EP0622494B1 - Joint bridging arrangement - Google Patents

Abstract

The support carriers (16) firmly connected to an edge lamella (11) in the edge construction (15) are located exclusively via at least one spring component (17). All spring components (17) of such a locating position are on all sides firmly attached to a common coupling piece (16) releasably fixed to the support carrier (16). The spring components (17) of a locating position are firmly fitted to a common connecting component (19) which is releasable connected to the edge construction (15). The spring components are formed as elastomer bearings (17), and are vulcanised to the coupling piece (18). The coupling piece (18), elastomer bearing (17) and connecting component (18) are vulcanised in one piece.

Description

The invention relates to a roadway transition for expansion joints with at least one lamella running parallel to the joint edges, in which each lamella at its bearing points, each with an exclusively associated support beam, which extends over the entire joint width and is displaceably mounted on the joint edges in an edge construction is firmly connected and in which the spacing of the lamellae to one another and to the joint edges is controlled via a spring chain, the support beams of the edge lamella immediately adjacent to a joint edge in the edge construction of this joint edge being supported on all sides in a force-transmitting manner and controlled in each case by at least one spring element which at the same time introduces the vertically upward and the horizontal bearing forces into the edge construction by, on the one hand, with the associated support beam in its longitudinal direction and, on the other hand, with the edge construction in transverse and joint joints is connected immovably in the longitudinal direction.

In a known carriageway transition of this type (DE-GM 66 02 110), the support beams of the slats are pressed against an elastomer bearing which is rigid in comparison with the elastomer bearing by a prestressed elastomer bearing which is arranged between the top of the support beam and the upper end wall of the edge construction , on which the support beams each rest with their underside and which is connected to the lower end wall of the edge construction in a shear-resistant manner. In the support beams of the edge lamellae, the elastomer bearing is connected to the support beam in a shear-resistant manner at its end that is supported in a force-absorbing manner on all sides. The side of the elastomeric bearing facing away from the support beam is immovably connected to the upper end wall of the edge construction. With this type of bearing, vertically downward forces are exerted by pressure on the plain bearings Edge construction initiated and vertically upward forces, which would cause the support beam to lift off the plain bearing, overpressed by the compressive preload of the elastomer bearing. Horizontal forces are transferred to the edge structure via the shear stiffness of the elastomer bearing. At the same time, these elastomer bearings form the end links of the controlling spring chain by introducing their spring force generated by shear deformation into the respective edge construction when the joint is opened or closed. A disadvantage of these roadway transitions is that the slide bearings for absorbing the relatively large, downward-directed vertical forces must be made of a material, usually a plastic, of high strength, and are therefore almost rigid and have low damping. Due to their relatively high rigidity, these plain bearings can only follow the deformations and movements of the support bracket to a very limited extent, which can result in considerable edge pressures and signs of wear on the plain bearings. In addition, due to the necessary prestressing of the elastomer bearings, a great deal of effort is required in the assembly and disassembly of the individual bearing parts of the support beams, since the use of presses for applying the prestressing in the edge construction can generally not be avoided given the tight spatial conditions in the expansion joints is.

The object of the invention is therefore to develop a roadway transition of the type mentioned in such a way that the all-round force-dissipating mounting of the support beams has greater damping, enables better absorption of deformation and is easier to assemble and disassemble.

According to the invention, this object is achieved in that, in the case of a generic roadway transition, the support beams which are firmly connected to an edge lamella in the edge structure, in which they are supported on all sides in a force-dissipating manner, are mounted exclusively by means of the spring element (s), and that all spring elements of such The spring bearing point on the one hand is permanently attached to a common coupling piece, which is detachably attached to the support beam, and on the other hand, is firmly connected to the edge construction on all sides, but is detachable.

With the force-supporting mounting of the support beams of an edge lamella on all sides exclusively via spring elements, the roadway transition according to the invention is provided with effective damping elements in all directions of movement where both vertical and horizontal bearing forces are derived, i.e. at the points of the highest static and, above all, shock-like loads Shock and noise damping is significantly increased. Since the spring elements are attached to a common coupling piece and are also firmly attached to the edge structure, all occurring loads are taken up by all spring elements, the individual spring elements being pressed, pulled or thrust-distorted depending on their spatial arrangement and the direction of the load. The maximum load sizes per spring element can be kept lower than in the generic construction and thus allow a smaller dimension compared to this. Due to their elasticity, the spring elements can follow the movements and deformations of the support beam in all directions, so that one-sided loads in contact surfaces and the resulting excessive wear and tear are avoided. In the context of a control spring chain, which connects the slats to each other and to the edge constructions and serves to control the joint spacing, all spring elements of a spring bearing point are used to control the support beam or the slat that is firmly connected to it. Characterized in that the spring elements are releasably attached to the support bracket via the common coupling piece, it is possible to mount all the spring elements in the correct position on the support bracket with a single fastening operation, so that the previously required individual positioning and fastening of the bearing elements, namely the slide bearing underneath and the Elastomer bearing on the support beam, on which the support beam, which in turn has not yet been fixed, is no longer required, as a result of which the assembly and disassembly effort is considerably reduced.

In a preferred development of the invention, the spring elements of a spring bearing point are also permanently attached on all sides to a common connecting element that surrounds them and is releasably attached to the edge construction. With this measure, the spring elements of a spring bearing point can also be attached to the edge structure in a single fastening process. In a similar way as when attaching the Spring elements via the coupling piece on the support bracket thus avoid individual positioning and fastening of the spring elements on the side of the edge construction. This means an additional considerable simplification and time saving in the assembly and disassembly of the bearing of the support beam. Another advantage of this indirect attachment compared to a direct attachment of the spring elements to the edge structure is that the coupling piece, spring elements and connecting element together form an independent bearing element, which as a whole is prefabricated separately and can be installed or replaced as a whole during assembly or in the event of a repair. Warehousing is also facilitated, since there is a one-piece storage element instead of a plurality of storage items.

The spring elements are preferably designed as elastomer bearings and vulcanized onto the coupling piece. Coupling pieces are particularly preferred. Vulcanized elastomer bearing and connecting element as a one-piece component. The vulcanization offers a particularly simple form of connection between the elastomer bearing and the coupling piece and, if appropriate, also a connecting element, it being possible for a one-piece design to be produced in one operation, including the connecting element.

The connecting element is advantageously designed in the form of a frame which is arranged transversely to the longitudinal axis of the support beam and is preferably only attached to a wall of the edge construction. As a result, an easily accessible location can be selected for fastening the frame, so that tools can be attached from the center of the joint without major difficulties.

The frame expediently has a head plate and a foot plate, which are connected to one another by two spaced-apart lateral connecting webs which form a space between them, the coupling piece and the spring elements being arranged in this space. In a first preferred embodiment for fastening the frame, seen in a plane transverse to the longitudinal direction of the support beam, the footplate projects laterally over the connecting webs and is attached to the bottom end wall with screws arranged in the overhang Screwed edge construction. In this embodiment, no other components need to be attached to the frame to enable it to be attached to the edge structure.

In another, likewise very advantageous embodiment of the invention, the frame is screwed to support blocks, which in turn are fastened to the edge structure, by means of tabs projecting laterally from the connecting webs. The screw axes can run horizontally or vertically. In the case of vertical screw axes, the shear surface of the screws lies at the height of the longitudinal axis of the support beam, the screws are only subjected to a shear force and not by a combination of shear and tensile forces, as occurs when screwing directly onto the lower end wall of the edge construction. The base plate of the frame is preferably attached at a distance from the lower end wall of the edge construction, which creates a free space. As a result, the corresponding surfaces of the frame and the edge construction are no longer necessary, which reduces the time and costs of production.

In both embodiments of the frame described above, the head plate of the frame is also expediently also mounted at a distance from an upper end wall of the edge construction, with the formation of a free space, as a result of which the corresponding opposite surfaces of the frame and edge construction no longer need to be machined on this side either.

A further preferred development of the invention is that the spring elements are de-energized in the (unloaded) installation state. A pressure preload is not necessary because the spring elements are firmly attached on all sides to the coupling piece as well as to the edge construction - either directly or indirectly via a connecting element, so that they can be loaded not only under pressure and thrust, but also under tension. Since it is no longer necessary to apply a compressive pretension to the spring elements, no more presses are required during assembly, which considerably simplifies and shortens the assembly and disassembly work.

It is particularly advantageous if two spring elements are provided for each spring bearing point and are arranged vertically one above the other. As a result, in the case of vertical forces, one spring element is subjected to tension and the other to pressure, as a result of which the preferred directions of stress of the two spring elements correspond to the main load directions, while horizontal forces are transmitted only by shear deformation of the spring elements. This enables an inexpensive, but relatively simple design of the spring elements.

In a further preferred embodiment of the invention, in which a frame is used as the common connecting element for the spring elements, the spring elements are fastened to the head or foot plate of the frame and are attached laterally at a distance from the connecting webs. This configuration ensures in a simple manner an unimpeded, all-round possibility of movement of the spring elements and thus of the support beam and thus free-floating storage.

Furthermore, the coupling piece is preferably plugged and fastened onto a bolt attached to the end of the support beam in the longitudinal direction thereof, preferably a screw bolt. This makes it possible to attach all spring elements to the support bracket with a single screw connection or to detach them therefrom.

In a particularly preferred embodiment of the invention, each support beam of the edge slats is divided at least once across its longitudinal direction. The coupling piece is formed by a support beam end part which is not directly connected to the edge lamella and which is screwed to a subsequent central part of the support beam. With this design, the formation of a separate fastening section, such as a screw bolt, on the support bracket for fastening the coupling piece is avoided, which saves space in the already narrow spatial conditions in the edge construction. In addition, the connection of the support member end part designed as a coupling piece with the support member middle part is closer to the center of the joint and is therefore easier to reach.

• Fig. 1 einen Querschnitt durch einen erfindungsgemäßen einlamelligen Fahrbahnübergang entsprechend I-I in Fig. 2, wobei eine Lagerstelle der Lamelle mit Stützträger und dessen Lagerung in Nullstellung, d.h. in nicht schubverformtem Zustand, dargestellt ist;
• Fig. 2 eine Schnittansicht durch eine Anordnung nach Fig. 1 längs II-II in Fig. 1;
• Fig. 3 eine Ansicht der Lagerung des Stützträgers aus den Fig. 1 und 2 längs III-III in Fig. 2;
• Fig. 4 einen Querschnitt ähnlich Fig. 1 durch eine zweite Ausführungsform eines erfindungsgemäßen Fahrbahnübergangs entsprechend IV-IV in Fig. 5;
• Fig. 5 eine Draufsicht auf den Stützträger und dessen Lagerung aus Fig. 4 längs V-V in Fig. 4;
• Fig. 6 eine Ansicht der Lagerung des Stützträgers aus Fig. 4 und 5 längs VI-VI in Fig. 5;
• Fig. 7 einen Querschnitt ähnlich Fig. 1 oder 4 durch eine dritte Ausführungsform eines erfindungsgemäßen Fahrbahnübergangs, bei dem die Stützträger geteilt sind, längs VII-VII in Fig. 8;
• Fig. 8 eine Draufsicht ähnlich Fig. 2 oder 5 auf den Stützträger und dessen Lagerung aus Fig. 7 längs VIII-VIII in Fig. 7, sowie
• Fig. 9 einen Querschnitt ähnlich Fig. 4 durch den erfindungsgemäßen Fahrbahnübergang aus Fig. 4, jedoch mit infolge einer Fugenverbreiterung schubverformten Federelementen.

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 single-lamella roadway crossing according to the invention corresponding to II in Figure 2, wherein a bearing point of the lamella with support beam and its storage in the zero position, ie in the non-shear-deformed state, is shown.
• FIG. 2 shows a sectional view through an arrangement according to FIG. 1 along II-II in FIG. 1;
• 3 shows a view of the mounting of the support beam from FIGS. 1 and 2 along III-III in FIG. 2;
• 4 shows a cross section similar to FIG. 1 through a second embodiment of a roadway crossing according to the invention corresponding to IV-IV in FIG. 5;
• FIG. 5 shows a top view of the support beam and its mounting from FIG. 4 along VV in FIG. 4;
• 6 shows a view of the mounting of the support beam from FIGS. 4 and 5 along VI-VI in FIG. 5;
• 7 shows a cross section similar to FIG. 1 or 4 through a third embodiment of a roadway crossing according to the invention, in which the support beams are divided, along VII-VII in FIG. 8;
• Fig. 8 is a plan view similar to Fig. 2 or 5 of the support bracket and its storage from Fig. 7 along VIII-VIII in Fig. 7, and
• FIG. 9 shows a cross section similar to FIG. 4 through the carriageway transition according to the invention from FIG. 4, but with spring elements that are deformed due to a joint widening.

The roadway transitions 1, 2 and 3 shown in the figures each extend between the two joint edges 4 of an expansion joint 5 between two Building parts 6, 7, z. B. in a bridge construction, the top of the superstructure is provided on both sides of the expansion joint 5 with a suitable seal 8, above which a road surface 9, for example concrete, is provided, which forms a surface 10.

The structure of the carriageway transitions 1, 2 and 3 each comprises a lamella 11 running within the expansion joint 5 in the longitudinal direction of the joint and parallel to the joint edges 4, which with steel profiles 12 attached to the joint edges 4 via suitable elastic sealing bodies 13, which between the lamella 11 and bridge the gap 4 present gap watertight, is positively connected. In the case of single-lamella roadway transitions, of course, the only lamella 11 simultaneously represents the edge lamella, which in this case is immediately adjacent to the two joint edges 4.

The lamella 11 is supported over its entire length at several bearing points of the respective carriageway crossing 1, 2, 3, which is not shown in the figures.

As shown in FIGS. 1, 4, 7 and 9, the lamella 11 is firmly (in this case: rigidly) connected to a support beam 16 at the bearing point, which extends over the entire joint width and in turn each at bearing points at the joint edges 4 is mounted in an edge construction 15. The edge construction 15 has the shape of a rectangular box, which is open on its side facing the joint. To support the support beam 16, spring elements 17 are used, which are firmly connected on all sides to the support beam 16 and to the edge construction 15, that is to say they are pressure-resistant, tensile and shear-proof, but releasably. These connections are made indirectly via a coupling piece 18 between the spring elements 17 of a bearing point and the support beam 16 and can be made via a connecting element 19 between these spring elements 17 and the edge structure 15. The spring elements 17 are de-energized in the installed state. As a result of their all-round connection with the coupling piece 18 as well - indirectly or directly - with the edge construction 15, the spring elements 17 are not only stressed by pressure and thrust, but also by train, so that with any kind of load - even with the Control of the lamella 11 when the joint width changes - all the spring elements 17 are involved in the load transfer.

Elastomer bearings 17 are used as spring elements, two of which are arranged opposite each other at each bearing point of the support beam 16, namely one below the support beam 16 and one above it. The elastomer bearings 17 are aligned so that their axes coincide in the vertical direction and cross the longitudinal axis 20 of the support beam 16 at right angles. A parallelepiped-shaped coupling piece 18 made of steel is arranged between the opposing elastomer bearings 17, to which the elastomer bearings 17 are fastened by vulcanization.

The elastomer bearing 17 and the coupling piece 18 are surrounded by a common connecting element in the form of a rectangular frame 19 made of steel, which extends perpendicular to the longitudinal axis 20 of the support beam 16. The frame 19 consists of a head plate 21, a foot plate 22 and two lateral connecting webs 23 which connect these to one another and which extend vertically on both sides of the elastomer bearings 17 and the coupling piece 18 and thus the support beam 16 (see FIGS. 3 and 6). The top plate 21 is connected to the top of the upper elastomer bearing 17 and the foot plate 22 to the bottom of the lower elastomer bearing 17 also by vulcanization, so that the coupling piece 18, elastomer bearing 17 and frame 19 form a one-piece bearing element. Enough lateral space 24 is left between the elastomer bearings 17 and the connecting webs 23, so that the elastomer bearing 17 can move freely on all sides.

The coupling piece 18 according to FIGS. 3 and 6 has a central through bore 25 which runs parallel to the elastomer bearings 17. With this through-hole 25, the coupling piece 18 and thus the entire bearing element consisting of coupling piece 18, elastomer bearings 17 and frame 19 is plugged onto a screw bolt 26 (FIGS. 1, 2, 4, 5), which is each rigidly attached to the head end of the support beam 16 and runs in the longitudinal direction. The free end of the bolt 26 protrudes from the through hole 25 of the coupling piece 18 and is provided with a screw thread onto which a screw nut 27 is screwed, through which the coupling piece 18 and the support bracket 16 can be firmly connected to one another.

For the connection of the frame 19 to the edge construction 15, two exemplary embodiments are shown in FIGS. 3 and 6. Both embodiments have in common that the frame 19 is only attached to one wall of the edge structure 15.

In the example from Fig. 3, the base plate 22 is flat on a lower end wall 28 of the edge structure 15 and is perpendicular to the course of the through hole 25 in the coupling piece 18 laterally, i.e. in the longitudinal direction of the joint, via the connecting webs 23. In these protrusions two screw holes one behind the other in the transverse direction of the joint are provided, through which screws 29 are inserted, with which the frame 19 is screwed to the lower end wall 28 of the edge construction 15 (FIG. 2). A free space is formed between the top of the head plate 21 and the inside of the upper end wall 14 of the edge structure 15, so that the corresponding surfaces of the opposing components do not have to be machined as contact surfaces during assembly.

In the embodiment according to FIG. 6, a horizontally projecting tab 30 is attached to each connecting web 23, approximately in the middle of its vertical length, at the level of the longitudinal axis 20 of the support beam 16. Each tab 30 is provided with a vertically extending screw hole and lies on a support bracket 31 which projects upwards from the lower end wall 28 of the edge structure 15 and to which it is screwed by means of screws 29. The vertical dimensions of the support blocks 31 and the frame 19 are chosen so that there is a gap both between the underside of the base plate 22a and the top of the lower end wall 28, and between the top of the head plate 21 and the inside of the upper end wall 14 . This again eliminates the need for mechanical processing on the surfaces mentioned. The fact that, according to this design, in contrast to the design according to FIG. 3, a gap to the edge construction 15 is also present under the foot plate 22a, the damping properties of the spring bearing are also increased still further.

In the embodiment of a roadway crossing 3 according to the invention shown in FIGS. 7 and 8, the support beam 16 consists of a central part 32 and two end parts 33 serving as coupling pieces, which are not connected to the support beam 16 via a plug connection, but by means of a head plate connection 34 to the latter the slat 11 attached middle part 32 are screwed. With this configuration of the connection of the coupling piece 18 and support beam 16, the accessibility of the connection point is made very easy, since the screw connection is shifted from the side of the coupling piece 18 facing away from the joint to its side facing the joint and is thus directly accessible. The arrangement of the elastomer bearing 17 and the attachment of the frame 19 to the edge structure 15 can be selected in accordance with the representations according to FIGS. 1 to 6.

9 shows the deformation behavior of the elastomer bearing 17 when the joint is widened. The four elastomer bearings 17 have the same characteristic values so that their shear stiffness and thus the corresponding spring stiffness is the same. In the case of a joint widening, the head or foot plates 21, 22 of the frame 19 with the edge structures 15 are moved away from the center of the joint on both joint edges 4, the elastomer bearings 17 introducing a tensile force into the support beam 16 via the coupling pieces 18 due to their elasticity (shear rigidity) to take it with you. Since the same tensile force is introduced at both ends of the support beam 16, but in opposite directions, these tensile forces cancel each other out and the support beam 16 and thus the lamella 11 remain in their original position. In this way, the joint edges 4 move away from the lamella 11 by the same amount, so that the lamella 11 is always in the middle of the joint and the joint distances to the joint edges 4 remain the same.

Instead of the designs shown in the figures, more than two spring elements 17 can also be used per bearing point of the support beam 16, which can be arranged, for example, in the circumferential direction around the coupling piece 18. The spring elements 17 can be fastened individually to the edge structure 15 using their own fastening elements, for example vulcanized steel plates. However, if a common connecting element 19 is used, its formation and its attachment to the edge structure 15 any suitable shape can be used. The only decisive factor is that all spring elements 17 are involved in the load transfer via a direct or indirect push / pull / push fastening of the spring elements 17 to the edge construction 15 with every type of load and movement of the support beam 16.

Claims (16)

1. Road joint (1, 2, 3) for expansion joints (5) with at least one chord plate (11) running parallel to the joint edges, in which each chord plate is fixed securely to its bearing points on a support girder (16) allocated exclusively to it, which extends over the entire width of the joint and is mounted displaceably in an edge structure (15) at the joint edges (4), and in which the distance between the chord plates and to the edges of the joint is controlled by a chain of springs, whereby the support girders of the edge chord plate immediately adjacent to a joint edge are mounted in the edge structure of this joint edge so that force can be dissipated in all directions and controlled by at least one spring element (17) respectively which simultaneously introduces the bearing forces directed vertically upwards and horizontally into the edge structure, in that it is connected, so that it cannot be displaced, finely in the longitudinal direction of the support girder allocated to it and secondly to the edge structure in the longitudinal and transverse direction of the joint, characterised by the fact that the support girders (16) fixed securely to an edge chord (11) are mounted in the edge structure (15) exclusively via the spring element(s) (17) and that all the spring elements (17) of a mounting point ofthis kind are fixed securely on all sides to a common coupling piece (18), which is fitted to the support girder (16) so that it can be detached and which is also fixed securely but detachably to the edge structure (15).
2. Road joint in accordance with claim 1, characterised by the that that the spring elements (17) of a mounting point are attached securely to a common connecting element (19), which surrounds them, which is fixed to the edge structure (15) so that it can be detached.
3. Road joint in accordance with claim 1 or 2, characterised by the fact that the spring elements are designed as elastomer bearings (17) and vulcanised on to the coupling piece (18).
4. Road joint in accordance with claim 2 and 3, characterised by the fad that the coupling piece (18), elastomer bearing (17) and connecting element (19) are vulcanised together to form one component.
5. Road joint in accordance with claim 2 or 4, characterised by the fact that the connecting element is designed as a frame (19) which is arranged transverse to the longitudinal axis (20) ofthe support girder (16).
6. Road joint in accordance with claim 5, characterised by the fact that the flame (19) is only attached to one wall ofthe edge structure (15).
7. Road joint in accordance with claim 5 or 6, characterised by the fact that the frame (19) has a top and bottom plate (21, 22), which are connected together by two web plates at the sides (23) arranged at a distance from each other to form a space, whereby the coupling piece (18) and the spring elements (17) are arranged in the space.
8. Road joint in accordance with claim 7, characterised by the fact that the base plate (22), viewed in a plane transverse to the longitudinal direction of the support girder, projects laterally beyond the connecting web plates (23) and is screwed to a lower sealing wall (28) of the edge structure (15) with projecting screws (29).
9. Road joint in accordance with claim 7, characterised by the fact that the frame (19) is attached to brackets (31) on the edge structure (15) via fishplates (30) which project laterally from the connecting web plates (23).
10. Road joint in accordance with claim 9, characterised by the fact that the base plate (22) of the frame (19) is arranged so that there is a space between it and a lower sealing wall (28) of the edge structure (15).
11. Road joint in accordance with one of the claims 7 to 10, characterised by the fact that the top plate (21) ofthe frame is attached so that there is a space between it and an upper sealing wall (14) ofthe edge structure (15).
12. Road joint in accordance with one ofthe claims 1 to 11, characterised by the fact that the spring elements (17) are stress-free when installed.
13. Road joint in accordance with one ofthe claims 1 to 12, characterised by the fact that two spring elements (17) are provided, one above the other, for each mounting point.
14. Road joint in accordance with claim 5 and claim 13 and one of the claims 7 to 11, characterised by the fact that the spring elements (17) are attached to the top and/or the bottom plate (21, 22) ofthe frame (19), and that connecting web plates (23) run at a distance laterally from the spring elements (17).
15. Road joint in accordance with one of the claims 1 to 14, characterised by the fact that the coupling piece (18) is seated on a bolt (26) attached to the end of the support girder (16) in the longitudinal direction of the latter.
16. Road joint in accordance with one ofthe claims 1 to 15, characterised by the fact that each support girder (16) of the edge chord plates (11) is divided at least once transverse to its longitudinal direction and the coupling piece is formed by an end component (33) which is not directly connected to the edge chord plate (11) and is connected by screws to a central component (32) ofthe support girder (16).

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