EP2143843A2 - Steel-concrete composite trough as bridgedeck and method for its production - Google Patents

Abstract

The composite trough (10) has a main beam (12) made from steel and arranged in a longitudinal direction of a bridge. A concrete plate (14) has a rolling beam-in-concrete (36) as an external transverse reinforcement and an internal transverse reinforcement, where the rolling beam-in-concrete runs transverse to a longitudinal direction of the bridge. A coupling section (16) connects the internal transverse reinforcement to the main beam, and the internal reinforcement has a lug-shaped connection reinforcement that is fastened to the main beam by a site-mixed concrete grouting. An independent claim is also included for a method for manufacturing a steel-concrete composite trough.

Description

The invention relates to a steel concrete composite trough for a bridge superstructure with a concrete slab as a floor slab, with transverse to the longitudinal direction of the bridge rolling beams in concrete (WiB) as external transverse reinforcement and with an internal transverse reinforcement of the concrete slab, with main beams substantially of steel in the longitudinal direction the bridge and having a coupling portion to which an end face of the concrete slab is attached to an inner side of one of the main beams. The invention further relates to the base plate for a steel-concrete composite trough of the above type and to a method for producing a steel concrete composite trough as Bmckenüberbau with cheeks as the main carrier in the longitudinal direction of the bridge and an attached concrete floor slab.

In bridge superstructures, it is generally desirable that they have the lowest possible constructional height, yet yet be robust, durable and easy to manufacture. The design height of a lumpy superstructure is essentially determined by the loads it has to carry. The endeavor and the art of structural engineers involved in such structures is thus usually aimed at achieving the lowest possible superstructure height with a low material input and a simple production method with the greatest possible load-bearing capacity.

In the journal " Stahlbau 71 ", year 2002. Issue 6, pages 452 ff , is a railway bridge for short spans with extremely depressed construction height described. From two main beams, which extend in the longitudinal direction of the bridge and have a double-T cross-section, and a cross-tensioned, in Brockenlangsrichtung cooperating Fehrbahnplatte a low trough cross section is formed. The longitudinal beams are made of heavy rolled sections of size W920 x 420 x 967 in material quality S355M. As a roadway slab, among other things, a stretched in the transverse direction Composite panel proposed in WiB construction. This deck plate is placed with their edges on both sides in each case on the lower flange of a main carrier. It comprises steel beams HE-B260 in the field area and HE-M240 in the contact area running in their longitudinal direction and thus in the transverse direction of the bridge. On the steel beams, head plates are welded, which are bolted or welded in a lower web area of the main carrier with this. The deck also has an additional transverse reinforcement and a longitudinal reinforcement, which extend over both the upper and the lower flanges of the steel beams. The lower longitudinal reinforcement runs through openings in the webs of the steel beams.

For the construction of the bridge, preliminary work can be carried out on the steel components of both the main girder and the carriageway slab at the factory. If possible, a skeleton of the steel components of the deck plate can be prefabricated and transported in one piece to the construction site. There it is welded or bolted to the main girders. Subsequently, the entire steel structure of the bridge is lifted to the end position. Then the formwork for the deck slab is attached by closing the space between two adjacent steel girders by a permanent formwork on the lower flanges. Subsequently, the plate is concreted in the end position of the bridge.

The object of the invention is to provide a steel-concrete composite trough whose construction and production is simpler and therefore more economical.

This object is achieved in a steel-concrete composite trough of the type mentioned in that in the coupling portion substantially the internal transverse reinforcement of the bottom plate is connected to the main carriers zugfest. The rolled-in-concrete as an external transverse reinforcement, however, are formed free of a tensile coupling to the main beams. The invention therefore turns away from fixing the running in the transverse direction to the longitudinal direction of the bridge steel beam on the main carrier. Rather, it pursues the principle of coupling the base plate with the main carrier not via the external but via the internal transverse reinforcement. Thus, the tensile coupling between the rolling beams-in-concrete and the main beams just does not have the external transverse reinforcement, but almost exclusively on the internal transverse reinforcement. Thus, the external transverse reinforcement does not fall away, but only their coupling to the main carrier. As a result of the generally more filigree design of the internal transverse reinforcement, simpler and more flexible connection possibilities of the transverse reinforcement of the base plate to the main carrier are thus possible. This allows easier compensation of tolerances between the main beam and floor slab at the construction site. In addition, the functions of internal and external transverse reinforcement are equally distributed. In addition to the respective power transmission in the transverse direction, the external transverse reinforcement essentially also serves as a support for the concrete slab on the main girder. The internal transverse reinforcement, on the other hand, takes on the task of introducing the shear forces from the concrete slab into the main carriers from the conventional external transverse reinforcement. Correspondingly smaller, the external and larger, the internal transverse reinforcement according to the invention must be dimensioned.

An advantageous embodiment of the Staht concrete composite trough is that the internal transverse reinforcement comprises a loop-shaped connection reinforcement, which can be fastened in the coupling section by means of in-situ concrete grouting on the main support. This provides a method of attachment that can be easily made on the site with there usually existing means and allows fast installation over long lengths. Both the ease of manufacture and the speed of assembly make the manufacturing process and thus the building cheaper. If only the coupling section must be concreted, only small, easy to handle on each site concrete quantities are required, The coupling by in-situ concrete is all the more surprising, as the main beam on the one hand and the internal transverse reinforcement on the other hand two steel components are coupled, which is usually by means of screws or Welding happens.

The quality of the composite of the steel and the in-situ concrete in the coupling section can be further improved by the use of composite materials. They increase the contact or adhesive surface between concrete and steel and thus the shear resistance of the steel-in-situ concrete composite. According to a further advantageous embodiment of the composite trough carries the main carrier on its inside at least in the coupling section composite dowel. They allow an ideal shear transfer between the in-situ concrete of the coupling section and the steel of the main carrier, This composite thus establishes a reliable connection between the main carrier and the bottom plate via their internal transverse reinforcement.

Alternatively, according to a further advantageous embodiment of the invention, the internal transverse reinforcement can be coupled by welding or screwing to the main carrier. The coupling can be additionally cast by in-situ concrete. Also, this known and usual coupling method can be used in the invention, thus offering a great deal of flexibility. In special cases in which a coupling by means of in-situ concrete alone is not sufficient or possible, so can also be used on this coupling technology.

Since the bottom plate according to the invention is connected to the main carrier via the internal transverse reinforcement, that is to say that the loads transmitted by it have to be dimensioned to be correspondingly loadable, the external transverse reinforcement may have smaller dimensions. According to a further advantageous embodiment of the invention, therefore, the external transverse reinforcement consists of halved steel beams (Hatbträgern). By their use as external transverse reinforcement of the bottom plate remain both a viable reinforcement in the transverse direction and defined Auffagerpunkte on the lower flange of the main carrier, which can remove high surface pressures. In addition, the external transverse reinforcement made of half-beams can be produced easily and inexpensively without waste. The halved carrier binds with the bridge in the concrete slab. The flange runs visibly on the underside of the concrete slab, ie in its tension zone. The half beams thus continue to form both an external transverse reinforcement and a lost formwork on the underside of the concrete slab. Due to the lower construction height of the halved steel girders In addition to the IDoppel-T-carriers in the prior art, they also offer greater freedom for the arrangement of the rest, in particular the longitudinal reinforcement of the bottom plate,

According to a further advantageous embodiment of the invention, the halved steel beams in their web area on composite dowels. They cause not only an increase in the contact or adhesive surface a particularly strong teeth between concrete and steel. The web portion of the halved roll carrier can also be cut out so that the same contour results on both cut halves, which acts as a composite dowel of the halved steel beam in the concrete. The compared to a double-T-carrier due to its lower surface reduced adhesion of the halved roll carrier is thus made up for by the arrangement of composite dowels in the web area again. The intermediate spaces between the composite dowels also make it possible to carry out the lower longitudinal reinforcement of the concrete slab, thereby eliminating the need for elaborate drilling through of the rolled girders in the web area. The halved rolled beam with composite dowels thus offers maximum design freedom for the rest of the reinforcement and facilitates their assembly.

According to a further advantageous embodiment of the invention, the concrete slab may be biased at least in the longitudinal direction. Advantageously, the concrete slab can already be prestressed in the factory and connected to the longitudinal support system on the construction site. As a result of the bias voltage, the plate also remains permanently under its full load, for example under bending load under its own load under a pressure load in the plane of the plate, so that the plate loses no rigidity due to cracking. This leaves the entire structure sufficiently rigid. The concrete slab has to absorb tensile loads as a result of deflection, in particular under the traffic load of the future bridge on its underside. The bias voltage can therefore be designed so large that no tensile stresses occur in the concrete under full traffic load, so the bias can overpress the undesirable in concrete tensile forces on the underside of the concrete slab to avoid a stiffness-reducing cracking.

A further reduction in the height of the plate thickness can be achieved in that the bottom plate is biased in the transverse direction. An inner bias, so one with composite, allows a continuous load transfer from the bias in the bridge deck, The required tendons claim because of their direct embedding in the concrete only small space design and are cheaper. Alternatively or additionally, an external bias can be applied both in the longitudinal and in the transverse direction. It offers the advantage that it can also be subsequently adapted to given load cases,

A low construction height of the bridge superstructure can be achieved not only constructive, but also concrete technology. According to a further advantageous embodiment of the invention, the concrete slab may be formed of ultra-high strength concrete. Because of the higher stiffness and load capacity of this concrete, the plate can be made even thinner, making the bridge superstructure a slimmer appearance.

The main beam generally consists of a welded steel beam with double T-profile and different thicknesses of top and bottom flange on the one hand and the web on the other. According to a further advantageous embodiment of the invention, the upper flange of the main carrier may consist of concrete. It is then formed as a concrete beam, which is located in the pressure zone in composite troughs designed as single-carrier carriers. To make the concrete beam very slim, it can also be made of ultra-high-strength concrete. This also reduces the design height of the bridge superstructure and the appearance of the bridge in side view can be varied or positively influenced.

According to a further advantageous embodiment of the invention, the web of the main carrier may be constructed inclined in the bridge transverse direction. The steel-concrete composite trough thus receives a widening upwards cross-section. With the same construction height, the bridge superstructure thus appears slimmer than with perpendicular bars of the main carrier.

According to a further advantageous embodiment of the invention, the main carrier comprises stiffening elements between the upper and lower belt on the one hand and the web on the other. The stiffening elements can be designed either as a transverse bulkhead or steel strips or as a concrete infill. They give the main wearer greater stability against deflection and bulging under load and against impact. The main beam itself can thus be made slimmer. By a concrete infill instead of steel bulkheads can be dispensed with welds on the web and on the steel flanges, which can adversely affect the fatigue behavior of the main carrier. In addition, the reinforcement of a concrete infill can protrude into the coupling section and there contribute to an improved connection of the connection reinforcement of the bottom plate with the main carrier.

The object of the invention is also achieved by a concrete floor slab for a steel-concrete composite trough according to one of the above claims, which is manufactured as a finished part. It can be produced in a particularly high quality, which is required on the one hand in the use of ultra-high-strength concrete and the application of an internal bias and favorable for an external bias. As a finished part, both the main carrier and the concrete slab on the site, especially when coupled by in-situ concrete, easy to assemble, so that the production cost is minimized on the site. In particular, the bottom plate can also be prefabricated in dimensions that do not cause unaffordable transport costs.

1. a) Betonieren der Bodenplatte,
2. b) Herstellen der Hauptträger,
3. c) Koppeln der Haupttrager mit der Betonplatte durch Ortbetonverguss zu einem Trog,
4. d) Aushärtenlassen des Vergusses, und
5. e) Einheben des Trogs in seine Einbaulage

The object of the invention is finally achieved by a method for producing a steel-concrete composite trough as a bridge superstructure with cheeks as the main carrier in the longitudinal direction of the bridge and a concrete slab attached thereto, which proceeds in the following steps:

1. a) concreting the bottom plate,
2. b) producing the main beams,
3. c) coupling the main carrier with the concrete slab by in-situ concrete grouting to a trough,
4. d) curing the potting, and
5. e) lifting the trough into its installation position

The preparation of the bottom plate in step a) and the main carrier in step b) can basically run independently of each other. It is therefore not bound to one another spatially or temporally. The coupling between the base plate and the main carriers is also independent of their production. Thus, the manufacturing process gains in flexibility, which facilitate a particular organizational adjustment to possibly less favorable conditions of a construction project. It is also suitable, for example, for manufacturing companies with lower capacities, so the components of the bridge trough, so the bottom plate on the one hand and the main carrier on the other hand, for example, created by different smaller companies that would be overwhelmed with the overall creation of the bridge trough. Alternatively, if necessary, even a smaller operation in succession, for example, first manufacture the plate and only then the main carrier.

In principle, the bridge trough can also be manufactured directly in its end position. For this, after step b), the main carriers can be brought into their final position and coupled there according to step c) with the concrete slab, which can be followed by the hardening of step d). In this approach, however, the track over the bridge is blocked at least for the period from lifting the main beams to curing the grout after coupling the trough components. This can be tolerated at new bridges. On the other hand, when replacing an old bridge superstructure with a new one, the method according to the invention enables shortest possible shut-off pauses in which only one old one has to be exchanged for a new superstructure located in the immediate vicinity.

According to an advantageous embodiment of the inventive method, the concrete slab is produced in step a) with a bias preferably in the longitudinal direction. By applying prestressing in step a), whether with or without composite, the bridge becomes much stiffer in the longitudinal direction. Because the prestressing overcomes occurring tensile forces and avoids that the concrete slab goes into the so-called state 11, thus causing cracks in the plate, which reduce the rigidity of the structure.

According to a further advantageous embodiment of the manufacturing process, the concrete slab can be treated in step a) with heat. As a result, the shrinkage and creep deformations during setting of the concrete under prestress can be anticipated to a large extent, so that the plate receives a better dimensional stability. In this method, initially only a biasing portion of, for example, 50% can be applied. The full preload receives the plate then only after completion of their heat treatment.

According to a further advantageous embodiment of the method according to the invention, the concrete slab can be prepared in step a) as a finished part and thus in the factory and then to Installation site or, to the pre-assembly of the steel concrete composite trough to be driven. This makes it possible to achieve a much higher quality concrete slab. In particular, the application of a bias voltage is easier to do in the factory and with higher quality than on site. The use of ultra-high-strength concrete, through which the concrete slab can receive a particularly high thinness, finally relies on a production in the factory.

The main girder can also be delivered as a finished part on the construction site. As a conventional double-T carrier, this is likely to be the norm. According to a further advantageous embodiment of the method according to the invention, the main carrier can be provided after its production in step b) at its web over its entire area with steel bulkheads or a concrete infill. The steel bulkheads are welded at the web vertically between the upper and lower belt. The concrete infill can be concreted on the laterally lying main beam in the web area and obtained via dowel bars and reinforcement the bond to the web. In particular, a formation of a concrete infill of ultrahigh-strength concrete may require manufacture at the factory.

According to a further advantageous embodiment of the inventive method, a transverse reinforcement of the concrete slab by means of screws or welding can be attached to the main carrier before the coupling in step c). The attachment of the transverse reinforcement on the main support can on the one hand serve to secure the position of the concrete slab relative to the main beam, so as mounting fixation. On the other hand, it can also represent an essential part of the power transmission between the concrete slab to the main carrier, which is further improved by the subsequent Ortbetonverguss.

The method according to the invention can lead to a rapid and cost-effective creation of the superstructure in new bridge construction. This advantage has an even more positive effect on the replacement of an existing bridge superstructure, because only short blocking pauses are required to install the new superstructure. Therefore, the reinforced concrete composite trough according to the invention can also be used very advantageously as a temporary bridge, its rapid assembly can be for a quick recovery of a guideway beneficial.

Figur 1;

einen Querschnitt des Stahl-Beton-Verbundtrogs,

Figur 2:

eine Detailansicht aus Figur 1,

Figur 3:

eine Schnittansicht durch die Betonplatte in Brückenlängsrichtung, und

Figur 4:

einen Schnitt durch den Steg des Hauptträgers in Brückenlängsrichtung,

The principle of the invention will be explained in more detail with reference to a drawing of an embodiment. In the drawing show

FIG. 1;

a cross section of the steel-concrete composite trough,

FIG. 2:

a detailed view FIG. 1 .

FIG. 3:

a sectional view through the concrete slab in the bridge longitudinal direction, and

FIG. 4:

a section through the web of the main carrier in the bridge longitudinal direction,

FIG. 1 shows a steel-concrete composite trough 10 according to the invention of a bridge superstructure in a section transverse to its and the bridge longitudinal direction. He is made up of one Main carrier 12 and a concrete plate 14, which are interconnected in a coupling portion 16.

The main carrier 12 comprises a top flange 18, a web 20 and a bottom chord 22. The top material 18 has a cross section of 700 × 100 mm, the bottom chord consists of a metal sheet measuring 500 × 30 mm. The web 20 is welded on the underside of the upper belt 18 approximately centrally and extends downwardly inclined to the lower flange 22, with which it is welded to the outer edge. On its inner side 24, ie on the side of the main carrier 12 facing a ballast bed 26, three composite dowel strips 28 are welded onto the web 20. Two further composite dowel strips 30 are mounted on top of the lower chord 22. They and the lower bar 28 on the web 20 are located in the coupling section 16 between the main carrier 12 and the concrete slab 14. From the underside of the upper belt 18 to the coupling section 16 of the main carrier 12 carries on its inside 24 an approximately 15 cm thick Betonausfachung 32nd

Between the main beams 12, the concrete slab 14 spans in the transverse direction of the bridge. It rests on its end faces 34 on the inner edge of the lower chord 22, it comprises a halved WiB-carrier 36 with a bridge portion with composite dip 38 and a lower chord 40 as external reinforcement. The WiB carrier 36 is made of a double T-profile of a roll carrier HEM 200 by being divided in the middle approximately in the web. In the web area, the WiB carrier 36 forms composite dowels 38, with which the WiB carrier 36 is anchored shear-resistant in the concrete slab 14. Its lower flange 40 protrudes from the concrete slab 14 and subdivides its bottom view in the transverse direction. At the end faces 34, the concrete slab 14 therefore lies with the lower flange 40 of the WiB carrier 36 on the lower chord 22 of the main carrier 12, because the concrete slab 14 has only a small support surface on the lower chord 22, high surface pressures occur here, but the lower chord 40 can take good. The top 42 of the concrete slab 14 is provided towards the center with a slope of about 2%, since it is about 20 cm at their end faces 34 and 15 cm thick in the middle of the bridge. Rainwater is directed in the ballast bed 26 to the middle of the bridge.

In the coupling section 16, the concrete slab 14 with its front side 34 and the main beam with the lower flange 22 abut the web 20 and the concrete infill 32. They are coupled together with a supplemented cast-in-situ concrete 44.

An enlarged view of the left coupling portion 16 in FIG FIG. 1 shows FIG. 2 , From the main carrier 12, a lower portion of the web 20 and the lower flange 22 can be seen. On its right edge, the concrete slab 14 rests with the lower flange 40 of its WiB carrier 36. In addition to the external transverse reinforcement by the WiB carrier 36, the concrete slab 14 includes an internal transverse reinforcement 46. It protrudes beyond the front side 34 of the concrete slab 14 and forms a loop-shaped connection reinforcement 48. It runs both between the composite dowels of the two dowel strips 30 on the lower chord 22nd as well as between the composite dowels of the lowest composite dowel strip 28 on the web 20 therethrough. In this area, it overlaps with a 'transverse reinforcement 50 from the concrete infill 32 of the main carrier 12. It also forms a loop-shaped connection reinforcement 52, which extends to the lowest composite dowel strip 28 on the web 20. The coupling section 16 also has a reinforcing loop 54 which is arranged parallel to the loop-shaped connecting reinforcements 48, 52. In the longitudinal direction of the bridge, the connection reinforcements 48, 52 and the reinforcement loop 54 are coupled to one another via a longitudinal reinforcement 56.

Also, the concrete slab 14 has a longitudinal reinforcement, in the spaces between the composite dowels 38 extends a lower layer of tension strands 58 and the composite dowels 38 an upper layer. The concrete slab 14 is thus prestressed in the longitudinal direction. Due to the internal composite of the tensioning strands 58 with the concrete slab 14, they do not require a large construction space and can be accommodated so well in the relatively slender plate 14. The already low design height of the concrete slab 14 due to the low WiB beam 36 is further reduced when made from ultra-high strength concrete. The concrete infill 32 of the main carrier 12 may consist of it. Only in the coupling section 16 conventional in-situ concrete is used because it is introduced on site.

FIG. 3 shows a sectional view in the region of the end face 34 of the concrete slab 14 with a view into the coupling portion 16. There are the reinforcement loop 54, the connection reinforcement 52 of the concrete infill 32 and the connection reinforcement 48 from the concrete slab 14 in three bundles side by side. They form together with the transversely extending longitudinal reinforcement 56 a. Rebar basket, which engages in the spaces between the composite dowels 30 on the lower flange 22 and the composite dowels 28 on the web 20. In the axis of the composite dowels 28, 30 are also indicated by dashed lines composite dowels 38 of the WiB carrier 36th

The same section shows the FIG. 4 in a top view. The concrete slab 14 has a framework of WiS-carriers 36, which are arranged parallel to each other at a distance of 50 cm. They protrude from the concrete slab 14 slightly beyond the end face 34 addition. Parallel to this runs the internal transverse reinforcement 46, which merges beyond the end face 34 into the loop-shaped connection reinforcement 48. It overlaps with the connection reinforcement 52 from the concrete infill 32. Both connection reinforcement 48, 52 are supplemented by the reinforcement loop 54, which substantially fills the cross section of the coupling section 16. The connection reinforcements 48, 52 and the reinforcement loop 54 are supplemented by the longitudinal reinforcement 56, which runs parallel to the dowel strips 28, 30, to form a reinforcing cage.

The steel-concrete composite trough according to the invention is very well suited for extensive prefabrication of its individual parts in the factory. Thus, the concrete slab 14 is completely prefabricated as a precast element. It is produced in full length in the tensioning bed with a pretensioning portion of approx. 50% in the longitudinal direction. For this purpose, the WiB carrier 36 inserted as an external reinforcement and the internal transverse reinforcement in the clamping bed. The end faces 34 are turned off rough or profiled. Transverse to the transverse reinforcement 36, 46, the longitudinally extending tension strands 58 are inserted. They receive a prestressing share of about 50%, with which they concreted into the concrete of the concrete slab 14 become. The plate 14 is given a very slim design, by being approximately 20 cm thick on its side surfaces 34 and approximately 15 cm thick in the center of the bridge. As a result, the upper side 42 of the concrete slab 14 receives an inclination of end faces 34 towards the center of the bridge of approximately 2%. After the introduction of the concrete, the concrete slab 14 is treated with heat to anticipate shrinkage and creep deformations. Subsequently, the full bias is applied to the tensioning strands 58.

The steel girder can also be prefabricated as far as possible. His top flange 18 with a cross section of 700 x 100 mm is connected via neck fillets to the web 20, which has a thickness of 20 mm. The lower flange 22 has the dimensions 500 × 30 mm and is welded at its one edge to the web 20. In his middle area, he wears the dowel strips 30. Its the web 20 opposite edge serves as a support surface for the concrete slab 14th

After welding the upper belt 18, the web 20 and the lower belt 22 to the main beam 12 and applying its corrosion protection receives the main beam 12 on an upper portion of its web 20 over a length of about two-thirds the Betonausfachung 32 in a thickness of about 15 cm , It receives the transverse reinforcement 50, which engages in two dowel strips 28 on the web 20.

The concrete slab 14 and the prepared main beam 12 are delivered in this state at the installation site. The main beams 12 obtained by their Betonausfachung 32 at a length of about 18m a total weight of about 17 t, the composite plate in a width of 4 m in about 31 t. The main beams 12 and the concrete slab 14 are brought to a mounting position in one of the mounting position corresponding relative position to each other. For this purpose, the concrete slab 14 is placed on the lower flange 22 of each main carrier 12, in the corner regions above the lower chords 22 now rises the coupling portion 16 which is bounded by the lower flange 22, the web 20, the concrete infill 32 and the concrete slab 14. In the coupling section 16 already protrude the connection reinforcements 48 of the concrete slab 14 and the connection reinforcement 52 from the concrete infill 32 into it. They are supplemented by the reinforcing loop 54 and the longitudinal reinforcements 56 running in the longitudinal direction of the bridge. Subsequently, the coupling region 16 is filled with cast-in-situ grouting and, thus, each main carrier 12 is connected to the concrete slab 14. After a setting time of about two to three days, the entire bridge trough 10 can be lifted from the mounting place in its final position. Its laying weight is now about 70 t.

LIST OF REFERENCE NUMBERS

10

Steel-concrete trough

12

main carrier

14

Base plate, concrete slab,

16

coupling portion

18

upper chord

20

web

22

lower chord

24

Inside of the main carrier 12th

26

ballast

28

Composite dowel strip on the bridge 20

30

Composite dowel strip on the lower flange 22

32

Betonausfachung

34

Front side of the concrete slab 14

36

halved WiB.Träger

38

Verbunddübei

40

Bottom strap of the WiB carrier 36

42

Top of the concrete slab 14

44

situ concrete

46

Internal transverse reinforcement

48

connection reinforcement

50

Transverse reinforcement of the concrete infill 32

52

Connection reinforcement of the concrete infill 32

54

reinforcing loop

56

longitudinal reinforcement

58

Tension strands, tension wires

Claims (15)

Reinforced concrete composite trough (10) as 8rücküberbau - with main beams (12) in the longitudinal direction of the bridge, essentially of steel, - With a concrete slab (14) as a bottom plate with transverse to the longitudinal direction of the bridge rolling beams in concrete (WiB) (36) as an external transverse reinforcement and with an internal transverse reinforcement (46), and - With a coupling portion (16) on one end face (34) of the concrete slab (14) and an inner side (24) of the main support (12), characterized in that in the coupling portion (16) substantially the internal transverse reinforcement (46) of the concrete slab (14) is connected to the main girders (12) in a tension-proof manner, whereas the slab-in-concrete (36) is free of a tensile coupling to the main girders (12) are formed. Reinforced concrete composite trough (10) according to the above claim, characterized in that the internal transverse reinforcement (46) comprises a loop-shaped connection reinforcement (48) which can be fastened to the main support (12) by means of cast-in-place casting (44). Reinforced concrete composite trough (10) according to claim 2, characterized by composite dowels (28) on the inside (24) of the main carrier (12) at least in the coupling portion (16). Reinforced concrete composite trough (10) according to claim 1, characterized in that the internal transverse reinforcement (46) is welded to the main carrier (12) and / or screwed. Reinforced concrete composite trough (10) according to the above claim, characterized by composite anchors (38) in the web region of the halved roll carriers (36). Reinforced concrete composite trough (10) according to one of the above claims, characterized in that the concrete slab (14) is prestressed at least in the longitudinal direction. Steel concrete composite tub (10) of any of the above claims, characterized by a concrete slab (14) made of UHPC, Reinforced concrete composite trough (10) according to one of the above claims, characterized by a top flange (18) of the otherwise steel main beam (12) made of concrete. Steel concrete composite tub (10) according to any one of claims 9 to 11, characterized by stiffening members (32) between upper chord (18) and web (20). Base plate (14) of a reinforced concrete composite trough (10) according to one of the above claims, with roll bars running transversely to the longitudinal direction of the bridge in concrete (WiB) (36) as external transverse reinforcement and with internal transverse reinforcement (46), characterized in that they are prefabricated is made. Method for producing a reinforced concrete composite trough (10) as a bridge superstructure with cheeks as the main girder (12) in the longitudinal direction of the bridge and a concrete floor slab (14) attached thereto in the following steps: a) concreting the bottom plate (14), b) producing the main carriers (12), c) coupling the main carriers (12) to the base plate (14) by in-situ concrete pouring (44) to a trough (10), d) allowing the potting (44) to cure, and e) lifting the trough (10) into its installed position Manufacturing method according to one of the method claims 15 or 16, characterized in that the concrete slab (14) is treated with heat in step a). Manufacturing method according to one of the above method claims, characterized in that the concrete slab (14) is produced in step a) as a finished part. Manufacturing method according to one of the above method claims, characterized in that before the coupling of the concrete slab (14) with the main carriers (12) in step c) a transverse reinforcement (46) of the concrete slab (14) by means of screws or welding to the main support (12) attached becomes. Use of a reinforced concrete composite trough (10) 'with main beams (12) in the longitudinal direction of the bridge, substantially of steel, with a concrete slab (14) as a base plate with transverse to the longitudinal direction of the bridge rolling beams in concrete (WiB) (36) as external transverse reinforcement and with an internal transverse reinforcement (46), and with a coupling portion (16) on each end face (34) of the concrete slab (14) and an inner side (24) of the main beam (12) according to any one of the above device claims 1 to 13 as a temporary bridge.

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