Deck body having Anti-slip panels arranged in non-uniform grounding pattern, non-synthetic or synthetic deck girder including same, and temporary structure additionally comprising deck plate therewith

Abstract

The present invention relates to a deck body having anti-slip panels arranged in a non-uniform grounding pattern, and a deck girder, the deck body comprising: a lower assembly in which a plurality of frames are continuously arranged and fixed; and an upper assembly having a plurality of anti-slip panels fixed to the upper surface of the lower assembly, wherein the longitudinal length and the transverse length of the anti-slip panel and the lengths of the longitudinal gap, the transverse gap and the diagonal gap between the panels are set with respect to the short side and the long side of a contact patch (G), which is in the longitudinal direction that is the traveling direction of a vehicle, such that at least one of the two anti-slip panels adjacent to each other with respect to the proceeding direction of the vehicle is arranged to always be in contact with a tire regardless of the traveling speed of the vehicle, and reliable braking can be performed by means of the braking action between anti-slip projections of the panels and the tire even at any moment of braking.

Description

A temporary structure comprising a non-synthetic or synthetic slab girder including a slab with anti-slip panels arranged in a non-uniform ground pattern, and an additional slab plate.

[0001] The present invention relates to a casing and a casing girder, and more particularly, to a casing in which anti-slip panels of various sizes are attached at various intervals to the upper surface of the casing and, at this time, the sizes and intervals of the panels are set to make non-uniform contact with the wheels, thereby realizing maximum braking force by the catching action between the panel steps and the tires, and a casing in which the anti-slip panels are arranged in a non-uniform contact pattern, and a non-synthetic or synthetic casing girder manufactured by combining the casing with a mold installed in an existing ground structure, and a temporary structure additionally including a casing plate.

[0002]

[0003] Temporary structures and underground temporary structures are generally installed for the purpose of excavating the ground and allowing traffic to pass through, etc. in relation to the construction of underground structures, such as working bridges or bypass structures for construction, emergency disaster recovery structures, emergency disaster recovery structures, emergency military structures, and underground structures. These temporary structures and underground structures typically include ground structures erected on the ground, including temporary vents, moldings, and lining plates that form the bottom of the road. Due to the nature of their purpose, both quick construction and safety are required. In this case, the lining plates are placed on the moldings or lining plates that are installed to connect the ground structures erected on the ground at regular intervals.

[0004] Here, the tread plate comprises a top plate used as a road surface, and this top plate is patterned to increase contact with the wheels of vehicles and prevent slipping. This anti-slip pattern can generally be formed by patterning numerous concave grooves.

[0005] For example, the anti-slip pattern is formed by arranging a plurality of grooves (11) machined at regular intervals on the upper plate (10) illustrated in Fig. 1. In addition, grooves formed by protruding lattice-shaped edges (21, 31) machined at regular intervals on the upper plates (20, 30) of Figs. 2 and 3 are formed by arranging grooves at regular intervals. Accordingly, the vehicle's slippage can be reduced due to interference between the grooves (11) and the protruding portions around the grooves (11) and the wheels, or the grid-shaped protruding edges (21, 31) and the grooves formed by them and the wheels.

[0006] However, as seen in the examples above, the anti-slip pattern can mostly be in the form of a concave groove, a convex protrusion, or a grid-like convex border (hereinafter collectively referred to as a "groove shape"). Since these conventional anti-slip patterns are small and densely formed at a low height, a large number of anti-slip patterns come into contact with the vehicle wheels simultaneously, which makes it difficult to expect effective anti-slip. In fact, drivers have likely experienced their vehicles skidding due to insufficient braking on a conventional anti-slip patterned tread plate. Furthermore, vehicles driving on these conventional anti-slip patterned tread plates frequently skid without benefit from the anti-slip pattern, resulting in frequent collisions. Furthermore, when it rains, the tread plate hydroplanes, inevitably leading to more frequent vehicle skidding. Therefore, there is a need for a tread plate that can provide maximum braking power by providing reliable interference with the wheels while taking into account the contact area of ​​the vehicle wheels.

[0007] Meanwhile, in the case of the conventional Korean Patent No. 10-0921825, as shown in (a) and (b) of FIG. 4, an 'L'-shaped or 'ㅗ'-shaped double-sided member (11) is welded or bolted to the upper flange of an 'H'-shaped upper beam (10) coupled to the upper part of a ground structure installed on the ground, and a connecting member (12) is welded or bolted to connect the double-sided members (11).

[0008] However, when the reinforcement plate (13) is installed on the lower part of the side member (11), a step is generated due to the thickness in the shape of an 'L' or 'ㅗ' as seen in the "A" section, and this causes instability of the reinforcement plate supporting the vehicle load, so it is impossible to manufacture and install it in an actual field.

[0009] In addition, in (b) of Fig. 4, the height (t) of the connecting member (12) is only about 20 cm in an actual field, so bolting between multiple connecting members (12) was impossible.

[0010] In addition, when the width (b) between the two-sided members (11) is applied to be approximately 50 to 200 cm, there is difficulty in manufacturing because a connecting member (12) of this width is not produced, and even when multiple members are interconnected, there is a structural problem in that if the connecting members (12) cannot be supported because the width (b) is wide, a bending phenomenon of the connecting members (12) occurs (indicated by a dotted line in the drawing).

[0011] Meanwhile, in the case of the conventional Korean Patent No. 10-0932105, as shown in FIG. 5, a 'ㄷ'-shaped double-sided member (21) is bolted to the upper flange of an 'H'-shaped upper beam (20) coupled to the upper part of a structure installed on the ground, a connecting member (22) is installed by connecting the double-sided members (21), and a plurality of longitudinal ribs (23) are installed on the lower surface of the connecting member (22).

[0012] Here, looking at the 'B' portion where the lining plate (24) is installed on the upper flange of the upper beam (20), it appears that the problem caused by the step in the 'A' portion of Fig. 4 (a) and (b) has been resolved.

[0013] However, the bending phenomenon (indicated by a dotted line in the drawing) for the wide width (b) between the two-sided members (21) still remains as a problem, and it is shown that the bending phenomenon occurred as shown in (b) of Fig. 5.

[0014] Meanwhile, in the case of the conventional Korean Patent Registration Nos. 10-1776900 and 10-1851957, in order to improve the bending phenomenon, a bending prevention member is installed across between the members on both sides, and thereby the bending phenomenon of the connecting member can be prevented. For example, as shown in Fig. 6, a support member (32) and an intermediate member (33) are connected across between the members on both sides (31), a connecting member (34) is connected on top of the members on both sides (31) and the support member (32), and a fitting member (35) installed on the lower surface of the connecting member (34) is fitted into the intermediate member (33) to form a mutual lattice shape.

[0015] However, this structure has a problem in that the overall height (t2) is only about 20 cm, so the manufacturing cost increases significantly while work efficiency decreases due to the complex process of arranging and joining each member in a narrow space and the need for welding or bolting.

[0016]

[0017] The purpose of the present invention, which has been devised in consideration of the above-mentioned needs, is to provide a temporary structure including a girder, a non-synthetic or synthetic girder including the girder, and a casing in which anti-slip panels are attached to the upper surface of the lower assembly in various sizes and intervals in consideration of the contact area of ​​the wheels, and the sizes and intervals of the panels are determined to be non-uniformly grounded in connection with the contact area of ​​the wheels, so that braking can occur between the anti-slip bump and the vehicle wheels due to the height of the panels at any moment when braking is desired, and a non-synthetic or synthetic girder including the girder, and a casing plate in addition thereto.

[0018] In addition, another object of the present invention is to provide a temporary structure including a non-synthetic or synthetic composite girder in which the 'I' shape or the frame of each pipe of the lower assembly is continuously arranged in parallel in the width direction or arranged in a grid form, and in the case of the 'I' shape, a 'ㄷ' shaped channel connecting the upper and lower flanges is fixed and supported, thereby reducing the number of installed frames for the same width length compared to the past and increasing the support load at both ends, and a composite girder in which the composite girder is connected to the main body and which is placed on a ground structure and is supported so that the composite girder behaves as one body, and further including a composite girder plate.

[0019] And another object of the present invention is to provide a temporary structure including a girder, a girder body, a girder body having a non-uniform ground pattern, a girder body, and a girder body having a non-composite or synthetic girder body, which is connected to a mold that is placed on and supported by a ground structure so that the girder body behaves as one body, and further including a girder body plate, in which instability due to a step is eliminated at a portion where a conventional girder board is installed, a channel having a 'ㄷ' shape is installed so that the number of installed frames is reduced compared to the conventional one, thereby improving work efficiency and reducing manufacturing costs, and in which bending is prevented by the support of each frame and rib when the top plate is installed while each frame is arranged in a grid pattern, and in which bending of the top plate is also eliminated by excluding the top plate while the longitudinal frames are arranged in a continuous row.

[0020]

[0021] In order to achieve the above-described purpose, a casing in which anti-slip panels according to the present invention are arranged in a non-uniform ground pattern may be formed by including a lower assembly having a plurality of frames interconnected in a continuous shape or a grid shape; and an upper assembly having a plurality of anti-slip panels fixed at regular intervals on the upper surface of the lower assembly.

[0022] Here, the driving direction of the vehicle is set to the vertical direction, and the vertical length (L1) of the panel and the length of the vertical spacing (d1) or diagonal spacing (d2) between the panels in comparison with the short side (a), which is the vertical length of the wheel contact surface, can be made by satisfying L1 or d1 < a < (L1 + d1) or L1 or d2 < a < (L1 + d2).

[0023] Additionally, the contact surface of the wheel is a rectangle with a short side (a) and a long side (b), and the short side (a) can be obtained.

[0024] As a first example, if the design vehicle live load specified in 4.3.1.2 by the design load of the bridge (limit state design method) of KDS 24 12 21:2016 and the ratio of the width and length of the contact surface presented in the design vehicle live load (KL-510) is 2.5:1, and the contact surface of the vehicle wheel with the maximum load (P) of 192 kN is obtained, the short side (a) can be 327 mm and the long side (b) can be 817.5 mm.

[0025] Or, as a second example, in relation to Article 33, Paragraph 3 of the Design Criteria for Automobile Loads in the first example, if 24 kN presented in DB-24 is set as the maximum load (P), and the contact surface of the vehicle wheel is obtained, the short side (a) may be 40 mm and the long side (b) may be 100 mm.

[0026] Based on the first and second examples, the short side (a) can be 40 mm < a < 327 mm.

[0027] Meanwhile, the driving direction of the vehicle is vertical, and the length of the horizontal length (L2) of the panel and the length of the horizontal gap (d3) between the panels in comparison with the long side (b), which is the horizontal length of the wheel contact surface, may be L2 or d3 < b < (L2 + d3).

[0028] Additionally, the contact surface of the wheel is a rectangle with a short side (a) and a long side (b), and the short side (a) can be obtained.

[0029] As a first example, if the design vehicle live load specified in 4.3.1.2 by the design load of the bridge (limit state design method) of KDS 24 12 21:2016 and the ratio of the width and length of the contact surface presented in the design vehicle live load (KL-510) is 2.5:1, and the contact surface of the vehicle wheel with the maximum load (P) of 192 kN is obtained, the short side (a) can be 327 mm and the long side (b) can be 817.5 mm.

[0030] Or, as a second example, in relation to Article 33, Paragraph 3 of the Design Criteria for Automobile Loads in the first example, if 24 kN presented in DB-24 is set as the maximum load (P), and the contact surface of the vehicle wheel is obtained, the short side (a) may be 40 mm and the long side (b) may be 100 mm.

[0031] Based on the first and second examples, the long side (b) can be 100 mm < b < 817.5 mm.

[0032] Additionally, the frame may be an 'I' shaped beam arranged in parallel with the upper flanges or the lower flanges fixed to each other while being continuous, or an 'ㅁ' shaped square tube arranged in parallel with the sides being connected and fixed to each other while being continuous.

[0033] In addition, when the 'I' shaped frames are combined, a 'ㄷ' shaped channel with the upper and lower ends fixed to the upper and lower flanges of the two end frames, or a flat plate shaped channel with the upper and lower ends fixed can be further provided.

[0034] Additionally, the upper assembly may further include a top plate attached to the entire upper surface of the lower assembly and having panels fixed to the upper surface.

[0035] Additionally, the frame may be a vertical frame or a horizontal frame that is installed in a rectangular shape or an 'I' shape and is connected to each other in a grid shape to create a plurality of grid spaces.

[0036] Here, the upper assembly may further include a top plate having panels fixed to the upper surface to block a grid space on the upper surface of the assembly of the mutually coupled longitudinal and transverse frames.

[0037] In addition, the lower assembly may further include at least one of a lower plate installed to block a grid space on the lower surface of an assembly of mutually coupled vertical frames and horizontal frames, vertical ribs and horizontal ribs arranged to intersect each other in the grid space and fixed to the vertical frame or the horizontal frame at both sides, a stiffener inserted and fixed to support between the upper flange and the lower flange of the vertical frame or the horizontal frame in the shape of an 'I', and a 'ㄷ'-shaped channel whose upper and lower ends are fixed to the upper and lower flanges of the vertical frame or the horizontal frame in the shape of an 'I'.

[0038] And the panels are polygonal, including square or triangular, and have anti-slip bumps that provide braking force by engaging with wheels due to a certain height, and a number of them can be arranged in a plane, aligned in rows, or arranged in a zigzag shape.

[0039] Meanwhile, the non-synthetic or synthetic composite girder according to the present invention may be formed by including the composite girder described above; and a mold in which the composite girder described above is installed in a synthetic manner by being joined in a parallel or perpendicular direction or in a non-synthetic manner by being non-joined.

[0040] Here, the composite body can be formed by combining parts or all of it while being placed on the mold, or by being non-combined and non-synthetic.

[0041] And it may further include at least one of a plurality of connecting members protruding and fixed facing each other at the end of the compatible mold, a fastening member fixed by connecting the facing connecting members, and a supporting member installed to support by connecting the upper flange and the lower flange on the opposite side of the compatible mold.

[0042] And the mold can be installed to be supported on a ground structure including a column or pile or a temporary vent erected on the ground.

[0043] Meanwhile, the temporary structure according to the present invention may be formed by including the non-synthetic or synthetic composite girder described above, and a composite plate installed non-synthetic or synthetically by connecting the non-synthetic or synthetic composite girders arranged on both sides.

[0044] Here, the mold of the non-synthetic or synthetic composite girder can be installed to be non-synthetic or synthetic to the ground structure including the column or pile erected on the ground.

[0045]

[0046] As described above, according to the present invention, at least one of two adjacent anti-slip panels in the direction of travel of the vehicle and the gap therebetween are arranged so that they are always in non-uniform contact with the wheels regardless of the driving speed of the vehicle, so that at any moment of braking, reliable braking can be performed instantly by the braking action between the anti-slip bump of the panel and the wheels.

[0047] In addition, the vertical length, horizontal length, vertical spacing, horizontal spacing and diagonal spacing of the anti-slip panels are set to ensure non-uniform contact with the contact surface of the wheel, thereby eliminating the phenomenon in which the contact surface of the wheel is only in contact with the top of the anti-slip panels or only in contact with the vertical spacing, horizontal spacing and diagonal spacing, thereby preventing the phenomenon of slipping during braking.

[0048] In addition, since 'I' shaped frames are arranged in parallel or in a grid shape with each other in contact, and 'ㄷ' shaped channels or stiffeners are installed to connect the upper and lower flanges of the outermost frame and are fixed, the number of frames can be reduced compared to the past, the open surfaces on both sides can be closed, and the support load on both ends can be increased.

[0049] Furthermore, conventional tabletops with molded lattice-shaped protruding edges must be manufactured in large factories, and are subject to significant transportation and installation difficulties, such as transporting them to the site for installation, as well as lengthening the construction period. In contrast, the invention of Bong allows for on-site fabrication of anti-slip panels attached to a flat tabletop, shortening the construction period. Furthermore, the construction period for the casing and casing girders, including the tabletop, can be shortened.

[0050] And, since the girder of the composite girder according to the present invention is installed on the upper part of the ground structure by being composited or integrated with a mold installed using an existing H-shaped steel as a basic member, the cross-sectional second moment of inertia of the composite girder exhibits a much larger value than the cross-sectional second moment of inertia of a single mold of the conventional H-shaped steel, so that ultimately the amount of steel of the temporary structure can be greatly reduced, the span of the temporary structure can be made long, and for this reason, there is an effect of reducing the construction cost.

[0051]

[0052] The following drawings attached to this specification illustrate preferred embodiments of the present invention and, together with the detailed description of the invention, serve to further understand the technical idea of ​​the present invention, and therefore, the present invention should not be interpreted as being limited to matters described in such drawings.

[0053] Figures 1 to 6 are perspective views schematically illustrating a conventional backing plate and top plate.

[0054] FIG. 7 is a perspective view schematically illustrating a casing in which anti-slip panels according to a preferred embodiment of the present invention are arranged in a non-uniform ground pattern.

[0055] Figure 8 is a front view of Figure 7.

[0056] Figure 9 is a drawing illustrating another embodiment of Figure 8.

[0057] Figures 10 and 11 are drawings showing the relationship between the vertical length and vertical spacing of the anti-slip panel shown in Figure 7 and the contact surface of the wheel.

[0058] Figure 12 is a drawing illustrating an application example of Figures 10 and 11.

[0059] Figure 13 is a drawing showing the relationship between the horizontal length and horizontal spacing of the anti-slip panel shown in Figure 7 and the contact surface of the wheel.

[0060] Figure 14 is a drawing showing the contact surface of a vehicle wheel.

[0061] Figures 15 and 16 are perspective views schematically illustrating a casing according to another embodiment of the present invention.

[0062] FIG. 17 is a perspective view schematically illustrating a casing according to another embodiment of the present invention.

[0063] Figures 18 to 24 are drawings related to the slip resistance experiment, results, and actual manufactured examples of the slip resistance panel illustrated in Figure 7.

[0064] Fig. 25 is a perspective view schematically illustrating a girders having the girders of Fig. 7 installed.

[0065] Figures 26 and 27 are photographs of the actually manufactured girder of the casing of Figure 25.

[0066] Figure 28 is a schematic drawing showing a state in which a lining plate is installed on the lining girder of Figure 25.

[0067]

[0068] Hereinafter, with reference to the attached drawings, preferred embodiments are described in detail so that those skilled in the art can easily practice the present invention. Furthermore, among the components mentioned in the various embodiments, similar and related components may be replaced, exchanged, or added to each embodiment. However, when describing the operating principles of preferred embodiments of the present invention in detail, if a specific description of a related known function or component is judged to unnecessarily obscure the gist of the present invention, the detailed description thereof will be omitted.

[0069]

[0070] <Bokongche>

[0071] According to a preferred embodiment of the present invention, a non-slip panel-shaped body (100) arranged in a non-uniform ground pattern may be formed by including a lower module (110) and an upper assembly (120), as shown in FIGS. 7 and 8.

[0072] Here, the lower assembly (110) may be provided with 'I'-shaped frames (111) that are fixed in parallel while facing each other in the width direction, and 'ㄷ'-shaped channels (115) that are fixed to the upper flange (112) and the lower flange (114) of the frame (111) at both ends in the width direction. At this time, the frames (111) that are fixed in parallel, or the frame (111) and the channel (115) may be fixed to each other by welding.

[0073] To explain in more detail, as shown in Fig. 8, the frame (111) is an 'I' shape having an upper flange (112), a belly (113), and a lower flange (114). These frames (111) are arranged in parallel so that the upper flanges (112) or the lower flanges (114) are in contact with each other, and the upper flanges (112) or the lower flanges (114) that are in contact with each other can be fixed through a conventional joining method including welding. Accordingly, a plurality of frames (111) can be arranged and fixed in parallel with each other in the width direction of the belly (100).

[0074] And the channel (115) has a 'ㄷ' shape, and the bent upper and lower ends can be fixed to the upper flange (112) and the lower flange (114) of the frame (111) through a conventional joining method including welding. For example, as shown in FIG. 8, the upper and lower ends of each channel (115) on the outermost sides of both sides of the mutually fixed frames (111), that is, the left and right sides with respect to the width direction of the casing (100), can be fixed after contacting the upper flange (112) and the lower flange of the frame (111), respectively. As another example, the channel (115) has a flat plate shape, is arranged between the upper flange (112) and the lower flange (114), and is fixed to the conventional joining method including welding, and one can be installed as long as the upper flange (112) and the lower flange (114), or multiple can be installed at regular intervals.

[0075] Accordingly, the load-bearing capacity of the outer upper flange (112) and lower flange (114) of the frame (111) located at both ends on the left and right is reinforced by the channel (115), and the number of frames is reduced by one or more compared to the conventional one for the same width and length, so that the supporting load can be improved along with cost reduction.

[0076] As another example, as shown in Fig. 9, the channel (115) may be excluded. In addition, the frames (111) may be in the shape of an 'I', and these frames (111) may be arranged and fixed in parallel with each other. In this case, the channel (115) may be excluded, and the upper assembly (120) may be installed on the upper surface of the frames (111).

[0077] Meanwhile, the upper assembly (120) may be provided with a plurality of anti-slip panels (121) arranged at regular intervals on the upper surface of the lower assembly (110) and having a regular size and height, as shown in FIGS. 7 to 9. In addition, the upper assembly (120) may further be provided with a top plate (not shown) fixed between the lower assembly (110) and the panel (121). This top plate may be fixed as a single plate covering the entire upper surface of the lower assembly (110), or multiple plates may be fixed in contact or spaced apart at regular intervals, and anti-slip panels (121) may be fixed on the upper surface.

[0078] The panel (121) may be manufactured in a polygonal shape including a square and a triangle on a plane while having a constant size and a constant thickness (t). In addition, the thickness (t) of the panel (121) creates a protrusion between the upper surfaces of the lower assembly (110), and this protrusion may be provided as an anti-slip bump (122) that engages with the vehicle wheels as shown in FIG. 7, and may include horizontal or vertical anti-slip bumps (122a, 122b). Accordingly, when a vehicle running on the casing (100) is braked, the wheels of the vehicle may be caught on the anti-slip bump (122) and braked. Here, the horizontal anti-slip bump (122a) is effective for braking when the vehicle is driving straight or turning left or right at a small angle, and the vertical anti-slip bump (122b) may be effective for braking when the vehicle is turning left or right at a large angle. At this time, the thickness (t) of the anti-slip bump (122) may be approximately 1 to 10 mm, and if it is less than 1 mm, the catch effect for anti-slip and braking power is significantly reduced, and if it exceeds 10 mm, the ride comfort, noise, and vibration of the vehicle may occur. In addition, the horizontal anti-slip bump (122a) may be the front and rear bumps of the panel (121) based on the vertical direction on a plane, and the vertical anti-slip bump (122b) may be the left and right bumps of the panel (121) on a plane.

[0079] In addition, each panel (121) can be arranged in a square or diamond shape on the plane, and the adjacent panels (121) can be arranged in a line in the horizontal and vertical directions as in Fig. 10, or can be arranged in a zigzag shape as in Fig. 12. In this case, when the adjacent panels (121) are arranged in a zigzag shape, even if the wheels of a braking vehicle are positioned at an angle, the horizontal anti-slip bumps (122a) become oblique or right angles to the driving direction of the wheels, so that braking by the horizontal anti-slip bumps (122a) can be smoothly performed.

[0080] And as shown in FIGS. 10 and 11, the vertical length (L1) and the vertical spacing (d1) or diagonal spacing (d2) of the panel (121) in the vertical direction, which is the vehicle driving direction, can be determined in relation to the short side (a), which is the vertical length of the contact surface of the vehicle wheel.

[0081] In this regard, as shown in FIGS. 10 and 11, the vertical length (L1), vertical spacing (d1) and diagonal spacing (d2) of the panel (121) may, for example, have a maximum length of the vertical length (L1), vertical spacing (d1) and diagonal spacing (d2) that may be shorter than the short side (a) of the ground contact surface (G). In addition, the combined length of the vertical length (L1) and the vertical spacing (d1), and the combined length of the vertical length (L1) and the diagonal spacing (d2), may be shorter than the short side (a) of the ground contact surface (G). As a result, an uneven ground contact is formed on the ground contact surface (G) in which the panel (121) and the vertical spacing (d1) or the panel (121) and the diagonal spacing (d2) are simultaneously grounded, so that a braking action between the horizontal anti-slip bump (122a) and the wheels can always be provided during braking. Conversely, if the panel (121) is too long so that the ground plane (G) is located only on the panel (121), or if the vertical gap (d1) or the diagonal gap (d2) is too long so that the ground plane (G) is located only on the gap (d1 or d2), the engagement between the horizontal anti-slip bump (122a) and the wheel does not occur instantaneously, which may cause slipping for a very short time. This slipping phenomenon can be prevented by uneven grounding.

[0082] In addition, the vertical gap (d1) or the diagonal gap (d2) may be longer or shorter than the vertical length (L1), but may be set so that the wheel touches the ground between the vertical gap (d1) or the diagonal gap (d2) while driving, without being grounded entirely over the vertical gap (d1) or the diagonal gap (d2). Through this, a phenomenon in which the vertical gap between the panels (121) is too short and thus no or only a weak engagement effect between the wheel and the horizontal anti-slip bump (122a) occurs is prevented, and a reliable engagement effect for braking between the wheel and the horizontal anti-slip bump (122a) can be guaranteed.

[0083] In addition, in (a) and (b) of FIG. 12, even when the panel (121) is arranged in a zigzag shape with respect to the horizontal direction, the length of the vertical length (L1), the vertical spacing (d1) or the diagonal spacing (d1) presented in the embodiments of FIG. 10 (a) to FIG. 11 may be the same.

[0084] Meanwhile, as shown in Fig. 13, the horizontal length (L2) and horizontal spacing (d3) of the panel (121) in the horizontal direction perpendicular to the vehicle driving direction can be determined in relation to the long side (b), which is the horizontal length of the contact surface of the vehicle wheel.

[0085] To explain in detail, the horizontal length (L2) and the horizontal gap (d3) of the panel (121) may, as shown in FIG. 13, for example, the maximum length of the horizontal length (L2) and the horizontal gap (d3) may be shorter than the long side (b) of the ground contact surface (G). In addition, the combined length of the horizontal length (L2) and the horizontal gap (d3) may be shorter than the long side (b) of the ground contact surface (G). As a result, the ground contact surface (G) may be non-uniformly grounded in which the panel (121) and the horizontal gap (d3) are grounded simultaneously, so that a braking action between the vertical anti-slip bump (122b) and the wheel may always be provided during braking. Conversely, if the panel (121) is too long so that the ground plane (G) is located only on the panel (121), or if the horizontal gap (d3) is too long so that the ground plane (G) is located only on the horizontal gap (d3), the engagement between the vertical anti-slip bump (122b) and the wheel does not occur, which may cause slipping for a very short time. This slipping phenomenon can be prevented by the non-uniform grounding.

[0086] In addition, the horizontal gap (d3) may be longer or shorter than the horizontal length (L2), but may be set so that the wheel does not touch the ground only above the horizontal gap (d3) while ensuring a length that allows the wheel to touch the ground between the horizontal gaps (d3) while driving. Through this, a phenomenon in which the horizontal gap between the panels (121) is too short and thus no or only a weak engagement between the wheel and the vertical anti-slip bump (122b) occurs is prevented, and a reliable engagement between the wheel and the vertical anti-slip bump (122b) for braking is ensured.

[0087] Meanwhile, the contact surface of a vehicle wheel will be described with reference to Fig. 14. Here, as shown in Fig. 14, let the width of the contact surface be the long side (b), and the vertical length of the contact surface be the short side (a). Furthermore, the contact surface will be obtained for two cases.

[0088] As a first example, the maximum contact area of ​​a vehicle wheel can be determined based on the design vehicle live load specified in 4.3.1.2 of the bridge design load (limit state design method) of KDS 24 12 21:2016. The contact area is defined as a rectangle with a width-to-length ratio of 2.5:1.

[0089] To summarize, it is as shown in Equation 1) below.

[0090] Ground area = 2.5×a 2 ------------ Formula 1)

[0091] Furthermore, the bridge is designed to be stable for a maximum load of 192 kN under the design vehicle live load (refer to KL-510) based on the limit state design method. Furthermore, the contact area of ​​the vehicle wheels is considered to be a single rectangle with an area of ​​Equation 2) below for each vehicle wheel under the standard truck load, and the ratio of the width to the length of this rectangle is 2.5:1.

[0092] ------------ Formula 2)

[0093] Here, P is the weight of the vehicle wheel (kN). Therefore, by comparing Equations 1) and 2) and substituting P=192kN into Equation 2), it can be organized into Equation 3) below.

[0094] ------------- Formula 3)

[0095] By organizing equation 3), the length of the short side (a) is 327 mm.

[0096] Also, based on the ratio of the width and length of the contact surface of the vehicle wheel described above, the length of the long side (b), which is 2.5 times longer than the short side (a), is 817.5 mm.

[0097] In conclusion, in the case of the first example, the design vehicle live load stipulated in 4.3.1.2 by the design load of the bridge (limit state design method) of KDS 24 12 21:2016 and the contact surface of the vehicle wheel for the maximum load of 192 kN presented in the design vehicle live load (KL-510) may be 327 mm for the first short side (a1) and 817.5 mm for the first long side (b1).

[0098] Meanwhile, as a second example, the contact area can be determined based on DB-24 in relation to Article 33, Paragraph 3 of the Design Criteria for Automobile Loads. The width-to-length ratio of the contact area of ​​a rectangular wheel can be 2.5:1. Furthermore, when P is the weight of the vehicle wheel (kN), DB-24 stipulates the load (P) of the front wheel as 24 kN.

[0099] Based on these assumptions, by substituting and organizing the equations 1), 2) and 4) above, the length of the second short side (a2) can be approximately 40 mm, and the length of the second long side (b2) can be approximately 100 mm.

[0100] --------- Formula 4)

[0101] Based on this, in the embodiments illustrated in FIGS. 10 to 12, the length of the vertical length (L1), the vertical spacing (d1), and the diagonal spacing (d2) can be set for the cross-section (a) of the contact surface (G) of the wheel. That is, in the embodiments illustrated in FIGS. 10 and 11, in the case of the first example, L1 or d1 < 327 mm < (L1 + d1), and in the case of the second example, L1 or d1 < 40 mm < (L1 + d1). In addition, in the embodiment illustrated in FIG. 12, in the case of the first example, L1 or d2 < 327 mm < (L1 + d2), and in the case of the second example, L1 or d2 < 40 mm < (L1 + d2). Therefore, L1 or d1 < short side(a) < (L1 + d1), and L1 or d2 < short side(a) < (L1 + d2).

[0102] And in the case of the embodiment illustrated in FIG. 13, the length of the horizontal length (L2) and the horizontal gap (d3) can be set with respect to the long side (b) of the wheel contact surface (G). That is, in the case of the first example, L2 or d3 < 817.5 mm < (L2 + d3), and in the case of the second example, L2 or d3 < 100 mm < (L2 + d3). Therefore, based on the first and second examples, L2 or d3 < long side (b) < (L2 + d3) can be satisfied.

[0103] Meanwhile, FIG. 15 (a) to FIG. 17 illustrate an embodiment in which the spacing between the panels (121) maintains the above-described configuration, and the structures of the lower assembly (110) and the upper assembly (120) are changed.

[0104] For example, as shown in (a) and (b) of FIG. 15, the lower assembly (110) may further include a first frame (130), a first transverse frame (131), and a lower plate (132), and the upper assembly (120) may further include an upper plate (123).

[0105] Here, a plurality of first-type frames (130) can be arranged longitudinally at regular intervals from each other. At this time, the first-type frames (130) can be in the shape of a square tube or an 'I' shape.

[0106] In addition, a plurality of first transverse frames (131) may be arranged at regular intervals between the first longitudinal frames (130). The first transverse frames (131) may have a square shape or an 'I' shape. As a result, the first longitudinal frame (130) and the first transverse frame (131) are connected to each other in a grid shape, and a grid space (H) may be created between the first longitudinal frame (130) and the first transverse frames (131).

[0107] In addition, the top plate (123) is a member installed to reinforce the bonding force and supporting force of the first longitudinal frame (131) and the first transverse frame (), and can be placed and fixed on the upper surfaces of the first longitudinal frame (130) and the first transverse frame (131) that are assembled in a mutual grid shape. That is, the upper surface of the grid space (H) created by the assembly of the first longitudinal frame (130) and the first transverse frame (131) can be blocked. A plurality of panels (121) can be attached to the upper surface of this top plate (123) according to the above-described specifications. For example, the top plate (123) may be a single sheet of a size that can cover the entire upper surface of the assembly of the first longitudinal frame (130) and the first transverse frame (131) for arranging the panels (121), or may be a plurality of sheets that are arranged continuously and joined to each other. As another example, the top plate (123) may be arranged only in each grid space (H) and may be a plurality of sheets installed with the same height as the top surfaces of the first longitudinal frame (130) and the first transverse frame (131). In this case, the panel (121) may be attached at the above-described intervals on the first longitudinal frame (130), the first transverse frame (131), and the top plate (123).

[0108] And the lower plate (132) is a member installed to reinforce the bonding force and supporting force of the first longitudinal frame (131) and the first transverse frame (131), and can be fixed to the lower surface of the first longitudinal frame (130) and the first transverse frame (131) assembled in a grid shape as shown in FIG. 16. Accordingly, the upper and lower surfaces of the grid space (H) created in the assembly of the first longitudinal frame (130) and the first transverse frame (131) in a grid shape can be closed by the upper plate (123) and the lower plate (132). This lower plate (132) may be, for example, a single sheet of a size that can cover the entire lower surface of the assembly of the first longitudinal frame (130) and the first transverse frame (131) or a portion of the lower surface as shown in FIG. 15, or may be multiple sheets that are continuously arranged and joined together. As another example, the lower plate (132) may be placed only in each grid space (H), and the lower surface may be installed at the same height as the lower surface of the first longitudinal frame (130) and the first transverse frame (131).

[0109] Meanwhile, as shown in FIG. 17, the lower assembly (110) may further include a second longitudinal frame (140), a second transverse frame (141), a longitudinal rib (142), a transverse rib (143), and a stiffener (144), and the upper assembly (120) may further include a top plate (123).

[0110] Here, a plurality of second-type frames (140) can be arranged longitudinally at regular intervals. At this time, the second-type frames (140) can be in the shape of an 'I' or a square tube. The abdomen at both ends is shaped to protrude more than the upper flange or the lower flange, and this abdomen can be inserted and joined between the upper flange and the lower flange of the second-1 transverse frame (141a).

[0111] In addition, a plurality of second transverse frames (141) can be arranged at regular intervals between the second longitudinal frames (140). The second transverse frame (141) has an 'I' shape or a square shape, and can include a second-first transverse frame (141a) and a second-second transverse frame (141b).

[0112] Here, the second-first transverse frame (141a) is placed at both ends of the second-type frames (140), and the protruding abdomen of the second-type frame (140) can be fitted between the upper flange and the lower flange to be mutually connected.

[0113] And the 2nd-2nd transverse frame (141b) has a shape in which the abdomen protrudes more than the upper flange or the lower flange at both ends, and can be arranged in multiple numbers at regular intervals between the 2nd-type frames (140). The 2nd-2nd transverse frame (141b) can be joined by having the abdomen inserted between the upper flange and the lower flange of the 2nd-type frame (140).

[0114] Accordingly, the second frame (140) and the second transverse frame (141) are assembled in a mutual grid shape, and a plurality of grid spaces (H) can be created.

[0115] In addition, the longitudinal rib (142) can be arranged longitudinally in the grid space (H) created by the grid-shaped assembly of the second longitudinal frame (140) and the second transverse frame (141) and fixed between the second transverse frames (141). Here, when the second transverse frame (141) has an 'I' shape, the longitudinal rib (142) can be fixed by being inserted between the upper flange and the lower flange of the second transverse frame (141) so that the upper surface is positioned on the same plane as the upper surface of the second transverse frame (141). To this end, a first step (142a) is processed on the upper portions of both sides of the longitudinal rib (142) so that the upper flange of the second transverse frame (141) is placed, and the lower surface of the longitudinal rib (142) can be placed on the lower flange. In addition, a groove (142b) having a roughly 'U' shape can be processed in the upper and middle portions of the longitudinal direction of the longitudinal rib (142) so that a transverse rib (144) can be fitted therein.

[0116] In addition, the transverse rib (143) is arranged transversely in the grid space (H) created by the grid-shaped assembly of the second longitudinal frame (140) and the second transverse frame (141), and the middle portion is fitted into the fitting groove (142b) of the longitudinal rib (142), so that both sides can be fixed to the second longitudinal frame (140). Here, when the second longitudinal frame (140) has an 'I' shape, the transverse rib (143) can be fixed by being fitted between the upper flange and the lower flange of the second longitudinal frame (140) so that the upper surface is positioned on the same plane as the upper surface of the second longitudinal frame (140). To this end, a second step (143a) is processed so that the upper flange of the second transverse frame (141) is placed on the upper portion of both sides of the transverse rib (143), and can be supported by being fitted into the fitting groove (142b) of the longitudinal rib (142).

[0117] Of course, even when the second longitudinal frame (140) and the second transverse frame (141) are in the shape of a square tube, a longitudinal rib (142) having a fitting groove (142b) and a transverse rib (143) fitted into the fitting groove (142b) can be installed. However, the first and second steps (142a, 143a) processed on both upper sides of the longitudinal rib (142) and the transverse rib (143) can be excluded.

[0118] In addition, the stiffener (144) can be installed to support the second longitudinal frame (140) and the second transverse frame (141) by being inserted between the outer upper flange and the lower flange in a grid-like assembly of the 'I'-shaped second longitudinal frame (140). This stiffener (144) can be installed not only in the second longitudinal frame (140) but also in the second transverse frame (141). In addition, the 'ㄷ'-shaped channel (114) described with reference to FIG. 8 can be installed in place of or in parallel with the stiffener (144).

[0119] And the top plate (123) is a member installed to reinforce the bonding force and support force of the second longitudinal frame (140) and the second transverse frame (141), and can be placed and fixed on the upper surface of the second longitudinal frame (140) and the second transverse frame (141) that are assembled in a mutual grid shape. That is, the upper surface of the grid space (H) created by the assembly of the second longitudinal frame (140) and the second transverse frame (141) can be blocked. A plurality of panels (121) can be attached to the upper surface of this top plate (123) according to the above-described specifications. In addition, the size of the upper plate (123) may be one sheet that can cover the entire upper surface of the assembly of the second longitudinal frame (140) and the second transverse frame (141) for arranging the panel (121), or may be multiple sheets that are arranged continuously or spaced apart from each other, or may be multiple sheets that are arranged only in the grid space (H) and fixed to form the same upper surface as the frames (140, 141). In addition, the lower plate (132) described above and illustrated in FIGS. 15 and 16 may also be installed.

[0120] Meanwhile, a casing (100) according to the present invention was manufactured in accordance with the above-described description. With respect to the casing (100) manufactured in this manner, a slip resistance test was conducted on an anti-slip bump (122) as shown in Fig. 18 by requesting a test company to conduct the test, based on DB-24 in relation to Article 33, Paragraph 3 of the Design Criteria for Automobile Loads. The test company is Korea SGS Co., Ltd., the request date is March 5, 2021, and the test date is March 11, 2021.

[0121] At this time, the fuselage (100) was manufactured and tested by adding a panel (121) to a top plate having a convex comb-like pattern processed on the surface, as in Fig. 19, as an example.

[0122] The test results for the anti-slip bump (122) of this composite body (100) are shown in Fig. 18. The anti-slip bump (122) was tested for slip resistance 10 times in total, in a dry state and in a wet state, for the area where the panel (121) was installed. As shown in Fig. 19, the test results showed a minimum of 70 BPN and a maximum of 96 BPN. This is approximately 1.22 to 1.68 times better than the minimum required friction coefficient of 57 BPN for friction coefficient category S1, risk level 1 of the Road Safety Facility Installation and Management Guidelines, as shown in Fig. 21.

[0123] In addition, as another example, a panel (121) was added to a flat top plate without any pattern or irregularity as in Figure 20 and an experiment was conducted.

[0124] As shown in Fig. 20, the experiment on the anti-slip bump (122) of this composite body (100) was repeated 10 times in total for the anti-slip resistance test on the anti-slip bump (122) in a dry state and a state with water sprayed on the area where the panel (121) was installed. Looking at the test results, the average was 71 BPN. As shown in Fig. 21, this is a result that is approximately 1.22 to 1.68 times better than the standard of the minimum required friction coefficient of 57 BPN for friction coefficient category S1, risk level 1 of the Road Safety Facility Installation and Management Guidelines.

[0125] In this way, by making the sizes of the panels (121) more than one type and setting the sizes and intervals of the panels (121) in consideration of the contact area of ​​the wheels, non-uniform contact can be achieved in which each wheel of a running vehicle simultaneously contacts the panels (121) and the intervals (d1, d2, d3). Accordingly, since each wheel of the vehicle always rests on the anti-slip bump (122) when running or braking, this can reliably prevent the vehicle from slipping or provide strong braking force.

[0126] As another example, considering the contact area of ​​the wheel on a flat top plate without any pattern or irregularity, a panel (121) was made within the above-mentioned specifications, that is, the vertical length (L1) and vertical spacing (d1) were applied such that L1 or d1 < short side (a) < (L1 + d1), and a composite body (100) was manufactured and tested based on this. The pattern of this panel (121) is as shown in Fig. 22, for example.

[0127] Here, the largest range of wheels in automobiles is approximately 23 to 25 ton dump trucks, which have a width of 385 mm (65 inches) as shown in (a) of Fig. 23, and the smallest range of wheels is a light vehicle, which can have a width of 145 mm (13 inches) as shown in (b) of Fig. 23. Thus, a third experiment on braking force was conducted using wheels with a width of approximately 145 mm to 385 mm.

[0128] As a result, in the case of the top plate (123) with only a comb-pattern or checkered pattern, which is a conventional composite body, as shown in FIG. 24, the sliding friction coefficient was only about 53 BPN at most. However, in the case of the top plate (123) with the panel (121) of the present invention as shown in FIG. 22, the sliding friction coefficient was approximately 75 BPN on average, as shown in FIGS. 18 and 20, which shows that a braking force of 50% or more than that of the conventional composite body can be secured. As a result, since braking against slipping can be provided even in the case of the highest risk as shown in the management regulations of FIG. 21, it can be seen that excellent quality has been secured that guarantees sufficient safety for the domestic construction environment conditions.

[0129]

[0130] <Reinforced girder>

[0131] Hereinafter, a preferred embodiment of a casing girder having anti-slip panels arranged in a non-uniform ground pattern according to the present invention will be described in detail. This casing girder may be installed directly on the ground or on a ground structure, including columns, piles, or temporary vents installed in the ground.

[0132] As shown in FIGS. 25 to 27, the casing girder comprises a casing (100) and a mold (200). Here, the casing (100) is described above with reference to FIGS. 7 to 24, so it will be briefly mentioned when necessary. In addition, the casing (100) may be manufactured with the same or similar length as the mold (200) so as to behave integrally with the mold (200) and may be non-synthetically or synthetically bonded to the mold (200). Of course, the casing (100) may be manufactured in multiple quantities regardless of the manufacturing length and non-synthetically or synthetically bonded to the mold (200).

[0133] The mold (200) may be an H-beam installed by connecting a plurality of temporary bends, columns, or piles, which are examples of ground structures erected on the ground. Of course, the mold (200) may be a normal beam in addition to an H-beam. The molds (200) are arranged in parallel at regular intervals, and a plurality of lining bodies (100) may be arranged across these molds (200). At this time, some of the lining bodies (100) may be combined and composited with the mold (200), and the rest may be simply placed on top of the mold (200) without being combined and may be non-composite. In addition, all of the lining bodies (100) may be composited, or non-composite lining bodies (100) may be sandwiched between composite lining bodies (100). In this way, when some or all of the composite body (100) is composited into the compatible mold (200), the durability of the mold (200) can be significantly improved by increasing the cross-sectional bending rigidity or the cross-sectional second moment of inertia compared to the conventional case where a single H-beam is simply formed as the mold or the composite body (100) is formed only of non-composite materials.

[0134] In addition to this mold (200), a support member (210), a joining member (220), and a fastening member (230) may be additionally installed.

[0135] The support member (210) may be a side-view I-shaped plate attached to support and connect the upper flange (201) and the lower flange (202) of the mold (200). This support member (210) may be installed in contact with or spaced apart from the abdomen (203), and may be arranged so that a wide side or a narrow side is visible on the side. This support member (210) may be arranged on both sides centered on the abdomen (203), or may be arranged only on the opposite side of the faces where the molds (200) face each other in the drawing. In addition, a plurality of support members (210) may be arranged at regular intervals in the longitudinal direction of the mold (200).

[0136] The joining member (220) is a member that is joined to a fastening member (230) that connects the ends of adjacent molds (200) when the molds (200) are aligned. The joining member (220) may be positioned at the longitudinal end of the mold (200) and may be fixed to a side portion facing the aligned molds (200). The joining member (220) may be fixed to at least one of the upper flange (201), the lower flange (202), and the abdomen (203) of the mold (200), and may have an approximate "├" shape with a protruding portion positioned toward the adjacent mold (200).

[0137] The fastening member (230) may be an "I"-shaped beam that is fastened by connecting the fastening members (220) that are installed symmetrically on the opposing molds (200). Of course, the fastening member (230) may have a conventional shape, including a plate shape, in addition to the "I" shape. The fastening member (230) may be fastened to the fastening members (220) on both sides in various conventional ways, including bolting, screwing, and welding. Here, the height of the fastening member (230) may be the same as the height of the mold (200), as in FIG. 25, or may be manufactured lower, as in FIG. 28. In addition, the ends of the upper flange and the lower flange of the fastening member (230) may be arranged to contact the fastening member (220). With this structure, the mold (200) can be firmly fastened, and the load-bearing capacity can be improved.

[0138]

[0139] Temporary structure

[0140] A temporary structure manufactured using the non-synthetic or synthetic composite girder (SG) of the present invention will be described with reference to Fig. 20. In addition, the composite girder may be installed by being placed on the floor as needed.

[0141] According to a preferred embodiment of the present invention, a temporary structure can be manufactured by installing a non-synthetic or synthetic composite girders (SG) connected to non-synthetic or synthetic composite girders (SG) arranged on both sides, as shown in FIG. 28.

[0142] Of course, the non-synthetic or synthetic composite girder (SG) can be manufactured by installing the composite girder (100) between the two molds (200) on both sides in a parallel or perpendicular direction to the mold (200) so that it can move as one or as a separate unit.

[0143] And the mold (200) can be installed non-synthetic or synthetically on a ground structure including a temporary vent or a column or pile erected on the ground.

[0144]

[0145] As described above, those skilled in the art will appreciate that the present invention can be implemented in other specific forms without altering its technical spirit or essential characteristics. Therefore, the above-described embodiments should be understood as illustrative in all respects and not restrictive. The scope of the present invention is indicated by the claims below rather than the detailed description, and all changes or modifications derived from the meaning and scope of the claims and equivalent concepts should be construed as being included within the scope of the present invention.

Claims

1. A lower assembly (110) having a plurality of frames (111) interconnected in a continuous shape or a grid shape; and An upper assembly (120) having a plurality of anti-slip panels (121) fixed at regular intervals on the upper surface of the lower assembly (110); A composite body in which anti-slip panels are arranged in a non-uniform ground pattern so that the vertical length (L1) of the panel (121) and the length of the vertical spacing (d1) or the diagonal spacing (d2) between the panels (121) are in relation to the short side (a), which is the vertical length of the wheel contact surface (G), with the driving direction of the vehicle being vertical, satisfy L1 or d1 < a < (L1 + d1) or L1 or d2 < a < (L1 + d2).

2. In claim 1, The contact surface (G) of the above wheel is a rectangle with a short side (a) and a long side (b), and if the short side (a) is found, As a first example, if the design vehicle live load specified in 4.3.1.2 by the design load of the bridge (limit state design method) of KDS 24 12 21:2016 and the ratio of the width and length of the contact surface presented in the design vehicle live load (KL-510) is 2.5:1 and the contact surface of the vehicle wheel with the maximum load (P) of 192 kN is obtained, the short side (a) is 327 mm and the long side (b) is 817.5 mm, or Or, as a second example, in relation to Article 33, Paragraph 3 of the Design Criteria for Automobile Loads in the first example, the maximum load (P) is 24 kN presented in DB-24, and when the contact surface of the vehicle wheel is obtained, the short side (a) is 40 mm and the long side (b) is 100 mm. Alternatively, a composite body having anti-slip panels arranged in a non-uniform ground pattern, with the short side (a) being 40 mm < a < 327 mm based on the first and second examples.

3. A subassembly (110) having a plurality of frames (111) interconnected in a continuous shape or a grid shape; An upper assembly (120) having a plurality of anti-slip panels (121) fixed at regular intervals on the upper surface of the lower assembly (110); A composite body in which anti-slip panels are arranged in a non-uniform ground pattern so that the driving direction of the vehicle is vertical, and the length of the horizontal length (L2) of the panel (121) and the length of the horizontal gap (d3) between the panels (121) are compared to the long side (b), which is the horizontal length of the wheel contact surface (G), so that L2 or d3 < b < (L2 + d3).

4. In claim 3, The contact surface (G) of the above wheel is a rectangle with a short side (a) and a long side (b), and if the long side (b) is found, As a first example, if the design vehicle live load specified in 4.3.1.2 by the design load of the bridge (limit state design method) of KDS 24 12 21:2016 and the ratio of the width and length of the contact surface presented in the design vehicle live load (KL-510) is 2.5:1 and the contact surface of the vehicle wheel with the maximum load (P) of 192 kN is obtained, the short side (a) is 327 mm and the long side (b) is 817.5 mm, or Or, as a second example, in relation to Article 33, Paragraph 3 of the Design Criteria for Automobile Loads in the first example, the maximum load (P) is 24 kN presented in DB-24, and when the contact surface of the vehicle wheel is obtained, the short side (a) is 40 mm and the long side (b) is 100 mm. Alternatively, a composite body having anti-slip panels arranged in a non-uniform ground pattern, with the long side (a) being 100 mm < b < 817.5 mm based on the first and second examples.

5. In any one of claims 1 to 4, The above frame (111) is an 'I' shaped beam that is arranged in parallel while being continuous in parallel and fixed to upper flanges (112) or lower flanges (114), or an 'ㅁ' shaped square tube that is arranged in parallel while being continuous in parallel and fixed with the sides touching each other. A composite body in which anti-slip panels are arranged in a non-uniform ground pattern, wherein the upper and lower ends of the upper flanges (112) and lower flanges (114) of the upper and lower ends of the frames (111) are optionally further provided with a channel (115) in the shape of a 'ㄷ' or a flat plate with the upper and lower ends fixed, while the 'I' shaped frames (111) are combined.

6. In any one of claims 1 to 4, The upper assembly (120) is a composite body having anti-slip panels arranged in a non-uniform ground pattern, wherein the upper assembly (120) is attached to the upper surface of the lower assembly (110) and further includes a top plate (123) on which panels (121) are fixed.

7. In any one of claims 1 to 4, The above frame (111) is a vertical frame (130, 140) and a horizontal frame (131, 141) that are installed in a rectangular shape or an 'I' shape and are connected in a grid shape to create a plurality of grid spaces (H). The above upper assembly (120) is a composite body in which anti-slip panels are arranged in a non-uniform ground pattern, and further includes a top plate (123) with panels (121) fixed on the upper surface to block a grid space (H) on the upper surface of the assembly of the mutually connected longitudinal frames (130, 140) and transverse frames (131, 141).

8. In claim 7, The above lower assembly (110) is provided with at least one anti-slip member including a lower plate (132) installed to block a grid space (H) on the lower surface of an assembly of mutually coupled vertical frames (130, 140) and horizontal frames (131, 141), vertical ribs (142) and horizontal ribs (143) arranged to intersect each other in the grid space (H) and fixed on both sides to the vertical frame (130, 140) or the horizontal frame (131, 141), a stiffener (144) inserted to support between the upper flange and the lower flange of the vertical frame (130, 140) or the horizontal frame (131, 141) in the shape of an 'I', and a 'ㄷ'-shaped channel (115) whose upper and lower ends are fixed to the upper and lower flanges of the vertical frame (130, 140) or the horizontal frame (131, 141) in the shape of an 'I'. A composite body in which the panels are arranged in a non-uniform ground pattern.

9. In any one of claims 1 to 4, The above panel (121) is a polygon including a square or triangle on a plane, and has an anti-slip bump (122) that provides braking force by engaging with a wheel due to a certain height (t), and is a composite body in which a plurality of anti-slip panels are arranged in a non-uniform ground pattern in a plane aligned in rows or in a zigzag shape.

10. A composite body (100) of any one of claims 1 to 4; and A girder comprising a composite body having a composite body (100) and a mold (200) arranged in a non-uniform ground pattern, wherein the composite body (100) is fixed and joined in a parallel or perpendicular direction to be synthetically installed or non-synthetically installed; and an anti-slip panel.

11. In claim 10, A plurality of connecting members (220) protruding and fixed facing each other at the ends of the above-mentioned compatible mold (200), A fixed fastening member (230) that connects the facing connecting members (220), A girder comprising a casing having a non-slip panel arranged in a non-uniform ground pattern, the casing including at least one of the support members (210) installed to support the upper flange (112) and the lower flange (114) by connecting them on opposite sides of the mold (200) facing each other.

12. In claim 10, The above mold (200) is a girder including a lining body in which anti-slip panels are installed in a non-synthetic or synthetic manner on a ground structure including a column or pile erected on the ground and are arranged in a non-uniform ground pattern.

13. A non-composite or synthetic composite girder (SG) of claim 10; and, It includes a non-synthetic or synthetic composite girder (SG) installed by connecting the non-synthetic or synthetic composite girder girders (SG) arranged on both sides, and a composite plate (SD) installed as a non-synthetic or synthetic composite girder. The above non-synthetic or synthetic composite girder (SG) mold (200) is a temporary structure installed to be non-synthetic or synthetic to a ground structure including a column or pile erected on the ground.

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