EP0401401B1 - Système de commande élastique pour construction de ponts pour joints de chaussées avec des lames intermédiaires - Google Patents

Système de commande élastique pour construction de ponts pour joints de chaussées avec des lames intermédiaires Download PDF

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Publication number
EP0401401B1
EP0401401B1 EP89110223A EP89110223A EP0401401B1 EP 0401401 B1 EP0401401 B1 EP 0401401B1 EP 89110223 A EP89110223 A EP 89110223A EP 89110223 A EP89110223 A EP 89110223A EP 0401401 B1 EP0401401 B1 EP 0401401B1
Authority
EP
European Patent Office
Prior art keywords
spring
control system
crossbar
spring elements
crossbars
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 - Lifetime
Application number
EP89110223A
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German (de)
English (en)
Other versions
EP0401401A1 (fr
Inventor
Christian Dr. F.Maurer Söhne Gmbh & Co KG Braun
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Friedrich Maurer Soehne GmbH and Co KG
Original Assignee
Friedrich Maurer Soehne GmbH and Co KG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Friedrich Maurer Soehne GmbH and Co KG filed Critical Friedrich Maurer Soehne GmbH and Co KG
Priority to EP89110223A priority Critical patent/EP0401401B1/fr
Priority to AT89110223T priority patent/ATE94235T1/de
Priority to DE89110223T priority patent/DE58905557D1/de
Publication of EP0401401A1 publication Critical patent/EP0401401A1/fr
Application granted granted Critical
Publication of EP0401401B1 publication Critical patent/EP0401401B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2/00—General structure of permanent way
    • E01B2/003—Arrangement of tracks on bridges or in tunnels

Definitions

  • the invention relates to an elastic control system for lane bridging constructions in girder grate construction, wherein at least one girder is mounted on trusses, the trusses of each bearing point are connected to one another or to the joint edge by control springs, and the control springs are formed by spring elements which are parallel to the trusses extending thorns are stored and their end faces bear against stops attached to the trusses or the truss boxes.
  • expansion joints are provided to take into account temperature-related and / or load-related relative movements of two adjacent roadway parts between the roadway parts.
  • the joints are elastic and gliding in truss boxes Bridges trusses that carry beams running parallel to the edge of the road.
  • Function 2 is largely taken over by the friction that is generated between the crossbeams and the preloaded sliding springs / plain bearings as a crossbeam support. Because of the relatively large scatter of such frictional forces, which is caused, among other things, by the reduction of the spring preload over time, the effect of the frictional forces is not taken into account in the static verifications.
  • the control springs used in the elastic control system have to take up a very long working path (70 to 80 mm) for the control.
  • the control springs used so far inevitably have a very low spring constant c (kN / m). At the high braking forces of z. B.
  • a transition construction is known, as can be seen from FIG. 1.
  • the opposite truss boxes 1 and 2 are shown there.
  • the opposite end faces of boxes 1 and 2 are open.
  • two trusses 3 and 4 are slidably mounted on plain bearings, not shown.
  • On the cross members 3 and 4 a support 5 and 6 is arranged for each of a merely indicated support 7 and 8, respectively.
  • the carriers 7 and 8 are connected to one another or to the edge profiles, not shown, by means of sealing profiles.
  • stops 9 and 10 or 9 'and 10' are welded to one another on each traverse side, but offset from one another.
  • a stop 11 and 12 are screwed to each side wall of the boxes 1 and 2 on the open end face, in such a way that a stop 11 on the lower side wall of the box 1 on the left in the drawing and the other stop 12 are arranged on the upper side wall of the box 2 shown on the right in the drawing.
  • the attacks 9 ', 11; 10, 10 'and 9, 12 are each aligned holes, in each of which a mandrel 13 is slidably mounted.
  • the mandrel 13 is provided in the middle with a groove into which a protruding ring arranged in the bore of the control spring engages to fix the control spring on the mandrel.
  • a spring element 14 is arranged on the mandrels 13.
  • the spring elements are very strongly compressed.
  • the restoring force of the spring elements is therefore greatest.
  • the preloaded springs relax to the position that is determined by the joint width that is present and is dependent on the bridge temperature.
  • the spring element 14c in the right-hand crossbar box 2 is subjected to tension when the braking force is directed to the crossbar 3 from left to right.
  • the invention is therefore based on the object of designing the elastic control system of the type mentioned in such a way that, regardless of the direction and the size of the horizontal forces introduced, there is always elastic support by the control springs, so that damage to the roadway bridging construction is avoided.
  • At least two spring elements are arranged on each mandrel and the stops are assigned to the trusses or the truss boxes such that at least one spring element is always subjected to pressure.
  • two stops including the spring elements are provided on a crossmember and that two spring elements with their mutually facing end faces rest on the opposite side faces of stops attached to the respectively adjacent crossbar or the crossbar boxes.
  • the spring elements are mounted on mandrels, the ends of which are fixedly connected to a respective stop, the mandrels each penetrating an opening which is provided coaxially with the mandrel axis in the stop attached to the adjacent crossmember or the crossbar box.
  • the spring elements consist of an elastomeric, foamed material with a spring constant which is a linear function of the spring travel.
  • these relationships only arise in the control system designed according to the invention, in which all the elastomeric spring elements are only subjected to pressure.
  • the spring elements located in the area of tensile stress cooperate by applying a compressive pretension as described above, which is correspondingly reduced under tensile stress and thus has the same effect as a spring subject to tensile stress.
  • the invention achieves an improvement in the "horizontal force transmission" function of the control system.
  • Due to the parallel connection of the two springs of a control element described above when a beam is deflected from the central position, the difference between the spring forces acting on the left and right of a crossbar will be twice as high as when only one spring is arranged within one control element.
  • This differential force is calculated from the static spring constant c stat , while the dynamic spring constant c dyn is decisive for the absorption of the horizontal forces from vehicle brakes .
  • the beam is pushed back into its central position by the occurrence of this differential force, which is dependent on the respective total joint opening.
  • rigid end stops are provided between the individual cross members and the cross members and cross member boxes, the interacting end stops being arranged alternately on the cross members or cross member boxes, that they come into contact with each other before one of the spring elements assigned to them comes on block. This also prevents damage to the spring elements and thus premature wear.
  • FIGS. 1 and 2 corresponding parts are designated with the same reference symbols.
  • two spring elements 16 and 17 are arranged one behind the other on each mandrel 15.
  • the ends of the respective mandrels 15 are fixedly connected to the corresponding stop pairs 18, 18 'and 19, 19' and 20, 20 '.
  • the spring elements are preferably prestressed under pressure.
  • the crossbeam 4 is now loaded from left to right in relation to the drawing - for example by a braking force acting on the crossbeam - then the crossbeam 4 is pushed into the right crossbeam box 2 (as shown, for example, in FIGS. 2b and 2c is), the spring element 16 is increasingly loaded under pressure, while the spring element 17 is stressed in tension.
  • the spring element 17 would be subjected to pressure, while the spring element 16 would be subjected to tension. In any case, however, care is taken to ensure that the springs 16, 17 arranged one behind the other are always subjected to pressure regardless of the direction of loading, since the tensile forces introduced merely lead to a reduction in the pretension.
  • the horizontal force acts again from left to right on the center beam welded to the crossbar 3 via point 5.
  • the springs 16a and 16b are subjected to pressure, the springs 17a and 17b assigned in the double spring package to tension.
  • the spring 16c is also subjected to pressure here, the associated double spring 17c is subjected to tension.
  • the double spring systems 16a / 17a, 16b / 17b are connected in series, while 16c / 17c is connected in parallel.
  • a spring stiffness results from the two double spring systems 16a / 17a and 16b / 17b connected in series

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Bridges Or Land Bridges (AREA)
  • Springs (AREA)
  • Vehicle Body Suspensions (AREA)
  • Road Paving Structures (AREA)

Claims (8)

  1. Système de commande élastique pour construction de ponts pour joints de chaussées, selon un mode de construction des joints faisant appel à des lames, où au moins un support (7,8) est monté sur des traverses (3,4), montées mobiles dans des boîtes de traverses (1,2), à l'aide de ressorts de coulissement/paliers à glissement, et sont reliées au moyen de ressorts de commande, les ressorts de commande étant formés par des éléments élastiques, montés sur des mandrins s'étendant parallèlement aux traverses et appuyant, par leurs surfaces frontales, contre des butées fixées sur les traverses, respectivement les boîtes de traverses, caractérisé en ce que, sur chaque mandrin (15), sont disposés au moins deux éléments élastiques (16,17) et les butées (10',11,12,18,18',19,19',20,20') étant associées aux traverses (3,4), respectivement aux boîtes de traverses (1,2), de telle façon qu'au moins un élément élastique est toujours sollicité en compression, indépendamment du sens de sollicitation et de l'ampleur de celle-ci.
  2. Système de commande selon la revendication 1, caractérisé en ce que chaque fois au moins deux butées (18,18';19,19';20,20'), contenant les éléments élastiques (16,17), sont prévues sur une traverse (3,4) et en ce que deux éléments élastiques (16,17) appuient, par leurs surfaces frontales, tournées les unes vers les autres, sur les surfaces latérales opposées de butées (10',11,12) fixées sur la traverse voisine respectivement aux boîtes de traverses voisines.
  3. Système de commande selon la revendication 2, caractérisé en ce qu'à chaque couple de butées (18,18';19,19';20,20') est associé un mandrin (15), dont les extrémités sont reliées rigidement à une butée respective et qui traverse une ouverture prévue, coaxialement par rapport à l'axe de mandrin, dans la butée (10',11,12) fixée sur la traverse voisine, respectivement la boîte de traverse voisine.
  4. Système de commande selon l'une des revendications précédentes, caractérisé en ce que les éléments élastiques (16,17) sont précontraints en compression.
  5. Système de commande selon la revendication 4, caractérisé en ce que la précontrainte en compression est choisie telle que tous les éléments élastiques (16,17) sont toujours sollicités en compression, indépendamment du sens et de l'ampleur du déplacement relatif des butées.
  6. Système de commande selon l'une des revendications précédentes, caractérisé en ce que les éléments élastiques (16,17) sont composés d'un matériau élastomère alvéolaire, ayant une constante d'élasticité qui est une fonction linéaire de la course de déplacement élastique.
  7. Système de commande selon l'une des revendications précédentes, caractérisé en ce qu'entre les différentes traverses (3,4), les traverses et les boîtes de traverses (1,2) sont prévues des butées finales rigides (11,12,21,22,23,24), limitant la valeur maximale de l'ouverture de la construction de ponts pour joints.
  8. Système de commande selon la revendication 7, caractérisé en ce que les butées finales (21,22;11,18;12,13) agissant en coopération sont disposées alternées sur les traverses (3,4), respectivement les boîtes de traverses (1,2), de telle façon qu'elles viennent mutuellement en appui, avant que l'un des éléments élastiques (16,17) leur étant associé ne fasse bloc.
EP89110223A 1989-06-06 1989-06-06 Système de commande élastique pour construction de ponts pour joints de chaussées avec des lames intermédiaires Expired - Lifetime EP0401401B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP89110223A EP0401401B1 (fr) 1989-06-06 1989-06-06 Système de commande élastique pour construction de ponts pour joints de chaussées avec des lames intermédiaires
AT89110223T ATE94235T1 (de) 1989-06-06 1989-06-06 Elastisches steuersystem fuer fahrbahnueberbrueckungskonstruktionen in traegerrostfugenbauweise.
DE89110223T DE58905557D1 (de) 1989-06-06 1989-06-06 Elastisches Steuersystem für Fahrbahnüberbrückungskonstruktionen in Trägerrostfugenbauweise.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP89110223A EP0401401B1 (fr) 1989-06-06 1989-06-06 Système de commande élastique pour construction de ponts pour joints de chaussées avec des lames intermédiaires

Publications (2)

Publication Number Publication Date
EP0401401A1 EP0401401A1 (fr) 1990-12-12
EP0401401B1 true EP0401401B1 (fr) 1993-09-08

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP89110223A Expired - Lifetime EP0401401B1 (fr) 1989-06-06 1989-06-06 Système de commande élastique pour construction de ponts pour joints de chaussées avec des lames intermédiaires

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EP (1) EP0401401B1 (fr)
AT (1) ATE94235T1 (fr)
DE (1) DE58905557D1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19630328C2 (de) * 1996-07-26 1999-11-18 Maurer Friedrich Soehne Überbrückungsvorrichtung für Fugenspalte
DE10222690A1 (de) * 2002-04-17 2003-11-06 Maurer Friedrich Soehne Überbrückungsvorrichtung für Fugenspalte
CN106835969A (zh) * 2017-03-23 2017-06-13 柳州东方工程橡胶制品有限公司 一种减隔震桥梁专用伸缩装置

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE759891A (fr) * 1970-03-26 1971-05-17 Maurer Friedrich Soehne Dispositif de pontage pour joints de dilatation dans des ponts ou analogues
DE2155249C3 (de) * 1971-11-06 1982-03-25 Friedrich Maurer Söhne GmbH & Co KG, 8000 München Vorrichtung zum Steuern der in Abhängigkeit von der Bewegung der Fugenränder der Dehnungsfuge in einer Brücke, Straße od.dgl. mitbewegten Bauteile der Fugenüberbrückungskonstruktion
CH562924A5 (fr) * 1973-02-05 1975-06-13 Proceq Sa
CH576045A5 (en) * 1974-06-06 1976-05-31 Proceq Sa Road or track expansion joint spanning device - has springs in parallel to support lamellae and lever rod connection
US4339214A (en) * 1980-05-02 1982-07-13 Acme Highway Products Corporation Composite expansion joint

Also Published As

Publication number Publication date
DE58905557D1 (de) 1993-10-14
EP0401401A1 (fr) 1990-12-12
ATE94235T1 (de) 1993-09-15

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