EP0692574B1 - Road joint - Google Patents

Abstract

The spring elements (13) are formed as thrust springs. They have a parallelogram-shaped longitudinal section, when not under load, and are parallel to each other. When the lamellae (7,9) are in their closest position, the springs engage with their sides on the neighbouring lamellae The spaces between the lamellae are covered at the top by sealing bodies (8). The top end faces of the springs are located directly below the sealing bodies. Each lamella is formed conventionally as a double T-profile.

Description

The invention relates to a roadway transition for expansion joints in bridges or the like, with two edge lamellae running at the joint edges, at least one inner lamellae running parallel to the joint edges and a device for receiving the horizontal loads acting on each inner lamella in the control direction, the distance of each inner lamella to neighboring slat 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 is arranged in the space between adjacent slats in a position above the lower slat edges and protrudes into lateral recesses of the slats and there at these is connected, characterized in that the spring elements (13) are designed as thrust springs which also derive the horizontal loads acting on the slats.

In the case of lamella-carriageway crossings, the derivation forms at the top of the lamellae in Horizontal forces acting on the joint direction, e.g. from the road crossing crossing vehicles can originate, as well as securing the slats against tipping as a result of these horizontal forces one of the biggest problems as it is necessary because of the Slidability of the slats in the transverse direction of the joint is difficult to solve

It is known that the compensation or control elements to secure the slats against Pull over. So in DE-PS 35 14 776 a roadway crossing is described whose slats are slidably mounted on double-T-shaped trusses, in each of which elastic control bodies on both sides of their vertical web between the upper and lower flange are also slidably arranged. Each control body has two shear deformable elastomeric blocks on, which are connected by a common plate and over to the flanges adjacent to the flanges each on one of two adjacent fins or a lamella or the adjacent joint edge are connected, so that a spring chain is trained. The control bodies are under prestress between the upper one Flange and the lower flange. Due to the torsional resistance of the Elastomer blocks form the control bodies so that the slats are effectively secured against tipping, however, the formation of the sliding surfaces and the necessary adjustment of the control bodies complex and expensive. In addition, the position of the control bodies is dependent on the position of the crossbeams dependent.

An arrangement of elastic control bodies outside the trusses is known from DE-PS-35 18 944 known. Each control body here consists of two elastomeric blocks, each are interconnected by a connecting plate dividing each block in the middle. At his Each control body is provided with stiff tabs on the top and on its underside Engage extensions on the underside of the slats to take them in the transverse direction. Because the tabs on the control bodies exert horizontal forces on the extensions, these are held in their vertical position, which means that each one of the slats Restoring torque is exerted against tipping. This can be done by choosing the appropriate Point of attack of the tabs on the extensions of the slats affected in size become, i.e. the greater the restoring torque is to become, the further this point of attack must be be moved down from the slats. This type of arrangement of the Control body is complex to manufacture, because additional on the underside of the fins Elements must be attached to which the control bodies can attack. In addition can the significantly increased overall height of the carriageway transition in the rule small, available space lead to space problems, especially if as described in DE-PS 35 18 944, for doubling the controlling thrust and the Lever arms for the restoring torque against tipping two control bodies one above the other must be arranged.

A roadway crossing with the control body above the lower slat edges are arranged is described in DE-AS 25 12 048. The compensation or control bodies are generally elongated and run horizontally between two slats or between a lamella and its adjacent joint edge. Each slat has one vertical bridge and a horizontal, plate-shaped foot on, the control body Grip a slat above the foot. The control bodies are expressly only as Compensating device to ensure even distances between the slats or provided between a lamella and a joint edge. Securing the slats against Tilting takes place through their interaction with trusses designed as a double-T profile, where each with the underside of the foot of the slats connected sliding body on the top and the underside of the upper flange of the double-T profile. The Slat feet are very wide in cross-section and protrude above the slat heads Joint transverse direction in order to be able to absorb the tilting moment that occurs. This However, widening of the slat feet reduces the size of those caused by the road crossing recordable movements, because in its narrowest position there are already considerable distances are present between the top of the slats. In addition, this solution is also due to the Training wide sliding surfaces, the manufacture is relatively complex and, moreover, the The possibility of absorbing tilting moments is limited by the fact that the The slat base cannot be made any wider than the slat head.

Here, the invention is to remedy the situation and a roadway crossing of the latter type so improve that with simple and space-saving construction, the securing of the slats is improved against tipping.

According to the invention, this is achieved in the case of a roadway crossing of the type mentioned at the outset achieved that the spring elements formed as thrust springs which also derive the horizontal loads acting on the slats.

Further embodiments are defined in claims 2-9.

In the carriageway crossing according to the invention, an improved anti-tip protection is Slats achieved in that the occurrence of large tilting moments avoided from the outset becomes. Because that to control the spacing of the slats between each other or the distances between a slat and a joint edge above the lower slat edges arranged spring elements at the same time for deriving the on the slats in Horizontal loads attacking joint direction are used, the horizontal loads decreased almost where they are introduced into the carriageway crossing, namely close to the top of the slats. So that the lever arm of the attacking horizontal load up to the Point at which it is derived, and thus the associated overturning moment very low held. This constructive principle leads away from the previously known solutions. Because this all assume a relatively large breakdown torque, as occurs when the Horizontal force is only absorbed below the slats. With the size of the However, the tilting moment also increases the design effort required to accommodate this Tilting moment must be used, e.g. Applying a pressure preload on the Control body, shifting their point of attack downwards, widening of the slat base, In complete contrast, in the solution according to the invention the path is followed not to let large tipping moments arise, but the occurring tipping moments to be as small as possible right from the start by taking the already existing ones above of the lower slat edges arranged controls at the same time very specifically Absorption of horizontal loads that directly attack the slats.

Since, according to the invention, the spring elements are also designed as thrust springs, is on confined space, the absorption of large horizontal forces possible because this type of spring elements allows relatively large deformations based on the space required. Because of the low Space requirements of such spring elements between the slats or between a slat and there is no need for a wide space between the edges of the joint and the total width of the Lane crossing is kept low. The thrust springs can be from anyone suitable material, but preferably shear springs made of an elastomer Material used, in which reinforcement inserts can also be vulcanized.

The spring elements are advantageously in longitudinal section when unloaded parallelogram-shaped and preferably arranged inclined to the control direction. All the spring elements with their are particularly preferably in the narrowest position of the slats Side surfaces each on an adjacent lamella or on a joint edge. A such design and arrangement of the spring elements uses the entire available Free space as spring travel and thus enables particularly large deformations minimum possible space. At the narrowest position of the carriageway crossing, i.e. at maximum Shear deformation of the spring elements, this becomes free space in the unloaded state completely used up by the shear deformation, so that the spring element and lamellae or Place the edge of the joint side to side. The space available is thus optimal used. The thrust spring can advantageously take the form of a parallelepiped which over two of its opposing rectangular surfaces e.g. by means of suitable mounting plates on adjacent slats or on a joint edge is also connected, but it can also be advantageous if the thrust spring is the shape an oblique cylinder with e.g. has circular or elliptical cross section.

In a preferred embodiment of the invention, the spring elements are in the unloaded state arranged essentially parallel to each other This means that the two on both sides a lamella attacking spring elements perpendicular to the control direction offset from each other the slat are attached. With this training, the horizontal forces make it small local eccentricities are introduced into the lamella, but they are lifted by the shear spring force applied to the lamella mutually acting perpendicular to the control direction and thus prevent corresponding, unwanted movements of the respective slat.

However, an embodiment of the invention can also be preferred in which the two are on both sides a spring elements engaging a lamella relative to the longitudinal plane of the lamellae are arranged mirror-symmetrically. With this, regarding the plane of symmetry Eccentricities in the transmission of horizontal forces avoided.

In both of the above embodiments, the Spring elements whose connections to adjacent slats or to a slat and one Joint edge to be offset from each other in the vertical direction. With this measure, too achieved a relatively high erosion of the horizontal force, since the connection of a Spring element to a lamella or a joint edge at a level horizontally in Joint longitudinal direction and thus the "resulting bearing force" of a spring element is also at this level. In conjunction with trained as a double-T profile Slats and the arrangement of connection plates on the spring elements is their Attachment to a lamella or to a joint edge possible without great effort. It can namely the bottom connection plate on the top of the lower flange one Slat can be attached while the overhead connection plate is attached to a spring element Straps can be attached, 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 connection plate, so that a very simple assembly and fastening of the spring elements is possible.

The connections can be arranged in an arrangement of the spring elements adjacent slats or on a slat and a joint edge to each other in the longitudinal direction of the slats be offset. With this arrangement of the spring elements, the connections run a spring element on a lamella or on a joint edge in the vertical direction. The The "resulting bearing force" of a spring element is therefore not as high as that of the aforementioned solution, but here the horizontal loads at each junction in the the same altitude derived or forwarded, since the connection elements of all spring elements in are at the same altitude.

In a preferred development of the invention, the two are on both sides on a lamella attacking spring elements attached to this slat at the same height the horizontal forces absorbed by the spring elements without vertical offset passed directly through the lamella to the adjacent spring element until finally by a spring element attached to the edge of the joint, e.g. into the abutment or the superstructure of a bridge can be initiated. The slats become vertical Direction not additionally burdened by local eccentricities.

Advantageously, are at a roadway crossing in which the spaces between a slat and an adjacent slat or a joint edge through the top Sealing bodies are covered, the spring elements with the slats in their narrowest position upper end surfaces immediately below the sealing body. This arrangement ensures that the spring elements within the spaces between adjacent slats or between a lamella and a joint edge as high as possible under the sealing bodies lie, which is the distance between the point at which a horizontal force acts (Top of the lamella) and the point at which this horizontal force is derived is low. As a result, the tilting moments that occur remain very small.

It is also advantageous if each lamella in a manner known per se as a double-T profile is formed, the web and the upper and lower flange of the side Define recesses. A double T profile is relatively inexpensive as a standard product, so that its use the manufacturing cost of a level crossing according to the invention keeps low. Furthermore, the lateral recesses run over the entire length of one Slat through and the arrangement of the spring elements is no local constraints subject.

Each spring element is preferably connected to adjacent ones via a connecting plate Slats or attached to a slat and a joint edge Through the connection plates ensures a uniform introduction of the horizontal force into the thrust spring and thus also their uniform shear deformation ensured.

Fig. 1 einen Querschnitt durch einen erfindungsgemäßen, mehrlamelligen Fahrbahnübergang längs Linie I-I in Fig. 2, wobei eine Federkette in Nullstellung, d.h. im unbelasteten Zustand, dargestellt ist und die beiden beidseits einer Lamelle angreifenden Federelemente relativ zur Lamellen-Längsmittelebene spiegelsymmetrisch angeordnet sowie die beiden Anschlüsse jedes Federelements zueinander höhenversetzt sind;

Fig. 2 eine Draufsicht auf einen Ausschnitt des Fahrbahnübergangs aus Fig. 1, wobei aus Gründen der Übersichtlichkeit Dichtungskörper nicht dargestellt wurden;

Fig. 3 einen Schnitt längs Linie III - III durch den Fahrbahnübergang aus Fig. 1;

Fig. 4 einen Querschnitt längs Linie IV-IV in Fig. 5 durch eine Ausführungsform eines erfindungsgemäßen Fahrbahnübergangs, die der in Fig. 1 gezeigten ähnlich ist, bei der jedoch die beiden Anschlüsse jedes Federelements in Lamellenlängsrichtung zueinander versetzt sind;

Fig. 5 eine Draufsicht ähnlich Fig. 2 auf einen Ausschnitt des Fahrbahnübergangs aus Fig. 4,

Fig. 6 einen Querschnitt ähnlich Fig. 1 oder 2 längs Linie VI-VI in Fig. 7 durch eine weitere Ausführungsform eines erfindungsgemäßen Fahrbahnübergangs, bei der die Federelemente im unbelasteten Zustand im wesentlichen parallel zueinander angeordnet sind;

Fig. 7 eine Draufsicht ähnlich Fig. 2 oder 5 auf einen Ausschnitt des Fahrbahnübergangs aus Fig. 6.

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

Fig. 1 shows a cross section through a multi-lamella roadway crossing according to the invention along line II in Fig. 2, wherein a spring chain is shown in the zero position, ie in the unloaded state, and the two spring elements acting on both sides of a lamella are arranged in mirror symmetry relative to the lamella longitudinal center plane and the two Connections of each spring element are offset in height from each other;

FIG. 2 shows a plan view of a section of the carriageway transition from FIG. 1, sealing bodies not being shown for reasons of clarity;

FIG. 3 shows a section along line III-III through the carriageway transition from FIG. 1;

4 shows a cross section along line IV-IV in FIG. 5 through an embodiment of a roadway crossing according to the invention which is similar to that shown in FIG. 1, but in which the two connections of each spring element are offset with respect to one another in the longitudinal direction of the lamella;

5 is a plan view similar to FIG. 2 of a section of the carriageway crossing from FIG. 4,

6 shows a cross section similar to FIG. 1 or 2 along line VI-VI in FIG. 7 through a further embodiment of a roadway crossing according to the invention, in which the spring elements are arranged essentially parallel to one another in the unloaded state;

7 is a plan view similar to FIG. 2 or 5 of a section of the carriageway crossing from FIG. 6.

The roadway transitions 1, 2 and 3 shown in the figures each extend between two joint edges e.g. a bridge construction. On both sides of the joint is the top of the Provide superstructure 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 road transitions 1, 2 and 3 shows within the expansion joint in Joint longitudinal direction and lamellae 7 running parallel to the joint edges are connected to one another via suitable elastic sealing bodies 8, each of which bridge the gap formed between the slats 7 in a watertight manner. The edge slats are with steel profiles 9 attached to the joint edges also over such elastic Sealing body 8 positively connected.

Each lamella 7 is a double-T profile with an upper flange 10 and a lower flange 11 formed, the flanges 10 and 11 are horizontal and the top of the upper Flange 10 runs flush with the surface 6 and thus part of the road surface forms The dimensions of the upper and lower flange 10, 11 of a lamella 7 are in the transverse direction of the joint, that is in the horizontal direction, the same, so that the distances 12 in the joint transverse direction between the upper and lower flanges 10, 11 of adjacent lamellae 7 are the same size. The edge profiles 9 of the joint edges have the lamellae 7 on them facing side except for the absence of a lower flange essentially the same Profile like the slats 7, with instead of the lower flange for connecting a Spring element 13 to the edge profile 9, a bracket 14 is welded to the same Dimension of the edge profile 9 projects like the lower flange 11 of a lamella 7 from its web 15. Thus, between a lamella 7 and the edge profile 9 of a joint edge horizontal distance of the upper flanges 10 equal to the distance of the lower elements, namely of the lower flange 11 of the lamella 7 and the bracket welded to the edge profile 9 14. A little below the bottom of the upper flange 10 are on both sides of the web 15 a lamella 7 opposite L-shaped angle profiles 16 each with their long leg attached, the angle profiles 16 slightly less in the transverse direction of the joint extend far than the flanges 10, 11 so that they are slightly opposite to the inside of the profile are reset. In a corresponding manner, the edge profiles 9 of the joint edges are also included provided such angle profiles 16. Between each angle 16 and the upper flange 10 a leg of a sealing body 8 is positively clamped, the underlying Gap covers waterproof. Below the sealing body 8 is in the space between two adjacent slats 7 or an edge slat and a joint edge above a spring element 13 is arranged on the upper side of the lower flanges 11 of the lamellae 7, which is designed as a shear spring and the one from one joint edge to the other Form the spring chain. The spring elements 13 consist of an elastomeric material and have the shape of a parallelepiped in the unloaded state, i.e. run in the unloaded state inclined to the control direction. A parallelepiped is relatively easy to manufacture and also extremely compact. Large deformation paths can be realized in the smallest of spaces and the flat surfaces of a parallelepiped offer easy access for connection to a lamella 7 or a joint edge. So is shown in the Embodiments of each parallelepiped on two of its opposite rectangular sides with a connecting plate 17, 18; 17a, 18a Mistake. The two other opposite rectangular side faces 27 of the Parallelepipeds are the adjacent slats 7 or a slat 7 and a joint edge facing, the closest to a lamella 7 or a joint edge, perpendicular to Edge 27a of the direction of control of such a side surface 27 directly on the latter opposite side surface 26 of the lamella 7 or the joint edge and the other, edge 27b of the side surface 27 of the parallelepiped running parallel to the edge 27a in one Distance from the side surface 26 of the lamella 7 or the joint edge is arranged, which is the same the maximum shear deformation of the spring element. At the junction of a Spring element 13 on an edge of the joint is an anchor for absorbing horizontal forces 19 provided in the surrounding concrete 20.

1 to 3, the connecting plates 17, 18 protrude in the longitudinal direction of the joint beyond the spring element 13. 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 on this or this e.g. connected by a screw connection. At the bottom of the lower connecting plates 17 is on the side facing the lower flange 11 of the adjacent one Lamella 7 is facing, a recess 21 is provided so that when pushing the Lane crossing 1, i.e. if the distances 12 in the joint transverse direction between the slats 7 or an edge lamella 7 and a joint edge become smaller, the underside of a lower one Connection plate 17 with a sufficient safety distance over the top of the lower flange 11 of the adjacent slat 7 can slide. This way, an unhindered Pushing the carriageway crossing 1 guaranteed to its narrowest position. To connect the upper connecting plate 18 of a spring element 13 to a lamella 7 are on whose web 15 welded two tabs 22, which are aligned horizontally in the joint transverse direction and are arranged at a distance 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 e.g. screwed. The Spring element 13 is located between the tabs 22. In a similar manner such tabs 22 may be attached to the edge profile 9 of a joint edge if there is an upper one Connection plate 18 must be attached (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 reaching the narrowest joint position of the carriageway transition 1 is ensured.

The two spring elements 13 acting on both sides of a lamella 7 are relative to the The longitudinal longitudinal plane of the slats is arranged in mirror symmetry, i.e. their angle of inclination to The tax direction is the same amount, but aligned in opposite directions. The lower or upper connecting plates 17, 18 each engaging two adjacent ones on the same lamella 7 Spring elements 13 lie both in the longitudinal direction of the joint and at the same height, i.e. in the vertical direction, on the web 15 opposite the slat 7. With this arrangement, the lamellae 7 do not introduce local eccentricities, but rather those in the spring elements 13 with shear deformation existing shear forces on the connecting plates 17, 18 as pure Pressure or tensile forces through the web 15 or the lower flange 11 of the respective lamella 7 passed through and delivered to the joint edges in the edge profiles 9. Because the top Terminal plates 18 can be arranged as high as possible, i.e. in the extreme case so high that their upper end faces in the collapsed state of the lane transition 1 the touching the sealing body 8 deformed downwards, the horizontal force, e.g. by braking forces introduced into the upper side of the upper flanges 10 of the plates 7 Motor vehicles is caused, removed at a short distance from the top become. In this way, the occurrence of larger tilting moments is avoided by horizontal forces occurring at the top of the slats 7 with a small lever arm recorded and derived in the edge constructions of the carriageway crossing 1. Here, a rigid connection of the upper connection plate 18 to the web 15 or to the edge profile 9 and a likewise rigid connection of the lower Connection plate 17 to the lower flange 11 of the lamella 7 or to the edge profile 9 attached console 14 also tilting moments are recorded, depending on the size of the Torsional rigidity of the spring elements 13 is

The embodiment of the invention shown in FIGS. 4 and 5 corresponds with regard to FIG Arrangement of the spring elements 13 to each other the roadway transition, as shown in FIGS. 1 and 2 is shown, but the spring elements 13 are tilted by 90 ° so that the connecting plates 17a, 18a of the spring elements 13 are offset from one another in the longitudinal direction of the joint. Both of them Connection plates 17a, 18a of a spring element 13 lie with a horizontal one Narrow side 23 on the lower flanges 11 of the fins 7 or on the edge profiles 9 attached brackets 14 and are mainly with a vertical narrow side 24, e.g. via a weld seam, on the web 15 of the corresponding lamella 7 or corresponding edge profile 9 attached. In this embodiment, the Spring elements 13 themselves may be offset from one another in the longitudinal direction of the joint. It is only important that the each on the same lamella 7 engaging connection plates 17a, 18a in each other Control direction with respect to this lamella 7 are directly opposite.

The spring elements 13 can also be substantially parallel in the unloaded state be arranged to each other, as is the case for height-offset connecting plates 17, 18 (cf. 1 and 2) is shown in FIGS. 6 and 7. Such a "sawtooth arrangement" is conceivable however also for connection plates 17a, 18a which are offset to one another in the longitudinal direction of the joint (cf. 5 and 6). There is the disadvantage of introducing local eccentricities into the lamellae mutual cancellation perpendicular to the control direction in the slats 7 by the spring elements 13 introduced force components compared.

It is also provided that the spring elements of immediately successive spring chains to be arranged in opposite directions to each other, so that e.g. in an arrangement according to Figures 1 and 2 the height of the connections of the spring elements acting on the same lamella Alternate adjacent spring chains in the longitudinal direction of the slats. It is the same intends, with spring elements arranged parallel to one another in the spring chains (FIG. 6 and 7) the inclination of the spring elements of immediately adjacent spring chains in opposite directions choose. This measure ensures that the spring elements in the slats The forces introduced perpendicular to the control direction extend over the length of the slats compensate so that the slats are held securely in their target position.

In all of the exemplary embodiments described, the spring elements are in the narrowest position of the slats with their side surfaces on adjacent slats or one slat and one Joint edge. The space between the slats or between a slat and a joint edge is optimally used for shear deformation, which is the total width of the Makes the road crossing particularly small.

Claims (9)

1. A roadway crossover (1; 2; 3) for expansion joints in bridges or the like with two edge plates (9) extending on the edges of the joint, at least one inner plate (7) extending parallel to the joint edges and a device for absorbing the horizontal loads acting on each inner plate (7) in a control direction, whereby the spacing of each inner plate (7) from the adjacent plate (7, 9) is controllable by means of an adjustment element in the form of a spring element (13), the spring elements (13) constitute a spring chain from one joint edge to the other and each spring element (13) is arranged in the space between adjacent plates (7, 9) in a position above the lower plate edges and extends into lateral recesses in the plates (7, 9) and is connected there to them, characterised in that the spring elements (13) are constructed in the form of thrust springs which also lead away the horizontal loads acting on the plates (7, 9).
2. A roadway crossover as claimed in Claim1, characterised in that the spring elements (13) are of parallelogram shape in longitudinal section in the unloaded state.
3. A roadway crossover as claimed in Claim 1 or 2, characterised in that in the closest position of the plates (7, 9) the side surfaces of the spring elements (13) engage the adjacent plate (7, 9).
4. A roadway crossover as claimed in Claim 2 or 3, characterised in that the spring elements (13) are arranged substantially parallel to one another in the unloaded state.
5. A roadway crossover as claimed in Claim 2 or 3, characterised in that the two spring elements (13) engaging the two sides of a plate (7) are symmetrically arranged relative to the longitudinal central plane of the plate.
6. A roadway crossover as claimed in one of Claims 1 to 5, characterised in that the two spring elements (13) engaging the two sides of a plate (7) are secured to this plate (7) at the same height.
7. A roadway crossover as claimed in one of Claims 1 to 6, characterised in that the spaces between the plates (7, 9) are covered at the top by sealing bodies and that the upper end surfaces of the spring elements (13) are situated directly below the sealing bodies (8), in the closest position of the plates (7, 9).
8. A roadway crossover as claimed in one of Claims 1 to 7, characterised in that each plate (7) is constructed in a manner known per se as a double T profile, the web (15) of which and whose upper and lower flange (10, 11) define the lateral recesses.
9. A roadway crossover as claimed in one of Claims 1 to 8, characterised in that each spring element (13) is secured to the adjacent plates (7, 9) by means of a respective connecting plate (17, 18; 17a, 18a).

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