Classifications

• • E—FIXED CONSTRUCTIONS
  • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
  • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
  • E01D19/00—Structural or constructional details of bridges
  • E01D19/06—Arrangement, construction or bridging of expansion joints

Definitions

• the invention relates to a joint design as a transition between two road parts which must be able to move with respect to each other.
• Such transition is for instance present between a road part located on solid ground (land abutment) and a road part on a bridge or viaduct. Between these two road parts, a gap will be present, and this gap must be closed in a watertight manner. Therefore, a joint structure comprises an elastic profile (rubber or elastomer or the like), in the following also indicated as expansion profile, that is held in two mutually parallel profile rails. In a typical situation, those rails are directed perpendicularly to the travel direction of the road part, although it is also possible that those rails make a smaller angle with the travel direction.
• the present invention provides a joint structure which is useable both for renovation purposes and for newly building purposes .
• the overall joint structure normally comprises to mutually parallel rails, each rail being anchored with respect to the corresponding road part.
• the overall joint structure comprises two profile rails with associated anchorings, as well as an elastic profile, which is also indicated as expansion profile.
• the present invention already comes to expression in the combination of a single profile rail and its anchoring, for which reason in the following the design will be discussed of a single rail.
• the rail is provided with attachment plates, each located substantially in a vertical plane, substantially perpendicular to the longitudinal direction of the rail concerned.
• the plates are typically provided with holes for arranging reinforcement steel wire or reinforcement bars parallel to the rails.
• Attachment pins are connected to this reinforcement steel, also indicated as anchoring pins or anchors.
• the final top layer of the road typically asphalt, is arranged at a height corresponding to the upper surface of the mortar.
• a problem concerns the transition from asphalt to mortar. For a good watertight connection, a groove is sawn or cut in the asphalt next to the mortar, which groove is subsequently filled with bitumen. This bitumen filling is then only supported by a thinner layer of asphalt.
• the said attachment plates directed perpendicularly to the profile rails may be located at a relatively large depth, so that at their upper side they are completely covered by the mortar, but in a specific embodiment the upper edges of the attachment plates are lying in the same plane as the upper surface of the profile rails. Then, this means therefore that those upper edges are flush with the original height of the road surface. In the case of track formation, these upper edges then come to lie above the local level of the road surface. This brings along the risk that the free edges of those upper edges damage car tires. In order to prevent this, those upper edges are provided with a facet edge at their free ends, but applying (grinding) a facet edge is an additional operation and is thereby a cost aspect.
• the present invention aims to offer a solution to these problems .
• the profile rails and the attachment plates are made of steel and must be protected against weather influences. To this end, they are provided with a coating consisting of multiple layers, which is relatively costly. Further, this coating is loaded by the traffic at the upper surfaces, causing the coating to wear. Once the coating is worn away, the metal parts are exposed, and expensive maintenance is needed.
• thermally zinced steel is much better than the durability of steel coated according to the state of the art.
• a problem here is that the profile rail becomes bent as a result of the heat treatment and becomes unusable. To date, it has not yet appeared possible to provide a thermally zinced joint structure .
• the present invention also aims to offer a solution to these problems .
• the transverse plates are mutually connected by a coupling strip, running substantially parallel to the profile rail.
• This coupling strip is preferably located at a distance from the profile rail as large as possible, i.e. close to the
• the coupling strip is connected to the transverse plates such that the upper surface of the coupling strip is located in the same plane as the upper surface of the profile rail and the transverse plates, in which case the coupling strip then joins the free iO ends of the upper edges of the transfers plates. Then, the coupling strip has a protection function because, in the case of track formation, car tires do not collide against the mortar and the head ends of the transverse plates, but against the coupling strip.
• the transverse plates extend beyond the coupling strip below the coupling strip. Then, it is possible, on applying the mortar, to arrange a form work against the head end edges of the transverse plates, and to pour mortar, in which case a mortar bed is created
• This mortar bed operates as a foundation for the asphalt applied against the coupling strip in the final finishing. Then, this part of the asphalt will have much less tendency of track formation. Possible track formation in the asphalt
• figure 1 schematically shows a perspective view of a part of a joint structure
• figure 2 schematically shows a cross section of the joint structure of figure 1
• figures 3A-E schematically illustrate a method for building a road
• figure 4 schematically shows a perspective view of a part of an other embodiment of a joint structure
• figure 5 schematically shows a cross section of the joint structure of figure 4
• figures 6A-E schematically illustrate a method for building a road with the joint structure of figure 4.
• FIG. 1 schematically illustrates a preferred embodiment of a joint structure 1.
• the joint structure comprises a steel profile rail 10 with a substantially C-shaped contour.
• the outer profile of the rail 10 is almost square with rounded corners, so that the rail 10 has a substantially horizontal upper surface 11, a lower surface 12, and two substantially vertical side surfaces 13 and 14 located opposite to each other.
• a central space 15 of the rail 10 is hollow and is accessible via an interruption 16 in a side surface 14.
• This central space 15 forms an accommodation groove for a thickened edge part 21 of an elastomeric sealing profile 20.
• the dimensions are such that this thickened edge part 21 is held tight within the accommodation groove 15, wherein a watertight connection is achieved.
• the side surface 14 located at the side of the sealing profile 20 will hereinafter also be indicated as front face; the opposite side plane 13 will in the following also be indicated as rear face.
• An entire joint structure comprises a second profile, identical to the profile rail 10 shown, wherein the two profile rails are arranged parallel to each other with their front faces directed towards each other, wherein the second profile rail holds the other side edge of the sealing profile 20.
• This sealing profile 20 is typically mirror-symmetrical with respect to a vertical plane 22.
• profile rails 10 are known per se.
• the outer dimensions are typically about 4 cm x 4 cm.
• a metal anchoring strip 30 extending substantially vertically
• the longitudinal direction of the anchoring strip 30 corresponds to the longitudinal direction of the profile rail 10, i.e. perpendicular to the plane of drawing of figure 2, and the anchoring strip 30 extends over the full length of the profile
• a rear face 31 of the anchoring strip 30 is substantially aligned with the rear face 13 of the profile rail 10.
• the anchoring strip 30 has a height of about 4 cm and a thickness of about 8 mm.
• the joint structure 1 further comprises a system of metal attachment plates 40, of which only two are shown in figure 1.
• the different attachment plates are mutually substantially identical, and are mutually substantially parallel.
• Each attachment plate 40 is located in a substantially vertically
• the attachment plate lO 40 has a horizontal upper edge 41 which in this preferred exemplary embodiment is aligned with the upper surface 11 of the profile rail 10.
• the attachment plate 40 extends substantially over the entire combined height of the profile rail 10 and the anchoring strip 30, so that the attachment
• each attachment plate 40 has a lower edge 42 substantially aligned with the lower edge 32 of the anchoring strip 30, although a difference of several millimetres is certainly allowable.
• each attachment plate 40 has a horizontal length of about 20 cm and a thickness of about 2 cm.
• the vertical side edge of the attachment plate 40 which is attached, preferably by welding, to the profile rail 10 and the anchoring strip 30 will also be indicated as front edge 43.
• front edge 43 In order to assure a seamless contact between the front edge 43 of the attachment plate 40 and the rear face 13 of the profile rail 10, it has advantages if the rear face 31 of the anchoring strip 30 is shifted somewhat in the direction of the front face 14 of the profile rail 10/ a distance of several millimetres can easily be bridged by a welding seam.
• the other vertical side edge of the attachment plate 40 which is thus at a distance from the profile rail 10, will also be indicated as free edge or rear edge 44.
• this rear edge 44 is a straight edge, but this rear edge 44 might also have a stepped shape.
• each attachment plate 40 is provided with holes 45, through which reinforcement steel can be arranged.
• the attachment plates 40 are welded to the profile rail 10 and the anchor strip 30 exclusively at their front edges 43.
• the joint structure 1 according to the present invention distinguishes itself by a coupling strip 50 which is directed substantially parallel to the profile rail 10 and which is fixed to the attachment plates 40 at a distance from the profile rail 10.
• the coupling strip 50 likewise is a metal strip welded to the attachment plates 40. This strip 50 has two important functions.
• the strip 50 increases the rigidness of the entire joint structure, causing it to be possible for the entire joint structure to be subjected to a treatment of thermally zincing without deformation of the structure.
• the exact location of the coupling strip 50 is not critical.
• the coupling strip 50 might be fixed to the rear edge 44 of the attachment plate 40 at any height, or might for instance be fixed to the lower edge 42 thereof, preferably close to the rear edge 44. In such case, it is possible that a recess is arranged in the lower edge 42 or the rear edge 44 of the attachment plate 40 for mounting the coupling strip 50 entirely or partly in a recessed manner.
• Figures 1 and 2 show the coupling strip 50 at a preferred location, namely such that its upper surface 51 is substantially aligned with the upper edges 41 of the attachment plates 44.
• the coupling strip 50 obtains the important function of a protective strip which protects the structure against the shock loads of arriving car tires, and which protects arriving car tires against the influence of the ends 46 of the upper edges 41 of the attachment plates 40.
• this protective function is also achieved in a structure that is not thermally zinced.
• the preferred embodiment is thermally zinced, and thus kills two birds with one stone.
• the coupling strip 50 may extend over the full combined height of the profile rail 10 and the anchor strip 30, but this is not necessary. As will be explained later, it even offers advantages if the coupling strip 50 extends from the upper edges 41 of the attachment plates 40 only over a part of this full combined height.
• the coupling strip 50 has a height of about 4 cm and a thickness of about 2 cm.
• Figures 3A-E schematically illustrate a method for building a road, making use of the joint structure 1 of figures 1 and 2.
• Figure 3A shows a roadbed 60 with an upper surface 62 and an end edge 61. A layer 63 of the road surface has already been arranged on this upper surface 62, but close to the edge 61 a stretch has been kept free. A joint structure 1 is placed on this free stretch close to the edge 61. Reinforcement bars, and anchors for anchoring the joint structure 1 to the roadbed 60, are not shown in these figures but can be usual reinforcement bars and anchors .
• Figure 3B shows that mortar 64 is poured on the roadbed 60, in the space bordered on the one hand by the profile rail 10 and the anchor strip 30 and on the other hand by the layer 63.
• the mortar 64 is poured to at least the height of the lower edge 52 of the coupling strip 50. It is important that, seen from the profile rail 10, the mortar 64 extends beyond the coupling strip 50, in order to form a mortar plateau 64a there.
• a next layer of mortar 65 can be poured on to the first layer of mortar, in the substantially square spaces bordered by the profile rail 10, the coupling strip 50, and the attachment plates 40, without the mortar flowing below the coupling strip 50 and rising behind the coupling strip 50.
• top layer 66 of the road surface up to the coupling strip 50.
• This top layer typically is asphalt or the like.
• the upper side of the top layer 66 is kept flush to the upper surface 51 of the coupling strip 50.
• a groove is formed between the top layer 66 and the coupling strip 50, which is filled with bitumen 67 or another suitable material, such as also illustrated in figure 3D.
• Said groove can be formed by cutting or grinding away a part of the top layer 66, in which case it is advantageous that the coupling strip 50 can be used as a guide strip for the milling machine.
• bitumen filling 67 and the adjacent part of the top layer 66 are supported by the mortar plateau 64a.
• Figure 3E illustrates that a possible track 68, visible in the figure as a lowering of the upper surface of the top layer 66, gradually becomes less deep at the location of the mortar plateau 64a.
• Figure 4 shows a view comparable to figure 1, of a part of another embodiment of a joint structure 101 according to the present invention.
• the anchor strip 30 is moved to the front, i.e. in the direction of the front face 14 of the profile rail 10.
• the front face 33 of the anchor strip 30 is substantially aligned with the front edge 17 of the lower surface 12 of the profile rail 10. This can also be seen in figure 5.
• a large advantage of this embodiment of the joint structure 101 is that the profile rail 10 is supported by mortar in the mounted condition, such as clearly follows from figures 6A-6E, which are figures comparable to figures 3A-3E, respectively, to illustrate building a road with the joint structure 101.
• figures 6A-6E which are figures comparable to figures 3A-3E, respectively, to illustrate building a road with the joint structure 101.
• the description given above in relation to figures 3A-3E applies here, too, and does not have to be repeated.
• the mortar 64 which on pouring extends to the anchor strip 30, now is also poured under the profile rail 10 because of this. After hardening, the mortar 64 then offers a support for the profile rail 10, such as shown at 64b in figure 6E .

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

Applications Claiming Priority (3)

Publications (2)

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• 2006
  • 2006-04-18 NL NL1031606A patent/NL1031606C2/nl not_active IP Right Cessation
• 2007
  • 2007-02-21 WO PCT/NL2007/000052 patent/WO2007097619A1/en not_active Ceased
  • 2007-02-21 DE DE602007011898T patent/DE602007011898D1/de active Active
  • 2007-02-21 EP EP07715845A patent/EP1987203B1/de not_active Revoked
  • 2007-02-21 AT AT07715845T patent/ATE495305T1/de not_active IP Right Cessation

Non-Patent Citations (1)

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