Joint plate and method for jointing road sections

Abstract

The present invention relates to a universal joint plate for use in road sections. The joint plate comprises a primary plate which includes two opposing main surfaces and two opposing long side surfaces. A first long side surface includes a preformed joint, which extends over the entire length of the side surface. A second long side surface includes a stabilization zone, which also extends over the entire length of the side surface. Preformed dowel bar holes may be present in the main surface. Furthermore, the joint plate comprises two anchoring ribs, each respectively coupled to the first and second main surface. These anchoring ribs are plate-shaped, extend in the longitudinal direction of the main surface, and are positioned transversely to the said main surface. These anchoring ribs are positioned mirror-symmetrically relative to each other. The joint plate also comprises two stabilization ribs, each respectively coupled to the first and second main surface. These stabilization ribs are plate-shaped, extend in the longitudinal direction of the main surface, and are positioned transversely to the said main surface. These anchoring ribs are positioned mirror-symmetrically relative to each other. An anchoring zone is located between the ribs on either side of the main surface.

Description

TECHNICAL FIELD

[0001] The invention relates to a joint plate for jointing road sections. In particular, the invention relates to a joint plate for jointing concrete slabs, asphalt strips, or other road materials. The invention thus pertains to a preformed joint plate with components for the stabilization and anchoring of said road sections.BACKGROUND

[0002] In road construction, the jointing of different road sections, such as concrete slabs, plays an important role in ensuring the durability and stability of the road. The joints function to allow adjacent road sections to expand and contract due to temperature differences and to absorb traffic vibrations without causing harmful stresses in the road material, which could lead to cracks or fractures.

[0003] Today, expansion and contraction joints are used in road sections, which are typically filled with flexible materials such as bitumen or rubber seals. The joints provide sufficient space for the movement of adjacent road sections on the one hand, and form a barrier against the infiltration of water and dirt on the other.

[0004] In the jointing of road sections, dowel bars are also used to distribute the load between adjacent road sections. These dowel bars are usually placed at strategic locations using dowel baskets through the joints, allowing horizontal movement but restricting vertical movements.

[0005] Nevertheless, there are still several disadvantages and problems associated with the jointing of road sections. A common problem is that the joints do not function properly, resulting in cracks in the adjacent road material. This can be caused by poor placement of the dowel bars and / or the joint material, or by using an insufficiently flexible joint filler, leading to stress buildup and cracking.

[0006] Another problem is that joints are not always properly sealed, allowing water to penetrate the underlying structure. This can lead to erosion of the subgrade, freeze-thaw damage in colder climates, and accelerated degradation of the road structure. This can also result in plants growing between the road sections, causing further wear. Furthermore, sealing materials used can wear over time due to exposure to weather, traffic, and chemicals such as road salt. This reduces the effectiveness of the joints and increases the risk of damage.

[0007] Each of the above challenges and / or problems highlights the need for continuous innovation in the jointing of road sections to improve efficiency and ensure the durability of road sections. The present invention aims to find a solution for at least some of the above problems.SUMMARY OF THE INVENTION

[0008] The invention relates in a first aspect to a joint plate according to claim 1. Further embodiments are described in claims 2 to 12.

[0009] The system of the universal joint plate offers significant advantages in various areas within road sections. The stability of road sections is drastically improved by the strategic placement of anchoring and stabilization ribs and the anchoring zone on the joint plate, all of which are optimally shaped to effectively distribute forces in the road construction, particularly at the joint. This minimizes stresses that can cause cracks in the road material, thereby increasing the durability of the construction.

[0010] The joint plate may be made from recycled materials, which not only contributes to a more sustainable approach but also offers practical advantages in terms of reuse and environmental friendliness. Thanks to techniques such as injection molding, it is possible to produce joint plates on a large scale with minimal material waste.

[0011] Additionally, the joint plate is equipped with dowel bar holes, which ensure easy installation of dowel bars that further increase the strength and stability of the road. The universal joint plate is also easily sawable, meaning it is suitable for different road types and sizes.

[0012] In a second aspect, the invention relates to an assembly of a universal joint plate and one or more dowel bars according to claim 13. In a third aspect, the invention relates to a method for jointing road sections according to claims 14 to 15.DESCRIPTION OF THE FIGURES

[0013] Figure 1 shows a cross-section of a joint plate according to an embodiment of the present invention. Figure 2 shows a perspective view of an assembly of a joint plate and a dowel bar according to an embodiment of the present invention. Figure 3 shows a perspective view of a detail of a joint plate according to an embodiment of the present invention. Figure 4 shows a perspective view of two joint plates placed at an angle to each other. Figure 5 shows a cross-section of a joint plate according to an embodiment of the present invention, with the joint plate embedded in multiple ground layers. DETAILED DESCRIPTION

[0014] The invention relates to a joint plate for jointing road sections, wherein the preformed, universal joint plate comprises a stabilization zone and an anchoring zone. This structure ensures good anchoring of the joint plates in the road sections.

[0015] Unless defined otherwise, all terms used in the description of the invention, including technical and scientific terms, have the meaning commonly understood by the skilled person in the technical field of the invention. For a better understanding of the description of the invention, the following terms are explicitly explained.

[0016] As used in this document, the articles "a", "an" and "the" refer to both the singular and the plural unless the context clearly dictates otherwise. For example, "a segment" means one or more segments.

[0017] When "about" or "around" is used in this document with respect to a measurable quantity, a parameter, a time or moment, and the like, variations are meant of + / -20% or less, preferably + / -10% or less, more preferably + / -5% or less, even more preferably + / -1% or less, and even more preferably + / -0.1% or less than and of the quoted value, insofar as such variations are applicable in the described invention. However, it must be understood that the value of a quantity used where the term "about" or "around" is used, is itself specifically disclosed.

[0018] The terms "comprise", "comprising", "consist of", "consisting of", "provided with", "have", "having", "include", "including", "contain", "containing" are synonyms and are inclusive or open terms that indicate the presence of what follows, and which do not exclude or prevent the presence of other components, characteristics, elements, members, steps, as known from or disclosed in the prior art.

[0019] Quoting numerical intervals by the endpoints comprises all integers, fractions and / or real numbers between the endpoints, these endpoints included.

[0020] In a first aspect, the present invention relates to a universal joint plate for use in road sections. The joint plate comprises a primary plate which includes two opposing main surfaces and two opposing long side surfaces. A first long side surface includes a preformed joint, which extends over the entire length of the side surface. A second long side surface includes a stabilization zone, which also extends over the entire length of the side surface. In the main surface, there is at least one preformed dowel bar hole, which extends transversely through the primary plate.

[0021] Furthermore, the joint plate comprises two anchoring ribs, each respectively coupled to the first and second main surface. These anchoring ribs are plate-shaped, extend in the longitudinal direction of the main surface, and are positioned transversely to the said main surface. These anchoring ribs are preferably positioned mirror-symmetrically with respect to each other. The joint plate also comprises two stabilization ribs, each respectively coupled to the first and second main surface. These stabilization ribs are plate-shaped, extend in the longitudinal direction of the main surface, and are positioned transversely to the said main surface. These anchoring ribs are preferably positioned mirror-symmetrically with respect to each other. Furthermore, the universal joint plate comprises a first and second anchoring zone, which anchoring zones are formed between the respective stabilization ribs and anchoring ribs on either side of the universal joint plate.

[0022] In an embodiment, the first and second anchoring ribs are plate-shaped, each comprising two opposing main surfaces, both forming an angle with the main surface of the primary plate. Both surfaces can form the same angle or can form a different angle. In a preferred embodiment, at least one of the main surfaces of each anchoring rib forms an angle with the respective first and second main surface of the primary plate, which angle is between 60° and 120°, preferably between 80° and 100°, even more preferably about 90°. The opposing surface in this preferred embodiment can form an angle with the main surface of the primary plate between 60° and 120°, preferably between 90° and 120°, even more preferably about 110°. In an embodiment, the anchoring rib tapers, with the end furthest from the primary plate being narrower than the end closest to the primary plate.

[0023] In an embodiment, the first and second stabilization ribs are plate-shaped, each comprising two opposing main surfaces, both forming an angle with the main surface of the primary plate. Both surfaces can form the same angle or can form a different angle. In a preferred embodiment, at least one main surface of each stabilization rib forms an angle with the respective first and second main surface of the primary plate, which angle is between 60° and 120°, preferably between 80° and 100°, even more preferably about 90°. The opposing surface in this preferred embodiment can form an angle with the main surface of the primary plate between 60° and 120°, preferably between 90° and 120°, even more preferably about 110°. In an embodiment, the stabilization rib tapers, with the end furthest from the primary plate being narrower than the end closest to the primary plate.

[0024] In an embodiment, both the anchoring rib and the stabilization rib taper. Here, it is possible that the sides closest to each other run parallel to each other or that the sides furthest from each other run parallel to each other. In an embodiment, per main surface of the primary plate, a main surface of the anchoring rib and of the stabilization rib run parallel to each other. In a preferred embodiment, these are the main surfaces that are furthest from each other.

[0025] In an embodiment, the sides of the anchoring rib and the stabilization rib that are closest to each other taper. Here, they each form an angle with the primary plate between 60° and 120°, preferably between 90° and 120°, even more preferably about 110°. This encloses the anchoring zone in a V-shaped or truncated V-shaped profile.

[0026] The embodiments of the anchoring ribs and the stabilization ribs as described above offer various advantages that contribute to the performance and functionality of the application in which they are used. For example, they contribute to the overall stability of the road construction. By optimizing the angles, the forces acting on the ribs can be effectively distributed. Thus, the truncated V-shaped profile ensures good compaction of the ground layer.

[0027] Additionally, the specific angles and shapes of the ribs ensure that the likelihood of cracks in the primary plate is reduced. The ribs absorb part of the stress and prevent unwanted forces on the primary plate or on the adjacent road sections.

[0028] The possibility of combinations of shapes and angles of the anchoring ribs and stabilization ribs offers flexibility in design. This means that the ribs can be adapted to specific requirements of the construction or the environment. Designers can choose the angles that best fit the loads the primary plate must absorb, providing a tailored solution that meets project needs.

[0029] In an embodiment, the primary plate has a length, being the longest dimension of the plate. The length of the first long side surface of the primary plate is between 100 cm and 500 cm, more preferably between 100 cm and 400 cm, more preferably between 100 cm and 300 cm, even more preferably between 100 cm and 200 cm, most preferably between 100 cm and 150 cm, most preferably about 120 cm. This length corresponds to a standard pallet, as used in road constructions. For this reason, the joint plate is perfectly stackable, making its transport more efficient.

[0030] According to some embodiments, the corners of the primary plate are not rounded.

[0031] According to some embodiments, the corners of the primary plate are rounded.

[0032] In an embodiment, the length across the entire plate is equal. In another embodiment, one long side surface has a different length from the other side surface. In a preferred embodiment, the stabilization zone, being the long side surface on the side of the stabilization ribs, has a shorter length. In this embodiment, the first long side surface of the primary plate is between 1 cm and 50 cm longer, preferably between 5 cm and 40 cm, more preferably between 10 cm and 30 cm, more preferably between 10 cm and 20 cm longer than the second long side surface of the primary plate. According to some embodiments, the short side has a length between 100 cm and 200 cm, more preferably between 100 cm and 150 cm, most preferably about 110 cm.

[0033] In an embodiment, the anchoring ribs and stabilization ribs have a length, being the longest dimension of the rib. This length can be equal across the entire rib. In another embodiment, the length of the anchoring ribs and stabilization ribs is not equal across the entire rib. Here, the end on the side of the primary plate is longer than the side opposite the primary plate. In other words, in the embodiment, the anchoring ribs and stabilization ribs include an inclined short side. By inclined, it is meant here that the short sides are not positioned perpendicular to the primary plate. In an embodiment, an anchoring rib and / or a stabilization rib can have one inclined and one perpendicular short side. Furthermore, a combination is also possible where the anchoring ribs have two inclined sides and the stabilization ribs have two perpendicular sides. In an embodiment, the anchoring rib and stabilization rib on one side of the primary plate include perpendicular short sides, and the anchoring rib and stabilization rib on the opposite side of the primary plate include inclined short sides. In a preferred embodiment, the anchoring ribs and the stabilization ribs include a short side that does not run perpendicular to the primary plate. These sides form an angle with the primary plate between 20° and 60°.

[0034] In an embodiment, a first long side surface includes a preformed joint, which preformed joint extends in a longitudinal direction (preferably over the entire length) of said first long side surface. This preformed joint can be convex or concave relative to the primary plate, or it can be flat. In a preferred embodiment, the preformed joint is convex relative to the primary plate.

[0035] The preformed joint can have the same width as the rest of the primary plate. In one embodiment, the preformed joint includes a widening or narrowing relative to the primary plate. In a preferred embodiment, the preformed joint includes a widening relative to the primary plate. The long side of the primary plate with the joint former can gradually become wider, or the widening can occur at one point. The widest point of the primary plate can be 10% to 50% wider than the narrowest point, preferably 15% to 40%, preferably 20% to 30%. This widening can take the form of lobed ribs.

[0036] In one embodiment, the joint plate is made from recycled material. This material can be chosen from the group of, but not limited to, natural or synthetic or natural rubber, butyl rubber, polyisoprene, nylon, polyester, silica, more preferably recycled car tires.

[0037] To produce the universal joint plate, various techniques suitable for plastic and rubber can be applied. A commonly used method is injection molding, where heated rubber or plastic is injected into a mold under high pressure. This process ensures precise shapes and is ideal for mass production, with minimal material waste. Another technique is extrusion, where rubber or plastic is pressed through a die to create long, flexible profiles. This is efficient for creating continuities, which are then cut to size. Pressing is also an option, where rubber or plastic is placed in a mold and heated under high pressure, which is suitable for thicker or solid parts and results in strong constructions. Additionally, thermoplastic forming involves heating thermoplastic rubber, which is then shaped and cooled.

[0038] In concrete casting, dowel bars are widely used to ensure the strength and stability of concrete structures. Dowel bars can be made of steel or another durable material and serve as connectors between different concrete elements or between concrete and other materials, such as wood or metal. They play a role in absorbing and distributing forces, preventing cracks or shifts in the structure. Furthermore, dowel bars are used to accommodate the expansion and contraction of concrete due to temperature changes. This prevents cracks from forming and keeps the structure stable, even under extreme conditions.

[0039] To accommodate dowel bars, an embodiment of the present invention may include preformed or pre-drilled dowel bar holes. In one embodiment, a dowel bar hole has a minimum diameter ranging from 10 mm to 40 mm, preferably between 25 mm and 35 mm. In one embodiment, a dowel bar hole is cylindrical. In another embodiment, a dowel bar hole is conical or truncated conical, with the dowel bar hole having a maximum and a minimum diameter. The maximum diameter is between 10 mm and 45 mm, preferably between 25 mm and 35 mm. The minimum diameter is 10% to 50% smaller.

[0040] In one embodiment, the primary plate includes multiple dowel bar holes, allowing more dowel bars to be placed in one plate. This results in better stability and resistance. These dowel bar holes can be spaced regularly or irregularly from each other. In a preferred embodiment, the universal joint plate includes two dowel bar holes with a distance between the dowel bar holes ranging from 10 cm to 50 cm, preferably between 20 cm and 50 cm, more preferably between 20 cm and 30 cm. In one embodiment, the primary plate includes 2 to 10 dowel bar holes, preferably 3 to 8 dowel bar holes, even more preferably 4 to 5 dowel bar holes.

[0041] An aspect of the present invention concerns an assembly of the universal joint plate as described in this text and one or more dowel bars as described above.

[0042] A feature of the universal joint plate is that it is easily sawable into smaller joint plates. This ensures that a tailored solution is available for every type of road construction, regardless of scale. For this reason, a length measurement indication is provided on the plate. This length measurement indication can be used to divide the plate or to place dowel bars in the correct position.

[0043] Because a construction site is nowadays a multicultural and multilingual environment, the measurement indication on the universal joint plate is set as symbols. This is universally understandable and can be used with little chance of miscommunication. These symbols can take many forms. In one embodiment, the universal joint plate includes a length measurement indication with symbols, preferably letters, more preferably letters from the Latin, Cyrillic, Gothic, Thai, or another alphabet. In one embodiment, the measurement indication is from the Latin alphabet, chosen from the symbols A, B, C, D, E, F, G, H, I, J, K, L, M, N, O, P, Q, R, S, T, U, V, W, X, Y, and / or Z. In a preferred embodiment, the symbols are chosen from the letters C, K, R, E, T, P, L, A, S. On one plate, multiple identical symbols can occur, such as C, K, R, E, E, T, P, L, A, T, T, E, S. These letters can be grouped, such as in groups CKR, EE, TP, LAT, TES. It will be apparent to one skilled in the art that these examples are illustrative and other letters, letter combinations, and groups are also possible to indicate the lengths. This length measurement indication includes both a metric and an imperial measurement system.

[0044] In one embodiment, the length measurement indications are embossed. The letters can protrude or be recessed relative to the universal joint plate. An advantage of this embossed form is that they are less susceptible to wear and will remain visible longer. In a preferred embodiment, the length measurement indications protrude from the joint plate.

[0045] Joint plates are exposed to various weather conditions, such as rain, snow, heat, and traffic. To ensure durability and functionality, they are provided with a protective coating that makes them resistant to corrosion, wear, and extreme temperature fluctuations. These coatings not only protect against rust from moisture and road salt but must also be flexible enough to move with the expansion and contraction of the joint plate. This extends the life of the joint plates and reduces the need for maintenance in harsh conditions, such as coastal areas or busy roads. In one embodiment, the coating includes material chosen from the group of polyurethane, epoxy, or acrylic or combinations thereof.

[0046] In one embodiment, the universal joint plate includes integrated markings that can signal the maintenance of the joints. These markings can detect changes in the condition of the joint, such as wear, shifts, or expansion, which would otherwise be difficult to visually detect. This provides a valuable tool for maintenance teams, as they can be alerted to problems at an early stage, allowing timely maintenance to be carried out before serious damage occurs.

[0047] The integrated markings can function in various ways. For example, they can be based on color changes or physical indicators that respond to pressure, temperature, or deformation. This system can also be linked to smart technologies, such as sensors that provide real-time information about the condition of the joint plates and can even send automatic notifications to maintenance teams.

[0048] The joint plates can be used in applications other than road sections, where movement, expansion, and contraction of materials must be accommodated. The versatile components of the joint plate can be applied in any road construction where multiple plates are laid sequentially. Some examples are terraces, bridges, viaducts, industrial floors, airports and runways, parking garages, tunnels, sports facilities such as stadiums, waterworks, dams.

[0049] In a third aspect, the present invention concerns a method for jointing road sections that comprises the following steps: pouring a layer of stabilizing material; placing one or more universal joint plates as described above in said layer of stabilizing material. Here, the stabilization zone of the joint plate is placed in the stabilizing material; inserting one or more dowel bars into the dowel bar holes of the joint plate; pouring one or more layers of concrete and / or other ground layers.

[0050] Here, at least one ground or concrete layer provides anchoring at the anchoring zone of the universal joint plate.

[0051] In this method, various types of stabilizing material can be used. The bottom layer of the road plays an important role, as it forms the foundation on which the rest of the road is built. This layer must be firm and stable to bear the loads of the overlying layers. To ensure this stability, different types of stabilizing material can be applied, depending on the conditions of the subsoil and the required properties of the subsoil and the required properties of the road construction. The stabilizing material can be chosen from the group of, but not limited to, crushed rubble or crushed stone, sand, cement-stabilized soil, lime stabilization, asphalt granulate, foam concrete, or concrete. Different types of stabilization materials can also be combined in the same road construction. After pouring or placing stabilizing material, the present invention is placed. Here, the stabilization zone is placed in the stabilizing material, so that the layers placed afterward can settle correctly according to the placed joints.

[0052] In addition to the stabilization layer, a thin layer of mortar or lean concrete can also be applied against the joint plate, where a thicker layer is placed right next to the joint plate and this becomes thinner further from the joint plate. This layer serves as a support layer to keep the plate straight. Subsequently, other layers are applied over this support layer to build the road sections.

[0053] On top of the stabilization layer, one or more other layers can be poured or placed. These layers will interact with the anchoring zone of the universal joint plate. All layers together with the joint plates form the complete road construction. Each layer has a specific function and contributes to the strength, durability, and driving comfort of the road. Some possible layers that can be combined are: Subfoundation: the subfoundation is the first layer on top of the stabilization layer and serves as a transition between the foundation layer and the stabilization. This layer often consists of crushed stone, gravel, or a mixture of recycled materials such as asphalt granulate. The purpose of the subfoundation is to provide additional load-bearing capacity and to better distribute the stresses of traffic to the stabilization layer. The subfoundation also ensures that water can drain well, which is important to prevent subsidence and damage to the road. Foundation: the foundation layer lies directly above the subfoundation and ensures the structural integrity of the road. This layer typically consists of high-quality materials such as crushed stone, sand cement, or asphalt mixtures. The purpose of the foundation is to evenly distribute the weight of the traffic over the underlying layers and to prevent the road from subsiding. The thickness of the foundation varies depending on the expected load of the road. Binder layer: the binder layer is an intermediate layer that forms a strong bond between the foundation and the final surface course. This layer often consists of an asphalt mixture with coarse grain size or a cement-bound material, depending on the chosen construction method. The binder layer ensures that the overlying asphalt or concrete layer adheres well and helps to transfer the forces of the traffic to the foundation and underlying layers. In road sections with concrete, a cement-bound layer is sometimes applied to minimize cracks in the top layer and improve structural stability. Surface course: the surface course, also known as the surfacing layer, is the uppermost layer of the road and forms the contact surface for vehicles. This is the most visible and functional layer that ensures driving comfort, safety, and durability. There are two commonly used types of materials for the surface course: ∘ Asphalt concrete: this is a flexible and wear-resistant material consisting of bitumen, a binder, mixed with crushed stone and sand. Asphalt is popular due to its quick installation and ease of maintenance, and it provides good grip and noise reduction. The thickness of the asphalt layer can vary depending on traffic intensity and the expected lifespan of the road. For roads with heavy traffic, an additional wearing course is often applied to protect the surface course from wear. ∘ Concrete: concrete is a hard and durable material often used for heavy infrastructure such as highways, airports, and industrial areas. Concrete roads have a longer lifespan than asphalt roads but require more time and cost to install. Concrete withstands high traffic loads and offers good resistance to deformation and cracking, especially in warm climates or areas with heavy traffic. ∘ Other wearing courses: The surface course can be filled with a range of other fillings besides concrete and asphalt concrete. Some examples include the following non-exhaustive list: pavers, cobblestones, pebbles, gravel, permeable concrete, tiles. Wearing course: the wearing course is a thin layer applied on top of the surface course and serves as additional protection against wear from traffic and weather conditions. This layer can consist of a bituminous finish or a thin concrete layer. In asphalt roads, microsurfacing or a bitumen emulsion is often applied to make the surface course waterproof and extend its lifespan. The wearing course can also contain anti-slip materials to improve safety, especially on bends and on slopes. Noise-reducing or permeable layer: in some road sections, especially in urban areas or near residential neighborhoods, additional layers are applied to reduce noise pollution. These layers can consist of special open asphalt mixtures that absorb sound, or of porous materials that are permeable to water, allowing rainwater to quickly drain from the road surface. This latter option reduces waterlogging and increases safety during rainy conditions by preventing aquaplaning.

[0054] It will be apparent to one skilled in the art that these different layers can be combined according to the needs of the road construction. Not every layer needs to be equally prominent in every situation. The advantage of the present invention is that it can be used universally, regardless of the number and nature of the different construction layers. Furthermore, the same layers do not need to be present on both sides of the joint plate. In one embodiment, for example, a layer of crushed stone, sand, and pavers is laid sequentially on one side, and only concrete on the other side.

[0055] In one embodiment of the method, the universal joint plates are pre-cut to the desired length, based on the length measurement indication. This way, custom work can be done according to the specific length requirements of the project. This approach offers advantages in terms of efficiency during installation and in terms of accuracy of the placement of the plates in the road construction.

[0056] Furthermore, the various custom-made joint plates can be set at angles to each other to completely surround a concrete slab. Two plates can be set at any angle relative to each other, allowing concrete to be poured in a flexible manner. For concrete constructions with an irregular shape, such as certain terraces, the entire construction can be joined by correctly cutting and combining the plates with each other.

[0057] In the method, different techniques and equipment can be used for cutting the joint plates. This can be done, for example, via cutting machines, laser cutting, or thermal cutting methods.

[0058] In what follows, the invention is described by way of non-limiting examples illustrating the invention, and which are not intended to and should not be interpreted as limiting the scope of the invention.EXAMPLES

[0059] Figure 1 shows a cross-section of a joint plate according to an embodiment of the present invention. The embodiment shows a universal joint plate (1) made from recycled car tires for use in road sections. The plate comprises a primary plate which includes two opposite main surfaces (3) and two opposite long side surfaces. A first long side surface includes a preformed joint (2), which extends over the entire length of the side surface. The preformed joint (2) has a tapered profile, where it becomes wider towards the end. Furthermore, the joint is concave relative to the main plate. A second long side surface includes a stabilization zone (4), which also extends over the entire length of the side surface. In the main surface are preformed dowel bar holes (7), with a diameter of 30 mm.

[0060] Furthermore, the joint plate comprises two anchoring ribs (5), each respectively coupled to the first and second main surface. These anchoring ribs (5) are plate-shaped, extend in the longitudinal direction of the main surface, and are positioned perpendicular to the said main surface. These anchoring ribs are positioned mirror-symmetrically relative to each other. The joint plate also includes two stabilization ribs (6), each respectively coupled to the first and second main surface. These stabilization ribs (6) are plate-shaped, extend in the longitudinal direction of the main surface, and are positioned perpendicular to the said main surface. These anchoring ribs are positioned mirror-symmetrically relative to each other.

[0061] The anchoring ribs (5) and stabilization ribs (6) each include one surface that forms an angle with their respective main surface. This angle is 90° in this embodiment, and consequently, these surfaces run parallel to each other. The anchoring ribs (5) and stabilization ribs (6) include a surface opposite to the surface described above, these surfaces define the anchoring zone (8). The anchoring zone has a truncated V-shaped profile.

[0062] Figure 2 shows a perspective front view of an assembly of a joint plate and a dowel bar according to an embodiment of the present invention. The embodiment shows a universal joint plate (1) made from recycled car tires for use in road constructions. The plate comprises a primary plate which includes two opposite main surfaces (3) and two opposite long side surfaces. A first long side surface includes a preformed joint (2), which extends over the entire length of the side surface. A second long side surface includes a stabilization zone (4), which also extends over the entire length of the side surface.

[0063] The primary plate has a main surface with a length of 120 cm. The ribs (5, 6) and stabilization zone (4) have a length of 110 cm. The anchoring ribs (5) and stabilization ribs (6) include a short side that does not run perpendicular to the primary plate.

[0064] In the main surface are five preformed dowel bar holes (7), with a diameter of 30 mm. There is a distance of 20 cm between the dowel bar holes. For illustration, a dowel bar (10) is placed through one of the dowel bar holes. The dowel bar has a length of 60 cm and is made of stainless steel. In addition to dowel bar holes, the main surface also includes length measurement indications (9). These take the form of letters from the Latin alphabet, in this case, the letters CKR, EE, TP, LAT, and TES.

[0065] Furthermore, the joint plate comprises two anchoring ribs (5), each respectively coupled to the first and second main surface. These anchoring ribs (5) are plate-shaped, extend in the longitudinal direction of the main surface, and are positioned perpendicular to the said main surface. These anchoring ribs are positioned mirror-symmetrically relative to each other. The joint plate also includes two stabilization ribs (6), each respectively coupled to the first and second main surface. These stabilization ribs (6) are plate-shaped, extend in the longitudinal direction of the main surface, and are positioned perpendicular to the said main surface. These anchoring ribs are positioned mirror-symmetrically relative to each other.

[0066] The anchoring ribs (5) and stabilization ribs (6) each include one surface that forms an angle with their respective main surface. This angle is 90° in this embodiment, and consequently, these surfaces run parallel to each other. The anchoring ribs (5) and stabilization ribs (6) include a surface opposite to the surface described above, these surfaces define the anchoring zone (8). The anchoring zone has a truncated V-shaped profile.

[0067] Figure 3 shows a perspective view of a detail of a joint plate according to an embodiment of the present invention.

[0068] Figure 4 shows a perspective view of two joint plates placed at an angle to each other. In this embodiment, there are two universal joint plates (1) attached to each other. The advantage of a longer main surface (3) compared to the ribs (5, 6) and stabilization zone (4) is that multiple plates can be easily combined at different angles. That is also the advantage of the sloping short side of the anchoring and stabilization ribs (5, 6). For illustration, a dowel bar (10) is placed through one of the dowel bar holes (7).

[0069] Figure 5 shows a cross-section of a joint plate according to an embodiment of the present invention, with the joint plate embedded in multiple ground layers. The embodiment shows a universal joint plate (1) made from recycled car tires for use in road sections. The plate comprises a primary plate which includes two opposite main surfaces (3) and two opposite long side surfaces. A first long side surface includes a preformed joint (2), which extends over the entire length of the side surface. The preformed joint (2) has a tapered profile, where it becomes wider towards the end. Furthermore, the joint is concave relative to the main plate. A second long side surface includes a stabilization zone (4), which also extends over the entire length of the side surface. In the main surface are preformed dowel bar holes (7), with a diameter of 30 mm.

[0070] Furthermore, the joint plate comprises two anchoring ribs (5), each respectively coupled to the first and second main surface. These anchoring ribs (5) are plate-shaped, extend in the longitudinal direction of the main surface, and are positioned perpendicular to the said main surface. These anchoring ribs are positioned mirror-symmetrically relative to each other. The joint plate also includes two stabilization ribs (6), each respectively coupled to the first and second main surface. These stabilization ribs (6) are plate-shaped, extend in the longitudinal direction of the main surface, and are positioned perpendicular to the said main surface. These anchoring ribs are positioned mirror-symmetrically relative to each other.

[0071] The anchoring ribs (5) and stabilization ribs (6) each include one surface that forms an angle with their respective main surface. This angle is 90° in this embodiment, and consequently, these surfaces run parallel to each other. The anchoring ribs (5) and stabilization ribs (6) include a surface opposite to the surface described above, these surfaces define the anchoring zone (8). The anchoring zone has a truncated V-shaped profile.

[0072] The embodiment is situated in multiple layers used in a road construction. On one side, the joint plate (1) is surrounded by three different layers. The first, bottom layer is a crushed stone layer (11) that serves as a stabilization layer.crushed stone layer Directly above it is a layer of sand (12), which constitutes the foundation. Pavers (13) are provided as the surface course. Along the opposite side, the joint plate (1) is surrounded by two different layers. The bottom layer on this side is an asphalt layer (15) that acts as a support for the joint plate, with a layer of concrete (14) on top.

[0073] Parts of the figures: 1. universal joint plate 2. preformed joint 3. main surface 4. stabilization zone 5. anchoring rib 6. stabilization rib 7. dowel bar hole 8. anchoring zone 9. length measurement indication 10. dowel bar 11. crushed stone 12. sand 13. pavers 14. concrete 15. asphalt

Examples

examples

EXAMPLES

[0059]Figure 1 shows a cross-section of a joint plate according to an embodiment of the present invention. The embodiment shows a universal joint plate (1) made from recycled car tires for use in road sections. The plate comprises a primary plate which includes two opposite main surfaces (3) and two opposite long side surfaces. A first long side surface includes a preformed joint (2), which extends over the entire length of the side surface. The preformed joint (2) has a tapered profile, where it becomes wider towards the end. Furthermore, the joint is concave relative to the main plate. A second long side surface includes a stabilization zone (4), which also extends over the entire length of the side surface. In the main surface are preformed dowel bar holes (7), with a diameter of 30 mm.

[0060]Furthermore, the joint plate comprises two anchoring ribs (5), each respectively coupled to the first and second main surface. These anchoring ribs (5) are plate-shaped, extend in the...

TECHNICAL FIELD

[0001] The invention relates to a joint plate for jointing road sections. In particular, the invention relates to a joint plate for jointing concrete slabs, asphalt strips, or other road materials. The invention thus pertains to a preformed joint plate with components for the stabilization and anchoring of said road sections.BACKGROUND

[0002] In road construction, the jointing of different road sections, such as concrete slabs, plays an important role in ensuring the durability and stability of the road. The joints function to allow adjacent road sections to expand and contract due to temperature differences and to absorb traffic vibrations without causing harmful stresses in the road material, which could lead to cracks or fractures.

[0003] Today, expansion and contraction joints are used in road sections, which are typically filled with flexible materials such as bitumen or rubber seals. The joints provide sufficient space for the movement of adjacent road sections on the one hand, and form a barrier against the infiltration of water and dirt on the other.

[0004] In the jointing of road sections, dowel bars are also used to distribute the load between adjacent road sections. These dowel bars are usually placed at strategic locations using dowel baskets through the joints, allowing horizontal movement but restricting vertical movements.

[0005] Nevertheless, there are still several disadvantages and problems associated with the jointing of road sections. A common problem is that the joints do not function properly, resulting in cracks in the adjacent road material. This can be caused by poor placement of the dowel bars and / or the joint material, or by using an insufficiently flexible joint filler, leading to stress buildup and cracking.

[0006] Another problem is that joints are not always properly sealed, allowing water to penetrate the underlying structure. This can lead to erosion of the subgrade, freeze-thaw damage in colder climates, and accelerated degradation of the road structure. This can also result in plants growing between the road sections, causing further wear. Furthermore, sealing materials used can wear over time due to exposure to weather, traffic, and chemicals such as road salt. This reduces the effectiveness of the joints and increases the risk of damage.

[0007] Each of the above challenges and / or problems highlights the need for continuous innovation in the jointing of road sections to improve efficiency and ensure the durability of road sections. The present invention aims to find a solution for at least some of the above problems.SUMMARY OF THE INVENTION

[0008] The invention relates in a first aspect to a joint plate according to claim 1. Further embodiments are described in claims 2 to 12.

[0009] The system of the universal joint plate offers significant advantages in various areas within road sections. The stability of road sections is drastically improved by the strategic placement of anchoring and stabilization ribs and the anchoring zone on the joint plate, all of which are optimally shaped to effectively distribute forces in the road construction, particularly at the joint. This minimizes stresses that can cause cracks in the road material, thereby increasing the durability of the construction.

[0010] The joint plate may be made from recycled materials, which not only contributes to a more sustainable approach but also offers practical advantages in terms of reuse and environmental friendliness. Thanks to techniques such as injection molding, it is possible to produce joint plates on a large scale with minimal material waste.

[0011] Additionally, the joint plate is equipped with dowel bar holes, which ensure easy installation of dowel bars that further increase the strength and stability of the road. The universal joint plate is also easily sawable, meaning it is suitable for different road types and sizes.

[0012] In a second aspect, the invention relates to an assembly of a universal joint plate and one or more dowel bars according to claim 13. In a third aspect, the invention relates to a method for jointing road sections according to claims 14 to 15.DESCRIPTION OF THE FIGURES

[0013] Figure 1 shows a cross-section of a joint plate according to an embodiment of the present invention. Figure 2 shows a perspective view of an assembly of a joint plate and a dowel bar according to an embodiment of the present invention. Figure 3 shows a perspective view of a detail of a joint plate according to an embodiment of the present invention. Figure 4 shows a perspective view of two joint plates placed at an angle to each other. Figure 5 shows a cross-section of a joint plate according to an embodiment of the present invention, with the joint plate embedded in multiple ground layers. DETAILED DESCRIPTION

[0014] The invention relates to a joint plate for jointing road sections, wherein the preformed, universal joint plate comprises a stabilization zone and an anchoring zone. This structure ensures good anchoring of the joint plates in the road sections.

[0015] Unless defined otherwise, all terms used in the description of the invention, including technical and scientific terms, have the meaning commonly understood by the skilled person in the technical field of the invention. For a better understanding of the description of the invention, the following terms are explicitly explained.

[0016] As used in this document, the articles "a", "an" and "the" refer to both the singular and the plural unless the context clearly dictates otherwise. For example, "a segment" means one or more segments.

[0017] When "about" or "around" is used in this document with respect to a measurable quantity, a parameter, a time or moment, and the like, variations are meant of + / -20% or less, preferably + / -10% or less, more preferably + / -5% or less, even more preferably + / -1% or less, and even more preferably + / -0.1% or less than and of the quoted value, insofar as such variations are applicable in the described invention. However, it must be understood that the value of a quantity used where the term "about" or "around" is used, is itself specifically disclosed.

[0018] The terms "comprise", "comprising", "consist of", "consisting of", "provided with", "have", "having", "include", "including", "contain", "containing" are synonyms and are inclusive or open terms that indicate the presence of what follows, and which do not exclude or prevent the presence of other components, characteristics, elements, members, steps, as known from or disclosed in the prior art.

[0019] Quoting numerical intervals by the endpoints comprises all integers, fractions and / or real numbers between the endpoints, these endpoints included.

[0020] In a first aspect, the present invention relates to a universal joint plate for use in road sections. The joint plate comprises a primary plate which includes two opposing main surfaces and two opposing long side surfaces. A first long side surface includes a preformed joint, which extends over the entire length of the side surface. A second long side surface includes a stabilization zone, which also extends over the entire length of the side surface. In the main surface, there is at least one preformed dowel bar hole, which extends transversely through the primary plate.

[0021] Furthermore, the joint plate comprises two anchoring ribs, each respectively coupled to the first and second main surface. These anchoring ribs are plate-shaped, extend in the longitudinal direction of the main surface, and are positioned transversely to the said main surface. These anchoring ribs are preferably positioned mirror-symmetrically with respect to each other. The joint plate also comprises two stabilization ribs, each respectively coupled to the first and second main surface. These stabilization ribs are plate-shaped, extend in the longitudinal direction of the main surface, and are positioned transversely to the said main surface. These anchoring ribs are preferably positioned mirror-symmetrically with respect to each other. Furthermore, the universal joint plate comprises a first and second anchoring zone, which anchoring zones are formed between the respective stabilization ribs and anchoring ribs on either side of the universal joint plate.

[0022] In an embodiment, the first and second anchoring ribs are plate-shaped, each comprising two opposing main surfaces, both forming an angle with the main surface of the primary plate. Both surfaces can form the same angle or can form a different angle. In a preferred embodiment, at least one of the main surfaces of each anchoring rib forms an angle with the respective first and second main surface of the primary plate, which angle is between 60° and 120°, preferably between 80° and 100°, even more preferably about 90°. The opposing surface in this preferred embodiment can form an angle with the main surface of the primary plate between 60° and 120°, preferably between 90° and 120°, even more preferably about 110°. In an embodiment, the anchoring rib tapers, with the end furthest from the primary plate being narrower than the end closest to the primary plate.

[0023] In an embodiment, the first and second stabilization ribs are plate-shaped, each comprising two opposing main surfaces, both forming an angle with the main surface of the primary plate. Both surfaces can form the same angle or can form a different angle. In a preferred embodiment, at least one main surface of each stabilization rib forms an angle with the respective first and second main surface of the primary plate, which angle is between 60° and 120°, preferably between 80° and 100°, even more preferably about 90°. The opposing surface in this preferred embodiment can form an angle with the main surface of the primary plate between 60° and 120°, preferably between 90° and 120°, even more preferably about 110°. In an embodiment, the stabilization rib tapers, with the end furthest from the primary plate being narrower than the end closest to the primary plate.

[0024] In an embodiment, both the anchoring rib and the stabilization rib taper. Here, it is possible that the sides closest to each other run parallel to each other or that the sides furthest from each other run parallel to each other. In an embodiment, per main surface of the primary plate, a main surface of the anchoring rib and of the stabilization rib run parallel to each other. In a preferred embodiment, these are the main surfaces that are furthest from each other.

[0025] In an embodiment, the sides of the anchoring rib and the stabilization rib that are closest to each other taper. Here, they each form an angle with the primary plate between 60° and 120°, preferably between 90° and 120°, even more preferably about 110°. This encloses the anchoring zone in a V-shaped or truncated V-shaped profile.

[0026] The embodiments of the anchoring ribs and the stabilization ribs as described above offer various advantages that contribute to the performance and functionality of the application in which they are used. For example, they contribute to the overall stability of the road construction. By optimizing the angles, the forces acting on the ribs can be effectively distributed. Thus, the truncated V-shaped profile ensures good compaction of the ground layer.

[0027] Additionally, the specific angles and shapes of the ribs ensure that the likelihood of cracks in the primary plate is reduced. The ribs absorb part of the stress and prevent unwanted forces on the primary plate or on the adjacent road sections.

[0028] The possibility of combinations of shapes and angles of the anchoring ribs and stabilization ribs offers flexibility in design. This means that the ribs can be adapted to specific requirements of the construction or the environment. Designers can choose the angles that best fit the loads the primary plate must absorb, providing a tailored solution that meets project needs.

[0029] In an embodiment, the primary plate has a length, being the longest dimension of the plate. The length of the first long side surface of the primary plate is between 100 cm and 500 cm, more preferably between 100 cm and 400 cm, more preferably between 100 cm and 300 cm, even more preferably between 100 cm and 200 cm, most preferably between 100 cm and 150 cm, most preferably about 120 cm. This length corresponds to a standard pallet, as used in road constructions. For this reason, the joint plate is perfectly stackable, making its transport more efficient.

[0030] According to some embodiments, the corners of the primary plate are not rounded.

[0031] According to some embodiments, the corners of the primary plate are rounded.

[0032] In an embodiment, the length across the entire plate is equal. In another embodiment, one long side surface has a different length from the other side surface. In a preferred embodiment, the stabilization zone, being the long side surface on the side of the stabilization ribs, has a shorter length. In this embodiment, the first long side surface of the primary plate is between 1 cm and 50 cm longer, preferably between 5 cm and 40 cm, more preferably between 10 cm and 30 cm, more preferably between 10 cm and 20 cm longer than the second long side surface of the primary plate. According to some embodiments, the short side has a length between 100 cm and 200 cm, more preferably between 100 cm and 150 cm, most preferably about 110 cm.

[0033] In an embodiment, the anchoring ribs and stabilization ribs have a length, being the longest dimension of the rib. This length can be equal across the entire rib. In another embodiment, the length of the anchoring ribs and stabilization ribs is not equal across the entire rib. Here, the end on the side of the primary plate is longer than the side opposite the primary plate. In other words, in the embodiment, the anchoring ribs and stabilization ribs include an inclined short side. By inclined, it is meant here that the short sides are not positioned perpendicular to the primary plate. In an embodiment, an anchoring rib and / or a stabilization rib can have one inclined and one perpendicular short side. Furthermore, a combination is also possible where the anchoring ribs have two inclined sides and the stabilization ribs have two perpendicular sides. In an embodiment, the anchoring rib and stabilization rib on one side of the primary plate include perpendicular short sides, and the anchoring rib and stabilization rib on the opposite side of the primary plate include inclined short sides. In a preferred embodiment, the anchoring ribs and the stabilization ribs include a short side that does not run perpendicular to the primary plate. These sides form an angle with the primary plate between 20° and 60°.

[0034] In an embodiment, a first long side surface includes a preformed joint, which preformed joint extends in a longitudinal direction (preferably over the entire length) of said first long side surface. This preformed joint can be convex or concave relative to the primary plate, or it can be flat. In a preferred embodiment, the preformed joint is convex relative to the primary plate.

[0035] The preformed joint can have the same width as the rest of the primary plate. In one embodiment, the preformed joint includes a widening or narrowing relative to the primary plate. In a preferred embodiment, the preformed joint includes a widening relative to the primary plate. The long side of the primary plate with the joint former can gradually become wider, or the widening can occur at one point. The widest point of the primary plate can be 10% to 50% wider than the narrowest point, preferably 15% to 40%, preferably 20% to 30%. This widening can take the form of lobed ribs.

[0036] In one embodiment, the joint plate is made from recycled material. This material can be chosen from the group of, but not limited to, natural or synthetic or natural rubber, butyl rubber, polyisoprene, nylon, polyester, silica, more preferably recycled car tires.

[0037] To produce the universal joint plate, various techniques suitable for plastic and rubber can be applied. A commonly used method is injection molding, where heated rubber or plastic is injected into a mold under high pressure. This process ensures precise shapes and is ideal for mass production, with minimal material waste. Another technique is extrusion, where rubber or plastic is pressed through a die to create long, flexible profiles. This is efficient for creating continuities, which are then cut to size. Pressing is also an option, where rubber or plastic is placed in a mold and heated under high pressure, which is suitable for thicker or solid parts and results in strong constructions. Additionally, thermoplastic forming involves heating thermoplastic rubber, which is then shaped and cooled.

[0038] In concrete casting, dowel bars are widely used to ensure the strength and stability of concrete structures. Dowel bars can be made of steel or another durable material and serve as connectors between different concrete elements or between concrete and other materials, such as wood or metal. They play a role in absorbing and distributing forces, preventing cracks or shifts in the structure. Furthermore, dowel bars are used to accommodate the expansion and contraction of concrete due to temperature changes. This prevents cracks from forming and keeps the structure stable, even under extreme conditions.

[0039] To accommodate dowel bars, an embodiment of the present invention may include preformed or pre-drilled dowel bar holes. In one embodiment, a dowel bar hole has a minimum diameter ranging from 10 mm to 40 mm, preferably between 25 mm and 35 mm. In one embodiment, a dowel bar hole is cylindrical. In another embodiment, a dowel bar hole is conical or truncated conical, with the dowel bar hole having a maximum and a minimum diameter. The maximum diameter is between 10 mm and 45 mm, preferably between 25 mm and 35 mm. The minimum diameter is 10% to 50% smaller.

[0040] In one embodiment, the primary plate includes multiple dowel bar holes, allowing more dowel bars to be placed in one plate. This results in better stability and resistance. These dowel bar holes can be spaced regularly or irregularly from each other. In a preferred embodiment, the universal joint plate includes two dowel bar holes with a distance between the dowel bar holes ranging from 10 cm to 50 cm, preferably between 20 cm and 50 cm, more preferably between 20 cm and 30 cm. In one embodiment, the primary plate includes 2 to 10 dowel bar holes, preferably 3 to 8 dowel bar holes, even more preferably 4 to 5 dowel bar holes.

[0041] An aspect of the present invention concerns an assembly of the universal joint plate as described in this text and one or more dowel bars as described above.

[0042] A feature of the universal joint plate is that it is easily sawable into smaller joint plates. This ensures that a tailored solution is available for every type of road construction, regardless of scale. For this reason, a length measurement indication is provided on the plate. This length measurement indication can be used to divide the plate or to place dowel bars in the correct position.

[0043] Because a construction site is nowadays a multicultural and multilingual environment, the measurement indication on the universal joint plate is set as symbols. This is universally understandable and can be used with little chance of miscommunication. These symbols can take many forms. In one embodiment, the universal joint plate includes a length measurement indication with symbols, preferably letters, more preferably letters from the Latin, Cyrillic, Gothic, Thai, or another alphabet. In one embodiment, the measurement indication is from the Latin alphabet, chosen from the symbols A, B, C, D, E, F, G, H, I, J, K, L, M, N, O, P, Q, R, S, T, U, V, W, X, Y, and / or Z. In a preferred embodiment, the symbols are chosen from the letters C, K, R, E, T, P, L, A, S. On one plate, multiple identical symbols can occur, such as C, K, R, E, E, T, P, L, A, T, T, E, S. These letters can be grouped, such as in groups CKR, EE, TP, LAT, TES. It will be apparent to one skilled in the art that these examples are illustrative and other letters, letter combinations, and groups are also possible to indicate the lengths. This length measurement indication includes both a metric and an imperial measurement system.

[0044] In one embodiment, the length measurement indications are embossed. The letters can protrude or be recessed relative to the universal joint plate. An advantage of this embossed form is that they are less susceptible to wear and will remain visible longer. In a preferred embodiment, the length measurement indications protrude from the joint plate.

[0045] Joint plates are exposed to various weather conditions, such as rain, snow, heat, and traffic. To ensure durability and functionality, they are provided with a protective coating that makes them resistant to corrosion, wear, and extreme temperature fluctuations. These coatings not only protect against rust from moisture and road salt but must also be flexible enough to move with the expansion and contraction of the joint plate. This extends the life of the joint plates and reduces the need for maintenance in harsh conditions, such as coastal areas or busy roads. In one embodiment, the coating includes material chosen from the group of polyurethane, epoxy, or acrylic or combinations thereof.

[0046] In one embodiment, the universal joint plate includes integrated markings that can signal the maintenance of the joints. These markings can detect changes in the condition of the joint, such as wear, shifts, or expansion, which would otherwise be difficult to visually detect. This provides a valuable tool for maintenance teams, as they can be alerted to problems at an early stage, allowing timely maintenance to be carried out before serious damage occurs.

[0047] The integrated markings can function in various ways. For example, they can be based on color changes or physical indicators that respond to pressure, temperature, or deformation. This system can also be linked to smart technologies, such as sensors that provide real-time information about the condition of the joint plates and can even send automatic notifications to maintenance teams.

[0048] The joint plates can be used in applications other than road sections, where movement, expansion, and contraction of materials must be accommodated. The versatile components of the joint plate can be applied in any road construction where multiple plates are laid sequentially. Some examples are terraces, bridges, viaducts, industrial floors, airports and runways, parking garages, tunnels, sports facilities such as stadiums, waterworks, dams.

[0049] In a third aspect, the present invention concerns a method for jointing road sections that comprises the following steps: pouring a layer of stabilizing material; placing one or more universal joint plates as described above in said layer of stabilizing material. Here, the stabilization zone of the joint plate is placed in the stabilizing material; inserting one or more dowel bars into the dowel bar holes of the joint plate; pouring one or more layers of concrete and / or other ground layers.

[0050] Here, at least one ground or concrete layer provides anchoring at the anchoring zone of the universal joint plate.

[0051] In this method, various types of stabilizing material can be used. The bottom layer of the road plays an important role, as it forms the foundation on which the rest of the road is built. This layer must be firm and stable to bear the loads of the overlying layers. To ensure this stability, different types of stabilizing material can be applied, depending on the conditions of the subsoil and the required properties of the subsoil and the required properties of the road construction. The stabilizing material can be chosen from the group of, but not limited to, crushed rubble or crushed stone, sand, cement-stabilized soil, lime stabilization, asphalt granulate, foam concrete, or concrete. Different types of stabilization materials can also be combined in the same road construction. After pouring or placing stabilizing material, the present invention is placed. Here, the stabilization zone is placed in the stabilizing material, so that the layers placed afterward can settle correctly according to the placed joints.

[0052] In addition to the stabilization layer, a thin layer of mortar or lean concrete can also be applied against the joint plate, where a thicker layer is placed right next to the joint plate and this becomes thinner further from the joint plate. This layer serves as a support layer to keep the plate straight. Subsequently, other layers are applied over this support layer to build the road sections.

[0053] On top of the stabilization layer, one or more other layers can be poured or placed. These layers will interact with the anchoring zone of the universal joint plate. All layers together with the joint plates form the complete road construction. Each layer has a specific function and contributes to the strength, durability, and driving comfort of the road. Some possible layers that can be combined are: Subfoundation: the subfoundation is the first layer on top of the stabilization layer and serves as a transition between the foundation layer and the stabilization. This layer often consists of crushed stone, gravel, or a mixture of recycled materials such as asphalt granulate. The purpose of the subfoundation is to provide additional load-bearing capacity and to better distribute the stresses of traffic to the stabilization layer. The subfoundation also ensures that water can drain well, which is important to prevent subsidence and damage to the road. Foundation: the foundation layer lies directly above the subfoundation and ensures the structural integrity of the road. This layer typically consists of high-quality materials such as crushed stone, sand cement, or asphalt mixtures. The purpose of the foundation is to evenly distribute the weight of the traffic over the underlying layers and to prevent the road from subsiding. The thickness of the foundation varies depending on the expected load of the road. Binder layer: the binder layer is an intermediate layer that forms a strong bond between the foundation and the final surface course. This layer often consists of an asphalt mixture with coarse grain size or a cement-bound material, depending on the chosen construction method. The binder layer ensures that the overlying asphalt or concrete layer adheres well and helps to transfer the forces of the traffic to the foundation and underlying layers. In road sections with concrete, a cement-bound layer is sometimes applied to minimize cracks in the top layer and improve structural stability. Surface course: the surface course, also known as the surfacing layer, is the uppermost layer of the road and forms the contact surface for vehicles. This is the most visible and functional layer that ensures driving comfort, safety, and durability. There are two commonly used types of materials for the surface course: ∘ Asphalt concrete: this is a flexible and wear-resistant material consisting of bitumen, a binder, mixed with crushed stone and sand. Asphalt is popular due to its quick installation and ease of maintenance, and it provides good grip and noise reduction. The thickness of the asphalt layer can vary depending on traffic intensity and the expected lifespan of the road. For roads with heavy traffic, an additional wearing course is often applied to protect the surface course from wear. ∘ Concrete: concrete is a hard and durable material often used for heavy infrastructure such as highways, airports, and industrial areas. Concrete roads have a longer lifespan than asphalt roads but require more time and cost to install. Concrete withstands high traffic loads and offers good resistance to deformation and cracking, especially in warm climates or areas with heavy traffic. ∘ Other wearing courses: The surface course can be filled with a range of other fillings besides concrete and asphalt concrete. Some examples include the following non-exhaustive list: pavers, cobblestones, pebbles, gravel, permeable concrete, tiles. Wearing course: the wearing course is a thin layer applied on top of the surface course and serves as additional protection against wear from traffic and weather conditions. This layer can consist of a bituminous finish or a thin concrete layer. In asphalt roads, microsurfacing or a bitumen emulsion is often applied to make the surface course waterproof and extend its lifespan. The wearing course can also contain anti-slip materials to improve safety, especially on bends and on slopes. Noise-reducing or permeable layer: in some road sections, especially in urban areas or near residential neighborhoods, additional layers are applied to reduce noise pollution. These layers can consist of special open asphalt mixtures that absorb sound, or of porous materials that are permeable to water, allowing rainwater to quickly drain from the road surface. This latter option reduces waterlogging and increases safety during rainy conditions by preventing aquaplaning.

[0054] It will be apparent to one skilled in the art that these different layers can be combined according to the needs of the road construction. Not every layer needs to be equally prominent in every situation. The advantage of the present invention is that it can be used universally, regardless of the number and nature of the different construction layers. Furthermore, the same layers do not need to be present on both sides of the joint plate. In one embodiment, for example, a layer of crushed stone, sand, and pavers is laid sequentially on one side, and only concrete on the other side.

[0055] In one embodiment of the method, the universal joint plates are pre-cut to the desired length, based on the length measurement indication. This way, custom work can be done according to the specific length requirements of the project. This approach offers advantages in terms of efficiency during installation and in terms of accuracy of the placement of the plates in the road construction.

[0056] Furthermore, the various custom-made joint plates can be set at angles to each other to completely surround a concrete slab. Two plates can be set at any angle relative to each other, allowing concrete to be poured in a flexible manner. For concrete constructions with an irregular shape, such as certain terraces, the entire construction can be joined by correctly cutting and combining the plates with each other.

[0057] In the method, different techniques and equipment can be used for cutting the joint plates. This can be done, for example, via cutting machines, laser cutting, or thermal cutting methods.

[0058] In what follows, the invention is described by way of non-limiting examples illustrating the invention, and which are not intended to and should not be interpreted as limiting the scope of the invention.EXAMPLES

[0059] Figure 1 shows a cross-section of a joint plate according to an embodiment of the present invention. The embodiment shows a universal joint plate (1) made from recycled car tires for use in road sections. The plate comprises a primary plate which includes two opposite main surfaces (3) and two opposite long side surfaces. A first long side surface includes a preformed joint (2), which extends over the entire length of the side surface. The preformed joint (2) has a tapered profile, where it becomes wider towards the end. Furthermore, the joint is concave relative to the main plate. A second long side surface includes a stabilization zone (4), which also extends over the entire length of the side surface. In the main surface are preformed dowel bar holes (7), with a diameter of 30 mm.

[0060] Furthermore, the joint plate comprises two anchoring ribs (5), each respectively coupled to the first and second main surface. These anchoring ribs (5) are plate-shaped, extend in the longitudinal direction of the main surface, and are positioned perpendicular to the said main surface. These anchoring ribs are positioned mirror-symmetrically relative to each other. The joint plate also includes two stabilization ribs (6), each respectively coupled to the first and second main surface. These stabilization ribs (6) are plate-shaped, extend in the longitudinal direction of the main surface, and are positioned perpendicular to the said main surface. These anchoring ribs are positioned mirror-symmetrically relative to each other.

[0061] The anchoring ribs (5) and stabilization ribs (6) each include one surface that forms an angle with their respective main surface. This angle is 90° in this embodiment, and consequently, these surfaces run parallel to each other. The anchoring ribs (5) and stabilization ribs (6) include a surface opposite to the surface described above, these surfaces define the anchoring zone (8). The anchoring zone has a truncated V-shaped profile.

[0062] Figure 2 shows a perspective front view of an assembly of a joint plate and a dowel bar according to an embodiment of the present invention. The embodiment shows a universal joint plate (1) made from recycled car tires for use in road constructions. The plate comprises a primary plate which includes two opposite main surfaces (3) and two opposite long side surfaces. A first long side surface includes a preformed joint (2), which extends over the entire length of the side surface. A second long side surface includes a stabilization zone (4), which also extends over the entire length of the side surface.

[0063] The primary plate has a main surface with a length of 120 cm. The ribs (5, 6) and stabilization zone (4) have a length of 110 cm. The anchoring ribs (5) and stabilization ribs (6) include a short side that does not run perpendicular to the primary plate.

[0064] In the main surface are five preformed dowel bar holes (7), with a diameter of 30 mm. There is a distance of 20 cm between the dowel bar holes. For illustration, a dowel bar (10) is placed through one of the dowel bar holes. The dowel bar has a length of 60 cm and is made of stainless steel. In addition to dowel bar holes, the main surface also includes length measurement indications (9). These take the form of letters from the Latin alphabet, in this case, the letters CKR, EE, TP, LAT, and TES.

[0065] Furthermore, the joint plate comprises two anchoring ribs (5), each respectively coupled to the first and second main surface. These anchoring ribs (5) are plate-shaped, extend in the longitudinal direction of the main surface, and are positioned perpendicular to the said main surface. These anchoring ribs are positioned mirror-symmetrically relative to each other. The joint plate also includes two stabilization ribs (6), each respectively coupled to the first and second main surface. These stabilization ribs (6) are plate-shaped, extend in the longitudinal direction of the main surface, and are positioned perpendicular to the said main surface. These anchoring ribs are positioned mirror-symmetrically relative to each other.

[0066] The anchoring ribs (5) and stabilization ribs (6) each include one surface that forms an angle with their respective main surface. This angle is 90° in this embodiment, and consequently, these surfaces run parallel to each other. The anchoring ribs (5) and stabilization ribs (6) include a surface opposite to the surface described above, these surfaces define the anchoring zone (8). The anchoring zone has a truncated V-shaped profile.

[0067] Figure 3 shows a perspective view of a detail of a joint plate according to an embodiment of the present invention.

[0068] Figure 4 shows a perspective view of two joint plates placed at an angle to each other. In this embodiment, there are two universal joint plates (1) attached to each other. The advantage of a longer main surface (3) compared to the ribs (5, 6) and stabilization zone (4) is that multiple plates can be easily combined at different angles. That is also the advantage of the sloping short side of the anchoring and stabilization ribs (5, 6). For illustration, a dowel bar (10) is placed through one of the dowel bar holes (7).

[0069] Figure 5 shows a cross-section of a joint plate according to an embodiment of the present invention, with the joint plate embedded in multiple ground layers. The embodiment shows a universal joint plate (1) made from recycled car tires for use in road sections. The plate comprises a primary plate which includes two opposite main surfaces (3) and two opposite long side surfaces. A first long side surface includes a preformed joint (2), which extends over the entire length of the side surface. The preformed joint (2) has a tapered profile, where it becomes wider towards the end. Furthermore, the joint is concave relative to the main plate. A second long side surface includes a stabilization zone (4), which also extends over the entire length of the side surface. In the main surface are preformed dowel bar holes (7), with a diameter of 30 mm.

[0070] Furthermore, the joint plate comprises two anchoring ribs (5), each respectively coupled to the first and second main surface. These anchoring ribs (5) are plate-shaped, extend in the longitudinal direction of the main surface, and are positioned perpendicular to the said main surface. These anchoring ribs are positioned mirror-symmetrically relative to each other. The joint plate also includes two stabilization ribs (6), each respectively coupled to the first and second main surface. These stabilization ribs (6) are plate-shaped, extend in the longitudinal direction of the main surface, and are positioned perpendicular to the said main surface. These anchoring ribs are positioned mirror-symmetrically relative to each other.

[0071] The anchoring ribs (5) and stabilization ribs (6) each include one surface that forms an angle with their respective main surface. This angle is 90° in this embodiment, and consequently, these surfaces run parallel to each other. The anchoring ribs (5) and stabilization ribs (6) include a surface opposite to the surface described above, these surfaces define the anchoring zone (8). The anchoring zone has a truncated V-shaped profile.

[0072] The embodiment is situated in multiple layers used in a road construction. On one side, the joint plate (1) is surrounded by three different layers. The first, bottom layer is a crushed stone layer (11) that serves as a stabilization layer.crushed stone layer Directly above it is a layer of sand (12), which constitutes the foundation. Pavers (13) are provided as the surface course. Along the opposite side, the joint plate (1) is surrounded by two different layers. The bottom layer on this side is an asphalt layer (15) that acts as a support for the joint plate, with a layer of concrete (14) on top.

[0073] Parts of the figures: 1. universal joint plate 2. preformed joint 3. main surface 4. stabilization zone 5. anchoring rib 6. stabilization rib 7. dowel bar hole 8. anchoring zone 9. length measurement indication 10. dowel bar 11. crushed stone 12. sand 13. pavers 14. concrete 15. asphalt

Examples

examples

EXAMPLES

[0059]Figure 1 shows a cross-section of a joint plate according to an embodiment of the present invention. The embodiment shows a universal joint plate (1) made from recycled car tires for use in road sections. The plate comprises a primary plate which includes two opposite main surfaces (3) and two opposite long side surfaces. A first long side surface includes a preformed joint (2), which extends over the entire length of the side surface. The preformed joint (2) has a tapered profile, where it becomes wider towards the end. Furthermore, the joint is concave relative to the main plate. A second long side surface includes a stabilization zone (4), which also extends over the entire length of the side surface. In the main surface are preformed dowel bar holes (7), with a diameter of 30 mm.

[0060]Furthermore, the joint plate comprises two anchoring ribs (5), each respectively coupled to the first and second main surface. These anchoring ribs (5) are plate-shaped, extend in the...

Claims

1. A universal joint plate for use in road sections, comprising a primary plate, which primary plate includes two opposite main surfaces and two opposite long side surfaces, and wherein - a first long side surface includes a preformed joint, which preformed joint extends in a longitudinal direction (preferably over the entire length) of said first long side surface; - a second long side surface includes a stabilization zone, which stabilization zone extends in a longitudinal direction (preferably over the entire length) of said second long side surface; - the universal joint plate includes at least a first and a second anchoring rib, which first and second anchoring ribs are respectively coupled to said first and second main surfaces, wherein said anchoring ribs are plate-shaped, and extend in a longitudinal direction of said main surfaces, and are mainly positioned perpendicular to said main surfaces; - the universal joint plate includes at least a first and a second stabilization rib, which first and second stabilization ribs are respectively coupled to said first and second main surfaces, wherein said stabilization ribs are plate-shaped, and extend in a longitudinal direction of said main surfaces, and are mainly positioned perpendicular to said main surfaces; - the universal joint plate includes at least one preformed dowel bar hole, which dowel bar hole extends transversely through said primary plate; characterized in that the universal joint plate includes a first and second anchoring zone, which anchoring zones are formed between the respective stabilization ribs and anchoring ribs on either side of the universal joint plate.

2. The universal joint plate according to claim 1, wherein said first and second anchoring ribs each include two opposite main surfaces, wherein at least one of the main surfaces of each anchoring rib forms an angle with the respective first and second main surfaces of the primary plate, which angle is between 60° and 120°, preferably between 80° and 100°.

3. The universal joint plate according to any of the preceding claims, wherein said first and second stabilization ribs each include two opposite main surfaces, wherein at least one of the main surfaces of each stabilization rib forms an angle with the respective first and second main surfaces of the primary plate, which angle is between 60° and 120°, preferably between 80° and 100°.

4. The universal joint plate according to any of the preceding claims, wherein the anchoring zone encloses a V-shaped or truncated V-shaped profile.

5. The universal joint plate according to any of the preceding claims, wherein the first long side surface of the primary plate has a length between 100 cm and 200 cm, preferably between 100 cm and 150 cm.

6. The universal joint plate according to any of the preceding claims, wherein the first long side surface of the primary plate is between 5 cm and 20 cm longer than the second long side surface of the primary plate.

7. The universal joint plate according to any of the preceding claims, wherein the universal joint plate is made from recycled material, preferably chosen from the group of, but not limited to, natural or synthetic or natural rubber, butyl rubber, polyisoprene, nylon, polyester, silica, more preferably recycled car tires.

8. The universal joint plate according to any of the preceding claims, wherein said dowel bar hole has a minimum diameter between 10 mm and 40 mm, preferably between 25 mm and 35 mm.

9. The universal joint plate according to any of the preceding claims, wherein the universal joint plate includes at least two dowel bar holes where the distance between the dowel bar holes is between 10 cm and 50 cm, preferably between 20 cm and 50 cm, more preferably between 20 cm and 30 cm.

10. The universal joint plate according to any of the preceding claims, wherein the universal joint plate includes a length measurement indication with symbols, preferably letters, more preferably letters from the Latin alphabet.

11. The universal joint plate according to any of the preceding claims, wherein the length measurement indication is embossed.

12. The universal joint plate according to any of the preceding claims, wherein the universal joint plate includes integrated markings that can signal the maintenance of the joints through color changes or physical indicators that respond to pressure, temperature, or deformation.

13. An assembly comprising a universal joint plate according to any of claims 1 to 12 and one or more dowel bars.

14. A method for jointing road sections that includes the following steps - pouring a layer of stabilizing material, - placing one or more universal joint plates according to any of claims 1-12 in said layer of stabilizing material, wherein the stabilization zone of the joint plate is placed in the stabilizing material; - inserting one or more dowel bars into the dowel bar holes of the joint plate; - pouring one or more layers of concrete and / or other ground layers, characterized in that at least one ground or concrete layer provides anchoring at the level of the anchoring zone of the universal joint plate.

15. The method according to claim 14, wherein the universal joint plates are pre-cut to the desired length, based on the length measurement indication according to claim 10 or 11.

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