EP2088244B1 - Reinforced concrete or composite bridge and method for their production - Google Patents

Description

The invention relates to a method for producing a concrete composite bridge for road and rail transport. It comprises longitudinal members extending in the longitudinal direction of the bridge and cross members extending in the transverse direction of the bridge, which are connected to form a supporting grid. The support grate comprises open spaces enclosed by the longitudinal and transverse beams, which are covered with deck plate elements, resulting in a continuous bridge board. The invention also relates to a modular system for creating such a bridge and such a bridge of longitudinal and transverse beams and Fahrbahnplattenelementen itself.

Although bridge constructions are usually custom-made, their design is subject to strong rationalization pressure. Therefore, the proposed constructions are particularly concerned with the most effective use of the materials commonly used in bridge construction concrete and steel, taking advantage of their respective properties and to keep the manufacturing cost of the bridge as low as possible. Above all, the aspects of a favorable production also lead to a high degree of prefabrication of the bridge components in bridge construction. Another important aspect is the desire for the least possible impairment of the bridged traffic route. A competitive construction method for medium bridge spans is the composite bridge construction, in which a composite is produced between the superstructure of a steel structure and complete precast slabs for the carriageway.

The US 5,978,997A discloses a composite component with a thin cover portion. The composite member includes a plurality of longitudinally extending beams having a plurality of composite members disposed thereon. A composite member includes a plurality of transverse beams having a cast deck structure thereon. In one embodiment, the composite component is a prefabricated composite unit that is mounted and installed on the carriers. In a second embodiment, the beams are placed on the supports and the cover portion cast in place. In both embodiments, the molded cover portion is substantially thinner than in the known structures, but the construction has greater strength.

The DE 25 20 105 A1 shows a reinforced concrete element consisting of a broken at least one point plate, the broken plate members are connected together by at least one upwardly projecting coating.

The US 3,890,750 relates to a construction having a plurality of horizontally arranged rolling beams and beams on vertical supports forming a plurality of frames and panels. A variety of end-of-line precast beams are supported by and transversely stretched between the beams to provide lateral stability. At certain intervals laterally along the supports, a series of these beams are connected over the compression straps of the supporting roll supports to form continuous tensile or pressure anchors in the structure.

The US 2005/028 39 26 A1 discloses a method of constructing a bridge comprising constructing a concrete slab remote from a bridge, the slab having at least one screw hole on one side, aligning the side of the concrete slab substantially parallel to the side of a beam such that the screw hole of the slab contains a bolt hole in the side of the carrier is aligned, and connecting the screw hole of the concrete slab with the bolt hole of the carrier by angle and bolt.

Under www.stahlbau.uni-hannover.de/Publizierungen/Kaiserslautern.pdf a composite bridge with carriageway slab in finished part design is described. Two main beams, which are formed as a steel double-T-beams and extend in the bridge longitudinal direction, are held by transversely extending stiffeners. On the main girders, the carriageway slab is formed directly from pre-fabricated reinforced concrete elements. The finished parts span the entire transverse direction of the bridge. They already form the transversely varying banks of the roadway and the edge paths and are therefore equipped with a varying thickness. The prefabricated panels abut each other at transverse joints, where they are connected by a kind of concrete supplement. If the precast slabs are also connected to one another in the assembled condition in a shear-resistant manner, the crossbeams may be dispensed with in order to stabilize the main beams in the assembled state. The precast concrete components required for this type of construction, on the one hand with large dimensions and on the other hand with elaborate profiling, make it difficult to create the bridge.

In the magazine " Bautechnik 75, Heft 7 (publishing house Ernst and son, Berlin, 1998 ) Michel Virlogeux describes an alternative to this construction method for a composite bridge under the title "Composite bridges". Accordingly, the superstructure is initially formed of a steel support grid of main beams with a large double-T cross section and welded cross members between them. On the remaining open spaces of the support grid, which are framed by the carriers, plate elements are installed. Here, the preparation of the steel support grid prepares considerable circumstances. If it is first welded on the construction site of transverse and longitudinal members, then a great deal of effort is required to achieve the required quality of both the welds and the corrosion protection. If, on the other hand, it is made in the factory, a considerable amount of material is created Effort through the transport of the finished support grid on the construction site, which has the dimensions of the future superstructure of the bridge.

The object of the invention is therefore to simplify the production of such a bridge from a grid and deck plate elements.

The invention proposes a construction method, in which initially also a carrier grid of longitudinal and transverse beams is formed. However, the production of the carrier grate takes place on the construction site. In a first step a), the cross members are mounted on the upper sides of the longitudinal members. In a second step b), the longitudinal members and the cross members are mounted by potting to a support grid. Casting is suitable for use on cement, which does not have to be specially compacted. After curing of the potting, the step c), the plate elements are positioned on the open spaces of the support grid in a further step d). In a final step e), the plate elements are fastened to one another and to the support grid by substantially adding in-situ concrete between the plate elements. At the same time this creates a continuous flat bridge board. The invention thus turns away from components that have the same size in two directions, such as. B. a complete grid or large prefabricated panels. Rather, she succeeds in producing the superstructure of easily transportable carriers and plate elements with relatively small but always the same dimensions. Both the carrier and in particular the plate elements can be prefabricated as finished parts. Due to their essentially identical dimensions, their production can be very economical. However, the support grid also required according to the invention is not created in a weather-sensitive and complex welding process that requires thorough corrosion protection, but by a potting, preferably cement-based. This technology is generally well-controlled even in adverse weather conditions. The connection of the longitudinal and transverse beams at the nodes of the support grid by encapsulation therefore allows the creation of the support grate only on the site. This means that no large and bulky components have to be brought to the construction site at considerable expense for transport and traffic safety. Therefore, this construction method offers a significant cost advantage. Because it makes it possible, if necessary, to prefabricate all essential parts of the system, so in particular the longitudinal and transverse beams and the carriageway slab elements as a kit with relatively handy dimensions modular. Already the production in smaller dimensions reduces costs, facilitating the transport of smaller components anyway. Only at the construction site, the parts are connected. Because the prefabricated parts are interconnected by potting, eliminating complex formwork and can be avoided in particular the known weather-related disadvantages of welding.

Because in the construction method of the invention, the support grid is created only on the site, the longitudinal beams are spent in a mounting position of the method in a first implementation of the method before mounting the support grid. The longitudinal members as the largest components can therefore directly are mounted on the abutments after their delivery at the construction site, so that they will learn in the following no significant changes in location. All the following components of the bridge have significantly smaller dimensions and are therefore easy to position and assemble. Longitudinal beams of larger spans can also be installed using the incremental launching method.

If the longitudinal members are already mounted in their end position, securing measures for securing the construction site over the bridged traffic route must be taken for the further assembly steps of the cross member and the panel elements. They also mean a certain effort. According to an alternative embodiment of the inventive method, therefore, the support grid of longitudinal and transverse beams is created outside its installation position and only then spent in its installed position. Thus, the support grid can be made, for example on an abutment side at ground level and thus with the elimination of fall protection. This procedure allows only the assembly of the longitudinal and transverse beams at their junctions by potting because it can be made in high quality on the construction site. The finished support grid receives a high bending stiffness, so that it can be moved after curing of the potting in its installation or end position. This allows the impairments on the bridged traffic route to be reduced once again by creating the bridge. Because the installation of the longitudinal beams flanking and under-tightening fall protection over the bridged traffic route and the associated costs can be omitted. The construction site fences required in this implementation variant can be mounted in large part already with and on the support grid and therefore do not require their own assembly step.

According to a further advantageous embodiment of the invention, the support grid of a longer bridge superstructure of individual grate sections can be formed, which are inserted, for example, in the clock shift method in the end position. As a result, bridge superstructures with intermediate columns or pillars and medium spans can be produced up to about 50 meters according to the inventive principle. Although welding and corrosion protection work may be required to connect steel side members. However, they can be carried out in high quality, though on the construction site. Because especially in the clock sliding method, they can always take place at the same place, for example, at a mounting location on an abutment. They can therefore be executed in the protection of a temporary housing largely independent of weather conditions.

The cross members are mounted in step a) during assembly of the support grid on the tops of the longitudinal parts. The transverse support elements of the carrier grid according to the invention are therefore not interrupted by the longitudinal members, but can be installed and mounted in one piece. The support grid is divided into two levels, namely on the one hand, the level of the side members and on the other hand, the overlying level of the cross member. The continuous course of the cross member over the entire bridge width allows easy and cost-effective coupling of the longitudinal and transverse beams at their coupling points through the potting.

Depending on the material chosen for the longitudinal and transverse beams, care should be taken at the contact surfaces of the beams at the junctions for even, good bearing. This should be taken into account especially in the case of steel girders in longitudinal and concrete girders in the transverse direction. According to a further advantageous embodiment, therefore, the cross member in step b) in the assembly of the support grid at their contact surfaces on the longitudinal members with a mortar. The mortar should be very fluid, require no compaction, not shrink and be of high strength. Suitable mortars are marketed under the name " ^Pagel® " and are plastic modified. Due to their high flowability they fill the space between the longitudinal and cross member completely to achieve the fullest possible contact between the two carriers. Since the mortar does not disappear, the full-surface bearing remains even after its curing. As a result, stress peaks on the contact surfaces can be avoided and cracks in the carriers can be prevented.

The lower casting can be prepared by first framing the contact surface on the top of the longitudinal member with glued-on elastomer strips before laying the cross member on the longitudinal members. The elastomer strips serve on the one hand as seals between longitudinal and transverse beams for the subsequent sub-casting. On the other hand, they provide suitable bearing surfaces of the cross member on the longitudinal members in the assembled state. During the subsequent infusion of the cross member by separate Vergussöffnungen in the cross member, they represent virtually the lateral formwork of the grout and prevent lateral escape of the grout. Optionally, the sealing strip may be missing or interrupted at a bridge longitudinal or transverse upper edge of the support surface in order to allow air to escape and to preclude cavitation in the region of the lower casting. Since the elastomer strips already loaded in the assembled state by the cross member and compressed and fixed by the sub-casting in this state, they can remain after hardening of the base on the support grid. Because of their load condition, there is no danger that they get out of joint, for example due to aging, and impair the visual impression of the building.

According to a further advantageous embodiment, in-situ concrete is applied to a height of the upper edge of the cross member after connecting the longitudinal and transverse beams in step b) on top of the longitudinal beams. The remaining free sides of the longitudinal members between the cross members are thus filled with a first Ortbetonergänzung to the level of the tops of the cross member. The first in-situ concrete supplement provides an intermediate bond and creates a flat surface on the support grid on which the panel elements can be laid. Above all, however, the first addition of in-situ concrete increases the rigidity of the carrier grid, in particular that of the longitudinal members. This allows the side members to the loads in the first assembly steps dimensioned so initially be dimensioned smaller, since they are reinforced at a later date by the first Ortbetonergänzung in their pressure zone. As a result, material for the side members can be saved and consequently their weight and that of the support grid can be reduced overall. With steel side rails, the savings made by reducing the cost of expensive construction steel are particularly noticeable. In any case, there are cost savings for production, transport and installation of the side members.

For the first in-situ concrete supplement a formwork must be mounted on the construction site. According to a further advantageous embodiment of the invention, shuttering elements which have been lost on the upper sides of the longitudinal members and in their longitudinal direction are fastened after connecting the carriers to a carrier grid in step b). As shuttering elements, for example, prefabricated fiberglass concrete elements can be used, which are attached as an L-profile or with an L-profile on top of the longitudinal member. As industrially produced and standardized finished parts, on the one hand they are cost-effective and on the other hand they offer a high surface quality, so that an appealing view of the bridge construction is ensured. The Ortbetonergänzungen is not recognizable as such outwardly, but receives a good bond to the formwork elements. As a result, the formwork required for the Ortbetonergänzung can be significantly reduced.

Before the Ortbetonergänzung in the lost formwork, the joints of the formwork against the cross members are sealed, for example by foam rubber strips. This avoids the escape of concrete vapors by these joints and a deterioration in the visual appearance of the bridge. The sealing strips, which do not connect with the Ortbetonergänzung be removed after curing of Ortbetonergänzung again.

After filling the lost formwork and the production of the intermediate composite by curing the first in-situ concrete supplement can be started with the assembly of the plate elements on the support grid. So as soon as the supplemented first in-situ concrete has hardened sufficiently, the plate elements can be laid on the support grid. According to a further advantageous embodiment of the inventive method they are adjusted prior to attachment in step d) in particular their height relative to the cross members. Since the plate elements are located in a plane above the plane determined by the cross member, the plate elements need only against each other and not with respect to fixed fixed points such. B. to be aligned with the cross member. Due to the exact adjustment of the altitude of the plate elements to each other a largely flat surface of the bridge panel can be generated, which makes subsequent compensation work unnecessary and facilitates the subsequent application of a road surface and cheaper.

After laying the plate elements, the support grid is characterized by recesses between the plate elements. Prefabricated reinforcement elements are installed in these recesses and another, second Ortbetonergänzung filled. It is applied in the transverse direction over the cross members and in the bridge longitudinal direction via a first Ortbetonergänzung on the side rails. Through this second Ortbetonergänzung the plate elements are permanently attached to the support grid. According to a further advantageous embodiment, prefabricated reinforcing elements are mounted in the recesses between the plate elements. The reinforcement elements are bristled both with those from the first Ortbetonergänzung as well as with the plate elements on all sides laterally protruding terminal reinforcements. Against a leakage of concrete slurry both between the plate elements and the cross members and by a joint between the plate elements and the formwork elements of the first Ortbetonergänzung a joint strip is applied, for. B. a plaster grid ("Gittex"). With the introduction of the second Ortbetonergänzung the surface of the bridge board is closed.

The object of the invention is also achieved by a modular system for creating a concrete composite bridge, the side members, which extend in the installed state in the longitudinal direction of the bridge, and cross members which are mounted transversely to the longitudinal members and over the bridge width continuously and at nodes on the Upper sides of the longitudinal beams are rigidly coupled to a support grid, comprises, and the Fahrbahnplattenelemente which are mounted on free surfaces of the support grid, which surround the carrier. Thus, the invention provides as it were a modular system of prefabricated longitudinal, transverse beams and deck plate elements available from the bridge with little effort and the usual on a construction site equipment, skills and knowledge can be built. The basic components of this system have dimensions that allow their transport to the site relatively inexpensive.

The longitudinal member may be made of all common materials, in particular prestressed concrete or steel. According to an advantageous embodiment of the inventive system, the side member made of steel, because it is very economical to produce for bridges with medium spans. Conveniently, the longitudinal member has a T-profile, a U-profile or a closed, airtight welded box section. This low-maintenance carriers can be used, which can be checked well from the outside. As T-beams, they make an optically light impression and are often used in multi-level slab beams. U-shaped and beam with box profile, however, have a particularly high load capacity and are mainly used in two-tier tiled beams.

The longitudinal and transverse beams are mounted to a support grid as the central support element of the bridge superstructure. The coupling of the carrier at the nodes of the support grid consists of a cement-based potting. It may be a plastic-modified grouting concrete, for example the company PAGEL ^® , or a self-compacting concrete. This coupling technology is generally well controlled on the construction site and is largely weather-independent. It allows the grate to be placed on the jobsite can be made so that only his relatively easily transportable individual components and not he himself must be transported to the construction site with great effort. The compound of the longitudinal and transverse beams by encapsulation is thus an essential feature that requires the simplicity of processing of the inventive system.

According to a further advantageous embodiment of the system, the cross member at the nodes on openings for the potting. The openings are favorably designed as rectangular and oriented in the support longitudinal direction Vergusstaschen, the limiting side walls open conically upwards. For a particularly good connection of the potting with the cross member material, the side surfaces of the Vergusstaschen are profiled. The openings are arranged at those locations where the cross member come to lie on the longitudinal members in the installed state. So they break through the bearing surface of the cross member at the nodes. In the installed position so that only one top remains open as a filling opening for the potting, while the Vergusstaschen are otherwise formed by the four side surfaces in the cross member and down through the top of the longitudinal member. Coupling elements protrude from the upper side of the longitudinal member into the encapsulating pockets, so that the encapsulation establishes a non-positive bond between the coupling elements and the side surfaces of the encapsulating pockets.

The material of the cross member is almost arbitrary. Steel and concrete are particularly suitable for this. According to an advantageous embodiment of the invention, the cross member made of concrete, because they are so particularly economical to produce in large numbers as standardized precast. In concrete, the casings with their profiled side surfaces are particularly easy to produce. A cement-based grouting also ensures a good bond between the grout and the material of the cross members.

According to a further advantageous embodiment of the invention, the cross member are biased centric. This further increases their stability and load-bearing capacity. Their production in large numbers in the Spannbett is familiar from the production of sleepers for the railway superstructure.

On the free upper side of the longitudinal beams between the cross beams an in-situ concrete supplement is attached. For a good bond between the Ortbetonergänzung and the side rail, especially if it is made of steel, shear reinforcement connections, such as head bolt dowels are applied on top. According to a further advantageous embodiment of the system, areas without reinforcement connections and areas with a higher density of connections are formed on the upper side at the future nodes, that is to say on the bearing surfaces for the cross members on the longitudinal members. The denser areas coincide in the assembled and final state with the openings in the cross members. The densely arranged connections so protrude into the Vergusstaschen in the cross members. Those areas without Connections are at least as large as the remaining bearing surface of the cross member on the side member. On the top of the longitudinal member thus the grid for the cross member mounting is already shown in the connections, so that no additional effort for the preparation and adjustment of the bearing surfaces of the cross member on the side rails is required on site.

For an in-situ concrete supplement on the free upper sides of the side members between the cross members a formwork must be attached. According to a further advantageous embodiment of the system prefabricated formwork elements are provided for this, whose length is tuned to the cross member spacing in the support grid and the height of the cross member height. They also have fastening means with which they can be attached to the edges of the tops of the side members as a permanent formwork. On the one hand, this achieves, in particular, a visually high quality of the visible surfaces of the in-situ concrete supplement and, on the other hand, considerably reduces the cost of formwork.

This first Ortbetonergänzung receives also a longitudinal and transverse reinforcement. Conveniently, the system comprises prefabricated reinforcement collar, which only have to be used on the construction site between the formwork elements. This also reduces the assembly work on the construction site. Because the reinforcing collars can be prefabricated in the factory, they usually also have a higher quality. As in a later stage of construction on the first Ortbetonergänzung a second is applied, which is also reinforced, the prefabricated reinforcing collar may already have corresponding connection iron for connection to the reinforcement of the second Ortbetonergänzung.

After the introduction of the first in-situ concrete supplement, the road slab elements are mounted on the support grid. Conveniently, they have already been produced in the factory as standardized prefabricated panels, which gives them in particular a high surface quality and uniformity. As shuttering costs for their production on the construction site are eliminated, they enable a rapid construction progress. They are supported on the top of the support grid. Basically, the plate elements for a central region of the support grid on all four of its narrow sides support elements or a connection reinforcement have for it. According to a further advantageous embodiment of the invention, they have at least on their three narrow sides a connection reinforcement. With her, they tie into the second in-situ concrete supplement, with which they are reliably fixed to each other and on the support grid. Since at least the support elements on two opposite sides of the plate elements are sufficient for their reliable mounting and mounting on the support grid, cantilevers with attached spindles as support elements project on two side edges of the deck plate elements. They allow the laying of the roadway slab elements on the support grid and the subsequent adjustment of the elements of their height. Due to the adjustment possibility of the plate elements, a largely flat and flat bridge board can be prepared so that after application of the second Ortbetonergänzung no significant compensatory measures to achieve a good surface flatness longer required.

The object mentioned in the invention is also achieved by a finished concrete composite bridge with a bridge board, which was constructed from the above-described system. It therefore comprises a carrier grid extending in the longitudinal direction of the bridge longitudinal beams and transverse thereto and over the entire bridge width extending cross member. The cross members are mounted on top of the side members so that they are in a different plane than the side members. The carriers enclose open spaces in the carrier grid on which carriage plate elements are fastened in a further, third plane. At least the side members and the cross members are connected by a cement-based potting. In addition, the plate elements may be secured by a potting or Ortbetonergänzung on the support grid. As explained above, the composite bridge can be produced thereby particularly economically. It can or its components can be further developed in the sense of the above-described embodiments of the building system. In particular, their grid can consist of individual sections, which were created for example in the clock shift method and connected to each other on site.

Fig. 1:

eine Untersicht einer erfindungsgemäßen Brücke,

Fig. 2a, 2b:

Querschnittansichten einer Brücke im Bereich der Querträger,

Fig. 3:

eine Draufsicht auf einen vormontierten Trägerrost aus Längs- und Querträgern,

Fig. 4a:

einen Querschnitt durch einen Längsträger im Bereich eines Querträgers,

Fig. 4b:

einen Querschnitt durch einen Längsträger im Feldbereich,

Fig. 5:

eine Draufsicht auf einen fertig montierten Trägerrost,

Fig. 6:

eine Draufsicht auf den Trägerrost nach Verlegen der Fahrplattenelemente,

Fig. 7a:

einen Teillängsschnitt im Bereich eines Querträgers,

Fig. 7b:

einen Querschnitt eines Montagezustands im Feldbereich,

Fig. 7c:

eine Ausschnittsvergrößerung gemäß Figur 7b, und

Fig. 8:

eine Draufsicht im Endzustand.

The principle of the invention will be explained in more detail by way of example with reference to the drawing. In the drawing show:

Fig. 1:

a bottom view of a bridge according to the invention,

2a, 2b:

Cross-sectional views of a bridge in the region of the cross member,

3:

a top view of a preassembled carrier grid of longitudinal and transverse beams,

Fig. 4a:

a cross section through a longitudinal member in the region of a cross member,

Fig. 4b:

a cross section through a side member in the field area,

Fig. 5:

a top view of a ready-mounted support grid,

Fig. 6:

a top view of the support grid after laying the drive plate elements,

Fig. 7a:

a partial longitudinal section in the region of a cross member,

Fig. 7b:

a cross section of a mounting state in the field area,

Fig. 7c:

an enlarged detail according to FIG. 7b , and

Fig. 8:

a top view in the final state.

FIG. 1 This is already the essential components of the structure to recognize: The bridge is composed of two stretched between abutments or pillars in the longitudinal direction of the bridge longitudinal beams 1 and mounted thereon in the transverse direction cross members 2 together. The longitudinal members 1 and the cross member 2 form after mounting a support grid 3. It comprises two planes, namely a first plane in which the longitudinal members 1, and a second plane in which the cross member 2 extend. The carriers 1, 2 are thus thus in different levels. The support grid 3 is in a further third level by regularly arranged prefabricated panels 4 and introduced therebetween Ortbetonergänzungen 5 connected to a bridge board. The inventive bridge is thus constructed in the manner of a modular system of side rails 1, cross members 2 and precast panels 4, each claiming its own level. The connection of these components with each other takes place in several steps essentially by two Ortbetonergänzungen 5, 22. The installation using in-situ concrete allows a particularly simple method of manufacture, because its processing is manageable and familiar on the site under almost all weather conditions.

The FIGS. 2a and 2b show cross sections of a finished state of two different design options. In FIG. 2a comprises the support grid 3 three parallel side by side longitudinal beams 1 with double T-profile to form a multi-layer panel beam. They have to each other and the edge of the bridge to a nearly identical distance and represent a first plane. Then the cross member 2 are fixed in the length of the bridge width in a second level. For particularly wide bridges, they can also be designed in several parts and are preferably pushed over a side member 1. In the third level, the prefabricated panels 4 are arranged, which cover the open spaces of the support grid 3. Because of the same distance between the side members 1 with each other and the edge of the bridge all precast panels 4 have identical dimensions. As a result, they are particularly economical to produce as finished parts. About the cross members 2 and the longitudinal beams 1 are located between the prefabricated panels 4 second Ortbetonergänzungen 5, which fasten the prefabricated panels 4 on the support grid 3 at the same time. Thus, the essential components of the bridge construction are mounted. The bridge board thus formed is supplemented by bridge caps 6. They carry in a known manner fastening connections for bridge railings, crash barriers, etc. In between a roadway covering 7 of asphalt or in-situ concrete extends over a seal.

FIG. 2b shows a variant of this construction. It differs on the one hand by the hollow box sections of the longitudinal members 1 '. They are used in two-tier tiled beams. With the same bridge width as in FIG. 2a only two side members 1 'are provided. This has the consequence that the support grid 3 'in a central region in which in FIG. 2a a middle side member 1 extends, has no support. For the same cross members 2, which also extend over the entire bridge width, thus resulting between the two side rails 1 'larger open spaces of the support grid 3. Accordingly, in a central region of the bridge larger prefabricated panels 4' mounted as at their edges. The prefabricated panels 4, 4 'are fastened with Ortbetonergänzungen 5 as in the above example. The rest of the bridge construction corresponds to that of the above example.

FIG. 3 shows the support grid in a pre-assembly state. On the upper sides 11 three in the end position mounted side member 1 three cross member 2 are placed in a uniform center distance A of about five meters. On the free tops 11 in between head bolt dowels 8 are welded in an average density. In the free and not covered by cross members 2 region of the longitudinal member 1 formwork elements 14 are attached along their edges. They consist of fiberglass concrete and are already attached to the longitudinal beams 1 in the factory. You ask one lost formwork for a later first Ortbetonergänzung is between the formwork elements 14 after installation of the cross member 2 reinforcing baskets 18 are mounted as prefabricated reinforcing elements. In order to provide sufficient space for the tops 11 of the side members 1 are about 1.2 meters wide.

A sectional view through a side member 1 in the cross member-free area shows FIG. 4b , The formwork elements 14 are fastened by means of a welded on the top 11 L-profile 16 on the longitudinal member 1. They are about 30 cm high and thus correspond in height to the cross members 2 so that they are flush with their top 17. In between, the reinforcing baskets 18 are pre-assembled for a first Ortbetonergänzung, the connecting iron 19 for the second Ortbetonergänzung 5 have.

The cross members 2 consist of centric prestressed concrete and are about one meter wide and 30 cm high. They point at junctions 15 of the carriers 1, 2 ( FIG. 3 ) rectangular recesses 9 of about 30 cm on 100 cm side length, protrude into the head bolt dowels 8. A sectional view through a recess 9 in a cross member 2 and an underlying longitudinal member 1 'shows the FIG. 4a in her right half. The cross member 2 is not directly on the side member 1 'on. Its support or contact surface 13 on the longitudinal member 1 'is framed by an elastomer strip 10, which is about 20 mm wide. It bounds the rectangular support surface 13 of the cross member 2 on the longitudinal member 1. On it the cross member 2 is located with a small distance of about 20 mm relative to the longitudinal member 1 '. Because the area covered by the cross member 2 on the side member 1 'and bounded by the elastomer strip 10 is larger than that of the recess 9, an annular gap 12 is created between the cross member 2 and the side member 1'. It is essentially accessible through the recess 9. Only on the directly accessible through the recess 9 region of the covered by the cross member 2 on the longitudinal member 1 supporting surface 13, the head bolt dowels 8 are welded, in higher density than in the remaining area.

The support grid 3 is so far preassembled that now its components, namely the side members 1, 1 'and the cross member 2, can be connected to each other. For this purpose, first each cross member 2 is poured through the recess 9 in the annular gap 12 at its bearing surface on the longitudinal beam 1 with a highly flowable and self-compacting, plastic-modified mortar 20 in a layer thickness of about 30 mm. In order for the annular gap 12 to be completely filled, the uppermost elastomer strip 10 in the inclined bridge longitudinal direction can be interrupted or omitted. As a result, during the filling of the mortar 20, the air can escape from the annular gap 12 in order to ensure a uniform and full support of the cross member 2 on the longitudinal member 1. The finished sub-casting with the mortar 20 is about 10 mm into the recess 9 inside. The remaining space of the recess 9 is then filled with self-compacting concrete 21 of concrete class C 45/55. After curing of the mortar 20 and the concrete 21 so a rigid connection between the cross members 2 and the longitudinal beams 1 (see. FIG. 4a , left half). Subsequently, the first Ortbetonergänzung 22 in the free areas on the top 11 introduced between the cross members 2. Since the concrete supplement 22 on the longitudinal beams 1 takes place up to the height of the upper edge 17 of the cross member 2, the support grid 3 is replaced by a substantially planar surface with intervening open spaces 23. This condition shows FIG. 5 ,

The free surfaces 23 of the support grid 3 are then covered with the precast panels 4 (see FIG. 6 ). They all have an identical degree, which is why they can be economically produced as standardized finished parts. The dimensions of the prefabricated panels 4 correspond essentially to the dimensions of the open spaces 23 of the support grid 3. They are supported by cross members 24 on the cross members 2 from.

In order to support themselves on the cross beams 2, in the prefabricated panels 4 in Figure 7a shown traverses 24, which protrude at two opposite side surfaces 25 of the prefabricated panels 4. They consist of a cast in the precast panel 4 U-profile. On them a spindle 26 is mounted, with which the precast panels 4 deposited on the top 17 of the cross member 2 and the height can be adjusted.

At least at the equipped with trusses 24 side surfaces 25 of the prefabricated panels 4 protruding rebar as connection reinforcement 27 out. The connection reinforcements 27 adjacent precast panels 4 overlap on the cross member 2 and are supplemented by a longitudinal reinforcement 28. It is not preassembled so as not to complicate the adjustment of the prefabricated panels 4.

By adjusting the prefabricated panels 4 on the cross members 2, a gap 29 can form between them, can emerge at the subsequent concreting Betonschlempe. In order to avoid a visual impairment, the joint 29 is closed with a sealing joint strip 30, for example a flush-mounted grid.

A similar joint 31 is formed in those areas in which the prefabricated panels 4 connect to the longitudinal beams 1, ie at its extending in the bridge direction longitudinal edge 32. Here, the gap 24 between the formwork elements 14 and the longitudinal side 30 of the precast panel 4. It is also sealed with a joint strip 30 so that no concrete vapors can escape.

About the already introduced first Ortbetonergänzung 22 another reinforcement cage 34 is attached, which is connected to the connecting iron 19 of the reinforcement cage 18. Subsequently, the second Ortbetonergänzung 5 is introduced, which is supplemented to the heights of a top 36 of the precast panel 4 both on the longitudinal members 1 and on the cross members 2. This results in a complete flat and closed bridge board, as they FIG. 8 in a plan view.

LIST OF REFERENCE NUMBERS

1

longitudinal beams

2

crossbeam

3

grillage

4

Precast concrete slab

5

second Ortbetonergänzung

6

bridge cap

7

roadbed

8th

steel dowels

9

Opening, recess

10

elastomer strip

11

Top of the longitudinal member 1

12

annular gap

13

Support, contact surface

14

An element

15

junction

16

L-angle

17

Top of the cross member 2

18

reinforcing cage

19

starter bars

20

mortar

21

concrete

22

first in-situ concrete supplement

23

areas

24

traverse

25

Side surface of the precast plate 4

26

spindle

27

connection reinforcement

28

longitudinal reinforcement

29

Gap

30

joint strips

31

Gap

32

Longitudinal side of the roadway panel 4

34

reinforcing cage

36

Top of the roadway panel 4

A

Distance between the cross members 2

H

Height of cross member 2

Claims (13)

1. A method for producing a concrete composite bridge with longitudinal supports (1) running in the bridge longitudinal direction, with transverse supports (2) running in the bridge transverse direction, which are connected to form a support grid (3), which comprises free areas (23) surrounded by the longitudinal supports (1) and transverse supports (2), and carriageway slab elements (4) which are fixed to the support grid (3) on the free areas (23), with the following steps:

   a) assembly of the transverse supports (2) on the upper sides (11) of the longitudinal supports (1)

   b) connection of the longitudinal supports (1) and the transverse supports (2) to form the support grid (3) by means of a casting compound (21),

   c) allowing the casting compound to harden,

   d) after hardening of the casting compound, positioning of the slab elements (4) on the free areas (23),

   e) fixing of the slab elements (4) on the support grid (3) by the addition of in-situ concrete (5).
2. The method according to claim 1, characterised in that the support grid (3) is constructed outside its installation position and is then brought into the installation position.
3. The method according to claim 1 or 2, characterised in that in-situ concrete (22) is applied on the upper side (11) of the longitudinal supports (1) up to a height of the upper side (17) of the transverse supports (2).
4. The method according to any one of the above claims, characterised in that, in step b), the transverse supports (2) are bedded with a mortar (20) at their contact faces (13) on the longitudinal support (1).
5. The method according to any one of the above claims, characterised in that prefabricated reinforcement elements (18) are assembled after the connection of the supports (1; 2) to form the support grid (3) in step b) and after the assembly of the slab elements (4) on the upper sides (11; 17) of the supports (1; 2).
6. A modular system for the construction of a concrete composite bridge with longitudinal supports (1) running in the bridge longitudinal direction in the installed state and with transverse supports (2) running normal thereto and continuously over the width of the bridge, said transverse supports being able to be coupled in a flexurally rigid manner at assemblage points (15) on the upper sides (11) of the longitudinal supports (1) by means of a cement-based casting compound (21) forming the support grid (3), and with carriageway slab elements (4) for assembly on the free areas (23) of the support grid (3) surrounded by the supports (1; 2).
7. The modular system according to any one of claims 6, characterised by transverse supports (2) with perforations (9) at the assemblage points (15).
8. The modular system according to claim 6 or 7, characterised in that the transverse supports (2) are formed by concrete.
9. The modular system according to the above claim, characterised in that the transverse supports (2) are in particular prestressed centrally.
10. The modular system according to any one of claims 6 to 9, with shear reinforcement connections (8) disposed on the upper side (11) of the longitudinal supports (1), characterised in that, in the future assemblage points (15) at support faces (13) for the transverse supports (2), regions without connections (12) and regions with a higher density of connections are formed on the longitudinal supports (1).
11. The modular system according to any one of claims 6 to 10, characterised by prefabricated formwork elements (14) with a length matched to the spacing (A) of the transverse supports (2) in the support grid (3) and a height matched to the height (H) of the transverse supports (2).
12. The modular system according to any one of claims 6 to 11, characterised by carriageway slab elements (4) with a connection reinforcement (27) disposed on at least three sides and with support elements (24) projecting at mutually opposite side edges (25) of the elements (4).
13. A concrete composite bridge comprising a system according to claim 6 with a bridge deck comprising a support grid (3) comprising longitudinal supports (1) running in the bridge longitudinal direction, with transverse supports (2) running normal thereto and over the whole width of the bridge, with free areas (23) surrounded by the latter and with prefabricated carriageway slab elements (4) disposed on the free areas (23), wherein at least the longitudinal supports (1) and the transverse supports (2) are connected to one another by means of a casting compound (21).

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