EP0622494B1 - Dispositif de pontage pour joint - Google Patents

Dispositif de pontage pour joint Download PDF

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Publication number
EP0622494B1
EP0622494B1 EP94106402A EP94106402A EP0622494B1 EP 0622494 B1 EP0622494 B1 EP 0622494B1 EP 94106402 A EP94106402 A EP 94106402A EP 94106402 A EP94106402 A EP 94106402A EP 0622494 B1 EP0622494 B1 EP 0622494B1
Authority
EP
European Patent Office
Prior art keywords
joint
accordance
fact
edge
spring elements
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
EP94106402A
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German (de)
English (en)
Other versions
EP0622494A3 (fr
EP0622494A2 (fr
Inventor
Hermann Wegener
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.)
Mageba GmbH
Original Assignee
Glacier GmbH Sollinger Huette GmbH
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 Glacier GmbH Sollinger Huette GmbH filed Critical Glacier GmbH Sollinger Huette GmbH
Publication of EP0622494A2 publication Critical patent/EP0622494A2/fr
Publication of EP0622494A3 publication Critical patent/EP0622494A3/fr
Application granted granted Critical
Publication of EP0622494B1 publication Critical patent/EP0622494B1/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

Definitions

  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the spring elements 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.
  • all spring elements of a spring bearing point are used to control the support beam or the slat that is firmly connected to it.
  • 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.
  • 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.
  • the spring elements of a spring bearing point can also be attached to the edge structure in a single fastening process.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • FIGS. 3 and 6 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • FIG. 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.
  • 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.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Building Environments (AREA)
  • Optical Communication System (AREA)
  • Semiconductor Lasers (AREA)
  • Road Paving Structures (AREA)
  • Seal Device For Vehicle (AREA)
  • Vibration Prevention Devices (AREA)

Claims (16)

  1. Dispositif de transition de chaussée (1, 2, 3) pour joints de dilatation (5) avec au moins une lamelle (11) parallèle aux bords des joints, dans lequel chaque lamelle est reliée fixement, en ses points d'appui, avec chaque fois un support d'appui (16) qui lui est exclusivement associé, qui s'étend sur toute la largeur du joint et est monté coulissant dans une construction de bord (15), sur les bords (4, 4') du joint, et dans lequel la distance des lamelles entre elles et par rapport aux bords du joint est commandée par une chaîne de ressort, les supports d'appui de la lamelle de bord, directement voisine d'un bord de joint, étant montés dans la construction de bord de ce bord de joint, de manière à dévier les forces de tous côtés et étant commandés chacun par au moins un élément à ressort (17), qui introduit simultanément les forces d'appui dirigées verticalement vers le haut ainsi que les forces d'appui horizontales dans la construction de bord, en ce qu'il est relié de manière à ne pouvoir se déplacer d'une part avec le support d'appui associé dans sa direction longitudinale et d'autre part avec la construction de bord dans la direction transversale des joints et la direction longitudinale des joints, caractérisé en ce que les supports d'appui (16) fixement reliés à une lamelle de bord (11) sont montés dans la construction de bord (15) exclusivement par le ou les élément(s) à ressort (17), et en ce que tous les éléments à ressort (17) d'un tel point d'appui sont placés de tous côtés fixement sur une pièce d'accouplement (18) commune, qui est fixée de manière amovible sur le support d'appui (16), et sont en outre reliés fermement, mais de manière amovible, avec la construction de bord (15).
  2. Dispositif de transition de chaussée selon la revendication 1, caractérisé en ce que les éléments à ressort (17) d'un point d'appui sont placés sur un élément de liaison (19) commun, les entourant, qui est fixé de manière amovible sur la construction de bord (15).
  3. Dispositif de transition de chaussée selon la revendication 1 ou 2, caractérisé en ce que les éléments à ressort sont des paliers en élastomère (17) et sont vulcanisés sur la pièce d'accouplement (18).
  4. Dispositif de transition de chaussée selon les revendications 2 et 3, caractérisé en ce que la pièce d'accouplement (18), le palier en élastomère (17) et l'élément de liaison (19) sont vulcanisés d'une seule pièce.
  5. Dispositif de transition de chaussée selon les revendications 2 ou 4, caractérisé en ce que l'élément de liaison est configuré en cadre (19), qui est disposé transversalement à l'axe longitudinal (20) du support d'appui (16).
  6. Dispositif de transition de chaussée selon la revendication 5, caractérisé en ce que le cadre (19) n'est fixé qu'à une paroi de la construction de bord (15).
  7. Dispositif de transition de chaussée selon la revendication 5 ou 6, caractérisé en ce que le cadre (19) comporte une plaque de tête et une plaque de pied (21, 22), qui sont reliées entre elles par deux traverses de liaison (23) latérales, espacées l'une de l'autre en formant un espace intermédiaire, la pièce d'accouplement (18) et les éléments à ressort (17) étant placés dans l'espace intermédiaire.
  8. Dispositif de transition de chaussée selon la revendication 7, caractérisé en ce que la plaque de pied (22), vue dans un plan transversal à la direction longitudinale des supports d'appui, dépasse latéralement des traverses de liaison (23) et est vissée avec des vis (29), placées dans la partie dépassante, sur une première paroi de fermeture (28) de la construction de bord (9).
  9. Dispositif de transition de chaussée selon la revendication 7, caractérisé en ce que le cadre (19) est fixé par des attaches (30), dépassant latéralement des traverses de liaison (23), à des supports d'appui (31) de la construction de bord (15).
  10. Dispositif de transition de chaussée selon la revendication 9, caractérisé en ce que la plaque de pied (22) du cadre (19) est placée à distance d'une paroi de fermeture (28) inférieure de la construction de bord (15).
  11. Dispositif de transition de chaussée selon l'une des revendications 7 à 10, caractérisé en ce que la plaque de tête (21) du cadre (19) est placée à distance d'une paroi de fermeture (14) supérieure de la construction de bord (15).
  12. Dispositif de transition de chaussée selon l'une des revendications 1 à 11, caractérisé en ce que les éléments à ressort (17) sont sans tension à l'état monté.
  13. Dispositif de transition de chaussée selon l'une des revendications 1 à 12, caractérisé en ce que par point d'appui sont prévus deux éléments à ressort (17) superposés verticalement.
  14. Dispositif de transition de chaussée selon la revendication 5 et la revendication 13 ainsi que l'une des revendications 7 à 11, caractérisé en ce que les éléments à ressort (17) sont fixés sur la plaque de tête ou sur la plaque de pied (21, 22) du cadre (19), et en ce que des traverses de liaison (23) s'étendent à distance latérale des éléments à ressort (17).
  15. Dispositif de transition de chaussée selon l'une des revendications 1 à 14, caractérisé en ce que la pièce d'accouplement (18) repose sur un boulon (26), fixé à l'extrémité du support d'appui (16), dans sa direction longitudinale.
  16. Dispositif de transition de chaussée selon l'une des revendications 1 à 15, caractérisé en ce que chaque support d'appui (16) des lamelles de bord (11) est partagé au moins une fois transversalement à sa direction longitudinale et la pièce d'accouplement est formée par une partie d'extrémité (33), qui n'est pas directement reliée à la lamelle de bord (11) et qui est vissée avec une partie centrale (32) du support d'appui (16).
EP94106402A 1993-04-29 1994-04-25 Dispositif de pontage pour joint Expired - Lifetime EP0622494B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4314186 1993-04-29
DE4314186A DE4314186C1 (de) 1993-04-29 1993-04-29 Fahrbahnübergang

Publications (3)

Publication Number Publication Date
EP0622494A2 EP0622494A2 (fr) 1994-11-02
EP0622494A3 EP0622494A3 (fr) 1995-04-19
EP0622494B1 true EP0622494B1 (fr) 1996-09-18

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EP94106402A Expired - Lifetime EP0622494B1 (fr) 1993-04-29 1994-04-25 Dispositif de pontage pour joint

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EP (1) EP0622494B1 (fr)
AT (1) ATE143079T1 (fr)
DE (2) DE4314186C1 (fr)
PL (1) PL174379B1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19607593A1 (de) * 1996-02-29 1997-09-04 Hermann Wegener Fahrbahnübergang
AT412291B (de) * 1997-02-27 2004-12-27 Reisner & Wolff Eng Vorrichtung zum überbrücken einer dehnungsfuge einer brücke
DE102007025159B4 (de) 2007-05-29 2023-10-26 Maurer Söhne Gmbh & Co. Kg Verfahren zum Auswechseln von Fahrbahnübergängen, Traversenkastendeckel und Verwendung eines Traversenkastendeckels

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE6602110U (de) * 1967-04-29 1969-04-30 Maurer Friedrich Soehne Ueberbrueckung von dehnungsfugen in fahrbahnen von bruecken oder dgl.
US3907443A (en) * 1973-12-19 1975-09-23 Acme Highway Prod Composite expansion joint assembly

Also Published As

Publication number Publication date
EP0622494A3 (fr) 1995-04-19
EP0622494A2 (fr) 1994-11-02
DE4314186C1 (de) 1994-04-28
ATE143079T1 (de) 1996-10-15
PL174379B1 (pl) 1998-07-31
DE59400662D1 (de) 1996-10-24

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