EP2959060B1 - Joint de chaussée - Google Patents

Joint de chaussée Download PDF

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Publication number
EP2959060B1
EP2959060B1 EP14704116.4A EP14704116A EP2959060B1 EP 2959060 B1 EP2959060 B1 EP 2959060B1 EP 14704116 A EP14704116 A EP 14704116A EP 2959060 B1 EP2959060 B1 EP 2959060B1
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EP
European Patent Office
Prior art keywords
joint
rod
roadway
prefabricated
bridge
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EP14704116.4A
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German (de)
English (en)
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EP2959060A1 (fr
Inventor
Johann Kollegger
Bernhard EICHWALDER
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Technische Universitaet Wien
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Technische Universitaet Wien
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Publication of EP2959060A1 publication Critical patent/EP2959060A1/fr
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    • 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
    • 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
    • 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 having the features of the preamble of claim 1.
  • 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.
  • 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.
  • 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.
  • 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.
  • high quality polymeric materials are 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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
  • the 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 a change in length of the bridge structure Anlagen-. or pressure forces are introduced from the bridge structure in the at least one rod, whereby the attached transition elements are moved evenly.
  • 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.
  • 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 roadway in the region of the transition gaps of the roadway 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 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.
  • 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.
  • 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.
  • the transition elements are substantially cuboid and have a quadrangular, preferably a rectangular, cross-section.
  • 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.
  • the rod in a roadway transition device, 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.
  • 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 upon expansion of the rod, 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 longevity of the road junction device is further increased.
  • 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.
  • both the materials of the rod and of the surrounding cladding tube can be made corrosion-protected.
  • 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.
  • each transition element of the roadway transition device comprises at least one precast element.
  • each prefabricated element has a recess, which recess can be filled with filling concrete.
  • the transition elements are placed in place Bridge construction site completed.
  • 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.
  • 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.
  • 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 rods are advantageously protected by means of cladding tubes against corrosion and environmental influences.
  • 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 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 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 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.
  • 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.
  • 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.
  • a roadway transition device 1 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.
  • 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 Fig. 4 An alternative embodiment of the connection between a rod 5 and a cuboid transition element 4 is shown in FIG Fig. 4 shown.
  • 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.
  • the grouting mortar 10 is able to transfer composite stresses between the cladding tube 9 and the rod 5.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 the tensile rigidity of the reinforcing rod which is still present 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 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.
  • 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.
  • 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.
  • 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.
  • a shuttering is attached at the ends of the trough-shaped precast elements 14 .
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • the production of two roadway transition devices 1 according to the invention 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.
  • 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.
  • these embodiments are not explicitly shown in the figures, they are included in the invention.

Claims (10)

  1. Dispositif de transition entre voies de circulation (1) servant à fournir une partie de transition praticable entre une chaussée de circulation et un ouvrage d'art praticable adjacent, en particulier un pont (2), les différentes déformations de la chaussée de circulation et de l'ouvrage d'art adjacent pouvant être compensées par le dispositif de transition entre voies de circulation (1), au moins un élément de transition (4) étant placé sur une surface de glissement (8) de manière adjacente au pont (2), l'axe longitudinal (4.1) de l'élément ou des éléments de transition (4) étant agencé sensiblement parallèlement à un plan (16.1) de la voie de circulation (16) ainsi que sensiblement parallèlement à une partie terminale (2.1) du pont (2) et des fentes de transition (11) présentant une largeur (11.1) prédéfinie étant ménagées dans chaque cas entre l'élément ou les éléments de transition (4) et la partie terminale (2.1) du pont adjacente et/ou un dispositif de retenue (3) adjacent, lequel est disposé à une certaine distance de la partie terminale de pont (2.1) dans ou au-dessous du plan (16.1) de la chaussée, caractérisé en ce que chaque élément de transition (4) comprend au moins un élément préfabriqué (14), lequel présente un évidement (14.2) pouvant être rempli de béton de remplissage (15), l'élément préfabriqué (14) étant réalisé de préférence sensiblement sous la forme d'une auge, et
    l'élément ou les éléments de transition (4) étant fixés sur au moins une barre (5) par adhérence entre la barre (5) et l'élément de transition (4), par le fait que la barre (5) est guidée à travers un point de passage dans l'évidement (14.2) de l'élément de transition (4) pouvant être rempli de béton de remplissage (15), de sorte que des contraintes d'adhérence peuvent être transférées de façon homogène de la barre (5) sur l'élément ou les éléments de transition (4) fixés dessus, laquelle barre (5) est agencée sensiblement dans la direction de l'axe longitudinal du pont (2) et ancrée à l'une de ses extrémités (5.1) dans le pont (2) au moyen d'un ancrage (6) et à son autre extrémité (5.2) dans le dispositif de retenue (3) au moyen d'un ancrage (7).
  2. Dispositif de transition entre voies de circulation (1) selon la revendication 1, caractérisé en ce que deux éléments de transition (4) ou plus sont placés sensiblement parallèlement l'un à l'autre, les axes longitudinaux (4.1) de chaque élément de transition (4) étant agencés dans chaque cas sensiblement parallèlement à un plan (16.1) de la voie de circulation (16) ainsi que sensiblement parallèlement à une partie terminale (2.1) du pont (2) et des fentes de transition (11) présentant une largeur (11.1) prédéfinie étant ménagées dans chaque cas entre les éléments de transition (4), les éléments de transition (4) étant reliés les uns aux autres par au moins une barre (5), laquelle est fixée sur chaque élément de liaison (4) individuel.
  3. Dispositif de transition entre voies de circulation (1) selon la revendication 1 ou 2, caractérisé en ce que les éléments de transition (4) sont sensiblement parallélépipédiques et présentent une section transversale (4.2) quadrangulaire, de préférence rectangulaire.
  4. Dispositif de transition entre voies de circulation (1) selon l'une quelconque des revendications 1 à 3, caractérisé en ce que la barre (5) est faite d'un matériau résistant à la corrosion.
  5. Dispositif de transition entre voies de circulation (1) selon l'une quelconque des revendications 1 à 4, caractérisé en ce que la barre (5) est agencée à l'intérieur d'un tube de gainage (9) et un espace intermédiaire entre la barre (5) et une paroi intérieure du tube de gainage (9) est rempli d'un mortier d'injection (10).
  6. Dispositif de transition entre voies de circulation (1) selon la revendication 5, caractérisé en ce que le tube de gainage (9) est fait d'un matériau résistant à la corrosion.
  7. Dispositif de transition entre voies de circulation (1) selon l'une quelconque des revendications 1 à 6, caractérisé en ce que chaque élément de transition (4) est recouvert au moins en partie d'une couche de recouvrement d'asphalte (12), la couche de recouvrement d'asphalte (12) se terminant sensiblement à fleur avec le plan (16.1) de la voie de circulation (16).
  8. Procédé de fabrication d'un dispositif de transition entre voies de circulation (1) selon l'une quelconque des revendications 1 à 7, caractérisé par une succession d'étapes suivantes :
    - a- la fabrication d'au moins un élément préfabriqué (14) présentant un ou plusieurs évidements (14.2), l'élément préfabriqué (14) étant fabriqué de préférence sensiblement en forme d'auge ;
    - b- le transport si nécessaire de l'élément ou des éléments préfabriqués (14) vers un emplacement de montage ;
    - c- le placement de l'élément ou des éléments préfabriqués (14), chacun des évidements (14.2) de celui-ci étant orienté dans chaque cas vers le haut, sur une surface de glissement (8), la surface de glissement (8) étant adjacente à une partie terminale (2.1) du pont (2) ainsi qu'à un dispositif de retenue (3), lequel est agencé à une certaine distance de la partie terminale (2.1) du pont dans une voie de circulation (16) ou au-dessous de celle-ci ;
    - d- l'orientation de l'élément ou des éléments préfabriqués (14) sur la surface de glissement (8), un axe longitudinal (14.1) de l'élément préfabriqué (14) étant orienté sensiblement parallèlement à un plan (16.1) de la voie de circulation (16) ainsi que sensiblement parallèlement à la partie terminale (2.1) du pont et dans chaque cas une fente de transition (11) présentant une largeur (11.1) prédéfinie étant ménagée entre l'élément préfabriqué (14) et d'autres éléments préfabriqués (14) adjacents et/ou la partie terminale (2.1) adjacente du pont et/ou le dispositif de retenue (3) adjacent ;
    - e- l'ancrage d'au moins une barre (5), laquelle est guidée à travers chaque élément préfabriqué (14) sensiblement transversalement à la direction d'axe longitudinal (14.1), à l'une de ses extrémités (5.1) dans le pont (2) au moyen d'un ancrage (6) et à son autre extrémité (5.2) dans le dispositif de retenue (3) au moyen d'un ancrage (7) ;
    - f- l'étanchéification des points d'étanchéité sur les faces intérieures de chaque évidement (14.2), sur lesquelles la ou les barres (5) sont guidées à travers chaque élément préfabriqué (14), dans chaque cas au moyen d'un joint d'étanchéité (21) et
    - g- le remplissage des évidements (14.2) à l'intérieur de chaque élément préfabriqué (14) de béton de remplissage pour obtenir dans chaque cas un élément de transition (4).
  9. Procédé de fabrication d'un dispositif de transition entre voies de circulation (1) selon l'une quelconque des revendications 1 à 7, caractérisé par une succession d'étapes suivantes :
    - a- la fabrication d'au moins un élément préfabriqué (14) présentant un ou plusieurs évidements (14.2), l'élément préfabriqué (14) étant fabriqué de préférence sensiblement en forme d'auge ;
    - b- le transport si nécessaire de l'élément ou des éléments préfabriqués (14) vers un emplacement de montage ;
    - c- le placement de l'élément ou des éléments préfabriqués (14), chacun des évidements (14.2) de celui-ci étant orienté dans chaque cas vers le haut, sur une surface de glissement (8), la surface de glissement (8) étant adjacente à une partie terminale (2.1) du pont (2) ainsi qu'un à dispositif de retenue (3), lequel est agencé à une certaine distance de la partie terminale (2.1) du pont dans une voie de circulation (16) ou au-dessous de celle-ci ;
    - d- l'orientation de l'élément ou des éléments préfabriqués (14) sur la surface de glissement (8), un axe longitudinal (14.1) de l'élément préfabriqué (14) étant orienté sensiblement parallèlement à un plan (16.1) de la voie de circulation (16) ainsi que sensiblement parallèlement à la partie terminale (2.1) du pont et dans chaque cas une fente de transition (11) présentant une largeur (11.1) prédéfinie étant ménagée entre l'élément préfabriqué (14) et d'autres éléments préfabriqués (14) adjacents et/ou la partie terminale (2.1) adjacente du pont et/ou le dispositif de retenue (3) adjacent ;
    - e- la fixation d'au moins un tube de gainage (9), lequel est guidé à travers chaque élément préfabriqué (14) sensiblement transversalement à la direction d'axe longitudinal (14.1), à l'une de ses extrémités (9.1) dans le pont (2) au moyen d'un ancrage (6) et à son autre extrémité (9.2) dans le dispositif de retenue (3) au moyen d'un ancrage (7) ;
    - f- l'étanchéification des points de passage sur les faces intérieures de chaque évidement (14.2), au niveau desquels le ou les tubes de gainage (9) sont guidés à travers chaque élément préfabriqué (14), dans chaque cas au moyen d'un joint d'étanchéité (21) et
    - g- le remplissage des évidements (14.2) à l'intérieur de chaque élément préfabriqué (14) de béton de remplissage (15) pour obtenir dans chaque cas un élément de transition (4) ;
    - h- l'introduction d'au moins une barre (5) dans chaque tube de gainage (9) ;
    - i- l'ancrage de chaque barre (5) à l'une de extrémités (5.1) dans le pont (2) au moyen d'un ancrage (6) et à son autre extrémité (5.2) dans le dispositif de retenue (3) au moyen d'un ancrage (7), et
    - j- le remplissage des espaces intermédiaires dans chaque cas entre une barre (5) et une paroi intérieure du tube de gainage (9) les entourant d'un mortier d'injection (10).
  10. Procédé de fabrication d'un dispositif de transition entre voies de circulation (1) selon l'une quelconque des revendications 8 ou 9, comprenant en outre les d'étapes suivantes :
    - a- la fabrication d'éléments préfabriqués (14) présentant un ou plusieurs évidements (14.2), chaque élément préfabriqué (14) étant fabriqué de préférence sensiblement en forme d'auge ;
    - b- le transport si nécessaire des éléments préfabriqués (14) vers un emplacement de montage ;
    - c- la juxtaposition de respectivement au moins deux des éléments préfabriqués (14) dans chaque cas au niveau de leurs faces frontales (14.3) sur une surface de glissement (8), les éléments préfabriqués (14) juxtaposés au niveau de leur face frontale présentant dans chaque cas la même direction d'axe longitudinal (14.1) ;
    - d- l'orientation des éléments préfabriqués (14) juxtaposés par leur face frontale sur la surface de glissement (8), l'axe longitudinal (14.1) des éléments préfabriqués (14) juxtaposés étant orienté sensiblement parallèlement à un plan (16.1) de la voie de circulation (16) ainsi que sensiblement parallèlement à la partie terminale (2.1) du pont et une fente de transition (11) présentant une largeur (11.1) prédéfinie étant ménagée dans chaque cas entre les éléments préfabriqués (14) et d'autres éléments préfabriqués (14) latéralement adjacents et/ou la partie terminale (2.1) adjacente du pont et/ou le dispositif de retenue (3) adjacent ;
    - e- l'étanchéification de jonctions sur les faces frontales (14.3) des éléments préfabriqués (14) juxtaposés ;
    - f- le placement d'une armature dans la zone des jonctions sur les faces frontales (14.3) des éléments préfabriqués (14) juxtaposés ;
    - g- le décoffrage de chaque face frontale (14.3) libre des éléments préfabriqués (14) les plus extérieurs aux extrémités de l'élément de transition (4) ;
    - h- l'ancrage d'au moins une barre (5) ou d'au moins une barre (5) guidée à l'intérieur d'un tube de gainage (9), laquelle barre (5) est guidée à travers au moins un élément préfabriqué (14) sensiblement transversalement à la direction d'axe longitudinal (14.1), à l'une de extrémités (5.1) dans le pont (2) au moyen d'un ancrage (6) et à son autre extrémité (5.2) dans le dispositif de retenue (3) au moyen d'un ancrage (7) ;
    - i- l'étanchéification des points de passage sur les faces intérieures de chaque évidement (14.2), au niveau desquelles la ou les barres (5) et/ou le tube de gainage (9) sont guidés à travers un élément préfabriqué (14), dans chaque cas au moyen d'un joint (21) ;
    - j- le remplissage des évidements (14.2) à l'intérieur de chaque élément préfabriqué (14) de béton de remplissage (15) pour obtenir dans chaque cas un élément de transition (4), et
    - k- le cas échéant, lors de l'insertion des tubes de gainage (9), le remplissage des espaces intermédiaires respectivement situés entre une barre (5) et une paroi intérieure du tube de gainage (9) qui l'entoure de mortier d'injection (10).
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)

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

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EP14704116.4A Active EP2959060B1 (fr) 2013-02-19 2014-02-10 Joint de chaussée

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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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Also Published As

Publication number Publication date
US9957676B2 (en) 2018-05-01
US20160108587A1 (en) 2016-04-21
PL2959060T3 (pl) 2017-03-31
AT514036A1 (de) 2014-09-15
EP2959060A1 (fr) 2015-12-30
WO2014128017A1 (fr) 2014-08-28
AT514036B1 (de) 2015-03-15

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