EP1987203B1 - Verbund-design - Google Patents

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Publication number
EP1987203B1
EP1987203B1 EP07715845A EP07715845A EP1987203B1 EP 1987203 B1 EP1987203 B1 EP 1987203B1 EP 07715845 A EP07715845 A EP 07715845A EP 07715845 A EP07715845 A EP 07715845A EP 1987203 B1 EP1987203 B1 EP 1987203B1
Authority
EP
European Patent Office
Prior art keywords
profile rail
strip
joint structure
coupling strip
mortar
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.)
Revoked
Application number
EP07715845A
Other languages
English (en)
French (fr)
Other versions
EP1987203A1 (de
Inventor
Marinus Josephus Buijnsters
Dirk Andeweg
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.)
Mj Buijnsters Beheer Bv
Original Assignee
Mj Buijnsters Beheer Bv
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
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First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=38222170&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP1987203(B1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Mj Buijnsters Beheer Bv filed Critical Mj Buijnsters Beheer Bv
Publication of EP1987203A1 publication Critical patent/EP1987203A1/de
Application granted granted Critical
Publication of EP1987203B1 publication Critical patent/EP1987203B1/de
Revoked legal-status Critical Current
Anticipated expiration legal-status Critical

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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

Definitions

  • the invention relates to a joint design as a transition between two road parts which must be able to move with respect to each other.
  • Such transition is for instance present between a road part located on solid ground (land abutment) and a road part on a bridge or viaduct. Between these two road parts, a gap will be present, and this gap must be closed in a watertight manner. Therefore, a joint structure comprises an elastic profile (rubber or elastomer or the like), in the following also indicated as expansion profile, that is held in two mutually parallel profile rails. In a typical situation, those rails are directed perpendicularly to the travel direction of the road part, although it is also possible that those rails make a smaller angle with the travel direction.
  • DE-A-2136842 discloses a joint structure, comprising a profile rail adapted for accomodating an axpansion profilet.
  • the joint structure further comprises an assembly of mutually parallel attachment plates that extend perpendicularly to the profile rail.
  • the attachment plates are mutually connected by a coupling strip that is directed parallel to the profile rail at a distance therefrom. Said document thereby discloses all the technical features of the preamble of claim 1.
  • the present invention provides a joint structure which is useable both for renovation purposes and for newly building purposes .
  • the overall joint structure normally comprises to mutually parallel rails, each rail being anchored with respect to the corresponding road part.
  • the overall joint structure comprises two profile rails with associated anchorings, as well as an elastic profile, which is also indicated as expansion profile.
  • the present invention already comes to expression in the combination of a single profile rail and its anchoring, for which reason in the following the design will be discussed of a single rail.
  • the rail is provided with attachment plates, each located substantially in a vertical plane, substantially perpendicular to the longitudinal direction of the rail concerned.
  • the plates are typically provided with holes for arranging reinforcement steel wire or reinforcement bars parallel to the rails.
  • Attachment pins are connected to this reinforcement steel, also indicated as anchoring pins or anchors.
  • the final top layer of the road typically asphalt, is arranged at a height corresponding to the upper surface of the mortar.
  • a problem concerns the transition from asphalt to mortar. For a good watertight connection, a groove is sawn or cut in the asphalt next to the mortar, which groove is subsequently filled with bitumen. This bitumen filling is then only supported by a thinner layer of asphalt.
  • the said attachment plates directed perpendicularly to the profile rails may be located at a relatively large depth, so that at their upper side they are completely covered by the mortar, but in a specific embodiment the upper edges of the attachment plates are lying in the same plane as the upper surface of the profile rails. Then, this means therefore that those upper edges are flush with the original height of the road surface. In the case of track formation, these upper edges then come to lie above the local level of the road surface. This brings along the risk that the free edges of those upper edges damage car tires. In order to prevent this, those upper edges are provided with a facet edge at their free ends, but applying (grinding) a facet edge is an additional operation and is thereby a cost aspect.
  • the present invention aims to offer a solution to these problems .
  • the profile rails and the attachment plates are made of steel and must be protected against weather influences. To this end, they are provided with a coating consisting of multiple layers, which is relatively costly. Further, this coating is loaded by the traffic at the upper surfaces, causing the coating to wear. Once the coating is worn away, the metal parts are exposed, and expensive maintenance is needed.
  • thermally zinced steel is much better than the durability of steel coated according to the state of the art.
  • a problem here is that the profile rail becomes bent as a result of the heat treatment and becomes unusable. To date, it has not yet appeared possible to provide a thermally zinced joint structure .
  • the present invention also aims to offer a solution to these problems .
  • the transverse plates are mutually connected by a coupling strip, running substantially parallel to the profile rail.
  • This coupling strip is preferably located at a distance from the profile rail as large as possible, i.e. close to the free ends of transverse plates.
  • the profile rail will not or hardly bend when it is subjected to the heat treatment of a thermal zincing process.
  • thermally zinc a joint structure it has become possible to thermally zinc a joint structure.
  • the coupling strip is connected to the transverse plates such that the upper surface of the coupling strip is located in the same plane as the upper surface of the profile rail and the transverse plates, in which case the coupling strip then joins the free ends of the upper edges of the transfers plates.
  • the coupling strip has a protection function because, in the case of track formation, car tires do not collide against the mortar and the head ends of the transverse plates, but against the coupling strip.
  • the transverse plates extend beyond the coupling strip below the coupling strip. Then, it is possible, on applying the mortar, to arrange a form work against the head end edges of the transverse plates, and to pour mortar, in which case a mortar bed is created extending from the profile rail to beyond the coupling strip.
  • This mortar bed operates as a foundation for the asphalt applied against the coupling strip in the final finishing. Then, this part of the asphalt will have much less tendency of track formation. Possible track formation in the asphalt decreases then in a more or less gradual manner in the asphalt itself, so that the traffic is less hindered by an abrupt lifting of the road surface. This increases the comfort for the road user and decreases the load of the joint structure.
  • FIG. 1 schematically illustrates a preferred embodiment of a joint structure 1.
  • the joint structure comprises a steel profile rail 10 with a substantially C-shaped contour.
  • the outer profile of the rail 10 is almost square with rounded corners, so that the rail 10 has a substantially horizontal upper surface 11, a lower surface 12, and two substantially vertical side surfaces 13 and 14 located opposite to each other.
  • a central space 15 of the rail 10 is hollow and is accessible via an interruption in a side surface 14.
  • This central space 15 forms an accommodation groove for a thickened edge part 21 of an elastomeric sealing profile 20.
  • the dimensions are such that this thickened edge part 21 is held tight within the accommodation groove 15, wherein a watertight connection is achieved.
  • the side surface 14 located at the side of the sealing profile 20 will hereinafter also be indicated as front face; the opposite side plane 13 will in the following also be indicated as rear face.
  • An entire joint structure comprises a second profile, identical to the profile rail 10 shown, wherein the two profile rails are arranged parallel to each other with their front faces directed towards each other, wherein the second profile rail holds the other side edge of the sealing profile 20.
  • This sealing profile 20 is typically mirror-symmetrical with respect to a vertical plane 22.
  • the second profile rail and the second halve of the sealing profile 20 are not shown in figure 2 .
  • profile rails 10 are known per se.
  • the outer dimensions are typically about 4 cm x 4 cm.
  • a metal anchoring strip 30 extending substantially vertically downwards is connected in this embodiment.
  • the longitudinal direction of the anchoring strip 30 corresponds to the longitudinal direction of the profile rail 10, i.e. perpendicular to the plane of drawing of figure 2 , and the anchoring strip 30 extends over the full length of the profile rail 10.
  • a rear face 31 of the anchoring strip 30 is substantially aligned with the rear face 13 of the profile rail 10.
  • the anchoring strip 30 has a height of about 4 cm and a thickness of about 8 mm.
  • the joint structure I further comprises a system of metal attachment plates 40, of which only two are shown in figure 1 .
  • the different attachment plates are mutually substantially identical, and are mutually substantially parallel.
  • Each attachment plate 40 is located in a substantially vertically directed plane perpendicular to the longitudinal direction of the profile rail 10, and is attached to the rear faces 13 and 31 of the profile rail 10 and the anchoring strip 30.
  • the mutual distance between subsequent attachment plates can for instance be in the order of about 20 cm.
  • the attachment plate 40 has a horizontal upper edge 41 which in this preferred exemplary embodiment is aligned with the upper surface 11 of the profile rail 10.
  • each attachment plate 40 extends substantially over the entire combined height of the profile rail 10 and the anchoring strip 30, so that the attachment plate 40 has a lower edge 42 substantially aligned with the lower edge 32 of the anchoring strip 30, although a difference of several millimetres is certainly allowable.
  • each attachment plate 40 has a horizontal length of about 20 cm and a thickness of about 2 cm.
  • the vertical side edge of the attachment plate 40 which is attached, preferably by welding, to the profile rail 10 and the anchoring strip 30 will also be indicated as front edge 43.
  • front edge 43 In order to assure a seamless contact between the front edge 43 of the attachment plate 40 and the rear face 13 of the profile rail 10, it has advantages if the rear face 31 of the anchoring strip 30 is shifted somewhat in the direction of the front face 14 of the profile rail 10/ a distance of several millimetres can easily be bridged by a welding seam.
  • the other vertical side edge of the attachment plate 40 which is thus at a distance from the profile rail 10, will also be indicated as free edge or rear edge 44.
  • this rear edge 44 is a straight edge, but this rear edge 44 might also have a stepped shape.
  • each attachment plate 40 is provided with holes 45, through which reinforcement steel can be arranged.
  • the attachment plates 40 are welded to the profile rail 10 and the anchor strip 30 exclusively at their front edges 43.
  • the joint structure 1 according to the present invention distinguishes itself by a coupling strip 50 which is directed substantially parallel to the profile rail 10 and which is fixed to the attachment plates 40 at a distance from the profile rail 10.
  • the coupling strip 50 likewise is a metal strip welded to the attachment plates 40. This strip 50 has two important functions.
  • the strip 50 increases the rigidness of the entire joint structure, causing it to be possible for the entire joint structure to be subjected to a treatment of thermally zincing without deformation of the structure.
  • the exact location of the coupling strip 50 is not critical.
  • the coupling strip 50 might be fixed to the rear edge 44 of the attachment plate 40 at any height, or might for instance be fixed to the lower edge 42 thereof, preferably close to the rear edge 44. In such case, it is possible that a recess is arranged in the lower edge 42 or the rear edge 44 of the attachment plate 40 for mounting the coupling strip 50 entirely or partly in a recessed manner.
  • Figures 1 and 2 show the coupling strip 50 according to the invention, namely such that its upper surface 51 is substantially aligned with the upper edges 41 of the attachment plates 40.
  • the coupling strip 50 obtains the important function of a protective strip which protects the structure against the shock loads of arriving car tires, and which protects arriving car tires against the influence of the ends 46 of the upper edges 41 of the attachment plates 40.
  • this protective function is also achieved in a structure that is not thermally zinced.
  • the preferred embodiment is thermally zinced, and thus kills two birds with one stone.
  • the coupling strip 50 may extend over the full combined height of the profile rail 10 and the anchor strip 30, but this is not necessary. As will be explained later, it even offers advantages if the coupling strip 50 extends from the upper edges 41 of the attachment plates 40 only over a part of this full combined height.
  • the coupling strip 50 has a height of about 4 cm and a thickness of about 2 cm.
  • Figures 3A-E schematically illustrate a method for building a road, making use of the joint structure I of figures 1 and 2 .
  • Figure 3A shows a roadbed 60 with an upper surface 62 and an end edge 61. A layer 63 of the road surface has already been arranged on this upper surface 62, but close to the edge 61 a stretch has been kept free. A joint structure I is placed on this free stretch close to the edge 61. Reinforcement bars, and anchors for anchoring the joint structure I to the roadbed 60, are not shown in these figures but can be usual reinforcement bars and anchors .
  • Figure 3B shows that mortar 64 is poured on the roadbed 60, in the space bordered on the one hand by the profile rail 10 and the anchor strip 30 and on the other hand by the layer 63.
  • the mortar 64 is poured to at least the height of the lower edge 52 of the coupling strip 50. It is important that, seen from the profile rail 10, the mortar 64 extends beyond the coupling strip 50, in order to form a mortar plateau 64a there.
  • a next layer of mortar 65 can be poured on to the first layer of mortar, in the substantially square spaces bordered by the profile rail 10, the coupling strip 50, and the attachment plates 40, without the mortar flowing below the coupling strip 50 and rising behind the coupling strip 50.
  • top layer 66 of the road surface up to the coupling strip 50.
  • This top layer typically is asphalt or the like.
  • the upper side of the top layer 66 is kept flush to the upper surface 51 of the coupling strip 50.
  • a groove is formed between the top layer 66 and the coupling strip 50, which is filled with bitumen 67 or another suitable material, such as also illustrated in figure 3D .
  • Said groove can be formed by cutting or grinding away a part of the top layer 66, in which case it is advantageous that the coupling strip 50 can be used as a guide strip for the milling machine.
  • bitumen filling 67 and the adjacent part of the top layer 66 are supported by the mortar plateau 64a.
  • Figure 3E illustrates that a possible track 68, visible in the figure as a lowering of the upper surface of the top layer 66, gradually becomes less deep at the location of the mortar plateau 64a.
  • Figure 4 shows a view comparable to figure 1 , of a part of another embodiment of a joint structure 101 according to the present invention.
  • the anchor strip 30 is moved to the front, i.e. in the direction of the front face 14 of the profile rail 10.
  • the front face 33 of the anchor strip 30 is substantially aligned with the front edge 17 of the lower surface 12 of the profile rail 10. This can also be seen in figure 5 .
  • a large advantage of this embodiment of the joint structure 101 is that the profile rail 10 is supported by mortar in the mounted condition, such as clearly follows from figures 6A-6E , which are figures comparable to figures 3A-3E , respectively, to illustrate building a road with the joint structure 101.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Road Paving Structures (AREA)
  • Bridges Or Land Bridges (AREA)
  • Connection Of Plates (AREA)
  • Joining Of Building Structures In Genera (AREA)
  • Glass Compositions (AREA)
  • Table Devices Or Equipment (AREA)

Claims (13)

  1. Verbindungsanordnung (1; 101), die umfasst: eine im Wesentlichen C-förmige Profilschiene (10) mit einer oberen Fläche (11), einer unteren Fläche (12), einer rückwärtigen Fläche (13) und einer vorderen Fläche (14), und einem zentralen Raum (15), der eine Aufnahmenut (15) für die Aufnahme einer Kante (21) eines Ausdehnungsprofils (20) bildet; ein Zusammenbau von zueinander im Wesentlichen parallel liegenden Befestigungsplatten (40), die sich im Wesentlichen senkrecht zu der Längsrichtung der Profilschiene (10) erstrecken und an der Rückseite (13) der Profilschiene (10) befestigt sind; mindestens ein Verbindungssteg (50), der im Wesentlichen parallel zu der Profilschiene (10) verläuft und in einem Abstand von der Profilschiene (10) mit den Befestigungsplatten (40) verbunden ist, worin eine obere Kante (41) einer Befestigungsplatte (40) im Wesentlichen mit der oberen Fläche (11) der Profilschiene (10) auf einer Linie liegt, dadurch gekennzeichnet, dass eine obere Fläche (51) des Verbindungsstegs (50) mit der Oberkante (41) der Befestigungsplatte (40) im Wesentlichen auf einer Linie liegt.
  2. Verbindungsanordnung (1; 101) nach Anspruch 1, worin die Höhe des Verbindungsstegs (50) geringer ist als die Höhe einer Befestigungsplatte (40), derart, dass sich die Befestigungsplatte (40) jenseits des Verbindungsstegs (50) unterhalb des Verbindungsstegs (50) erstreckt und worin die Befestigungsplatte (40) mit Bohrungen (45) versehen ist, die für die Aufnahme von Verstärkungsdrähten oder -stangen aus Stahl parallel zu der Profilschiene (10) angepasst sind.
  3. Verbindungsanordnung nach einem der vorhergehenden Ansprüche, die ferner einen Ankerstreifen (30) umfasst, der im Wesentlichen parallel zu der Profilschiene (10) verläuft und im Wesentlichen senkrecht nach unten von der unteren Fläche (12) der Profilschiene (10).
  4. Verbindungsanordnung nach Anspruch 3, worin der Ankerstreifen (30) eine Rückseite (31) hat, die im Wesentlichen mit der Rückseite (13) der Profilschiene (10) auf einer Linie liegt.
  5. Verbindungsanordnung nach Anspruch 3, worin der Ankerstreifen (30) in der Richtung der vorderen Fläche (14) der Profilschiene (10) so bereitgestellt wird, dass die Profilschiene (10) im montierten Zustand von Mörtel unterstützt wird.
  6. Verbindungsanordnung nach Anspruch 3, worin der Ankerstreifen (30) eine Vorderseite (33) hat, die im Wesentlichen mit der Vorderkante (17) der unteren Fläche (12) der Profilschiene (10) auf einer Linie liegt.
  7. Verbindungsanordnung nach einem der Ansprüche 3 oder 6, worin eine Befestigungsplatte (40) eine Vorderkante (43) hat, die an der Rückseite (13) der Profilschiene (10) befestigt ist und mit der Rückseite (31) des Ankerstreifens (30).
  8. Verbindungsanordnung nach einem der Ansprüche 3-6, worin eine Befestigungsplatte (40) sich im Wesentlichen über die volle kombinierte Höhe der Profilschiene (10) und des Ankerstreifens (30) erstreckt.
  9. Verbindungsanordnung nach einem der vorhergehenden Ansprüche, die aus thermisch verzinktem Stahl hergestellt ist.
  10. Straße, die zwei Straßenteile umfasst, die in der Lage sein müssen, relativ zueinander beweglich zu sein, worin zwischen den Straßenteilen ein Gelenk anwesend ist, das durch ein Ausdehnungsprofil (20) überbrückt wird, wovon die Seitenkanten (21) auf wasserdichte Weise in Aufnahmerillen (15) der Profilschienen (10) der betreffenden Verbindungsanordnungen (1; 101) der besagten Straßenteile aufgenommen sind, worin zumindest eine dieser Verbindungsanordnungen (1; 101) in Übereinstimmung mit einem der vorhergehenden Ansprüche realisiert wird.
  11. Verfahren zur Herstellung der Kantenendbearbeitung eines Straßenteils, das in der Lage sein muss, relativ zu einem benachbarten Straßenstück beweglich zu sein; das Verfahren umfasst die Schritte: Vorbereiten eines Straßenunterbaus (60) mit einer Kante (61); Legen einer Verbindungsanordnung (1; 101) gemäß Anspruch 1 und 2 und vorzugsweise gemäß Anspruch 9, auf den Unterbau (60) mit einem Verbindungssteg (50) an der der Kante (61) abgewandten Seite des Aufbaus; Anbringen einer Begrenzung (63) für Mörtel auf dem Unterbau (60), an einer Stelle, die aus Sicht der Kante (61) hinter dem Verbindungssteg (50) liegt; Anbringen einer ersten Mörtellage (64) in dem Raum, der von der besagten Begrenzung (63) gesäumt wird, einerseits und von der Profilschiene (10) andererseits, bis zu einer Höhe, die geringfügig höher ist als die untere Kante (52) des Verbindungsstegs (50); Erlauben dem Mörtel (64) etwas auszuhärten; Anbringen einer zweiten Mörtellage (65) auf der ersten Mörtellage (64) in den Zwischenräumen, die durch die Profilschiene (10), den Verbindungssteg (50) und die Befestigungsplatten (40) begrenzt werden; und Anbringen einer Decklage (66) des Straßenbelags, wobei diese Decklage bis mindestens oberhalb eines Mörtelplateaus (64a) reicht, das von jenem Teil der ersten Mörtellage (64), die von der Kante (61) gesehen hinter dem Verbindungssteg (50) liegt, gebildet wird.
  12. Verfahren nach Anspruch 11, das ferner den Schritt: Anbringen einer wasserdichten Versiegelung zwischen Decklage (66) und dem Verbindungssteg (50) umfasst.
  13. Verfahren nach Anspruch 12, worin ein Teil der Decklage (66), der an den Verbindungssteg (50) angrenzt, entfernt wird, vorzugsweise durch Fräsen, worin der Verbindungssteg (50) als Führung verwendet wird, und worin die so geformte Nut mit einer elastischen Masse gefüllt wird, die mit der Decklage (66) und dem Verbindungssteg (50) eine gute Verbindung eingeht, vorzugsweise Bitumen.
EP07715845A 2006-02-24 2007-02-21 Verbund-design Revoked EP1987203B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
NL1031237 2006-02-24
NL1031606A NL1031606C2 (nl) 2006-02-24 2006-04-18 Voegconstructie.
PCT/NL2007/000052 WO2007097619A1 (en) 2006-02-24 2007-02-21 Joint design

Publications (2)

Publication Number Publication Date
EP1987203A1 EP1987203A1 (de) 2008-11-05
EP1987203B1 true EP1987203B1 (de) 2011-01-12

Family

ID=38222170

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07715845A Revoked EP1987203B1 (de) 2006-02-24 2007-02-21 Verbund-design

Country Status (5)

Country Link
EP (1) EP1987203B1 (de)
AT (1) ATE495305T1 (de)
DE (1) DE602007011898D1 (de)
NL (1) NL1031606C2 (de)
WO (1) WO2007097619A1 (de)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2136842A1 (de) * 1971-07-23 1973-02-08 Maurer Friedrich Soehne Vorrichtung zum ueberbruecken von dehnungsfugen in verkehrswegen oder anderen bauwerken
DE3219136A1 (de) * 1982-05-21 1983-11-24 Maurer Friedrich Soehne Verfahren zum schalen und schalung zur abdichtung der fuge beim einsetzen von vorgefertigten fugenueberbrueckungskonstruktionen in aussparungen der an die fuge angrenzenden fugenraender
FR2577954A1 (fr) * 1985-02-28 1986-08-29 Taudin Jean Joint de chaussee a encombrement reduit et a etancheite interchangeable
DE10108907C2 (de) * 2001-02-23 2003-07-17 Maurer Friedrich Soehne Einprofilige Überbrückungsvorrichtung und Verfahren zur Sanierung einer solchen
US20050005553A1 (en) * 2002-12-13 2005-01-13 Konrad Baerveldt Expansion and seismic joint covers

Also Published As

Publication number Publication date
DE602007011898D1 (de) 2011-02-24
EP1987203A1 (de) 2008-11-05
WO2007097619A1 (en) 2007-08-30
NL1031606C2 (nl) 2007-08-27
ATE495305T1 (de) 2011-01-15

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