EP2143843A2 - Auge composite en acier-béton formant tablier de pont et son procédé de fabrication - Google Patents

Auge composite en acier-béton formant tablier de pont et son procédé de fabrication Download PDF

Info

Publication number
EP2143843A2
EP2143843A2 EP09008915A EP09008915A EP2143843A2 EP 2143843 A2 EP2143843 A2 EP 2143843A2 EP 09008915 A EP09008915 A EP 09008915A EP 09008915 A EP09008915 A EP 09008915A EP 2143843 A2 EP2143843 A2 EP 2143843A2
Authority
EP
European Patent Office
Prior art keywords
concrete
main
bridge
trough
steel
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Withdrawn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
EP09008915A
Other languages
German (de)
English (en)
Other versions
EP2143843A3 (fr
Inventor
Seidl Günter
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 AG
Original Assignee
SSF Ingenieure GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by SSF Ingenieure GmbH filed Critical SSF Ingenieure GmbH
Publication of EP2143843A2 publication Critical patent/EP2143843A2/fr
Publication of EP2143843A3 publication Critical patent/EP2143843A3/fr
Withdrawn legal-status Critical Current

Links

Images

Classifications

    • 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
    • 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
    • E01D2101/268—Composite concrete-metal

Definitions

  • 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.
  • bridge superstructures 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.
  • 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.
  • 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.
  • the external transverse reinforcement does not fall away, but only their coupling to the main carrier.
  • 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.
  • the functions of internal and external transverse reinforcement are equally distributed.
  • the external transverse reinforcement essentially also serves as a support for the concrete slab on the main girder.
  • the internal transverse reinforcement takes on the task of introducing the shear forces from the concrete slab into the main carriers from the conventional external transverse reinforcement.
  • the internal transverse reinforcement according to the invention must be dimensioned.
  • 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.
  • 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.
  • 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.
  • 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.
  • the external transverse reinforcement may have smaller dimensions.
  • the external transverse reinforcement consists of halved steel beams (Hatb′n).
  • 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,
  • the halved steel beams in their web area on composite dowels 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.
  • the concrete slab may be biased at least in the longitudinal direction.
  • the concrete slab can already be prestressed in the factory and connected to the longitudinal support system on the construction site.
  • 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.
  • 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,
  • 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.
  • 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.
  • 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.
  • the bridge superstructure thus appears slimmer than with perpendicular bars of the main carrier.
  • 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.
  • 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.
  • 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.
  • 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.
  • the bottom plate can also be prefabricated in dimensions that do not cause unaffordable transport costs.
  • 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.
  • 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.
  • the bridge trough can also be manufactured directly in its end position.
  • 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).
  • 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.
  • 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.
  • the concrete slab is produced in step a) with a bias preferably in the longitudinal direction.
  • a bias preferably in the longitudinal direction.
  • the concrete slab can be treated in step a) with heat.
  • 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.
  • 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.
  • 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.
  • step a) 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.
  • 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.
  • 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.
  • a formation of a concrete infill of ultrahigh-strength concrete may require manufacture at the factory.
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.
  • 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.
  • FIG. 2 An enlarged view of the left coupling portion 16 in 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Bridges Or Land Bridges (AREA)
EP09008915.2A 2008-07-09 2009-07-08 Auge composite en acier-béton formant tablier de pont et son procédé de fabrication Withdrawn EP2143843A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200810032209 DE102008032209B4 (de) 2008-07-09 2008-07-09 Stahl-Beton-Verbundtrog als Brückenüberbau und Verfahren zu seiner Herstellung

Publications (2)

Publication Number Publication Date
EP2143843A2 true EP2143843A2 (fr) 2010-01-13
EP2143843A3 EP2143843A3 (fr) 2014-10-08

Family

ID=41119565

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09008915.2A Withdrawn EP2143843A3 (fr) 2008-07-09 2009-07-08 Auge composite en acier-béton formant tablier de pont et son procédé de fabrication

Country Status (2)

Country Link
EP (1) EP2143843A3 (fr)
DE (1) DE102008032209B4 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103321153A (zh) * 2013-06-19 2013-09-25 江苏科技大学 一种中小跨径槽形梁桥的施工方法
FR3004737A1 (fr) * 2013-04-22 2014-10-24 Sncf Pont en beton
CN107268438A (zh) * 2017-08-11 2017-10-20 上海市城市建设设计研究总院（集团）有限公司 采用uhpc材料进行拼宽桥梁桥面系快速连接结构
CN110582609A (zh) * 2018-04-11 2019-12-17 潘迪 维拉萨米·塔瓦马尼 用于组合u形加强梁桥面的施工系统及其方法
CN113832849A (zh) * 2021-08-31 2021-12-24 任小强 一种连续刚构钢桁组合的桥梁结构
CN114919063A (zh) * 2022-06-08 2022-08-19 中交第二航务工程局有限公司 核心箱式箱梁钢筋骨架装配方法
CN114961274A (zh) * 2022-06-08 2022-08-30 中交第二航务工程局有限公司 块体式箱梁钢筋骨架装配方法

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010045454A1 (de) 2010-09-15 2012-03-15 Ssf Ingenieure Ag Brückenüberbau mit externer Bewehrung
DE102013105243B3 (de) * 2013-05-22 2014-06-26 Ssf Ingenieure Ag Trogbrücke mit einer Fahrbahnplatte aus Grobblech und Verfahren zur Herstellung einer Trogbrücke
DE102016114855A1 (de) * 2016-08-10 2018-02-15 Max Bögl Stiftung & Co. Kg Trogförmiger Überbau für eine Brücke, Brücke, Betonfertigteil für eine Trogwange einer Brücke sowie Verfahren zur Herstellung einer Brücke

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2645064A1 (de) * 1976-10-06 1978-04-13 Hans Dieter Dreyer Traeger fuer grossplatten
FR2627786B1 (fr) * 1988-02-25 1991-11-15 Ronveaux Ets E Tabliers de pont prefabriques et leurs procedes de realisation

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
STAHLBAU 71, 2002, pages 452 FF

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3004737A1 (fr) * 2013-04-22 2014-10-24 Sncf Pont en beton
CN103321153A (zh) * 2013-06-19 2013-09-25 江苏科技大学 一种中小跨径槽形梁桥的施工方法
CN103321153B (zh) * 2013-06-19 2016-01-20 江苏科技大学 一种中小跨径槽形梁桥的施工方法
CN107268438A (zh) * 2017-08-11 2017-10-20 上海市城市建设设计研究总院（集团）有限公司 采用uhpc材料进行拼宽桥梁桥面系快速连接结构
AU2018254275B9 (en) * 2018-04-11 2020-08-13 Thavamani Pandi JEYANTHI RANI System for construction of composite U shaped reinforced girders bridge deck and methods thereof
EP3482000A4 (fr) * 2018-04-11 2020-04-22 Thavamani Pandi, Vellaisamy Système de construction de tablier de pont à poutres renforcées en u composites et procédé associé
US10704215B2 (en) 2018-04-11 2020-07-07 Vellaisamy THAVAMANI PANDI System for construction of composite U shaped reinforced girders bridge deck and methods thereof
AU2018254275B2 (en) * 2018-04-11 2020-07-30 Thavamani Pandi JEYANTHI RANI System for construction of composite U shaped reinforced girders bridge deck and methods thereof
CN110582609A (zh) * 2018-04-11 2019-12-17 潘迪 维拉萨米·塔瓦马尼 用于组合u形加强梁桥面的施工系统及其方法
AU2018254275C1 (en) * 2018-04-11 2020-12-24 Thavamani Pandi JEYANTHI RANI System for construction of composite U shaped reinforced girders bridge deck and methods thereof
CN110582609B (zh) * 2018-04-11 2021-04-27 潘迪 维拉萨米·塔瓦马尼 用于组合u形加强梁桥面的施工系统及其方法
JP2022023107A (ja) * 2018-04-11 2022-02-07 サバマニ パンディ，べライサミ 複合型ｕ字状補強桁橋デッキの建設のためのシステム及びその方法
CN113832849A (zh) * 2021-08-31 2021-12-24 任小强 一种连续刚构钢桁组合的桥梁结构
CN114919063A (zh) * 2022-06-08 2022-08-19 中交第二航务工程局有限公司 核心箱式箱梁钢筋骨架装配方法
CN114961274A (zh) * 2022-06-08 2022-08-30 中交第二航务工程局有限公司 块体式箱梁钢筋骨架装配方法
CN114919063B (zh) * 2022-06-08 2023-05-26 中交第二航务工程局有限公司 核心箱式箱梁钢筋骨架装配方法

Also Published As

Publication number Publication date
DE102008032209B4 (de) 2013-03-14
EP2143843A3 (fr) 2014-10-08
DE102008032209A1 (de) 2010-01-21

Similar Documents

Publication Publication Date Title
DE102008032209B4 (de) Stahl-Beton-Verbundtrog als Brückenüberbau und Verfahren zu seiner Herstellung
EP2088244B1 (fr) Pont en béton armé ou pont de construction composite et methode pour sa fabrication
EP3303707B1 (fr) Procédé de fabrication d'une dalle de tablier pour un pont
EP2218825B1 (fr) Poutre pour pont pour voies ferrées et sa procédée de fabrication
AT524664B1 (de) Verfahren zur Herstellung einer Brücke aus Fertigteilträgern und Fahrbahnplattenelementen
EP2431525A1 (fr) Construction de pont pour un pont auxiliaire
EP1669505B1 (fr) Poutre composite en acier-béton avec support ignifuge pour éléments de plafond
AT520614B1 (de) Verfahren zur Herstellung einer Fahrbahnplatte mit untenliegenden Fertigteilplatten
DE19629029A1 (de) Verfahren zur rationellen Herstellung von Brückentragwerken für Verkehrswege aller Art einschl. biegesteifer Rahmeneckverbindungen zwischen Fertigteil- und örtlich hergestellten Elementen
DE19831984C2 (de) Bauteil mit externen Spanngliedern
WO2021203150A1 (fr) Procédé de fabrication d'un tablier de chaussée pour un pont
EP1056911A1 (fr) Composant mixte prefabrique et procede de fabrication de poutres, notamment pour la construction de ponts
DE920013C (de) Verfahren zum Herstellen von Stehlbauwerken in Verbundbauweise, insbesondere von Balkenbruecken und Schalendaechern
AT526142B1 (de) Verfahren zur Herstellung einer Brücke aus Längsträgern und Fahrbahnplattenelementen
DE102008022180B3 (de) Anordnung zur Ausbildung einer Rahmenecke einer Walzträger-in-Betonbauweise (WIB)
DE19719409C2 (de) Tragelement und Verfahren zum Herstellen eines Tragelementes
DE1434057A1 (de) Verbundkonstruktion
DE2451574C3 (de) Spannbeton-Fahrbahnplatte für Brückentragwerke sowie Verlegegerät und Verfahren zu deren Herstellung
AT364916B (de) Fahrbahnplatte aus stahlbeton fuer bruecken
EP2431524A1 (fr) Superstructure de pont dotée d'une armature externe
EP0878581A1 (fr) Elément de support et procédé de fabrication d'un élément de support
DE7920741U1 (de) Verbundtraeger fuer gebaeudedecken
DE2644990A1 (de) Brueckentraeger fuer verbundtraegerbruecken
DE3833202A1 (de) Balkenartiges tragglied aus spannbeton
DE10127987A1 (de) Balkenförmige Stahl-Beton-Verbundkonstruktion, insbesondere Verbundbrücke

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR

RIN1 Information on inventor provided before grant (corrected)

Inventor name: GUENTER, SEIDL

RIN1 Information on inventor provided before grant (corrected)

Inventor name: GUENTER, SEIDL

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: SSF INGENIEURE AG

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: SSF INGENIEURE AG

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

RIC1 Information provided on ipc code assigned before grant

Ipc: E01D 2/00 20060101AFI20140826BHEP

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR

AX Request for extension of the european patent

Extension state: AL BA RS

RIC1 Information provided on ipc code assigned before grant

Ipc: E01D 2/00 20060101AFI20140902BHEP

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20150203