EP0692574B1 - Fahrbahnübergang - Google Patents

Fahrbahnübergang Download PDF

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Publication number
EP0692574B1
EP0692574B1 EP95109739A EP95109739A EP0692574B1 EP 0692574 B1 EP0692574 B1 EP 0692574B1 EP 95109739 A EP95109739 A EP 95109739A EP 95109739 A EP95109739 A EP 95109739A EP 0692574 B1 EP0692574 B1 EP 0692574B1
Authority
EP
European Patent Office
Prior art keywords
spring elements
roadway
plate
crossover
plates
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
EP95109739A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0692574A1 (de
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
FEDERAL-MOGUL SOLLINGER HUETTE GmbH
Federal Mogul 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 FEDERAL-MOGUL SOLLINGER HUETTE GmbH, Federal Mogul Sollinger Huette GmbH filed Critical FEDERAL-MOGUL SOLLINGER HUETTE GmbH
Publication of EP0692574A1 publication Critical patent/EP0692574A1/de
Application granted granted Critical
Publication of EP0692574B1 publication Critical patent/EP0692574B1/de
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 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.
  • control bodies 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.
  • Each control body here consists of two elastomeric blocks, each are interconnected by a connecting plate dividing each block in the middle.
  • 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 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
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • connection plates on the spring elements is their Attachment to a lamella or to a joint edge possible without great effort.
  • 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.
  • 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 "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.
  • 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.
  • 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.
  • 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
  • a connecting plate Slats or attached to a slat and a joint edge
  • the roadway transitions 1, 2 and 3 shown in the figures each extend between two joint edges e.g. a bridge construction.
  • a suitable seal 4 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.
  • 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.
  • 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.
  • the edge profiles 9 of the joint edges are also included provided such angle profiles 16.
  • the underlying Gap covers waterproof.
  • 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.
  • 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.
  • an anchor for absorbing horizontal forces 19 provided in the surrounding concrete 20 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.
  • 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.
  • a recess 21 is provided at the bottom of the lower connecting plates 17 so that when pushing the Lane crossing 1, i.e.
  • the Spring element 13 is located between the tabs 22.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.

Landscapes

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

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 EP0692574A1 (de) 1996-01-17
EP0692574B1 true EP0692574B1 (de) 2001-09-05

Family

ID=6523254

Family Applications (1)

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

Country Status (5)

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

Families Citing this family (7)

* 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
ATE258631T1 (de) * 1998-03-20 2004-02-15 Reto Bonomo Verfahren und element zur einleitung von scherkräften in einen betonkörper, betonkörper
ATE221598T1 (de) 1998-05-19 2002-08-15 Maurer Friedrich Soehne Verankerungsvorrichtung
US6763646B1 (en) 2000-09-21 2004-07-20 Reto Bonomo Method and element for introducing shear forces into a concrete body, and concrete body
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

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2512048B2 (de) 1975-03-19 1977-01-13 Fugenueberbrueckungsvorrichtung fuer dehnungsfugen in bruecken o.dgl. bauwerken
DE3333880C2 (de) * 1983-09-20 1986-08-21 Kober Ag, Glarus Vorrichtung zur Überbrückung von Dehnungsfugen in Brücken od. dgl.
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.
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

Also Published As

Publication number Publication date
PL176386B1 (pl) 1999-05-31
DE4425037C2 (de) 2000-03-16
DE59509575D1 (de) 2001-10-11
HU9502106D0 (en) 1995-09-28
EP0692574A1 (de) 1996-01-17
ATE205270T1 (de) 2001-09-15
HUT74278A (en) 1996-11-28
DE4425037C1 (de) 1995-11-23
HU219096B (hu) 2001-02-28
PL309443A1 (en) 1996-01-22

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