EP0338124A2 - Bridge deck joint bridging - Google Patents

Abstract

Joint bridging arrangement for expansion joints in bridge decks or the like, having supporting girders (9) extending over the entire joint width on which plates (4) running transversely with respect to the longitudinal axis of the roadway are displaceably supported. Each displaceably supported plate (4) has a bearing foot (7) which embraces the associated supporting girder (9) and has an elastic clamping cushion (16) which lies against the underside of the supporting girder (9), this cushion serving for prestressing the bearing with respect to the supporting girder (9), and a bearing (8) which supports the bearing foot (7) on the top of the supporting girder (9). In this case, the bearing (8) is designed as a rigid sliding bearing and - seen in the longitudinal direction of the supporting girder - a likewise rigid sliding element (17; 18) is arranged in the bearing foot (7) on both sides of the elastic clamping cushion (16), preferably forming a gap (21) on either side with respect to said cushion, the supporting surface of which sliding element lies against the supporting girder (9) only when the plate (4) is subjected to horizontal loading. <IMAGE>

Description

The invention relates to a carriageway transition for expansion joints in bridges or similar structures, with support beams which extend over the entire joint width and on which slats extending transversely to the longitudinal axis of the traffic path are slidably supported, each slidably supported slat having a bearing foot clasping the associated support beam, which is a bears against the underside of the support bracket resilient tensioning cushion for the vertical preloading of the bearing foot relative to the support bracket and a bearing supporting the bearing foot on the top of the support bracket.

In the case of roadway transitions where the slat spacing is positively controlled and the slats are supported so that they cannot slide and tilt, there is a particular problem with the occurrence of tilting moments in the occurrence of undesirably large edge pressures. Because the moments occurring in the slats and the support are preferably not introduced into the slat control, but into the support beams. One possibility for this is to rigidly attach the lamella via its lamella foot to the associated support bracket, for example by welding, which leads to a rigid and good transfer of the moments that occur, but has the disadvantage that when a lamella is deflected, the associated one is always present Support bracket must be deflected with. Furthermore, only one lamella can be firmly connected to each support beam, so that in such a construction the number of support beams is the number of lamellae must correspond. This and the special lateral bearings of the same, which are suitable for deflecting the support beams, lead to the disadvantage of a relatively large space requirement and construction expenditure (DE-C-16 58 611).

The number of support beams used can be significantly reduced if several slats can be supported on a support beam, but this means that the slats must then be displaceable and secured against tipping over. The support of the slat base via a sliding element, ie a (rigid) slide bearing on the slat base could in principle enable a displaceable mounting with large permissible surface pressures. However, in order to prevent the occurrence of rattling noises or the like. To avoid crossing the lane in question, the slat base must be sufficiently pre-tensioned against the support beam. In the case of support via pure sliding elements (in the sense of rigid sliding bearings or sliding plates), however, a correspondingly strong preload of the bearing leads to the occurrence of strong frictional forces (with regard to the desired relative movement between the slat base and the support bracket) and excessive edge pressures when absorbing the occurring tilting moments. In order to create an improvement here, in other known solutions the bearing preload is made by prestressed spring elements (“elastic tensioning cushions”) lying on or in the bearing base below the support beam, but due to the significantly lower permissible surface pressures of the elastomers that are used for such elastic tensioning cushions tilting forces can occur quite quickly, which are a multiple of these permissible surface pressures of the elastomer. When using elastic tensioning cushions, an exact static design of the entire bearing is not possible due to the elastic behavior of the tensioning cushion, which is particularly reinforced in cases where not only on the underside, but also on the top or even over the entire circumference of the A prestressed elastic support element is provided across the support beam (see, for example, DE-C-23 02 008).

In another known carriageway transition, the slat is supported on the support beam by means of a bearing foot encompassing it, which has a (rigid) sliding element in the form of a slide plate for support on the upper side of the support beam and an elastic tensioning cushion lying against the underside of the support beam for vertical prestressing of the camp. In this known storage, the capacity for tilting forces (also because of the relatively large ratio between the height of the slats and the support width in the slat base) is very low, which is why any tilting forces that occur must be absorbed by the vertically arranged scissors control mechanism for the slats directly next to the support beam area. In addition, a defined derivation of the static forces due to the elastic clamping cushion used is also not possible here.

US Pat. No. 4,132,481 describes a roadway transition in which the bearing base of the lamella is supported on the support bracket both above and below by an elastic plate. The forces from traffic loads are transmitted via the central lamella, an upper frame plate and another plate to the support beam and from there via support bearings in the edge beam. When horizontal loads are transmitted, edge pressure on the elastic plates again occurs as a result of pressure superimpositions. Again, due to the elastic behavior of the plates, it is no longer possible to provide a precise static design for the entire bearing.

Proceeding from this, the object of the invention is to propose a roadway transition in which, despite the use of an elastic tensioning cushion in the displaceable mounting of the lamella on the support beam, a clearly assignable derivation of occurring static forces, in particular also when tilting moments occur, can be achieved and at the same time the recording significantly greater canting forces than is possible with previously customary elastic bearings.

According to the invention, this is achieved in the case of a roadway crossing of the type mentioned at the outset in that the upper bearing is designed as a rigid slide bearing and on both sides of the elastic tensioning cushion - as seen in the longitudinal direction of the support beam - a likewise rigid sliding element, i.e. a non-elastic slide bearing is accommodated in the bearing base, the support surface of which only comes into contact with the facing support surface of the support beam when the lamella is loaded horizontally or is pressed there.

In the invention, a separation of the functions of "resilient support" on the one hand and "tilt-proof storage" on the other hand is achieved in a surprisingly simple manner within the mounting of the slat base, in that both functions are performed by separate elements. The clamping cushion enables the necessary preloading of the bearing to be applied without the clamping cushion being stressed by it when tilting moments occur. This is because the rigid slide rails (slide elements) attached to both sides of the clamping cushion form the tilt-proof support of the slat foot relative to the underside of the support beam, without in turn having to contribute to achieving the desired bearing preload. These non-elastic sliding elements, which are attached to the side of the tensioning cushion and are preferably designed in the form of “sliding rails”, also allow a precisely defined derivation of the static loads, which is particularly true when tilting moments occur. For a bearing according to the invention, the static verification of the tilt-proof bearing can therefore be clearly performed, which was not possible in the case of previously used bearings preloaded by elastic clamping cushions.

The use of the lateral, rigid sliding elements or slide rails allows the transfer of tilting moments also the absorption of much larger permissible surface pressures (and thus the transfer of significantly higher tilting moments) than when an elastic pre-tensioning cushion is only available, which also supports against the tilting forces must, which is why compared to the generic roadway transition also eliminates any need to introduce tilting moments into a lateral slat control system without replacement. In the case of the bearing according to the invention, it is only necessary to ensure during assembly of the bearing that a (albeit very small) residual play remains between the upper support surface of the sliding elements and the associated counter surface of the support bracket in order to free the sliding elements from one in spite of the bearing preload by the tensioning cushion to hold the prestressing pressure force against the underside of the support beam. Only when a horizontal force becomes effective on the slat in question, which leads to the occurrence and transmission of a tilting moment on the slat, are the sliding elements pressed against the underside of the support beam while eliminating the small play.

In the carriageway transition according to the invention, the sliding elements are preferably each arranged with the formation of a gap to form an elastic clamping cushion. The gap between the pretensioning cushion and the sliding elements arranged laterally from it allows compression of the elastic tensioning cushion, which is completely unaffected by the sliding elements, to build up the desired pretensioning force and prevents it from undesirably interacting with the prestressed elastic material on the inner edge of each sliding element facing the tensioning cushion Leader cushion can come.

The lateral spacing of the sliding elements from the tensioning pad is preferably 2.5 to 10 mm, a sufficient gap width being achieved at the loads and installation dimensions that usually occur, in order to allow deformation of the tensioning pad unaffected by the side sliding elements, but nevertheless with the bearing length to be able to meet the usually given narrow limits for the warehouse expansion.

The sliding elements attached to the side of the tensioning cushion, which in turn consist of a non-elastic material and are designed in the form of sliding runners or sliding rails, can be made of any suitable material, but especially the one that occurs withstands high pressures under load. Highly pressure-resistant plastic, preferably a polyamide, in particular the polyamide PA 6.6 (cf. DIN 7728) is advantageously used for this.

For the elastic clamping cushion, suitable reinforced elastomer bearings, such as those e.g. are known in the field of road junctions and bridge bearings, are advantageously coated on their upper side facing the support beam with a suitable sliding support, preferably made of polytetrafluoroethylene or a suitable polyamide, in order to keep the friction forces as low as possible when a sliding movement occurs.

In a roadway transition according to the invention, the tensioning cushion and the lateral sliding elements are very particularly preferably received in a lower, suitably shaped end plate screwed onto the bearing foot, the side sliding elements in turn being screwed onto this end plate. In some applications, it is advantageous if a preloading device is also attached to the end plate, which allows the strength of the preload of the tensioning cushion to be readjusted or changed from the outside.

The gaps formed on both sides of the elastic clamping cushion are particularly preferably selected to be of the same size to the adjacent sliding element, i.e. the clamping cushion is placed exactly in the middle between the sliding elements in order to achieve a correspondingly symmetrical load absorption in the lower half of the bearing when tipping moments of the same magnitude but acting in different directions occur.

• Fig. 1 einen Querschnitt durch einen erfindungsgemäßen Fahrbahnüber­gang an einem Stützträger (längs B-B in Fig. 3 geschnitten);
• Fig. 2 einen (etwas vergrößerten) Detail-Schnitt längs A-A in Fig. 1 durch einen Lamellenfuß;
• Fig. 3 eine Draufsicht auf den Fahrbahnübergang gemäß Fig. 1, wobei im Bereich der Lagerstelle längs C-C in Fig. 1 geschnitten ist;
• Fig. 4 einen Schnitt durch eine Einzellamelle mit Lamellenfuß und Abstützstelle auf einem Stützträger, sowie
• Fig. 5 einen Detailschnitt längs D-D aus Fig. 4.

The invention is explained in more detail below in principle on the basis of the drawing. Show it:

• 1 shows a cross section through a roadway transition according to the invention on a support beam (cut along BB in FIG. 3);
• 2 shows a (somewhat enlarged) detail section along AA in FIG. 1 through a slat base;
• 3 shows a plan view of the carriageway transition according to FIG. 1, with CC being cut along the area in the bearing point in FIG. 1;
• Fig. 4 shows a section through a single slat with slat base and support point on a support beam, and
• 5 shows a detail section along DD from FIG. 4.

The roadway transition 1 shown in the figures extends between two joint edges of a joint between two structural parts, e.g. in the case of a bridge construction, the top of the superstructure being provided on both sides of the joint with a suitable seal (not shown in FIG. 1), above which a road surface 2, e.g. Concrete is provided, which forms a surface 3.

The structure of the carriageway transition 1 has lamellae 4 running inside 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, each sealing body 5 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 slat consists, as shown in FIGS. 1 and 4, of a slat head 4 ', which has suitable profile receptacles for holding the sealing profiles 5 on its two edge sides. The lamellar heads 4 'go into a lamellar body 6 (Fig. 1 or 4), which is rectangular in cross section in the illustration according to FIG. 4 and square in cross section in the illustration according to 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, within which the slidable mounting of the slat on the support body 9 is accommodated, which will be discussed in more detail below in connection with the description of FIGS. 2, 4 and 5 .

The slats 4 are supported over their entire length at several bearing points of the carriageway crossing 1, as can be seen from the plan view shown in FIG. 3 of the carriageway crossing from FIG. 1 in the region of a bearing point thereof. The individual lamellae 4 are cut in the region of this bearing point, which is shown in FIG. 3, namely along the plane CC from FIG. 1. The section plane BB shown in FIG. 3 in turn shows the sectional position of the section from FIG It should also be pointed out that in the illustration according to FIG. 3 not only the road surface 2, but also the elastic sealing bodies 5 between the slats 4 are omitted in the interest of better clarity.

As can be seen from the illustration in Fig. 3, two support beams 9, 9 'are provided in the bearing shown, which are received at the joint edges in recesses 13 and 14, respectively, these recesses being outside the joint gap. In the example shown in Fig. 3, the support beams 9, 9 'are firmly clamped on the left joint edge at 10 in a horizontal manner, while they are movable on the other joint edge via suitable slide bearings 11 in the horizontal direction, with a reverse or reciprocal arrangement of the slide - and fixed bearing is possible.

As the representations of FIGS. 1 and 3 show, the feet 7 of adjacent slats 4.1, 4.2, 4.3, 4.4 and 4.5 are alternately supported on another support bracket 9 and 9 '.

Fig. 2 shows a section through a slat foot 7 along line AA in Fig. 1, which also represents an equal section through the lamella from Fig. 4, which differs from the individual lamella from Fig. 1 essentially only by the non-square cross-section of the slat body 6.

From the section according to FIG. 2 it can be seen that the lamella foot 7 of the lamella 4 from FIG. 1 or from FIG. 4 completely encompasses or “clasps” the support beam 9, which in turn has a rectangular cross section.

In this case, a rigid (non-elastic) sliding element 8 is arranged inside the slat foot 7 above the support beam 9, which consists of a suitable pressure-resistant material, preferably a PTFE or a polyamide plate, and over which the slat body 6 or Slat base 7 slidably supports on the top of the support beam 9.

1, 2 and 4 show, the lower part of the slat foot 7 consists of an end plate 19 which is provided in its central region with a recess extending transversely to the longitudinal direction of the support beam 9, in which an elastic clamping cushion 16 in the form a suitable reinforced elastomeric bearing is attached. This elastic tensioning pad 16 is coated on its upper side with a sliding layer 15, preferably in the form of a thin PTFE plate, which bears against the underside of the support beam 9.

In the direction of displacement, i.e. Seen in the longitudinal direction of the support beam 9, a non-elastic sliding element 17 or 18 is attached in the form of a slide rail on each side of the support cushion 16, the slide rails 17, 18 being fastened to the end cover 19 of the slat foot 7 by means of suitable countersunk screws (the position 2, 4 and 5, for the sake of clarity, these screws are only indicated by dash-dotted lines).

The sliding elements 17, 18 consist of a suitable high-pressure-resistant material, for which a high-strength polyamide plastic is particularly suitable of the type PA 6.6 (see DIN 7728) or the material known as POM. Between each sliding element 17, 18 and the clamping pad 16, a gap of the same gap width is formed, the gap width being at least 2.5 mm and at most 10 mm, and by which it is ensured that the lateral curvature of the clamping cushion 16 caused by the pretensioning is unimpeded of the lateral sliding elements 17, 18 can take place.

Each slat foot is mounted in such a way that in the unloaded state of the slat between the surfaces of the sliding elements 17, 18, which face the support beam 9, and the corresponding counter surface on the underside of the support beam 9, a (very small) installation gap is kept free, so that when the lamella is not loaded, the sliding elements 17, 18 with their support surfaces just do not yet bear against the underside of the support beam 9. Only when a horizontal load occurs, which leads to a tilting moment on the slat in question, is the supporting or supporting surface of the corresponding sliding element 17 or 18 brought into abutment against the underside of the supporting beam 9, while eliminating this installation gap, and can the corresponding vertical forces then occur initiate in the support beam 9.

The rigid sliding element 8, by means of which the lamellar foot 7 is supported on the upper side of the support beam 9, extends essentially over the entire extent of the lamellar foot 7, the rigid sliding element 8, which is designed in the form of a sliding plate, also upwards on the lamellar foot via suitable countersunk screws 7 is fixed (the position of these screw connections is again indicated in FIG. 4 only by dash-dotted lines).

A device (not shown in the figures) can also be attached to the end cover 19, with which it is possible to readjust or change the pretensioning of the tensioning pad 16 from the outside, for example in the form of a thin one lying on the underside of the elastic tensioning pad 16 Pressure plate facing away from the tension pad 16 the lower side can be adjusted in its height by suitable means for adjusting the pretension of the clamping cushion 16.

The roadway crossing 1 shown in the figures has a control for the slats, which e.g. can be formed by a correspondingly rigid design of the sealing body 5 arranged between the individual lamellae 4. An independent mechanical slat control could also be used (not shown in the figures), which would then have to be arranged and designed in the usual and known form.

The term "rigid" or non-elastic ", which is used in the foregoing in connection with the sliding elements, should be understood in the sense that the material used (apart from its inherent elasticity, of course, which is of course fundamentally attributable to it), in contrast to elastic deformable tension cushions do not allow any desired deflections and can therefore be regarded as "rigid" from a technical point of view, ie are not intended and suitable for the targeted occurrence of elastic deformations.

Claims (9)

1.way crossing for expansion joints at bridges or the like, with support beams (9) extending over the entire joint width, on which slats (4) extending transversely to the longitudinal axis of the traffic path are slidably supported, each slidably supported slat (4) one of the assigned support beams ( 9) clasping the bearing foot (7), which rests against the underside of the support bracket (9) and resilient clamping cushion (16) for vertically prestressing the bearing bracket (7) relative to the support bracket (9) and a bearing bracket (7) on the top of the Support bracket (9) supporting bearing (8), characterized in that the upper bearing (8) is designed as a rigid slide bearing and - seen in the longitudinal direction of the support bracket - in front of and behind the elastic clamping cushion (16) also a rigid sliding element (17; 18) Bearing foot (7) is arranged, the support surface only comes into contact with the horizontal support of the lamella (4) against the support bracket (9). 2. Road transition according to claim 1, characterized in that the sliding elements (17; 18) are each provided with the formation of a gap (21) for the elastic tensioning cushion (16), the gap (21) preferably having a gap width of 2.5 mm to 10 mm. 3. Road transition according to claim 1 or 2, characterized in that the sliding elements (17, 18) made of high pressure resistant plastic, preferably a high pressure resistant polyamide. 4. Road crossing according to one of claims 1 to 3, characterized ge indicates that the elastic clamping cushion (16) is coated with a sliding support (15). 5. Road transition according to claim 4, characterized in that the sliding pad consists of polytetrafluoroethylene. 6. Road transition according to one of claims 1 to 5, characterized in that the clamping cushion (16) and the lateral sliding elements (17, 18) in a lower, on the bearing base (7) screwed end plate (19) are received. 7. Road crossing according to claim 6, characterized in that the sliding elements (17, 18) on the end plate (19) are screwed. 8. Road transition according to one of claims 2 to 7, characterized in that the gaps (21) formed on both sides of the elastic tensioning cushion (16) for each subsequent sliding element (17, 18) have an essentially equally large gap width. 9. Road crossing according to one of claims 1 to 8, characterized in that the elastic clamping cushion (16) is a reinforced elastomeric bearing.

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