EP3339514B1 - Système permettant d'éviter la formation de joints après l'installation d'un regard dans un revêtement routier - Google Patents

Système permettant d'éviter la formation de joints après l'installation d'un regard dans un revêtement routier Download PDF

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Publication number
EP3339514B1
EP3339514B1 EP17208617.5A EP17208617A EP3339514B1 EP 3339514 B1 EP3339514 B1 EP 3339514B1 EP 17208617 A EP17208617 A EP 17208617A EP 3339514 B1 EP3339514 B1 EP 3339514B1
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European Patent Office
Prior art keywords
sealing agent
sealant
road
cap
road surface
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EP17208617.5A
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German (de)
English (en)
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EP3339514A1 (fr
Inventor
Kolja Hester
Jens Lorenz
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Individual
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02D—FOUNDATIONS; EXCAVATIONS; EMBANKMENTS; UNDERGROUND OR UNDERWATER STRUCTURES
    • E02D29/00—Independent underground or underwater structures; Retaining walls
    • E02D29/12—Manhole shafts; Other inspection or access chambers; Accessories therefor
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02D—FOUNDATIONS; EXCAVATIONS; EMBANKMENTS; UNDERGROUND OR UNDERWATER STRUCTURES
    • E02D29/00—Independent underground or underwater structures; Retaining walls
    • E02D29/12—Manhole shafts; Other inspection or access chambers; Accessories therefor
    • E02D29/14—Covers for manholes or the like; Frames for covers
    • E02D29/149—Annular gaskets
    • E—FIXED CONSTRUCTIONS
    • E03—WATER SUPPLY; SEWERAGE
    • E03B—INSTALLATIONS OR METHODS FOR OBTAINING, COLLECTING, OR DISTRIBUTING WATER
    • E03B9/00—Methods or installations for drawing-off water
    • E03B9/02—Hydrants; Arrangements of valves therein; Keys for hydrants
    • E03B9/08—Underground hydrants
    • E03B9/10—Protective plates or covers

Definitions

  • the invention relates to a system for avoiding grout after the installation of a road cap in a road surface, with a road cap, wherein the road cap has a cover and is provided in the installed state in its upper limit to the pavement with a sealant to prevent cracking in the pavement.
  • Road caps are installed in roads and serve to access fittings of utility lines laid under the roads. They are placed on a prepared surface, for example, gravel, on the appropriate fitting. Then they are usually after application of another gravel layer with a road surface, usually with asphalt, poured so that their surface with the street level is flat. The lid is removable to get to the fitting, and is usually secured by a bolt against removal.
  • cast iron street caps were made, but they are rust susceptible and difficult to handle because of their weight. Therefore, one has begun to make them usually made of plastic. The invention is applicable to both.
  • bitumen tape (TOK tape) was annularly placed around the periphery of the top of the road cap and pressed to keep it from sticking. Since this was a time-consuming step on the job site, especially by cutting to the correct length, it was often not carried out by contractors. In addition, the connection with the asphalt was often not satisfactory, especially if bitumen was missing in one place, because the impact of the two band ends was not exactly executed. In addition, it often came to the construction site to impurities, so that the connection of the tape to the road cap was often unsatisfactory.
  • the DE 196 09 776 A1 proposes to place a sealant depot at the top of the road cap at the boundary to the pavement and to heat it after application of the pavement layer so that it melts and fills the gap between the pavement and the pavement.
  • heating is a separate step on the construction site.
  • the sealant depot is a jacket with holes from which the sealant can escape when heated to connect to the asphalt.
  • the sealant depot can be filled before or it is filled after the application of asphalt layers, but then again a step on the site is required. Again, there is a risk of damage to the sealant depot during transport and installation.
  • the DE 10 2013 203031 A1 suggests a road cap with sealant ring.
  • the DE 10 2013 203 029 A1 proposes to place at the upper limit of the road cap a spacer ring, which is removed after installation, and then pour this area with sealant. Also, this pouring is an effort that is too expensive to run on the job site.
  • beats DE 10 2013 204 248 A1 a system of the type mentioned, in which a sealant ring is provided, which is such that it becomes liquid at the temperature occurring during the asphalting in order to produce a largely filled gap.
  • the temperature range at which the sealant liquefies must be very accurately matched to the temperature of the pavement topcoat and it must not be allowed to pass much time until the applied pavement topcoat is rolled.
  • the problem is namely that the asphalt has the highest heat during application and the hot material of all applied layers each come into contact with the sealant during application, melts the sealant and combines with the applied asphalt layer. If, with a height adjustable road cap, it is to be pulled up for the application of the next layer, then the sealant would be destroyed by tearing it apart.
  • the invention is therefore an object of the invention to produce a uniform and homogeneous sealant border, which is free of depressions between the road cap and the paving cover layer and continue to Damage to the sealant ring during transport or when working prior to rolling of the paving surface layer.
  • the road cap is equipped at its upper outer edge with a sealant ring designed such that the sealant of the sealant ring in a temperature range corresponding to the rolling temperature of the paving cover layer can connect to the paving cover layer in that a thermal protection cap is provided which protects the sealant ring from softening by asphalting and that the thermal protection cap is removable prior to rolling of the paving cover layer, forming an air gap in the width of the outer wall of the thermal protection cap so as to transfer heat upon application of the asphalt the paving surface layer is prevented on the sealant ring, and that only when rolling the air gap through the material compaction of the paving cover layer closes such that thereby the paving cover layer with the Dichtmit tel of the sealant ring connects to a sealant edge.
  • the invention is based on the finding that the asphalt, in particular that of the paving cover layer, must not come into contact with the sealant in the uncompacted state.
  • the heat protection cap not only avoids this contact, it also simultaneously excludes any damage to the sealant ring before rolling of the paving surface layer, both mechanical and thermal, including transport damage, and in particular damage to the structure of the road from several asphalt layers.
  • An idea of the invention further consists in that a rolling of the road is not possible without removing the heat protection caps, as well as on the street caps must be rolled away. It is thus guaranteed that the very simple removal of the heat protection caps is not easily forgotten. However, should not be rolled immediately after this removal, so there is still no danger that the sealant of the sealant ring melts, as between the latter and the asphalt by the removal of the heat protection cap an air gap has arisen, which prevents melting of the sealant even if the temperature of the asphalt considerably, z. B. 50 to 100 ° C, above the melting temperature the sealant is located. If the paving surface layer is then rolled, then it is compressed at the same time and the air gap is closed by this compression.
  • the sealing material can no longer flow uncontrollably, but remains in the assigned area of action and in this way around the street cap a uniform , homogeneous sealant border arises.
  • the sealant can not flow away even if it is liquid due to a high asphalt temperature, since it has no way to flow uncontrollably somewhere and thus remains in the border region of the road cap for road surface topcoat. This also guarantees that no unfilled depressions occur in the area of the sealant border.
  • the road cap on the outer, upper periphery has a projection on which the sealant ring and the heat protection cap can be supported.
  • the sealant ring is securely held in position and is protected on all sides by overhang and heat protection cap, in particular, he can not come from below with asphalt during asphalting and thereby melt prematurely.
  • an overlap of the upper side can also be provided on the sealant ring, so that it is held.
  • the sealant ring can also be adhered to the street cap to ensure better adhesion.
  • sealant ring overhangs the upper edge of the upper part and thereby forms a bead-like material reservoir is particularly advantageous. This ensures that sufficient sealant is present to provide a sealant border of the roadside cap that is absolutely flat with the paving topcoat so no water can remain in a well.
  • the heat protection cap should be made of a material that is not destroyed at a temperature that occurs during asphalting and at least the outer walls are poorly heat-conducting.
  • it should consist of a heat-resistant plastic, the usual temperatures of withstands liquid asphalt and is so poorly heat-conducting on the outer wall that the sealant ring can not melt when the asphalt of the road surface covering layer is applied. This is particularly important because this asphalt has a temperature that is above the melting temperature of the sealant, which is in the lower temperature range of the rolling temperature of the paving topcoat.
  • An expedient embodiment of the heat protection cap is that it has a double wall with intermediate space in its edge region. The purpose is that the gap provides for good thermal insulation and thus no heat transfer from the hot asphalt of the paving surface layer to the sealant takes place, which could lead to a melting.
  • stiffening webs are arranged between the double walls of the heat protection cap, a higher mechanical stability is provided, which protects even better against damage.
  • thermal protection cap provides that it has on its underside supports, by which it is supported on the road cap. This can be avoided that it comes into contact with the sealant ring, in particular, if this protrudes through a material reservoir on the top of the street cap.
  • Such supports can also wear the heat protection cap for heat protection caps that do not rest on a projection. The latter is often the case with cast-iron road caps, since the casting technology design of such projections are a high cost.
  • Such supports also ensure that the heat protection cap remains stable even when asphalt layers are applied so that they temporarily cover the road cap, this is the rule for manufacturing reasons.
  • heat protection caps can also be used several times. All you have to do, for example through a deposit system, is to collect them at the construction site and send them back for reuse.
  • the material of the sealant ring expediently has a melting temperature in the range between 120 ° and 150 ° C. By choosing the melting temperature, it must be guaranteed that when rolling the paving surface layer to a compound of the same comes with the sealant, even if the material of the paving topcoat has cooled a little more by a delay in rolling.
  • the melting temperature of the sealant ring When choosing the melting temperature of the sealant ring no exact vote in relation to the temperature of the paving topcoat is required. Although it must be tuned to the extent that it comes to the compound during rolling, the other limit of the temperature range to be observed is extremely flexible, which is a particular advantage of the invention: it has no adverse consequences when the asphalt of the surfacing top layer is still little cooled because the roller is used immediately after the asphalt has been applied. Then just the sealant is liquid to a greater extent, which does not matter because it forced by the compaction of the asphalt during rolling with closure of the air gap must remain in the area in which the sealant edge of the road cap is to arise. In this way, the contractor is not required to adhere to strict time management so that the sealant bonds with the asphalt of the top surfacing course.
  • sealant does not necessarily have to be always changed in its melting temperature when using a different asphalt that is applied hotter or less hot.
  • a setting on a hotter asphalt possible because you wait with the rollers still something until a certain cooling has occurred.
  • the material of the sealant ring is a mixture of polymer and bitumen.
  • the melting temperature in the desired range for example as listed above, can be set for this material mixture.
  • this material is so elastic that it can absorb temperature-related expansions and shrinkage even in strong sunlight in midsummer on the one hand and frost on the other hand, without causing cracks.
  • As good mixing ratio has been proven when the Polymer and bitumen mixture is approximately half. "Approximately” means here that variations are included to set the melting temperature.
  • the road cap consists of a lower part and a telescopically displaceable upper part with the lid.
  • the purpose is the following: In most cases, road surfaces are applied in multiple layers, and there is often a need to temporarily put a road into service after application of the base, even if it is only for site traffic. Therefore, the height adjustment of the road cap must be made flexible by the adjustment of the upper part relative to the lower part, so as not to endanger ongoing traffic through outstanding tops.
  • the road cap with sealant ring before delivery to a construction site already provided with the heat protection cap so that the latter during transport and installation - especially in the application of asphalt layers - the sealant ring also protects against mechanical damage and / or contamination.
  • the function of the system according to the invention is protected against any impairment.
  • the equipment of the road cap with a projection is particularly useful because it compresses the asphalt in the edge region of the road cap particularly well when pressed down.
  • This measure can also be applied in the area of the underlying asphalt layers to ensure that these layers are sufficiently solidified in the edge region of the road cap.
  • Fig. 1 shows a road cap 1 according to the invention in the installed state in section.
  • This road cap 1 is designed as a height-adjustable road cap, which consists of a lower part 3 and a telescopically in this height-displaceable upper part 4.
  • Thecontractnverschieb sadness is indicated by the double arrow 14.
  • an arranged between the lower part 3 and upper part 4 elastic ring 13 ensures that the upper part 4 is self-adjusting adjustable.
  • Road caps 1 have a lid 5, since their purpose is to get to installed under the street fittings 15 to operate them can.
  • such a road cap 1 is placed on a ballast layer 2 "" during the construction of the road via the valve 15 and then the road surface 2 is built up in layers, for example a further ballast layer 2 "', a coarse asphalt layer 2" and finally a road surface covering layer 2', which then forms the street level 16 of the final roads.
  • the top of the street cap 1 with the lid 5 must either be flat with this street level 16, or set slightly lower. However, it must not be higher in any case, to avoid that, for example, a snowplow damage the street cap 1.
  • a problematic point when installing for road caps 1 in the road surface 2 is the upper boundary of the road cap 1 to the surface covering layer 2 '.
  • By different temperatures it comes to expansions and shrinkage of the pavement surface layer 2 ', which is particularly problematic there and can lead to cracking, where this paving cover layer 2' to another material, such as the road cap 1, adjacent, which slightly different expansions and shrinkages Temperature changes.
  • a sealant border 6 ' is provided, which is produced by means of the system according to the invention for the prevention of joint formation after the installation of a road cap 1 in a road surface 2 by the last rolling. This is going to happen Fig. 2 and 3 described in more detail.
  • Fig. 2 shows a partial view of the road cap 1 in the uninstalled state in section.
  • the upper part of the road cap 1, preferably the upper part 4, is equipped according to the system according to the invention with a sealant ring 7 which contains the sealant 6, which forms the sealant border 6 'after installation.
  • This sealant ring is positioned at the upper end of the street cap 1, preferably with a bead-like material reservoir 12, so that the material can in any case form a sealant border 6 'that is level with the street level 16 and has no depression.
  • the sealant ring is located above a projection 11, and is covered by a heat protection cap 8, which has on its outer edge two walls 10, 10 ', between which there is a gap 10 ".
  • the road cap 1 is preferably factory-equipped with the heat protection cap 8 so that it prevents any damage or contamination of the sealant ring 7 even during transport to the site.
  • the street cap 1 is installed in the usual way, with the heat protection cap 8 still remaining on the road cap 1. In particular, it must also remain on the road cap 1 when the last layer of the road surface 2, namely the road surface covering layer 2 'is applied. Due to the double wall 10, 10 'with the gap 10 ", the heat protection cap 8 protects the sealant ring 7 from the hot asphalt of the paving surface layer 2', since this would otherwise liquefy the sealant 6.
  • the heat protection cap 8 It is expedient to provide the heat protection cap 8 with supports 18, with which it is supported on the top of the street cap 1. This higher stability is particularly necessary when temporarily laying asphalt layers over the road cap 1. Such supports 18 also ensure that the heat protection cap 8 can not be pressed down on the sealant ring 7, since this could otherwise stick to the heat protection cap 8, which could destroy the sealant ring 7 when removing the heat protection cap 8. In order to prevent such sticking, it is also expedient to provide a gap 20 between the sealant ring 7 and the wall 10 of the heat protection cap 8.
  • Fig. 3 shows the preparation of the sealant border 6 'by means of the system according to the invention.
  • the first loose paving surface layer 2 ' is rolled after removal of the heat protection cap 8 of the road cap 1 by means of a roller 17 to the street level 16.
  • the resulting from the decrease of the heat shield 8 air gap 9 is closed by this rolling and the sealant 6 of the sealant ring 7 connects to the asphalt of the paving cover layer 2 'to the sealant border 6'.
  • the air gap 9 closes uniformly on all sides may possibly be improved by the fact that the road level 16 is reached only after repeated reciprocating, or that with a smaller roller 17, which rolls on all sides on the road cap 1, or with a rammer the air gap 9 is largely narrowed before the pavement surface layer 2 'finally rolled to the street level 16 and thus the air gap 9 finally closed, that is for sealing 6 and surface covering layer 2' is also material connected, which includes a confluence of the materials through the roller pressure. It is also possible immediately before rolling in addition to pour some asphalt in or over the air gap 9, so that the air gap 9 finally closes by subsequent rolling so that the surface covering layer 2 'with the sealant 6 forms a solid, completely jointless connection ,
  • Fig. 4 shows an alternative embodiment of the system according to the invention. Since it is often difficult to provide a projection 11, in particular with road caps 1 made of cast iron, only the supports 18 serve to support the heat protection cap 8 on the road cap 1. Thus, without this protrusion 11 and the sealant ring 7 is firmly seated on the road cap 1 is In the area of the material reservoir 12 of the sealant ring 7, a lap 19 is provided which holds it securely.
  • the wall 10 of the heat protection cap 8 is made only simple, but it extends beyond the sealant ring 7 also reaching down to protect it from melting by hot asphalt.
  • the material reservoir 12 can be omitted if the heat protection cap 8 has a not very thick wall and thereby the to be filled by the sealant 6 air gap 9 is lower ,
  • the heat protection cap 8 could be designed differently, for example, that it covers only the upper edge region with the sealant ring 7 annular.
  • Other variations are still conceivable if the basic idea is taken into account that the sealant ring 7 is protected from the hot asphalt until the road is rolled to its final street level 16 and the sealant 6 can not flow away uncontrollably.

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  • Engineering & Computer Science (AREA)
  • Environmental & Geological Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • General Life Sciences & Earth Sciences (AREA)
  • Mining & Mineral Resources (AREA)
  • Paleontology (AREA)
  • Civil Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structural Engineering (AREA)
  • Road Paving Structures (AREA)

Claims (13)

  1. Système permettant d'empêcher la formation d'interstices après la pose d'une bouche à clé (1) dans un revêtement de voirie (2), avec une bouche à clé, la bouche à clé (1) comprenant un couvercle (5) et étant munie, dans l'état posé, au niveau de sa partie limite supérieure avec le revêtement de voirie (2), d'un moyen d'étanchéité (6) permettant d'empêcher la formation de fissures dans le revêtement de voirie (2),
    la bouche à clé (1) étant munie, au niveau du bord externe supérieur, d'une bague d'étanchéité (7) réalisée de façon à ce que le moyen d'étanchéité (6) de la bague d'étanchéité (7) puisse se relier, dans une plage de température correspondant à la température de laminage de la couche de recouvrement du revêtement de voirie (2'), avec la couche de recouvrement du revêtement de voirie (2'),
    caractérisé en ce que
    un capuchon de protection thermique (8) est prévu, qui protège la bague d'étanchéité (7) d'un ramollissement par l'asphaltage et en ce que le capuchon protecteur thermique (8) peut être retiré avant le laminage de la couche de recouvrement du revêtement de voirie (2'), un interstice (9) apparaissant dans la largeur de la paroi externe (10, 10') du capuchon de protection thermique (8), de façon à ce qu'une transmission de chaleur soit empêchée lors de l'application d'asphalte de la couche de recouvrement du revêtement de voirie (2') sur la bague d'étanchéité (7) et en ce que ce n'est que lors du laminage que l'interstice (9) se ferme du fait compactage du matériau de la couche de recouvrement du revêtement de voirie (2'), de façon à ce que la couche de recouvrement du revêtement de voirie (2') se lie avec le moyen d'étanchéité (6) de la bague d'étanchéité (7) afin d'obtenir une bordure d'étanchéité (6').
  2. Système selon la revendication 1,
    caractérisé en ce que
    la bouche à clé (1) comprend, sur la circonférence supérieure externe, une saillie (11) sur laquelle peuvent s'appuyer la bague d'étanchéité (7) et le capuchon de protection thermique (8).
  3. Système selon la revendication 1 ou 2,
    caractérisé en ce que
    la bague d'étanchéité (7) dépasse, en tant que réservoir de matériau (12), sous la forme d'un bourrelet, du bord supérieur d'une partie supérieure (4) de la bouche à clé (1).
  4. Système selon l'une des revendications 1 à 3,
    caractérisé en ce que
    le capuchon de protection thermique (8) est constitué d'un matériau qui résiste à une température régnant lors de l'asphaltage et au moins les parois externes (10, 10') sont faiblement thermoconductrices.
  5. Système selon la revendication 4,
    caractérisé en ce que
    le capuchon de protection thermique (8) comprend, au niveau de sa zone de bord, une double paroi (10, 10') avec un espace intermédiaire (10").
  6. Système selon la revendication 5,
    caractérisé en ce que
    entre les parois (10, 10') sont disposées des nervures de rigidification.
  7. Système selon la revendication 4 à 6,
    caractérisé en ce que
    le capuchon de protection thermique (8) comprend, sur son côté inférieur, des appuis (18) grâce auxquels il s'appuie sur la bouche à clé (1).
  8. Système selon l'une des revendications 1 à 7,
    caractérisé en ce que
    le matériau de la bague d'étanchéité (7) présente une température de fusion de l'ordre de 120 °C à 150 °C.
  9. Système selon l'une des revendications 1 à 8,
    caractérisé en ce que
    le matériau de la bague d'étanchéité (7) est un mélange de polymère et de bitume.
  10. Système selon la revendication 9,
    caractérisé en ce que
    le mélange de polymère et de bitume est réparti approximativement à aprts égales.
  11. Système selon l'une des revendications 1 à 10,
    caractérisé en ce que
    la bouche à clé (1) est constituée d'une partie inférieure (3) et d'une partie supérieure (4) coulissant dans celle-ci de manière télescopique avec le couvercle (5).
  12. Système selon l'une des revendications 1 à 11,
    caractérisé en ce que
    la bouche à clé (1) avec la bague d'étanchéité (7) est munie, avant la livraison, à un chantier avec le capuchon de protection thermique (8), afin que ce dernier protège, lors du transport et de la pose, surtout lors de l'application des couches d'asphalte, la bague d'étanchéité (7) des dommages mécaniques et/ou des salissures.
  13. Pose du système selon la revendication 11, caractérisée en ce que, après l'application de la couche de recouvrement du revêtement de voirie (2'), la partie supérieure (4) de la bouche à clé (1) est soulevée afin d'accumuler le matériau de la couche de recouvrement du revêtement de voirie (2') avec une légère surélévation au niveau de sa paroi externe et de comprimer ensuite la partie supérieure (4) vers le bas.
EP17208617.5A 2016-12-20 2017-12-19 Système permettant d'éviter la formation de joints après l'installation d'un regard dans un revêtement routier Active EP3339514B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102016124979.3A DE102016124979B4 (de) 2016-12-20 2016-12-20 System zur Vermeidung von Fugenbildungen nach dem Einbau einer Straßenkappe in einen Straßenbelag

Publications (2)

Publication Number Publication Date
EP3339514A1 EP3339514A1 (fr) 2018-06-27
EP3339514B1 true EP3339514B1 (fr) 2019-06-05

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EP17208617.5A Active EP3339514B1 (fr) 2016-12-20 2017-12-19 Système permettant d'éviter la formation de joints après l'installation d'un regard dans un revêtement routier

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DE (1) DE102016124979B4 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017218046A1 (de) * 2017-10-10 2019-04-11 G + W Gmbh Gas- Und Wasserarmaturen Aus Kunststoff Straßenkappe mit Einbauhilfe
DE102020105239A1 (de) 2020-02-27 2021-09-02 Tekaat GmbH Fugenband
CN111691462B (zh) * 2020-06-19 2020-12-08 宜昌富强工程有限责任公司 一种市政井盖定位放置设备

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Publication number Priority date Publication date Assignee Title
DE3426160A1 (de) 1984-07-16 1986-02-13 Passavant-Werke AG & Co KG, 6209 Aarbergen In einer verkehrsflaeche verlegbarer rahmen fuer eine schachtabdeckung, einen entwaesserungsablauf o. dgl.
DE19609776C2 (de) 1996-03-13 1999-08-12 Reinhold Neider Verfahren zum Setzen von Schachtabdeckungen und Schachtabdeckung
JP2003247202A (ja) * 2002-02-22 2003-09-05 Nagashima Imono Kk マンホール蓋受枠等の構造物周囲における舗装剥離防止工法
DE102013203031A1 (de) * 2013-02-25 2014-09-11 G + W Gmbh Gas- Und Wasserarmaturen Aus Kunststoff Straßenkappe
DE102013204248B4 (de) 2013-02-25 2023-05-25 G + W Gmbh Gas- Und Wasserarmaturen Aus Kunststoff Straßenkappe
DE102013203029A1 (de) 2013-02-25 2014-09-11 G + W Gmbh Gas- Und Wasserarmaturen Aus Kunststoff Straßenkappe

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DE102016124979B4 (de) 2018-07-19
EP3339514A1 (fr) 2018-06-27

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