EP1355009B1 - Bridging device for joints - Google Patents

Description

The present invention relates to a bridging device for joint gaps according to the preamble of patent claim 1.

In buildings that exceed certain dimensions, it is necessary to provide expansion joints to compensate for thermal expansion, in order to avoid destruction of the structures. This applies in particular to bridge structures in which the thermal expansions can take on enormous proportions. It is therefore known, in particular for bridge structures corresponding bridging devices for joint gaps between building parts, in particular bridge parts to provide. For example, the EP 0 821 104 such a bridging device. The in the EP 0 821 104 described bridging device has a safety device that allows in addition to the compensation of normal dimensional changes to protect under extreme loads of the bridging device, for example in an earthquake, the elaborate expansion joint and edge structures from destruction.

Although in the EP 0 821 104 described Überbückungsvorrichtung this task reliably, it has the disadvantage that the bridging device or expansion joint construction after triggering the safety device is no longer suitable for the intended use, since the expansion joint construction at too great a reduction in the width of the joint gap, z. B. by an earthquake, the expansion joint construction pushes out of the joint gap. In addition, this safety device does not allow compensation of other excessive, the normal dimension exceeding movements of the joint gap forming structures to each other, for example, beyond the permissible extent enlargement of the joint gap width or a transverse movement of the building parts to each other, which leads to an offset of the building parts with respect to the joint gap , Furthermore, the shows FR 2775 991 a bridging device, which is no longer passable after triggering.

It is therefore the object of the present invention to provide a lock-up device which avoids these disadvantages of the known lock-up devices, and in particular to provide a lock-up device which ensures a backup of the expansion joint constructions or edge constructions at the joint gap from destruction when exceeding certain limits of movement of the adjacent building parts while maintaining allows the intended use, with different different movements and border crossings to be protected.

This object is achieved with a bridging device with the features of claim 1. Advantageous embodiments are the subject of the dependent claims.

The present invention is based on the idea to provide the bridging device with a safety device that is divisible when exceeding a certain limit load or movement limits in two mutually movable elements that move under the influence of excessive load in a certain defined manner to each other and so that the exceeding of the movement limits of the joint gap forming structural parts compensate. In order to maintain the function of the bridging device or the expansion joint construction in such an emergency situation, the expansion joint construction must remain as possible in place in the joint gap, so that it is necessary according to the invention, after exceeding the Limit load mutually movable elements of the safety device to arrange on one of the building parts and on the other to the expansion joint construction, ie to provide the safety device between expansion joint construction and one of the building parts. In this way it is possible to protect the expansion joint construction or the edge structures at the joint gap even when exceeding the permissible limits of movement of adjacent building parts, even if it must be accepted that the safety device is possibly destroyed by separation into two parts. However, the damage is defined here kept within narrow limits, and a restoration of the lock-up device is possible by simply replacing the safety device. In addition, this design of a safety device on a bridging construction offers the advantage that different types of movement can be compensated.

Thus, according to a first aspect of the invention, the safety device is constructed so that it comprises at least one rail and a carriage or rail and carriage sections, wherein the carriage in the rail is normally fixed, but after exceeding a limit load, for. B. in the earthquake, can be moved to compensate for sliding movements, especially transversal movements between building parts, in particular bridge parts. Here, in turn, an element, ie the rail or the carriage, is arranged on the building part, while the other element of the safety device accommodates the expansion joint construction or is a part thereof, a compensation of particular transverse movements between the building parts is possible without it to a Destruction of the bridging device or expansion joint construction comes.

The realization of the safety device by means of a rail and a carriage movable therein has the advantage that no appreciable damage to the safety device must occur even if the limit load is exceeded. So it is for example advantageous to clamp the carriage in the rail to produce a certain limit load, so that between slide and rail a certain frictional force is present, which corresponds to the limit load, so that below the limit load no relative movement between rail and carriage is possible. The clamping of the carriage in the rail can be done, for example, that elastically braced Elements between rail and carriage are arranged, which generate the corresponding frictional force between the carriage and rail. Preferably, these clamping elements are designed as sliding bearings, so that after exceeding a limit load, the elastic elements are not destroyed by the sliding of the carriage in the rail.

Alternatively or additionally, of course, other measures for generating a movement barrier for the carriage in the rail before reaching the limit load are taken, for example, could be provided in the rail one or more stop devices that can be overcome only when a limit load is exceeded. Preferably, the stop devices could be actuated by the rail itself, e.g. a predetermined breaking point is provided on the stop device.

In order to be able to trigger the safety device when corresponding transverse forces occur, it is advantageous to provide a triggering mechanism which ensures transmission of the transverse forces to the safety device, ie rail and slide. For example, in a Dehnfugenkonstruktion consisting of the joint gap trusses and the joint gap covering middle and edge profiles, which in turn are arranged on the trusses, corresponding to the center profiles or edge profiles stop elements are provided, which in a freely selectable movement of the center profiles come into mutual attack in the direction of the joint longitudinal axis and transmitted via the trusses, the lateral forces on the safety device. Depending on the design of the expansion joint construction, a stop element may be sufficient, as for example in the case of the later-described pivoting-frame construction, in which a stop element is sufficient on a center profile which cooperates with an adjacent edge profile.

In a particularly advantageous embodiment of the safety device for compensating sliding movements or transverse movements between bridge components, the carriage comprises a wedge plate, which is preferably arranged below the edge profile support or the truss receiver, so that on the wedge plate an oblique arrangement of the edge profile of the expansion joint construction with respect to the horizontally oriented Rail is made possible. This advantageous embodiment allows the transversal fuses Also to use for bridges that are inclined on one or two sides transverse to the direction of travel to allow drainage of rainwater on the road.

Preferably, in such a construction, the rail and the edge structure are constructed of two parts. The second rail serves, in particular, to prevent a first edge construction which is movably arranged on the slide and thus in the first rail with the edge profile support in the vertical direction before lifting off or in the horizontal direction along the longitudinal axis of the bridge at the separation from the stationary second edge construction of the bridge component. Preferably, therefore, the two rail parts are in particular arranged vertically evenly spaced from each other, wherein the upper second rail part is hook-shaped encompassed by a slide member and secured by a corresponding Abheingsicherung, for example in the form of holding elements, with respect to the mutual lifting. Preferably, a sealing profile is then provided between the stationary second edge construction and the first edge construction movable with the carriage, which would be torn from its position upon actuation of the safety device due to the oblique formation of the movable edge construction. However, additional damage to the edge construction will not take place in this advantageous embodiment of the invention due to the movably arranged edge construction.

According to a second aspect of the present invention, the safety device has a certain volume enclosing, in particular cuboidal basic structure, wherein the first firmly interconnected elements which are movable after exceeding a defined limit load to each other, formed by two preferably substantially L-shaped profile shapes , which can move after exceeding the limit load against each other so that the enclosed volume is consumed or move the two opposite sides of the cuboid to each other. This compensation of excessive reduction of the joint gap is possible without the expansion joint construction must be pushed out of the joint gap. Rather, the space occupied by the particular cuboid safety device in the normal case, provided in an emergency for receiving the expansion joint construction. This in turn provides a simple and cost-effective way to protect the expansion joint construction or the edge structures from damage due to excessive movement of adjacent to the joint gap building parts.

Since it is advantageous to allow the movement of the elements of the safety device to proceed in a defined manner, can advantageously be provided in a Dehnfugenkonstruktion having the joint gap bridging trusses that the trusses pierce the cuboid safety device, so that the trusses at the same time serve as guides for the movement of the two L-shaped elements of the safety device after exceeding the limit load.

The L-shaped elements of the safety device can be made of any suitable components, such as e.g. full-surface steel profiles, lattice-like structures, steel sheets, edge profile elements, edge profile carriers, etc. may be formed or composed of these.

According to a third aspect of the present invention, the safety device is formed as part of the expansion joint construction, wherein the expansion joint construction includes traverses that bridge the joint gap. The two elements of the safety device, which are firmly connected to each other under normal load, but separate when exceeding the limit load and can move in a defined manner to each other, are formed here on the one hand by anchoring the trusses on a building part and on the other hand by the truss body of the trusses , However, the safety device is realized only with trusses that are below a certain minimum length, which in turn is related to the maximum permissible joint gap widths. This short trusses, which are below a certain minimum length, namely usually limit the maximum width of the joint gap. However, there are also traverses with greater length, it can be accepted according to the idea of the present invention, a replacement of the short trusses of their structural anchoring, if there is still a sufficient number of long trusses that give the lock-up device a certain minimum stability.

It is particularly advantageous if the trusses with a short length, which are released from the anchorage when exceeding the limit load stabilize the anchoring opposite side, as in addition to the smaller number of supporting trusses and the lower coverage of the trusses with the building part on which they rest on may be critical to the stability of the lock-up device. This can be achieved in a simple manner by providing a driver device which, when the permissible maximum joint gaps are exceeded, takes along the short trusses with the one structural part. Preferably, this is done by truss plates, which are arranged at the end of the traverse, which is opposite to the anchorage, and which are designed in their diameter so that they come into abutment, for example, with the edge profile of the anchoring opposite expansion joint construction side.

The construction of a bridging device with a safety device in the manner described above has the particular advantage that the longer trusses, which are not released from its anchorage during the emergency situation, in particular together with the cover profiles arranged on the trusses as guide elements for the trusses released from the anchoring serve and thus after a short-term enlargement of the joint gap also ensures that the expansion joint construction is not destroyed when the joint gap closes again. Incidentally, this also applies to the embodiments of the safety device according to the invention with regard to the other emergency situations, transverse movements or excessive closing of the joint gap.

Of course, it is particularly advantageous to realize one or more in particular all embodiments of the safety device according to the invention in a lock-up device in order to meet all possible loads. Here, it has also proven particularly useful to arrange different safety devices separately on different sides of the joint gap.

Fig. 1

eine Draufsicht auf eine erfindungsgemäße Überbrückungsvorrichtung, bei der der Fugenspalt bei Normalbelastung seine maximal erreichbare Breite erreicht hat;

Fig. 2

eine Draufsicht auf die Überbrückungsvorrichtung nach Fig. 1, bei der der Fugenspalt bei Normalbelastung seine minimale Breite aufweist;

Fig. 3

eine Schnittansicht durch die Überbrückungsvorrichtung nach Fig. 1 mit maximaler Fugenspaltbreite in der Normalbelastung;

Fig. 4

eine Schnittansicht der Überbrückungsvorrichtung aus Fig. 2 mit einer für die Normalbelastung minimalen Fugenspaltbreite;

Fig. 5

die Überbrückungsvorrichtung gemäß Fig. 1 bei einer transversalen Belastung;

Fig. 6

eine perspektivische Darstellung der Sicherheitseinrichtung der Überbrückungsvorrichtung aus Fig. 1 zur Kompensation einer transversalen Belastung;

Fig. 7

eine Draufsicht auf die Überbrückungsvorrichtung aus Fig. 1 mit betätigter Sicherheitseinrichtung bei einer Unterschreitung der zulässigen minimalen Fugenspaltbreite (Notfall);

Fig. 8

eine Schnittansicht der Überbrückungsvorrichtung aus Fig. 1 im Zustand der Fig. 7;

Fig. 9

eine Draufsicht auf die Überbrückungsvorrichtung gemäß Fig. 1 bei Überschreitung der maximalen Fugenspaltbreite (Notfall);

Fig. 10

eine Schnittansicht der Überbrückungsvorrichtung nach Fig. 1 gemäß dem Zustand der Fig. 9 entlang einer langen Traverse;

Fig. 11

eine Schnittansicht der Überbrückungsvorrichtung nach Fig. 1 gemäß dem Zustand der Fig. 9 entlang einer kurzen Traverse;

Fig. 12

eine teilweise Draufsicht auf die Überbrückungsvorrichtung nach Fig. 1 in einem Zustand mit überschrittener maximaler Fugenspaltbreite und transversaler Belastung der Überbrückungsvorrichtung;

Fig. 13

eine teilweise Ansicht der Überbrückungsvorrichtung aus Fig. 1 von unten, bei der Anschlagelemente des Auslösemechanismus für die transversale Sicherheitseiririchtung zu sehen sind;

Fig. 14

in den Teilbildern (a) und (b) einen Schnitt des Randbereichs der Dehnfugenkonstruktion mit der Randkonstruktion entlang der Brückenlängsachse am Rand der Brücke (Teilbild (a)) und der Mitte der Brücke (Teilbild (b)); und in

Fig. 15

in den Teilbildern (a) bis (c) eine Seitenansicht (a) und zwei Schnittansichten entlang der Schnittlinien A-A (b) und B-B (c) aus Fig. 14 (a)

Further advantages, characteristics and features of the present invention will become apparent from the following detailed description of two embodiments. The accompanying drawings show in

Fig. 1

a plan view of a bridging device according to the invention, in which the joint gap has reached its maximum achievable width under normal load;

Fig. 2

a plan view of the lock-up device according to Fig. 1 in which the joint gap has its minimum width under normal load;

Fig. 3

a sectional view through the lock-up device according to Fig. 1 with maximum joint gap width in the normal load;

Fig. 4

a sectional view of the lock-up device Fig. 2 with a minimum gap width for the normal load;

Fig. 5

the lockup device according to Fig. 1 at a transversal load;

Fig. 6

a perspective view of the safety device of the lock-up device Fig. 1 to compensate for a transversal load;

Fig. 7

a plan view of the lock-up device Fig. 1 with activated safety device when the permissible minimum joint gap width is undershot (emergency);

Fig. 8

a sectional view of the lock-up device Fig. 1 in the state of Fig. 7 ;

Fig. 9

a plan view of the lock-up device according to Fig. 1 when exceeding the maximum joint gap width (emergency);

Fig. 10

a sectional view of the lock-up device according to Fig. 1 according to the state of Fig. 9 along a long traverse;

Fig. 11

a sectional view of the lock-up device according to Fig. 1 according to the state of Fig. 9 along a short crossbar;

Fig. 12

a partial plan view of the lock-up device according to Fig. 1 in a state with exceeded maximum joint gap width and transverse load of the lock-up device;

Fig. 13

a partial view of the lock-up device Fig. 1 from below, are seen in the stop elements of the trigger mechanism for the transverse Sicherheitseiririchtung;

Fig. 14

in the partial images (a) and (b) a section of the edge region of the expansion joint construction with the edge construction along the bridge longitudinal axis at the edge of the bridge (partial image (a)) and the center of the bridge (partial image (b)); and in

Fig. 15

in the partial images (a) to (c) a side view (a) and two sectional views taken along the section lines AA (b) and BB (c) Fig. 14 (a)

The Fig. 1 shows a bridging device according to the invention, which bridges a joint gap 1 between the building parts 2 and 3. Here, the building part 2, for example, the stationary bridgehead and the building part 3, the movable bridge trailer. The bridging device according to the invention, the Fig. 1 is shown, has a Dehnfugenkonstruktion 4, which consists essentially of the track cross members 5a, 5b and the edge trusses 8 and arranged thereon center sections 6.

The trusses 5a, 5b, 8 lie with their ends on the building parts 2 and 3. At the bridge-head-side ends, the trusses 5a, 5b and 8 are firmly received in crossbar connections 13, wherein the crossbars 5a and 5b are arranged pivotably about the truss connections 13. The other end of the trusses 5a, 5b and 8 is freely movably received in truss boxes 7 which are located in the bridge truss 3 below the bridge top, e.g. the roadway, are arranged.

At the building edges of the expansion joint construction 4 edge profiles 9 and 11 are provided which are fixedly connected to the building parts 2 and 3. Since the middle sections 6 via retaining bracket 14 (see Fig. 3 ) are arranged displaceably on the trusses 5a, 5b and 8, wherein a special arrangement and construction of the sliding bearing between the brackets 14 and the trusses 5a, 5b and 8 ensures that upon rotation of the trusses 5a, 5b and 8, the center profiles. 6 remain at regular intervals to each other, when opening or closing the joint gap, which can be caused for example by thermal changes in length, a control mechanism ensure that the distances of the center sections 6 remains uniform (see EP-B-512 123 ). As if from a comparison of Fig. 1 and 2 becomes clear, so change in the bridging device, which is shown here, during a longitudinal movement of the building parts 2 and 3 to each other, ie transverse to the joint gap, not only the distances of the center profiles 6 to each other, but also the trusses 5a and 5b change their position with respect to the orientation and the overlap, with which they rest on the building part 3 and protrude into the truss boxes 7.

The operation of the expansion joint construction 4 is also from the sectional views of 3 and 4 clearly, the conditions of the expansion joint construction in the Fig. 1 or 2 correspond. In the sectional view of Fig. 3 In particular, it becomes clear how the central profiles 6 are held over the retaining clips 14, which surround the cross members 5. Between the central profiles 6 sealing profiles 10 are provided which can elastically adjust to the variable distances between the central profiles 6 and ensure a seal of the joint gap 1. From the representations of 3 and 4 In addition, it is also clear that the edge profiles 9 and 11 in each state of the expansion joint construction 4, ie with a large gap width as well as a small gap width, are fixedly connected to the building parts 2 and 3.

Although in the Fig. 1 to 4 described expansion joint construction already allows a large change in the joint gap width and the transverse offset, additional securing devices are provided in the embodiment shown, which allow an even stronger movement of the building parts 2 and 3 to each other. Thus, a transversal protection 12 is provided at the edge of the bridgehead 2, while an upsetting box 15 is additionally arranged on the bridge support 3. In addition, by forming the different length traverses 5a and 5b and their arrangement of truss terminals 13 further securing against strong movements of the building parts 2 and 3 to each other. First, however, the fuse by means of the compression box 15 is discussed in more detail.

As in Fig. 1 can be seen, the compression box 15 is provided over the entire width of the bridge construction. From the Fig. 3 one takes that the compression box on the bridge trailer 3 by a box bottom 18, a box wall 19, a box cover 20 and the edge profile 9 is formed with the edge profile support 16 which is connected via the strut 17 with the box bottom 18. Above the box lid 20, a compression box cover 22 is provided, which allows a smooth transition from the road surface to the expansion joint construction 4. The individual parts of the compression box 15 can in any suitable manner, for example as steel profiles, steel sheets and the like. be realized. In order to allow access to the traverses in the truss boxes 7, 19 Traversroughs 21 are provided in particular on the box wall.

The operation of the compression box 15 is from the Fig. 7 and 8th clear, showing the state of a maximum reduction of the joint gap 1 between the building parts 2 and 3 without damaging the Dehnfugen- or edge constructions with the exception of the safety device. In the plan view of Fig. 7 In this case, it becomes clear that the track cross members 5a and 5b are completely accommodated in the truss boxes 7 in this state and that the truss lid 20 of the compression box 15 has pushed over the truss boxes 7 along the road surface.

In the sectional view of Fig. 8 the significant reduction in the joint gap width 1 can be seen. The compression box 15 has been split in the reduction of the joint gap width in substantially two parts, which have a substantially L-shaped in cross-section. The one element is formed by the box bottom 18 and the box wall 19, which are fixedly connected to the bridge support 3: The other element, which also has an L-shaped cross-section, is formed by the edge profile 9 with the edge profile support 16 and the box lid 20 formed. By reducing the joint gap width, the joints of the two L-shaped parts, namely the connection of the strut 17 with the box bottom 18 and the interface between the box lid 20 and box wall 19 were broken. After breaking these connections, the upper L-shaped element with the box lid 20 could be moved further in the direction of the bridge support 3, wherein the box cover 20 has almost parallel to the bridge top, ie the road surface moves, while the compression box cover 22 is removed from its position has as well as part of the road surface. By upsetting box 15, however, further damage to the bridge parts 2 and 3 or the expansion joint construction 4 could be avoided.

As already in the Fig. 1 to 4 illustrated, the lock-up device according to the illustrated embodiment further comprises a securing device for continued compensation of excessive transverse movements between the building parts 2 and 3, which is provided as a transversal backup by the reference numeral 12. The Fig. 6 shows in a perspective view a partial view of the transversal fuse 12, which in essentially consists of a rail 24 and a carriage 25 which can move along the rail when a maximum load limit has been exceeded.

The rail 24 consists of an upper part 27, a rear wall 28 and a rail bottom 29 and a baffle 30, so that the carriage 25 is slidably guided in the space between the rear wall 28, bottom 29 and baffle 30. At the bottom 29 of the rail 24 also anchors 31 are provided which allow a secure embedding of the rail in the edge construction of the bridgehead 2. The rail 25 consists of two parallel bars 36 which are connected by struts 26 with each other. In addition, the carriage 25 truss receptacles 33 for forming the truss terminals 13, in which the track cross members 5a, 5b and the edge trusses 8 can be accommodated. On the upper part 27, a sealing profile receptacle 32 is furthermore provided.

The carriage 25 is clamped between the upper part 27 and the bottom 29 of the rail 24 by means of elastically bracing sliding bearing 35, so that between the lower rod 36 of the carriage 25 and the bottom 29 of the rail 24, a frictional force results, which corresponds to the desired limit load. Alternatively or additionally, it is also possible to provide stoppers in the rail which limit the movement of the carriage 25 during a normal load of the bridging device. If the limit load were exceeded, then the stoppers would be removed by the carriage 25, e.g. separated from the rail 24 at a predetermined breaking point.

In order to trigger a movement of the carriage 25 in the rail 24, various triggering mechanisms are conceivable. On the one hand, the roadway cross members 5a and 5b of the expansion joint structure 4 can be arranged so that they lead to a jamming of the expansion joint construction 4 in a transversal load of the bridging device, so that a transfer of the transverse forces to the transversal backup 12 is possible. Alternatively, it is also conceivable to attach stops between the track cross members 5 a and 5 b or between the center profiles 6 in a suitable manner, which would also allow transmission of transverse forces to the transverse fuse 12 when a certain range of motion is exceeded.

When the transversal fuse 12 is triggered, the carriage 25 moves according to the applied transverse force in the rail 24 and thus allows a transverse offset between the building parts 2 and 3. This is for example in the Fig. 5 shown. In the Fig. 5 the transverse displacement between the bridgehead 2 and the bridge trailer 3 is identified by the reference numeral 23. It should also be noted that the rail 24 does not have to extend over the entire bridge width, but that individual small sections may be sufficient.

In addition to the in Fig. 5 to 8 illustrated load capabilities of the expansion joint construction, namely a transverse load and a longitudinal load in such a way that the gap width is reduced, the lock-up device of the embodiment shown also provides protection against excessive longitudinal movements of the building parts 2 and 3 to each other, in which increases the joint gap width or exceeds a permissible limit. This is in the Fig. 9 to 11 shown.

While the Fig. 9 a plan view of the lock-up device according to the embodiment of Fig. 1 shows in a state in which the allowable joint gap width is exceeded, the sectional views of the show 10 and 11 this condition in cross-sections along long trusses 5b ( Fig. 10 ) and short trusses 5a ( Fig. 11 ). How out Fig. 9 it can be seen, when the maximum permissible joint gap width is exceeded, the short track cross members 5a and the edge cross members 8 are removed from the crossbar connections 13, while the long cross members 5b are still accommodated in the crossbar connections 13. Although thus the number of supporting trusses is very small and the overlap of the crossbar support in the truss boxes 7 is minimal, a sufficient stability of the expansion joint construction 4 is ensured by the stabilization of the expansion joint construction 4 with the short trusses 5a by means of the center profiles 6.

Like in the Fig. 10 If the maximum joint gap width is exceeded, the long trusses 5b are completely extended out of the truss boxes 7, to such an extent that they are still just received in the edge profile 9 or in the edge profile carriers 16. On the other hand, the long trusses 5b are securely received in the truss connections 13 via the truss protection 34.

The short traverses 5a, on the other hand (see Fig. 11 ) have, however, slipped out of the truss connections 13 and have moved away from them, whereby previously a truss safety has been removed at the intended limit load. As a traverse protection 34 here are all suitable measures, such as safety bolts, stop elements o. The like. In question. On the other hand, it is ensured at the bridge trailer end of the short traverse 5a that the short traverse 5a can not slide out of the edge profile or the edge profile carrier 16. For this purpose, for example, transverse plates 37 can be provided on the short traverses 5a, which have a larger diameter than the short traverses 5a and thus can not pass the edge profile carrier 16. This construction has the advantage that despite a too small number sufficiently long traverses, z. B. for cost or space reasons, a maintenance of use in emergency situations is guaranteed.

Fig. 12 shows a state of the illustrated embodiment of the bridging device according to the invention, in which in addition to the exceeded maximum longitudinal extent of the expansion joint construction 4 additionally a transverse offset 23 of the building parts 2 and 3 occurs.

Fig. 13 shows a partial view of the lock-up device from below, in which the stop elements 38 of the trigger mechanism for the transverse safety device can be seen. As in Fig. 13 can be seen, depending on the arrangement of the stop elements 38, they move during movement of the center sections 6 and the edge profiles in the joint longitudinal direction with each other so that in a certain configuration, a transverse force is transmitted to the edge structure and the safety device 12, which then at Exceeding a limit load is triggered.

A further embodiment of the bridging device according to the invention is in the Fig. 14 and 15 shown. The embodiment shown in these figures differs from the previously described embodiment in that the transverse safety device 12 is modified.

Like in the Fig. 14 In partial images (a) and (b), which each show sectional views transversely to the longitudinal direction of the joint at the bridge edge and in the center of the bridge, the transversal protection 12 'has a carriage 25 which holds the slide parts 25a and 25b and the movable edge construction 39 and includes the wedge plate 41. The wedge plate 41 is disposed on the carriage part 25a, which can move in the rail part 24a in a horizontal plane.

Again Fig. 15 in the sub-pictures a) and b) can be seen, the height of the wedge plate 41 increases from the bridge edge to the middle of the bridge, so that there is a wedge shape. If the expansion joint construction comprises two wedge plates 41, then a roof shape results in the cross-section of the bridge, with the carriageway sides being slightly angled toward one side, so that water can run off. However, it is also conceivable that the expansion joint construction comprises only a wedge plate 41, so that the surface of the bridge is slightly inclined from one edge to the other edge of the bridge, in which case also the water can flow out accordingly. The in the Fig. 14 and 15 illustrated bridging device according to the invention is suitable for both the one and the other embodiment of bridges.

Like also in Fig. 15 can be seen in the panels (a) and (b), the wedge plate 41 compensates for the oblique arrangement of the movable edge structure 39 with respect to the horizontal. Thus, the slide member 25a can be moved horizontally in the rail part 24a even with an oblique arrangement of the edge profile (11).

Since upon actuation of the transverse safety device by the inclined road surfaces there is a height offset between the mutually movable parts, in this embodiment, the bridging device according to the invention a first movable edge construction 39 is provided, in which the trusses 5 and the edge profile 11 received with the edge profile carrier 16 are. So that the movable edge construction 39 is stabilized in the transverse direction of the joint, a second rail part 24b is provided, which is arranged on a second, fixed edge construction 40. In the second rail part 24b, which is designed hook-shaped in the Ausrührungsbeispiel shown, engages a likewise hook-shaped designed carriage part 25b, so that in Joint transverse direction results in a toothing. However, in the longitudinal direction of the joint, the rail part 24b and the slide part 25b again represent a horizontally movable rail / slide pair.

To ensure that the movable edge structure 39 can not be lifted in the vertical direction, or that the mutual latching of the rail part 24b and the slide part 25b dissolves, a lift-off 42 is provided, which consists in a simple manner of a stop element, which in the way is mounted above the slide member 25 b, this can not be removed from the rail part 24 b.

Also, since the rail-slide pair of the slide member 25b and the rail member 24b move in a horizontal plane, the slide member 25b is located at different distances from the upper edge of the movable rim structure 39. Now, if the Tranversalsicherheitseinrichtung 12 'triggered in an emergency, so the carriage 25 moves with the slide parts 25a and 25b, the wedge plate 41 and the movable edge structure 39 relative to the fixed edge structure 40 and the rail parts 24a and 24b. By the movement, there is a height offset between the stationary edge structure 40 and the movable edge structure 39, so that the arranged between the stationary edge structure 40 and the movable edge structure 39 sealing profile is distorted accordingly and at worst torn from the anchorage. However, at worst, the sealing profile 10 between stationary edge structure 40 and movable edge structure 39 is destroyed while the rest of the edge construction is protected. The embodiment of the in the Fig. 14 and 15 illustrated type, also points to advantages in terms of mounting, since the movable edge construction 39 can be built together with the expansion joint construction in the factory. The entire expansion joint construction must then be lifted only after the arrangement of the rail parts 24a and 24b, then then the lift-off 42 is attached and the sealing profile 10 is knotted.

To ensure that the movable edge structure 39 can not be lifted in the vertical direction, or that the mutual locking of the rail part 24 b and the carriage part 25 b dissolves, a lift-off 42 is provided, which in a simple Way consists of a stop element, which is mounted in the manner above the slide member 25 b, this can be removed not only from the rail portion 24 b.

LIST OF REFERENCE NUMBERS

1

joint gap

2

bridgehead

3

bridge trailer

4

expansion joint

5

Traverse road

5a

Short road crossbeam

5b

Long roadway crossbeam

6

agent profile

7

Travers box

8th

Traverse edge

9

Edge profile (on bridge trailer)

10

weatherstrip

11

Edge profile (on the bridgehead)

12, 12 '

Transversalsicherung

13

Travers connection

14

profile support

15

Upsetting box (fuse box)

16

Edge profile carrier

17

brace

18

box bottom

19

chest wall

20

box cover

21

Travers implementation

22

Stuffer box cover

23

Transverse displacement

24

rail

24a, b

rail parts

25

carriage

25a, b

sled parts

26

strut

27

top

28

rear wall

29

ground

30

baffle

31

anchoring

32

Seal profiling

33

Travers recording

34

Travers assurance

35

bearings

36

Rod

37

Travers plate

38

stop elements

39

movable edge construction

40

fixed edge construction

41

wedge plate

42

lift-off

Claims (22)

1. A bridging device for joint gaps (1) between parts (2, 3) of a structure, in particular parts of a bridge, with an expansion joint construction (4) for bridging the joint gaps (1), wherein the expansion joint construction (4) allows changes of position of the parts (2, 3) of the structure in relation to each other within determined first limits, characterized by a safety device (12; 15; 34, 5a) which allows a position change of the parts (2, 3) of the structure relative to each other within second limits that are exceeding or not exceeding the first limits, wherein there is not occurring a separation, which separation would destroy the function of the bridging device, of the parts (2, 3) of the structure and/or the expansion joint construction (4), wherein the safety device (12; 15; 34, 5a) comprises at least two fixedly connected elements which are, after exceeding a defined limit load, individually movable and movable relative to each other in a defined way, and wherein one of the elements can be fixedly arranged on one of the parts (2, 3) of the structure while the other element is a part of the expansion joint construction (4) or is receiving it.
2. The bridging device according to claim 1, characterized in that the two elements of the safety device (12) are formed of a rail (24) and a carriage (25), wherein the carriage (25) can be displaced in the rail (24) after the limit load has been exceeded, for compensating dislocating movements, in particular transversal movements between parts of the bridge.
3. The bridging device according to claim 2, characterized in that the carriage (25) is clamped in the rail (24), in particular by means of elastically clampable slide bearings (35) which are arranged between the rail (24) and the carriage (25), preferably such that the clamp force is generating a friction force between the carriage (25) and the rail (24) which equals the limit load.
4. The bridging device according to claim 2 or 3, characterized in that the carriage comprises at least one wedge plate (41) so that a marginal profile (11) with a marginal profiled beam inclined relative to a horizontal plane is arranged in a marginal construction that is movable with the carriage.
5. The bridging device according to any of the claims 2 to 4, characterized in that the rail (24) consists of two spaced parts (24a, 24b), each rail part (24a, 24b) being horizontally arranged.
6. The bridging device according to any of the claims 2 to 5, characterized in that the carriage (25) is, in its cross section, wedge-shaped or double wedge-shaped, and is displaceably supported in both rail parts (24a, 24b).
7. The bridging device according to any of the claims 5 or 6, characterized in that the two rail parts (24a, 24b) are arranged with constant vertical distance relative to each other.
8. The bridging device according to any of the claims 2 to 7, characterized in that the carriage (25) comprises a marginal construction (39) displaceable with the carriage, wherein the marginal construction is extending inclined relative to the rail (24) or rather the rail parts (24a, 24b).
9. The bridging device according to any of the claims 2 to 8, characterized in that a sealing profile (10) is arranged between a movable marginal construction (39) arranged on the carriage (25) and a stationary marginal construction (40).
10. The bridging device according to any of the claims 2 to 9, characterized in that the rail (24) can be fixedly arranged on one part (2, 3) of the structure and the carriage (25) is receiving the expansion joint construction (4).
11. The bridging device according to any of the claims 2 to 10, characterized in that the rail (24) comprises at least one stopper that is, at normal load, limiting the movement of the carriage (25) and, when a limit load is exceeded, is separated from the rail (24) by the carriage (25), preferably on a predetermined breaking point.
12. The bridging device according to any of the preceding claims, characterized in that a tripping mechanism is provided for actuating the safety devices (12), in particular a tripping mechanism for transmitting transverse forces along the longitudinal direction of the joints, wherein the tripping mechanism is preferably formed of one or more striking elements (38) which are arranged on the center profiles (6) and/or the marginal profiles (9, 12).
13. The bridging device according to claim 1, characterized in that the safety device (12) comprises a box (15) which is separable into at least two elements, wherein the box surrounds a cavity, and wherein the two elements are formed as profiles which, after a limit load has been exceeded, move towards each other while the cavity decreases.
14. The bridging device according to claim 1 or 13, characterized in that the safety device (15) has a rectangular base structure, wherein the two elements of the safety device (15) are formed of two substantially L-shaped profiles, wherein the two L-shaped profiles can move towards each other after a determined limit load has been exceeded, such that opposite faces of the rectangular base structure are moving towards each other.
15. The bridging device according to claim 13 or 14, characterized in that one of the profiles can be fixedly arranged on one part (2, 3) of the structure while the other profile receives the expansion joint construction (4), in particular a leg of the preferably L-shaped profile encompasses a marginal profile (9) of the expansion joint construction (4).
16. The bridging device according to any of the claims 13 to 15, characterized in that the expansion joint construction comprises crossbeams (5a, 5b, 8) which are bridging the joint gap (1), wherein the crossbeams (5a, 5b, 8) are movably received in both profiles, in particular in the profiled beam (16) of the marginal profile (9) of the one profile and the opposite leg (19) of the other preferably L-shaped profile, to thereby form a guide for the movement of the profiles.
17. The bridging device according to any of the claims 14 to 16, characterized in that a leg (20) of the L-shaped profile which is movable relative to the part of the structure is arranged parallel to the surface of a structural part, in particular the road side of a bridge, and is, when the L-shaped profiles are moving towards each other, displaced along the structural part while it preferably engages under the surface of the structure or it separates a sacrificial element (22) from the structural part.
18. The bridging device according to any of the claims 13 to 17, characterized in that the profiles are formed of continuous steel profiles, mesh-like structures or piece parts, such as steel sheets, marginal profiled elements, profiled beams or the like.
19. The bridging device according to claim 1, characterized in that the expansion joint construction comprises crossbeams (5a, 5b, 8) which are bridging the joint gap, wherein the safety device, as part of the expansion joint construction (4), is adapted so that the crossbeams 5a, 5b) have different lengths, at least a first length (short crossbeams (5a)) and a second length (long crossbeams (5b)), wherein the crossbeams having the first length comprise an anchor (34) on one part of the structure, in particular on the stationary bridge head, as one element of the safety device, which anchor is, when the limit load is exceeded, separated from the bodies of the crossbeams (5a) of a first length as another element of the safety device so that the crossbeams (5a) of a first length can move away from the anchor (34) in a defined way.
20. The bridging device according to claim 19, characterized in that the crossbeams (5a) of a first length comprise, on their ends opposite the anchor, a dog device (37) which is in particular formed as a transverse plate, which causes a movement of the crossbeam (5a) of a first length away from the anchor (34), in particular by the transverse plate (34) striking against the marginal profile (9).
21. The bridging device according to claim 19 or 20, characterized in that the crossbeams (5b) of a second length serve, in particular together with the covering profiles (6) arranged on the crossbeams (5a, 5b, 8), as guiding elements for the crossbeams (5a) of a first length.
22. The bridging device according to any of the preceding claims, characterized in that at least two or more safety devices (12; 15; 34, 5a) are combined, in particular a safety device according to any of the claims 2 to 5 on one side of the joint gap and a safety device according to any of the claims 6 to 10 on the opposite side of the joint gap, wherein preferably a safety device according to any of the claims 11 to 12 is provided on the same side of the joint gap as the safety device according to any of the claims 2 to 5.

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