EP0325737A2 - Joint bridging arrangement - Google Patents

Abstract

In a joint bridging arrangement for expansion joints having a plurality of plates (4) which are supported so as to be displaceable and tiltable parallel to the joint edges on supporting girders (9) which are provided on bearings and extend over the entire width of the joint, the spacing between said plates (4) being positively controlled, each plate (4) has a plate foot (7) by means of which the plate clasps the supporting girder (9) allocated to it at the bearing. In this arrangement, at least two supporting girders (9) are provided per bearing, two adjacent plates (4) in each case being mounted on another supporting girder (9). Furthermore, the width (L) of each plate foot (7), as seen in the direction of displacement of the plates (4), is greater than the head width (B) of the plate head (4'). Each plate foot (7) can be pushed under the plate body (6) of each neighbouring plate (4) with its region (V) which projects laterally beyond the head width (B). <IMAGE>

Description

The invention relates to a roadway transition for expansion joints with several parallel to the joint edges provided on bearings, extending over the entire joint width support beams slidably and tilt-supported supported slats, the distance of which is positively controlled, each slat having a slat foot with which it brackets associated with a bearing support.

In the case of roadway transitions with more than one lamella, in which the distance between the lamellae is positively controlled and in which the lamellae are supported against displacement and tilting, the problem of sufficient bearing lengths and the associated risk arise in particular in the case of large structures on the support surfaces between lamellae and support members the occurrence of excessive edge pressures, since the moments occurring in the slats and the support are not introduced into the slat control, but into the supports. In conventional transition constructions, this meant that with a sufficiently wide design of the bearings arranged in the slat feet, the number of slats that could be used for a given joint width was limited and the head width of the slats had to be made quite large in order to avoid undesirably large gaps between them. Occasionally the occurrence of oversized edge pressures was accepted, which however led to the fact that relative soon there was a need to replace the bearings.

From DE-C-23 16 407 a carriageway transition of the type mentioned is known, in which all the slats are mounted on a support beam so as to be longitudinally displaceable to it at a bearing point. On each lamella there is an eyelet encompassing the support beam, which on its inside rests on both sides of the support beam as well as on the top and bottom thereof via prestressed elastomer pot bearings. A relatively complicated shape is used for the support beam in order to ensure the desired displaceability with simultaneous support in all other directions.

In this known construction, as with many other constructions, the lamella head is as wide as the bearing width at the lamella base, which leads to a relatively small number of individual lamellas across the gap width and yet leads to the formation of quite large gaps between them.

Proceeding from this, the object of the invention is to improve the generic roadway crossing in such a way that the number of slats that can be used for a given width of the expansion joint can be increased significantly without excessive edge pressures occurring at the bearing points between slats and support beams or that The value of the edge pressures can be significantly reduced with the same number of slats.

According to the invention, this is achieved in a carriageway transition of the type mentioned at the outset that at least two support beams are provided for each bearing location, adjacent slats not being supported on the same support beam but in each case on a different support beam that the width of a slat foot - seen in the direction of displacement of the slats - Is formed larger than the head width of this slat and that each slat foot with its laterally projecting area over the head width can be pushed under the body of the adjacent slat, ie it can slide under it.

In the carriageway transition according to the invention, the width of the bearing point in the slat foot is chosen to be as large as is necessary due to the desired or predetermined edge pressures, and this is completely independent of the (desired) head width of the slat.

Because adjacent slats are not supported on the same support beam, but on different support beams, and since the areas of the slat foot that project laterally beyond the slat head width can slide under the slat body of the adjacent slat (insofar as this exists in the area of the support bracket considered here) , the lateral deflection of the slat under consideration is no longer limited by the fact that it could run against the slat foot of the adjacent slat when it is deflected. The place where, starting from a slat under consideration, the two adjacent slats are present in both deflection directions, is therefore very well available for the lateral deflection path of the slat under consideration. In the carriageway transition according to the invention, it is therefore possible to use an enlarged bearing width for the individual lamella with the same number of lamellae or, if an increase in the bearing width is not necessary, to increase the number of lamellae and thereby to reduce the spacing between the lamellae. In addition, there is no need for a complicated design of the cross sections of the support beams, which is a simplification with regard to many known roadway crossing constructions and also noticeably reduces the assembly effort when installing or removing.

In the carriageway transition according to the invention, the lateral protrusion of each slat foot is preferably selected to be at most half the head width of the slat, which makes it possible to push slats together until all slat heads rest against one another laterally.

A particularly preferred embodiment of the carriageway transition according to the invention can also be seen in the fact that each support beam has a rectangular cross section, that a sliding support between the slat foot and the support beam top and a with a between the slat foot and the support beam bottom An elastomeric bearing provided with a sliding layer is preferably arranged, with a lateral support of the lamella foot relative to the support carrier preferably also being provided via correspondingly laterally arranged sliding supports. The sliding pads and / or the sliding layer are advantageously selected from polyamide or polytetrafluoroethylene or another suitable sliding material.

In an advantageous development of the invention, the support beams are received in each recess in recesses in the joint edges and horizontally fixed in one joint edge and horizontally movable in the other joint edge.

The invention makes it possible, according to the principle used in it, to carry out even the largest lamella constructions with positive control, without excessive edge pressures occurring or having to be accepted. In addition, the roadway crossing according to the invention proves to be relatively simple overall in construction with moderate assembly effort, so that it stands out in addition to its other advantages also by pleasingly low costs.

• Fig. 1 einen Querschnitt durch einen erfindungsgemäßen Fahrbahnüber­gang an einem Stützträger einer Lagerstelle;
• Fig. 2 einen (etwas vergrößerten) Detail-Schnitt gemäß A-A aus Fig. 1 durch einen Lamellenfuß mit Gleitlager, sowie
• Fig. 3 eine Draufsicht auf den Fahrbahnübergang gemäß Fig. 1, wobei die Draufsicht im Bereich der Lagerstelle gemäß Schnittführung C-C aus Fig. 1 geschnitten ist.

The invention is explained in more detail below in principle by way of example with reference to the drawing. Show it:

• 1 shows a cross section through a roadway transition according to the invention on a support beam of a bearing point.
• Fig. 2 shows a (somewhat enlarged) detail section according to AA from Fig. 1 by a lamellar base with plain bearing, and
• 3 shows a plan view of the roadway crossing according to FIG. 1, the plan view in the area of the bearing point being cut according to section CC from FIG. 1.

The figures show a roadway transition 1, which is provided between two joint edges of a bridge structure, for example. On both sides of the The upper side of the superstructure is provided with a suitable seal (not shown in FIG. 1), above which a road surface 2, for example concrete, is then formed, which forms a surface 3.

The structure of the carriageway transition 1 has lamellae 4 running within the expansion joint in the longitudinal direction of the joint and parallel to the joint edges, which are connected to one another via suitable elastic sealing bodies 5, the sealing bodies 5 each bridging the gap between the lamellae 4 in a watertight manner. The edge lamellae are also positively connected to steel profiles 12 attached to the joint edges via such elastic sealing bodies 5.

Each lamella 4 consists of a lamella head 4 ', which has suitable profile receptacles for holding the sealing profiles 5 on its two edge sides. The slat heads 4 'go into a slat body 6, which is approximately square in cross section in the construction shown in Fig. 1. The lamella heads 4 'extend like the lamella body 6 over the entire length of the joint parallel to the joint edges.

Below the slat body 6, a slat base 7 is formed for each slat 4, which can be mounted on suitable support bodies 8, 8 '(which will be described in detail below) each on a support bracket 9 or 9' (see. Fig. 3) in its Longitudinally supported.

The lamellae 4 of the carriageway transition 1 are appropriately supported over their entire length at several bearing points. FIG. 3 shows the top view of the carriageway transition from FIG. 1 from above, specifically in the area of a bearing point, the individual slats 4 being cut in the area of this bearing point, specifically there along the plane CC from FIG. 1. The sectional plane DD 3, which in turn shows the sectional position of the section from FIG. 1.

3, what should be pointed out are not only the road surface 2, but also the elastic sealing body 5 between the slats 4 omitted in the interest of better clarity.

As can be seen from the illustration in Fig. 3, the bearing point shown there has two support beams 9, 9 ', which extend across the entire joint width and are parallel to each other. These support beams 9, 9 'are, as shown in FIGS. 1 and 3, at the joint edges in each case in recesses 13 and 14, which lie outside the joint gap, in the example shown the support beams 9, 91 on the left joint edge at 10 in are appropriately clamped horizontally, while they can be moved in the horizontal direction at the other joint edge via suitable slide bearings 11. The embodiment shown in the figures, in which both support beams 9, 9 'are firmly clamped on the same side of the joint edge, could equally (if desired) also be replaced by an arrangement in which the fixed clamping of the two support beams 9, 9' on opposite sides of the joint is present.

1 and 3 show, the slat feet 7, with which each individual slat 4 is slidably mounted on a support bracket 9 or 9 ', are provided so that, seen in the order of the slats 4, successive Slats are alternately supported on the two support beams 9 and 9 'in such a way that the storage of successive slats does not take place on the same support beam 9 or 9'.

It would also be possible to provide more than the two support beams shown, for example three or even four support beams, at such a bearing point, which is particularly recommended if the number of lamellae is very large due to a particularly wide expansion joint to be bridged. In this case there would be more than the two support beams 9, 9 'for the storage of the slats 4, so that only about every third or fourth slat 4 would be supported on the same support beam.

The embodiment shown in the figures, in which two support beams 9, 9 'are provided at a bearing point, accordingly leads to the fact that, starting from a slat 4 under consideration, which is mounted on a specific support beam 9, 9', each next slat 4 is supported again via its slat foot 7 on the same support beam 9, 9 '.

The slat feet 7 with the sliding bodies 8 and 8 'held in them, however, unlike the slat heads 4' and the slat bodies 6, do not exist along the entire extent of the slat 4, but are in each case only in the region of the support beam 9 or 9 'provided.

Fig. 2 shows a section through a slat foot 7 along line A-A in Fig. 1, from which it can be seen first that the slat foot 7 completely grips or "clasped" the support beam 9, which in turn is rectangular in cross section.

As the illustration according to FIG. 2 also shows, a slider 8 made of a suitable material, for example made of a PTFE or a polyamide plate, is initially arranged inside the slat base 7, via which the slat body 6 or the slat base 7 on the Top of the support bracket 9 is slidably mounted. Similar sliding layers 19 are also provided laterally, as shown in FIG. 2, in order to also provide a suitable support against the side surfaces of the support beam 9. Below the support beam 9, the slider 8 'provided there has an elastomer bearing 16 in the support foot 7, which is provided on its top with a sliding layer 1 5 made of a suitable material, again from a PTFE or a polyamide layer. In this way, the support bracket 9 is slidably mounted within the slat foot 7 in a suitable manner, so that when the support bracket 9 is completely gripped by the slat foot 7 in the longitudinal direction of the support bracket 9 in question, there is longitudinal displacement. On one side of the lamella base 7, suitable flanges 17 are shown, which are provided with a suitable (in Fig. 2, not shown) clamping means can be braced against each other so that a desired bearing clearance or a desired bearing pressure can be reached within the bearing arrangement. Of course, instead of the flanges 17 shown, all other means suitable for the same purpose can be used for this purpose, as are known to the person skilled in the art and can be used or selected by him in a suitable manner in the formation of the lamella base 7.

From Fig. 1 it can also be seen that the width L of each slat base 7, which essentially corresponds to the bearing width (seen in the longitudinal direction of the support beam 9), is significantly larger than the width B of the slat head 4 ', the slat base 7 on both sides the slat 4 protrudes from the slat head 4 'predetermined width B by a length V. This protruding section of each slat foot 7 is, as shown in FIG. 1, designed so that its upper boundary surface is still below the lower boundary surface of the adjacent slat body 6. This makes it possible for the slat under consideration (for example the slat designated 4.1 in FIG. 3) to be displaced in the direction of the adjacent slat (slat 4.2 in FIG. 3) without the end of the slat foot 7 lying in the direction of displacement with the Slat body 6 of the slat 4.2 would collide, rather it can slide under the slat body 6 of this adjacent slat 4.2. The same applies to all other slats 4 in relation to their neighboring slats. In the embodiment shown in the figures, the protrusion V of each slat foot 7 is designed to be somewhat smaller than half the slat head width B. This means that all the slats 4.1, 4.2, 4.3, 4.4 and 4.5 as well as the two edge profiles 12 can be shifted against each other so that the slat heads 4 'with the edge profile 12 form a continuous surface without gaps, i.e. all lamella heads 4 'lie against each other and the edge lamellae on the edge profiles 12.

In this way it is possible to provide relatively large bearing widths L on each individual lamella 4 without the lamella feet 7 of lamellae lying next to one another when the lamellae 4 are pushed together can come to rest against each other and the slat heads 4 'would then still be separated from each other by relatively large intermediate gaps. If you wanted to run the slat heads 4 'with a width that corresponds to the width L of the slat foot 7, this would mean that only three slats could be provided in the example shown instead of the five slats used.

With a suitable choice of the sealing bodies 5, the forced control of the slats can take place directly through them; However, very special mechanical slat controls can also be used for this purpose. In the figures shown, no special control devices are shown, since these, if they should be used, are well known to the person skilled in the art, so that, based on his specialist knowledge, he can provide for their use without difficulty.

Claims (6)

1.Lane transition for expansion joints with several parallel to the joint edges on support beams provided at bearing points, which extend over the entire joint width and are supported with tilt-resistant slats, the spacing of which is positively controlled, each slat having a slat foot with which it is assigned to it at a bearing point Clamped support bracket, characterized in that at least two support brackets (9; 9 ′) are provided for each bearing location, two adjacent slats (4.1, 4.2; 4.2, 4.3; 4.3, 4.4; 4.4, 4.5) each on a different support bracket (9; 9 ') are mounted that the width (L) of a slat foot (7) - seen in the direction of displacement of the slats (4) - is larger than the head width (B) of this slat (4) and that each slat foot (7) with its Area (V) projecting laterally beyond the head width (B) can be pushed under the slat body (6) of each adjacent slat (4). 2. Road transition according to claim 1, characterized in that the laterally projecting area (V) of each slat foot (7) is at most equal to half the head width (B). 3. Road transition according to claim 1 or 2, characterized in that each support beam (9; 9 ') has a rectangular cross-section that between the slat foot (7) and the top of the support beam (9, 9') a sliding body (8) and an elastomer bearing (16) provided with a sliding layer (15) is arranged between the slat foot (7) and the underside of the support beam (9, 9 '). 4. Road crossing according to claim 3, characterized in that the Lamellar base (7) is mounted laterally on the support beam (9; 9 ') each via a sliding layer (19). 5. Road transition according to claim 3 or 4, characterized in that the sliding body (8) and / or the sliding layers (15, 19) consist of polyamide or PTFE. 6. Road transition according to one of claims 1 to 5, characterized in that the support beams (9; 9 ') of each bearing in recesses (13; 14) in the joint edges and horizontally fixed in one joint edge and horizontally movably mounted in the other joint edge .

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