EP2806067A1 - Trough bridge with a deck panel made from heavy sheet metal and method for producing a trough bridge - Google Patents

Abstract

A trough bridge, in particular a railway bridge, with abutments and with at least one trough-shaped superstructure which is suitable for receiving a guideway and which comprises at least two tray cheeks, which run in the bridge longitudinal direction and between which a deck plate is arranged, which comprises a plate, is further developed in that the tray cheeks (13) together with the abutments (3) form a reinforced concrete composite frame. A method for producing such a trough bridge is further developed in that with the abutments (3) and the tray cheeks (13), a composite frame made of reinforced concrete is produced in which a heavy plate is attached as a deck plate (14).

Description

The invention relates to a trough bridge, in particular a railway trough bridge, with abutments and with at least one trough-shaped superstructure, which is suitable for receiving a guideway and which comprises at least two tray cheeks extending in the bridge longitudinal direction and between which a deck plate is arranged, which is a heavy plate Steel covers. The invention also relates to a method for producing such a trough bridge, in particular a railway bridge, as a frame structure with abutments, possibly with supports and with at least one trough-shaped superstructure, which is suitable for receiving a guideway and which comprises at least two tray cheeks, in the bridge longitudinal direction run and between which a deck plate is arranged.

Francesco Aigner and Helmut Brunner describe in an article in " Stahlbau 71 ", Issue 6, Ernst & Sohn Verlag Berlin 2002, pages 452 ff. , under the heading "Railway bridges for short spans" a construction whose main requirement in the smallest possible height with simultaneous ruggedness, durability and ease of production is. The design is intended to be an alternative to conventional steel trough bridges made of welded main girders with field transverse frame and orthotropic slab or transversely oriented deck in a span width range from about 10 m. This prefabricated rolled products are used. Described are three different versions whose track plate is stretched in each case in the transverse direction. As a channel cheek doubleT-beam dimension S355M are used. The slab can be either a WIB board, a S275NL heavy plate with a thickness of 150 mm or a transverse orthotropic board with a 25 mm thick cover plate on cross beams.

In "Stahlbau 75", Issue 10, Ernst & Sohn Verlag Berlin 2006, pages 858 ff. Describe Alfred Klingner and Wolfram Schleicher "Thicker sheets at railway bridges". They refer to DIN Technical Report 103 "Steel Bridges", Deutsches Institut für Normung e. V., March 2003, according to which it is now also possible in Germany to use sheet metal bridges with a thickness of up to 100 mm without approval in individual cases. By The elimination of stiffeners by cross members and longitudinal or transverse ribs reduces the welding effort for disc packs. In addition, structurally extremely low heights for the roadway are possible.

In "Stahlbau 79", Issue 2, Ernst & Sohn Verlag Berlin 2010, page 136 ff., Christian Schrade describes "fatigue problems prismatic, trough-shaped railway bridges with thick support plates and their management". Characteristic for previously implemented in Germany trough bridge cross sections thick floor panels and upper straps at the same time relatively thin web plates, which are possibly additionally stiffened by rib ribs.

EN 10029 defines heavy plate as a flat sheet steel product with a thickness of more than 3 mm. The superstructure of trough bridges with a heavy plate slab can be largely prefabricated in the steelworks and transported in one piece to the construction site. Subsequently, the bridge superstructure can be lifted onto prepared bearings, which are located on abutments. However, the production of the abutment can cause longer interruptions of the transferred traffic. The abutments must be concreted in the final position and thus require a lot of effort by auxiliary bridges, under which the abutments are created, provided that the traffic must be maintained during the construction period. In addition, longer periods of regular closure are necessary to make significant manufacturing activities for the abutment can.

The object of the present invention is therefore to provide a bridge whose construction causes the least possible obstruction or interruption, in particular of the transferred traffic.

This object is achieved according to the invention in the trough bridge mentioned above, that form the trough arms together with the abutments a monolithic composite frame, between which the deck plate is stretched transversely to the bridge longitudinal direction. As a composite frame is a steel-concrete frame construction in composite construction, namely concrete and a steel reinforcement to understand. According to the invention, therefore, the tray cheeks are not designed as a pure steel construction, but made of reinforced concrete. Together with the abutments they form a rigid frame. It can in a vertical direction, ie in a side view of the building transversely to the transfer direction, consist of two abutments as frame stems and two trough cheeks as a bar, ie form a frame open on one side. In the horizontal direction, ie in a plan view, the frame may consist of one or two abutments and also two tray cheeks, so possibly form a closed frame. By contrast, the roadway slab can conventionally be formed from a heavy plate of steel. The trough bridge can take several lanes or tracks side by side in a common trough or have several trough-shaped superstructures, for example, for each one lane next to each other. Regardless of this cross-sectional training, the trough bridge in the longitudinal direction, a continuous superstructure, which may rest on supports between the abutments, or have multiple superstructures in a row.

The tray cheeks are formed according to the invention of reinforced concrete. They can, as usually also the abutments, be constructed of a limp reinforced reinforced concrete. According to an advantageous embodiment of the invention, the tray cheeks may include an external and / or a prestressed reinforcement. As a result, the load-bearing capacity of the tray cheeks can be increased, whereby they can be slimmer in comparison to a limp armor, provide a greater span or require less material. The external and / or prestressed reinforcement of the composite frame can thus serve the goal of a low superstructure height.

In a side view of the composite frame can be formed of two abutments and a trough cheek. According to an advantageous embodiment of the invention, the bridge may have supports on which the trough cheeks rest, so that they form a monolithic composite frame made of reinforced concrete together with the abutments and the supports. The construction according to the invention is therefore not limited to a single frame, but can also be realized as a frame chain. As supports, individual supports, rows of individual supports, discs or dividing bars can serve, at least supports the bridge trough, which are arranged between the abutments.

The extending in the longitudinal direction of the bridge troughs serve, inter alia, to receive the deck slab, which extends between them in the longitudinal direction of the bridge and transverse thereto. According to an advantageous embodiment of the invention, the carriageway plate can be clamped on both sides in each case a trough cheek and / or in the longitudinal direction in each case an abutment. A clamping of the slab plate of heavy plate in the concrete of a trough cheek or an abutment can be particularly simple by the concreting of the heavy plate produce. An expensive assembly by welding or screwing can be dispensed with.

Unlike the known from the prior art double T-beam, for example by flanges, the concrete troughs close concrete no compelling construction level for the carriageway plate close. In principle, therefore, the carriage plate can be fastened in the same way at any height of the trough cheek. According to an advantageous embodiment of the invention, however, the deck plate can be largely flush with a bottom of the trough cheek or form the bottom of the trough cheek itself. Thus, a maximum depth can be achieved on an inner side of the trough, so that it can be taken in the track, without additional structures, for example, for a lateral stop of the guideway would be required. This is important, for example, in a ballast track, which can be supported laterally alone and thus without additional design measures by the constructive height of the trough. As a result, a particularly compact superstructure can be achieved, which can be visually appealing and is cost-effective to produce due to the low use of materials.

A simple attachment and in particular a simple clamping of the deck slab in the tray cheeks represents the Anbetonieren or Einbetonieren the plate in the trough cheek. Grobbleche for trough bridges can, depending on the static requirements have thicknesses of for example 80, 100, 120 or 150 mm. According to an advantageous embodiment of the invention can be arranged on a concrete in the assembled state surface of the heavy plate composite means which are adapted to increase the bond between the heavy plate and the concrete of the trough cheek and / or the concrete of the abutment. Suitable composites may be, for example, composite or head studs or dowel strips. If necessary, they can additionally be deformed transversely to their longitudinal direction. The composite means may be welded to it perpendicular to the plane of extent of the plate and embed in the assembled state in the concrete of the trough cheek. As a result, a good tensile, compressive and shear force transmission can be generated, so that forces can be reliably removed from the heavy plate and the heavy plate as a deck slab in the tray cheeks and in the abutment.

According to a further advantageous embodiment of the invention, a composite sheet, in particular a web plate or a face plate, on the heavy plate or on the carriageway plate, be welded as a composite between the deck plate and the tray cheek and / or the abutment, which is concreted in the assembly or finished state of the bridge on or in the trough cheek (web plate) and / or on or in the abutment (front plate). It can be manufactured separately and designed for the most efficient possible bond to or in the concrete and then welded to the heavy plate. Concrete contacting surfaces of the composite sheet may include means suitable for further increasing the bond between the composite sheet and the concrete of the trough string. Thus, the composite sheet may for example be provided with an adhesive layer, so a roughening, for example by being coated with epoxy resin and then sprinkled with sand. Alternatively or additionally, the composite sheet may carry composite or head bolt anchors welded to it. Finally, the composite sheet itself at its free edge a so-called shark or saber tooth profile according to the DE 10 2008 011 176 bear the applicant and possibly additionally deformed transversely to its plane of extension. Due to the separate design of the composite material on the composite sheet, it can be easily prefabricated in smaller and easier-to-handle sections and later attach or weld to the large and difficult-to-use heavy plate. Depending on the configuration of the composite means, they can provide an efficient composite support effect and an additional transmission level, in particular for shear forces.

The above-mentioned object is also achieved in the above-mentioned method for producing a trough bridge as a frame structure in that a monolithic composite frame made of reinforced concrete from the abutments and the tray cheeks is prepared in which a heavy plate is attached as a deck slab. According to the invention, therefore, the conventional separation of abutments and bridge superstructure is repealed by the abutment and the tray cheeks form a rigid frame to which the deck plate is attached. A particularly simple, inexpensive and compact design can be achieved in that the roadway plate is designed as a heavy plate and is clamped in the composite frame. It is basically irrelevant whether first formed the composite frame and then the deck plate is attached thereto. Advantageously, the attachment of the deck plate is made to the tray cheeks and abutments during the creation of the composite frame. This allows two manufacturing processes to be carried out simultaneously. In addition, the integration of the heavy plate as a roadway slab in the fresh concrete is structurally easier to implement than welding of the heavy plate, for example, on composite sheets that have already been in the hardened composite frame or in concrete.

According to an advantageous embodiment of the invention, composite sheets are first welded to the carriageway plate of heavy plate, which are then concreted into the or in the tray cheeks and / or on or in the abutment. The composite sheets can be welded in high accuracy in the factory and possibly provided with corrosion protection. During the subsequent on or concreting into the tray cheeks or abutments, tolerances between steel and concrete can be controlled much more easily than if the heavy plate had to be welded to concreted composite sheets. Due to the elimination of time-consuming welding work on the construction site, welding heat in particular can not exert any damaging influence on the already hardened concrete.

According to a further advantageous embodiment of the inventive method, the frame structure in a concreting or construction position at a certain distance next to a future end position corresponding to the intended operating condition of the bridge, created and the finished structure then be moved along a Verschubwegs in the final position , The structural position of the frame structure can correspond to its later end position in the horizontal longitudinal direction and vertically in the vertical position, but deviate in the transverse direction. The displacement corresponds to the lateral distance between the construction position and the end position. Thus, a longer interruption of the transferred driveway can be avoided because an interruption for the duration of the production of the new trough bridge structure deleted. Longer blackouts in rail traffic or road closures can thus be avoided and traffic obstruction by bridge construction thereby reduced.

According to an alternative embodiment of the method according to the invention, the frame structure can be produced in the protection of built-time, so temporarily and only during a construction phase built-Gleisilfsbrücken. After installation of the Gleisilfsbrücken first a foundation for the frame structure is created. The trough-shaped superstructure as frame bolt of the bridge frame is then prefabricated in a low position. The low position corresponds in the horizontal longitudinal and transverse direction of the later end position, but not in a vertical direction, since it is below the end position. To The superstructure will be raised to its final height under the built-in auxiliary bridges. Finally, the frame structure is completed with the concreting of the frame walls and wings as frame handles. Thus, the structural and economic advantages of the frame construction can be used on highly frequented railway lines, because the installation and removal of Gleisilfsbrücken require as relevant interruption of the line only short blocking breaks.

Figur 1:

einen Längsschnitt durch ein erfindungsgemäßes Brückenbauwerk,

Figur 2:

einen Längsschnitt durch eine alternative Ausführungsform der Erfindung,

Figur 3:

einen Querschnitt durch das Brückenbauwerk,

Figur 4:

drei Querschnittsvarianten durch einen Überbau, und

Figur 5:

drei Details aus den Figuren 1 und 4.

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

FIG. 1:

a longitudinal section through a bridge structure according to the invention,

FIG. 2:

a longitudinal section through an alternative embodiment of the invention,

FIG. 3:

a cross section through the bridge structure,

FIG. 4:

three cross-sectional variants through a superstructure, and

FIG. 5:

three details from the FIGS. 1 and 4 ,

FIG. 1 shows a longitudinal section through a bridge structure according to the invention, which transfers a rail track 1. The structure is located in a terrain cut and consists of two abutments 2, each comprising a transverse to the bridge longitudinal direction abutment wall 3 and two wing walls 4. The 100 cm thick abutment walls 3 rest on a strip-shaped and about 45 cm thick flat foundation 5, which in turn is supported on an equally strip-shaped and about 30 cm thick sliding track 6 made of PTFE. Between the flat foundation 5 and the displacement track 6 are Absetzblöcke 7 can be seen, the gap is filled by flow concrete 8. The Verschubbahn 6 lies on a 10 cm thick cleanliness layer. 9

The bridge structure represents a rigid frame structure of the two abutment walls 3 as stems and an approximately 80 cm high superstructure 10 as a bar of the frame, which is connected to a working joint 11 monolithically connected to the two abutment walls 3. The abutment walls 3 and the superstructure 10 represent a reinforced concrete frame construction which flabby is reinforced. The superstructure 10 comprises a deck plate 14 of 90 mm thick heavy plate, which is secured to trough walls 13 and to the abutment walls 3, as described in more detail below.

FIG. 2 shows a longitudinal section through an alternative construction of the bridge according to the invention, after which they can also form a frame chain of two abutment walls 3 and a plurality of intermediate pillars 12, which together with a continuous superstructure 10 form a rigid, monolithic composite frame. The superstructure is as in FIG. 1 essentially from trough walls 13 and a deck plate 14 made of heavy plate.

The superstructure 10 according to the FIGS. 1 and 2 has a trough-shaped cross-section and consists of largely rectangular trough cheeks 13 and a flat track plate 14th FIG. 3 shows a cross section through the bridge structure and in particular by the superstructure 10, after which it is composed of three running in the bridge longitudinal direction cheeks 13 and two intermediate deck plates 14 to convert two rail tracks 1 in separate ballast beds. Each two trough walls 13 made of reinforced concrete close a carriageway plate 14 made of heavy plate flush between them, so that a flat bottom 16 of the superstructure 10 results. It shows up as adjacently arranged concrete and metal strips of the trough cheeks 13 and the carriage plates 14. At the two outside trough walls 13 is followed by a accompanying path 15 with a railing and a cable channel, which connect or ablate monolithically to the respective trough cheek 13 and or of a different material than they can be formed.

FIG. 3 represents the bridge structure in its final position. To the left is indicated by the dashed partial outline of an abutment wall 3 and a flat foundation 5 a concreting of the bridge structure. As a monolithic rigid frame, the bridge structure according to the invention is to be created laterally next to the future end position in a concreting and postponed after completion along a Verschubwegs V in the final position. The transferred rail track 1 needs to be interrupted, for example, only during a weekend break break to move the prefabricated bridge structure from the concreting to its final position. This results in only a brief interruption of the transferred traffic, which the construction site leads to only a slight impairment.

The in the FIGS. 1 to 3 recognizable superstructure 10 has a very compact construction height. It is thus particularly suitable for older bridges, which convert a track without ballast bed. Through their use, the gradient of the track may possibly remain unchanged, without affecting the underlying gauge of the bridge structure. The low structural height of the superstructure 10 is achieved by its design of trough walls 13 made of reinforced concrete and the deck plate 14 of a heavy plate. The carriageway plate 14 is clamped to the tray cheeks 13 and thus rigidly integrated into the composite frame of the abutment walls 3 and the tray cheeks 13 of the bridge structure.

The FIGS. 4a to 4c illustrate possible embodiments of the superstructure 10: According to FIG. 4a the trough cheeks 13 and the carriageway plate 14 form a trapezoidal trough for receiving the sleepers 20 and the ballast 21 for the rail track 1. At the bottom 16 of the superstructure 10, the tray cheeks 13 and the carriageway plate 14 are flush with each other (see. FIG. 3 ). The carriageway plate 14 consists of a heavy plate with a thickness of 90 mm, at the edge edges of a web plate 17 is welded at an angle α relative to the vertical and thus parallel to inclined inner sides 19 of the tray cheeks 13. The web plate 17 extends over the entire running in the longitudinal direction of the edge of the track deck 14 and carries on its side facing away from the rail track 1 Kopfbolzendübel 18. They are arranged in three rows running one above the other in the bridge longitudinal direction and concreted in the limp reinforced concrete of the tray cheeks 13. Thus, in particular, they provide a good thrust coupling between the tray cheeks 13 on the one hand and the track plate 14 on the other.

FIG. 4b shows a further embodiment with slightly changed, rectangular cross-sections of the trough cheeks 13, for example, for very narrow or low superstructures. In contrast to FIG. 4a the inside 19 of the trough cheek 13 runs vertically. The flush-concreted therein web plate 17 is therefore also welded perpendicular to the deck plate 14. The distance between the inner side 19 of the tray cheek 13 and the threshold 20 of the track 1 thus remains constant over the thickness of the threshold 20.

Figure 4c shows a further embodiment of a cross section of the superstructure 10. Also, it consists of rectangular cross-section trough walls 13. The bottom view 16 of this superstructure However, it is formed exclusively by the road deck 14, which occupies the entire overhang width and thus also represents a bottom of the trough cheek 13. In an edge region of the roadway panel 14, a web plate 17 is welded perpendicular, which completely and fully integrates into the trough cheek 13. It is provided on both sides with dowel pins 18, which in turn are welded in three rows one above the other on the web plate 17.

FIG. 5a shows an enlargement of the detail Va according to FIG. 4b , namely the formation of the clamping of the deck plate 14 in the trough cheek 13th FIG. 5a illustrates that the web plate 17, which has a thickness of about 20 mm, is welded perpendicular to a front side 22 of the deck plate 14 with a fillet weld. In a lower region of the web plate 17, an elastic polystyrene strip 23 is inserted on its side facing the trough cheek 13. On this page, the dowels dowels 18 are welded, which incorporate in the finished state of the bridge structure in the slack reinforced concrete of the trough 13. The ballast-contacted surfaces of the trough cheek 13 and the carriageway plate 14 are also coated with an approximately 10 mm thick plastic seal against moisture.

Also at the bridge end or at its lying in the longitudinal direction of the bridge edges, the carriageway plate 14 is clamped rigidly to the abutment walls 3 in the bridge structure. This restraint, in FIG. 1 marked with the detail label Vb is in the FIG. 5b clarified. It shows the abutment wall 3 and the end of the carriageway plate 14. At its end face 25, a face plate 26 is welded perpendicular to it with two fillet welds. Like the web plate 17, the face plate 26 is flush with the abutment wall 3. At its concrete-contacting surface it carries head bolt dowels 18, which are also welded in three rows one above the other on the end plate 26.

Alternatively, a front plate 27 according to FIG. 5c also be welded in the plane of the deck plate 14 at its end face 25. Also this face plate 27 carries concrete side head bolt dowels 18, which are welded in three adjacent rows. Not shown openings in the end plate 27 may allow or favor the introduction and compression of the concrete in the abutment wall 3. Lotrecht to the face plate 27 and the carriageway plate 14 may be arranged on the opposite side of the abutment wall 3 a ballast end plate 28, which also integrates with Kopfbolzeldübeln in the abutment wall 3.

The entire bridge structure can be made completely sideways next to a future end or installation position. This makes it possible to use the known advantages of a frame bridge, in particular short blocking pauses for the transferred traffic route. The construction according to the invention of the deck slab 14 from a heavy plate also makes the advantages of heavy plate bridges its own, after which the deck plate 14 and welded thereto web plates 17 and end plates 27 prefabricated with the attached thereto Kopfbolzendübeln 18 largely in the steel mill and transported in a single piece to the site can be. The carriageway plate 14 is thus welded at the factory and thus in high quality with the web plates 17 and the end plates 27, which in turn are already provided with welded head bolt dowels 18. Also, the required corrosion protection can be applied at the factory, so that this processing step can be done under the defined and manageable conditions of factory production in high quality. Subsequently, the formwork for the frame structure is created on the construction site, in which the carriageway plate 14 can be fitted in a precise position. This allows tolerances between the steel construction for the deck plate 14 on the one hand and the concrete structure for the composite frame of the abutment walls 3 and the trough cheeks 13 keep extremely low. This high-precision production eliminates the need for reworking.

Since the preceding trough bridges described in detail are exemplary embodiments, they can be modified in a customary manner by a person skilled in the art to a large extent, without departing from the scope of the invention. In particular, the concrete configurations of the roadway slab connection to the tray cheeks can also take place in a different form than described here, for example by cementing in both sides of the track slab at its edge. Likewise, the web and end plates can be configured or connected in another form, if this is necessary for reasons of space. In addition, the use of the indefinite article "on" or "one" does not exclude that the characteristics in question may also be present several times or more than once.

LIST OF REFERENCE NUMBERS

1

rail track

2

abutment

3

Abutment wall

4

wing wall

5

shallow foundation

6

slide path

7

Absetzblöcke

8th

flow concrete

9

subbase

10

superstructure

11

construction joint

12

support

13

trough cheek

14

carriageway

15

companionway

16

bottom

17

web plate

18

Shear studs

19

inside

20

threshold

21

ballast

22

front

23

elastic strip

24

seal

25

front

26

face plate

27

face plate

28

Gravel closing panel

α

tilt angle

Claims (10)

Trough bridge, in particular railway bridge, with abutments and with at least one trough-shaped superstructure, - which is suitable for receiving a track, comprising at least two tray cheeks, which extend in the bridge longitudinal direction and between which a deck plate is arranged, which comprises a heavy plate, characterized in that the tray cheeks (13) together with the abutments (3) form a composite frame made of reinforced concrete. Bridge according to claim 1, characterized by an external and / or a prestressed reinforcement of the composite frame. Bridge according to claim 1 or 2, with supports (12), characterized in that the tray cheeks (13) together with the abutments (3) and the supports (12) form a reinforced concrete composite frame. Bridge according to one of the above claims, characterized in that the carriageway plate (14) is clamped on both sides in each case in a trough cheek (13) and / or an abutment (3). Bridge according to one of the above claims, characterized in that the carriageway plate (14) terminates substantially flush with a lower side (16) of the trough cheek (3) or forms the underside (16) of the trough cheek (3). A bridge according to any one of the preceding claims, characterized by means (17; 18; 27) for connecting a concrete slab surface (14) to the concrete slab (14) and the concrete of the trough (13) and / or the abutment (3) increase. A bridge according to any one of the preceding claims, characterized by a composite sheet (17; 27) welded to the deck panel (14) as a composite between the deck panel (14) and the trough string (13) or the abutment (3) attached to or into the deck Trough cheek (13) or on or in the abutment (3) is concreted. A bridge as claimed in claim 7, characterized by means on a concrete-contacted surface of the composite sheet (17; 27) which is adapted to bond between the composite sheet (17; 27) and the concrete of the trough string (13) and / or the abutment (3) increase. A method for producing a trough bridge, in particular a railway bridge, as a frame structure with abutments and with at least one trough-shaped superstructure, which is suitable for receiving a guideway comprising at least two tray cheeks extending in the bridge longitudinal direction and between which a deck plate is arranged, the Heavy plate comprises, characterized in that with the abutments (3) and the tray cheeks (13) a composite frame made of reinforced concrete is produced, in which the heavy plate is fixed as a deck plate (14). Method according to the above claim, characterized in that in step a) in the tray cheeks (13) and / or abutments (3) composite sheets (17; 27) are embedded in concrete, which are fastened to the carriageway plate (14).

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