EP0692574A1 - Joint de chaussée - Google Patents

Joint de chaussée Download PDF

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Publication number
EP0692574A1
EP0692574A1 EP95109739A EP95109739A EP0692574A1 EP 0692574 A1 EP0692574 A1 EP 0692574A1 EP 95109739 A EP95109739 A EP 95109739A EP 95109739 A EP95109739 A EP 95109739A EP 0692574 A1 EP0692574 A1 EP 0692574A1
Authority
EP
European Patent Office
Prior art keywords
lamella
spring elements
joint
spring
crossing according
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.)
Granted
Application number
EP95109739A
Other languages
German (de)
English (en)
Other versions
EP0692574B1 (fr
Inventor
Joachim Dr. Braun
Tobias Schulze
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 EP0692574A1 publication Critical patent/EP0692574A1/fr
Application granted granted Critical
Publication of EP0692574B1 publication Critical patent/EP0692574B1/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 in bridges or the like, with at least one lamella running parallel to the joint edges and a device for receiving the horizontal loads acting on the at least one lamella in the control direction, the distance of the at least one lamella from an adjacent lamella or a joint edge can be controlled via a compensating element designed as a spring element, the spring elements form a spring chain from one joint edge to the other and each spring element in a space between adjacent slats or between a slat and a joint edge in a position above the lower slat edge or lower slat edges is arranged and protrudes into lateral recesses of the slat (s) or the joint edges and is connected to them there.
  • a compensating element designed as a spring element
  • control bodies Due to the torsional resistance of the Elastomer blocks thus form the control bodies to effectively prevent the slats from tipping over, but the formation of the sliding surfaces and the necessary adjustment of the control bodies are complex and expensive.
  • the position of the control bodies depends on the position of the crossbeams.
  • Each control body here consists of two elastomeric blocks, each of which is connected to one another by a connecting plate dividing each block in the middle.
  • each control body On its top and on its underside, each control body is provided with rigid tabs which engage in extensions on the underside of the lamellae in order to take them transversely. Characterized in that the tabs of the control body exert horizontal forces on the extensions, these are held in their vertical position, whereby a restoring moment against tilting is exerted on the lamellae. This can be influenced in size by appropriately selecting the point of application of the tabs on the extensions of the slats, i.e.
  • a roadway crossing, in which the control bodies are arranged above the lower lamella edges, is described in DE-AS 25 12 048.
  • the compensating or control bodies are generally elongated and run horizontally in each case between two lamellae or between a lamella and its adjacent joint edge.
  • Each lamella has a vertical web and a horizontal, plate-shaped foot, the control bodies engaging the web of a lamella above the foot.
  • the control bodies are expressly only intended as a compensating device to ensure uniform distances between the slats or between a slat and a joint edge.
  • the lamellas are secured against tipping by their interaction with trusses designed as a double-T profile, whereby sliding bodies connected to the underside of the base of the lamellas slide on the upper and lower sides of the upper flange of the double-T profile.
  • the cross section of the slat feet must be very wide and protrude above the slat heads Joint transverse direction in order to be able to absorb the tilting moment that occurs.
  • this widening of the slat feet reduces the size of the movements that can be absorbed by the roadway crossing, since in its narrowest position there are already considerable distances between the tops of the slats.
  • the manufacture of this solution is also relatively complex and, in addition, the possibility of absorbing tilting moments is already limited by the fact that the slat foot cannot be as wide as the slat head.
  • the invention is to remedy the situation and improve a roadway transition of the latter type so that the safety of the slats against tilting is improved with a simple and space-saving construction.
  • this is achieved in a roadway transition of the type mentioned at the outset in that the spring elements are designed as thrust springs and at the same time are used as elements for deriving the horizontal loads acting on the at least one lamella.
  • an improved tipping of the slats is achieved in that the occurrence of large tipping moments is avoided from the outset. Since the spring elements arranged to control the spacing of the lamellas with one another or the distances between a lamella and a joint edge above the lower lamellar edges are used at the same time to derive the horizontal loads acting on the lamellas in the transverse direction of the joint, the horizontal loads are reduced almost where they occur in the Roadway crossing can be initiated, namely close to the top of the slats. This keeps the lever arm of the attacking horizontal load very low up to the point at which it is derived, and thus also the associated tilting moment. This constructive principle leads away from the previously known solutions.
  • the spring elements are also designed as thrust springs, it is possible to absorb large horizontal forces in a confined space, because this type of spring element allows relatively large deformations in relation to the space required. Due to the small space requirement of such spring elements between the lamellae or between a lamella and the edge of the joint, no wide space is required there and the overall width of the carriageway transition is kept small.
  • the shear springs can consist of any suitable material, but shear springs made of an elastomeric material are preferably used, into which reinforcement inserts can also be vulcanized.
  • the spring elements are advantageously formed in the form of a parallelogram in a longitudinal section and are preferably arranged inclined to the control direction.
  • the spring elements with their side faces are very particularly preferably in contact with an adjacent lamella or with a joint edge.
  • Such a design and arrangement of the spring elements uses the entire available free space as spring travel and thus enables particularly large deformations in the smallest possible space.
  • this free space in the unloaded state is completely used up by the shear deformation, so that the spring element and lamellae or joint edge abut each other laterally. The available space is thus optimally used.
  • the thrust spring can advantageously have the shape of a parallelepiped, which over two of its opposing rectangular surfaces e.g. is connected to adjacent slats or to a joint edge by means of suitable fastening plates.
  • the thrust spring takes the form of an oblique cylinder with e.g. has circular or elliptical cross section.
  • the spring elements are arranged essentially parallel to one another in the unloaded state. This means that the two spring elements acting on both sides of a lamella are attached to the lamella perpendicular to the control direction and offset from one another. With this design, small local eccentricities are introduced into the lamella by the horizontal forces, but the force components which are introduced by the thrust spring into the lamella and act perpendicular to the control direction cancel each other out and thus prevent corresponding, unwanted movements of the respective lamella.
  • an embodiment of the invention can also be preferred in which the two spring elements acting on both sides of a lamella relative to the longitudinal plane of the lamellae are arranged mirror-symmetrically. This avoids eccentricities in the transmission of the horizontal forces with respect to the plane of symmetry.
  • the bottom connection plate can be attached to the top of the lower flange of a lamella, while the top connection plate of a spring element can be attached to tabs, which in turn are attached to the web of the double-T profile.
  • the tabs can be welded to the web and screwed to the connecting plate, so that a very simple assembly and fastening of the spring elements is possible.
  • a second preferred arrangement of the spring elements their connections on adjacent slats or on a slat and a joint edge can be offset from one another in the longitudinal direction of the slats.
  • the connections of a spring element on a lamella or on a joint edge run in the vertical direction.
  • the "resulting bearing force" of a spring element is therefore not as high as in the aforementioned solution, but here the horizontal loads at each connection point are derived or forwarded at the same height, since the connection elements of all spring elements are at the same height.
  • the two spring elements acting on both sides of a lamella are fastened to this lamella at the same height.
  • the horizontal forces absorbed by the spring elements are passed directly through the lamella to the respectively adjacent spring element without vertical offset until finally by a spring element that is attached to the joint edge, for example, be introduced into the abutment or the superstructure of a bridge.
  • the slats are not additionally loaded in the vertical direction by local eccentricities.
  • the spring elements with their upper end faces directly below the sealing bodies in the narrowest position of the lamellae.
  • This arrangement ensures that the spring elements within the gaps between adjacent slats or between a slat and a joint edge are as high as possible under the sealing bodies, which means the distance between the point at which a horizontal force acts (top of the slat) and the point , from which this horizontal force is derived, is extremely low. As a result, the tilting moments that occur remain very small.
  • each lamella is designed in a manner known per se as a double-T profile, the web and the upper and lower flange of which define the lateral recesses.
  • a double-T profile is relatively inexpensive as a standard product, so that its use keeps the manufacturing costs of a roadway crossing according to the invention low.
  • the lateral recesses run through the entire length of a lamella and the arrangement of the spring elements is not subject to any local constraints.
  • Each spring element is preferably fastened via a connecting plate to adjacent slats or to a slat and a joint edge.
  • a uniform introduction of the horizontal force into the shear spring is ensured by the connecting plates and thus their uniform shear deformation is also ensured.
  • the roadway transitions 1, 2 and 3 shown in the figures each extend between two joint edges e.g. a bridge construction.
  • the top of the superstructure is provided with a suitable seal 4, above which a road surface 5, e.g. Concrete is attached, which forms a surface 6.
  • the structure of the carriageway transitions 1, 2 and 3 has lamellae 7 running within the expansion joint in the longitudinal direction of the joint and parallel to the joint edges, which are connected to one another via suitable elastic sealing bodies 8, each of which bridges the gap formed between the lamellae 7 in a watertight manner.
  • the edge lamellae are also positively connected to steel profiles 9 attached to the joint edges via such elastic sealing bodies 8.
  • Each lamella 7 is designed as a double-T profile with an upper flange 10 and a lower flange 11, the flanges 10 and 11 lying horizontally and the upper side of the upper flange 10 being flush with the surface 6 and thus forming part of the driving surface .
  • the dimensions of the upper and lower flange 10, 11 of a lamella 7 are the same in the transverse direction of the joint, that is to say in the horizontal direction, so that the distances 12 in the transverse direction of the joint between the upper and lower flanges 10, 11 of adjacent lamellae 7 are of the same size .
  • edge profiles 9 of the joint edges have on their side facing the slats 7, except for the absence of a lower flange, essentially the same profile as the slats 7, a console 14 being welded to the edge profile 9 instead of the lower flange for connecting a spring element 13 that are about the same Dimension of the edge profile 9 protrudes like the lower flange 11 of a lamella 7 from its web 15.
  • the horizontal distance of the upper flanges 10 is equal to the distance of the lower elements, namely the lower flange 11 the lamella 7 and the bracket 14 welded to the edge profile 9.
  • L-shaped angle profiles 16 opposite each other are fastened on both sides of the web 15 of a lamella 7 with their long legs, the angle profiles 16 extend in the transverse direction of the joint somewhat less than the flanges 10, 11 so that they are set back somewhat towards the inside of the profile.
  • the edge profiles 9 of the joint edges are also provided with such angle profiles 16.
  • One leg of a sealing body 8 is clamped between the angle profile 16 and the upper flange 10 and covers the space underneath in a watertight manner.
  • a spring element 13 is arranged in the space between two adjacent slats 7 or an edge slat and a joint edge above the top of the lower flanges 11 of the slats 7, which is designed as a shear spring and a spring chain from one joint edge to the other form.
  • the spring elements 13 consist of an elastomeric material and, in the unloaded state, have the shape of a parallelepiped, ie in the unloaded state they run inclined to the control direction.
  • a parallelepiped is relatively easy to manufacture and also extremely compact. Large deformation paths can be realized in the tightest of spaces and the flat surfaces of a parallelepiped offer easy access for connection to a lamella 7 or a joint edge.
  • each parallelepiped is provided on two of its opposite rectangular sides with a connecting plate 17, 18; 17a, 18a.
  • the two other mutually opposite rectangular side faces 27 of the parallelepiped face the adjacent lamellae 7 or a lamella 7 and a joint edge, the edge 27a of such a side surface 27 closest to a lamella 7 or a joint edge and running perpendicular to the control direction directly on the opposite side thereof
  • Lateral surface 26 of the lamella 7 or of the joint edge lies and the other edge 27b of the side surface 27 of the parallelepiped, which runs parallel to the edge 27a, is arranged at a distance from the side surface 26 of the lamella 7 or of the joint edge which is equal to the maximum shear deformation of the spring element is.
  • an anchoring 19 is provided in the surrounding concrete 20 to absorb horizontal forces.
  • connection plates 17, 18 protrude beyond the spring element 13 in the longitudinal direction of the joint.
  • the lower connection plate 17 lies on the top of the lower flange 11 of a lamella 7 or the bracket 14 of an edge profile 9 and is connected to this or this, for example, by a screw connection.
  • a recess 21 is provided on the side facing the lower flange 11 of the adjacent lamella 7, so that when the carriageway transition 1 is pushed together, ie when the distances 12 in the transverse direction of the joint between the lamellae 7 or one Edge lamella 7 and a joint edge become smaller, the underside of a lower connecting plate 17 can slide over the top of the lower flange 11 of the adjacent lamella 7 with sufficient safety clearance. In this way, an unimpeded pushing together of the carriageway 1 is ensured up to its narrowest position.
  • two tabs 22 are welded to its web 15, which are aligned horizontally in the transverse direction of the joint and spaced apart from one another in the longitudinal direction of the joint. (Figs. 1 and 3).
  • the upper connection plate 18 lies on the tabs 22 and is screwed to them, for example.
  • the spring element 13 is located between the tabs 22.
  • tabs 22 can be attached to the edge profile 9 of a joint edge if an upper connecting plate 18 has to be fastened there (see FIG. 6).
  • the distances in the control direction between a connecting plate 17, 18 and also between the mentioned tabs 22 and the opposite web 15 of the adjacent lamella 7 or the adjacent joint edge are at least as large as the maximum shear deformations of the spring element 13, so that the narrowest joint position is reached the carriageway crossing 1 is guaranteed.
  • the two spring elements 13, which act on both sides of a lamella 7, are arranged in mirror symmetry relative to the longitudinal plane of the lamellae, that is to say their angles of inclination to the control direction are of equal magnitude, but are oriented in opposite directions.
  • the lower or upper connecting plates 17, 18 engaging the same lamella 7, each of two adjacent spring elements 13, lie opposite one another in the longitudinal direction of the joint and also at the same height, ie in the vertical direction, on the web 15 of the lamella 7.
  • connection plates 17a, 18a of a spring element 13 lie with a horizontal narrow side 23 on the lower flanges 11 of the slats 7 or on the brackets 14 fastened to the edge profiles 9 and are mainly with a vertically extending narrow side 24, e.g. attached to the web 15 of the corresponding lamella 7 or the corresponding edge profile 9 via a weld seam.
  • the spring elements 13 themselves can also be offset from one another in the longitudinal direction of the joint. It is only important that the connection plates 17a, 18a, each engaging the same lamella 7, are directly opposite one another in the control direction with respect to this lamella 7.
  • the spring elements 13 can also be arranged essentially parallel to one another in the unloaded state, as is shown in the case of vertically offset connecting plates 17, 18 (see FIGS. 1 and 2) in FIGS. 6 and 7. Such a "sawtooth arrangement" is also conceivable, however, for connection plates 17a, 18a which are offset with respect to one another in the longitudinal direction of the joint (cf. FIGS. 5 and 6).
  • the disadvantage of introducing local eccentricities into the lamellae is offset by the mutual cancellation perpendicular to the control direction in the lamellae 7 by force components introduced by the spring elements 13.
  • the spring elements of immediately successive spring chains are arranged in opposite directions to one another, so that, for example in an arrangement according to FIGS. 1 and 2, the height positions of the connections of the spring elements acting on the same lamella of adjacent spring chains alternate in the longitudinal direction of the lamellae. It is also intended, in the case of spring elements arranged parallel to one another in the spring chains (FIGS. 6 and 7), to reverse the inclination of the spring elements of immediately adjacent spring chains choose. This measure ensures that forces introduced by the spring elements into the lamellae and directed perpendicular to the control direction balance out over the lamella length, so that the lamellae are held securely in their desired position.
  • the spring elements rest with their side surfaces on adjacent slats or a slat and a joint edge when the slats are in the narrowest position.
  • the space between the slats or between a slat and a joint edge is thus optimally used for the shear deformation, which makes the overall width of the carriageway transition particularly small.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Bridges Or Land Bridges (AREA)
  • Road Paving Structures (AREA)
  • Polymers With Sulfur, Phosphorus Or Metals In The Main Chain (AREA)
  • Springs (AREA)
  • Building Environments (AREA)
  • Body Structure For Vehicles (AREA)
  • Optical Communication System (AREA)
  • Semiconductor Lasers (AREA)
  • Inorganic Insulating Materials (AREA)
EP95109739A 1994-07-15 1995-06-22 Joint de chaussée Expired - Lifetime EP0692574B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4425037 1994-07-15
DE4425037A DE4425037C2 (de) 1994-07-15 1994-07-15 Fahrbahnübergang

Publications (2)

Publication Number Publication Date
EP0692574A1 true EP0692574A1 (fr) 1996-01-17
EP0692574B1 EP0692574B1 (fr) 2001-09-05

Family

ID=6523254

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95109739A Expired - Lifetime EP0692574B1 (fr) 1994-07-15 1995-06-22 Joint de chaussée

Country Status (5)

Country Link
EP (1) EP0692574B1 (fr)
AT (1) ATE205270T1 (fr)
DE (2) DE4425037C2 (fr)
HU (1) HU219096B (fr)
PL (1) PL176386B1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0943744A1 (fr) * 1998-03-20 1999-09-22 Reto Bonomo Procédé et élément pour introduire des forces de cisaillement dans un élément en béton et élément en béton
US6763646B1 (en) 2000-09-21 2004-07-20 Reto Bonomo Method and element for introducing shear forces into a concrete body, and concrete body

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT405540B (de) * 1995-11-03 1999-09-27 Waagner Biro Ag Überbrückungskonstruktion, insbesondere beim anschluss einer schienenanlage
DE19644953C1 (de) * 1996-10-29 1998-04-16 Maurer Friedrich Soehne Verankerungsvorrichtung
DE59804996D1 (de) 1998-05-19 2002-09-05 Maurer Friedrich Soehne Verankerungsvorrichtung
AT514036B1 (de) * 2013-02-19 2015-03-15 Tech Universität Wien Fahrbahnübergangsvorrichtung
CN111119039B (zh) * 2019-12-31 2021-11-23 山西省交通新技术发展有限公司 一种用于公路桥梁板式伸缩缝的位移装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2512048A1 (de) 1975-03-19 1976-09-30 Stalko Metallbau Gmbh & Co Fugenueberbrueckungsvorrichtung fuer dehnungsfugen in bauwerken
DE3518944C1 (de) 1985-05-15 1986-07-10 Kober Ag, Glarus Vorrichtung zum Überbrücken von Dehnungsfugen in Verkehrswegen
DE3514776C1 (de) 1985-04-24 1986-07-31 Kober Ag, Glarus Vorrichtung zum Überbrücken von Dehnfugen in Gehwegen und Fahrbahnen
DE8701398U1 (de) * 1987-01-23 1988-05-19 Kober Ag, Glarus Vorrichtung zur Überbrückung von Dehnungsfugen in Brücken od.dgl.

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3333880C2 (de) * 1983-09-20 1986-08-21 Kober Ag, Glarus Vorrichtung zur Überbrückung von Dehnungsfugen in Brücken od. dgl.
DE3701937C1 (en) * 1987-01-23 1987-09-24 Kober Ag Device for bridging expansion joints in bridges or the like
AT397674B (de) * 1991-03-05 1994-06-27 Reisner & Wolff Eng Vorrichtung zum überbrücken einer dehnungsfuge in einer fahrbahn, insbesondere von brücken

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2512048A1 (de) 1975-03-19 1976-09-30 Stalko Metallbau Gmbh & Co Fugenueberbrueckungsvorrichtung fuer dehnungsfugen in bauwerken
DE3514776C1 (de) 1985-04-24 1986-07-31 Kober Ag, Glarus Vorrichtung zum Überbrücken von Dehnfugen in Gehwegen und Fahrbahnen
DE3518944C1 (de) 1985-05-15 1986-07-10 Kober Ag, Glarus Vorrichtung zum Überbrücken von Dehnungsfugen in Verkehrswegen
DE8701398U1 (de) * 1987-01-23 1988-05-19 Kober Ag, Glarus Vorrichtung zur Überbrückung von Dehnungsfugen in Brücken od.dgl.

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0943744A1 (fr) * 1998-03-20 1999-09-22 Reto Bonomo Procédé et élément pour introduire des forces de cisaillement dans un élément en béton et élément en béton
US6763646B1 (en) 2000-09-21 2004-07-20 Reto Bonomo Method and element for introducing shear forces into a concrete body, and concrete body

Also Published As

Publication number Publication date
HUT74278A (en) 1996-11-28
HU219096B (hu) 2001-02-28
ATE205270T1 (de) 2001-09-15
PL309443A1 (en) 1996-01-22
EP0692574B1 (fr) 2001-09-05
DE4425037C1 (de) 1995-11-23
DE59509575D1 (de) 2001-10-11
PL176386B1 (pl) 1999-05-31
HU9502106D0 (en) 1995-09-28
DE4425037C2 (de) 2000-03-16

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