EP2088245A1 - Pont en béton armé ou pont de construction composite avec un joint composite horizontal et son procédé de fabrication - Google Patents

Pont en béton armé ou pont de construction composite avec un joint composite horizontal et son procédé de fabrication Download PDF

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Publication number
EP2088245A1
EP2088245A1 EP09001510A EP09001510A EP2088245A1 EP 2088245 A1 EP2088245 A1 EP 2088245A1 EP 09001510 A EP09001510 A EP 09001510A EP 09001510 A EP09001510 A EP 09001510A EP 2088245 A1 EP2088245 A1 EP 2088245A1
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EP
European Patent Office
Prior art keywords
bridge
plate elements
concrete
elements
composite
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP09001510A
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German (de)
English (en)
Inventor
Günter SEIDL
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SSF Ingenieure GmbH
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SSF Ingenieure GmbH
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Filing date
Publication date
Application filed by SSF Ingenieure GmbH filed Critical SSF Ingenieure GmbH
Publication of EP2088245A1 publication Critical patent/EP2088245A1/fr
Withdrawn legal-status Critical Current

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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D2/00—Bridges characterised by the cross-section of their bearing spanning structure
    • E01D2/04—Bridges characterised by the cross-section of their bearing spanning structure of the box-girder type
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D21/00—Methods or apparatus specially adapted for erecting or assembling bridges
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D21/00—Methods or apparatus specially adapted for erecting or assembling bridges
    • E01D21/06—Methods or apparatus specially adapted for erecting or assembling bridges by translational movement of the bridge or bridge sections
    • E01D21/065—Incremental launching
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D2101/00—Material constitution of bridges
    • E01D2101/20—Concrete, stone or stone-like material
    • E01D2101/24—Concrete
    • E01D2101/26—Concrete reinforced
    • E01D2101/28—Concrete reinforced prestressed
    • E01D2101/285—Composite prestressed concrete-metal

Definitions

  • the invention relates to a method for producing a bridge for road or rail transport.
  • the bridge comprises a bridge main girder with a top girder made of concrete and deck slab elements, also made of concrete.
  • the material for the main bridge girder is irrelevant in itself, so it can be as steel as concrete, for example, as long as the carrier has a concrete top chord.
  • the invention also relates to a system for constructing a bridge with concrete deck slab elements and finally to the finished bridge structure itself.
  • prefabricated parts are also increasing in bridge construction. They can be produced in precast plants and therefore outside the construction site, ie without affecting the traffic on the construction site. Due to the factory production, they usually have a particularly good quality. The disadvantage, however, is that they can be more difficult to adapt to particular transverse or longitudinal cuts. Because they usually have to be transported over long distances to the construction site, they are usually manufactured in individual parts with transportable dimensions and must be assembled on site.
  • the concrete slab elements have on their underside a groove into which the steel checker plates dip in the installed state.
  • the joint between steel belt and concrete slab is injected with a cement paste.
  • the hardening of the cement paste creates a bond between the rough surface of the concrete slab on the one hand and that of the corrugated sheet and the adhesive layer on the other hand.
  • This construction method makes use of the injection technology known from prestressed concrete and thus enables rapid installation of concrete slabs.
  • the composite bridge is likely to have a higher durability, because it does not require dowel holes in the plate plane and therefore offers a lower risk of cracks. After all, this construction method does not produce a punctiform, but rather a linear bond between steel and concrete, as has been the case with comparable construction methods.
  • the entire width and length of the top flange of the steel main beam can now act as a composite surface between steel and concrete. This results in a very high rigidity and load capacity compared to traditional composite types.
  • the object of the invention is to simplify previously known construction method using precast elements on.
  • the invention solves this problem by a method of the type mentioned, which is divided essentially into three steps.
  • a first step a the main bridge girder or possibly several main bridge girders are created on site in such a way that the surface of its upper girth runs substantially horizontally or approximately in accordance with the inclination of the future carriageway gantry.
  • the plate elements are laid with their underside on the surface of the upper belt, for example by means of lifting by a crane.
  • a grout is injected into a compound joint between the surface of the upper belt and the underside of the plate elements.
  • the invention thus turns away from an on-site creation of a composite between precast concrete and precast steel parts, which despite the notoriety of the technology to ensure the required quality in their production on the site requires a lot of effort. Rather, it pursues the principle of arranging a composite joint between the same material components, especially those made of concrete, because here the on-site composite of the two components is much easier to produce. In particular for the formation of a composite joint between concrete parts This also offers constructively wider possibilities. Because the contact surfaces of the compound joint can be produced in concrete components in almost any shape and surface qualities.
  • the composite joint can also be laid in an example statically or construction process technically favorable range of a component.
  • the plate elements which are to form the subsequent roadway, laid without further action substantially in its final position on the bridge main beam. Longitudinal or transverse slopes of the roadway must then be taken into account with high precision already during the production of the main bridge girder or the plate elements.
  • the plate elements are adjusted after their installation in step c) on the bridge girder in its desired position. The process therefore uses a certain amount of play, which the composite joint offers in order to be able to lay the panel elements with high precision. Due to the achievable high positional accuracy of the plate elements can be at least largely dispensed with a subsequent rework or even reprofiling the road to create a desired gradient of the traffic route.
  • the plate elements are biased after their installation in step c) on the main bridge carrier against each other before transverse joints between the plate elements are cast.
  • a bias close the current transverse to the longitudinal direction of the bridge shock or transverse joints between the plate elements largely, so that facilitates subsequent connection of the plate elements with each other.
  • the casting essentially closes the joint between the individual plate elements and, by the connection of the plate elements with each other an additional position assurance.
  • a sealing coat can be applied to the contact surfaces in a contact joint of the plate elements.
  • a bias or partial bias of the plate elements it ensures a reliable seal.
  • a loss of potting material through the transverse joint and related optical impairments can be avoided.
  • the plate elements are initially only partially biased to completely close the contact joint between the plate elements, and after the casting of the transverse joints a final bias is applied.
  • the casting of the transverse joints is preferably carried out with a shrinkage-free mortar. It is followed by a usual aftertreatment.
  • the plate elements can be glued to the transverse joints.
  • the contact surfaces of the plate elements are provided with an adhesive, for example, epoxy resin based and then at least partially biased. While the edges of the plate elements must have at their contact surfaces fugal pockets for receiving the mortar during the casting of transverse joints, the edges glued plate elements with largely flat contact surfaces and thus easier to be formed.
  • a sealing tape is applied to the edges of the composite joint between the plate elements and the bridge main carrier before injecting in step d). It closes the compound joint on the long sides of the bridge structure and thus avoids uncontrolled leakage of grouting mortar. By damaging the grout at the edges, the sealing tape also helps to ensure that the grout spreads evenly and completely in the grouting joint. Thus it supports their complete backfilling.
  • the inventive method is basically suitable for all bridge main beam with a top flange made of concrete.
  • the bridge main beam is made of steel-concrete composite beams with a top flange made of concrete.
  • closed or box sections are suitable as steel beams as well as open cross sections such as double T-profiles.
  • the use of steel-concrete composite beams enables an economical production method of the bridge with high load capacity.
  • the peculiarity of the inventive method lies in the fact that the composite on the construction site just does not produce between concrete and steel and thus with the risk of a loss of quality.
  • the concrete slab elements can basically be made close to the construction site and lifted into their mounting position on the bridge main girder.
  • the plate elements are prefabricated as finished parts in a precast factory. They receive transportable dimensions so that their transport to the construction site is not unnecessarily expensive. In the precast plant, however, they can be produced in a higher concrete quality than under site conditions and thus contribute to a saving in material and weight.
  • the plate elements can be moved in step c) of one or both abutments of the bridge on the bridge main carrier by Verschub.
  • This laying process eliminates the need for a crane, with which the plate elements are usually brought into their final position on the bridge main carrier.
  • the inventive method can thus be used advantageously also for bridges with high altitude, in which a crane operation would cause high costs.
  • the first plate is then pulled at least its width towards the center of the bridge to clear the section for another second plate. It is coupled to the first and together with this also pulled by at least one plate width direction bridge center.
  • the force required for the displacement of the plate elements depends essentially on the coefficient of friction between their slip planes on the one hand and the sliding plane of the upper belt on the other hand. It can be reduced by design measures, such as by the paired arrangement of sliding elements made of steel and / or their coating with polytetrafluoroethylene (PTFE). Alternatively or additionally, a lubricant can be applied to at least one sliding plane before the start of the displacement. With the reduction of the required Verschubkraft and the cost of laying the plate elements can be reduced.
  • a side railing can be installed as fall protection for the construction site personnel even before their Verschub. After laying all panel elements on the bridge main beam so creates a working level that can be entered immediately by the construction site personnel safely. With the Verschubbeg consensusden mounting the safety railing eliminates a significant effort for the site safety.
  • the object of the invention is also achieved by a system for creating a bridge with one or more bridge main beams with a top flange of concrete, with concrete slab elements and with a plastic-modified grout, the surface of the upper belt has a profiling, which with a profiling on the Bottom of the roadway panel elements corresponds.
  • the profiles form in the assembled state, the limiting surfaces of a substantially horizontally extending compound joint, which can be filled with the mortar, whereby a bond between the upper flange of the bridge main beam and the plate member can be produced.
  • the system according to the invention thus makes it possible to produce a bridge from a bridge main girder and concrete slab elements cast thereon.
  • the casting of the plate elements in a composite joint can be done at any time and ideally matched to the construction schedule.
  • the profiling of the composite joint is to be understood as any surface design of the concrete surfaces, be it a formwork surface or, for example, a molded surface, coating or a special surface treatment.
  • the surface of the upper belt has a running in the longitudinal direction of the bridge profiling, in particular a Profiling, as described in DIN Technical Report 102 "Concrete Bridges" ( German Institute for Standardization, 2nd edition, 2003, page 273 ), and the underside of the plate elements via a corresponding, inverse profiling.
  • the quasi wave-shaped profiling according to DIN in which parallel ribs or bumps rise in the bridge direction from the plane of the surface or underside, is known and calculable for known constructions, for example for concreting "fresh in dry". With this profiling, the inventive system is not subject to its own detection problem, but uses a principle of an already known design.
  • the plate elements on filling openings for the potting and vents. They facilitate the complete filling of the composite joint, so that the composite can be produced on the construction site in high quality and reliability.
  • a sealing tape may be arranged, which prevents uncontrolled leakage of the potting.
  • the plate elements are equipped for the assembly of tendons.
  • they include in particular cast-in sheaths, in which the tendons can be subsequently retracted or pre-assembled.
  • opposite edges of the plate elements have a step-like design with a lost formwork for forming transverse joints lying between the plate elements in the construction state.
  • the edges have for this purpose in a lower region over a over the entire plate width extending projection, abut the adjacent plates linearly along their entire width.
  • the abutting projections represent virtually a lower formwork of the transverse joint. This can be dispensed with the installation of a separate formwork for the transverse joints.
  • the top edges of the plate edges form pockets for receiving the grout. They also provide a working space for threading the tendons in the ducts.
  • each main bridge carrier is suitable as part of the inventive system, which has a top flange made of concrete.
  • the main bridge carrier may be a steel-concrete composite carrier. This type of carrier leads to a particularly favorable utilization of the properties of the steel on the one hand and the concrete on the other hand. It can therefore be made particularly slim and economical at high load capacity. If it is produced in individual, transportable shots, it can be pre-produced in a precast plant. The factory prefabrication ensures in particular a high quality of the bond between steel and concrete.
  • the plate elements are prefabricated as prefabricated panels.
  • the precast panels can be produced inexpensively due to their standardization. The production in the factory ensures a high quality and can save material and weight with appropriate concrete quality.
  • the profiling of the upper belt guiding elements for guiding slidable on the upper belt plate elements makes separate guide means for the plate elements dispensable. Since the plate elements can be moved along the upper belt, the establishment of the guide elements makes it possible to dispense with a crane. This not only saves costs, but also reduces the impact of a bridged traffic route.
  • the guide elements on the upper flange may cooperate with longitudinal edges already present on the plate elements, so that they do not have to be specially adapted to the guide elements.
  • the guide elements can have a coating which reduces the coefficient of friction of their surface, for example polytetrafluoroethene (PTFE).
  • the undersides of the plate elements comprise guide devices which correspond to the guide elements of the upper straps. They may be equipped with a shape inverse to the guide elements, so that the guide elements and the devices cooperate in a shift of the plate elements on the top flange properly. As a result, a tilt-free shifting can also be possible with bridges with a curved course.
  • a slide rail is formed on the upper flange, which cooperates with a guide groove on the underside of the plate elements leading.
  • the slide can be formed for example as a steel trapezoidal rail, which can be poured in the production of the upper belt in the concrete.
  • the corresponding with her groove on the lower side of the plate elements can also be easily formed in concrete.
  • a sliding plate is arranged in the guide groove. It ensures a good sliding behavior, so that the shifting forces during the positioning of the plate elements can be reduced. They not only reduce the cost of the bridge, but also reduce the risk of tilting of the plate elements during the Verschubs. This is particularly important in curved bridge progresses of importance.
  • the object set in the invention is also characterized by a bridge with one or more bridge main beams with a top flange made of concrete and roadway slab elements also made Concrete and a profiled and filled, substantially horizontally extending composite joint between the upper flange and the Fahrbahnplatten shamen solved.
  • the bridge or its constituents may or may be further developed in the sense of the above-explained components of the system according to the invention.
  • each bridge main beam 1 extends over a plurality of columns C. It is composed of individual shots 3. They are manufactured in dimensions of, for example, two to three meters wide and thirty meters in length and are therefore transportable.
  • FIG. 2a A section through the main carrier 1 shows FIG. 2a .
  • a main bridge carrier 1 serve reinforced concrete composite beam with a steel box 5 with side web plates 6 and a lower flange 9.
  • the steel box 5 is supplemented in the factory with a prefabricated precast concrete panel 7. It forms a top flange of the main beam 1 with about two meters wide.
  • the individual shots 3 are connected to each other at the construction site. To do so, they are bumped into 11, one of which is in FIG. 2b is shown welded to the web plates 6 and 9 at the lower flange. Subsequently, a corrosion protection is applied.
  • the concrete slab 7 does not extend over the entire length of a shot 3, but jumps back at both ends by about one meter. At the shock 11, this results in a recess 13 of about two meters in length and 3 meters wide. It is filled with in-situ concrete 15 on the construction site after a reinforcement has been added. Thus a continuous main carrier system is produced.
  • the Bridge main beams 1 can be created one after the other or in parallel next to one another, for example in the clock shift method.
  • FIG. 3 shows a first assembly step for the construction of the roadway slab of individual roadway slab elements 20. They are prefabricated in a precast concrete factory. A high concrete quality for the plate elements 20, as can be achieved in the precast plant, reduces their material, weight and thus their transport costs. Each plate element 20 has a width of about three meters and a length of about 15 meters. With these dimensions, it can be transported to the construction site without unusual effort. It thus spans the entire bridge width of the future bridge (cf. FIG. 4a ).
  • the track plate elements 20 on the abutment A ( FIG. 3 ) delivered.
  • a crane 22 lifts a first plate 20 on a near-start region of the main bridge support 1 and places it there on the precast concrete composite panel 7, ie on the upper flange of the main carrier 1.
  • the plate member 20 is coupled to a chain 24 as a tension element, which is above the main bridge carrier. 1 is laid down to the opposite, not shown abutment B and coupled there with a pulling device.
  • Another plate element 20 is deposited in the longitudinal direction of the bridge behind the first plate element and coupled with it. He is followed by more.
  • the plate members 20 are pulled individually or in groups on the bridge main beam 1 in the direction D of the opposite abutment.
  • more plate elements 20 are connected as chain links a chain until all plate elements 20 are laid.
  • FIG. 5 shows a partial sectional view through a plate member 20 and one of the two main carrier 1. From the main bridge carrier 1 are still the web plates 6 of his steel box 5 can be seen. They bind with composite dowels 10 (see also FIG. 6 ) at the fine ends of the web plates 6 in the approximately two meters wide precast concrete panel 7 of the bridge main beam 1 a.
  • the composite plate 7 has on its surface 8 a profiling 26. It extends between two Aufkanteptept 28, each extending at the edges of the composite plate 7 in the bridge longitudinal direction.
  • a plurality of bumps 30 and grooves 32 arranged parallel to each other and in mutually alternating relationship extend in the longitudinal direction of the bridge and each have a trapezoidal cross-section.
  • a slide rail 34 rises above the Level of the humps 30 and about the same height as the Aufkanteptept 28. It consists of a trapezoidal stiffness, which was factory cast in the composite plate 7.
  • the plate elements 20 have on their underside 36 a profiling 38. It also represents the negative impression of the profiling 26 of the composite panel 7 so it also includes grooves 40, in which the bumps 30 engage, and in turn to bumps 42, which can dip into the grooves 32 of the opposite profiling 26. In the middle of the plate and parallel to the bumps 42 and grooves 40 extends in the bridge longitudinal direction a lower lying guide groove 44 which is lined with a sliding plate 46. Thus, the profiling 38 fits completely into the profiling 26 of the composite plate 7. The slide 34 engages in the guide groove 44, and the Aufkantepteptus 28 surround the profiling 38 of the plate member 20 completely.
  • each plate element 20 is traversed by four spindle holes 48, which receive adjusting screws 50. They break through the sliding plate 46, so that the adjusting screw 50 of a laid plate element 20 can be placed on the slide rail 34 of the associated composite plate 7.
  • each plate member 20 are also two tubular filling opening 52 each plate side 20 are mounted, which also break the slide rail 34. They are in the same flight as the spindle holes 48 and are therefore in FIG. 8 covered.
  • two vents 54 which also pass through the plate member 20 vertically. They are arranged in equal numbers on each side of the plate member 20.
  • Each plate element 20 is finally crossed by sheaths 56 which extend in the longitudinal direction of the bridge and are arranged parallel to one another in the plate 20. They accept tendons for a prestressing of the bridge board at a later assembly time.
  • the plate elements 20 on the abutment A are stored individually on the composite plate 7.
  • the profiles 38 engage on the underside 36 of the plate elements 20 in the profilings 26 on the composite plate 7 a.
  • the force required for the displacement of the plate members 20 is relatively low, because with the slide rail 34 and the sliding plate 46 in the guide groove 44 two friction partners made of steel and therefore with relatively low friction coefficients meet and thus can be moved easier than when sliding two rough concrete surfaces. Since each plate member 20 rests on two bridge main beams 1, 20 no additional protection against falling is required when shifting the plate members.
  • FIG. 6 shows a longitudinal sectional view along the longitudinal axis of a bridge main beam 1.
  • the web plate 6 binds with the composite dowels 10 at its free upper end in the concrete composite plate 7 a.
  • two plate members 20 abut each other and form a transverse joint 58.
  • the opposite edges 60 of the plate members 20 are step-shaped and have on the bottom 36 a projection 62 on.
  • a partial prestress is applied via the tendons in the cladding tubes 56, so that the plate elements 20 abut each other with their projections 62 at a contact joint 64.
  • the projections 62 are provided in the region of the contact joint 64 with a sealing coat 66 in order to seal the contact joint 64 under the partial prestressing.
  • the projections 62 form a lower termination of the transverse joint 58. Together with the edges 60 they act like a lost formwork of the cross-sectionally U-shaped cross-section 58 (cf. Fig. 4b ).
  • it still offers a working space for threading the tendons in the ducts 56 before it is cast with dehusked mortar 68 and post-treated. After hardening of the grout 68, the tendons are fully biased. Due to the concentric pressure E of the complete bias voltages, the precast plates 7 shorten slightly. Therefore, the desired position of the roadway slab elements 20 is then checked again.
  • the plate elements 20 are mounted on the composite plates 7.
  • This process explained FIG. 7 With the laying of the plate elements 20 on the composite plates 7, a substantially horizontally extending large-area composite joint 70 is formed between the two components per main carrier 1. It is bounded by the surface 8 of the composite plate 7 and the underside 36 of the plate element 20. At each plate element 20th Thus, a large composite area of about two meters wide to three and a half meters in length per main carrier 1 for the composite of these components available.
  • the composite joint 70 Due to the shape of the bumps 30, 42 and grooves 32, 40 of the profilings 26, 38, the composite joint 70 has a flattened zig-zag course, whereby they can take a really greater thrust force over a flat surface of the same size.
  • Each in the middle of the profiles 26, 38 receives it by the slide 34, which projects into the guide groove 44 and is partially in contact there with the sliding plate there, a constriction 72. In it open the filling openings 52nd
  • a sealing tape 76 is attached at the edges 74 of the compound joints 70, so on the upstands 28 of the composite panels 7, a sealing tape 76 is attached. It closes the composite joint 70 in the longitudinal direction and prevents lateral leakage of a grout 71 and thus also optical impairments.
  • About the filling openings 52 of the grout 71 is introduced. This takes place at the narrowest point of the composite joint 70, which widens in the propagation direction of the mortar 71. This will also the Constriction 72 completely filled.
  • the mortar 71 is filled until it exits at the vent openings 54 again. Since the vent openings 54 open into the grooves 40 and thus at high points of the course of the composite joint 70, it can be assumed that the composite joint 70 is completely filled with grout 71. In order to minimize any air pockets to a minimum, then the screws 50 are slightly lowered.
  • the deck plate After hardening of the grouting 71, the deck plate is made of the plate elements 20 in complete association with the main bridge girder 1 and is fully biased. The state of stress is thus comparable to an in-situ concrete slab produced by the vocational process.
  • a bridge seal 78 (FIG. FIG. 6 ) applied before a road surface 80 and bridge caps 82 are complete with railing. So the bridge is completely equipped, as they are FIG. 8 in a sectional view shows.

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  • Architecture (AREA)
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EP09001510A 2008-02-05 2009-02-04 Pont en béton armé ou pont de construction composite avec un joint composite horizontal et son procédé de fabrication Withdrawn EP2088245A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200810007815 DE102008007815A1 (de) 2008-02-05 2008-02-05 Stahlbetonverbundbrücke mit horizontaler Verbundfuge und Verfahren zu ihrer Herstellung

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Cited By (4)

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CN108316120A (zh) * 2018-02-08 2018-07-24 湖南工业大学 可快速拼装式预制桥梁及其施工方法
CN115108468A (zh) * 2022-06-23 2022-09-27 广东东楚建设有限公司 一种叠合梁的信息化吊装方法及系统
CN115928557A (zh) * 2023-01-04 2023-04-07 内蒙古工业大学 一种轻质高强高韧混凝土板钢箱梁组合装配式结构及制备方法
GB2616330A (en) * 2022-03-02 2023-09-06 China Railway Guangzhou Eng Group Co Ltd Glue device for bonding assembling seams of segmental girder and application method

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CN104233960B (zh) * 2014-09-30 2016-02-17 中铁四局集团有限公司 用于桥梁连续梁腹板灌浆的工件及施工方法

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FR2622907A1 (fr) * 1987-11-06 1989-05-12 Pico Sogetrap Gestion Etu Trav Ouvrages de genie-civil,notamment ponts et procedes de construction de ceux-ci
EP0603060A1 (fr) * 1992-12-15 1994-06-22 Societe Des Autoroutes Du Nord Et De L'est De La France Dalle de hourdis préfabriquée et procédé de réalisation d'un pont utilisant de telles dalles
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