The present invention relates to a roadway transition structure for temporarily bridging a construction joint in a roadway which is located on a structure. Thus, the present invention relates to a roadway transition structure for temporary use, such as in the rehabilitation of a conventional roadway transition designed for permanent use in the structure. The invention also relates to a modular system for bridging a construction joint, a method of assembling a roadway transition structure and a method of opening such a structure.

Such temporary roadway transition structures are known per se. A generic construction of the applicant has three articulatedly interconnected roadway slabs arranged one behind the other in a longitudinal direction of the roadway transition construction, of which a first roadway slab is designed in such a way that it can be laid flat on the structure and secured against lifting and displacement of the roadway transition construction by means of anchoring means to be arranged on the structure. A second roadway slab is arranged at this pivotably transverse to the longitudinal axis and to bridge the joint in the structure, on which a third roadway slab is in turn arranged so that it can also be pivoted. The third roadway slab is designed in such a way that it can also be laid flat on the structure and secured against lifting and lateral displacement by means of anchoring means to be arranged on the structure in such a way that relative movement between the second and third roadway slabs and parts of the underlying structure is possible essentially only in the longitudinal direction of the transition structure during the temporary bridging of the structure joint. This temporary roadway transition construction of the applicant is marketed under the name "MAURER Modular Bridging System" in short MMBS. This is approved by the structure authorities in particular for small construction joints to be bridged and only for short-term applications.

For longer operations and for bridging larger construction joints, there are large mobile bridges that build relatively high and are typically a hundred meters or longer in length. These well-known temporary roadway bridging structures are very cost-intensive solutions, which is why there are other approaches, such as the so-called Mini-Fly-Over solution from the company Mageba. In this case, a large roadway slab is inserted into the roadway so that it is flush with the top of the roadway and is attached at the bottom to a previously emptied truss box of the roadway crossing to be replaced. Any movements of the structure are compensated for by a finger joint located laterally in the structure. However, this solution can only bridge relatively small spans. Also, such solutions may only be used for a short period of time (4-8 weeks), while they do not allow for medium-term use of more than 3 years duration, preferably 5-7 years. In addition, installation is relatively complex due to insertion into the roadway or anchoring to the underlying transition structure. Also, the use during the rehabilitation work on the structure is very costly, since always a complete disassembly of the temporary transition structure to the opening is necessary to be able to work on the underlying parts of the structure.

The invention is therefore based on the task of specifying a temporary roadway transition structure that can be used for a significantly longer period of time to bridge a large construction joint in a roadway, and does so in a significantly more cost-effective and less large-scale manner than is known in the prior art. At the same time, installation and usability during use should be as simple and user- friendly as possible.

This task is solved in accordance with the invention by means of a roadway transition structure for temporary bridging of a joint in a roadway of the MMBS type, as already described above as being of the type described above. According to the invention, however, this additionally has a fourth roadway slab which is designed in such a way that it can be laid flat on the structure and secured against lifting off and against displacement by means of anchoring means to be anchored to the structure, wherein an expansion joint is arranged between the third roadway slab and the fourth roadway slab. Thus, the invention’s approach is based on a further development of the applicant's known MMBS solution, which has three articulated roadway slabs. However, unlike in the past, the outer end of the roadway transition structure is no longer placed on the roadway in a movable or loose manner so that this last slab can move relative to the roadway below. Rather, an additional fourth roadway slab is now arranged and fixed in place so that not only can it not be lifted off, but it also cannot be moved. In addition, an expansion joint is arranged between the third and fourth roadway slab, which is capable of transferring any relative movements of the structure to the overlying roadway transition structure in such a way that vehicles can continue to drive over the roadway transition structure.

The approach according to the invention is therefore based on the finding that it may well make sense in temporary roadway transition structures to arrange an expansion joint similar to the solution of the Mageba company. However, this is not achieved by using as few roadway slabs as possible, which are also embedded in the roadway and mounted on parts of the old roadway transition that is actually to be replaced. Instead, it has been shown that it is advantageous to develop a temporary roadway transition structure that is placed on an existing roadway and then comprehensively fixed there on both sides, unlike in the past.

This represents a notable departure from the applicant's previous philosophy. Up to now, the applicant's approach has been to fix only one side comprehensively to the structure and, in return, to dispense with the arrangement of a relatively expensive expansion joint. This new approach according to the invention now has the advantage of creating a roadway transition structure that is very easy to assemble and also to open, and which can also be used if a relatively long period of use of several years is planned. The construction according to the invention can also be used if an underlying existing roadway transition construction cannot be used to anchor the temporary roadway transition construction. This is, for example, because construction work on the structure is progressing relatively slowly.

The roadway transition structure according to the invention can be opened very easily and quickly, since the second and third roadway slabs can be lifted very simply by folding them up due to their articulated fastening. Since the third roadway slab is only secured against displacement in one direction, no extensive securing of the position is required, and the structure can simply be separated in the area of the expansion joint. It is thus also possible to work on the underlying parts of the structure at short notice punctually. Nevertheless, the design according to the invention enables larger construction joints to be bridged, since the second roadway slab in particular can have large dimensions of considerably more than one meter. This is because it can be anchored so well to the structure by means of the first, third and fourth roadway slab that significantly larger spans are possible in the area of the second roadway slab than before.

Further, the first and the fourth roadway slabs each have at least 3, preferably 4, fastening bores for fastening the anchoring means, the fastening bores preferably being formed as counterbores for the countersunk accommodation of nuts or screw heads of the anchoring means. This has the advantage that the first and fourth roadway slabs can be safely secured against any displacement in the horizontal direction and, at the same time, the anchoring means also secure the roadway slab against lifting off. Lifting forces can be caused, for example, by vehicles driving quickly over the roadway transition structure. Typical anchoring means are threaded rods inserted into the structure and the roadway, which in turn, in conjunction with suitable nuts, result in the corresponding roadway slab being braced relative to the structure and secured in position. In this context, it may be advisable for the corresponding bolt heads or nuts and any washers and/or springs to be recessed in such a way that vehicle wheels or tires running over the roadway slab are not damaged. It is also conceivable that the corresponding openings are sealed with sealing material or covered with suitable covers after the roadway slabs have been bolted or braced.

It is also advantageous if the fastening bores provided in the first and fourth roadway slabs are arranged over the respective roadway slab in such a way that they are not aligned with an axis running parallel to the longitudinal axis of the roadway transition structure (here also referred to as parallel for short). This arrangement ensures that the corresponding roadway slabs cannot twist. The longitudinal axis of the roadway transition structure is taken to be the axis along which the roadway transition structure extends in its longest dimension. This typically runs parallel to the direction in which the roadway extends and in which vehicles travel over the roadway transition structure.

Furthermore, it is desirable for the expansion joint to extend in its longitudinal direction essentially transverse to the longitudinal axis of the roadway transition. In this way, the movements in the expansion joint can be well and safely controlled. Here, the longitudinal direction of the expansion joint is to be understood as the direction in which the expansion joint structure as such substantially extends.

Since it makes further sense for the expansion joint to have two joint profiles extending parallel along its longitudinal direction, wherein each of which has preferably a cross-sectionally claw-shaped profile for fastening a holding section of a sealing profile, these ultimately also define the longitudinal direction of the expansion joint. Such expansion joints or holding profiles are known and are available in various suitable dimensions.

Further developed one joint profile of the expansion joint is arranged on one end face of the third roadway slab and the other joint profile of the expansion joint is arranged on one end face of the fourth roadway slab. The expansion joint is thus located between the third and fourth roadway slab in such a way that it is as flush as possible with the upper side of the roadway slabs due to the arrangement of the joint profiles on the end faces.

In an embodiment of the expansion joint that is very typical for the applicant, the joint profiles of the expansion joint have an undulating course along their longitudinal direction. This is because the applicant is known for its wavy expansion joints, which have great advantages in reducing noise caused by vehicles passing over them. Thus, the advantages of the wave-shaped expansion joint can also be used in the temporary roadway transition structure according to the invention.

As an alternative to forming the expansion joint with an undulating course, the expansion joint can be designed in such a way that it has at least one finger plate, preferably two finger plates arranged to mesh with one another, which at least partially covers or covers an expansion gap of the expansion joint. This conventional design for sound reduction provides for joint profiles with a straight course, to which the finger plates, which are for example wave-shaped or sawtooth-shaped, are then attached. This solution also provides good sound insulation. It is only more complex in its construction compared to the wavy expansion joint.

Particularly in the case of temporary limited use of such a roadway transition structure, which may last for several years in the medium term, it can be useful to have a sealing profile on the expansion joint, which preferably has holding sections on both sides for fastening in the claw-shaped holding sections of the joint profiles. This prevents rainwater or dirt from the upper side of the expansion joint from penetrating into the underlying component. Since such sealing profiles can be installed and also removed very easily and quickly, especially when they are held in place by the claw-shaped holding sections of the joint profiles, the main advantages of the multi-part articulated slab construction are still obtained. Namely, the roadway transition structure can be opened very easily by folding it open and also closed again in order to be able to carry out work on the underlying structure or roadway.

It is also useful if the third roadway slab has at least one long hole extending along the longitudinal axis of the roadway, preferably two long holes extending parallel to one another being provided in the third roadway slab. In this way, the third roadway slab can also be well secured against lifting. However, this is done in a way that allows relative movement between the third roadway slab and the underlying structure or roadway. The provision of two parallel long holes ensures this functionality.

It is useful if at least one anchoring means has a threaded rod that can be anchored in the structure with a screwed-on nut. Such anchoring means have the advantage that they can be loosened several times, so that lifting of the correspondingly secured roadway slabs is possible in just a few steps and also repeatedly.

Furthermore, it is useful if at least one mandrel-shaped shear force transmission means extending in the direction of the structure is arranged in the first and/or the fourth roadway slab. Particularly in the case of medium-term use of the roadway transition structure, it must be assumed that vehicles will be braking extraordinarily hard on the roadway transition structure during use, so that the structure's statics must be designed to introduce greater shear forces than if it is designed for shorter uses. This is particularly the case if the roadway transition structure is also to be approved for higher speeds (e.g. 60 km/h, 70 km/h or 80 km/h), so that the impairment of the traffic flows that are routed over such a roadway transition structure is kept as limited as possible during the period of use. This is particularly advantageous when the operation lasts longer. In this context, it is important that the mandrel-shaped shear force transfer means is designed in such a way that larger horizontal forces are transferred from the roadway slab to the underlying structure or roadway. In this respect, the mandrel-shaped shear force transmission means has an important function in load transfer.

It is therefore also useful if one or more, preferably two, mandrel-shaped position securing means extending in the direction of the structure are arranged in the first and/or in the fourth roadway slab. In this way, even greater horizontal forces can be absorbed by the roadway transition structure. In addition, with the appropriate number and arrangement of the two shear force transmission means, twisting of the corresponding roadway slab can be reliably prevented. It is advantageous if at least one shear transmission means has a head part which has a circular outline in plan view and/or a wedge-shaped form tapering in side view. In particular, the wedge-shaped form ensures a secure fit in any recess in the corresponding roadway slab.

Furthermore, it is useful if a cylindrical foot part is arranged in the shear transmission means below its head part and concentric to it, the diameter of which is smaller than the diameter of the head part at its narrowest point. Thus, the head part can be formed in the manner of a wedge, while the underlying foot part is simply inserted in the form of a pin in a normal bore. In this way, it is possible to combine simple production of the bore in the roadway or structure with secure seating of the shear force transmission means in the roadway slab.

Furthermore, at least one shear transmission means should have a channel, preferably extending in the longitudinal direction of the shear transmission means, for the introduction of an adhesive. On the one hand, this adhesive can ensure that the shear transmission means is securely seated; at the same time, such adhesives generally also have a sealing function. A suitable adhesive can be a polymer concrete, for example.

It is also advantageous if a shear transmission means is welded to the corresponding roadway slab. This ensures a particularly secure fit.

The second roadway slab also has a smaller thickness in a central area than at its end faces. These two border areas can thus form defined contact surfaces in the second roadway slab. These can be laid on top of any older roadway transition structures. In addition, the narrower or thinner central area of the second roadway slab ensures that there is important space between an older structure underneath and the roadway slab, so that work can still be carried out on the underlying structure when the roadway slab is in place.

It is further advantageous if the articulated connection of the first, second and/or third roadway slab is designed in such a way that the relevant roadway slab can be pivoted by more than 90 degrees to its respective adjacent roadway slab. This makes it considerably easier to open the roadway transition structure. If the roadway slabs can be pivoted by significantly more than 90 degrees, for example by 180 degrees, the second and third roadway slabs can also be folded over one another to save space.

Furthermore, it is useful if at least one articulated joint has an elongated hinge plate rotatably attached on both sides to the respective roadway slabs. This has the advantage of ensuring a relatively large space for movement in the articulated joint. It is also advantageous if at least one roadway slab is at least partly made of steel, as this ensures a high load-bearing capacity combined with good workmanship in production.

In principle, of course, it is conceivable that the roadway slabs are designed as gratings. However, if the tightness of the structure plays a role, which is usually the case, it makes sense for the roadway slabs to have a closed surface. It is then advantageous if at least one roadway slab has a textured surface. This is particularly advantageous when the roadway slabs are made of steel plates, as they are otherwise very slippery in wet weather. In this case, the roadway slab preferably has a surface which has a plurality of grooves running transversely to the longitudinal direction of the roadway transition structure and/or a coating with a rough surface. Such grooves can be produced relatively easily in the manufacturing process, and the provision or arrangement of a rough coating is also easy to produce.

In one embodiment, it is advantageous if at least one border area on the first or fourth roadway slab is beveled to facilitate driving over the roadway transition structure. This reduces the effort required to install the roadway transition structure, as it only has to be placed on the existing roadway and no additional measures have to be taken to reduce the impact of the vehicle tires.

Nevertheless, and especially if the roadway transition structure is used for a longer period of time it can be useful if a wedge-shaped ramp made of a roadway material is arranged in front of the first and/or the fourth roadway slab in the longitudinal direction of the roadway transition. For the purposes of this application, these ramps, made of asphalt for example, are also part of the roadway transition structure.

The roadway transition structure according to the invention can be designed in such a way that it is designed for a time-limited use of at least one day and up to a maximum of 7 years. Especially with such a design, it can then also be advantageous if the entire design specifications, or the design of the roadway transition structure is selected in such a way that the roadway transition structure can be reused or used several times. Reuse should also be possible at different locations.

It is particularly advantageous if the roadway transition structure is designed as part of a modular system for bridging a construction joint with a standardized width, in particular 500 mm, 750 mm, 1000 mm, 1250 mm, 1500 mm or 1750 mm. In particular, these latter widths represent a typical grid dimension, so that typical roadway widths can be safely covered by combining several standardized roadway transition structures. It is a great advantage if the width is preferably selected so that a roadway slab can be folded up with the aid of a cable winch. Then only relatively light tools are needed to open the roadway transition structure. Rope winches can be easily and quickly transported back and forth on a construction site, so that the handling of the roadway transition construction is once again significantly simplified.

It is advantageous if the first, third and fourth roadway slabs each have a length of more than 1000 mm and the second roadway slab a length of more than 2000 mm. In this way, the range of application of the roadway transition structure is again significantly extended compared with known structures, and significantly larger construction joints can be bridged than was previously the case with similar structures or known structures.

The solution to the problem according to the invention is further achieved by a modular system for bridging a construction joint, in which several roadway transition structures of the examples and embodiments described above are arranged next to one another in the form of modules above a construction joint.

Furthermore, the solution of the task according to the invention is also achieved by a method of assembling a roadway transition structure of the type described above, in which, in a first step, an existing roadway pavement of a roadway is made plane on both sides of a construction joint, in a second step, the roadway transition structure is placed on the plane roadway and, in a third step, the roadway transition structure is anchored to the first, third and fourth roadway slab on the structure in such a way that the first and fourth roadway slab cannot move relative to the underlying structure, while the third roadway slab is displaceably anchored to the structure in such a way that the first and fourth roadway slab cannot move relative to the underlying structure, third and fourth roadway slabs in such a way that the first and fourth roadway slabs cannot move relative to the underlying structure, while the third roadway slab is anchored to the structure in such a way that relative movements between part of the structure and the second and third roadway slabs in the direction of the longitudinal axis of the roadway transition structure are possible. The method according to the invention is thus characterized by the fact that a roadway transition structure is still only placed on the existing roadway and its pavement even for medium-term use, that for this purpose the roadway only has to be made plane but not completely removed. And furthermore, by fixing the two lateral end plates of the roadway transition construction, it can be ensured that the roadway transition construction can still be used safely even at relatively high crossing speeds. At the same time, the design enables the roadway transition structure to be opened quickly and easily.

A further feature of the method for assembling a roadway transition structure according to the invention is that the roadway in the area on which the roadway transition structure is to be placed is milled flat and then a levelling layer of liquid asphalt is applied to this flat area before the roadway transition structure is placed. This procedure improves the fit, or support, of the roadway transition structure on the existing roadway. This reduces any disturbing noise that may be caused by a wobbling sheet metal and also ensures lower stresses on the roadway transition structure.

Continuing the process, several roadway transition structures are arranged next to each other above the construction joint. Of course, it is advisable to arrange them next to each other in such a way that the gaps are as small as possible. For example, lane changes can be permitted over several lane transition structures. Lateral bracing of adjacent roadway transition structures is not normally necessary because of the anchoring. This means that individual roadway slabs can still be simply folded open and closed as required.

Furthermore, it can be useful if a recess is first made in the pavement to accommodate a shear force transmission means, then a pavement transition structure having mandrel-shaped shear force transmission means is placed with the latter in the recess, then an adhesive is introduced into the recess via a channel located in the mandrel-shaped shear force transmission means to fasten the position securing means. In this way, larger shear forces can be safely introduced into the structure, or the roadway located beneath the roadway transition structure. This allows greater maximum permissible speeds on the roadway transition structure and reduces interference with traffic flows during use of the roadway transition structure.

It is also advantageous if a sealing profile is fastened in the expansion joint after the pavement slabs have been laid on the roadway. This ensures that any precipitation does not penetrate into the underlying structural elements.

Furthermore, the invention relates to a method for opening a roadway transition structure previously assembled according to one of the assembly methods described above, in which the anchoring of the third roadway slab is released, the fastening of any sealing profile of the expansion joint is released on at least one side, and then the third and second roadway slabs are folded up while the first and fourth roadway slabs remain anchored to the structure. In this way, work can be carried out very simply and quickly on the roadway located underneath the expansion joint structure or on any components, such as a roadway expansion joint structure that is to be replaced.

In the following, the invention will be explained in more detail by means of embodiments shown in the figures, wherein the following figures schematically show: Fig. 1 a top view of a first embodiment of the roadway transition structure according to the invention;

Fig. 2 the section A-A through the first embodiment of a roadway transition structure according to the invention shown in Fig. 1 ;

Fig. 3 the first example of a roadway transition structure according to the invention shown in Figs. 1 and 2 in the unfolded state;

Fig. 4 a top view of a second embodiment of a roadway transition structure according to the invention with laterally beveled outer roadway slabs;

Fig. 5 Section A-A through the second embodiment of a roadway transition structure according to the invention, as indicated in Fig. 4;

Fig. 6 a section of the roadway transition structure shown in Fig. 2 in the area of the expansion joint;

Fig. 7 a section as shown in Fig. 6, but in which no sealing profile is arranged in the expansion joint; and

Fig. 8 a section of the roadway transition structure shown in Fig. 2 in the area of the shear force transmission means.

The first embodiment shown in Fig. 1 and Fig. 2 of a roadway transition structure according to the invention for temporarily bridging a construction joint 2 in a roadway 3 located on a structure 4 is characterized in that it has four roadway slabs 5, 6, 7, 8 arranged one behind the other in a longitudinal direction of the roadway transition structure 1. The longitudinal direction of the roadway transition structure 1 runs in the direction of the longitudinal axis designated as L in Fig. 1.

First of all, the first roadway slab 5 is designed in such a way that it can be laid flat on the structure 4 and secured against lifting off and against displacement of the roadway transition structure 1 by means of anchoring means 9 to be arranged on the structure 4.

The second roadway slab 6 is then attached to the first roadway slab 5 by means of two joints 10. This is thus connected in an articulated manner to the first roadway slab 5 in such a way that the second roadway slab 6 can be pivoted relative to the first roadway slab 5 about a pivot axis running transverse to the longitudinal axis L. The second roadway slab 6 is designed in such a way that it can bridge at least one construction joint 2. The second roadway slab 6 is designed in such a way that it can bridge at least one construction joint 2. In the present example, the second roadway slab 6, bridges two construction joints 2, since the embodiment example of a temporary roadway transition structure according to the invention shown here is intended in particular for replacing two older roadway transition structures 11 . The third roadway slab 7 is likewise arranged on the second roadway slab 6 so as to be pivotable via two joints 10 about a pivot axis extending transversely to the longitudinal axis L of the roadway transition. The third roadway slab 7 is designed in such a way that it can be laid flat on the structure 4 and secured against lifting and lateral displacement by means of anchoring means 9 to be arranged on the structure 4 in such a way that a relative movement between the second roadway slab 6 or the third roadway slab 7 and parts of the underlying structure 4 is possible essentially only in the longitudinal direction of the roadway transition structure 1 during the time-limited bridging of the structure joint 2.

The roadway transition structure 1 according to the invention is distinguished from known solutions in particular by the fact that it has a fourth roadway slab 8 which is designed in such a way that it can be laid flat on the structure 4 and secured against lifting off and against displacement by means of anchoring means 9 to be anchored to the structure 4, wherein an expansion joint 12 is arranged between the third roadway slab 7 and the fourth roadway slab 8.

In the embodiment shown here, the first roadway slab and the fourth roadway slab are each provided with four fastening bores 13 for fastening the anchoring means 9, the fastening bores 13 being designed as countersunk bores for the recessed accommodation of nuts of the anchoring means 9.

The fastening bores 13 provided in the first roadway slab 5 and in the fourth roadway slab 8 are arranged over the respective roadway slabs 5, 8 in such a way that they are not aligned with a line parallel to the longitudinal axis L of the roadway transition structure 1. As a result, the two roadway slabs 5 and 8 are secured against slipping in the direction of the longitudinal axis L as well as transversely thereto, since the bores 13 are designed as normal bores with a circular outline. As can also be seen from the sectional views Fig. 2, the two roadway slabs 5 and 8 lie flat on the previously fine- milled roadway 3 and are thus in flat contact with the structure 4. This arrangement ensures that the second roadway slab 6 intended for the actual bridging can bridge a relatively large span width compared with previously known temporary roadway transition structures. In the present case, the span width is so large that, as already mentioned, even two older roadway crossings 11 can be bridged in one with a structure part in between.

Now, in order to accommodate movements between individual parts of the structure 4, the roadway transition structure 1 is designed to have an expansion joint 12 extending in its longitudinal direction substantially transversely to the longitudinal axis L of the roadway transition 1 .

As can be seen particularly well in Fig. 6, the expansion joint 12 in the first embodiment shown here has two joint profiles 14 extending parallel along its longitudinal direction. In the embodiment shown here, these each have a cross-sectionaily claw-shaped profile for fastening a holding section 19 of a sealing profile 15. Here, one joint profile 14 of the expansion joint 12 is arranged on an end face of the third roadway slab 7 and the other joint profile 14 is arranged on an end face of the fourth roadway slab 8.

To reduce noise, the expansion joint 12 has two finger plates 16 arranged to mesh with each other, which at least partially cover the expansion gap 17 of the expansion joint 12. In the present example, the two finger plates 16 are fastened to the respective joint profile 14 with screws 18.

As can be seen by comparing Fig. 6 and Fig. 7, in the embodiment example in Fig. 6, a sealing profile 15 (preferably made of rubber) is arranged in the two joint profiles 14 of the expansion joint 12, which preferably has holding sections 19 on both sides for clamping fastening in the claw-shaped joint profiles 14.

As can be seen in particular from the top view according to Fig. 1 , the third roadway slab 7 has two elongated holes 20 extending in the longitudinal axis L of the roadway transition 1. Both in the elongated holes 20, as well as in the bores 13, anchoring means 9 are arranged in each case in the anchored state, which can be designed as an anchorable threaded rod with a screwed-on nut. In this way, the anchoring means 9 can be securely fastened in the structure 4 and, by removing the screwed- on nuts, the roadway transition 1 can be easily dismantled for work on the underlying structure 4 and then easily and quickly reassembled.

As can be readily seen from Fig. 2, in the first embodiment shown here both the first roadway slab 5 and the fourth roadway slab 8 are each provided with two thorn-shaped shear force transmission means 21 extending in the direction of the structure 4. These are formed in such a way that each of the four shear force transmission means 21 has a head part 22 which has a circular outline in plan view and a wedge-shaped form tapering downward in side view. Further, the shear transmitting means 21 has, respectively below the head portion 22 thereof, a cylindrical foot portion 23 arranged concentrically with respect to said head portion 22 and having a diameter smaller than the diameter of the head portion 22 at the narrowest point thereof. This can be seen particularly well in the sectional view of Fig. 8. It is also clear from Fig. 8 that the shear transmission means 21 has two channels 24 each for the introduction of adhesive. Here, the first channel is arranged in the head part 22 and the second channel 24 runs through the complete shear transmission means from top to bottom. These two channels 24 serve to introduce adhesives, such as polymer concrete, in order to seal and fill any gaps between the shear force transmission means 21 and the structure 4 or roadway 3 and/or to anchor the shear force transmission means 21 even better by means of the adhesive force of the adhesive. As can now be seen very clearly from the illustration in Fig. 3, the roadway transition structure 1 according to the invention is capable of being unfolded very quickly and easily due to the structure being designed in the manner of a multi-part link chain. This unfolded state is shown in Fig. 3. Here, the second roadway slab 6 has been pivoted upwards together with the third roadway slab 7 by more than 90 degrees relative to the first roadway slab 5. To enable this pivoting, it is only necessary to release two anchoring means 9. Specifically, the nut seated on each threaded rod is removed for this purpose, so the threaded rod itself remains in the structure 4, as also shown in Fig. 3. In order for the expansion joint 12 to be opened, the sealing profile 15 arranged there must first be removed from one side of the expansion joint 12. In the embodiment example shown here, the sealing profile 15 has been completely removed from the expansion joint 12, In the unfolded state, it can therefore now be seen very clearly that a joint profile 14 with screwed-on finger plate 16 is arranged on each of the two sides of the expansion joint 12, and that the roadway transition structure 1 according to the invention is opened in the region of the expansion joint 12 by pivoting the third and then the second roadway slabs 6, 7 upwards.

From what has been explained above, it is clear that the roadway transition structure 1 according to the invention is characterized by the fact that it is very easily and quickly suitable for work on construction components arranged beneath it. In the example shown here, replacement work as well as repair or maintenance work can be carried out without having to remove the existing roadway 3 over a large area beforehand. The roadway transition structure according to the invention thus makes it possible, by simply placing it on the roadway 3, to very quickly arrange a mechanism that can be easily opened and closed over the parts of the structure to be maintained or replaced. At the same time, the roadway transition structure 1 according to the invention enables a medium-term use that goes beyond what has been the case with the previous temporary roadway transition structures of the applicant. Now, not only larger spans in the area of the second roadway slab 6 can be bridged, but also longer repair or replacement work can be covered by the roadway transition construction 1 according to the invention. In particular, this is achieved by shifting the relative expansion movement to the expansion joint 12 arranged between the third and fourth roadway slabs. This is because the present roadway transition structure according to the invention can absorb considerably greater horizontal forces, for example from braking loads, than before. At the same time, this ensures that it is also possible to drive over the temporary roadway transition structure 1 at higher speeds, which brings great advantages for the users of the structure 4.

In the embodiment examples shown here, the roadway slabs 5, 6, 7, 8, which are at least partially made of steel, in turn have a structured surface which has a plurality of grooves 25 running transversely to the longitudinal axis L of the roadway transition structure 1 . These provide a good grip for the vehicle tires rolling over the roadway transition structure 1 and ensure that vehicles can brake safely and drive over the roadway transition structure 1 even in wet conditions. In the first embodiment example according to Fig. 1 and Fig. 2, a wedge-shaped ramp 26 made of roadway material is arranged in front of each of the first roadway slab 5 and also the fourth roadway slab 8 in the longitudinal direction of the roadway transition structure 1 , which ensures that vehicles do not hit the front edge of the respective roadway slab 5, 8 hard. This ensures significantly increased comfort, but also serves to ensure the safety of the vehicles when driving over the roadway transition structure 1 . The fact that the ramp 26 is made of roadway material also makes it possible to form it in a simple manner in front of the roadway transition structure 1 with a relatively low gradient, so that overall driving comfort is increased once again.

As an alternative to this ramp 26 made of roadway material, the first and fourth roadway slabs can also be made longer and then beveled with a ramp-like area at the end faces. Such a second embodiment of the invention is shown graphically in Fig. 4 and Fig. 5. Here, the upper sides of the two roadway slabs 5 and 8 are completely beveled. However, as already mentioned, it is also conceivable that only a front part of the corresponding roadway slab 5, 8 is beveled. It should also be noted that the upper side of the shear force transmission means 21 , which are located in the first roadway slab 5 and also in the fourth roadway slab 8, are also beveled, i.e. designed flush with the surface of the respective roadway slab. Otherwise, this embodiment example does not differ further from the first embodiment example.

Reference Signs

1 Roadway transition structure

2 Construction joint

3 Roadway

4 Structure

5 1 st roadway slab

6 2nd roadway slab

7 3rd roadway slab

8 4th roadway slab

9 Anchoring means

10 Joint

11 Old roadway transition

12 Expansion joint

13 Fastening bore

14 Joint profile

15 Sealing profile

16 Finger plate

17 Expansion gap

18 Screw

19 Holding section of the sealing profile

20 Long hole

21 Shear force transmission means

22 Head part of the shear force transmission means

23 Foot part of the shear force transmission means

24 Channel

25 Groove

26 Ramp of roadway material

L Longitudinal axis