EP2218825B1 - Poutre pour pont pour voies ferrées et sa procédée de fabrication - Google Patents

Poutre pour pont pour voies ferrées et sa procédée de fabrication Download PDF

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Publication number
EP2218825B1
EP2218825B1 EP10001460.4A EP10001460A EP2218825B1 EP 2218825 B1 EP2218825 B1 EP 2218825B1 EP 10001460 A EP10001460 A EP 10001460A EP 2218825 B1 EP2218825 B1 EP 2218825B1
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EP
European Patent Office
Prior art keywords
steel
longitudinal
beams
double
halved
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.)
Not-in-force
Application number
EP10001460.4A
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German (de)
English (en)
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EP2218825A2 (fr
EP2218825A3 (fr
Inventor
Günter SEIDL
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SSF INGENIEURE AG
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SSF Ingenieure AG
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Priority to PL10001460T priority Critical patent/PL2218825T3/pl
Publication of EP2218825A2 publication Critical patent/EP2218825A2/fr
Publication of EP2218825A3 publication Critical patent/EP2218825A3/fr
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Publication of EP2218825B1 publication Critical patent/EP2218825B1/fr
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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
    • E04—BUILDING
    • E04C—STRUCTURAL ELEMENTS; BUILDING MATERIALS
    • E04C3/00—Structural elongated elements designed for load-supporting
    • E04C3/02—Joists; Girders, trusses, or trusslike structures, e.g. prefabricated; Lintels; Transoms; Braces
    • E04C3/29—Joists; Girders, trusses, or trusslike structures, e.g. prefabricated; Lintels; Transoms; Braces built-up from parts of different material, i.e. composite structures
    • E04C3/293—Joists; Girders, trusses, or trusslike structures, e.g. prefabricated; Lintels; Transoms; Braces built-up from parts of different material, i.e. composite structures the materials being steel and concrete
    • 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 side member for a bridge for railways.
  • Each carrier has in the longitudinal direction of a U-shaped or trough-shaped or channel-shaped cross-section with a lower flange and two upper straps or U-legs and an intermediate central depression therebetween.
  • Each side member can accommodate in its recess rail fasteners and a track of a track.
  • the longitudinal member is designed as a reinforced concrete composite beam of a steel beam and a concrete beam concreted on it.
  • the invention also relates to a bridge for railways with two in cross section, ie transversely to the longitudinal direction juxtaposed and mutually rigidly connected to a support grid side rails and a method for producing such a longitudinal member.
  • the bridge comprises two bridge longitudinal members made of steel, which are channel-shaped or trough-shaped and can accommodate a rail.
  • the longitudinal members consist of two solid steel and angled upper belts and a lower belt, which are connected by spacers in the form of web plates. Between the straps and the web plates at intervals transverse ribs are mounted, which serve to connect connecting struts for connecting the side members with each other.
  • the side members may be supported on stilts-like steel columns or on wooden blocks on a substrate.
  • the preparation of the auxiliary bridge described, in particular the steel side member is very complicated by a variety of screw and welded connections. In addition, the load capacity and the serviceability of the design, especially at higher speeds today's requirements are not sufficient.
  • the DE 197 47 971 A1 discloses a superstructure of a railway bridge of variously high, concrete sheathed steel girders to achieve a minimum overall height and cross-sectional width with lower edge girders and higher center girders.
  • the longitudinal beam of the type mentioned above in that the longitudinal beams two underside and side by side arranged halved double T-side rail and two each arranged as the upper end of the U-leg halved double T-side rail, the webs in pairs towards each other pointing into the concrete of the composite beam.
  • the invention thus makes use of the composite technology, with which it offers a bridge construction with likewise very low height, but whose steel consumption is much cheaper. It makes use of the well-known from the prior art cheap U-shaped cross-section of the longitudinal beam also, achieved by the reinforced concrete composite, however, a much more robust and stiffer structure.
  • the predominant use of concrete for the side member avoids a roar when driving on the bridge, under which steel structures regularly suffer.
  • the bridge according to the invention can also be used in populated areas.
  • the reinforced concrete composite technology also represents a well manageable manufacturing process, so that the side member does not require much manufacturing effort despite its unusual cross section. Rather, it can be produced in high quality by factory-made and therefore weather-protected prefabrication and production. Due to the compact dimensions of the longitudinal member and the bridge as a whole, it is particularly suitable for longer-term temporaries.
  • the longitudinal member each comprises a steel beam in the upper flange, ie on the tension side of the bridge superstructure, and a steel beam in the lower flange, ie on the pressure side.
  • the invention thus pursues the principle of exposing the steel component to compressive forces.
  • the cross-sectional dimensions of the bridge superstructure can be very squat.
  • the concrete component must take less pressure and thus can have a smaller construction cross-section.
  • the invention thus makes use of the higher compressive strength of steel in order to achieve the leanest possible, but highly resilient bridge superstructure. A concrete pressure failure can be avoided. This optimized use of material leads to a saving of material and thus to a cost reduction compared to a comparable construction made of steel by about 50%.
  • the webs of the steel girders in the upper and lower girders point in pairs towards each other and engage in the concrete of the composite girder. If a largely identical steel cross-section is required in the upper flange and in the lower flange for structural reasons, with the arrangement of two steel beams in the lower flange at least dimensionally similar steel beams can be installed as in the upper flange. For dimensionally equal steel beams in the upper and in the lower belt, the number of different parts for the production of the longitudinal member and thus its production costs are reduced. The superstructure thus pursues a common-part concept, which simplifies its manufacture by the smaller number of different parts.
  • the underside and the upper side arranged halved steel beams are arranged offset to one another, so that the webs of the lower side and the upper side steel beams are on different axes. Since no recess for receiving rail fasteners is formed between the steel girders of the lower chord, they can be arranged closer together. This results in a narrower bottom flange.
  • the flanges of the steel girder in the lower chord are at the same time the bearing surface of the superstructure on a substructure on the abutment.
  • a smaller distance of the steel girders of the lower girder thus means a lower bearing spread, which means a structurally more favorable load transfer of the load from the rail.
  • the superstructure of the bridge gets smaller dimensions in the area of its lower leg, which saves space and weight.
  • the width of the recess for receiving a rail in dependence on the length of the longitudinal member is dimensioned so that it can accommodate a rail with a radius of curvature.
  • a length of the longitudinal member of, for example 12.50 m
  • a recess with a width of 430 mm can accommodate a rail with a radius of 250 m. Due to the width of the recess, therefore, the longitudinal beam can also be used in curved sections without its construction having to be changed.
  • the sole of the depression has a slope corresponding to the rail inclination. It can vary according to national requirements and be 1:40 or 1:20, more rarely 1:30.
  • the rail inclination directed to the track axis must therefore no longer be generated in the rail fastening, for example by wedge-shaped ribbed plates. Rather, simple rail fasteners can be bolted to the longitudinal member, so that reduces the assembly work for the rail fasteners.
  • a bridge with a longitudinal beam with a longitudinally U-shaped cross-section characterized in that the longitudinal beam is formed in the manner described above as a reinforced concrete composite beam of a steel beam and a concrete beam concreted on it.
  • the use of reinforced concrete composite technology for the production of the longitudinal member gives it a low overall height with high load capacity. It also gives the side member a low installation weight, which reduces the use of machinery, especially for hoists on the site. In addition, its production because of low number of parts and a high degree of prefabrication is not a major effort.
  • beams In reinforced concrete composite technology, beams generally have a steel component in the tension area and a concrete component in the pressure area. This results in a very economical use of materials.
  • the longitudinal member each comprises a steel beam both in the lower flange, ie on its tension side, as well as in the upper chords, ie in the pressure range.
  • the invention thus pursues the principle of using a steel component also for absorbing compressive forces. In order to It manages to keep the cross-sectional dimensions of the longitudinal member very compact, because the concrete component must take less compressive forces and thus have a smaller construction cross-section.
  • the invention makes use of the higher compressive strength of steel, in order to achieve the leanest possible but highly loadable side member. A concrete pressure failure can be avoided. This optimized use of material leads to a saving of material and thus to a cost reduction compared to a comparable construction made of steel by about 50%.
  • each longitudinal member carries a rail
  • the track width of the track must be ensured by a reliable coupling of the side members arranged side by side.
  • the side members arranged side by side are selectively coupled via longitudinal support stub, which are screwed in between them.
  • longitudinal support stub which are screwed in between them.
  • the side rail can be short and therefore have a relatively low weight of about 30kg, so that they can easily install and remove two professionals.
  • the side rail support thus represent a relatively simple track gauge, whose installation is only a small effort.
  • the side members arranged side by side can be coupled together by a potting.
  • the potting can be linear or only selective.
  • concretely projecting outward and exposed reinforcement stirrups are concreted on the side members.
  • longitudinal bars and potting they provide a frictional connection of the longitudinal members and a reliable track gauge.
  • potting fiber cement boards can be installed between the side rails. After casting, the bridge must remain free of vibrations for around six to eight hours in order not to disturb the strength development of the encapsulation.
  • This coupling can be disassembled relatively easily by the potting is removed by means of high-pressure water jet.
  • the longitudinal beam two halved steel beams which are each arranged as the upper end of the U-legs, and two lower side and side by side arranged halved steel beams in the lower flange.
  • the webs of the steel girders in the upper and lower girders point in pairs towards each other and engage in the concrete of the composite girder. If a largely identical steel cross-section is required in the upper flange and in the lower flange for structural reasons, with the arrangement of two steel beams in the lower flange at least dimensionally similar steel beams can be installed as in the upper flange.
  • the side member thus pursues a common part concept, which simplifies its manufacture by the smaller number of different parts.
  • the steel girders consist of halved double T-girders, which are separated from each other in the bridge. Each part of a halved double T-beam can then be placed in the top and bottom chords of the same reinforced concrete composite beam.
  • a special cutting line in the form of a clothoid to halve the double-T beam steel anchors can be formed for an ideal shear bond between the steel beam and the concrete beam at the same time.
  • the halved steel beams arranged opposite each other in the upper flange and lower flange are arranged offset from one another so that their webs lie on different axes. Since no recess for receiving rail fasteners is formed between the steel girders of the lower chord, they can be arranged closer together. This results in a narrower bottom flange.
  • the flanges of the steel girders in the lower chord are at the same time the bearing surface of the longitudinal girder on a substructure on the abutment. A smaller distance between the steel girders of the lower chord thus means a smaller bearing spread, which means a more favorable load transfer of the load from the rail.
  • the longitudinal beam receives in the region of his lower belt smaller dimensions, which saves space and weight.
  • a steel press plate is embedded in concrete at the support points in the storage area of the composite support between the flanges of the lower side steel beams.
  • It represents a press approach for example, a flat cylindrical press, which are arranged between the bearings of the longitudinal member in the region of the steel beams of the lower chord. There, the longitudinal beam rests on elastomeric bearings.
  • the flat cylinder presses can be used between the camps, the side members and brought with her the bridge in the desired position, compensated for the height difference by intermediate plates and the flat press after taking the desired position of the bridge be removed again.
  • the double-T beam is already shared at the manufacturing plant. It is already provided with corrosion protection at the factory. Alternatively, it can be made of weatherproof steel, which eliminates the need to repair the corrosion protection for multiple uses.
  • the steel dowels which are formed by dividing the carrier by flame cutting, for example, have a distance of 250mm and absorb the thrust in the composite joint to the concrete. Subsequently, they are placed in a precast plant in a formwork, where transverse, ironing and longitudinal reinforcement of the future composite support is completed. Anchor sleeves are inserted into the formwork for fastening the rail supports.
  • the composite beam is concreted in a negative position to make the depression for the rail easier.
  • concrete is preferably such high quality or high-strength concrete used.
  • the bond between concrete and steel is therefore produced at the factory under ideal manufacturing conditions and therefore in high quality.
  • the composite beam is rotated and stored tension-free for about two weeks. They are protected against dehydration to prevent shrinkage.
  • Both parts of the halved double T-beam for example a rolling or welding carrier, are installed in the composite carrier according to the invention. Due to a special cutting guide for separating the double-T-beam, with which at the same time steel anchors for shear force transmission between concrete and steel are produced in the web area, there is no appreciable waste.
  • a positive elevation is imposed as permanent deformation prior to step b) during operation in the upper flange and in the lower flange steel beams.
  • the positive elevation is opposite to the deformation of the finished longitudinal member under load, so that deforms the side member with the built-in inflated steel beams less undesirable under its load, because the counteracts the pre-applied elevation.
  • the longitudinal member is made in step c) with respect to its installation position above the head.
  • FIG. 1 shows a section through a bridge superstructure according to the invention for rail transport, which consists of a support grid of two side by side and mutually parallel longitudinal beams 1.
  • the longitudinal members 1 form a twin carrier pair, which is rigidly connected to each other via a coupling 2 and constructed with respect to the track center axisymmetric.
  • Each longitudinal member 1 is composed of a lower flange 3 and two upper straps 4. Between the upper chords 4 is a recess 5, so that the longitudinal member 1 has a U-shaped or Y-shaped cross-section with the two upper straps 4 as legs.
  • each carrier 1 receives rail fasteners 6 with a rail of a track.
  • the support grid of the longitudinal members 1 and the coupling 2 is located in the abutment area, not shown on a substructure 7.
  • the longitudinal members 1 are designed as reinforced concrete composite beams.
  • the lower flange 3, which is in operation in a one-field storage of the longitudinal member 1 in the tensile load area, has two parallel and spaced from each other, lower steel beams 10, each with a flange 12 and a web 14.
  • the flange 12 is an external tensile reinforcement of the longitudinal member 1.
  • the abutment area it also serves as a support surface of the longitudinal member 1 on the substructure 7.
  • At its web 14 of the lower steel beam 10 forms steel dowel in FIGS. 3 to 7 are shown more clearly, and with which he incorporates into a concrete beam 16.
  • the concrete carrier 16 represents the main part of the longitudinal member 1. It is provided with a stirrup reinforcement 18 and longitudinal bars 20 and essentially forms the U- or Y-shape of the longitudinal member 1.
  • the stirrup reinforcement 18 is installed with an inclination of about 50 ° in order to derive the concrete lateral forces in the side member 1 and to secure the compound joint between the steel beams 10, 22 in accordance with the flow of forces.
  • the free ends of its legs cover upper steel beams 22 which, like the lower steel beams 10, consist of bottles 24 and webs 26. Their flanges 24 are also exposed, their webs 26 engage in the concrete beam 16 a.
  • the recess lying between the upper chords 4 has a sole 28, on which the rail fasteners 6 are screwed in concreted anchor sleeves or in subsequent composite anchors.
  • the sole 28 has a slope of 1:40, which corresponds to the national prescribed rail inclination.
  • the rail mounting of the type ECF UIC60 can be installed without site-side production of the rail inclination.
  • the two side members 1 are connected by a Betonverguss 30 as coupling rigidly together to form a grid.
  • a Betonverguss 30 In the potting 30 protrude coupling bracket 32 into the side of each side member 1 protrude (see. FIG. 2 ).
  • a fiber cement plate 34 On its underside a fiber cement plate 34 is attached as a permanent formwork between the carriers 1.
  • Each side member 1 carries the loads of rail transport via two elastomeric bearings 36 per abutment on the substructure 7 from.
  • the bearings 36 are disposed below the flanges 12 of the lower steel beams 10.
  • a flat cylindrical press 38 is inserted, which is supported on the carrier side against a press plate 40. It is arranged only in the storage area of the longitudinal member 1 between the lower steel beams 10 and binds with welded dowels 42 in the concrete beam 16 a. With the flat cylinder press 38 subsidence can be compensated in the abutment area.
  • stop knobs 44 are welded onto the substructure 7. It consists of a steel cross member 46 as Auflagerbank, which in turn rests on a concrete foundation (not shown).
  • Each side member 1 is thus reinforced with two steel beams 10, 22 at the top and at the bottom of its cross section, the flanges 12, 24 are exposed.
  • the flanges 12 represent a tensile reinforcement, the flanges 24 take over compressive forces. Thus, they reduce the pressure forces that the concrete beam 16 has to remove in the upper chords 4. Since the flanges 24 can take over much more compressive forces than the concrete with the same cross-sectional area, the arrangement of the steel beams 22 in the upper chords 4 reduces the cross-sectional dimensions of the side members 1 and thus the bridge considerably. Due to the exposed position of the steel beams 10, 22 in cross-section, they offer the largest possible inner lever arm. They thereby contribute to the squat cross-sectional shape of the longitudinal member 1, which therefore does not protrude into the clearance gauge of the track.
  • FIG. 2 shows a partial sectional view according to FIG. 1 in a simplified representation with respect to the reinforcement. It reflects only the left side member 1 and its Auflagerung. Across from FIG. 1 It illustrates the position of the coupling bracket 32, which protrudes laterally from the side member 1 at the points of the future coupling 2 on its side surface facing the other side member 1. Under the coupling bracket 32 bracket 48 are screwed to the side rail 1 to the fiber cement plate 34, which terminates as a permanent formwork of the potting 30, the coupling 2 downwards to assemble.
  • FIG. 3 represents a longitudinal sectional view through the abutment portion of a longitudinal member 1 according to FIG. 2 It is supported on the flange 12 of the lower steel beam 10 via the bearing 36 on the steel cross member 46. Between the lower steel beams 10, the press plate 40 is arranged, which integrates with the welded dowels 42 in the concrete 16 and is arranged as an abutment for the flat cylinder press 38, not shown, only above the steel beam 46.
  • the illustrated side member 1 has a selective coupling 2 to its adjacent twin carrier.
  • the coupling 2 consists of four coupling brackets 32 per coupling point and longitudinal member 1, which protrude into the encapsulation 30 of the coupling 2.
  • Both the web 14 of the lower steel beam 10 and the web 26 of the upper steel beam 22 are formed into a row of dowels, with which the lower steel beam 10 and the upper steel beam 22 integrate into the concrete beam 16. They produce excellent thrust transfer between the steel girders 10, 22 and the concrete girder 16. Form and manufacture will be in the following FIGS. 4 to 7 described in more detail.
  • FIG. 4 shows a split double T-beam 52 for the manufacture of an inventive side member 1. It is rolled as a roll carrier at a steel manufacturer. There is a corrosion protection for the later outer flanges 12, 24 (see. FIG. 1 ) Its double-T or -H profile is symmetrically divided in the web by flame cutting along a cutting line 54, which is composed of several curves of different radii (clothoids). The cutting line 54 forms steel dowels that puzzle-like mesh.
  • the upper half of the double-T beam 52 forms the later upper steel beam 22, the lower half of the lower steel beam 10. Still in the steelwork, the lower steel beam 10 receives a positive, the upper steel beams 22 a negative elevation.
  • the end portions marked "V” and "VI” become the following FIGS. 5 and 6 described separately.
  • FIG. 4 show detail views according to FIG. 4 , namely the beginning bez. End section of the double-T-beam 52.
  • the cutting line 54 for separating the double-T-beam 52 in the two steel beams 10, 22 initially passes along an axis of symmetry of the double-T beam 52. Subsequently, first a first steel dowel 56 at the top Steel beam 22 is formed, the cutout 58 leaves room for a future concrete dowel, which can cooperate with the lower steel beam 10.
  • FIG. 7 shows a section of the field region of the double-T-beam 52, in which the steel dowel 56 of the upper beam 22 and the steel dowels 60 of the lower steel beam 10 alternate. Between them an unused space 62 of the cutout 58 remains free, which represents an extremely minor waste in the production of the two carriers 10, 22.
  • FIG. 8 shows a greatly simplified cross-section of a longitudinal member 1 according to FIG. 1 in his production situation. It is made in the precast unit overhead, so that it rests on his two upper straps 4. As a result, the formwork can be easily manufactured, in particular for the recess 5, and the inclination of the sole 28 can be produced with high precision.
  • the (not shown) formwork of the longitudinal member 1 does not fully abut the flanges 12 of the upper steel beams 10 now uppermost to permit venting of the concrete to the inclined surfaces 64 in the region of the lower belt 3.
  • the concrete was chosen in a quality of C70 / 85 (high-strength concrete) in order to be able to absorb in particular the remaining compressive stresses in the upper belts 4 under the steel girders 22.
  • the concrete has a very dense surface, which requires an extremely low penetration depth of concrete-attacking substances.
  • the side member 1 is very durable even in chemically aggressive environment.
  • FIG. 9 shows a section through a variant of the longitudinal member 70 comparable to FIG. 1 ,
  • the longitudinal member 70 is intended for larger spans than the longitudinal member 1. It therefore has a higher cross-section, so it provides a higher superstructure than the one according to FIG. 1
  • the two lower steel beams 10 are brought together in this cross section in order to obtain a smaller cross-sectional area and to reduce the dead weight.
  • the structure of the longitudinal member 70 follows in principle that of the longitudinal member 1. Due to the greater span of the longitudinal member 70, however, has to transmit higher forces, which is why it fails in the region of the upper belt 3 wider. This has the consequence that he comes with his twin carrier 70 in the region of his upper belt 3 directly to each other.
  • Its coupling 72 is therefore essentially made of spacer plates 74, with which the required track width of the track can be adjusted.
  • the longitudinal members 70 are bolted together in the region of their upper straps 3 by anchor 76 directly with each other.
  • the longitudinal member 70 has a bracket 78 on both sides. Since there is no space between the lower steel beams 10 for the arrangement of a press, the brackets 78 serve as press starting points on both sides of the longitudinal member 70th
  • FIG. 10 is a variant for a coupling 2 'of two side members 1 according to FIG. 1 , Instead of the potting 30 according to FIG. 1 are the side members 1 according to FIG. 10 coupled together by a screw connection.
  • a support stub 80 is positioned between the longitudinal members 1, which is screwed in the upper region by the upper straps 4 of the longitudinal member 1 therethrough.
  • a connection plate 84 for attachment in its lower part is a connection plate 84 according to FIG. 11 embedded in the longitudinal member 1. It consists of a front plate 86 to which a bow-shaped loop 88 is welded. The loop 88 engages in the concrete beam 16 of the longitudinal member 1 a.
  • screws 90 for fastening the carrier nozzle 80 can be screwed tightly.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Composite Materials (AREA)
  • Bridges Or Land Bridges (AREA)
  • Rod-Shaped Construction Members (AREA)

Claims (11)

  1. Longeron, pourvu d'une section transversale en forme de « U » dans la direction longitudinale, comprenant une membrure inférieure (3) et deux membrures supérieures ou branches en forme de U (4) et un creux central (5) entre les membrures supérieures (4), destiné à recevoir des fixations de rails (6) pour des ponts ferroviaires, qui est conçu sous la forme d'un porteur longitudinal composite en béton armé, en un support en acier (10 ; 22) et un support en béton (16) bétonné sur ce dernier, caractérisé par deux longerons en forme de double T (10) divisés en deux, placés sur la face inférieure et côte à côte et deux longerons en forme de double T (22) divisés en deux, placés de sorte à former la terminaison de la face supérieure des branches en forme de U (4), dont les barres (14 ; 26) sont intégrées dans le béton (6) du porteur composite en se faisant face par paires.
  2. Longeron selon la revendication 1, caractérisé en ce que les supports en acier (10 ; 22) divisés en deux placés sur la face inférieure et sur la face supérieure sont placés avec un déport mutuel, de sorte que les barres (14 ; 26) des supports en acier (10 ; 22) sur la face inférieure et sur la face supérieure se situent sur différents axes.
  3. Longeron selon la revendication 1 ou 2, caractérisé par une plaque de pressage (40) sur des points de support du porteur composite entre les brides (12) du support en acier (10) sur la face inférieure.
  4. Longeron selon la revendication 1 à 3, caractérisé par un dimensionnement de la largeur du creux (5) en fonction de la longueur du longeron (1), de sorte qu'il soit apte à recevoir un rail doté d'un rayon de courbure
  5. Longeron selon la revendication 1 à 4, caractérisé par une inclinaison du fond inférieur (28) du creux (5) correspondant à l'inclinaison du rail.
  6. Longeron selon la revendication 1 à 5, caractérisé par des chevilles en acier (56 ; 60) assurant une liaison en poussée idéale entre le support en acier (10, 22) et le support en béton (16) par utilisation d'une ligne de coupe de la forme d'un clothoïde pour diviser en deux le porteur en double T.
  7. Pont ferroviaire, comprenant deux longerons (1) placés côte à côte par la section transversale et assemblés l'un à l'autre de manière rigide, qui comportent une section transversale en forme de U dans la direction longitudinale, avec une membrure inférieure (3) et deux membrures supérieures (4), avec un creux (5) central, destiné à recevoir des fixations de rails (6) et un rail, caractérisé en ce que les longerons (1) sont conçus selon l'une quelconque des revendications 1 à 6, chacun en tant que porteur composite en béton armé, en un support en acier (10 ; 22) et un support en béton (16) bétonné sur ce dernier.
  8. Pont selon la revendication 7, caractérisé en ce que les longerons (1) placés côte à côte sont accouplés ponctuellement par l'intermédiaire de raccords de longerons (80) vissés entre eux.
  9. Pont selon la revendication 7, caractérisé en ce que les longerons (1) placés côte à côte sont accouplés les uns aux autres par scellement (30).
  10. Procédé, destiné à fabriquer un porteur composite en béton armé selon l'une quelconque des revendications 1 à 6 précédentes, pour un pont ferroviaire, selon les étapes suivantes consistant à :
    a) diviser en deux porteurs en double T (52) par leurs barres vers des supports en acier (10 ; 22) divisés en deux ;
    b) créer des chevilles en acier (56 ; 60) dans la barre (14 ; 26) à travers une incision (54) de la forme en clothoïde,
    c) introduire le support en acier (10 ; 22), à savoir deux longerons en double T (10), placés sur la face inférieure et côte à côte et deux longerons en double T (22) divisés par deux, placés de sorte à former la terminaison de la face supérieure des branches en forme de U (4), dont les barres (14 ; 26) se font face par paires, et l'armer (18 ; 20) additionnellement dans un coffrage,
    d) bétonner les supports en acier (10 ; 22) divisés par deux en tant que membrure supérieure et en tant que membrure inférieure dans un porteur composite en béton armé (1).
  11. Procédé selon la revendication précédente, caractérisé en ce qu'on impose aux supports en acier (22 ; 10) placés en cours de fonctionnement dans la membrure supérieure (4) et dans la membrure inférieure (3) une surépaisseur positive.
EP10001460.4A 2009-02-13 2010-02-12 Poutre pour pont pour voies ferrées et sa procédée de fabrication Not-in-force EP2218825B1 (fr)

Priority Applications (1)

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PL10001460T PL2218825T3 (pl) 2009-02-13 2010-02-12 Dźwigar podłużny dla mostu kolejowego i sposób jego wytwarzania

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DE102010045454A1 (de) * 2010-09-15 2012-03-15 Ssf Ingenieure Ag Brückenüberbau mit externer Bewehrung
DE102010045453A1 (de) * 2010-09-15 2012-03-15 Ssf Ingenieure Ag Brückenkonstruktion
FR3004737B1 (fr) * 2013-04-22 2016-08-19 Soc Nat Des Chemins De Fer Francais Sncf Pont en beton
CN105603859B (zh) * 2015-12-17 2017-05-10 中铁第四勘察设计院集团有限公司 一种磁悬浮抱轨式轨道交通双线轨道梁
CN108726368A (zh) * 2018-06-04 2018-11-02 河南罡源电子科技有限公司 一种吊车固定装置及其修建方法
CN113591186B (zh) * 2021-07-21 2023-09-12 中铁大桥勘测设计院集团有限公司 一种钢桁梁制造构形确定方法和系统
CN116837667A (zh) * 2023-05-30 2023-10-03 安徽省交通规划设计研究总院股份有限公司 一种快速施工的轨道桥梁结构及复合连接榫配筋计算方法

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DE19747971A1 (de) * 1997-10-30 1999-05-06 Inkoplan Ges Fuer Infrastruktu Überbau einer eingleisigen Eisenbahnbrücke aus einbetonierten Stahlträgern als Verbundtragwerk ohne Anwendung von besonderen Verbundmitteln
DE19962608C2 (de) * 1999-12-23 2003-10-23 Ibb Ingenieur Bruecken Und Tie Verfahren zur Errichtung von WIB-Überbauten
DE102008011176A1 (de) 2008-02-26 2009-09-03 Ssf-Ingenieure Gmbh Stahl-Beton-Verbundträger und Verfahren zu seiner Herstellung

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EP2218825A2 (fr) 2010-08-18
PL2218825T3 (pl) 2019-07-31
DE102009008826B4 (de) 2014-12-11
EP2218825A3 (fr) 2012-04-18
DE102009008826A1 (de) 2010-08-19

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