EP0145667B1 - Device for bridging expansion joints in bridge decks - Google Patents

Device for bridging expansion joints in bridge decks Download PDF

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Publication number
EP0145667B1
EP0145667B1 EP84810598A EP84810598A EP0145667B1 EP 0145667 B1 EP0145667 B1 EP 0145667B1 EP 84810598 A EP84810598 A EP 84810598A EP 84810598 A EP84810598 A EP 84810598A EP 0145667 B1 EP0145667 B1 EP 0145667B1
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EP
European Patent Office
Prior art keywords
bridging device
joint
guide rod
bearing
strut
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP84810598A
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German (de)
French (fr)
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EP0145667A2 (en
EP0145667A3 (en
Inventor
Heinz Honegger
Josef Ganz
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HONEL HOLDING AG
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HONEL HOLDING AG
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Publication date
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Publication of EP0145667A2 publication Critical patent/EP0145667A2/en
Publication of EP0145667A3 publication Critical patent/EP0145667A3/en
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D19/00—Structural or constructional details of bridges
    • E01D19/06—Arrangement, construction or bridging of expansion joints
    • E01D19/062—Joints having intermediate beams

Definitions

  • the present invention relates to a bridging device for expansion joints in carriageways of bridges or the like with elastic sealing strips which run transversely to the longitudinal direction of the carriageway and are each fitted between supports which run parallel to one another, the upper side of which is flush with the carriageway surface, and each with a Crossbars are connected, the latter being grouped together and mounted longitudinally displaceably in niches located below the carriageway on both sides of the joint gap, the longitudinal displacement of the crossbars being effected by means of a handlebar, the ends of which are held on opposite sides of the joint gap.
  • Such a bridging device for expansion joints with a so-called forced control of the trusses is known from CH-PS 494 316.
  • the handlebar is arranged under the trusses.
  • Each traverse is provided with a downwardly projecting pin which engages in a longitudinal groove in the handlebar with the interposition of a sliding block.
  • the handlebars located deep below the surface of the road must move the crossbeams with the girder resting on them up to the road surface.
  • the invention has for its object to provide a positive control for a bridging device of the type mentioned, in which the power transmission from the crossbars to the handlebars via as few bearing parts and with the smallest possible lever arm.
  • the joint gap F which is variable in the width direction due to the dilatation movement of the components B1, B2, usually runs perpendicular to the longitudinal direction of the carriageway.
  • the bridging device of the carriageway is shown in a position which corresponds exactly to a central position between the maximum and minimum joint width.
  • Groups of trusses 1 are arranged at certain intervals along the entire length of the joint.
  • the number of crossbars 1 per group corresponds exactly to the number of beams 2 running perpendicular to the crossbars 1 and in the longitudinal direction of the joint.
  • the beams extend over the entire length of the joint gap, crossing over several groups of crossbars.
  • Each carrier 2 is firmly connected, preferably welded, to a cross member 1 of the group assigned to it.
  • the traverses 1 crossing the joint gap F project into niches N provided on both sides of the joint.
  • the two ends of the link 4 are held by means of struts 3 on opposite sides of the joint gap.
  • the drawing shows an average width expansion of the joint gap, in which the link runs exactly in the longitudinal direction of the joint. If the joint becomes narrower due to expansion of the components or wider due to contraction of the components, the handlebar swivels and ensures that all the gaps between the beams, which are bridged by elastic sealing strips, all widen or narrow equally.
  • the handlebar 4 passes through all the traverses 1 of a group. In the crossbeams 1, the handlebar 4 is guided in specially designed bearings 10, 40.
  • the cross members 1 are slidably mounted on a support strip 6 provided in the niche N.
  • These support strips 6 are preferably made of tetrafluoroethylene, which can be provided with lubricant pockets.
  • the beams 2 are each firmly connected to only one cross member 1 of the group and cross the other cross members of this group with play as can be seen in FIG. 2.
  • the bearings 10, 40 are designed such that they allow the handlebar to slide in the axial direction as well as to pivot. By installing the bearings 10, 40 in the crossmember, the best possible power transmission between the handlebar and the crossmembers is achieved.
  • Figures 2 and 3 show a crossbar 1 in the form of a double T-beam, in the web of which a bearing housing 10 is installed at about half the height, which is machined internally cylindrical concave.
  • the actual bearing 40 is used in this housing, which is provided with a cylindrical outer shape with a through opening which is arranged perpendicular to the cylinder axis and corresponds to the handlebar cross section.
  • the bearing is preferably made of a plastic with good sliding properties, e.g. made of tetrafluoroethylene. It can be in one piece or composed of parts.
  • the bearing housing 10 can also be lined with plastic parts on the inside.
  • the essentially rectangular bearing housing 10 is welded into the crosspiece web.
  • FIG. 4 shows the strut 3 on a larger scale.
  • the middle part 32 consists of a solid rod, a hollow profile or profile strips, at the end of which a U-shaped bearing eyelet 33 is welded, which creates the connection to one end of the link 4 by means of the hinge pin 31.
  • the longitudinal axis of the handlebar runs obliquely to the longitudinal axis of the joint. So that this is possible, the strut is pivotally held on a tab 34 which is attached to the niche box N.
  • Two rubber-elastic disks 35 are provided which allow the strut to pivot by a few degrees.
  • one strut could also be arranged rigidly.
  • the other strut can then be held elastically, or can also be rigid and provided with a bearing similar to that of the crossbeams, in that the handlebar is pivotably and longitudinally displaceable.
  • FIGS. 12-15 Figure 12 shows two pivotably arranged struts 3, at the ends of the handlebar 4 is articulated.
  • Figure 13 shows an articulated and a rigidly attached to the joint edge strut 3 '. In this case, the deflection of the strut 3 is correspondingly greater.
  • FIG. 14 shows a further variant with two struts 3 'and 3 "rigidly attached to the joint edges.
  • the link 4 is pivotable on the strut 3' and pivotable and axially displaceable on the strut 3".
  • FIG. 15 shows two rigid struts 3 ′′ in which the link 4 is articulated and axially displaceable at both ends.
  • FIGS. 5-8 show variants of a crossbar bearing If the crossbeams are higher, the bearing does not have to be welded in for the handlebars, but can be screwed onto the web.
  • FIG. 5 shows such a bearing 50 from the front, FIG. 6 from the side and in FIG. VII in Figure 5, with the crossbeam 1 appearing in section 1.
  • the plastic bearing 51 is configured similarly to the bearing 40 in Figure 3.
  • This form of plastic bearing is easy to assemble or replace if wear and tear occurs.
  • the procedure is to first pull the handlebar 4 out of the bearing.
  • the bearing shell 40 or 51 can be rotated by 90 ° and removed from the bearing housing 10 or 50, as shown in FIG. 8.
  • the cross-sectional profile of the bearing shell is preferably U-shaped, so that it can accommodate both the lateral guidance and the contact pressure of the handlebar 4.
  • Figures 9-11 show a traverse 1 in more detail. It comprises a U-shaped bearing shell 10 made of forgeable cast iron, which is turned out cylindrically, welded between two sections 11 of an I-profile and is covered at the top by a welded flat iron 12.
  • a polished sheet of stainless steel 13 is attached to the bottom of the crossbar. For this purpose, it is bent in a U-shape and fastened to the sides of the flange by means of welding points 14.
  • the plastic bearing 51 could be spherical instead of cylindrical and the housing 50 could have a corresponding hollow spherical shape.
  • the slide bearings in the niches and the struts would then also have to be designed so that they can follow the movements of the trusses.
  • Figures 16 and 17 show a truss bearing, which is constructed similarly to the bearing of Figure 3.
  • the bearing housing here consists of a rectangular frame 15 welded into the cross member 1, which is precisely machined after welding. First, a base 53 (FIG. 17) is inserted into the frame 15 and then the hollow-cylindrical bearing pieces 54 are inserted into the frame.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Bridges Or Land Bridges (AREA)
  • Steering Devices For Bicycles And Motorcycles (AREA)
  • Road Paving Structures (AREA)
  • Joints Allowing Movement (AREA)
  • Seal Device For Vehicle (AREA)

Description

Die vorliegende Erfindung betrifft eine Überbrückungs-Vorrichtung für Dehnungsfugen in Fahrbahnen von Brücken oder dergleichen mit quer zur Fahrbahn-Längsrichtung verlaufenden, elastischen Dichtungsstreifen, die jeweils zwischen parallel zueinander verlaufenden Trägern angebracht sind, deren Oberseite bündig zur Fahrbahn-Oberflächeverläuft, und die je mit einer Traverse verbunden sind, welch letztgenannte in Gruppen zusammengefasst- und in beidseits des Fugenspaltes unterhalb der Fahrbahn befindlichen Nischen längsverschiebbar gelagert sind, wobei die Längsverschiebung der Traversen mittels eines Lenkers erfolgt, dessen Enden an einander gegenüberliegenden Seiten des Fugenspaltes gehalten sind.The present invention relates to a bridging device for expansion joints in carriageways of bridges or the like with elastic sealing strips which run transversely to the longitudinal direction of the carriageway and are each fitted between supports which run parallel to one another, the upper side of which is flush with the carriageway surface, and each with a Crossbars are connected, the latter being grouped together and mounted longitudinally displaceably in niches located below the carriageway on both sides of the joint gap, the longitudinal displacement of the crossbars being effected by means of a handlebar, the ends of which are held on opposite sides of the joint gap.

Eine derartige Überbrückungs-Vorrichtung für Dehnungsfugen mit einer sogenannten ZwangsSteuerung der Traversen ist durch die CH-PS 494 316 bekannt.Such a bridging device for expansion joints with a so-called forced control of the trusses is known from CH-PS 494 316.

Bei dieser bekannten Fugen-Überbrückungs-Vorrichtung ist der Lenker unter den Traversen angeordnet. Jede Traverse ist mit einem nach unten ragenden Zapfen versehen, der unter Zwischenschaltung eines Gleitsteines in eine Längsnut des Lenkers eingreift.In this known joint bridging device, the handlebar is arranged under the trusses. Each traverse is provided with a downwardly projecting pin which engages in a longitudinal groove in the handlebar with the interposition of a sliding block.

Bei Änderungen der Fugenspaltbreite durch Dehnung oder Kontraktion der angrenzenden Bauteile muss der tief unter der Fahrbahnoberfläche liegende Lenker die Traversen mit dem auf ihnen aufliegenden bis zur Fahrbahnoberfläche emporragenden Träger verschieben.If the joint gap width changes due to expansion or contraction of the adjacent components, the handlebars located deep below the surface of the road must move the crossbeams with the girder resting on them up to the road surface.

Andererseits werden beim Beschleunigen oder Bremsen des über die Überbrückungs-Vorrichtung rollenden Verkehrs, Kräfte auf die Träger und von dort über die Traversen, den Lagerzapfen und den Nutensteinen auf den Lenker übertragen. Die Übertragung der Kräfte, die durch den rollenden Verkehr verursacht werden, erfolgt daher über diverse Lagerstellen mit einem relativ grossen Hebelarm. Die dauernde Wechselwirkung der Kräfte führt zu einem starken Verschleiss der Lagerstellen. Ausgeschlagene Lager aber verursachen beim Überfahren der Überbrückungs-Vorrichtung erhebliche Geräusche.On the other hand, when the traffic rolling over the bridging device is accelerating or braking, forces are transmitted to the carriers and from there via the crossbeams, the bearing pins and the sliding blocks to the handlebars. The forces that are caused by rolling traffic are therefore transmitted via various bearing points with a relatively large lever arm. The constant interaction of the forces leads to heavy wear on the bearing points. Knocked out bearings cause considerable noise when driving over the bridging device.

Der Erfindung liegt die Aufgabe zugrunde, für eine Überbrückungs-Vorrichtung der eingangs angegebenen Art eine Zwangssteuerung zu schaffen, bei der die Kraftübertragung von den Traversen auf den Lenker über möglichst wenig Lagerteile und mit möglichst kleinem Hebelarm erfolgt.The invention has for its object to provide a positive control for a bridging device of the type mentioned, in which the power transmission from the crossbars to the handlebars via as few bearing parts and with the smallest possible lever arm.

Diese Aufgabe wird nach der Erfindung dadurch gelöst, dass der Lenker schwenkbar und axial verschiebbar durch die Traversen hindurchgeführt ist.This object is achieved according to the invention in that the handlebar is pivotally and axially displaceable through the cross members.

In der Zeichnung sind Ausführungsbeispiele des Erfindungsgegenstandes vereinfacht dargestellt und anhand der nachfolgenden Beschreibung erläutert.Exemplary embodiments of the subject matter of the invention are shown in simplified form in the drawing and are explained on the basis of the following description.

Es zeigt:

  • Figur 1 eine vereinfachte Ansicht von oben einer Gruppe von Traversen einer Überbrückungs-Vorrichtung unter Weglassung der elastischen Dichtungsstreifen zwischen den Trägern.
  • Figur 2 einen Schnitt längs der Linie 11-11 in Figur 1, in grösserem Massstab.
  • Figur 3 einen Schnitt längs der Linie 111-111 in Figur 2
  • Figur 4 eine Ansicht einer Strebe von oben, in grösserem Massstab.
  • Figur 5-8 Varianten des Schwenklagers für die Durchführung des Lenkers durch die Traverse
  • Figur 9-11 eine Traverse für sich in Seiten-, Frontal- und Oberansicht
  • Figur 12-15 zeigt die Anordnung verschiedener Streben mit Lenker in schematischer Darstellung und
  • Figur 16, 17 eine weitere Variante eines Schwenklagers.
It shows:
  • Figure 1 is a simplified top view of a group of trusses of a bridging device with the omission of the elastic sealing strips between the carriers.
  • Figure 2 shows a section along the line 11-11 in Figure 1, on a larger scale.
  • 3 shows a section along the line 111-111 in FIG
  • Figure 4 is a view of a strut from above, on a larger scale.
  • Figure 5-8 Variants of the pivot bearing for the passage of the handlebar through the crossbar
  • Figure 9-11 a crossbar for itself in side, front and top view
  • Figure 12-15 shows the arrangement of various struts with handlebars in a schematic representation and
  • Figure 16, 17 a further variant of a pivot bearing.

Der auf Grund der Dilatationsbewegung der Bauteile B1, B2 in Breitenrichtung variable Fugenspalt F verläuft meist senkrecht zur Fahrbahn- längsrichtung. Die Überbrückungs-Vorrichtung der Fahrbahn ist in einer Position dargestellt, die genau einer Mittellage zwischen maximaler und minimaler Fugenbreite entspricht. Über die gesamte Fugenlänge sind in bestimmten Abständen Gruppen von Traversen 1 angeordnet. Die Anzahl der Traversen 1 pro Gruppe entspricht genau der Anzahl der senkrecht zu den Traversen 1 und in Längsrichtung der Fuge verlaufenden Trägern 2. Die Träger erstrecken sich über die gesamte Länge des Fugenspaltes, wobei sie mehrere Gruppen von Traversen überqueren. Jeder Träger 2 ist fest mit einer ihm zugeordneten Traverse 1 der Gruppe verbunden, vorzugsweise verschweisst. Die den Fugenspalt F überquerenden Traversen 1 ragen in beidseits der Fuge angebrachte Nischen N hinein. Die beiden Enden des Lenkers 4 sind mittels Streben 3 an einander gegenüberliegenden Seiten des Fugenspaltes gehalten. Die Zeichnung zeigt eine mittlere Breitenausdehnung des Fugenspaltes, bei der der Lenker genau in Längsrichtung der Fuge verläuft. Wird die Fuge durch Dehnung der Bauteile enger oder durch Kontraktion der Bauteile breiter, schwenkt der Lenker und sorgt dafür, dass sämtliche von elastischen Dichtungsstreifen überbrückten Teilspalten zwischen den Trägern sich alle gleich viel verbreitern oder verschmälern.The joint gap F, which is variable in the width direction due to the dilatation movement of the components B1, B2, usually runs perpendicular to the longitudinal direction of the carriageway. The bridging device of the carriageway is shown in a position which corresponds exactly to a central position between the maximum and minimum joint width. Groups of trusses 1 are arranged at certain intervals along the entire length of the joint. The number of crossbars 1 per group corresponds exactly to the number of beams 2 running perpendicular to the crossbars 1 and in the longitudinal direction of the joint. The beams extend over the entire length of the joint gap, crossing over several groups of crossbars. Each carrier 2 is firmly connected, preferably welded, to a cross member 1 of the group assigned to it. The traverses 1 crossing the joint gap F project into niches N provided on both sides of the joint. The two ends of the link 4 are held by means of struts 3 on opposite sides of the joint gap. The drawing shows an average width expansion of the joint gap, in which the link runs exactly in the longitudinal direction of the joint. If the joint becomes narrower due to expansion of the components or wider due to contraction of the components, the handlebar swivels and ensures that all the gaps between the beams, which are bridged by elastic sealing strips, all widen or narrow equally.

Da der Abstand zwischen den Zapfen 31, durch die der Lenker 4 mit den Streben 3 verbunden ist, einen festen Wert hat, müssen die Streben 3 schwenkbar am Fugenrand gehalten sein, wie dies später an Hand von Figur 4 erläutert wird. Der Lenker 4 durchsetzt sämtliche Traversen 1 einer Gruppe. In den Traversen 1 ist der Lenker 4 in besonders ausgebildeten Lagern 10,40 geführt.Since the distance between the pins 31, through which the link 4 is connected to the struts 3, has a fixed value, the struts 3 must be pivotally held on the joint edge, as will be explained later with reference to FIG. 4. The handlebar 4 passes through all the traverses 1 of a group. In the crossbeams 1, the handlebar 4 is guided in specially designed bearings 10, 40.

Die Traversen 1 sind verschiebbar auf einem in der Nische N angebrachten Auflagestreifen 6 gelagert. Diese Auflagestreifen 6 bestehen vorzugsweise aus Tetrafluoräthylen, die mit Schmiermitteltaschen versehen sein können.The cross members 1 are slidably mounted on a support strip 6 provided in the niche N. These support strips 6 are preferably made of tetrafluoroethylene, which can be provided with lubricant pockets.

Die Träger 2 sind jeweils nur mit einer Traverse 1 der Gruppe fest verbunden und überqueren die übrigen Traversen dieser Gruppe mit Spiel wie in Figur 2 ersichtlich.The beams 2 are each firmly connected to only one cross member 1 of the group and cross the other cross members of this group with play as can be seen in FIG. 2.

Die Lager 10, 40 sind so ausgebildet, dass sie dem Lenker sowohl ein Gleiten in axialer Richtung als ein Schwenken erlauben. Durch den Einbau der Lager 10, 40 in die Traverse wird eine möglichst günstige Kraftübertragung zwischen dem Lenker und den Traversen erreicht.The bearings 10, 40 are designed such that they allow the handlebar to slide in the axial direction as well as to pivot. By installing the bearings 10, 40 in the crossmember, the best possible power transmission between the handlebar and the crossmembers is achieved.

Die Figuren 2 und 3 zeigen eine Traverse 1 in Form eines Doppel T-Balkens, in dessen Steg auf etwa halber Höhe ein Lagergehäuse 10 eingebaut ist, das inwendig zylindrisch konkav bearbeitet ist. In diesem Gehäuse ist das eigentliche Lager 40 eingesetzt, das eine zylindrische Aussenform mit einer senkrecht zur Zylinderachse angebrachten, dem Lenkerquerschnitt entsprechenden Durchgangsöffnung versehen ist. Das Lager ist vorzugsweise aus einem Kunststoff mit guten Gleiteigenschaften, z.B. aus Tetrafluoräthylen, gefertigt. Es kann einstückig oder aus Teilen zusammengesetzt sein. Auch kann das Lagergehäuse 10 innen mit Kunststoffteilen ausgekleidet sein. Das im wesentlichen rechteckige Lagergehäuse 10 ist im Steg der Traverse eingeschweisst. Die Anordnung erlaubt ein beidseitiges Schwenken des Lenkers um einen Winkel a. Figur 4 zeigt die Strebe 3 in grösserem Massstab. Der mittlere Teil 32 besteht aus einem massiven Stab, einem Hohlprofil oder Profilleisten, an dessen Ende eine U-förmige Lageröse 33 angeschweisst ist, die mittels des Gelenkbolzens 31 die Verbindung mit einem Ende des Lenkers 4 herstellt. Wie bereits erwähnt, verläuft bei einer Verstellung der Fugenbreite F die Längsachse des Lenkers schräg zur Fugenlängsachse. Damit dies möglich ist, ist die Strebe schwenkbar an einer Lasche 34, die am Nischenkasten N angebracht ist, gehalten. Zwei gummielastische Scheiben 35 sind vorgesehen, die ein Schwenken der Strebe um wenige Grad erlauben. Statt beide Streben so auszubilden, könnte auch eine Strebe starr angeordnet sein. Die andere Strebe kann dann elastisch gehalten sein, oder ebenfalls starr ausgebildet und mit einem ähnlichen Lager wie die Traversen versehen sein, in dem dass der Lenker schwenkbar und längsverschiebbar gehalten ist. Die möglichen Varianten sind in den Figuren 12-15 schematisch dargestellt. Figur 12 zeigt zwei schwenkbar angeordnete Streben 3, an deren Enden der Lenker 4 gelenkig gehalten ist.Figures 2 and 3 show a crossbar 1 in the form of a double T-beam, in the web of which a bearing housing 10 is installed at about half the height, which is machined internally cylindrical concave. The actual bearing 40 is used in this housing, which is provided with a cylindrical outer shape with a through opening which is arranged perpendicular to the cylinder axis and corresponds to the handlebar cross section. The bearing is preferably made of a plastic with good sliding properties, e.g. made of tetrafluoroethylene. It can be in one piece or composed of parts. The bearing housing 10 can also be lined with plastic parts on the inside. The essentially rectangular bearing housing 10 is welded into the crosspiece web. The arrangement allows the handlebars to be pivoted on both sides by an angle a. Figure 4 shows the strut 3 on a larger scale. The middle part 32 consists of a solid rod, a hollow profile or profile strips, at the end of which a U-shaped bearing eyelet 33 is welded, which creates the connection to one end of the link 4 by means of the hinge pin 31. As already mentioned, when the joint width F is adjusted, the longitudinal axis of the handlebar runs obliquely to the longitudinal axis of the joint. So that this is possible, the strut is pivotally held on a tab 34 which is attached to the niche box N. Two rubber-elastic disks 35 are provided which allow the strut to pivot by a few degrees. Instead of designing both struts in this way, one strut could also be arranged rigidly. The other strut can then be held elastically, or can also be rigid and provided with a bearing similar to that of the crossbeams, in that the handlebar is pivotably and longitudinally displaceable. The possible variants are shown schematically in FIGS. 12-15. Figure 12 shows two pivotably arranged struts 3, at the ends of the handlebar 4 is articulated.

Figur 13 zeigt eine gelenkig und eine starr am Fugenrand befestigte Strebe 3'. In diesem Fall ist die Auslenkung der Strebe 3 entsprechend grösser.Figure 13 shows an articulated and a rigidly attached to the joint edge strut 3 '. In this case, the deflection of the strut 3 is correspondingly greater.

Figur 14 zeigt eine weitere Variante mit zwei starr an den Fugenrändern befestigten Streben 3' und 3". Der Lenker 4 ist an der Strebe 3' schwenkbar und an Strebe 3", schwenkbar und axial verschiebbar gehalten. Figur 15 schliesslich zeigt zwei starre Streben 3", in denen der Lenker 4 beiderends gelenkig und axial verschiebbar gehalten ist. Es muss dabei natürlich Vorsorge getroffen werden, dass der Lenker sich nicht aus den Lagern schiebt. Die Figuren 5-8 zeigen Varianten eines Traversenlagers. Sind die Traversen höher, braucht das Lager für den Lenker nicht eingeschweisst zu werden, sondern kann auf den Steg aufgeschraubt werden. Figur 5 zeigt ein derartiges Lager 50 von vorne, Fig. 6 von der Seite und in Figur 7 längs der Schnittlinie VII-VII in Figur 5, wobei die Traverse 1 im Schnitt erscheint. Das Kunststofflager 51 ist ähnlich ausgebildet wie das Lager 40 in Figur 3.FIG. 14 shows a further variant with two struts 3 'and 3 "rigidly attached to the joint edges. The link 4 is pivotable on the strut 3' and pivotable and axially displaceable on the strut 3". Finally, FIG. 15 shows two rigid struts 3 ″ in which the link 4 is articulated and axially displaceable at both ends. Of course, precautions must be taken to ensure that the link does not slide out of the bearings. FIGS. 5-8 show variants of a crossbar bearing If the crossbeams are higher, the bearing does not have to be welded in for the handlebars, but can be screwed onto the web. FIG. 5 shows such a bearing 50 from the front, FIG. 6 from the side and in FIG. VII in Figure 5, with the crossbeam 1 appearing in section 1. The plastic bearing 51 is configured similarly to the bearing 40 in Figure 3.

Diese Form des Kunststofflagers lässt sich leicht montieren oder gegebenenfalls ersetzen, wenn Verschleiss auftritt. Dabei geht man so vor, dass man zuerst den Lenker 4 aus dem Lager herauszieht. Jetzt kann die Lagerschale 40 bzw. 51 um 90° gedreht und aus dem Lagergehäuse 10 bzw. 50 herausgenommen werden, wie Figur 8 zeigt. Das Querschnittprofil der Lagerschale ist vorzugsweise U-förmig, sodass es sowohl die seitliche Führung als den Auflagedruck des Lenkers 4 aufnehmen kann. Die Figuren 9-11 zeigen eine Traverse 1 mehr im Detail. Sie umfasst eine U-förmige aus schmiedbarem Gusseisen hergestellte Lagerschale 10, die zylindrisch ausgedreht ist, zwischen zwei Abschnitten 11 eines I-Profils eingeschweisst und oben durch ein angeschweisstes Flacheisen 12 abgedeckt ist. Damit die Enden der Traverse leicht auf den in den Nischen angebrachten Tetrafluoräthylenleisten 6 (s. Fig. 2) gleiten, ist unten an der Traverse ein poliertes Blech 13 aus rostfreiem Stahl angebracht. Es ist dazu U-förmig gebogen und an den Seiten des Flansches mittels Schweisspunkten 14 befestigt.This form of plastic bearing is easy to assemble or replace if wear and tear occurs. The procedure is to first pull the handlebar 4 out of the bearing. Now the bearing shell 40 or 51 can be rotated by 90 ° and removed from the bearing housing 10 or 50, as shown in FIG. 8. The cross-sectional profile of the bearing shell is preferably U-shaped, so that it can accommodate both the lateral guidance and the contact pressure of the handlebar 4. Figures 9-11 show a traverse 1 in more detail. It comprises a U-shaped bearing shell 10 made of forgeable cast iron, which is turned out cylindrically, welded between two sections 11 of an I-profile and is covered at the top by a welded flat iron 12. In order for the ends of the crossbar to slide easily on the tetrafluoroethylene strips 6 (see FIG. 2) provided in the recesses, a polished sheet of stainless steel 13 is attached to the bottom of the crossbar. For this purpose, it is bent in a U-shape and fastened to the sides of the flange by means of welding points 14.

In Erdbebengebieten, wo sich die Baukörper beidseitig der Fuge heben oder senken, seitlich verschieben oder gar verwinden, kann es von Vorteil sein, die Traversenlager so auszubilden, dass sie diesen Bewegungen bis zu einem gewissen Grade folgen können. Beispielsweise könnte das Kunststofflager 51 kugelförmig statt zylindrisch ausgebildet sein und das Gehäuse 50 eine entsprechende Hohlkugelform aufweisen. Die Gleitlager in den Nischen und die Streben müssten dann ebenfalls so ausgebildet sein, dass sie die Bewegungen der Traversen mitmachen können.In earthquake areas, where the structures rise or fall on both sides of the joint, move laterally or even twist, it can be advantageous to design the truss supports so that they can follow these movements to a certain degree. For example, the plastic bearing 51 could be spherical instead of cylindrical and the housing 50 could have a corresponding hollow spherical shape. The slide bearings in the niches and the struts would then also have to be designed so that they can follow the movements of the trusses.

Die Figuren 16 und 17 zeigen ein Traversenlager, das ähnlich aufgebaut ist wie das Lager nach Figur 3. Das Lagergehäuse besteht hier aus einem in der Traverse 1 eingeschweissten rechteckigen Rahmen 15, der nach dem Schweissen genau bearbeitet ist. In den Rahmen 15 ist zuerst ein Boden 53 (Figur 17) eingelegt und danach sind die hohlzylindrisch bearbeiteten Lagerstücke 54 in den Rahmen eingesetzt.Figures 16 and 17 show a truss bearing, which is constructed similarly to the bearing of Figure 3. The bearing housing here consists of a rectangular frame 15 welded into the cross member 1, which is precisely machined after welding. First, a base 53 (FIG. 17) is inserted into the frame 15 and then the hollow-cylindrical bearing pieces 54 are inserted into the frame.

Diese Anordnung erlaubt daher das Auswechseln sämtlicher Verschleissteile des Lagers.This arrangement therefore allows all wear parts of the bearing to be replaced.

Claims (11)

1. Bridging device for expansion joints in roadways of bridges or the like, comprising elastic sealing strips orientated transversely to the longitudinal direction of the roadway, which are each mounted between beams parallel to one another, the upper face of which beams is flush with the roadway surface and which are each connected with a transom, the transoms being combined in groups, the transoms being supported longitudinally slidable in niches (N) situated beneath the roadway on either side of the joint gap (F), the displacement of the transoms being effected by means of a guide rod, the ends of which are secured at mutually opposite sides of the joint gap, characterized in that the guide rod (4) passes, pivotal and axially displaceable, through the transoms (1).
2. Bridging device according to Claim 1, characterized in that the two ends of the guide rod are articulated onto struts (3), elastically secured on mutually opposite edges of the joint.
3. Bridging device according to Claim 1, characterized in that one end of the guide rod is articulated onto a strut (3'), rigidly secured to one side of the joint, while the other end of the guide rod is articulated onto a strut (3), pivotally secured to the opposite side of the joint.
4. Bridging device according to Claim 1, characterized in that one end of the guide rod is articulated onto a first strut (3'), rigidly secured to the side of the joint, whereas the other end of the guide rod is held, articulated and axially displaceable, at a strut (3"), rigidly fixed on the opposite side of the joint.
5. Bridging device according to Claim 4, characterized in that the two ends of the guide rod are held, pivotal and axially displaceable, at struts (3"), rigidly secured on opposite sides of the joint.
6. Bridging device according to Claim 1, characterized in that bearings (10, 40; 50, 51) are set in the transoms (1), in which bearings the guide rod (4) is mounted pivotally and axially displaceable.
7. Bridging device according to Claim 4, characterized in that the bearing has a substantially rectangular housing.
8. Bridging device according to Claim 5, characterized in that the bearing housing (10; 50) is internally lined with plastics components (15).
9. Bridging device according to Claim 8, characterized in that the bearing housing (10; 50) is internally of cylindrical concave form, in the concavities of which two cup-shaped plastics components (40; 51), connected together by a support web, constitute a pivotal bearing.
10. Bridging device according to one of Claims 4 or 5, characterized in that, in the strut (3") secured rigidly to the joint edge, a bearing housing is disposed, which internally is of cylindrical concave form, in which two cup-shaped plastics components, connected together by a support web, are situated, which constitute a pivotal bearing for the guide rod (4).
11. Bridging device according to Claim 9, characterized in that the bearing housing (50) is removably mounted in the transom.
EP84810598A 1983-12-09 1984-12-06 Device for bridging expansion joints in bridge decks Expired EP0145667B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT4292/83 1983-12-09
AT0429283A AT393850B (en) 1983-12-09 1983-12-09 BRIDGE DEVICE FOR EXPANSION JOINTS IN ROADS OF BRIDGES OD. DGL.

Publications (3)

Publication Number Publication Date
EP0145667A2 EP0145667A2 (en) 1985-06-19
EP0145667A3 EP0145667A3 (en) 1986-07-30
EP0145667B1 true EP0145667B1 (en) 1988-03-09

Family

ID=3562118

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84810598A Expired EP0145667B1 (en) 1983-12-09 1984-12-06 Device for bridging expansion joints in bridge decks

Country Status (10)

Country Link
US (1) US4566143A (en)
EP (1) EP0145667B1 (en)
JP (1) JPS60141903A (en)
AT (1) AT393850B (en)
AU (1) AU566777B2 (en)
CA (1) CA1218890A (en)
DE (1) DE3469771D1 (en)
NO (1) NO159672C (en)
NZ (1) NZ210375A (en)
TR (1) TR22639A (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0400198A1 (en) * 1989-06-02 1990-12-05 Friedrich Maurer Söhne GmbH & Co. KG Device for resiliently clamping supporting beams in a roadway bridging construction
ATE108845T1 (en) * 1991-04-29 1994-08-15 Maurer Friedrich Soehne BRIDGING DEVICE FOR EXPANSION JOINTS IN BRIDGES OR THE LIKE.
US6609265B1 (en) * 2002-10-03 2003-08-26 Thomas C. Jee Seismic proof articulating bridge deck expansion joint

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT234140B (en) * 1961-07-06 1964-06-10 Rheinstahl Union Brueckenbau Method for prestressing and installing rod-like joint seals for expansion joints in streets and sidewalks, in particular for lane crossings on road bridges, as well as joint sealing for carrying out the method
DE1231282B (en) * 1961-07-06 1966-12-29 Rheinstahl Union Brueckenbau Device for bridging expansion joints in roadways and sidewalks, in particular road bridges
DE1162863B (en) * 1961-07-19 1964-02-13 Esslingen Maschf Covering device for expansion joints in bridges u. like
DE1658627A1 (en) * 1967-11-18 1970-10-29 Sollinger Huette Device for covering and bridging expansion joints in bridges and similar structures
CH494316A (en) * 1969-01-08 1970-07-31 Mecana S A Schmerikon Joint covering in a roadway
BE759891A (en) * 1970-03-26 1971-05-17 Maurer Friedrich Soehne BRIDGING DEVICE FOR EXPANSION JOINTS IN BRIDGES OR SIMILAR
AT326720B (en) * 1973-05-07 1975-12-29 Honel Holdings Ag SEALED EXPANSION JOINT IN A ROAD
DE2746490C3 (en) * 1977-10-15 1982-05-19 Friedrich Maurer Söhne GmbH & Co KG, 8000 München Bridging device for expansion joints in bridges or the like.
AU6787581A (en) * 1981-03-26 1982-10-19 Honel Holding Ltd. S.A. A.G. Sealing coating device for expansion joint

Also Published As

Publication number Publication date
EP0145667A2 (en) 1985-06-19
AU566777B2 (en) 1987-10-29
JPS60141903A (en) 1985-07-27
NO844690L (en) 1985-06-10
CA1218890A (en) 1987-03-10
DE3469771D1 (en) 1988-04-14
AU3641584A (en) 1985-06-13
TR22639A (en) 1988-01-29
NZ210375A (en) 1987-07-31
EP0145667A3 (en) 1986-07-30
US4566143A (en) 1986-01-28
AT393850B (en) 1991-12-27
ATA429283A (en) 1991-06-15
NO159672C (en) 1989-01-25
NO159672B (en) 1988-10-17

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