AT11643U1 - METHOD FOR PRODUCING A SUPPORT ELEMENT FOR MOUNTING IN CONCRETE OR ASPHALT CEILING OF TRACK OR BRIDGE TRANSITIONS, AND THEREFORE EQUIPPED TRACK OR BRIDGE TRANSITION - Google Patents

Abstract

The invention relates to a method for producing a support element (19, 19 ') for installation in concrete or asphalt pavements of roadway or bridge transitions (14, 1). Furthermore, the invention relates to a roadway or bridge crossing (14, 1) which comprises a prefabricated by this method support member (19, 19 '). In particular, a roadway or bridge transition (14, 1) between a first and another bridge girder (2, 2 ') or between a bridge girder (2) and a bridge abutment (3) or between successive road surfaces (8, 8') indicated , This transition comprises an expansion joint (4) between a first and a further bridge girder (2, 2 ') or between a bridge girder (2) and a bridge abutment (3) or between successive road surfaces (8, 8') and at least one elastic compensating body (15) in a joint cavity (16) between road surfaces to be connected (8, 8 '). At least one prefabricated, elastic support element (19, 19 ') of a bituminous material (20) and of rock grain (21) is arranged in the compensating body (15) and completely embedded in an elastic filling compound (22) comprising bituminous material (20)

Description

Austrian Patent Office AT 11 643 U1 2011-02-15

Description: The invention relates to a method for producing a support element for installation in concrete or asphalt pavements of roadway or bridge transitions, a corresponding support element, as well as a roadway or bridge transition, as specified in claims 1, 16, 17 and 18 is.

EP 1 193 347 A2 describes a roadway transition for the bridging of an expansion joint between a bridge component and a connection component or the like. This roadway transition is formed by a plurality of metallic profiles, which are aligned parallel to each other and extend along the expansion joint between the respective bridge components. Between these metallic profiles elastic, provided with internal cavities profiles of an extruded elastomer are taken or held. In this case, these metallic profiles form inclined retaining or support surfaces for the interposed, extruded elastomer profiles. The internal cavities of the extruded elastomer profiles can be filled to influence their elasticity with a gaseous medium. The disadvantage here is that this structure of metallic profiles and salary Erten, extruded profiles of elastomeric material is structurally complex and must be adapted constructively for expansion joints of varying width. Accordingly, this prior art training while the desired creation of a reasonably quiet roadway transition, the associated structural precautions, however, are complex and costly. It should also be borne in mind that the metallic profiles are exposed to extreme corrosion conditions, and such a roadway transition is unsatisfactory in terms of later refurbishment requirements.

The present invention has for its object to provide a roadway or bridge crossing, which is to be produced as economically as possible, the requirements in terms of the compensation of heat-related strains and contractions and also beyond the lowest possible values in terms of noise emissions in the course of driving over with motor vehicles.

The object of the invention we achieved by a manufacturing method according to claim 1, by a support element according to 16 and by a roadway or bridge transition according to claim 17 or 18.

In particular, a prefabricated component for installation in concrete or asphalt pavements of roadway or bridge transitions is created by the inventive method according to claim 1 or by the support element according to claim 16, which in comparison to profile elements made of metal or of an elastomeric plastic can be produced relatively inexpensive and at the same time has a high degree of flexibility with respect to the respective installation conditions or with respect to the geometric installation conditions. The support element produced by the method according to the invention is thus relatively inexpensive to produce and in terms of the respectively required size or elasticity parameters in a simple manner to the respective requirements or installation conditions customizable. A further economic advantage of a support element produced by the method according to the invention is that a prefabrication of such bituminous support elements a relatively short installation or completion time in relation to the construction of roadway or bridge transitions, which have to compensate for temperature-induced strains and contractions, achieved is. Accompanying this is a corresponding road section, in which the prefabricated support elements according to the invention are to be installed as an exchange system or as a remedial measure, only relatively short to block, so that only relatively short-term traffic impairments or space restrictions exist. In particular, after a relatively short blocking or construction period, unrestricted driving on the roadway or bridge transition or the corresponding road section constructed therewith takes place, as a result of which decisive, traffic-technical and economic advantages are achieved. In addition, a support element produced or constructed by the method according to the invention is highly variable with regard to its element structure or with regard to its external body dimensions. In particular, the width, height and / or length ratios of the bridgework or road construction technology correspondingly elastic support element can be adapted to the respective requirements or installation conditions in a simple manner. Furthermore, it is advantageous that the specified support elements are not subject to corrosion damage, so that the roadway or bridge transitions constructed therewith are long-term operational or maintenance-free. In addition, their suitability for further processing, in particular for installation in roadway or bridge transitions particularly advantageous because no consuming cutting, drilling or milling work is required to create a support element with the required geometric dimensions. Another particular advantage of the specified method is that a certain proportion of voids or air inclusions in the support element is created by the layered or layered introduction of bituminous material and of rock grains, which influences the elasticity or supporting action of the support element. The method measures according to the invention make it possible in a simple manner to create cavities or air inclusions, by means of which the elasticity or supporting action of the supporting element can be varied or simply adapted to the respective requirements.

Also advantageous are the measures according to claim 2, since thereby the extent of the inclusion of the rock grains in the bituminous mass changed, in particular can be increased. In addition, the manufacturing process can be accelerated with respect to the most complete embedding of the rock body in the bituminous mass, so that the production cycle can be shortened to the presence of a support element with the desired height. In addition, even if relatively high layers of stone grain are introduced into the mold, it is ensured that the lower levels of these rock layers also come into sufficient contact with flowable, bituminous mass.

Also advantageous are the measures according to claim 3, since thereby the elasticity or rigidity of the support body can be adapted to the respective requirements or the individual wishes in a simple manner.

Furthermore, the measures according to claim 4 are advantageous because it provides a control parameter for the respective elasticity of the support element, which can be easily or well controlled or influenced. In particular, a high reproducibility or accuracy with respect to the desired elasticity or rigidity of the support element can be achieved thereby.

In addition, can be regulated by the measures according to claim 5 or 6, the support effect of the layered or layered support element in a simple manner or adapted to the respective requirements.

Are also advantageous the measures according to claim 7, characterized in that an elastic support body is provided which has an increased robustness, in particular has a reduced brittleness. This means that the internal cohesion of the support element produced can be improved, whereby the handling or installation in joint recesses of roadway or bridge transitions is facilitated.

In addition, by the measures according to claim 8, the elasticity of the support element, which has a certain proportion of bituminous mass and rock grain, adapted in a simple manner to the desired values or the required compensation or support behavior can be achieved.

By the measures according to claim 9, the desired body shape of the support element is reliably maintained and virtually ruled out the probability of undesirable changes in shape during the cooling phase. In addition, the cooling in the ambient air is the most economical manufacturing process implemented. In addition, the process of cooling down under ambient air will make it as energy-saving as possible 2/20 Austrian Patent Office AT 11 643 U1 2011-02-15

Production process achieved.

Are also advantageous the measures according to claim 10, since thereby the handling of the support element is facilitated after the support member has a formflexible or fragile state in the uninhabited state. In addition, unwanted changes in shape, for example due to heat, excluded. In addition, the transport of the support element to the installation location, in particular to the location of the respective road or bridge construction site, significantly simplified.

Also by the measures according to claim 11, the desired shape of the support element can be maintained as reliable as possible. In addition, a simplified handling or a simple transport of the support element is made possible. In addition, a space-saving storage of a plurality of support elements can be achieved by structurally relatively simple or cost-effective storage forms. Furthermore, the bearing shape can facilitate a simpler removal of the support element and thus contribute overall to a simpler and faster laying in a groove trough a roadway or bridge crossing.

By the measures according to claim 12, the manufacturing process is simplified or accelerated. In addition, support elements with a high-quality surface can be created. In addition, the production throughput can be increased after a corresponding mold for a next casting cycle is comparatively quickly available again.

Are also advantageous the measures according to claim 13, since thereby adhesion of the support element is avoided on the mold and the demolding operation is facilitated. In addition, the film-like release layer can also act as a handle for removing or removing the support element and thus accelerate the demolding process or be facilitated.

Furthermore, the measures according to claim 14 are advantageous since such a release agent can be introduced particularly quickly and uniformly in the mold.

But there are also the measures according to claim 15 advantageous because such release agents are available inexpensively and can be applied in a simple manner in the desired layer thickness on the respective mold surfaces of the mold.

The object of the invention is also achieved by a support element according to claim 16. In particular, a support element is provided, which is the compensation for roadway or bridge transitions compensation requirements in terms of thermal expansion and contractions of the roadway or bridge construction in a simple and cost-effective manner. In addition, extremely short setup times for corresponding roadway or bridge transitions can be achieved. As a result, the blocking periods for road sections or associated traffic obstructions are significantly minimized. In addition, such a support member provides a particularly flexible elemental structure or body shape in relation to width, height and length ratios, whereby the processing or installation is facilitated. In addition, such a support element is sufficiently elastic to the occurring in numerous roadway or bridge constructions Dehn- or. To be able to reliably absorb or compensate contraction paths. A particular advantage is that the specified support element in conjunction with bituminous filling compound allows the formation of absolutely gap or continuous transitions, so that a total of a particularly quiet or low-noise bridge or roadway transition is created.

But the object of the invention is also achieved by a roadway or bridge crossing according to claim 17 or 18. The achievable advantages are that these transitions can be made very quickly and used relatively quickly after their production, in particular can be driven on, so that only relatively short blocking periods for the respective roadway or bridge sections are required. In particular, the structurally prefabricated supporting elements, which comprise bituminous material and aggregates, ensure that the total hardening time or cooling time required for the bituminous roadway or bridge transition becomes clear can be lowered. In particular, a roadway or bridge transition constructed according to the invention is cooled and hardened after a relatively short time in such a way that driving on motor vehicles is possible without being subject to the risk of impairing the constructed roadway or bridge transition. In particular, the amount of heat introduced into the roadway or bridge transition during its construction period is comparatively low, so that after relatively short cooling times there is sufficient strength of the roadway or bridge transition. This is achieved primarily by the structurally prefabricated, virtually glued into the joint cavity and poured support elements. In addition, such a roadway or bridge transition on a good tightness, so that underlying bridge or structural structures are well protected against corrosion or water damage. In addition, the support elements which can be adapted in a simple manner with regard to the elasticity or support values in conjunction with the bituminous filling compound provide adequate compensation for heat-related expansions or contractions of the roadway or bridge construction. Furthermore, the claimed roadway or bridge crossing can be performed absolutely gap-free and stepless, so that it is particularly low noise and has only a low noise emission in the course of driving through motor vehicles. In addition, the roadway or bridge transition according to the invention in relation to snow removal vehicles is advantageous, since the risk of damage to the roadway or bridge transition or the respective clearing devices according to the invention can be virtually ruled out. In addition, the connection area between the roadway or bridge crossing and the standard pavements, which may be formed of asphalt or concrete, particularly dense, and even in the long term, the risk of water ingress or the accumulation of corrosive media is negligible. A particular advantage of the roadway or bridge transition according to the invention is also that it can be easily rehabilitated or renewed compared to transitional structures with metallic elements. In particular, the bridge transition according to the invention can easily be milled up or removed in the course of renovation work, without any special requirements for corresponding milling or processing machines for road surfaces. In particular, a roadway or bridge transition according to the invention can, if required, be easily rehabilitated or removed and renewed. In addition, the uniform materials make a recycling process easy or significantly easier.

Advantageously, further, the measures according to claim 19, as a result in bridge or. From a road construction point of view adequately elastic, in particular heat-related expansions and contractions of a well compensating bridge or roadway transition is created, which can be adapted in a simple manner to the respective conditions of use or operational parameters.

Also advantageous are the measures according to claim 20, since this can be influenced or increased by the compensatory capacity of the roadway or bridge transition with simple measures. In addition, the installation process is facilitated in a joint cavity, as this, the mass of each support element can be kept relatively low and thus manual handling without mechanical aids is possible. In addition, a high-strength integration of the support elements in the bituminous filling material, which preferably also has rock grain, achieved. In particular, a heavy-duty roadway or. Bridge transition with good compensation for temperature-induced, relatively sluggish length or width changes created, with a plurality of prefabricated support elements are embedded particularly secure against detachment or positionally stable.

But also advantageous are the measures according to claim 21, as this, the installation time of this mat or plate-like support member can be shortened and the probability of clogging of the expansion joint with bituminous filler can be almost excluded.

By the measures according to claim 22 and joint wells relatively large 4/20 Austrian Patent Office AT 11 643 U1 2011-02-15

Depth smoothly with an elastic compensation body, which comprises a multilayer arrangement of support elements, bridged or balanced.

Of particular advantage are further measures according to claim 23, as a spatially cramped installation locations, especially on bridge construction sites, a quick and easy construction of the roadway or bridge transition according to the invention is made possible. In addition, this minimizes the likelihood of breakage or deformation of the relatively flexible or flexible, bituminous support elements during the installation process.

By the measures according to claim 24 profile-like support elements are created, which have good processability and allow easy handling. In addition, relatively large-volume grouts can thereby be provided with the appropriate number of support elements particularly quickly and effortlessly.

Due to the measures according to claim 25, only a relatively small number of support elements is required to partially fill the grout of the roadway or bridge transition with prefabricated, bituminous support elements.

Also advantageous are the measures according to claim 26, since thereby a kind of composite is built up between the individual support elements, which favors the mechanical stability of the bridge or roadway transition. It also minimizes any tendency to cracking. In addition, unwanted relative displacements of cast in the bituminous molding composition support elements are kept back.

By the measures according to claim 27, a backfilling of the expansion joint with bituminous filling compound is also prevented when a relatively low-viscosity or particularly flowable bituminous material is introduced into the joint cavity. In addition, a relatively level compensating and adhesive layer can be created for the subsequently installed, in particular quasi-adhesive supporting elements.

By means of the measures according to claim 28, relatively wide expansion joints can also be bridged with the compensating body made of bituminous material according to the invention, without bituminous filling material being able to accumulate or settle in the expansion joint.

With the advantageous measures according to claim 29, even when relatively strong, heat-induced strains or contractions occur, a gradual detachment of the compensation body held by the surrounding roadway or bridge components hintan. In particular, even with a relatively high amount of movement between the respective bridge or roadway components, it is ensured that the roadway or bridge transition is long-term functional, in particular waterproof and resistant to detachment.

By the measures according to claim 30, a particularly level or stepless bridge or roadway transition can be created, whereby the noise emissions and the risk of damage by snow removal vehicles are reduced to a minimum.

For a better understanding of the invention, this will be explained in more detail with reference to the following figures.

In each case in a highly simplified, schematic representation: [0036] FIG. 1 shows a roadway or bridge transition designed according to the invention in an exemplary, schematic cross-sectional representation; FIG. 2 shows a partial region of the roadway or bridge transition according to FIG. 1 in FIG

Top view; Fig. 3 shows a prepared by the process according to the invention support in cross-sectional view, during the cooling phase in the mold.

By way of introduction, it should be noted that in the differently described embodiments identical parts are provided with the same reference numerals or the same component designations, the disclosures contained in the entire description correspondingly can be transferred to the same parts with the same reference numerals or identical component names. Also, the location information chosen in the description, such as top, bottom, side, etc. related to the immediately described and illustrated figure and these position information in a change in position mutatis mutandis to transfer to the new location. Furthermore, individual features or combinations of features from the different exemplary embodiments shown and described can also represent independent, inventive or inventive solutions.

All information on ranges of values in the present description should be understood to include any and all sub-ranges thereof, e.g. is the statement 1 to 10 to be understood that all sub-areas, starting from the lower limit 1 and the upper limit 10 are included, ie. all subregions begin with a lower limit of 1 or greater and end at an upper limit of 10 or less, e.g. 1 to 1.7, or 3.2 to 8.1 or 5.5 to 10.

An exemplary embodiment of a bridge transition 1 implemented according to the invention is shown schematically in FIGS. It is noted in this context, however, that not all of the elements shown in FIGS. 1, 2 are mandatory for the invention.

This bridge transition 1 is formed between a first and a further bridge girder 2, 2 'or between a bridge girder 2 and a bridge abutment 3. Such a bridge transition 1 is subject to the requirement that it compensates for temperature-induced strains or variations in length of the bridge or roadway construction without unduly large gap formations or compressions or jamming occurring between the relatively movable bridge or roadway components. Depending on the length of the bridge body or depending on the construction and material use, in particular depending on steel or concrete structures, a temperature-induced length compensation of several centimeters, in particular of up to 10 cm may be required. A practical compensating capacity of the embodiment according to the invention is approximately +/- 35 mm in the horizontal direction, in particular in the longitudinal direction of the road. A practical compensating capacity of the inventive design in the vertical direction is approximately at +/- 7 mm.

Such a temperature-induced length or distance variations receiving bridge transition 1 can be between two consecutive bridge structures 2, 2 'or between a bridge structure 2 and a bridge abutment 3, in particular a bridge foundation, be formed.

Accordingly, as known per se, at least one expansion joint 4 is formed between two successive bridge structures 2, 2 'or between a bridge structure 2 and a bridge abutment 3. By this expansion joint 4 temperature-related expansions or changes in length of the respective bridge components can be compensated without critical, mutual tension occur. The expansion joint 4 prevents or reduces tension and resulting deformations or negative loads on the bridge construction, which are mainly caused by temperature changes.

Such bearing or expansion joints 4 facing each other end faces 5, 5 'of bridge structures can have a measured in the longitudinal direction of the bridge - arrow 6 - 7 of more than 200 mm. Frequently, widths of the bearing or expansion joint 4 of 7 are found up to 70 mm. The width 7 of the respectively required expansion joint 4 is primarily on the length of the respective bridge structure 2, 2 ', of the temperature differences between winter and summer months and / or the temperature differences between daytime and night times and / or stress-related deformation paths of the bridge construction dependent. The width 7 of the expansion joint 4 thus defines the maximum possible compensation path between the facing end faces 5, 5 'of two in bridge longitudinal direction 6/20 Austrian Patent Office AT 11 643 U1 2011-02-15 direction 6 consecutive bridge components. The expansion joint 4 often referred to as a joint gap or as a bearing joint between two relatively movable or between a movable and a stationary bridge structure 2, 2 'may thus have a gap width or a width 7 of about 10 mm to more 200 mm.

At the top of this primarily a supporting or supporting function accepting bridge structures 2, 2 'and at the top of the bridge abutment 3 are each road surfaces 8, 8' made of asphalt or concrete. These road surfaces 8, 8 'define a roadway 9, 9' for public transport vehicles. A thickness 10 of these road surfaces 8, 8 'can vary greatly depending on the requirements or circumstances. In most cases, the thickness 10 of the road surfaces 8, 8 'between 5 cm to 30 cm.

The existing concrete or asphalt pavement 8, 8 'can also applied with the interposition of a sealing layer 11, 11', in particular with the interposition of a bridge seal, on the upper side of the bridge structure 2, 2 'and the abutment abutment 3 or supported be.

The respective standard road surfaces 8, 8 'made of concrete or asphalt end with respect to the bridge longitudinal direction 6 at a defined distance before the expansion joint 4. In particular, a front end 12, 12' of the respective road surfaces 8, 8 'at a distance thirteenth , 13 'between 10 cm to 30 cm, typically about 25 cm, formed in front of the expansion joint 4. Between the mutually facing front ends 12, 12 'of the bridge longitudinal direction - Arrow 6 - successive road surfaces 8, 8' is a temperature-induced changes in length or expansions receiving, elastic roadway transition 14 is formed. This elastic road junction 14 represents as continuous as possible or gap-free connection between the lanes 9, 9 'of the successive road surfaces 8, 8'.

The invention is therefore also for the construction of road junctions 14 between two successive, conventional road surfaces 8, 8 'replaceable.

An inventive roadway or bridge transition 14, 1 is formed by a composite of several elements integrally, elastic compensating body 15 which between the road surfaces to be joined 8, 8 'of the first and the other bridge structure 2, 2' or between to be connected Roadway ceilings 8, 8 'of a bridge structure 2 and a bridge abutment 3 or between two conventional pavements 8, 8' is arranged. This elastic, the temperature-induced strains and provisions as possible gap or uninterrupted receiving compensating body 15 fills a joint cavity 16 between the mutually facing front ends 12, 12 'to be joined road surfaces 8, 8' from. These road surfaces 8, 8 'are shown formed on a bridge construction, but may also be supported on another ground. A width 17 of the bridgework or road construction elastic compensating body 15 thus corresponds to the width of the joint cavity 16 and is between 20 cm to 60 cm, typically in about 50 cm. A thickness 18 of the elastic compensation body 15 corresponds approximately to a depth of the joint cavity 16 and is between 5 cm to 30 cm. The maximum possible thickness 18 of the elastic compensating body 15 is often dependent on the thickness 10 of the asphalt or concrete pavement on the bridge girder 2, 2 'or on the bridge abutment 3. A length of the compensating body 15 or of the compensating body 15 receiving joint cavity 16 corresponds approximately to a width of the roadway or a lane of a roadway or bridge. Thus, the compensation body 15 may have a length between 2 m to 12 m, so as to be able to extend over the entire width of the bridge transition 1 or a roadway 9, 9 '.

It is essential that the elastic compensating body 15 within the joint cavity 16, the successive road surfaces 8, 8 'elastically or as possible stretching and shrinkage compensating connects. In this case, the compensation body 15 also bridges the expansion joint 4 between two bridge structures 2, 2 'or between a bridge structure 2 and a bridge abutment 3 or between two other road surfaces 8, 8'. The compensating body 15 is also intended to fill and / or bridge the joint depression 16 as continuously as possible and without any gaps, in particular as fluidly or watertight as possible, in particular as far as possible.

According to the invention comprises this elastic compensating body 15 within the joint cavity 16, that is, between the front ends 12,12 'successive road surfaces 8, 8', at least one prefabricated, elastic support member 19, 19 'of a bituminous material 20, in particular of a bituminous This at least one, structurally prefabricated or prepared in a previous step, elastic support member 19, 19 'within the compensating body 15 is preferably completely embedded in an elastic filling material 22 from a different or similar bituminous material 20 or poured. The bituminous filling compound 22 around the at least one support element 19, 19 'thus forms, in conjunction with the at least one prefabricated support element 19, 19', the compensation body 15 which is correspondingly elastic for numerous roadway or bridge transitions 14, 1, as is best shown the exemplary representation of FIG. 1 can be seen.

The prepared in a previous step or ready for installation, elastic support member 19, 19 'has an elongated, in particular a strip or profile-like body shape. Preferably, the at least one support element 19, 19 'extends substantially transversely to the longitudinal direction of the bridge 6, in particular parallel to the expansion joint 4 and substantially parallel and recessed to the top of the roadway 9, 9'.

The at least one support element 19, 19 'is thus formed as a prefabricated bitumen and rock body, which forms a compensation body 15 in conjunction with the bituminous filling material 22 in the joint cavity 16, which meets the requirements for expansion compensation for numerous bridge structures or roadway or bridges transitions 14, 1 is justified and beyond the requirements for roadways 9, 9 'and on road surfaces 8, 8' optimally fulfilled for road traffic. The complete embedding of this at least one elastic support element 19, 19 'in terms of road structures or bridge transitions 1 into an elastic filling compound 22 of bituminous material 20 ensures elastic positioning or mounting of the at least one support element 19, 19' within the compensating body 15 thus formed or within the carriageway transition 14 produced therewith in a later phase.

In particular, in relation to roadways or bridge transitions 1 as relatively elastic to be regarded supporting elements 19, 19 'additionally embedded in a filling material 22 of bituminous material 20, so that such compensating body 15, which is a joint recess 16 of a roadway or bridge transition 14th , 1, on the one hand a good support effect with respect to road traffic, on the other hand, but also an adequate compensation function for temperature-induced strains or load-induced vibrations of a bridge girder 2,2 'offers.

According to an advantageous embodiment, on both sides of the expansion joint 4 in each case at least one support element 19, 19 'is arranged. Preferably, a distance 23 is provided between adjacently arranged support elements 19, 19 ', which is expired with the elastic filling compound 22. This distance 23 between two substantially mutually parallel, prefabricated support elements 19, 19 'within the compensating body 15 is depending on the required supporting effect or elasticity of the compensating body 15 between 1 cm to 5 cm, usually between 1.5 cm and 3 cm.

According to the exemplary illustration in FIG. 1, a plurality of, in particular four, support elements 19, 19 'are formed whose cumulative cross-sectional width extends over the majority, in particular over more than 50%, of the width 17 of the compensation body 15 or the joint recess 16 , Preferably, a cumulative cross-sectional width of side-by-side support elements 19, 19 'occupies approximately 60% to 90%, preferably approximately 75%, of the width 17 of the compensation body 15 or of the joint depression 16. This means that the individual support elements 19, 19 'take in sum a cross-sectional width of at least 50% with respect to the width 17 of the joint cavity 16. The individual support elements 19, 19 'are distributed as evenly as possible in relation to the width 17 of the groove depression 16 to be filled, so that an approximately equal one between each other adjacent support elements 19, 19' Distance 23 is present. The individual support elements 19, 19 'are preferably positioned in the joint depression 16 such that an approximately equal distance 23 exists between the individual support elements 19, 19' and also with respect to the front ends 12, 12 'of the standard road surfaces 8, 8' which is to be filled with the elastic filling compound 22 comprising bituminous material 20. Preferably, the elastic filling compound 22 comprises a certain proportion of rock grain, which is mixed with the flowable in the installed state, bituminous material 20 or in the course of the introduction into the gaps between adjacent supporting bodies 19,19 'is mixed.

The number of arranged in the joint cavity 16, substantially parallel to each other supporting elements 19, 19 'depends inter alia on the bridging width 17 of the joint cavity 16 from. The geometrical dimensions of a support element 19, 19 'are preferably selected such that it has a component weight or a mass which enables processing, in particular laying in a joint depression 16, without a mechanical aid. That is, the geometric dimensions are chosen such that the total mass of a support element 19, 19 'is preferably less than 80 to 90 kg, in particular about 40 kg, so that such a support member 19,19' by a person or by two to three people can be laid in a joint cavity 16 to be bridged without the need for mechanical aids. A doggeability, ie an installation without a mandatory requirement of a mechanical lifting means, is particularly useful in time and space critical construction sites particularly useful.

The at least one support element 19, 19 'preferably has a longitudinal extension, which is substantially greater than its extension in the width 24 and height 25, as best seen in a synopsis of FIGS. 1 and 2. Thus, elongated support elements 19, 19 'are given with the geometric relationships or dimensions similar to wooden beams. In particular, a length of an elastic support element 19, 19 'is up to three meters, preferably between 1 m and 2.5 m, usually about 2 m. The width 24 is individually adjustable according to the respective requirements and is typically between 80 mm to 150 mm, preferably about 100 mm. The height 25 of a prepared for installation support member 19, 19 'is inter alia of the depth of the joint cavity 16 and of the thickness 18 of the most continuous to be bridged road surfaces 8, 8' dependent. Typically, the height 25 is between 20 mm to 300 mm, preferably about 100 mm. Consequently, the prefabricated support elements 19, 19 'of bituminous mass and rock grain 21 in approximately the geometric dimensions of a wooden peg for fencing a plot on. It is expedient to dimension the mass of such a structurally prepared or production-technically prefabricated support element 19, 19 'in such a way that handling or laying of the support element 19, 19' by one or two people is possible without forcing mechanical lifting means , Thus, the mass of such a support element 19, 19 'is preferably less than 90 kg.

Such a support element 19, 19 'preferably has a polygonal, in particular a square or rectangular cross section. Whose longitudinal extent is such that a total of a rod or bar-shaped body is present, which can be inserted in a joint recess 16 of a bridge construction in a subsequent installation process and poured into filling 22 of bituminous material to a stepless and quietest possible roadway transition 14 in the area to realize a bridge transition 1.

According to an alternative, shown in dotted lines embodiment, in a joint recess 16 of a roadway or bridge transition 14, 1, only one support member 19 may be arranged or cast, said support member 19 has a width 24 ', which the width of the 17th the joint cavity 16 at least approximately corresponds, whereby the expansion joint 4 of the bridge construction is integrally covered.

A longitudinal extension or the mass of such a relatively wide support member 19 is chosen such that it can be manipulated without mechanical aids by one person or by two persons to three persons , in particular in a to be bridged joint cavity 16 is properly introduced. Such a support element 19 has a plate-like or post-like body shape.

Alternatively or in combination to a one-piece or multi-part juxtaposition arrangement of support elements 19, 19 ', it is a function of the thickness 18 of the compensating body 15 or roadway transition 14 and / or depending on the thickness 10 of the road surfaces to be joined eighth 8 'also possible to arrange at least two support elements 19, 19' one above the other. Preferably, a filler 22 is disposed of bituminous material between superimposed support members 19, 19 'as well. This bituminous filling material 22 also acts as a balancing or binding compound between the individual, juxtaposed and / or superposed support elements 19, 19 '.

In order to bridge wide lanes 9, 9 'easily or to compensate for relatively long Fugenmulden 16 or to be able to fill, it is expedient, a plurality of support elements 19 and 19' with respect to a substantially parallel to the expansion joint 4th to arrange running direction one behind the other. This means that at least two support elements 19 and 19 'are arranged one behind the other with respect to their longitudinal extent, so that the desired longitudinal extent is achieved or the particular length of the roadway transition 14 can be designed easily with prefabricated support elements 19, 19', as described in US Pat Fig. 2 has been illustrated. According to an advantageous embodiment, butt joints 26 or end faces 27, 28 of a first arrangement 29 of successively arranged support elements 19 'to butt joints 30 and end faces 31, 32 a further, substantially parallel arrangement 33 of support members 19 in the longitudinal direction of the support elements 19, 19 'and the expansion joint 4 offset from each other, as is apparent from Fig. 2 by way of example. By the offset between adjacent assemblies 29, 30 of juxtaposed support members 19 and 19 'creates a bond or a kind of positive engagement in the corresponding compensation body 15 and the roadway transition 14, whereby its mechanical stability and its sealing effect is positively influenced.

Expediently, the bridge transition 1 comprises at least one elastic sealing element 34, in particular a joint cord 35, which is arranged for closing the expansion joint 4 in its upper end portion between a first and a further bridge girder 2, 2 'or between a bridge girder 2 and a bridge abutment 3 is. This sealing element 34 prevents the bituminous filling compound 22, which is hot or flowable during the construction of the roadway transition 14, from flowing off or completely filling the free gap of the expansion joint 4. A certain amount of bituminous filling material 22 can be incorporated without further into the expansion joint 4. However, the sealing element 34 or the joint cord 35 prevents drainage and complete filling of the expansion joint 4 by the bituminous filling compound 22, which is relatively free-flowing during installation of the bituminous supporting elements 19, 19 '.

According to an expedient embodiment, the upper end portion of the expansion joint 4 is covered with at least one strip-shaped cover member 36. The cover element 36 is preferably formed by at least one galvanized sheet-metal strip 37, which bridges the expansion joint 4 in such a way that a backfilling of the expansion joint 4 with bituminous filling compound 22 is prevented as far as possible. Depending on the length of the roadway transition 14 to be produced, a plurality of plate strips 37 arranged one behind the other can be arranged in the joint depression 16. According to an advantageous embodiment, with respect to the bridge longitudinal direction - arrow 6 - two, preferably three partially overlapping arranged sheet metal strips 37 and 38, 38 'may be formed to expansion or compensation movements between the bridge structures 2, 2' and between a bridge structure. 2 and a bridge abutment 3 better balance. This means that the individual sheet metal strips 37 and 38 or 38 'can be arranged at least partially overlapping with respect to the longitudinal direction of the bridge 6 or with respect to the width 17 of the roadway transition 14, as best seen in FIG.

Prior to the construction of the elastic compensation body 15 within the 10/20 Austrian Patent Office AT 11 643 U1 2011-02-15

Joint depression 16, the lower and / or lateral boundary surfaces 39 of the cross-sectionally substantially U-shaped joint recess 16, in particular the concrete surfaces of the bridge structure 2, 2 'and the bridge abutment 3, provided with a bonding layer 40. As a result, the binding force between the concrete of the bridge components and the elastic, bituminous roadway transition 14 is improved.

According to an advantageous embodiment, the cover 36 is embedded for the expansion joint 4 in at least one leveling and adhesive layer 41, 41 'on bituminous base, before the at least one prefabricated support member 19, 19' inserted into the thus prepared joint cavity 16 or is embedded. That is to say the bottom section of the elastic roadway transition 14 or compensating body 15 is formed by a bituminous leveling and adhesive layer 41 or 41 ', in which the covering element 36 for the expansion joint 4 is embedded or at least partially encapsulated, so that a substantially planar base layer for the reception or support of the at least one support element 19,19 'is created.

An upper side or upper edge of the support elements 19, 19 'inserted or installed in the joint recess 16 is preferably located below an upper side of the road surfaces 8, 8' or below the final driving or surface of the roadways 9, 9 ', as best seen in Fig. 1 can be seen. The uppermost layer, in particular a covering layer 42 of the elastic compensating body 15 to be traveled, is formed by a bituminous sealing layer 43 whose rock grains have a grain size which is preferably smaller than a grain size of the rock grains 21 of the at least one supporting element 19, 19 '. The upper, final covering layer 42 of the elastic roadway transition 14 or its compensating body 15 forms a stepless as possible and at the same time gap-free transition between the successive road surfaces 8, 8 ', in particular in the area of a bridge transition 1. This sealing layer 43 covers the upper sides of the prefabricated supporting elements 19, 19 'such that the supporting elements 19, 19' are completely embedded in the compensating body 15 of bituminous filling compound 22 or bituminous material 20.

According to an advantageous embodiment, these pre-produced or prefabricated supporting elements 19, 19 'occupy most of the receiving volume of a joint cavity 16 between two road surfaces 8, 8' to be joined. In particular, the support elements 19, 19 'inserted into the joint recess 16 occupy more than 50%, in particular 60 to 90%, preferably approximately 75%, of the receiving volume of the joint depression 16. The remaining receiving volume of the joint depression 16 is filled with bituminous filling compound 22 during the production of the roadway transition 14 or after installation of the at least one support element 19, 19 '. That is, in the remaining spaces between the adjacent support members 19, 19 'and between the support elements 19, 19' and the front ends 12, 12 'of the road surfaces 8, 8' is directly at the corresponding bridge construction site a bituminous mass 20, in particular the introduced bituminous filling material 22 so that the joint cavity 16 is completely filled and a gap-free or continuous roadway transition 14 is made. The interstices or gaps between adjacently arranged support elements 19, 19 'or between a support element 19, 19' and a front end 12, 12 'of a road surface 8, 8' are not only relatively watertight closed by this process, but also smaller ones are created Cavities 45 'and air inclusions in the filling compound 22, which in turn provide for a higher elasticity of the compensation body 12 and the roadway transition 14. This bituminous filling compound 22 preferably also comprises a defined amount of rock grain. This also makes it possible to control or influence the formation of cavities 45 'or air inclusions in the bituminous filling compound 22.

After filling these gaps with the filling compound 22, it may be appropriate to form the topmost cover layer 42 of the roadway transition 14 by a cover layer 42 of a different mixture of bitumen and rock grain. In particular, the sealing layer 43 may have a finer or greater grain size. In this case, from the upper edge of the support elements 19, 19 'up to the upper edge of the roadway, a bituminous hot mass with simultaneous introduction of rock grain is incorporated in one or more work steps. The upper edge of the support elements 19, 19 'is approximately 10 mm to 40 mm, preferably approximately 20 mm below the upper edge of the road surfaces 8, 8'.

FIG. 3 shows an elastically yielding support element 19 during the production process or immediately after completion of the material construction of the support element 19. This layered or layered support element 19, after sufficient hardening and after its removal from the mold, is designed for installation in bridge or rail sections Roadway crossings 1, 14 are provided. In particular, in FIG. 3 a part of the production process for the prefabrication of support elements 19 is illustrated schematically and by way of example.

An advantageous sequence in the production process for a support element 19, which is designed to be installed in a roadway transition 14 between concrete or asphalt pavements of a bridge transition 1, will be described below in conjunction with FIGS. 1, 2: For the time being hot or flowable, bituminous material 20 introduced into a prefabricated mold 44. In particular, bitumen is sufficiently heated to get into the viscous or viscous state. This bituminous mass is then poured into a prepared mold 44. The casting mold 44 is only partially filled with the flowable, bituminous material 20. Subsequently, rock grain 21 is introduced into the mold 44. The corresponding amount of rock grain 21 sinks into the previously introduced, bituminous material 20, which still has viscous consistency, completely or at least partially.

Alternatively, it is also possible to first introduce a certain amount of rock grain 21 in the mold 44 and then pour over the corresponding layer thickness of rock grain 21 with flowable, bituminous material 20 and at least partially embed the rock grain 21 therein. It is essential that the final height 25 of the support element 19 is layered or layered. That is, alternately a certain layer thickness of rock grain 21 and a certain amount of heated or flowable, bituminous material 20 is introduced into the mold 44. In particular, the introduction of the rock grain 21 into the casting mold 44 and the pouring of hot, bituminous mass, which acts as a binding or filling material, takes place in layers or in layers. It is essential that a certain proportion of cavities 45 in the support element 19 is formed by these steps, in particular by this layer structure method. In particular, specific cavities 45 or air inclusions within the support element 19 are thereby constructed which favor the elasticity of the prefabricated support element 19 with respect to roadway or bridge technology requirements.

The alternating steps relating to the introduction of flowable bituminous material 20 and rock grain 21 in the receiving space of the mold 44 are preferably repeated several times to achieve the desired height 25 of the support member 19. Only by the layered structure of the support member 19, a proportion of up to 10% of cavities 45 with respect to the volume of the support member 19 can be achieved in a simple manner.

Following the layered construction of the support element 19, i. after reaching the required height 25, the molding material formed from heated bituminous material 20 and rock stone 21 is cooled until the desired dimensional stability of the molding material is reached. In particular, an increasingly dimensionally stable support element 19 is achieved by the solidification of the bituminous mass 20 in the course of cooling of the molding composition. Subsequently, the layered or layered support member 19 is removed from the mold 44 and demolded and kept ready for installation in a bridge or lane transition 1, 14. This demolding can be done immediately before installation, i. directly at the construction site, or take place immediately after the cooling phase. A demolding of the support member 19 immediately prior to installation in a roadway transition 14, i. at the site of the construction site, offers the advantage that the support member 19 is supported by the casting mold 44 as long as possible and the likelihood of 12/20 Austrian Patent Office AT 11 643 U1 2011-02-15

Damage or temperature-induced changes in shape of the support member 19 is minimized. That is, the prefabricated support member 19 is supported in the mold 44 according to an advantageous measure until it is provided for installation in a roadway or bridge transition 14, 1.

Alternatively, the structurally prefabricated support member 19 can be stored in a specially designed storage form until the time for installation in a bridge or lane transition 1, 14 is present. In any case, it is expedient to store or store the support element 19 constructed from bituminous molding material and from rock grain 21 in such a way that its profile-like or rod-like shape is maintained as unchanged as possible. In particular, it is to be avoided that a strong deformation occurs due to temperature effects or due to mechanical stresses, or that crushing or breaking off of an elongated support element 19 occurs due to mechanical stresses or deformations. In addition, the handling of the elastic, provided with a certain proportion of cavities 45 support member 19 by means of the casting mold 44 or by means of its own storage form or storage platform easier and safer.

It is also advantageous to heat the rock grains 21 prior to introduction into the casting mold 44 to a defined, the respective requirements corresponding preheating temperature. In particular, the preheating temperature of the rock grains 21 may be between 50 ° C to 200 ° C, preferably between 150 ° C to 180 ° C.

The choice of the preheating temperature for the rock grains 21 thereby influences the degree of mixing between the flowable bituminous material 20 and the rock grain 21. According to an advantageous method measure, by changing or adjusting the preheating temperature of the rock grains 21 in a simple and reliable way and a higher or lower number of cavities 45 in the molding compound or in the support element 19 achieved. Along with this, the elasticity behavior or the rigidity of the support element 19 can be easily adapted to the respective requirements.

Alternatively or in combination, the proportion of cavities 45 and / or the elasticity of the support element 19 can also be influenced in a simple but effective manner by influencing one or more of the following parameters: Changing the temperature of the flowable, bituminous material (20); Changing the proportion between the flowable bituminous material (20) and the rock grain (21); - Changing the respective introduced layer thicknesses of flowable, bituminous

Material (20) and Rock Grain (21).

The rock grain 21 is preferably formed by hard rock, in particular by Edelkantkorn. Depending on the requirements, this hard stone has a grain size of 9/11 mm to 16/22 mm. Such hard rock constitutes, as it were, the aggregate to the flowable, bituminous material 20, which is preferably formed by polymer-modified hot bitumen having an elastoviscose property. The aggregate 21 is preferably as dust-free as possible, pretreated with respect to the binding ability to bitumen and preferably heated. The above-described heating is a good control parameter for the respective desired mixing with the flowable bituminous material 20.

According to an advantageous measure, the rock grains 21 are at least partially wetted on their surface with a means for improving the adhesion to the flowable, bituminous material 20. As previously explained, i.a. the heating or preheating temperature of the rock grains 21 and / or the processing temperature of the flowable, bituminous material 20 a reliable control parameter for the respective proportion of cavities 45 and air inclusions in the support element 19. Another, with respect to efficiency almost optimal control parameters for determining the Cavity portion in the support member 19 is defined by the läge- or layered introduction of bituminous mass and of rock grain 21 into a mold 44. A support element 19 prepared for the subsequent installation consists, according to an advantageous mixing ratio, of approximately 70% rock grain 21 and with regard to the remainder of bituminous, polymer-modified mass. Depending on the required supportability or elasticity of the support element 19, the ratio between rock grain 21 and bituminous material 20 may vary between 60:40 and 90:10.

Alternatively or in combination, at least one further additive can be introduced into the molding compound from flowable, bituminous material 20 and rock grain 21 to change the proportion of cavities 45 in the support element 19. Suitable additives are, for example, plastic or rubber materials. In particular, recycled rubber can be added to the molding composition in an advantageous manner as an additive, so as to achieve a further influencing factor on the elasticity of the support element 19. Also, this additive can be heated according to an advantageous measure prior to introduction into the flowable, bituminous material 20 or before the addition to the molding compound to a certain preheating temperature. Likewise, the previously mentioned additives can be used instead of rock grain 21.

According to an advantageous measure, in the at least one prefabricated support element 19, 19 'or in the at least one support element 19, 19' and also in the at least one support element 19, 19 'surrounding filling compound 22 is a proportion of cavities 45, 45 'formed with air inclusions in order to achieve favorable elasticity or compensation properties for the bridge or roadway transition 1.14.

The cooling of the molding composition preferably takes place directly in the casting mold 44 under the influence of the ambient air. For this purpose, a layered or layered supporting element 19 after introduction of the last rock or bituminous layer at ambient temperature, in particular at about 18 ° C, up to 48 hours to store and thereby cool. Only after reaching approximately ambient temperature, in particular after reaching a temperature in the core of the support member 19 of about 20 ° C to 40 ° C, the support member 19 is ready to install. In particular, at about 20 ° C end or core temperature of the support member 19 this is relatively easy to transport and for further processing to a relatively quiet roadway or bridge crossing 14, 1, i. for use at the site of the construction site, optimally suited. In particular, the installation of the above-described, in road and bridge construction terms, sufficiently elastic support elements 19 takes place directly at the site.

Alternatively, the Auskühlvorgang a layered support member 19 can also be done in a separate storage or cooling.

The cooling time of the support element to about 20 ° C to 40 ° C can of course be accelerated if active cooling devices are used or if the support members 19 are stored in a cool environment, especially below 18 ° C. In particular, water cooling or fan cooling may be provided. According to an advantageous embodiment, the mold 44 is provided with a liquid cooling, in particular involved in a water circuit fulfilling a cooling function.

As can be seen by way of example from FIG. 3, it is expedient to create at least one separating layer 46 on the inner molding surfaces of the casting mold 44 before introducing the flowable, bituminous material 20 and the rock grains 21. Preferably, such a separation layer 46 is formed on the bottom element and on the side walls of the upwardly open mold 44. In other words, the base plate and the lateral limbs of the casting mold 44, which is substantially U-shaped in cross-section, are provided on the mutually facing inner surfaces with at least one separating layer 46 which prevents adhesion of the molding compound to the mold surfaces as far as possible. This release layer 46 can be designed like a film and lining the inner surfaces of the mold as completely as possible. The film-like separating layer 46 is made sufficiently resistant to the heat of the bituminous mass. Instead of using a film-like release layer 46, it is also possible to spray the mold surfaces of the mold 44 with an aerosol release agent. In addition, it is possible to wet or coat the inner mold surfaces of the mold 44 with a viscous or pasty release agent. In particular, oily or silicone-containing release agents can be used to prevent adhesion of the bituminous mass to the mold surfaces of the casting mold 44 as far as possible.

The exemplary embodiments show possible embodiment variants of the roadway or bridge transition 14, 1 or of the production method for a support element 19, 19 '. It should be expressly noted at this point that the invention is not limited to the specifically illustrated embodiments thereof, but rather various combinations of the individual embodiments are possible with each other and this possibility of variation due to the teaching of technical action by representational invention in the ability of this technical Area professional.

For the sake of order, it should finally be pointed out that, for a better understanding of the structure of the roadway or bridge transition, this or its constituent parts have been shown partly unevenly and / or enlarged and / or reduced in size.

[0097] The object underlying the independent inventive solutions can be taken from the description.

Above all, the individual in FIGS. 1, 2; 3 embodiments form the subject of independent solutions according to the invention. The relevant objects and solutions according to the invention can be found in the detailed descriptions of these figures.

REFERENCE MARKET DESCRIPTION 1 bridge transition 26 butt joint 2.2 'bridge girder 27 end face 3 bridge abutment 28 end face 4 expansion joint 29 first arrangement 5, 5' end face 30 butt joint 6 bridge longitudinal direction 31 end face 7 width 32 end face 8, 8 'carriageway 33 further arrangement 9, 9' carriageway 34 Sealing element 10 Thickness 35 Joint cord 11, 11 'Sealing layer 36 Cover element 12, 12' Front end 37 Sheet metal strip 13, 13 'Distance 38, 38' Sheet metal strip 14 Road surface 39 Boundary surface 15 Compensation body 40 Bonding layer 16 Joint cavity 41, 41 'Leveling and adhesive layer 17 Width 42 Covering layer 18 Thickness 43 Sealing layer 19, 19 'Supporting element 44 Casting mold 20 Bituminous material 45, 45' Cavity 21 Stone grain 46 Separating layer 22 Filling compound 23 Distance 24 Width 25 Height 15/20

Claims (30)

Austrian Patent Office AT 11 643 U1 2011-02-15 Claims 1. A method for producing a supporting element (19, 19 ') for installation in concrete or asphalt pavements of roadway or bridge transitions (14, 1), characterized by - introducing a flowable, bituminous material (20) into a casting mold (44); - Introducing rock grain (21) in the mold (44); - Repeating the previous steps several times until reaching a desired height (25) of the support element (19, 19 '); - cooling the introduced molding material until it reaches a desired dimensional stability; - Removing the support element (19, 19 ') from the mold (44). 2. The method according to claim 1, characterized by heating the rock grains (21) to a preheating temperature prior to introduction into the casting mold (44). 3. The method according to claim 2, characterized by changing the preheating temperature to achieve a higher or lower proportion of cavities (45) in the molding composition. 4. The method of claim 1, characterized by changing the temperature of the flowable, bituminous material (20) to achieve a higher or lower proportion of cavities (45) in the molding composition. 5. The method according to claim 1, characterized by varying the quantitative ratio of flowable, bituminous material (20) and rock grain (21) to achieve a higher or lower proportion of cavities (45) in the molding compound and a higher or lower elasticity of the support element (19 , 19 '). 6. The method according to claim 1, characterized by varying the respective introduced layer thickness of flowable, bituminous material (20) and rock grain (21) to achieve a higher or lower proportion of cavities (45) in the molding composition and a higher or lower elasticity of the support element (19, 19 '). A method according to claim 1, characterized by wetting the surface of the rock grains (21) with an agent for improving the adhesion to the bituminous material (20). 8. The method according to claim 1, characterized by introducing at least one additive, in particular rubber or plastic, for changing the elasticity of the support element (19, 19 ') or the proportion of cavities (45) in the support element (19,19'). 9. The method according to claim 1, characterized by cooling the molding material in the mold (44) under the influence of ambient air. 10. The method according to claim 1, characterized by supporting the support element (19, 19 ') in the mold (44) to the installation in a roadway or bridge crossing (14, 1). 11. The method according to claim 1, characterized by storing the support element (19, 19 ') in a storage form until installed in a roadway or bridge crossing (14, 1). 12. The method according to claim 1, characterized in that prior to introducing the flowable, bituminous material (20) and the rock grains (21) on the molding surfaces of the mold (44) a release layer (46) is created. 13. The method according to claim 12, characterized by lining the casting mold (44) with a heat-acting under the flowable, bituminous material (20) resistant, film-like separating layer (46). 14. The method according to claim 12, characterized by spraying the mold surfaces of the mold (44) with an aerosol release agent. 16/20 Austrian Patent Office AT 11 643 U1 2011-02-15 15. The method according to claim 12, characterized by wetting or coating the mold surfaces of the mold (44) with a viscous or pasty release agent. 16. Support element (19, 19 ') for installation in concrete or asphalt pavements of roadway or bridge transitions (14, 1), characterized in that it is prefabricated according to a method according to one of claims 1 to 15 and for insertion into a joint cavity (16) of a roadway or bridge crossing (14, 1) and for embedding or pouring into a bituminous filling compound (22) is formed. 17. Lane or bridge transition (14, 1) between a first and a further bridge structure (2, 2 ') or between a bridge structure (2) and a bridge abutment (3) or between successive road surfaces (8, 8') comprising - an expansion joint (4) between a first and a further bridge structure (2, 2 ') or between a bridge structure (2) and a bridge abutment (3) or between successive road surfaces (8, 8'), and - at least one elastic compensation body ( 15) in a joint cavity (16) between road surfaces (8, 8 ') to be connected or between road surfaces (8, 8') to be connected to a first and another bridge structure (2, 2 ') or between road surfaces (8, 8) to be connected ') of a bridge support structure (2) and a bridge abutment (3), characterized in that the compensating body (15) comprises at least one support element (19,19'), which produced according to one of the preceding claims or features according to any one of the preceding claims. 18. Lane or bridge transition (14, 1) between a first and a further bridge girder structure (2, 2 ') or between a bridge girder structure (2) and a bridge abutment (3) or between successive carriageway laps (8, 8'), comprising an expansion joint (4) between a first and a further bridge structure (2, 2 ') or between a bridge structure (2) and a bridge abutment (3) or between successive road surfaces (8, 8'), and - at least one elastic compensation body (15 ) in a joint cavity (16) between road surfaces (8, 8 ') to be connected or between road surfaces (8, 8') to be connected of a first and a further bridge structure (2, 2 ') or between road surfaces (8, 8') to be connected ) of a bridge support structure (2) and a bridge abutment (3), characterized in that in the compensating body (15) at least one prefabricated, elastic support element (19, 19 ') of a bituminous material (20) and Stone grain (21) arranged and completely embedded in an elastic filling compound (22) comprising bituminous material (20). 19. roadway or bridge transition according to claim 18, characterized in that in the prefabricated support element (19, 19 ') or in the support element (19, 19') and in the filling compound (22) a proportion of Flohlräumen (45, 45 ') with Air inclusions is formed. 20. roadway or bridge transition according to claim 18, characterized in that both sides of the expansion joint (4) each arranged at least one support element (19,19 ') and a distance (23) between adjacently arranged support elements (19, 19') with the elastic Fill mass (22) is filled. 21. roadway or bridge transition according to claim 18, characterized in that the support element (19) has a width (24 ') which at least approximately corresponds to a width (17) of the joint cavity (16), so that the expansion joint (4) integrally covers is. 22. roadway or bridge transition according to claim 18, characterized in that at least two support elements (19, 19 ') are arranged one above the other and between the superposed support elements (19, 19') the elastic filling compound (22) comprising bituminous material (20) is arranged. 17/20 Austrian Patent Office AT 11 643 U1 2011-02-15 23, roadway or bridge transition according to claim 18, characterized in that the support element (19, 19 ') has geometric dimensions and a mass which are selected such that a processing, in particular a laying in a joint cavity (16) without mechanical Aid is possible. 24. roadway or bridge transition according to claim 18, characterized in that the support element (19, 19 ') has a longitudinal extent which is substantially greater than its extension in the width (24) and height (25). 25 carriageway or bridge transition according to claim 18, characterized in that a plurality of support elements (19, 19 ') substantially parallel to the expansion joint (4) are arranged one behind the other. 26. roadway or bridge transition according to claim 25, characterized in that joints (26) or end faces (27, 28) of a first arrangement (29) of successively arranged support elements (19 ') to butt joints (30) or end faces (31, 32nd ) of a further, substantially parallel arrangement (33) of support elements (19) are offset in the longitudinal direction to each other. 27. Lane or bridge transition according to claim 18, characterized in that at least one elastic sealing element (34), in particular a joint cord (35), for closing the expansion joint (4) in its upper end portion between a first and a further bridge structure (2, 2 ') or between a bridge girder (2) and a bridge abutment (3) is arranged. 28. roadway or bridge transition according to claim 18, characterized in that the expansion joint (4) with a strip-shaped cover member (36), in particular with at least one sheet metal strip (37, 38, 38 '), is covered. 29. Roadway or bridge transition according to claim 18, characterized in that boundary surfaces (39) of the joint cavity (16) are coated with an adhesion-promoting layer (40). 30. roadway or bridge transition according to claim 18, characterized in that the uppermost layer, in particular a cover layer to be traveled (42) of the compensating body (15) by a bituminous sealing layer (43) is formed, whose rock grains have a grain size which is smaller as a grain size of the rock grains in the support element (19, 19 '). For this 2 sheets drawings 18/20