Third World Congress on Joints & Bearings

Toronto, Canada
Oct. 27 – Nov. 1, 1991

THE FUNCTIONING AND OPERATION OF THE MODERN

MODULAR EXPANSION JOINT SYSTEM

By: Messrs Waldemar Koster

& D. Stephen Brown
Contents

Introduction..................................................................................................................................... 2
Joint Movements............................................................................................................................. 3
Elastomeric Components ................................................................................................................ 6
· The Sliding Bearings and Sliding Springs .............................................................................. 7
· Guidance (Control) Bearings................................................................................................... 9
· Steering (Control) Springs..................................................................................................... 11
· Expansion Strip Seals............................................................................................................ 14
Summary ....................................................................................................................................... 15
Overview of the Authors............................................................................................................... 15

Overview

The kinematic and the elastic reactions of the modern modular expansion joint system are being
investigated in the form of a qualitative analysis that applies to the joints being subjected to the
usual and common movement processes combined with the more unusual movements found in
complex structures.

Starting with a presentation and description of the various spatial dislocations and torsional
movements in the area of the expansion joint, the capacity of deformations of the modern
modular expansion joint will be discussed on the basis of the elastomeric components. Questions
relating to the required degrees of freedom of movement and of control (guidance) and limitation
of the movements will be discussed and brought out.

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Introduction

As with all modular expansion joint devices, the basic system is made up of a sliding grid formed
by the longitudinal rails which subdivide the joint opening into a series of small gaps. The
support bars (joists) which traverse the joint gaps function as the structural supporting member
for all lamellas (separator beams).

The Grid System of a Typical Modular Expansion Joint

(fig. 1)

Separator beams and support bars here are connected with one another in a moveable design.
Their intersecting points remain at all times moveable, flexible, and capable of torsional
movement (which is kinematically necessary), and they are also elastically prestressed which is
important for all dynamic stress requirements.

Expansion joint devices based upon this system are capable of all types of three-directional and
torsional movements, as one can find, for example, with the flexibility of the well-known
elastomeric rubber pad. Such an expansion joint design adjusts to any possible change of the two
joint edges in relation to one another without constraint, as if it were a bridge that is capable of
any deformation.

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When looking at the typical system of coordinates located in the center of a bridge joint, it
becomes clear how absolutely necessary it is to have the overall capacity for deformation of the
expansion joint device. The axes of the system are in reference to the movements of the edges of
the joint.

System of Coordinates for the Expansion Joint Device

(fig. 2)

Joint Movements

Let the change in the opening width of the joint edges be the normal displacement DN in the
direction of the normal axis N which generally does not need to be identical with the axis of the
bridge.

Let the horizontal, parallel movement of the joint edges in relation to one another be the
transverse displacement DQ in the direction of the transverse axis Q which stresses the expansion
joint seal in shear.

The vertical/parallel movement of the joint edges in relation to one another is designated as the
vertical displacement DV in the direction of the vertical axis V which causes a step in the
roadway surface.

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 Examples of Joint Displacements
(fig. 3)

The normal displacement DN is quite familiar to all engineers, while the displacement DQ and
DV may not be as familiar. Displacement DQ is added in case of skewed joints with an angle of
skew b. This displacement could also occur on large curved bridges where movements would
work along tangents outside of the structure. If the roadway deck is inclined toward the
longitudinal direction, the vertical displacement DV enters the picture – a displacement that also
would occur should the bridge be lifted (jacked) for replacement of bearings.

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 Examples of Torsional Joint Movements
(fig. 4)

These movements are often linked with torsional/twisting movements. The vertical displacement
DV of the joint due to a sagging of the bridge superstructure causes, in addition to a normal
displacement DN, a torsional movement DaQ about the transverse axis Q.

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A rotation DN about the normal axis will result if one of two support bearings at the end of the
superstructure fails. Sagging of cantilevered decks will produce the same effect. When this
occurs, the vertical displacement DV changes over the entire width of the superstructure so that
the expansion device has to adjust to the twisted angle.

Finally, a torsional movement DaV about the vertical axis V is a rather well known occurrence
in large bridges under wind loads. In this case, normal displacement N changes over the width of
the superstructure and requires a fan-shaped adjustment of the expansion joint device.

These are a few examples of movements in bridge structures in the immediate area of the
expansion joints. However, a general capacity to withstand deformations and distortions is
required of joint devices in principle in order to avoid stresses that can result from mistakes
during installation.

Elastomeric Components

The deformation happens as an external adjustment in relation to the edges of the joint opening
against internal resistance derived from the frictional and elastic spring forces of the joint
device’s elastomeric elements. Those are the sliding bearings and sliding springs, the control
(guidance) bearings, the control (steering) springs, and the expansion joint seal elements.

Sliding Bearing

Sliding Spring

Control Bearing

Control Spring

Expansion Joint Seal

Symbols of Elastomeric Components

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These elastomeric elements regulate and control the movements of the rigid separator beams and
support bars in relation to one another and limit them such that traffic loads can be absorbed
within the expansion joint device.

The functioning of the modern modular expansion joint can be explained on the basis of the
mutual interaction of the various elastomeric components.

The Sliding Bearings and Sliding Springs

The two components are the elastic sliding elements for the point of intersection between the
separator beam and the support bar. By means of the sliding bearings, the separator beams
transfer the vertical traffic loads to the support bar; an attached bearing stirrup or bracket braces
the sliding spring to the system which is thus prestressing the sliding bearing by means of the
spring force of the sliding spring. The elastic (spring) force is so calculated that the alternating
loads oscillate within the prestress range.

Sliding Bearing System in the Bearing Stirrup

(fig. 5)

The separator beam in this arrangement remains, in relation to the support bar, moveable in all
directions as well as being capable of three-dimensional rotation. Only the vertical displacement
vis-à-vis, the support bar, is blocked by the elastic and prestressed bearing system comprised of
the sliding bearing and spring for the purpose of load absorption.

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The support bar bearing at the joint edges represents a similar junction (intersecting point) which
possesses the same prestressed bearing system and thus also the same degrees of freedom of
movement; again, here only the vertical displacement is blocked for purposes of load absorbing.

Whereas the separator beams are capable of spatial rotation on top of their slide bearings in order
to be able to avoid stresses, the sliding bearing of the support bars must also be capable of
rotation for kinematic reasons. Because in the event of a vertical displacement of the two joint
edges toward one another, the support bar will incline by an angle ÐQ about a transverse axis
and thus force the sliding bearing to turn by the same angle. In the case of larger movement
expansion joints, the bearing force and the oscillating mass increase, which then has to be taken
into consideration in respect to the bearing system of the support bars.

The Sliding Bearing System of Separator Beams and Support Bar

(fig. 6)

The sliding (load bearing) grid system of the expansion device is not yet complete and
operational with only its elastic and prestressed sliding bearing system. The movements of the
separator beams and the support bars must be coordinated and limited.

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Guidance (Control) Bearings

The sliding bearing system on which the support bars rest at the joint edges and which is
horizontally moveable and completely rotational in all directions is complemented by lateral
control bearings which have the function of setting the direction of movement and limiting
rotation about the support bar axis. On one side of the joint, the control bearings are expanded
into fixed bearings by means of cams attached to the support bar web, while on the other joint
side the support bar slides along the control bearings.

Control System for the Support Bars

(fig. 7)

The support bar retains its freedom of rotation on top of the sliding bearings such that it can
follow the opposite movements of the joint edges about an angle of inclination ÐQ about a
transverse axis or also about a swivel angle ÐV about a vertical axis; this still holds true even if
the joint edges were to rotate in relation to one another, as an additional possibility.

The sliding bearing arrangement of the separator beams on the support bars, which is likewise
horizontally moveable in all directions and completely rotational, requires, however, a multiple
control guiding system since both vertical traffic loads and horizontal traffic loads are acting on
the system.

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Basically the direction of movement of the separator beams must agree with that of the support
bars so that the sliding bearings and springs attached to the separator beams will also move along
the gliding path of the support bar. This assumption is normally fulfilled by the expansion seal
sections and the control springs, both of which link as a series of elastic springs creating a “chain
of springs” across the expansion joint device. Due to the shear stiffness of the “chain,” the
separator beams remain in constant relation to the edge sections, that is, in perfect alignment.

Control System for Separator Beams in the Case of a Large Transverse Slope
(fig. 8)

A special case exists for the control bearings when the angle of transverse slope is large enough
to cause the separator beams to move downhill due to their own dead load. In this event, control
by means of the strip seal element and control springs must be complemented with control
bearings aside the support bar. In order to avoid stresses, however, they are only attached on
those stirrup frames of the separator beams which are coordinated with the support bar that is
located at the highest point.

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Steering (Control) Springs

The direction of displacement of the separator beams agrees with that of the support bars through
guidance exerted by the expansion seal strips and the control springs or, as the case may be, also
by the control bearings. Beyond that, the movements of the separator beams in relation to one
another must be regulated in such a manner that the total expansion range of the joint device is
equally divided among the distances between the individual separator beams. This must occur to
assure against the frictional resistance of the prestressed sliding bearings around the support bar.
Horizontal traffic loads are to be absorbed in an elastic and dampening manner within this
coordinated system.

Arrangement of Intervals Between the Separator Beams

(fig. 9)

The arrangement of the intervals between the I-rails is primarily the task of the control springs
which, with their shear stiffness and arranged in an elastic chain, support and brace the I-rails
elastically against themselves and the joint sides.

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An additional task of the control springs is to limit the rotation of the separator beams about their
longitudinal axis so that they will not tip over under horizontal traffic loads or impacts.

This double task, maintaining proper spacing and safeguarding the separator beams against
tilting, is carried out by the control springs with the aid of the control crossbar. The crossbar is
attached rigidly below the separator beam and extends over to below each adjoining separator
beam, left and right and is connected to these with an elastic control spring.

Securing the Separator Beams Against Tilting

(fig. 10)

The mutually corresponding intervals of the separator beams are regulated by the shear forces of
the control springs.

The control springs prevent a rotation or tilting of the separator beams by means of a pair of
forces, namely compression/tension (push/pull), at the point of control crossbars which then
transfer the rotational torque as vertical reactive force into the prestressed sliding bearing system
of the separator beams/support bar grid.

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The arrangement in pairs of the control springs means that in each “chain” of springs there are
doubles the amount of control springs as there are spaces between the separator beams which are
to be guided.

The Control System

(fig. 11)

The chain of springs ends at the joint edge, following its formational pattern, with half a control
crossbar (Case A, below); this, however, is being avoided by making a kinematically equivalent
change from A via B to C and attaching the first separator beams with two control springs per
crossbar to the joint edge.

Attaching the Control System to the Joint Edge

(fig. 12)

In this way, the series of springs becomes simpler and more space-saving, without changing the
controlling forces. The first separator beams on each joint side gains an advantage from this
however, because its torque resistance is being increased by one half. This, in turn, has a
compensating positive effect on the transition from the rigid edge beam to the moveable/flexible
separator beams from a drivability standpoint (providing a more gradual transition).

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Expansion Strip Seals

The expansion seals have first of all the purpose of sealing the variable gap opening in a
watertight manner.

Furthermore, they serve to guide the separator beams in the designed direction of displacement.
They do this because of their shear stiffness.

Another very significant task for the strip seals is to limit the gap width between separator beams
to the dimension dictated by and permissible under driving-engineering considerations.

The control springs regulate and coordinate the separator beams into a connected, elastic
composite system which effectively dampens the dynamic braking and accelerating forces and
matches increasing gap widths with increasing control forces. However, based upon the
necessary, required elasticity, the deformation of the control springs is not being limited.

On the other hand, the strip seals are optimally suited for such a limiting of the gap widths
between the separator beams. Based on their geometric cross-section, the expansion seals can
follow the changing gap widths almost without any resistance because the fold in the middle of
the strip seal acts like a hinge joint. At the outer movement limit, however, the expansion seal
begins to stretch and with its stretch resistance (tensile strength) now becomes an effective
device preventing further opening of the gap.

This limiting point as far as the strip seal is concerned, is located statically favorably right below
the roadway surface level which is where the horizontal traffic forces are applied; also the limit
point of the seal remains elastic which is important for dynamic considerations.

In case of very large horizontal traffic forces, the strip seal and the locking bulge design are
reinforced with a high-strength fabric which increases the tensile/break strength while reducing
the elongation, thereby creating a stopping device along the complete roadway length.

Another important practical feature of this design is that the seal becomes much more resistant to
punctures and tears than a non-reinforced seal. Should this seal be punctured, the hole will not
propagate, but would remain local to the isolated area.

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Summary

The detailed descriptions of the elastomeric components – sliding bearings and sliding springs,
control bearings and control springs, as well as the expansion seal elements – make it clear how
the modern modular expansion joint functions. The separator beams and support bars are the
rigid, load-absorbing construction components which are connected with the elastomeric
components in such a way that they form a deformable expansion joint device which adjusts
elastically and flexibly to all movement states of a complex bridge structure without
overstressing any single component. That is the kinematic and dynamic precondition for trouble-
free operation.

Even if in practice the six degrees of freedom of movement of spatial displacement and rotation
do not all occur, nor even the less likely event of them all occurring at the same time, it is still
good to know that they all can be mastered. It is also good to know that with the ability to handle
a wide range of movements, the mistakes of a time-oriented contractor can be absorbed as well.

The separator beams and support bars, as well as the various elastomeric components each have
their clearly defined task and objective which makes it possible just as unequivocally to
determine their respective behavior under various demands and stresses. This is also shown in
the clearly arranged overall design of the product which makes inspection, testing, and access to
various components easier.

The sliding bearings and sliding springs, the control bearings, and the control springs are all
easily accessible from below the expansion joint and can even be exchanged from below under
traffic conditions, The expansion strip seal may be exchanged from the roadway surface by
closing only one lane for a very short time.

Overview of the Authors

The modern modular expansion joint has evolved into a complex device which is designed more
like a truck than a bridge. The modular expansion joint receives live load impacts as often as
20,000 times a day by our heaviest loads, on our bridges in major metropolitan areas. Secondly,
the modular expansion joint is being utilized in bridges far more complex in design and
movement. From long continuous curved box girder bridges to floating bridges which display
movements that are often difficult to predict, the modular expansion joint is the only suitable
solution. The oldest modular joints have indicated that the original design in far less complex
structures has had a service life up to 20 years. Today, the modular expansion joint designer is
expected to produce a product that will have a service life of 50 years in structures far more
complicated. To do this, the designer must become more aware of the dynamic loads and
distributions subjected to the system and, likewise, how to absorb and dampen (not resist) these
loads without producing fatigue in the components. It is well documented that the older modular
joints (15 to 20 years) are exhibiting failure in fatigue. As we move into the 21st century,
dampening, fatigue, resistant connections, more suitable materials, and the ability to accept more
complex movements will be the focus of the designer. This will ultimately lead to a modular
expansion joint which will be more redundant in design and provide a greater service-free life.

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 D.S. TechStar, Inc.
1219 West Main Cross Street
Findlay, Ohio, USA 45840
Tel: (419) 424-0888
Fax: (419) 424-5959
www.techstar-inc.com

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