EP2959060B1 - Road expansion joint - Google Patents

Description

The invention relates to a roadway crossing device having the features of the preamble of claim 1.

From the prior art, different variants of passable roadway transition devices are known, such as from FR 2 717 512 A1 or EP 0 149 697 A1 , which are used to compensate for physical movements of walkable or accessible structures such as bridges opposite the directly adjacent 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. First and foremost, the deformations are changes in length which have to be absorbed and compensated by the roadway transition device. In individual cases, roadway transfer devices, in addition to the main movement in the longitudinal direction of the bridge, must still accommodate transverse displacements and rotations of the passable structure. Essential requirements for a roadway junction device are as far as possible tightness against water and dirt, easy accessibility during maintenance work, the lowest possible noise emissions during driving and a long service life of all individual components of the transition device.

Immediately adjacent to the roadway junction device, 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. Such joint support bands, which form a conclusion of the provided with a bituminous road surface or a concrete pavement roadway over the adjacent roadway transition device, usually made of corrosion-resistant steel edge strips. In order to avoid that by wear and occurrence of ruts in the pavement in the joint support bands mounted substantially transversely to the direction of the road edge strips of steel outrun above the level of the roadway start and the vehicles are driven over it is hitherto required that the upper Edges of the edge strips about 3 to 5 mm below the level of the road surface or the top of the joint support band end. It must also be ensured that there is no water at the bottom of the roadway crossing Supporting concrete located supporting concrete of the structure can get what makes complex seals required in this area. In order to meet all these requirements, in the production of roadway construction, a high-precision work is required, which generally makes the use of specialists necessary, currently known on the market roadway transfer devices usually have to be made by hand. The manufacture of roadway transfer devices is thus not only expensive, but also time consuming. Furthermore, currently used roadway devices usually have a significantly excessive road surface installation, which has a poor ride comfort when driving over the road junction devices and comparatively high noise emissions result. Problems also occur with the use of polymer concrete beams, which are used as joint support tape. Although such concrete polymer beams have very high strength and are therefore less susceptible to the occurrence of ruts due to heavy wear. However, such polymer concrete beams are usually too low elasticity, so that their installation causes considerable problems and it often comes to the formation of cracks either in the polymer concrete itself or in the connection area to the adjacent road surface through which water can penetrate and the underlying concrete is damaged.

Depending on the bridge length and width of the gap to be bridged, different roadway transition devices are currently used, which are briefly described below.

Roadway constructions with a so-called buttoned expansion profile can be used to bridge expansion joints up to 100 mm. At the 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.

Furthermore, so-called mats-roadway transition constructions are in use, 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. As a mat material high quality polymeric materials are used, usually chloroprene rubber or natural rubber materials are used. In order to improve the distribution of the load-influencing variables and to increase the carrying capacity, the polymeric materials can be reinforced with vulcanized steel elements.

In fingerway transition constructions, 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.

Roadway transition devices with spring-mounted transition elements are also already known from the prior art. The document US 3,880,540 A For example, it can be seen a roadway transition structure, in which transition elements are interconnected by resilient elements. For this purpose, 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.

According to a similar principle works from the document DE 44 25 037 C1 known roadway crossing. 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. When the gap widths change, shear deformations occur in the spring elements.

For very long bridge constructions usually a relatively wide transitional construction is necessary. 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. Basically, 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. Slat transition devices made of lamellas are assembled on a modular basis and can thus be efficiently adapted to the building conditions. The number of intermediate profiles results from the absorbable strain travel per sealing profile.

Such a lamellar construction for a roadway transition is for example from the document WO 00/79055 A1 already known. In this case, changes in length of the bridge structure are compensated by changing the gap widths between abutment and bridge, without longitudinal pressure forces acting on individual parts of the local design.

The currently known roadway junction devices, however, are expensive to produce and are among the most maintenance-intensive installations in bridge construction. In the life cycle of a bridge construction, these must be regularly maintained and often replaced several times, which means a negative impact on the driving due to interruptions caused by maintenance and renovation work also a high financial cost. Due to the high chemical load caused by the effects of thawing agents, tire abrasion and engine fuels and lubricants, in addition to the technical bridging of the roadway joints, appropriate sealing of the joints is required, which are either accommodated in the currently used constructions in the course of the roadway construction or which require an additionally executed sealing construction , Many of the currently used sealing systems are very complex constructions, which mostly originate from mechanical engineering and usually each have numerous error-prone joint connections. Such sealing systems are thus expensive and expensive both in production and in maintenance.

An additional parameter to be observed is the fulfillment of the acoustic requirements. If roadway constructions are used in which, for bridging the continuous transverse joints, for example, a softer material is used, an unacceptable high noise level can occur due to the resulting vertical jolt when driving on the roadway construction.

Furthermore, in the currently used systems, 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.

It is therefore an object of the present invention to provide a roadway junction device which compared to the currently known from the prior art embodiments has an improved service life at the same time reduced maintenance and which the formation of a continuous in the area of the roadway transition device roadway for concrete carriageways as well for bituminous roadways.

This object is achieved by a roadway junction device with the features of the preamble of claim 1 by the features stated in the characterizing part of claim 1. Advantageous embodiments and further developments of the invention are specified in the subclaims.

In a roadway transition device according to the invention 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 roadway junction device are compensated, 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 is arranged substantially parallel to a roadway level of the roadway and substantially parallel to a bridge end portion of the bridge structure and between the at least one transition element and the adjacent bridge end portion and / or an adjacent retaining device which is spaced from the bridge end portion is arranged in or below the road surface, each transition column with a predetermined gap width a The at least one transition element is attached to at least one rod by a composite effect between rod and transition element, whereby composite stresses from the rod evenly transferred to the at least one attached transition element, which rod arranged substantially in the longitudinal axis direction of the bridge structure and at one end of the rod with an anchoring in the Bridge structure and is anchored at its other end of the bar with an anchorage in the retaining device.

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 a change in length of the bridge structure Zug-. or pressure forces are introduced from the bridge structure in the at least one rod, whereby the attached transition elements are moved evenly. In the embodiment of a roadway transition device according to the invention there is at an elongation or compression of at least one rod in each transition element an area where no relative displacement between rod and transition element occurs and the transition element is fixedly mounted on the rod. The transition elements lie on a sliding surface between the bridge structure and the retaining device. Thus, 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. In particular, in embodiments with a plurality of transition elements advantageously 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 roadway in the region of the transition gaps of the roadway transition device are thus run over substantially without affecting the ride comfort. In the context of the invention, due to the plurality of small transition gaps, it is further possible to carry out an elastic road surface, for example an asphalt surface course, also in the region of the roadway transition device continuously and substantially without cracks.

Advantageously, 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 road surface of the roadway and substantially parallel to a bridge end portion of the bridge structure and between the transition elements each transition column with a predetermined Gap width are arranged, wherein the transition elements are connected to each other by at least one rod which is fixed to each individual transition element. In this embodiment, the two or more 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. Thus, a uniform distribution of the entire gap width is achieved on the plurality of transition gaps. The movement of the transition elements in a change in length of the adjacent bridge structure is comparable, for example, with the movement of a bellows of an accordion, in which the distances between the edges of the bellows are also increased under tensile stress - analogous to the transition gaps between multiple transition elements - and at a compressive stress the Reduce evenly between the edges of the bellows.

Appropriately, in a roadway transition device according to the invention, the transition elements are substantially cuboid and have a quadrangular, 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. Optionally, 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. Depending on the embodiment, it is conceivable within the scope of the invention to use transition elements also with substantially square cross sections.

In a preferred embodiment of the invention, 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 weiters also a corrosion due to constantly changing weather conditions and exposure to, for example, chemical substances and fuels. By using corrosion-resistant materials for the production of each rod, the life of a roadway transition device according to the invention is advantageously increased.

In a further development of the invention, in a roadway transition device, the rod is arranged particularly advantageously within a cladding tube, and an intermediate space between the rod and an inner wall of the cladding tube is arranged with a Backfilled mortar filled. In this embodiment, the internal rod is advantageously protected by a surrounding tubular casing. In order to ensure that the tensile and compressive forces are transmitted to the transition elements with a change in length of the bridge structure even when using a cladding tube, the gap between the rod and the cladding tube is filled in each case. Thus, upon expansion of the rod, 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.

Appropriately, the cladding tube is made of a corrosion-resistant material in a roadway junction device according to the invention. In this embodiment, the longevity of the road junction device is further increased. Thus, different, not or only insufficiently corrosion-protected materials can be used as a rod material, as given by the surrounding cladding of a corrosion-resistant material appropriate protection. Particularly advantageously, both the materials of the rod and of the surrounding cladding tube can be made corrosion-protected.

In the case of a roadway transition device according to the invention, each transition element is preferably covered at least in sections with an asphalt cover layer, with the asphalt surface layer terminating substantially flush with the roadway plane of the roadway. As already mentioned above, it is thus possible within the scope of the invention to provide a continuous asphalt surface course also in the area of the variable small transition gap in a roadway transition device with numerous transition elements, which remains substantially free of cracks due to the small transition gaps.

According to the invention, each transition element of the roadway transition device comprises at least one precast element.

According to the invention, each prefabricated element has a recess, which recess can be filled with filling concrete. For example, the transition elements are placed in place Bridge construction site completed. For this purpose, prefabricated elements, which are correspondingly easier to transport through their recesses than transition elements made of a solid material, filled on site with filling concrete.

Particularly expediently, in the case of a roadway transition device according to the invention, 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- Herstellen zumindest eines Fertigteilelements mit einer oder mit mehreren Ausnehmungen, wobei das Fertigteilelement vorzugsweise im Wesentlichen trogförmig hergestellt wird;
• b- Erforderlichenfalls Transportieren des zumindest einen Fertigteilelements zu einem Einbauort;
• c- Verlegen des zumindest einen Fertigteilelements mit jeder seiner Ausnehmungen jeweils nach oben auf einer Gleitfläche, wobei die Gleitfläche an einen Brückenendabschnitt des Brückenbauwerks sowie an eine Festhaltevorrichtung, welche in einem Abstand zum Brückenendabschnitt in oder unterhalb einer Fahrbahn angeordnet ist, angrenzt;
• d- Ausrichten des zumindest einen Fertigteilelements auf der Gleitfläche, wobei eine Längsachse des Fertigteilelements im Wesentlichen parallel zu einer Fahrbahnebene der Fahrbahn sowie im Wesentlichen parallel zum Brückenendabschnitt ausgerichtet wird und zwischen dem Fertigteilelement und weiteren angrenzenden Fertigteilelementen und/oder dem angrenzenden Brückenendabschnitt und/oder der angrenzenden Festhaltevorrichtung jeweils ein Übergangsspalt mit einer vorgegebenen Spaltbreite eingerichtet wird;
• e- Verankern mindestens eines Stabs, welcher im Wesentlichen quer zur Längsachsenrichtung durch jedes Fertigteilelement hindurchgeführt wird, an seinem einen Stabende mit einer Verankerung im Brückenbauwerk und an seinem anderen Stabende mit einer Verankerung in der Festhaltevorrichtung;
• f- Abdichten der Durchführungsstellen an den Innenseiten jeder Ausnehmung, an denen der mindestens eine Stab durch jedes Fertigteilelement durchgeführt wird, mit jeweils einer Abdichtung und
• g- Verfüllen der Ausnehmungen innerhalb jedes Fertigteilelements mit Füllbeton zu jeweils einem Übergangselement.

A preferred method for producing a roadway transition device according to the invention can be specified by a sequence of the following steps:

• a- producing at least one precast element with one or more recesses, wherein the precast element is preferably made substantially trough-shaped;
• b- if necessary transporting the at least one prefabricated element to a place of installation;
• c- laying the at least one prefabricated element with each of its recesses each up on a sliding surface, wherein the sliding surface adjacent to a bridge end portion of the bridge structure and to a retaining device, which is arranged at a distance to the bridge end portion in or below a roadway;
• d- aligning the at least one prefabricated element on the sliding surface, wherein a longitudinal axis of the precast element is aligned substantially parallel to a roadway level of the carriageway and substantially parallel to the bridge end portion and between the precast element and other adjacent precast elements and / or the adjacent bridge end portion and / or the adjoining holding device in each case a transition gap is set with a predetermined gap width;
• anchoring at least one bar which is passed through each prefabricated element substantially transversely to the longitudinal axis direction, at its one bar end with an anchoring in the bridge structure and at its other bar end with an anchoring in the arresting device;
• f- sealing the lead-through points on the insides of each recess, where the at least one rod is passed through each prefabricated element, each with a seal and
• g- filling the recesses within each prefabricated element with filled concrete to a respective transition element.

In this variant of a manufacturing method, 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. In the field of bushings of the rods through each precast element and within the transition column, so in the spaces between the transition elements, the rods are guided freely to compensate for changes in length can. In the areas within the prefabricated elements, which are each filled with filled concrete, the corresponding rod sections are connected to the corresponding transition element by the composite action between rod and transition element.

• a- Herstellen zumindest eines Fertigteilelements mit einer oder mit mehreren Ausnehmungen, wobei das Fertigteilelement vorzugsweise im Wesentlichen trogförmig hergestellt wird;
• b- Erforderlichenfalls Transportieren des zumindest einen Fertigteilelements zu einem Einbauort;
• c- Verlegen des zumindest einen Fertigteilelements mit jeder seiner Ausnehmungen jeweils nach oben auf einer Gleitfläche, wobei die Gleitfläche an einen Brückenendabschnitt des Brückenbauwerks sowie an eine Festhaltevorrichtung, welche in einem Abstand zum Brückenendabschnitt in oder unterhalb einer Fahrbahn angeordnet ist, angrenzt;
• d- Ausrichten des zumindest einen Fertigteilelements auf der Gleitfläche, wobei eine Längsachse des Fertigteilelements im Wesentlichen parallel zu einer Fahrbahnebene der Fahrbahn sowie im Wesentlichen parallel zum Brückenendabschnitt ausgerichtet wird und zwischen dem Fertigteilelement und weiteren angrenzenden Fertigteilelementen und/oder dem angrenzenden Brückenendabschnitt und/oder der angrenzenden Festhaltevorrichtung jeweils ein Übergangsspalt mit einer vorgegebenen Spaltbreite eingerichtet wird;
• e- Befestigen mindestens eines Hüllrohres, welches im Wesentlichen quer zur Längsachsenrichtung durch jedes Fertigteilelement hindurchgeführt wird, an seinem einen Hüllrohrende mit einer Verankerung im Brückenbauwerk und an seinem anderen Hüllrohrende mit einer Verankerung in der Festhaltevorrichtung;
• f- Abdichten der Durchführungsstellen an den Innenseiten jeder Ausnehmung, an denen das mindestens eine Hüllrohr durch jedes Fertigteilelement durchgeführt wird, mit jeweils einer Abdichtung;
• g- Verfüllen der Ausnehmungen innerhalb jedes Fertigteilelements mit Füllbeton zu jeweils einem Übergangselement;
• h- Einführen mindestens eines Stabs in jedes Hüllrohr;
• i- Verankern jedes Stabs an seinem einen Stabende mit einer Verankerung im Brückenbauwerk und an seinem anderen Stabende mit einer Verankerung in der Festhaltevorrichtung, und
• j- Verfüllen der Zwischenräume jeweils zwischen einem Stab und einer Innenwand des umgebenden Hüllrohres mit Verpressmörtel.

An advantageous variant of a method for producing a roadway transition device according to the invention can be specified by a sequence of the following steps:

• a- producing at least one precast element with one or more recesses, wherein the precast element is preferably made substantially trough-shaped;
• b- if necessary transporting the at least one prefabricated element to a place of installation;
• c- laying the at least one prefabricated element with each of its recesses each up on a sliding surface, wherein the sliding surface adjacent to a bridge end portion of the bridge structure and to a retaining device, which is arranged at a distance to the bridge end portion in or below a roadway;
• d- aligning the at least one prefabricated element on the sliding surface, wherein a longitudinal axis of the precast element is aligned substantially parallel to a roadway level of the carriageway and substantially parallel to the bridge end portion and between the precast element and other adjacent precast elements and / or the adjacent bridge end portion and / or the adjoining holding device in each case a transition gap is set with a predetermined gap width;
• fastening at least one cladding tube, which is guided through each precast element essentially transversely to the longitudinal axis direction, at its one cladding tube end with an anchoring in the bridge structure and at its other cladding tube end with an anchoring in the arresting device;
• f- sealing the lead-through points on the insides of each recess, where the at least one cladding tube is passed through each precast element, each with a seal;
• g- filling the recesses within each prefabricated element with filled concrete to a respective transition element;
• h- introducing at least one rod into each cladding tube;
• i- anchoring each bar at its one bar end with an anchor in the bridge structure and at its other bar end with an anchorage in the restraint, and
• Fill the gaps between a rod and an inner wall of the surrounding cladding with grout.

In this production variant, the rods are advantageously protected by means of cladding tubes against corrosion and environmental influences.

• a- Herstellen von Fertigteilelementen mit einer oder mit mehreren Ausnehmungen, wobei jedes Fertigteilelement vorzugsweise im Wesentlichen trogförmig hergestellt wird;
• b- Erforderlichenfalls Transportieren der Fertigteilelemente zu einem Einbauort;
• c- Aneinanderreihen von jeweils mindestens zwei im Wesentlichen trogförmigen Fertigteilelementen jeweils an ihren Stirnflächen auf einer Gleitfläche, wobei die stirnseitig aneinander gereihten Fertigteilelemente jeweils dieselbe Längsachsenrichtung aufweisen;
• d- Ausrichten der stirnseitig aneinander gereihten Fertigteilelemente auf der Gleitfläche, wobei die Längsachse der aneinandergereihten Fertigteilelemente im Wesentlichen parallel zu einer Fahrbahnebene der Fahrbahn sowie im Wesentlichen parallel zum Brückenendabschnitt ausgerichtet wird und zwischen den aneinander gereihten Fertigteilelementen und weiteren seitlich angrenzenden Fertigteilelementen und/oder dem angrenzenden Brückenendabschnitt und/oder der angrenzenden Festhaltevorrichtung jeweils ein Übergangsspalt mit einer vorgegebenen Spaltbreite eingerichtet wird;
• e- Abdichten von Stoßstellen an den Stirnflächen der aneinander gereihten Fertigteilelemente;
• f- Verlegen einer Bewehrung im Bereich der Stoßstellen an den Stirnflächen der aneinander gereihten Fertigteilelemente;
• g- Abschalen der jeweils freien Stirnfläche der äußersten Fertigteilelemente an den Enden des Übergangselements;
• h- Verankern mindestens eines Stabs oder mindestens eines innerhalb eines Hüllrohrs geführten Stabs, welcher Stab im Wesentlichen quer zur Längsachsenrichtung durch zumindest ein Fertigteilelement hindurchgeführt wird, an seinem einen Stabende mit einer Verankerung im Brückenbauwerk und an seinem anderen Stabende mit einer Verankerung in der Festhaltevorrichtung;
• i- Abdichten der Durchführungsstellen an den Innenseiten jeder Ausnehmung, an denen der mindestens eine Stab und/oder das Hüllrohr durch ein Fertigteilelement durchgeführt wird, mit jeweils einer Abdichtung;
• j- Verfüllen der Ausnehmungen innerhalb jedes Fertigteilelements mit Füllbeton zu jeweils einem Übergangselement, und
• k- Gegebenenfalls bei Einsatz von Hüllrohren Verfüllen der Zwischenräume jeweils zwischen einem Stab und einer Innenwand des umgebenden Hüllrohres mit Verpressmörtel.

An alternative variant of a method for producing a roadway transition device according to the invention is given by the sequence of the following steps:

• a- producing prefabricated elements with one or more recesses, each prefabricated element is preferably made substantially trough-shaped;
• b- if necessary, transporting the precast elements to a place of installation;
• c- juxtaposition of at least two substantially trough-shaped precast elements each at their end faces on a sliding surface, wherein the front side juxtaposed precast elements each have the same longitudinal axis direction;
• d- Aligning the front side juxtaposed prefabricated elements on the sliding surface, wherein the longitudinal axis of the juxtaposed precast elements is aligned substantially parallel to a road surface of the road and substantially parallel to the bridge end and between the juxtaposed precast elements and other laterally adjacent precast elements and / or the adjacent Bridge end portion and / or the adjacent retaining device each a transition gap is set with a predetermined gap width;
• e- sealing joints at the end faces of the juxtaposed precast elements;
• f- laying a reinforcement in the region of the joints on the end faces of the juxtaposed precast elements;
• g- peeling off the respective free end face of the outermost prefabricated elements at the ends of the transition element;
• h-anchoring at least one rod or at least one rod guided within a cladding tube, which rod is passed through at least one precast element substantially transversely to the longitudinal axis direction, at its one rod end with an anchorage in the bridge structure and at its other rod end with an anchoring in the retaining device;
• i- sealing the feedthrough sites on the insides of each recess, where the at least one rod and / or the cladding tube is performed by a precast element, each having a seal;
• filling the recesses within each prefabricated element with filled concrete into a respective transition element, and
• k- If necessary, when using ducts filling the gaps between a rod and an inner wall of the surrounding cladding with Verpressmörtel.

Advantageously, with such a production method, even in the case of large roadway widths, roadway transition devices according to the invention can be produced on site from precast elements. Depending on the number of frontally juxtaposed prefabricated elements individual transition elements can be made in different road widths.

• Fig. 1 in einer vertikalen Schnittansicht eine Gesamtansicht einer ersten Ausführungsform der erfindungsgemäßen Fahrbahnübergangsvorrichtung;
• Fig. 2 eine horizontale Schnittansicht längs der Schnittlinie II-II gemäß Fig. 1;
• Fig. 3 eine Schnittansicht längs der Schnittlinie III-III in Fig. 2 in vergrößertem Maßstab;
• Fig. 4 eine alternative Ausführungsform der Erfindung in einer mit Fig. 3 vergleichbaren Schnittansicht;
• Fig. 5 eine Schnittansicht längs der Linie V-V gemäß Fig. 2 in vergrößertem Maßstab;
• Fig. 6 bis Fig. 11 jeweils in Schnittansichten von der Seite unterschiedliche Stadien eines Verfahrens zur Herstellung einer erfindungsgemäßen Fahrbahnübergangsvorrichtung, wobei
• Fig. 6 eine Ausgangssituation mit bereits ausgebildeter Gleitfläche;
• Fig. 7 einen nächsten Verfahrensschritt mit auf der Gleitfläche aufgelegten Fertigteilen;
• Fig. 8 einen weiteren Verfahrensschritt mit einem eingebauten Stab und Abschalungen an den äußeren Stirnflächen;
• Fig. 9 einen nächsten Herstellungsschritt nach dem Einbringen von Füllbeton;
• Fig. 10 einen abschließenden Schritt nach dem Aufbringen einer Asphaltdeckschicht sowie
• Fig. 11 das Detail A aus Fig. 10 in vergrößertem Maßstab veranschaulichen.

In the following the invention will now be described with reference to the embodiments illustrated in the drawings. The invention is in Fig. 1 to Fig. 11 shown. In each case show in schematic representations:

• Fig. 1 in a vertical sectional view of an overall view of a first embodiment of the roadway transition device according to the invention;
• Fig. 2 a horizontal sectional view along the section line II-II according to Fig. 1 ;
• Fig. 3 a sectional view taken along the section line III-III in Fig. 2 on an enlarged scale;
• Fig. 4 an alternative embodiment of the invention in one with Fig. 3 comparable sectional view;
• Fig. 5 a sectional view taken along the line VV according to Fig. 2 on an enlarged scale;
• Fig. 6 to Fig. 11 each in sectional views from the side different stages of a method for producing a roadway junction device according to the invention, wherein
• Fig. 6 an initial situation with already formed sliding surface;
• Fig. 7 a next process step with placed on the sliding surface finished parts;
• Fig. 8 a further process step with a built-in rod and Abschalungen on the outer end faces;
• Fig. 9 a next manufacturing step after the introduction of filled concrete;
• Fig. 10 a final step after applying an asphalt surface course as well
• Fig. 11 the detail A off Fig. 10 illustrate on an enlarged scale.

Fig. 1 shows a roadway junction device 1 of a bridge 2, in which a bridge superstructure is firmly connected to an abutment and extends to a bridge end portion 2.1. The bridge end section 2.1 here forms, for example, an edge substantially transversely to the longitudinal direction of the roadway. The 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. Each transition element 4 has here in the in Fig. 1 The embodiment shown substantially 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. For this purpose, 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. Alternatively, 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.

Furthermore is in Fig. 1 to recognize an already prepared sliding surface 8, which is arranged in a region between the retaining device 3 and the bridge end portion 2.1 of the bridge 2. According to Fig. 1 are the approximately cuboid transition elements 4, which are made here of concrete, mounted on the sliding surface 8 and disposed between the retaining device 3 and the bridge 2. The sliding surface 8 may be formed by way of example as a bituminous layer on a support layer 13.

In Fig. 2 It can be seen that the cuboid transition elements 4 are arranged in the plan view substantially parallel to the end of the bridge 2. In the embodiment shown, for example, seven approximately cuboid transition elements 4 are used, each with substantially parallel longitudinal axes 4.1. Five bars 5 are used for uniform connection or load distribution over the entire width of the carriageway.

Important for the function of a roadway transition device 1 according to the invention is an in Fig. 3 illustrated 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 most easily prepared, for example, by a concreting of the rods 5 in the cuboid transition elements 4. Thus, 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.

An alternative embodiment of the connection between a rod 5 and a cuboid transition element 4 is shown in FIG Fig. 4 shown. If 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. Thus, in this embodiment, the transmission of longitudinal expansion of the bridge 2 to the bars 5 and of these in turn further to the transition elements 4 guaranteed. The cladding tube 9 is likewise fastened in the region of the anchors 6, 7 with its two cladding tube ends 9.1 and 9.2, respectively in the bridge 2 and in the retaining device 3.

Fig. 5 shows in a sectional view taken along the line VV 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.

Shortening of the bridge 2, which are caused for example by a decrease in temperature, lead to an extension of the distance between the retaining device 3 and the bridge end portion 2.1 and thus to an extension of the rods 5. Due to the extension of the rods 2, an opening of the transition column 11 and caused an enlargement of the individual gap widths 11.1, since the individual transition elements 4 are fixed directly and fixedly to the rods 5. The longitudinal deformation of the bridge 2 is distributed approximately uniformly with respect to the stationary retaining devices 3 or the bridge anchors 7 of the plurality of bars 5 by the roadway transition device 1 according to the invention on the eight formed in this example transition gaps 11, as in Fig. 2 is illustrated. For example, in a longitudinal deformation of the bridge 2 by a total of 80 mm, the total acting longitudinal deformations are evenly divided to the number of transition gaps 11. With eight 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.

The uniformed changes in the gap widths 11.1 are only possible if tensile and compressive forces arise in the bars 5. The tensile or compressive forces in the rods 5 lead to corresponding changes in length of the rods 5. The stationary fixation of the individual transition elements 4 along the rods 5, the transition elements 4 in longitudinal deformations of the bridge 2 on the sliding surface 8 between the retaining device 3 and the bridge end 2.1 moved back and forth accordingly and thus compensated for the total deformation of the roadway transition device 1 and divided into several individual transition gaps 11 with variable gap widths 11.1 or evened.

Extensions of the bridge 2, for example as a result of a temperature increase lead to a reduction in the gap widths 11.1 of the transition column 11. The number of transition gaps 11 and the gap widths 11.1 are suitable in the planning of the lane transition device 1 set. If the gap width 11.1 is smaller than originally provided in the manufacture 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.

For the tensile forces that occur, the behavior of a roadway transition device 1 according to the invention can be compared with a reinforced concrete rod, in which cracks can occur under tensile stress. 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. Although 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. However, the tensile stiffness of the concrete pieces between the cracks is many times greater than the tensile rigidity of the reinforcing rod which is still present in the cracks.

The resulting in a deformation of the bridge 2 in the bars 5 forces must be absorbed by the retaining device 3. If 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 is erected, for example adjacent to a tunnel, the retaining device 3 can also be integrated into the sole of the tunnel and thus anchored stationary.

In this embodiment shown here after completion of the bridge 2 with a directly passable roadway 16 made of concrete and a roadway transition device 1 adjacent road 16 made of concrete a continuous road surface made of concrete available.

The production of a roadway transition device 1 according to the invention is described below with reference to the schematic figures Fig. 6 to Fig. 11 explained.

Fig. 6 shows a starting situation with a bridge 2, which is superimposed with 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 layer 3. On the support layer 13, a sliding surface 8 is formed between the retaining device 3 and the end of the bridge 2.

In the next step of the manufacturing process are according to Fig. 7 For example, trough-shaped precast elements 14 placed on the sliding surface 8, so deliberately planned transition gaps 11 each remain with gap widths 11.1 between the trough-shaped precast elements 14. The precast elements 14 are here made of concrete and each have longitudinal axes 14.1. The prefabricated elements 14 are here designed substantially trough-shaped with a recess 14.2 and placed on the sliding surface 8, that the recesses 14.2 are respectively at their tops.

In the following step, which in Fig. 8 is illustrated, rods 5 are installed between the retaining device 3 and the bridge 2. The rods 5 are essentially transversely through all trough-shaped precast elements 14 performed and anchored at its 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. At the ends of the trough-shaped precast elements 14 a shuttering is attached.

The next step is according to Fig. 9 Füllbeton 15 introduced into the trough-shaped precast elements 14. Before the filling concrete 15 is introduced, the points at which the rods 5 are passed through the trough-shaped prefabricated elements 14 are respectively sealed to the insides of the trough-shaped prefabricated elements 14 with a corresponding seal 21. By introducing Füllbeton 15 in the trough-shaped precast elements 14 transition elements 4 are then obtained, which are each connected directly to the rod 5.

Finally, according to Fig. 10 an asphalt cover layer 12 is applied. The asphalt cover layer 12 runs continuously on the support layer 13 of the dam, on the roadway junction device 1 and the bridge 2. The ride comfort is by forming a road 16 with a road surface 16.1, which is formed by the continuous asphalt surface layer 12, compared to conventional designs Roadway constructions in which the roadway sections consists of different building materials, each with different roadway properties, significantly improved.

The material of the continuous asphalt surface layer 12 and the uniform changes in the gap widths 11.1 of the transition column 11 are to be carefully coordinated with each other. An enlargement of the transition gap 11 is to be absorbed by corresponding strains in the asphalt cover layer 12. In the case of an intact, uncracked asphalt surfacing layer 12, the surface water is discharged via the asphalt surfacing layer 12 to the edge of the roadway 16. If a planned crack formation in the asphalt cover layer 12 in the region of the variable transition gaps 11 is permitted, then the underlying sliding surface 8 is to be formed as a sealing plane for a surface water.

Fig. 11 shows in a detailed view A according to Fig. 10 on an enlarged scale, the approximately trough-shaped precast 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. Within the passages through the trough-shaped precast elements 14 and in the planned transitional gaps 11, 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. Thus, it is ensured that the transition elements 4 are moved back and forth with changes in length of the bridge 2 due to the tensile or compressive loaded rods 5 without delays on the sliding surface 8. 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.

If the roadway width of the bridge 2 becomes too large, it may be advantageous to manufacture the trough-shaped prefabricated elements 14 each from two or more individual trough-shaped prefabricated elements 14 and these multiple prefabricated 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. By suitable sealing measures is to be ensured in this case that at the joints between juxtaposed precast elements 14 no leakage of the filling concrete 15 may occur. In such an embodiment with end-side aligned precast elements 14, it may be advantageous, for example, to lay a reinforcement in the interior of the trough-shaped prefabricated elements 14 in the region of the joints on the end faces 14.3. Thus, the individual juxtaposed trough-shaped precast elements 14 are connected via the reinforcement and the filling concrete 15 together to form a continuous, approximately cuboid transition element 4.

Based on the illustrations Fig. 6 to Fig. 11 By way of example, the production of two roadway transition devices 1 according to the invention, each having seven parallelepiped-shaped transition elements 4 arranged next to each other, is shown adjacent to the two bridge end sections 2.1 of a bridge 2. The number of transition elements 4 per lane transition device 1 is dependent on the deformations to be absorbed for real applications. 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 pictures 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. Analogously, a roadway transition device 1 according to the invention can also be used in building construction as well as in civil engineering, if a trafficable or a walkable construction surface is to be produced while simultaneously receiving different deformations between two construction parts. Although these embodiments are not explicitly shown in the figures, they are included in the invention.

List of position signs

1

Road junction device

2

bridge

2.1

Brückenendabschnitt

3

The fixture

4

Transition element

4.1

Longitudinal axis of the transition element

4.2

Cross section of the transition element

5

Rod

5.1

Bar end (or 5.2)

6

Anchoring the bar in the bridge

7

Anchoring the rod in the retaining device

8th

sliding surface

9

cladding tube

9.1

Cladding tube end (or 9.2)

10

grout

11

Transition gap

11.1

Gap width of the transition gap

12

asphalt surface

13

base course

14

Prefabricated element

14.1

Longitudinal axis of the precast element

14.2

Recess of the precast element

14.3

End face or end face of the finished part element

15

filling concrete

16

roadway

16.1

Road level or inclination plane of the roadway

17

abutment

18

backfill

19

dragging plate

20

bridge bearings

21

seal

Claims (10)

1. A roadway joint device (1) for providing a drivable joint section between a road and a drivable adjoining structure, in particular a bridge structure (2), wherein the various deformations of the road and the adjoining structure may be compensated by the roadway joint device (1), wherein there is placed on a sliding surface (8) adjacently to the bridge structure (2) at least one joint element (4), wherein the longitudinal axis (4.1) of the at least one joint element (4) is arranged substantially parallel to a plane (16.1) of the roadway (16) and substantially plane to a bridge end section (2.1) of the bridge structure (2) and joint gaps (11) with a specified width (11.1) are arranged between the at least one joint element (4) and the adjoining bridge end section (2.1) and/or an adjoining retaining device (3), which is arranged at a distance to the bridge end section (2.1) within or underneath the plane (16.1), characterized in that each joint element (4) comprises at least one prefabricated element (14) that has a recess (14.2), which recess (14.2) is fillable with filling concrete (15), wherein the prefabricated element (14) is preferably configured substantially trough-like, wherein the at least one joint element (4) is attached to at least one rod (5) by way of compound effect between rod (5) and joint element (4) by guiding the rod (5) through a feedthrough points into the recess (14.2) fillable with filling concrete (15) of the joint element (4), whereby compound tensions may be transferred from the rod in a uniformized way to the at least one joint element (4) attached thereto, said rod (5) being arranged substantially in the direction of the longitudinal axis direction of the bridge structure (2) and being anchored in the bridge structure (2) at one rod end (5.1.) thereof using an anchoring (6) and in the retaining device (3) at the other rod end (5.2.) thereof using an anchoring (7).
2. The roadway joint device (1) according to claim 1, characterized in that two or several joint elements (4) are placed substantially in parallel with each other, wherein the longitudinal axes (4.1) of each joint element (4) are each arranged substantially in parallel with a plane (16.1) of the road (16) as well as with a bridge end section (2.1) of the bridge structure (2) and wherein between the joint elements (4) there are arranged respective joint gaps (11) with a specified gap width (11.1), wherein the joint elements (4) are connected with each other by at least one rod (5), which is attached to every individual joint element (4).
3. The roadway joint device (1) according to claim 1or 2, characterized in that the joint elements (4) are substantially cuboid and have a quadrangular, preferably a rectangular, cross-section (4.2).
4. The roadway joint device (1) according to any of claims 1 to 3, characterized in that the rod (5) is made from a corrosion-resistant material.
5. The roadway joint device (1) according to any of claims 1 to 4, characterized in that the rod (5) is arranged within a cladding tube (9) and that a space between the rod (5) and an internal wall of the cladding tube (9) is filled with grouting mortar (10).
6. The roadway joint device (1) according to claim 5, characterized in that the cladding tube (9) is made from a corrosion-resistant material.
7. The roadway joint device (1) according to any of claims 1 to 6, characterized in that each joint element (4) is covered at least in some sections by an asphalt cover layer (12), wherein the asphalt cover layer (12) ends substantially flush with the plane (16.1) of the roadway (16).
8. A method for producing a roadway joint device (1) according to any of claims 1 to 11, characterized by a sequence of the following steps:

   - a- producing at least one prefabricated element (14) having one or several recesses (14.2), wherein the prefabricated element (14) is preferably produced substantially trough-like;

   - b- where required, transporting the at least one prefabricated element (14) to an installation location;

   - c- placing the at least one prefabricated element (14) with each of the recesses (14.2) thereof facing upwards on a sliding surface (8), wherein the sliding surface (8) adjoins a bridge end section (2.1) of the bridge structure (2) as well as a retaining device (3), which is arranged at a distance to the bridge end section (2.1) within or underneath a roadway (16);

   - d- aligning the at least one prefabricated element (14) on the sliding surface (8), wherein a longitudinal axis (14.1) of the prefabricated element (14) is aligned substantially parallel to a plane (16.1) of the roadway (16) as well as substantially parallel to the bridge end section (2.1) and wherein between the prefabricated element (14) and further adjoining prefabricated elements (14) and/or the adjoining bridge end section (2.1) and/or the adjoining retaining device (3) there is placed respectively one joint gap (11) with a specified width (11.1);

   - e- anchoring at least one rod (5), which is guided substantially transversally to the direction of the longitudinal axis (14.1) through each prefabricated element (14), using at one rod end (5.1) thereof an anchoring (6) in the bridge structure (2) and at the other end (5.2) thereof an anchoring (7) in the retaining device (3);

   - f- sealing the feedthrough points on the internal surfaces of each recess (14.2), at which the at least one rod (5) is guided through each prefabricated element (14), using respectively one sealing (21) and

   - g- filling the recesses (14.2) within each prefabricated element (14) with filling concrete (15) to respectively one joint element (4).
9. A method for producing the roadway joint device (1) according to any of claims 1 to 7, characterized by a sequence of the following steps:

   - a- producing at least one prefabricated element (14) having one or several recesses (14.2), wherein the prefabricated element (14) is preferably produced substantially trough-like;

   - b- where required, transporting the at least one prefabricated element (14) to an installation location;

   - c- placing the at least one prefabricated element (14) with each of the recesses (14.2) thereof facing upwards on a sliding surface (8), wherein the sliding surface (8) adjoins a bridge end section (2.1) of the bridge structure (2) as well as a retaining device (3), which is arranged at a distance to the bridge end section (2.1) within or underneath a roadway (16);

   - d- aligning the at least one prefabricated element (14) on the sliding surface (8), wherein a longitudinal axis (14.1) of the prefabricated element (14) is aligned substantially parallel to a plane (16.1) of the roadway (16) as well as substantially parallel to the bridge end section (2.1) and wherein between the prefabricated element (14) and further adjoining prefabricated elements (14) and/or the adjoining bridge end section (2.1) and/or the adjoining retaining device (3) there is placed respectively one joint gap (11) with a specified width (11.1);

   - e- attaching at least one cladding tube (9), which is guided substantially transversally to the direction of the longitudinal axis (14.1) through each prefabricated element (14), at one cladding tube end (9.1) thereof using an anchoring (6) in the bridge structure (2) and at the other cladding tube end (9.2) thereof using an anchoring (7) in the retaining device (3);

   - f- sealing the feedthrough points on the internal surfaces of each recess (14.2), at which the at least one cladding tube (9) is guided through each prefabricated element (14), using respectively one sealing (21);

   - g- filling the recesses (14.2) within each prefabricated element (14) with filling concrete (15) to respectively one joint element (4).

   - h- inserting at least one rod (5) into each cladding tube (9);

   - i- anchoring each rod (5) at one rod end (5.1) thereof using an anchoring (6) in the bridge structure (2) and at the other rod end (5.2) thereof using an anchoring (7) in the retaining device (3), and

   - j- filling each of the spaces between a rod (5) and an internal wall of the surrounding cladding tube (9) with grouting mortar (10).
10. The method for producing a roadway joint device (1) according to any of claim 8 or 9, further including the following steps:

    - a- producing prefabricated elements (14) having one or several recesses (14.2), wherein each prefabricated element (14) is preferably produced substantially trough-like;

    - b- where required, transporting the prefabricated elements (14) to an installation location;

    - c- lining up respectively at least two of the prefabricated elements (14) respectively at the front surfaces (14.3) thereof on a sliding surface (8), wherein the prefabricated elements (14) that are lined up at the front surfaces thereof each have the same direction of the longitudinal axis (14.1);

    - d- aligning the prefabricated elements (14) that are lined up at the front surfaces thereof on the sliding surface (8), wherein the longitudinal axis (14.1) of the lined-up prefabricated elements (14) is aligned substantially parallel to a plane (16.1) of the roadway (16) as well as substantially parallel to the bridge end section (2.1) and wherein there is installed respectively one joint gap (11) with a specified gap width (11.1) between the lined-up prefabricated elements (14) and further laterally adjoining prefabricated elements (14) and/or the adjoining bridge end section (2.1) and/or the adjoining retaining device (3);

    - e- sealing joint points at the front surfaces (14.3) of the lined-up prefabricated elements (14);

    - f- placing a reinforcement in the area of the joint points at the front surfaces (14.3) of the lined-up prefabricated elements (14);

    - g- boarding the respective free front surface (14.3) of the outmost prefabricated elements (14) at the ends of the joint element (4);

    - h- anchoring at least one rod (5) or at least one rod (5) that is guided within a cladding tube (9), which rod (5) is guided substantially transversally to the direction of the longitudinal axis (14.1) through at least one prefabricated element (14), at the one rod end (5.1.) thereof using an anchoring (6) in the bridge structure (2) and at the other rod end (5.2) thereof using an anchoring (7) in the retaining device (3);

    - i- sealing the feedthrough points at the internal surfaces of each recess (14.2), at which the at least one rod (5) and/or the cladding tube (9) is guided through a prefabricated element (14), using respectively one sealing (21);

    - j- filling the recesses (14.2) within each prefabricated element (14) with filling concrete (15) to respectively one joint element (4), and

    - k- where required when using cladding tubes (9), filling the respective spaces between a rod (5) and an internal surface of the surrounding cladding tube (9) with grouting mortar (10).

Images