the width of the convex portion 2 in the auxiliary member direction, even if the vehicle travels near one of the outer lines G, the tire of the vehicle rides on the convex portion 2, so that attention is surely drawn. be able to.

  Moreover, since the 2nd upper surface 12b of the convex part 2 is formed in the curved surface which becomes convex upwards, while preventing the tire of a vehicle from hitting the convex part 2 too much, a tire can be prevented. Further, it is possible to prevent the convex portion 2 itself from being lost.

  In the present embodiment, the height (height from the pavement surface 1b to the apex P3) and the width of the convex portion 2, the curvature of the first upper surface 12a and the second upper surface 12b, the interval W1 between the adjacent convex portions 2, etc. What is necessary is just to set suitably according to the outer speed of the tire of the vehicle which is assumed, the vehicle speed of object, etc. Moreover, what is necessary is just to set suitably the magnitude | size of the convex part 2, the number of installation, an arrangement | sequence, etc. according to installation conditions. For example, a plurality of convex portions 2 having a short width may be arranged side by side so as to form a staggered shape as a whole.

[First Modification to Third Modification]
Next, a modification according to the first embodiment will be described. Although the convex part 2 which concerns on 1st embodiment was formed as mentioned above, it is not restrict | limited to this shape. Here, the first modified example 2A to the third modified example 2C, which are modified examples of the convex portions, will be described. In addition, since structures other than a convex part are equivalent to 1st embodiment, description other than a convex part is abbreviate | omitted.

  The first modification 2A of the convex portion shown in FIG. 3A is different from the first embodiment in that it is formed in a triangular shape in a side view. That is, the first modification 2A has the lower surface 11, the first upper surface 12a, and the second upper surface 12b. Each surface is formed as a flat surface. When the upper surface 12 is formed as a flat surface as in the first modification 2A, the “inner angle between the pavement surface and the first surface” according to claim 1 of the claims constitutes the upper surface 12. The angle (inner angle α) including the upstream base point P1 among the polygons formed by the respective surfaces and the pavement surface 1b. In addition, the “inner angle between the pavement surface and the second surface” according to claim 1 of the claims refers to the downstream side of the polygon formed by the surfaces constituting the upper surface 12 and the pavement surface 1b. An angle (inner angle β) including the end point P2. In the first modification 2A, the inner angle β formed by the pavement surface 1b and the second upper surface 12b is formed larger than the inner angle α formed by the pavement surface 1b and the first upper surface 12a.

  The second modification 2B of the convex portion shown in FIG. 3B is different from the first embodiment in that it is formed in a trapezoidal shape when viewed from the side. That is, the second modification 2B includes the lower surface 11, the first upper surface 12a, the second upper surface 12b, and the horizontal surface 12c. The second upper surface 12b is formed perpendicular to the pavement surface 1b. In the second modification 2B, the inner angle β formed by the pavement surface 1b and the second upper surface 12b is larger than the inner angle α formed by the pavement surface 1b and the first upper surface 12a.

  According to the first modification 2A and the second modification 2B, the second upper surface 12b is formed with a steep slope as compared with the first upper surface 12a. Thereby, there can exist an effect similar to 1st embodiment.

3C of the convex part shown to (c) of FIG. 3 is different from 1st embodiment by the point formed in the side view triangle shape. Moreover, it differs from the first modification 2A in that the internal angle β is an obtuse angle.
The first modification 2C includes a lower surface 11, a first upper surface 12a, and a second upper surface 12b. Each surface constituting the first modification 2C is formed as a flat surface. In the third modification 2C, the inner angle β formed by the pavement surface 1b and the second upper surface 12b is formed larger than the inner angle α formed by the pavement surface 1b and the first upper surface 12a. In the third modification 2C, the planes including the vertex P3 are formed at an acute angle.

  As described above, in the third modification 2C, the planes including the vertex P3 are formed at an acute angle, and thus when the vehicle travels in the backward direction, the vertex P3 collides with the tire of the vehicle. Thereby, when a vehicle reverses, a bigger vibration (impact) can be given. On the other hand, since the second upper surface 12b is formed with a gentle gradient, vibrations given to the driver can be suppressed when the vehicle travels forward.

[ First embodiment]
Next, a first embodiment of the present invention will be described. As shown in (a) and (b) in FIG. 4, pavement 1A according to the first embodiment, in place of the convex portion 2 according to the first embodiment, provided with a recess 32. The first embodiment is the same as the reference embodiment except for the configuration of the recess 32, and therefore, a duplicate description is omitted.

  As shown in FIGS. 4A and 4B, the recess 32 is recessed in the pavement surface 1b. The recess 32 is a part that prompts the driver of the vehicle to call attention. The recess 32 is formed of a first bottom surface 42a formed on the upstream side in the forward direction, a second bottom surface 42b formed on the downstream side, and a pair of side surfaces 43 and 44 formed in the width direction. . The interior of the recess 32 is formed hollow.

  The 1st bottom face 42a and the 2nd bottom face 42b are formed in the plane, and incline below from the pavement surface 1b, respectively. The first bottom surface 42 a is formed from the upstream base end point Q 1, which is the upstream base end point, to the lowest point Q 3 of the recess 32. That is, the first bottom surface 42a is inclined in a direction away from the pavement surface 1b as it travels in the forward direction. The first bottom surface 42a corresponds to a “first surface” according to claim 2 of the claims.

  The second bottom surface 42 b is formed from the downstream base end point Q 2, which is the downstream base end point, to the lowest point Q 3 of the recess 32. That is, the second bottom surface 42b is inclined in a direction approaching the pavement surface 1b as it travels in the forward direction. The second bottom surface 42 b corresponds to a “second surface” according to claim 2 of the claims.

  Here, when the recessed part 32 is formed in a plane, the "inner angle between the pavement surface and the first surface" according to claim 2 of the claims means each surface constituting the recessed part 32 and the pavement surface 1b. And an angle (inner angle γ) including the upstream base end point Q1. In addition, the “inner angle between the pavement surface and the second surface” according to claim 2 of the claims refers to the downstream base end point of the polygon formed by each surface constituting the bottom surface 42 and the pavement surface 1b. The angle (inner angle δ) including Q2. As shown in FIG. 4B, the internal angle γ formed by the pavement surface 1b and the first bottom surface 42a is larger than the internal angle δ formed by the pavement surface 1b and the second bottom surface 42b.

  The side surfaces 43 and 44 are formed perpendicular to the pavement surface 1b. The side surfaces 43 and 44 have the same shape, and are provided in parallel to the road extending direction. Adjacent recesses 32, 32 are disposed with an interval W2.

  The interior angle γ and the interior angle δ of the recess 32 may be appropriately set according to the installation conditions of the pavement 1, but for example, the interior angle γ is in the range of 20 degrees ≦ γ ≦ 90 degrees and 0 degrees <δ ≦ 45 degrees. It is preferable to set so as to be larger than the inner angle δ. Moreover, it is preferable to set suitably the space | interval W2 of the adjacent recessed parts 32 and 32 within 200 cm.

  Next, a method for constructing the recess 32 will be described. In the present embodiment, the recess 32 is formed using a mold member after the paving body 1a is newly provided.

  As shown in FIGS. 5A and 5B, the recess 32 pushes a mold member 51 having an outer shape equivalent to the recess 32 into the pavement surface 1b after the pavement main body 1a is constructed. Then, if necessary, a weight is placed on the mold member 51 and left for a predetermined time. It is preferable to push the mold member 51 before the pavement main body 1a is cured.

  Next, as shown in FIG. 5C, when a predetermined time has elapsed, the mold member 51 is removed from the pavement main body 1a to form the recess 32.

  In addition, about the construction method of the recessed part 32, it is not restrict | limited to an above-described construction method. For example, the recessed portion 32 may be constructed by cutting the paved surface of a newly established paved main body 1a or an existing paved body with a cutter or the like.

Next, the effect of the pavement 1A according to the present embodiment will be described.
<When the vehicle goes forward>
When the vehicle moves in the forward direction, the tire of the vehicle moves from the pavement surface 1b to the first bottom surface 42a of the recess 32 in the first row, and further to the second bottom surface 42b. Since the depth of the recess 32 is shallow, the vertical movement when the vehicle tire enters the recess 32 is relatively small. In addition, since the second bottom surface 42b has a gentle slope, the tire transitions relatively smoothly when the vehicle tire moves from the second bottom surface 42b to the pavement surface 1b. Thereby, when the vehicle travels forward, it is possible to reduce the vibration given to the driver of the vehicle.

<When the vehicle goes backwards>
When the vehicle moves in the reverse direction, the vehicle tire moves from the pavement surface 1b to the second bottom surface 42b of the recess 32 in the fourth row, and then faces the first bottom surface 42a. Since the first bottom surface 42a is formed with a steep slope, the tire of the vehicle collides with the first bottom surface 42a, and the tire is pushed upward. In other words, when the vehicle tire that has entered the deepest position of the concave portion 32 according to the present embodiment travels in the horizontal direction until it gets over the concave portion 32 in the forward direction and the reverse direction, the reverse direction becomes shorter. . For this reason, in reverse, since the recess 32 must be overcome during a short horizontal movement, the reverse impact is also greater when going over. Thereby, a big vibration (discomfort) can be given to a driver | operator. In this embodiment, since the recesses 42 are arranged in four rows, a large vibration can be given to the driver four times.

  Therefore, according to the paved body 1A, when the vehicle travels along the recess 32, the vibration given to the driver can be reduced, so that the burden given to the driver can be reduced. On the other hand, when going backwards, a large vibration can be given to the driver, so that attention can be drawn.

  In the present embodiment, the depth of the recess (distance from the pavement surface 1b to the lowest point Q3) and width, the interval W2 between the adjacent recesses 32, and the like are the assumed speed of the vehicle and the outer diameter of the tire of the target vehicle. What is necessary is just to set suitably according to etc. Note that the size, the number of installations, the arrangement, and the like of the recesses 32 may be set as appropriate according to the installation conditions.

Next, a modification according to the first embodiment will be described. The recess 32 according to the first embodiment is formed as described above, but is not limited to this shape. Here, the first modification 32A to the third modification 32C, which are modifications of the recesses, will be described. In addition, since structures other than a recessed part are equivalent to 1st embodiment, description other than a recessed part is abbreviate | omitted.

The first modification 32A of the recess shown in FIG. 6A is different from the first embodiment in that both the first bottom surface 42a and the second bottom surface 42b are formed with curved surfaces that are convex upward. To do. Here, a point where the tangent line n1 of the first bottom surface 42a at the upstream base end point Q1 and the tangent line n2 of the second bottom surface 42b at the downstream base end point Q2 intersect is defined as a virtual point Q4. When each surface of the concave portion is formed of a curved surface as in the first modification, the “inner angle between the pavement surface and the first surface” according to claim 2 of the claims refers to the upstream base point Q1. The angle (inner angle γ) including the upstream base end point Q1 in the virtual triangle formed by the downstream base end point Q2 and the virtual point Q4. In addition, the “inner angle between the pavement surface and the second surface” according to claim 2 of the claims is a virtual triangle formed by the upstream base end point Q1, the downstream base end point Q2, and the virtual point Q4. The angle (inner angle δ) including the downstream base end point Q2. In the first modification 32A, the inner angle γ is larger than the inner angle δ.

The second modified example 32B of the recess shown in FIG. 6B is different from the first embodiment in that it is formed in a trapezoidal shape when viewed from the side. That is, the first modification example 32B has a first bottom surface 42a, a second bottom surface 42b, and a horizontal surface 42c. The first bottom surface 42a is formed perpendicular to the pavement surface 1b. The second bottom surface 42b is formed with a gently inclined surface. The internal angle γ formed by the pavement surface 1b and the first bottom surface 42a is larger than the internal angle δ formed by the pavement surface 1b and the second bottom surface 42b.

According to the first modified example 32A and the second modified example 32B, the first bottom surface 42a is formed to be steeper than the second bottom surface 42b. Thereby, the effect similar to 1st embodiment can be acquired.

A third modified example 32C of the recess shown in FIG. 6C is different from the first embodiment in that the internal angle γ is an obtuse angle. The third modification 32C has a first bottom surface 42a and a second bottom surface 42b. The internal angle γ between the pavement surface 1b and the first bottom surface 42a is formed larger than the internal angle δ between the pavement surface 1b and the second bottom surface 42b. Thereby, the 3rd modification 32C can acquire the same effect as a first embodiment.

  Moreover, the interior angle γ between the pavement surface 1b and the first bottom surface 42a is formed as an obtuse angle. Thereby, the corner | angular part containing the upstream base end point Q1 becomes a sharp shape toward diagonally upward. Therefore, when the retrograde vehicle gets over the recess 32C, the vehicle tire collides with the corner portion and is pushed upward, so that a large vibration (uncomfortable feeling) can be given.

  Although the embodiments of the present invention have been described above, design changes can be made as appropriate without departing from the spirit of the present invention. For example, the above-described convex portions and concave portions may be provided in a newly installed pavement main body, or may be provided in an existing pavement main body. Moreover, you may provide an above described convex part and a recessed part on the center line and outer side line | wire formed in a pavement surface. Moreover, you may provide the above-mentioned convex part and recessed part over the whole extension direction of a one-way path, for example.

DESCRIPTION OF SYMBOLS 1 Pavement body 1A Pavement body 1a Pavement main body 1b Pavement surface 2 Convex part 11 Bottom surface 12 Upper surface 12a First upper surface (first surface)
12b Second upper surface (second surface)
13 Side surface 14 Side surface 32 Concave portion 42a First bottom surface (first surface)
42b Second bottom surface (second surface)
43 Side 44 Side Y1 Forward direction Y2 Reverse direction α Interior angle β Interior angle γ Interior angle δ Interior angle

Claims (1)

A pavement having a plurality of recesses arranged side by side in the road extending direction on the pavement surface,
The recess is
A first surface formed on the upstream side in the forward direction and continuous with the pavement surface; and a second surface formed on the downstream side in the forward direction and continuous with the pavement surface;
An interior angle between the paved surface and the first surface is formed larger than an interior angle between the paved surface and the second surface.

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