EP2959060A1 - Dispositif de transition entre voies de circulation - Google Patents

Dispositif de transition entre voies de circulation

Info

Publication number
EP2959060A1
EP2959060A1 EP14704116.4A EP14704116A EP2959060A1 EP 2959060 A1 EP2959060 A1 EP 2959060A1 EP 14704116 A EP14704116 A EP 14704116A EP 2959060 A1 EP2959060 A1 EP 2959060A1
Authority
EP
European Patent Office
Prior art keywords
transition
roadway
rod
elements
precast
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
EP14704116.4A
Other languages
German (de)
English (en)
Other versions
EP2959060B1 (fr
Inventor
Johann Kollegger
Bernhard EICHWALDER
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.)
Technische Universitaet Wien
Original Assignee
Technische Universitaet Wien
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 Technische Universitaet Wien filed Critical Technische Universitaet Wien
Publication of EP2959060A1 publication Critical patent/EP2959060A1/fr
Application granted granted Critical
Publication of EP2959060B1 publication Critical patent/EP2959060B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • 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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C11/00—Details of pavings
    • E01C11/02—Arrangement or construction of joints; Methods of making joints; Packing for joints
    • 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
    • E01D19/067—Flat continuous joints cast in situ

Definitions

  • the invention relates to a roadway crossing device with the features of
  • Road crossing devices which serve to compensate for physically induced movements of walkable or accessible structures such as bridges opposite the directly adjoining roadways.
  • the causes of such deformations of bridges are usually temperature changes and creep and shrinkage of the building material used.
  • Conventionally, concrete is used to make bridges or comparable walkable structures.
  • the deformations are changes in length that are made by the
  • Road junction device is a largely tight against water and dirt, easy accessibility during maintenance, as low as possible
  • joint support strips are usually installed in the roadway in order to compensate for differences in rigidity between the adjacent roadway and the roadway transition device.
  • Forming roadway transition device usually made of corrosion-resistant steel edge strips.
  • Roadway crossing devices usually a significantly excessive road surface installation, which is a poor ride comfort when driving over
  • Roadway constructions with a so-called buttoned expansion profile can be used to bridge expansion joints up to 100 mm.
  • Road edges are each arranged two angle profiles that serve as edge protection. On these galvanized steel profiles two shaped profiles are applied, in which the expansion profile is inserted or buttoned.
  • mats-roadway transition constructions which bridge the gap area between the roadway and the adjacent bridge by a ductile and traffic-loaded sealing element.
  • the mat constructions have the advantage that they can perform both displacements and twists of the bridge structure with respect to the roadway in all coordinate directions.
  • the stiffness of the mat material is crucial for the resistance to movement.
  • Mat constructions without intermediate profiles are designed for a smaller range of motion, and are especially for movement joints from 40 to 80 mm overcoming joint width used. For larger ranges of movement up to 200 mm additional intermediate profiles or console constructions are used.
  • Mat material is high-quality polymeric materials used, usually chloroprene rubber or natural rubber materials are used.
  • the polymeric materials can be reinforced with vulcanized steel elements.
  • a so-called finger design takes over the function of bridging.
  • These are two metal plates, which are finger-shaped with each other at their opposite longitudinal sides and which are each secured between the roadway and the bridge structure.
  • the sealing function can be carried out by a gutter arranged below the toothed metal plates or by a water-draining sealing system.
  • Overhanging finger constructions are usually used for a range of movement of the joints to be bridged with elongation distances of 100 to 200 mm.
  • Transition elements are interconnected by resilient elements.
  • a plurality of spring elements are arranged in series on a connection carrier. When changing the gap width between abutment and bridge these spring elements are stretched or compressed.
  • Transition elements are elastically connected to each other there, wherein for storage in each case a plurality of spring elements of an elastomeric material are arranged in series.
  • Slat transition devices made of lamellas can be used up to a joint width of 500 mm.
  • the lamella construction consists of a primary support structure parallel to the direction of travel and a secondary construction normal to the direction of travel, which is driven directly.
  • these road junction devices consist of one or more sealing elements, steel edge profiles and optionally from controlled steel intermediate profiles, which store movable support structures.
  • These support structures can be designed constructively from specific scissors elements or from transverse or cantilever beams.
  • the number of intermediate profiles results from the absorbable strain travel per sealing profile.
  • the roadway area which directly adjoins the roadway crossing device is heavily loaded. It comes usually to cracking of the asphalt and thus to a destruction of the asphalt surface layer as well as damage to the underlying base courses.
  • the road surface in the connection area of the roadway transition structure must therefore be replaced regularly, at least in a rhythm of a few years due to the above-mentioned problems, which represents a further disadvantage of currently known roadway constructions.
  • Roadway transition device allows continuous roadway for both concrete pavements and bituminous roads.
  • a roadway transition device for providing a passable transition section between a roadway and an adjacent passable structure, in particular a bridge structure, wherein the different deformations of the roadway and the adjacent structure of the
  • At least one transition element is laid on a sliding surface adjacent to the bridge structure, wherein the longitudinal axis of the at least one transition element substantially parallel to a roadway level of the carriageway and substantially parallel to a bridge end portion of the
  • Bridge structure is arranged and between the at least one transition element and the adjacent bridge end portion and / or an adjacent retaining device, which is arranged at a distance from the bridge end portion in or below the roadway level, respectively transition gaps are arranged with a predetermined gap width, wherein the at least one transition element at least a rod through
  • Retaining device is anchored.
  • At least one transition element By attaching the at least one transition element to at least one rod, which is arranged approximately in the longitudinal direction of the bridge between the bridge structure and the retaining device and anchored with its rod ends respectively in the bridge structure and in the retaining device, it is ensured that at least one rod, which is arranged approximately in the longitudinal direction of the bridge between the bridge structure and the retaining device and anchored with its rod ends respectively in the bridge structure and in the retaining device, it is ensured that at least one rod, which is arranged approximately in the longitudinal direction of the bridge between the bridge structure and the retaining device and anchored with its rod ends respectively in the bridge structure and in the retaining device, it is ensured that at least one rod, which is arranged approximately in the longitudinal direction of the bridge between the bridge structure and the retaining device and anchored with its rod ends respectively in the bridge structure and in the retaining device, it is ensured that at least one rod, which is arranged approximately in the longitudinal direction of the bridge between the bridge structure and the retaining device and anchored with its rod ends respectively in the bridge structure and
  • Length change of the bridge structure tensile or compressive forces are introduced from the bridge structure in the at least one rod, whereby the attached transition elements are moved evenly.
  • the transition elements lie on a sliding surface between the bridge structure and the retaining device.
  • an entire gap width of a larger transition gap, which must remain free due to the change in length of the bridge structure advantageously divided into several small transition gaps, each with smaller gap widths between the bridge structure, the retaining device and the transition elements arranged therebetween.
  • the variable gap widths between the components of a roadway transition device according to the invention can be made particularly small. Small transverse grooves in the carriageway in the area of the transition column of the
  • Lane transition device are thus run over substantially without affecting the ride comfort.
  • an elastic road surface for example an asphalt surface course, also in the region of the roadway transition device continuously and substantially without cracks.
  • two or more transition elements are laid substantially parallel to each other in a road junction device according to the invention, wherein the longitudinal axes of each transition element each substantially parallel to a
  • Roadway level of the roadway and substantially parallel to a bridge end portion of the bridge structure and between the transition elements each transition column are arranged with a predetermined gap width, wherein the transition elements are interconnected by at least one rod which is fixed to each transition element.
  • Transition elements which are each attached to the at least one rod, at a Length change of the bridge by the force acting on the rod compressive and tensile forces moves evenly on the sliding surface.
  • a uniform distribution of the entire gap width is achieved on the plurality of transition gaps.
  • Transition elements with a change in length of the adjacent bridge structure is comparable, for example, with the movement of a bellows of an accordion, in which also under tensile stress, the distances between the edges of the bellows are increased - analogous to the transition gaps between several
  • Transition elements designed substantially cuboid and have a square, preferably a rectangular, cross-section. In this embodiment, it is ensured that the approximately cuboid transition elements rest on their undersides on the sliding surface in each case and can slide on this in the longitudinal direction of the bridge back and forth.
  • a height of the transition element is dimensioned such that the opposite upper side of the transition elements forms a plane and thus accessible or drivable surface, which is preferably located in the roadway or inclination plane of the roadway.
  • a corresponding height of the transition elements so that their tops are each in the inclination plane of the roadway, achieved only by applying a corresponding asphalt surface layer on the tops of the transition elements.
  • transition elements also with substantially square cross sections.
  • the rod is made of a corrosion-resistant material in a roadway junction device.
  • the at least one rod which is anchored in the bridge and in a retaining device and transmits the tensile or compressive forces on the respectively attached thereto transition elements in a change in length of the bridge, in addition to a high mechanical load musts also a corrosion due to constantly changing weather conditions and exposure to, for example, chemical substances and fuels.
  • Lane transition device the rod disposed within a cladding tube and a gap between the rod and an inner wall of the cladding tube with a Backfilled mortar filled.
  • the internal rod is advantageously protected by a surrounding tubular casing.
  • the gap between the rod and the cladding tube is filled in each case.
  • the surrounding cladding tube is also stretched and the transition elements attached to the cladding tube are moved apart, each with a larger transition gap.
  • the cladding tube is made of a corrosion-resistant material in a roadway junction device according to the invention.
  • the cladding tube is made of a corrosion-resistant material in a roadway junction device according to the invention.
  • both the materials of the rod and of the surrounding cladding tube can be made corrosion-protected.
  • Transition element at least partially covered with an asphalt surface layer, wherein the asphalt covering layer is substantially flush with the road surface of the roadway.
  • Transition elements made with in-situ concrete.
  • transition elements can be
  • Lane transition device each transition element at least one precast element.
  • Prefabricated element a recess on which recess can be filled with filling concrete.
  • the transition elements for example, in place of a Bridge construction site completed.
  • Recesses correspondingly easier to transport are filled as transition elements of a full material, on site with filled concrete.
  • each precast element is designed substantially trough-shaped. Due to the trough-shaped design, the recesses of the precast elements can be particularly easily and conveniently filled in place with filled concrete.
  • a lane transition device can be specified by a sequence of the following steps: -a-producing at least one prefabricated element with one or more
  • the precast element is preferably made substantially trough-shaped
  • each a transition gap is set with a predetermined gap width
  • any number of bars are each anchored substantially in the longitudinal direction of the bridge structure between the holding device and a bridge end section.
  • the rods are guided freely to compensate for changes in length can.
  • the corresponding rod sections are connected to the corresponding transition element by the composite action between rod and transition element.
  • the precast element is preferably made substantially trough-shaped
  • Bridge end portion of the bridge structure and to a retaining device, which is arranged at a distance from the bridge end portion in or below a roadway, adjacent;
  • each a transition gap is set with a predetermined gap width
  • the rods are advantageously protected by means of cladding tubes against corrosion and environmental influences.
  • a lane transition device is indicated by the sequence of the following steps: -a producing precast elements having one or more recesses, wherein each precast element is preferably made substantially trough-shaped; -b- if necessary, transporting the precast elements to a place of installation;
  • Prefabricated elements each at their end faces on a sliding surface, wherein the frontally juxtaposed precast elements each have the same
  • Roadway widths roadway transition devices according to the invention are made in place from precast elements. Depending on the number of frontally juxtaposed prefabricated elements individual transition elements can be made in different road widths.
  • FIGS. 1 to 11 show in schematic representations:
  • FIG. 1 is a vertical sectional view of an overall view of a first embodiment of the inventive roadway transition device.
  • FIG. 2 shows a horizontal sectional view along the section line II-II according to FIG. 1;
  • FIG. 3 shows a sectional view along the section line III-III in FIG. 2 on an enlarged scale
  • FIG. 4 shows an alternative embodiment of the invention in a manner comparable to FIG. 3
  • FIG. 5 shows a sectional view along the line V-V according to FIG. 2 on an enlarged scale
  • FIGS. 6 to 11 each show different stages of a sectional view from the side
  • FIG. 6 shows a starting situation with already formed sliding surface
  • FIG. 7 shows a next method step with finished parts placed on the sliding surface
  • FIG. 8 shows a further process step with a built-rod and Abschalept on the outer end faces.
  • FIG. 10 shows a final step after the application of an asphalt surface course as well.
  • Fig. 11 illustrates the detail A of Fig. 10 on an enlarged scale.
  • Fig. 1 shows a roadway transition device 1 of a bridge 2, in which a
  • Bridge superstructure is firmly connected to an abutment and up to a
  • the Brückenendab section 2.1 is enough.
  • the Brückenendab section 2.1 forms here, for example, an edge substantially transverse to the longitudinal direction of the road.
  • Roadway junction device 1 further comprises a retaining device 3, a plurality of transition elements 4 and rods 5, which are arranged through the transition elements 4 and interconnect the transition elements 4 together.
  • Transition element 4 here in the embodiment shown in FIG. 1 essentially has a cuboid shape with a longitudinal axis 4.1 and a quadrangular, approximately square or rectangular, cross section 4.2.
  • the transition elements 4 in Fig. 1 are connected by means of the rods 5 with both the bridge 2, and with the retaining device 3.
  • a first bar end 5.1 of each bar 5 is anchored with an anchoring 6 of the bar 5 in the bridge 2.
  • the respective opposite, other rod end of the rod 5 5 is fixed with an anchor 7 of the rod 5 in the retaining device 3.
  • the rods 5 must consist of a corrosion-resistant building material in this embodiment of the invention.
  • Suitable materials for such bars 5 may be, for example, stranded stainless steel strands, rods of plastics or wires of fiber composites.
  • the bridge anchors 6 and the retaining anchors 7 of the rods 5 may be formed as composite anchors.
  • anchorage systems known per se for anchoring 6, 7 of the bar ends 5.1 or 5.2 can also be used from prestressed concrete construction.
  • Fig. 1 an already prepared sliding surface 8 can be seen in Fig. 1, which cut in a region between the retaining device 3 and the Brückenendab 2.1 of the bridge 2 is arranged.
  • the sliding surface 8 may be formed by way of example as a bituminous layer on a support layer 13.
  • the cuboid transition elements 4 are arranged in plan view substantially parallel to the end of the bridge 2. In the shown
  • Embodiment for example, seven approximately cuboid transition elements 4, each with substantially parallel longitudinal axes 4.1 used. Five bars 5 are used for uniform connection or load distribution over the entire width of the carriageway.
  • Fig. 3 direct connection of the rod 5 with each cuboid transition element 4.
  • This direct or fixed connection between each of the rods 5 and the cuboid transition elements 4 is easiest, for example, by a concreting the Rods 5 made in the cuboid transition elements 4.
  • composite stresses can be uniformly transmitted from the rods 5 to the transition elements 4 attached thereto and thus longitudinal strains of the bridge 2 can be compensated.
  • FIG. 4 An alternative embodiment of the connection between a rod 5 and a cuboid transition element 4 is shown in Fig. 4.
  • the rod 5 is made of a non-corrosion-resistant building material
  • an encapsulation of the rod 5 in a cladding tube 9 is additionally required as corrosion protection, wherein the cladding tube 9 is made of a corrosion-resistant material.
  • Suitable materials for bars 5 in this embodiment with a corrosion-resistant cladding tube 9 are, for example, ropes or tension wire strands of metallic materials.
  • the approximately cuboid transition element 4 is in each case in direct contact with a cladding tube 9, within which the rod 5 is arranged.
  • a frictional connection between the cladding tube 9 and the inner rod 5 is made by filling with grout 10. After curing, the grouting mortar 10 is able to transfer composite stresses between the cladding tube 9 and the rod 5.
  • the grouting mortar 10 is able to transfer composite stresses between the cladding tube 9 and the rod 5.
  • the cladding tube 9 is 9.1 and 9.2 also with its two Hüllrohrenden each in the bridge 2 and in the
  • Fig. 5 shows in a sectional view taken along line VV of Fig. 2, the arrangement of the cuboid transition elements 4 on the sliding surface 8 in detail. Between two adjacent cuboid transition elements 4 each have a transition gap 11 is provided with a gap width 11.1, in which the rod 5 is not embedded in concrete. In the remaining transition gap 11 can surface waters, thawing agents and dirt penetrate, which is why the execution of the rod 5 made of a corrosion-resistant building material to ensure a durable construction is required.
  • the longitudinal deformation of the bridge 2 is approximately uniformly distributed in relation to the stationary retaining devices 3 and the bridge anchors 7 of the plurality of bars 5 by the inventive roadway transition device 1 on the eight in this example eight formed transition column 11, as illustrated in Fig. 2.
  • the total acting longitudinal deformations are evenly divided to the number of transition gaps 11.
  • the deformation of each individual gap width 11.1 with a total deformation of 80 mm is thus only 10 mm in each case, which is comparatively easy to handle.
  • Transition column 11 and the gap widths 11.1 are in the planning of
  • Roadway transition device 1 set suitable. If the gap width 11.1 is smaller than originally provided in the production of the roadway transition device 1, compressive stresses occur in the rods 5 or, depending on the design, also in the cladding tubes 9 and in the grouting mortar 10. In the design of the roadway transition device 1 is therefore to consider whether the compressive stresses can be absorbed by the rods 5, or whether a scheduled stability failure occurs, which would result in earlier closure of the transition gap 11 adjacent the bridge 2. In an embodiment with cladding tubes 9 and grout 10 further care must be taken that the tensile stiffness of the roadway transition device 1 is not too large under compressive stress in the rods 5.
  • Roadway transition device 1 are compared with a reinforced concrete rod, which can occur under tensile stress cracks.
  • the change in length of the reinforced concrete rod under tensile load is approximately equal to the sum of the increases in the crack widths.
  • the concrete pieces between the cracks are subjected to a certain tensile stress by means of composite stresses which are conducted from the reinforcing rod into the concrete pieces, they therefore exhibit strains.
  • the tensile stiffness of the concrete pieces between the cracks is many times greater than that in the cracks
  • the retaining device 3 for example, arranged on a dam, it is either correspondingly difficult to train or anchor in the dam with so-called geogrids or similar anchoring means. If the bridge 2, for example, built adjacent to a tunnel, the bridge 2, for example, built adjacent to a tunnel, the
  • Retaining device 3 integrated into the sole of the tunnel and thus anchored stationary.
  • FIG. 6 shows a starting situation with a bridge 2, which is supported by bridge bearings 20 on the abutments 17. Adjacent to the abutment 17, a backfill 18 has already been introduced. Fixed to the abutment 17 is here a so-called drag plate 19 which rests on the backfill 18. On the drag plate 19 and the backfill 18, a support layer 13 is made. In the support layer 13 embedded on the support device 3. On the support layer 13 is between the
  • a sliding surface 8 is formed.
  • trough-shaped prefabricated elements 14 are placed on the sliding surface 8, so that consciously planned transition gaps 11 each remain with gap widths 11.1 between the trough-shaped prefabricated elements 14 according to FIG.
  • the precast elements 14 are here made of concrete and each have longitudinal axes 14.1.
  • the precast elements 14 are here in
  • bars 5 are installed between the holding device 3 and the bridge 2.
  • the rods 5 are performed substantially transversely through all trough-shaped precast elements 14 and at their respective bar end 5.1 with bridge anchors 6 in the bridge 2 and at their respective opposite bar end 5.2 with retaining anchors 7 in the
  • Retaining device 3 anchored. At the ends of the trough-shaped precast elements 14 a shuttering is attached.
  • Prefabricated elements 14 introduced. Before introducing the filled concrete 15, the points at which the bars 5 are performed by the trough-shaped precast elements 14, respectively on the insides of the trough-shaped precast elements 14 with a corresponding
  • an asphalt cover layer 12 is applied.
  • Asphalt cover layer 12 extends continuously on the support layer 13 of the dam, on the roadway junction device 1 and the bridge 2.
  • the ride comfort is the formation of a road 16 with a road surface 16.1, which through the
  • Asphalt cover layer 12 derived to the edge of the lane 16. If a scheduled cracking in the asphalt cover layer 12 in the region of the variable transition gaps 11 is allowed, then the underlying sliding surface 8 as a sealing plane for a
  • FIG. 11 shows, in a detail view A according to FIG. 10, on an enlarged scale the approximately trough-shaped prefabricated elements 14 which are already filled with filled concrete 15.
  • Each rod 5 is in each case in direct contact with the filling concrete 15 and connected thereto in a stationary manner.
  • the rod 5 is in each case freely movable, which contributes to the desired correspondingly large deformations of each rod 5 within its freely movable guided sections under tensile or compressive load.
  • the gap widths 11.1 thus adapt in each case to the prevailing voltage conditions. A jerky, delayed opening up of the transitional gaps 11 together with an associated peak load of the continuous asphalt surface layer 12 is thus prevented.
  • the trough-shaped prefabricated elements 14 each from two or more individual trough-shaped prefabricated elements 14 and these multiple precast elements 14 each strung together on their faces or end faces 14.3 in the longitudinal axis direction 14.1 on the sliding surface 8 to connect with each other.
  • appropriate sealing measures is to be ensured in this case that at the joints between juxtaposed
  • Prefabricated elements 14 no leakage of the filling concrete 15 may occur.
  • the individual juxtaposed trough-shaped precast elements 14 on the reinforcement and the filling concrete 15 with each other to a continuous, approximately cuboidal
  • Transition element 4 connected.
  • the production of two roadway transition devices 1 according to the invention, each with seven cuboidal transition elements 4 arranged next to one another, adjacent to the two, has been described with reference to FIGS. 6 to 11
  • the number of built in the roadway transition device 1 cuboid transition elements 4 may therefore be between 1 and 100.
  • the transition elements 4 in the illustrations Fig. 7 to Fig. 11 have approximately the same size. It may be advantageous to produce the transition elements 4 with different sizes and to carry out, for example, the adjacent to the bridge 2 transition element 4 with an increased width.
  • Roadway transition device 1 are also used in building construction as well as in civil engineering, if a passable or a walk-in construction surface at

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Road Paving Structures (AREA)
  • Bridges Or Land Bridges (AREA)

Abstract

L'invention concerne un dispositif de transition entre voies de circulation (1) pour disposer d'une partie de transition praticable entre une chaussée de circulation et un ouvrage d'art praticable situé dans le prolongement, en particulier un pont (2). Au moins un élément de transition (4) est placé sur une surface de glissement (8) située dans le prolongement du pont (2), L'axe longitudinal (4.1) dudit au moins un élément de transition (4) est disposé sensiblement parallèlement à un plan (16.1) de la chaussée (16) ainsi qu'à une partie terminale (2.1) du pont (2) et, entre ledit au moins un élément de transition (4) et la partie terminale (2.1) du pont adjacente et/ou un dispositif de retenue (3) adjacent qui est disposé à une certaine distance de la partie terminale (2.1) du pont, des fentes de transition (11) d'une largeur (11.1) prédéterminée sont ménagées respectivement. Ledit au moins un élément de transition (4) est fixé au niveau d'au moins une barre (5), laquelle barre (5) est disposée sensiblement dans la direction de l'axe longitudinal du pont (2) et est ancrée à une extrémité (5.1) dans le pont (2) et à l'autre extrémité (5.2), dans le dispositif de retenue (3).
EP14704116.4A 2013-02-19 2014-02-10 Joint de chaussée Active EP2959060B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50111/2013A AT514036B1 (de) 2013-02-19 2013-02-19 Fahrbahnübergangsvorrichtung
PCT/EP2014/052525 WO2014128017A1 (fr) 2013-02-19 2014-02-10 Dispositif de transition entre voies de circulation

Publications (2)

Publication Number Publication Date
EP2959060A1 true EP2959060A1 (fr) 2015-12-30
EP2959060B1 EP2959060B1 (fr) 2016-11-16

Family

ID=50097666

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14704116.4A Active EP2959060B1 (fr) 2013-02-19 2014-02-10 Joint de chaussée

Country Status (5)

Country Link
US (1) US9957676B2 (fr)
EP (1) EP2959060B1 (fr)
AT (1) AT514036B1 (fr)
PL (1) PL2959060T3 (fr)
WO (1) WO2014128017A1 (fr)

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RU2609782C1 (ru) * 2015-11-19 2017-02-03 Общество с ограниченной ответственностью "ППП "АБСИДА" Деформационный шов
WO2018185351A1 (fr) * 2017-04-06 2018-10-11 Ingeturarte, S.L. Dalle accordéon avec joints de dilatation et de contraction présentant une longue vie utile pour tabliers de ponts
JP6857540B2 (ja) * 2017-04-24 2021-04-14 株式会社竹中工務店 エキスパンションジョイント構造
CN107313338B (zh) * 2017-06-27 2023-02-28 中铁第四勘察设计院集团有限公司 高速铁路桥隧过渡段道岔梁结构及其施工方法

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US5513927A (en) * 1994-08-01 1996-05-07 Baker; Richard J. Bridge joint construction
JP3507295B2 (ja) * 1997-08-01 2004-03-15 キヤノン株式会社 トナー搬送ローラ及び現像装置
JPH11152707A (ja) * 1997-11-25 1999-06-08 Nitta Ind Corp 橋梁用伸縮継手
EP1187954A1 (fr) * 1999-06-18 2002-03-20 Vexcolt (Uk) Limited Raccord de pont
US8351687B1 (en) * 2004-09-24 2013-01-08 Watson Bowman Acme Corporation Bearing and expansion joint system including same
US20080148499A1 (en) * 2006-12-13 2008-06-26 Construction Research & Technology Gmbh Expansion joint system
WO2011072234A1 (fr) * 2009-12-10 2011-06-16 Construction Research & Technology Gmbh Système de joint de dilatation à contrôle d'équidistance de zone
US8790038B2 (en) * 2012-11-30 2014-07-29 Dynamic Surface Applications, Ltd. Expansion joint and methods of preparing same

Also Published As

Publication number Publication date
AT514036A1 (de) 2014-09-15
EP2959060B1 (fr) 2016-11-16
US20160108587A1 (en) 2016-04-21
PL2959060T3 (pl) 2017-03-31
AT514036B1 (de) 2015-03-15
US9957676B2 (en) 2018-05-01
WO2014128017A1 (fr) 2014-08-28

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