DE102013015714B3 - Bridge cap with anchoring and method for attaching a device for anchoring bridge caps - Google Patents

Abstract

The invention relates to a bridge cap (2) comprising a device (1) for anchoring the bridge cap (2) on a carriageway slab (5), the device (1) - at least one cap rail (3) - anchoring means (4) and - fastening means ( 12), the cap rail (3) being fastened by means of the fastening means (12) on the carriageway plate (5) along the anchoring means (4) in the longitudinal direction of the bridge cap (2), the anchoring means (4) being approximately at right angles to the top of the carriageway plate (5) are introduced into the structural concrete of the carriageway slab (5), and the cap rail (3) is concreted into the bridge cap (2).

Description

The invention relates to a bridge cap with a device for anchoring the bridge cap on the deck plate of a bridge and a method for attaching a device for anchoring bridge caps.

Devices for anchoring bridge caps made of reinforced concrete are known from the prior art. The bridge caps are a wearing part and will be renewed regularly. The bridge caps are frictionally connected to the superstructure by a connection reinforcement or anchors, such as plate anchors or composite anchors.

In the JP 2010-121281 A a Schrammbord is described as the lateral completion of a bridge cap. In the JP 2001-193015 A a prefabricated concrete part bulkhead is described which is inserted into prefabricated anchor holes at the edge of a bridge.

Due to the high demands on the anchoring of bridge caps, a considerable number of composite anchors are driven in the front side of the cantilever of a bridge structure in today's structural repairs. The anchoring in the end face becomes problematic when the "wearing part bridge cap" has to be renewed, since all the composite anchors have to be uncovered or separated, including the cornice, by a deep and water-cooled reinforced concrete section.

But the far greater problem is then the introduction of the new cap anchorage in the front of the cantilever, as between the separated composite anchors, the transverse tendons and the slack longitudinal reinforcement barely enough space for a new front anchorage is available.

The object of the invention is to overcome the disadvantages of the prior art and to provide a bridge cap having a device for cap anchoring, wherein the device is inexpensive, time-saving can be introduced, reusable and thus friendly to the building.

The object is achieved by a bridge cap according to claim 1 and a method according to claim 11.

Advantageous developments are defined in the subclaims.

• – mindestens eine Kappenschiene,
• – Verankerungsmittel und
• – Befestigungsmittel aufweist,

wobei die Kappenschiene mittels der Befestigungsmittel auf der Fahrbahnplatte entlang den Verankerungsmitteln in Längsrichtung der Brückenkappe befestigt ist,
wobei die Verankerungsmittel annähernd rechtwinklig zur Oberseite der Fahrbahnplatte in den Konstruktionsbeton der Fahrbahnplatte eingebracht sind und
wobei die Kappenschiene in der Brückenkappe einbetoniert ist.According to one aspect of the invention, a bridge cap is provided, wherein the bridge cap has a device for anchoring the bridge cap on a deck plate, wherein the device

• At least one cap rail,
• - anchoring means and
• Having fastening means,

wherein the cap rail is fastened by means of the fastening means on the deck plate along the anchoring means in the longitudinal direction of the bridge cap,
wherein the anchoring means are introduced approximately perpendicular to the upper side of the deck slab in the structural concrete of the deck slab and
wherein the cap rail is concreted in the bridge cap.

Under a bridge cap is preferably a cap to understand, which is placed on the cantilever or the edge region of a bridge. The caps are preferably used to secure the traffic space. In the inner city area, the caps are usually at the same time walking and / or bicycle path and secure them by a preferably about 15 cm high Schrammbord before a stray vehicle.

Preferably, after the attachment and fastening of the cap rail and the reinforcement of the bridge cap with concreting can be started. The pre-concreted bridge cap then includes the cap rail.

Preferably guardrails and noise barriers are attached to the bridge decks railing and as needed. Preferably, the bridge caps are made of frost and de-salt-resistant air-entrained concrete. They are preferably rendered hydrophobic or coated, if required, for example, for use as a walking and cycling path.

A deck plate (also bridge plate) is preferably a part of the bridge. The deck plate forms the superstructure of a bridge next to the main girders as well as any cantilevers and crossbeams.

A cap rail (also anchor rail or anchoring rail) is preferably an elongated / continuously linear member having at least two legs, wherein the legs include an inclination angle. Preferably, the cap rail of the non-positive connection of two concrete components, namely the carriageway plate with the bridge cap, which are particularly preferably interrupted by a seal. The cap rail is cast in the concrete of the bridge cap.

Anchoring means preferably used are composite anchors or cap anchors. The Anchoring means are introduced into the structural concrete of the deck panel approximately perpendicular to the top of the deck panel. Preferably, the anchoring means can also be introduced obliquely to the upper side of the carriageway slab in the structural concrete of the carriageway slab. Particularly preferably, the anchoring means protrude after being introduced into the structural concrete at the top of the carriageway slab. Preferably, the anchoring means protrude between 1/7 and 1/10 of their length.

Preferably, boreholes are driven by means of a drill into the structural concrete of the deck plate, which receive the anchoring means. The anchoring of the anchoring means is then from above, d. H. the holes are drilled vertically from above into the structural concrete of the deck.

Particularly preferably, the composite anchor is introduced into the borehole together with a two-component reaction resin, in which the composite anchor is not spread but connects to the wall material in a material-locking manner.

The fastening means is a means by which the cap rail is attachable to the anchoring means. For example, nuts with washers or the like are provided as fastening means.

Particularly preferably, the washers on the threaded shank of the armature are completely sealed, so that the reaction resin emerging from the borehole completely reseals the penetrated seal.

The top of the deck plate is preferably the side on which the road surface for traffic is located.

With the device for anchoring bridge caps, the following aspects can be realized: By using a continuous linearly formed cap rail, less anchoring means are required. The bond length and thus the borehole depth of the anchoring means are substantially less than the known from the prior art end anchors. The borehole or anchor diameter of the anchoring means is also lower.

In a preferred embodiment, the cap rail is formed as at least two-legged rail.

Depending on the dimensions of the bridge cap and which forces are to be removed from the bridge cap on the deck slab, a two- or multi-legged cap rail can be used.

Preferably, the cap rail on two legs. Particularly preferably, the cap rail has three legs.

Preferably, the cap rail in the longitudinal direction on an approximately L-shaped cross-section with two legs or an approximately Z-shaped cross-section with three legs.

Particularly preferred is the angle between two legs of the cap rail in the range between 90 ° and 180 °, in the range between 120 ° and 150 ° or at about 135 °.

In this way, the cap rail can be designed according to the specifications on site or on the basis of static design by the architecture or engineering firm at different angles.

In a further preferred embodiment, one of the legs of the cap rail can be frictionally connected to the roadway panel.

This can be accomplished with the carriageway plate a non-positive connection of the cap rail. Forces that act on the finished concreted bridge cap, are removed via the non-positive connection to the deck plate.

Preferably, one of the legs of the cap rail is formed so that it serves as a flange for anchoring to the deck plate.

Particularly preferably, the lower leg (lower flange) is arranged parallel to the upper side of the carriageway slab. Particularly preferred is the adhesion by means of the connection of the cap rail to the anchoring means and fastening with the fastening means. Preferably, the cap rail has a perforation for guiding the anchoring means.

In a further particularly preferred embodiment, for the installation of the connecting means to pierce the seal, which is arranged on the carriageway plate to pierce. When inserting the anchoring means, it must be ensured that the seal is completely closed again. Preferably, this can be accomplished by means of combined sealing and washers.

In a further particularly preferred embodiment, one of the legs of the cap rail is frictionally engaged with the deck plate connectable, wherein the leg rests on a seal of the deck plate.

The waterproofing protects the structural concrete of the deck slab from moisture and physically separates the structural concrete of the deck slab from the bridge deck to be concreted.

Preferably, the distances of the perforations (holes) of all rail lengths of the cap rails are always the same, so that cap rails of different lengths can be used.

Preferably, an attachment point always consists of three juxtaposed perforations to avoid obstacles such. B. transverse tendons, to work around.

In a further preferred embodiment, at least two cap rails can be frictionally connected to one another by means of connecting means.

Preferably, the connecting means are connecting plates, which can be fastened by means of screws to the cap rail. As a result, a frictional connection between the cap rails is possible.

Preferably, the cap rails at its upper leg (upper flange) are non-positively connected to each other.

In a further preferred embodiment, the connecting plates have a kink in their longitudinal direction in the middle. In this way it is possible to mount the cap rails in radii.

Particularly preferably, the connecting means are designed as clamping flanges. As a result, a frictional connection between the cap rails is also possible.

In a further preferred embodiment, the cap rail is arranged as a continuous component in the longitudinal direction, starting from the Schrammbord in the transverse direction in the region of the first third to the second third of the bridge cap.

Such an arrangement has the advantage that forces acting on the finished concreted bridge cap, can be removed expediently to the deck plate.

Such an arrangement has the further advantage that the cap rail is formed in the longitudinal direction of the bridge cap continuously formed linear anchor dividing the concrete of the bridge cap in about the lower half in the longitudinal direction. For a cap break then only the upper half of the concrete of the bridge cap including the upper reinforcement layer of the installed bracket (preferably about 10 mm) in front of the steel profile with a (preferably about 7.00 cm) deep cut must be cut.

Preferably, the bridge cap is then in the longitudinal direction completely divisible into two halves and can be released from the anchorage and removed. Due to the installation position of the cap rail, which is the same for most building copings and defined at a distance to the cornice edge, the cut to break off the building copings then always runs at the same, fixed position.

In a further preferred embodiment, the cap rail has recesses in its longitudinal direction.

This reinforcement, other anchors or pipes can be performed through the recesses of the cap rail.

In a further particularly preferred embodiment, the cap rail made of steel or galvanized steel.

Galvanized steel has the advantage that it is less susceptible to corrosion than normal structural steel.

• – Verankern der Verankerungsmittel in Längsrichtung zur Brückenkappe annähernd rechtwinklig zur Oberseite der Fahrbahnplatte in den Konstruktionsbeton der Fahrbahnplatte,
• – Montage der Kappenschiene auf einer Abdichtung oder auf einer Schutzauflage auf den Verankerungsmitteln,
• – Aufbringen einer zusätzlichen Abdichtung im Bereich der Verankerungsmittel,
• – Befestigen der Kappenschiene an den Verankerungsmitteln mittels den Befestigungsmitteln und
• – Einbetonieren der Kappenschiene in der Brückenkappe.

According to another aspect of the invention, there is provided a method of attaching a device for anchoring bridge caps to a deck plate, the apparatus comprising at least one cap rail, anchoring means and attachment means, comprising the steps of:

• Anchoring the anchoring means in the longitudinal direction to the bridge cap approximately perpendicular to the upper side of the carriageway slab into the structural concrete of the carriageway slab,
• - Mounting the cap rail on a seal or on a protective pad on the anchoring means,
• - applying an additional seal in the region of the anchoring means,
• - Attach the cap rail to the anchoring means by means of the fastening means and
• - Concrete in the cap rail in the bridge cap.

After attaching and securing the cap rail and inserting the reinforcement, you can start concreting the bridge cap.

Preferably, all connections that arise during assembly of the cap rail, provided after installation with protective caps, so that the compounds and fasteners the cap rails can be easily solved after a later cap abort and the cap rails can be dismantled.

Particularly preferably, all finished caps in the cornice receive an emblem with a nameplate on which the data for the later separating cut are punched (eg cutting guide at about 0.90 m, cutting depth 7.00 cm). Particularly preferably, the position and position of the cap rail is noted.

This has the advantage that when the cap is broken off, the bridge cap can be cut longitudinally at the desired location.

Preferably, a longitudinal section in the region of the cap rail, so that after completion of the cut, the bridge cap can be divided into two parts. The bridge cap can then be removed. The cap rail is exposed and can be used together with the anchoring for a new bridge cap construction again.

Preferably, the anchoring means remain in the structural concrete of the deck slab.

The invention will now be further illustrated by way of example with reference to the drawings. Hereby shows:

1 a schematic view of an apparatus for anchoring bridge caps,

2 a schematic view of a cap rail in cross section,

3 a schematic view of an alternative cap rail in cross section,

4 a schematic view of another alternative cap rail in cross section,

5 a schematic view of another alternative cap rail in cross section and

6 a schematic section through a portion of a bridge with the device for anchoring the bridge cap and a bridge cap according to the invention.

In 1 a schematic view of a device for anchoring bridge caps is shown. The device 1 has a cap rail 3 , Anchoring means 4 and fasteners 12 on. The fasteners 12 are designed, the cap rail 3 on the carriageway slab 5 along the anchoring means 4 in the longitudinal direction of the bridge cap 2 to fix. The anchoring means 4 are approximately perpendicular to the top of the deck slab 5 into the structural concrete of the roadway slab 5 are introduced. The top of the deck plate 5 is shown for clarity only as a rectangular section. Between the carriageway plate 5 and the cap rail 3 is preferably a seal 6 introduced (not shown).

As an anchoring agent 4 Composite anchors or cap anchors are used. As a fastener 12 are nuts with washers installed.

The cap rail 3 is folded once in its longitudinal direction. The cap rail 3 is designed as a two-legged rail. The cap rail 3 has in its longitudinal direction an approximately L-shaped cross section with two legs 7 and 8th on. The cap rail 3 Made of corrosion-resistant, galvanized steel.

The lower thigh 7 is parallel to the top of the deck slab 5 arranged. The thigh 7 the cap rail 3 is non-positive with the anchoring means 4 on the carriageway slab 5 anchored.

Further cap rails 3 Be using fasteners, a connecting plate and screws through the holes 11 on the upper thigh 8th be guided, positively connected to each other.

In 2 is a schematic view of a cap rail shown in cross section. The cap rail 3 has an approximately L-shaped cross section with two legs in the longitudinal direction 7 and 8th on. The one of the two thighs 7 and 8th the cap rail 3 included angles 10 is about 135 °.

In 3 is a schematic view of an alternative cap rail shown in cross section. The cap rail 3 has an approximately Z-shaped cross section with three legs in the longitudinal direction 7 . 8th and 9 on.

The one of the two thighs 7 and 8th and from the two thighs 8th and 9 the cap rail 3 included angles 10 and 10 ' are each about 90 °.

In 4 is a schematic view of another alternative cap rail shown in cross section. The cap rail 3 has an approximately Z-shaped cross section with three legs in the longitudinal direction 7 . 8th and 9 on.

The one of the two thighs 7 and 8th included angles 10 each is about 90 °. The one of the two thighs 8th and 9 included angles 10 ' is about 105 °.

In 5 is a schematic view of another alternative cap rail shown in cross section. The cap rail 3 has an approximately Z-shaped cross section with three legs in the longitudinal direction 7 . 8th and 9 on.

The one of the two thighs 7 and 8th and from the two thighs 8th and 9 the cap rail 3 included angles 10 and 10 ' each amount to about 120 °.

In 6 is a schematic section through a part of a bridge with the device for anchoring the bridge cap and a bridge cap according to the invention shown. The cap rail 3 as well as the fasteners 12 are in the bridge cap 2 concreted.

The cap rail 3 lies directly on the seal 6 the carriageway plate 5 on. The cap rail 3 is by means of the fastening means 12 at the anchoring means 4 in the longitudinal direction of the bridge cap 2 with the carriageway plate 5 attached to the bridge.

The cap rail 3 is folded twice in its longitudinal direction. The cap rail 3 is designed as a three-legged rail. The cap rail 3 has in its longitudinal direction an approximately Z-shaped cross section with two legs 7 . 8th and 9 (according to 3 ) on.

The lower thigh 7 the cap rail 3 is parallel to the carriageway slab 5 arranged. The thigh 7 the cap rail 3 is non-positively by means of fasteners 12 along the anchoring means 4 , which are approximately vertical in the structural concrete of the deck slab 5 are introduced, on top of the carriageway plate 5 anchored.

In 6 is also a Schrammbord 13 , Stirrup reinforcement 14 , Longitudinal reinforcement 15 , Guard rail post 16 and a railing 17 shown. The cap rail 3 is as a continuous component in the longitudinal direction from the Schrammbord 13 in the transverse direction in the area of the second third of the bridge cap 2 arranged.

• – die bei einer Erstmontage kostengünstig im Vergleich zur herkömmlichen Verankerung ist, einen Zeitgewinn ermöglicht, bauwerksschonend ist, da weniger Anker in Längsrichtung zur Kappenschiene benötigt werden und diese Anker nur einmal eingebracht werden müssen,
• – die bei einem Abbruch wesentlich geringere Abbruchkosten verursacht, und zu einer Zeitersparnis führt, und
• – die bei einer Instandsetzung/einem Wiedereinbau sehr niedrigere Kosten für die Verankerung verursacht, bauwerksschonend ist, da keine neuen Anker gesetzt werden müssen und zu einer Zeitersparnis führt.

At a demolition of the bridge cap 2 becomes a longitudinal section 18 in front of the thigh 8th the cap rail 3 ( 3 ) brought in. The cut is going on 18 at about halfway across the bridge cap 2 , After the cut, the bridge cap can be 2 divide into two parts. The bridge cap 2 can then be removed. This is the cap rail 3 exposed and can be used together with the anchorage for a new bridge cap construction again. In this way, a cap anchoring device is provided,

• - Which is cost-effective in an initial installation compared to conventional anchoring, allows time savings, is gentle to the building, as fewer anchors are required in the longitudinal direction of the cap rail and these anchors must be introduced only once,
• - which causes significantly lower demolition costs in the event of a demolition and leads to a saving of time, and
• - which, when repaired / reinstalled, causes a very low anchoring cost, is gentle to the building, as no new anchors have to be set up and saves time.

LIST OF REFERENCE NUMBERS

1

Device for anchoring bridge caps

2

bridge cap

3

cap rail

4

anchoring means

5

carriageway

6

seal

7

leg

8th

leg

9

leg

10

angle

10 '

angle

11

perforation

12

fastener

13

curb

14

stirrups

15

Guard rail posts

16

railing

17

longitudinal reinforcement

18

longitudinal section

Claims (11)

Bridge cap ( 2 ) comprising a device ( 1 ) for anchoring the bridge cap ( 2 ) on a carriageway slab ( 5 ), the device ( 1 ) - at least one cap rail ( 3 ), - anchoring means ( 4 ) and - fastening means ( 12 ), wherein the cap rail ( 3 ) by means of the fastening means ( 12 ) on the carriageway plate ( 5 ) along the anchoring means (4) in the longitudinal direction of the bridge cap ( 2 ), wherein the anchoring means ( 4 ) approximately perpendicular to the top of the deck slab ( 5 ) in the structural concrete of the roadway slab ( 5 ) and wherein the cap rail ( 3 ) in the bridge cap ( 2 ) is concreted. Bridge cap ( 2 ) according to claim 1, wherein the cap rail ( 3 ) is designed as at least two-legged rail. Bridge cap ( 2 ) according to claim 2, wherein the cap rail ( 3 ) in the longitudinal direction of an approximately L-shaped cross section with two legs ( 7 . 8th ) or an approximately Z-shaped cross section with three legs ( 7 . 8th . 9 ) having. Bridge cap ( 2 ) according to claim 3, wherein the angle ( 10 . 10 ' ) between two legs ( 7 . 8th . 9 ) of the cap rail ( 3 ) in the range between 90 ° and 180 °, in the range between 120 ° and 150 ° or at about 135 °. Bridge cap ( 2 ) according to one of claims 3 or 4, wherein one leg of the cap rail ( 3 ) frictionally with the roadway plate ( 5 ) is connectable. Bridge cap ( 2 ) according to claim 5, wherein the leg is mounted on a seal ( 6 ) of the deck slab rests. Bridge cap ( 2 ) according to one of the preceding claims, wherein at least two cap rails ( 3 ) are non-positively connected by means of connecting means. Bridge cap ( 2 ) according to one of the preceding claims, wherein the cap rail ( 3 ) as a continuous component in the longitudinal direction, starting from a Schrammbord ( 13 ) in the transverse direction in the region of the first third to the second third of the bridge cap ( 2 ) is arranged. Bridge cap ( 2 ) according to one of the preceding claims, wherein the cap rail ( 3 ) Has recesses in its longitudinal direction. Bridge cap ( 2 ) according to one of the preceding claims, wherein the cap rail ( 3 ) made of steel or galvanized steel. Method for mounting a device ( 1 ) for anchoring bridge caps ( 2 ) on a carriageway slab ( 5 ), the device ( 1 ) at least one cap rail ( 3 ), Anchoring means ( 4 ) and fasteners ( 12 ), comprising the following steps: - anchoring the anchoring means ( 4 ) in the longitudinal direction of the bridge cap ( 2 ) approximately perpendicular to the top of the deck slab ( 5 ) in the structural concrete of the roadway slab ( 5 ), - mounting the cap rail ( 3 ) on a seal ( 6 ) or on a protective support on the anchoring means ( 4 ), - applying an additional seal ( 6 ) in the region of anchoring means ( 4 ), - fixing the cap rail ( 3 ) on the anchoring means ( 4 ) by means of the fastening means ( 12 ) and - Concrete in the cap rail ( 3 ) in the bridge cap ( 2 ).

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