EP3303707B1 - Method for producing a roadway plate for a bridge - Google Patents

Description

The invention relates to a method for producing a carriageway slab with underlying precast slabs and an overburden layer of in-situ concrete arranged therebetween for a bridge, as well as slab slabs produced by this method.

The construction of a carriageway slab with underlying prefabricated slabs and a superposed concrete layer for a bridge with steel longitudinal girders is described in " Concrete and reinforced concrete construction ", Issue 2, 2015, pages 131 to 137 , described. The prefabricated panels used are 0.12 m thick. In construction, they are supported along opposite edges on a steel girder structure. The distance between the cross members of the steel girder construction is 3.5 m. The numerous cross members made of steel, however, are expensive to produce.

From the DE 195 44 557 C1 is a formwork carriage for the production of a concrete platform of a composite bridge known. A disadvantage of this design is at least that the formwork carriage is constructed consuming and has a plurality of lifting devices, which are designed as a thrust piston engine with piston rods. Furthermore, it is a disadvantage that in the manufacture of concrete deck slab after in the DE 195 44 557 C1 described Pilgerschrittverfahren the formwork carriages must be raised or lowered.

The production of a cantilevered deck slab with underlying precast slabs and an overlying concrete layer for a bridge with longitudinal beams of reinforced concrete is in the KR 20110127629 A described. Steel tubes and steel profiles are joined together to form an A-shaped support structure. At the upper end of the support structure three tension members are attached. Two tension members are connected to the cantilevered part of the precast slabs. The third tension member is used to stabilize the support structure and is connected to a protruding from the side rail bracket made of reinforcing steel. The occurring in the prefabricated panels in the state of construction due to the dead weight and the application of the concrete layer horizontal compressive force is passed through contact pressure through the base of the support structure in outstanding from the side rail bracket made of reinforcing steel ( Fig. 3 in KR 20110127629 A ).

A disadvantage of the in the KR 20110127629 A illustrated method for producing a cantilever is that on the support structure and the tension members in the construction state a torsional moment is initiated in the longitudinal beam as planned. The absorption of this torsional moment by the longitudinal beam and the derivative of the pillars or on Abutment causes additional costs. Usually, reinforced concrete slabs are constructed so that due to the dead weight of the carriageway slab no or only small torsional moments are introduced into the side members.

Furthermore, the according to the KR 20110127629 A obliquely arranged tension members disadvantageous for the laying of the reinforcement and the production of in-situ concrete layer. Another disadvantage is that between the upstand, in which the anchors of the precast panels are arranged for the tension members, and the in-situ concrete layer a continuous working joint at the top of the deck plate in the longitudinal direction of the bridge is formed. In this construction joint, cracking may occur which allows water to seep into the deck plate.

It is therefore an object of the present invention to provide a method for producing a deck slab with underlying precast slabs and an overlying concrete layer, which allows the production of cantilevers and the production of plates, which are supported on two adjacent side rails of a bridge, without on to rely on the support of precast slabs by means of a steel girder structure placed under the deck slab, which offers economic and technical advantages over the known methods and which is suitable both for steel, reinforced concrete and prestressed concrete girders.

This object is achieved by the method steps indicated in the characterizing part of claim 1. Advantageous developments of the invention are defined in the subclaims.

• -a- werden zuerst an der Oberseite des mindestens einen Brückenlängsträgers Auflagerkonstruktionen ausgebildet,
• -b- anschließend werden an voneinander beabstandeten oberen Endpunkten der Auflagerkonstruktionen Verschublager montiert, die vorzugsweise als Rollen- oder Gleitlager ausgebildet sind,
• -c- wobei die Verschublager derart in Längsrichtung der Brücke ausgerichtet werden, dass diese als Auflager für Verschiebungen nur in Längsrichtung der Brücke wirken,
• -d- anschließend werden ein erster Verschubträger und ein zweiter Verschubträger jeweils mit einer Trägerlänge, welche größer ist als der zweifache Abstand von benachbarten Verschublagern, die in Längsrichtung der Brücke voneinander beabstandet angeordnet sind, jeweils auf mindestens zwei Verschublagern in Längsrichtung der Brücke verschieblich gelagert,
• -e- wobei die beiden Verschubträger derart gelagert werden, dass die Schwerachse des zweiten Verschubträgers parallel zur Schwerachse des ersten Verschubträgers ist sowie die beiden Verschubträger in einer Schnittebene normal zur Längsachse der Brücke zueinander beabstandet sind und die beiden Verschubträger im Wesentlichen entlang desselben Längenabschnittes der Brücke angeordnet werden,
• -f- anschließend werden die unteren Endpunkte von mindestens zwei voneinander beabstandeten Stützen mit dem ersten Verschubträger verbunden, wobei die Stützen in im Wesentlichen senkrechter Lage mit dem ersten Verschubträger befestigt werden,
• -g- und die unteren Endpunkte von mindestens zwei weiteren Stützen werden voneinander beabstandet mit dem zweiten Verschubträger verbunden, wobei die Stützen in im Wesentlichen senkrechter Lage mit dem zweiten Verschubträger befestigt werden,
• -h- anschließend werden Querträger montiert, die an den oberen Endpunkten der Stützen in im Wesentlichen horizontaler Lage befestigt werden, wobei jeder Querträger jeweils an einer mit dem ersten Verschubträger verbundenen ersten Stütze sowie an einer mit dem zweiten Verschubträger verbundenen zweiten Stütze befestigt wird,
• -i- und es werden Zugglieder an den Querträgern befestigt,
• -j- danach wird die durch die Verbindung der Verschubträger, der Stützen und der Querträger entstandene räumliche Rahmenkonstruktion, die einen in Längsrichtung der Brücke verfahrbaren Wagen bildet, in Längsrichtung der Brücke zu einem Montageplatz bewegt,
• -k- an dem Montageplatz werden Fertigteilplatten an den unteren Endpunkten der Zugglieder in überhöhter Lage befestigt,
• -1- anschließend wird der Wagen mit den Fertigteilplatten zum vorgesehenen Einbauort der Fertigteilplatten bewegt,
• -m- dort werden die Fertigteilplatten so weit abgesenkt, dass zumindest ein Plattenrand mindestens einer Fertigteilplatte auf einem Brückenlängsträger aufgelagert wird,
• -n- anschließend wird die in der Aufbetonschicht anzuordnende Bewehrung verlegt,
• -o- danach wird auf den Fertigteilplatten eine Aufbetonschicht aus Ortbeton aufgebracht, wobei die oberen Endpunkte der Auflagerkonstruktionen in Einbaulage gleich hoch oder höher liegen als die Oberfläche der Aufbetonschicht,
• -p- nach dem Erhärten der Aufbetonschicht werden die Befestigungen der Fertigteilplatten an den unteren Endpunkten der Zugglieder gelöst und
• -q- der Wagen wird zum ursprünglichen oder einem anderen Montageplatz verfahren, um dort gegebenenfalls weitere Fertigteilplatten aufzunehmen.

In the method according to the invention for producing a carriageway slab with underlying prefabricated slabs and an overburden layer of in-situ concrete arranged thereon for a bridge with at least one bridge longitudinal beam,

• -a are first formed at the top of the at least one bridge longitudinal beam support structures,
• -b- are then mounted at spaced-apart upper end points of the support structures Verschublager, which are preferably designed as a roller or plain bearings,
• -c- the Verschublager be aligned in the longitudinal direction of the bridge, that they act as a support for displacements only in the longitudinal direction of the bridge,
• -d- then a first Verschubträger and a second Verschubträger each having a carrier length which is greater than twice the distance from adjacent Verschublagern which are arranged spaced apart in the longitudinal direction of the bridge, in each case displaceably mounted on at least two Verschublagern in the longitudinal direction of the bridge,
• -e- wherein the two Verschubträger be stored such that the gravity axis of the second Verschubträgers is parallel to the heavy axis of the first Verschubträgers and the two Verschubträger in a sectional plane normal to the longitudinal axis of the bridge are spaced from each other and the two Verschubträger substantially along the same length section of the bridge to be ordered,
• -f- then the lower end points of at least two spaced-apart supports are connected to the first Verschubträger, wherein the supports are fixed in a substantially vertical position with the first Verschubträger,
• and the lower end points of at least two further supports are spaced from each other connected to the second Verschubträger, wherein the supports are fixed in a substantially vertical position with the second Verschubträger,
• -h- then cross-beams are mounted, which are fastened to the upper end points of the supports in a substantially horizontal position, each cross member being respectively secured to a first support connected to the first support bracket and to a second support connected to the second support,
• -i and tension members are attached to the cross members,
• -j- thereafter, the spatial frame construction resulting from the connection of the transfer beams, the supports and the cross members, forming a carriage movable in the longitudinal direction of the bridge, is moved in the longitudinal direction of the bridge to an assembly place,
• -k- prefabricated panels are attached to the lower end points of the tension members in an elevated position at the assembly site,
• -1- then the carriage is moved with the precast slabs to the intended installation location of the precast slabs,
• -m- there the precast slabs are lowered so far that at least one plate edge of at least one precast slab is supported on a bridge longitudinal beam,
• -n- then the reinforcement to be arranged in the concrete layer is laid,
• -o- then a precast concrete layer of in-situ concrete is applied to the precast slabs, the upper end points of the support structures in installation position being equal to or higher than the surface of the aggregate layer,
• -p- after hardening of the concrete layer, the fasteners of the precast slabs are released at the lower end points of the tension members and
• -q- the cart is moved to the original or another assembly site to accommodate there optionally further prefabricated panels.

In the case of the production method according to the invention, the method steps -a to -i relate essentially to the formation of support structures on the upper side of the bridge longitudinal members, the assembly or production of a movable carriage and the mounting of the carriage on the support structures.

The subsequent method steps -j- to -q- relate essentially to a sequence of the production steps in order to transport prefabricated panels with the aid of the carriage to the intended installation location of the prefabricated panels and to place them there in such a way that a precast concrete layer of in-situ concrete can be applied to the prefabricated panels , After hardening of the concrete layer, the fasteners of the precast slabs are released at the lower end points of the tension members and the carriage is moved to the original or another assembly site to accommodate there optionally further prefabricated panels. For this purpose, the carriage is essentially moved in the longitudinal direction of the bridge to a mounting location at which the attachment of prefabricated panels in raised, elevated position takes place at the lower end points of the tension members. Subsequently, the carriage is moved to the intended installation location of the prefabricated panels, wherein the lowering of the prefabricated panels takes place on a bridge longitudinal member at the corresponding installation location. Subsequently, a reinforced concrete layer of in-situ concrete is applied to the precast panels and there is a release of the attachment of the lower end points of the tension members after hardening of the concrete layer. By corresponding repetition of individual or all method steps -j- to -q-, the section-wise manufacturing process is continued until the carriageway plate is completed along the entire bridge length.

Compared to the known methods for the production of slabs with underlying deck slabs and an overlying concrete layer, the inventive method has at least two major advantages: It is no construction of orthogonally arranged steel beams under the deck plate required and in the construction state, either none or only low torsional moments introduced into the bridge longitudinal members. Another advantage is that the method according to the invention is equally suitable for bridge longitudinal members of steel, reinforced concrete or prestressed concrete.

This method is also particularly advantageous because in addition to the bridge no lifting device, such as a tower crane or a mobile crane, for mounting the precast panels is required. If necessary, additional lifting equipment is only required on the assembly site. Advantageously, the movable carriage for the Longitudinal transport of reinforcement, concrete and other building materials used on the bridge. However, it may be advantageous to arrange one or more lifters on the car, so as to accelerate, for example, the laying of the reinforcement.

The required for laying the prefabricated panels cart may consist of a steel structure, which is assembled on site from pre-fabricated elements by means of screw and / or plug connections. The framework of the frame can be designed as a frame or truss structure or as a combination of frame and truss structures. After completion of the deck slab, the wagon can be dismantled and the items can be reassembled into a wagon on another bridge construction site.

It may be necessary in this method to connect the precast slabs already at the assembly site with each other so that they can not twist in their position to each other. If each prefabricated slab is fastened to the wagon with at least three tension members, it is usually not necessary to establish a connection between the prefabricated slabs from a static point of view. However, the connection of the prefabricated panels can also be advantageous in this case in order to avoid that the prefabricated panels abut one another during the longitudinal transport along the bridge longitudinal member. It may also be advantageous to connect some prefabricated panels with temporary retaining devices to the cart.

The design of the support structures is an essential part of the method according to the invention. The support structures have the task to initiate the normal forces from the dead weight of the car, the precast slabs and the concrete layer in the bridge side members. Bending moments, for example from a wind load of the car, must also be introduced via the support structures into the longitudinal bridge members. At the same time, the support structures serve to avoid the direct contact between the in-situ concrete layer of concrete and the carriage to allow reuse of the car in the next phase of construction.

In a preferred embodiment, a support structure is formed from a concrete prism and the concrete prism is mounted on a bridge side rail such that the top of the concrete prism is equidistant or slightly higher than the surface of the concrete layer and the top of the concrete prism is approximately parallel to the surface of the concrete layer.

In a further advantageous embodiment, a support structure can also be designed as a steel profile, which is rigidly connected to a bridge longitudinal beam made of steel by a welded connection. The length of the steel profile should be selected so that the upper end point of the steel profile in installation position is equal to or higher than the surface of the concrete layer. This ensures that the Verschublager mounted at the upper end of the steel profile is not contaminated by concrete during the manufacture of the concrete layer and thus remains functional. After making the concrete layer and disassembling the carriage, all steel profiles near the surface of the concrete layer are cut off.

Alternatively, a support structure can also be designed as a hollow profile so that the dimensions of the hollow profile enable the insertion of a steel profile. The hollow profile is mounted on the bridge longitudinal member so that the heavy axis of the hollow profile is parallel to the axis of gravity of the steel profile to be inserted and the length of the hollow profile is chosen so that the upper edge of the hollow profile in installation position is equal to or higher than the surface of the concrete layer.

An advantage of the manufacturing method according to the invention is the vertical arrangement of the tension members. As a result, the work required to produce the concrete layer, which consists mainly of the laying of the reinforcement, the production of a Randabschalung and from the introduction and smoothing of in-situ concrete, hampered only to a small extent. An oblique arrangement of the tension members causes, compared to vertically mounted tension members, greater obstruction for the people working on the bridge.

However, the arrangement of individual diagonally arranged tension members may also be advantageous, since an undesired horizontal movement of the precast slabs during transport from the installation site to the installation location can be avoided as far as possible by the oblique arrangement.

On obliquely arranged tension members can be omitted if the vertically arranged tension members are rigidly connected to the car and they have such a high bending stiffness that unwanted horizontal movements or vibrations of precast panels are reduced when starting or braking the car to a tolerable level. For example, if square steel hollow profiles having a side length of 60 mm, a wall thickness of 5 mm, a moment of inertia of 54.1 cm ^4, and a modulus of elasticity of 20,000 kN / cm ^{2 are used} as tension members Bending stiffness obtained by multiplying moment of inertia and Young's modulus, 1,082,000 kN cm ² .

The above variants, to prevent unwanted horizontal movements, can also be combined if necessary. Thus, in the context of the invention, at least individual obliquely arranged tension members can be used, which are made of a material with high bending stiffness.

Another way to avoid unwanted horizontal movement during the process of the car is the installation of temporary retaining devices for connecting the precast slabs to the carriage.

The formation of the anchors of precast slabs for secure connection to the lower end points of the tension members can be done in different ways. Advantageously, the formation of anchors within the precast slabs, for example, by reinforcing bars, anchor heads or threaded rods with nuts, because this work for making the connection of tension member and precast slab can be performed from the top of the precast slabs.

To achieve a higher load-bearing capacity of the anchoring of the precast slabs, it may be advantageous to arrange the anchors on the underside of the precast slabs. In this case, the tension members must be performed through holes arranged in the precast panels. Dismantling of anchors mounted on the underside of the precast slabs by persons positioned on the surface of the concrete layer is possible when the anchors are connected, for example, with a rope led from the underside of the precast slabs to the surface of the facing layer. After loosening the anchorages, the rope prevents the anchors from falling down and allows controlled retrieval of the anchorages.

The release of the connection between a prefabricated panel and a tension member can be effected by a mutual rotation between the threaded tension member and a nut, which serves to anchor the tension member takes place. A faster solution of the connections between prefabricated panels and tension members takes place when parts of the load-bearing structure of the wagon, to which the upper end points of the tension members are anchored, are lowered by means of hydraulic presses.

In the production of prefabricated panels end anchors and deflection points for transverse tendons can be installed on and / or in the precast slabs. In a In a particularly advantageous embodiment of the method according to the invention, the prestressing of the transverse tensioning members can already take place with a low strength of the concrete layer because the transverse tensioning members run in a straight line between the end anchorages and the deflection points. The ducts for the transverse tendons, if a post-tensioned post-tensioning is used, may be laid in part on the prefabricated slabs on the assembly site, along with the reinforcing steel reinforcement.

As a rule, individual slab edges of the precast slabs are supported at the installation site on a longitudinal bridge rail. If a bridge longitudinal beam is made of reinforced concrete or prestressed concrete, it may be advantageous to mount a plate edge of a precast slab in a recess arranged in a side face of the bridge longitudinal beam.

In the context of the invention, a carriage for producing a roadway slab with a method according to the invention is given, wherein the carriage comprises two Verschubtrager, at least four supports, at least two cross members and tension members, which are joined together to form a spatial frame structure, each cross member by means of the supports is attached to each two Verschubträgern, and the two Verschubträger are arranged such that they rest on connected to the at least one bridge longitudinal beams Verschublagern in the longitudinal direction of the bridge movable, the carriage preferably has hydraulic presses for raising and lowering of prefabricated panels, as well as the car is provided to transport prefabricated panels from a mounting station to a mounting location along the bridge, and the carriage additionally the weight of a concrete layer during the concreting process and during the hardening of the concrete layer aufnimm t, thereby introducing this weight into the at least one bridge longitudinal member of the bridge.

In the context of the invention, a carriageway slab with underlying prefabricated slabs and an overburden layer of in-situ concrete disposed therebetween for a bridge with at least one bridge longitudinal member, which is produced by a method according to one of claims 1 to 19 with the aid of a carriage having the features of claim 20, is further specified ,

Fig. 1

eine Ansicht einer ersten erfindungsgemäßen Ausführungsform nach der Montage des Wagens;

Fig. 2

eine Ansicht der ersten erfindungsgemäßen Ausführungsform nach der Montage der Zugglieder und Fertigteilplatten;

Fig. 3

einen vertikalen Schnitt der ersten erfindungsgemäßen Ausführungsform nach dem Anheben der Fertigteilplatten in eine überhöhte Lage;

Fig. 4

einen vertikalen Schnitt der ersten erfindungsgemäßen Ausführungsform nach dem Absenken der Fertigteilplatten auf die Brückenlängsträger und nach dem Herstellen der Aufbetonschicht;

Fig. 5

das Detail A von Fig. 3;

Fig. 6

das Detail B von Fig. 4;

Fig. 7

eine Längsansicht der ersten erfindungsgemäßen Ausführungsform nach der Montage der Fertigteilplatten am Montageplatz;

Fig. 8

eine Längsansicht der ersten erfindungsgemäßen Ausführungsform nach dem Absetzen der Fertigteilplatten am Einbauort;

Fig. 9

eine Längsansicht der ersten erfindungsgemäßen Ausführungsform nach dem Fertigstellen der Fahrbahnplatte;

Fig. 10

eine Längsansicht einer zweiten erfindungsgemäßen Ausführungsform nach der Montage der Fertigteilplatten am Montageplatz;

Fig. 11

eine Längsansicht der zweiten erfindungsgemäßen Ausführungsform nach dem teilweisen Absetzen der Fertigteilplatten am Einbauort;

Fig. 12

ein Detail eines vertikalen Schnitts durch eine Auflagerkonstruktion der zweiten erfindungsgemäßen Ausführungsform gemäß der in Fig. 10 und Fig. 11 eingezeichneten Schnittebene XII-XII;

Fig. 13

einen vertikalen Schnitt der zweiten erfindungsgemäßen Ausführungsform gemäß der in Fig. 10 und Fig. 11 eingezeichneten Schnittebene XIII - XIII;

Fig. 14

einen vertikalen Schnitt einer dritten erfindungsgemäßen Ausführungsform nach der Montage der Fertigteilplatten und der Druckstreben;

Fig. 15

das Detail C von Fig. 14;

Fig. 16

das Detail D von Fig. 14;

Fig. 17

das Detail E von Fig. 14;

Fig. 18

eine dem Detail C entsprechende alternative Ausführungsform der Auflagerkonstruktion;

Fig. 19

eine Ansicht einer vierten erfindungsgemäßen Ausführungsform nach der Montage der Zugglieder und Fertigteilplatten und

Fig. 20

einen vertikalen Schnitt einer fünften erfindungsgemäßen Ausführungsform nach der Herstellung der Aufbetonschicht.

Further details, features and advantages of the invention will become apparent from the following explanations of in the drawings Fig. 1 to Fig. 20 schematically illustrated embodiments. In the drawings show:

Fig. 1

a view of a first embodiment of the invention after the assembly of the carriage;

Fig. 2

a view of the first embodiment of the invention after the assembly of the tension members and precast plates;

Fig. 3

a vertical section of the first embodiment of the invention after lifting the precast slabs in an elevated position;

Fig. 4

a vertical section of the first embodiment of the invention after lowering the precast slabs on the bridge side members and after the production of the concrete layer;

Fig. 5

the detail A of Fig. 3 ;

Fig. 6

the detail B of Fig. 4 ;

Fig. 7

a longitudinal view of the first embodiment of the invention after the assembly of prefabricated panels at the assembly site;

Fig. 8

a longitudinal view of the first embodiment of the invention after discontinuation of precast slabs at the installation site;

Fig. 9

a longitudinal view of the first embodiment of the invention after completing the carriageway panel;

Fig. 10

a longitudinal view of a second embodiment of the invention after mounting the precast panels at the assembly site;

Fig. 11

a longitudinal view of the second embodiment of the invention after the partial settling of precast slabs at the installation site;

Fig. 12

a detail of a vertical section through a support structure of the second embodiment of the invention according to the in 10 and FIG. 11 Plotted sectional plane XII-XII;

Fig. 13

a vertical section of the second embodiment of the invention according to the in 10 and FIG. 11 Plotted sectional plane XIII - XIII;

Fig. 14

a vertical section of a third embodiment of the invention after the assembly of the precast panels and the pressure struts;

Fig. 15

the detail C of Fig. 14 ;

Fig. 16

the detail D of Fig. 14 ;

Fig. 17

the detail E of Fig. 14 ;

Fig. 18

an alternative embodiment of the support structure corresponding to detail C;

Fig. 19

a view of a fourth embodiment of the invention after the assembly of the tension members and precast plates and

Fig. 20

a vertical section of a fifth embodiment of the invention after the production of the concrete layer.

A first embodiment of the method according to the invention is in Fig. 1 to Fig. 9 shown.

According to Fig. 1 four supports 6, two cross members 9, two frame members 28, 29 and two Verschubträger 25, 26 are joined together to form a spatial frame structure 31. The spatial frame construction 31 according to Fig. 1 serves as a carriage 27, which can be moved on the upper end points 20 of support structures 15 permanently mounted Verschublagern 24 longitudinally along two bridge longitudinal members 5 of a bridge 4. The supports 6 are attached with their upper end points 7 to one of the cross member 9 and connect them to the two Verschubträgern 25, 26, which are respectively secured to lower end points 8 of the supports.

According to Fig. 2 prefabricated panels 2 are attached by means of tension members 11 on the carriage 27. Here, each precast panel 2 is held by two tension members 11. In order to prevent a rotation of the prefabricated panels 2, the prefabricated panels 2 are connected by connecting structures 39 together.

According to Fig. 3 The prefabricated panels 2 are then by means of a lifting device, which in Fig. 3 is not shown, raised in an elevated position, that a distance between the bottom 56 of the precast panels 2 and the upper chords 32 of the bridge rails 5 remains. Fig. 5 illustrates the in Fig. 3 marked detail view A.

By increasing the lengths of the tension members 11, which change in length can be realized for example by threaded rods 49 with nuts or by lowering devices with hydraulic presses 30, it is according to Fig. 4 possible to store the prefabricated panels 2 at their plate edges 10 on the upper chords 32 of the bridge longitudinal members 5. On the lowered prefabricated panels 2, a reinforcement is then laid and then a Aufbetonschicht 3 applied. Fig. 6 shows the detail B of Fig. 4 ,

According to Fig. 5 the supports 6 are connected in this embodiment of the method according to the invention with their lower end points 8 on Verschubträgern 25, 26 with welds 34 rigid. The Verschubträger 25, 26 are mounted on Verschublagern 24. The Verschublager 24 are designed, for example, as a roller bearing or as sliding bearing so that the Verschubträger 25, 26 can be moved in the longitudinal direction along the bridge longitudinal member 5 of the bridge 4. The Verschublager 24 are attached to the upper end points 20 of support structures 15. The support structures 15, the are formed here as steel profiles 44 are rigidly connected to the upper chords 32 of the bridge longitudinal beams 5. The prefabricated panels 2 are in Fig. 5 in raised or elevated position and in Fig. 6 shown in lowered position. In the elevated position, the prefabricated panels 2 must be arranged so high that it is possible to overtravel the concrete layer 3 of already completed construction sections. In the lowered position according to 4 and FIG. 6 the plate edges 10 of the prefabricated panels 2 are supported on the upper chords 32 of the bridge longitudinal members 5.

According to Fig. 6 the steel profiles 44 are concreted in the application of the concrete layer 3. The tension members 11 are protected by sheaths 36 from direct contact with the concrete layer 3. This allows removal of the tension members 11 after hardening of the concrete layer 3 and reuse of the tension members 11 in the next construction period. The steel profiles 44 are cut off after the hardening of the concrete layer 3 and after the disassembly of the Verschublager 24 in the vicinity of the surface 18 of the concrete layer 3.

In Fig. 5 and Fig. 6 It is shown that a tension member 11 formed from a threaded rod 49 is performed through a hole 35 which is arranged in the precast slab 2 and anchored 14 on the underside 56 of the precast slab 2 with a washer and a nut. About this anchor 14, which is formed by the hole 35, the washer and the nut, a portion of the dead weight of the precast plate 2 and a portion of the weight of the concrete layer 3 is introduced into the tension member 11. In order to prevent the tension member 11 is embedded in the concrete layer 3, a cladding tube 36 is fixed in the hole 35 prior to assembly of the tension member 11. The washer and the associated nut of the anchor 14 are connected to a rope 37. This allows the disassembly of the anchor 14 from the surface 18 of the concrete layer 3 from. In the event that washer and nut are connected together, the connection of the cable 37 is optionally sufficient with the washer or the nut to prevent accidental dropping of the anchor 14 during disassembly of the tension members 11. For disassembly consisting of a threaded rod 49 tension member 11 is rotated out of the top of the hole 35. The dropping of the nut, which is here connected to the washer is prevented by the cable 37, because the other end of the cable 37 is attached to the carriage 27.

For reasons of clarity and because the execution of the reinforcement of prefabricated panels 2 with concrete layer 3 can be assumed to be known, the reinforcement is not shown in this embodiment. A part of the reinforcement is arranged in the prefabricated panels 2. Part of the reinforcement will be applied before applying the Concrete layer 3 installed. The installation of the reinforcement of the concrete layer can already be done to a large extent on a mounting place 42, as in Fig. 7 is illustrated. At the respective installation location 43, only the upper reinforcement in the transverse direction in the region of the negative moments when connecting the cantilevers must be added.

The pictures Fig. 2 . FIG. 3 and FIG. 5 show that the prefabricated panels 2, two cantilevered plates and a plate arranged between the bridge longitudinal members plate are formed. These three plates must be separated from each other to allow the carriage 27 to move longitudinally of the bridge 4 and to lower the precast slabs.

For this reason, it is also not possible to move the entire reinforcement at the assembly station 42. The reinforcement, which is required to connect the cantilevered plates and the plate arranged between the bridge longitudinal members 5 plate, therefore, can be installed only at the installation site 43.

A bridge 4 comprising two abutments 40, five pillars 41 and two bridge longitudinal members 5 is shown in the figures FIGS. 7 to 9 shown. As in Fig. 7 is shown, support structures 15 are mounted on the bridge rails 5 and on one of the two abutments 40. The carriage 27, which in this case comprises four supports 6, two transverse supports 9, two frame supports 28, 29 and two transfer supports 25, 26, is moved by means of winches to the assembly station 42, which is arranged here above one of the two abutments 40. At the assembly site 42, the prefabricated panels 2 are suspended by means of tension members 11 on the cross members 9 of the carriage 27. The prefabricated panels 2 are mounted in raised, elevated position to avoid contact with the upper chords 32 of the bridge longitudinal members 5 in the process of the carriage 27 in the longitudinal direction of the bridge 4 and to allow a run over the concrete layer 3 of already completed construction sections of a carriageway panel 1.

According to Fig. 8 the carriage 27 and the prefabricated panels 2 suspended therefrom are moved from the assembly site 42 to the intended installation location 43 in the next method step. At the installation site 43, the precast slabs 2 are lowered until the slab edges 10 of the precast slabs 2 rest on the upper chords 32 of the longitudinal bridge girders 5. Subsequently, the concrete layer 3 can be applied. After hardening of the concrete layer 3, the tension members 11 are released from the anchors 14 of the precast slabs and the carriage 27 is moved to the assembly station 42, so that there the precast panels 2 can be mounted on the carriage 27 for the next construction period.

The assembly station 42 is located in this embodiment on an abutment 40. It may also be advantageous to move the assembly station 42 onto the bridge 4 after the first sections of the carriageway panel 1 have been produced.

According to Fig. 9 After the production of the deck 1, all the support structures 15 are removed by cutting off the steel profiles 44 in the vicinity of the surface 18 of the facing layer 3. Subsequently, the bridge 4 is completed in a conventional manner by the application of a seal on the surface 18 of the concrete layer 3 and the subsequent application of a road surface.

A second embodiment of the method according to the invention is shown in the figures 10 to FIG. 13 shown.

In the 10 and FIG. 11 illustrated bridge 4 corresponds to the bridge shown in the first embodiment 4. The in Fig. 10 shown carriage 27 includes in this embodiment, eight supports 6, four cross member 9, two frame members 28, 29 and two Verschubträger 25, 26. The carriage 27 is stiffened by bandages 38 in the longitudinal direction.

With the production of the carriageway plate 1 is in this example at the opposite of the mounting space 42 abutment 40, begun in which 10 and FIG. 11 shown in the picture on the right. This has the advantage that the carriage 27 does not have to travel over the concrete layer 3 with the prefabricated panels 2 suspended on the carriage 27. The distance between the underside 56 of the prefabricated panels 2 and the upper side of the upper chords 32 of the bridge longitudinal members 5 can therefore be selected smaller than in the first embodiment. This distance can be chosen here, for example, 20 mm to compensate for tolerances and to avoid unwanted contact between the prefabricated panels 2 and the bridge longitudinal members 5 during the longitudinal transport of precast panels 2. A small distance is advantageous because only a small Absenkweg is required to aufzulagern the plate edges 10 of precast panels 2 on the bridge side rails 5.

As in Fig. 12 is illustrated in detail, the support structures 15 of the second embodiment of the invention by hollow sections 16 and steel profiles 44 are formed. Fig. 12 shows according to the in each case in Fig. 10 as in Fig. 11 Plotted sectional planes XII-XII that a hollow section 16 is rigidly connected by welds 34 with the upper flange 32 of the bridge longitudinal member 5. In the hollow section 16, a steel profile 44 is arranged in a vertical position and fixed in position. The precast panels are supported along their plate edges 10 on the upper chords 32 of the bridge longitudinal member 5. The length of the hollow profile 16 is carried out so that the upper edge 17 of the hollow section 16 is above the surface 18 of the concrete layer 3, in order to prevent penetration of the in-situ concrete during application of the concrete layer 3 in the hollow section 16.

Fig. 13 shows that the prefabricated panels 2 may have a cross-sectional shape with kinks 57. The shape of the final roadway panel 1, which is formed from the precast panels 2 and the concrete layer 3, can thereby be advantageously adapted to the statically required cross-sectional dimensions. Fig. 13 also shows that the thickness of the prefabricated panels 2 can be variable.

In the Fig. 13 illustrated sectional view according to each in Fig. 10 as in Fig. 11 Plotted sectional planes XIII-XIII is arranged at a position in which a transverse tension member 59 is located in the carriageway plate 1. The end anchors 60 and the deflection points 61 of the transverse tension member 59 are already formed during the production of the precast panels 2. This has the advantage that the anchoring and deflecting forces occurring during the tensioning of the transverse tensioning member 59 are introduced into the already completely hardened end anchors 60 and deflection points 61 and the tensioning of the transverse tensioning member 59 can already take place with a low concrete strength of the concrete layer 3. Usually, at the time of tightening, a cube compressive strength of the concrete in the end anchor 60 having values of 30 MPa to 50 MPa is required. At the in Fig. 13 illustrated, particularly advantageous embodiment of the method according to the invention, the tensioning of the transverse tensioning member can already be carried out at a cube compressive strength of the concrete layer, for example, 10 MPa. For a rapid construction progress, it is of particular importance that advantageous with the tensioning of the transverse tensioning member does not have to wait until the concrete in the concrete layer 3 has reached a higher cube compressive strength of for example 30 MPa.

A third embodiment of the method according to the invention is shown in the figures FIGS. 14 to 18 shown.

According to Fig. 14 the bridge longitudinal member 5 is made here with a hollow box section of prestressed concrete. The projecting prefabricated panels 2 are suspended with tension members 11 from the carriage 27. The carriage 27 additionally serves to suspend pressure struts 58, which in the final state support the cantilevered parts of the carriageway panel 1. The carriage 27 has a raising and lowering device for raising and lowering the precast slabs 2, which is formed by hydraulic presses 30. By extending the piston of the hydraulic press 30, the cross member 9, the tension members 11, the precast panels 2 and the pressure struts 58 are raised. During the carriage 27 process, the raised upper portion of the carriage is stabilized by additional constructions to avoid undue transverse stresses on the extended pistons of the hydraulic presses 30. These additional constructions are in Fig. 14 for the sake of clarity not shown.

A plate edge 10 of each finished part plate 2 is mounted on the bridge longitudinal member 5. On one of the two prefabricated panels 2, a working platform 46 is attached to a railing 47. To produce the concrete layer 3, a lateral formwork 48 is fastened to the plate edge 10 on the left-hand side of the projecting prefabricated slab 2. The attachment of a lateral formwork 48 is advantageous because a working joint 21 between the prefabricated panels 2 and the in Fig. 14 The concrete layer 3, which is not shown, does not thereby come to lie in the plane of the surface 18 of the concrete layer 3. A further improvement in the durability of the roadway slab 1 can be achieved by arranging the work joint 21 between the precast slabs 2 and the facing layer 3 on the underside 56 of the precast slab 2. To accomplish this, is done according to Fig. 14 the lateral formwork 48 is arranged on the work platform 46 at a distance from the plate edge 10 of the precast panel 2 and a part of the working platform 46 is formed as a lower formwork for the concrete layer 3. This is on the right edge of the picture Fig. 14 shown.

In the embodiment according to Fig. 14 It will be advantageous to mount the work platform 46, the railing 47 and the side molds 48 on the prefabricated panels 2 already at the assembly site 42 for the prefabricated panels 2.

In the bridge longitudinal member 5 arise in the in Fig. 14 shown construction state only small torsional moments caused by the eccentric arrangement of the working platform 46 on the here in Fig. 14 right side of the bridge 4 are caused. Because of the symmetrical in cross-section arrangement of bridge longitudinal beams 5, prefabricated panels 2 and 3 Aufbetonschicht, causes the weight of these components in. The substantial stresses on the bridge longitudinal member 5 Sum of torsional moments, but only bending moments in the bridge longitudinal beam 5. This is advantageous because it is known that bridge longitudinal beams 5 are made of prestressed concrete much better for absorbing bending moments than for absorbing torsional moments.

The design of the support structure 15 for this embodiment of the method according to the invention is in Fig. 15 representing the detail C of Fig. 14 shows. The lower end point of a steel profile 44 is according to Fig. 15 stored on steel plates 45. With the steel plates 45 a positionally accurate positioning of the Verschublager 24 is possible. The concreting of the hollow sections 16 in the bridge longitudinal member 5 allows a cost-rigid mounting of the support structure 15 on the bridge longitudinal member 5, which is produced by the insertion of the steel profile 44 in the hollow section 16. Steel wedges 55 are thereby taken from the upper edge 17 of the hollow section 16 in the gaps between the hollow section 16 and the steel profile 44, thereby fixing the steel profile 44 in its position in the hollow section 16.

Fig. 16 illustrates detail D of Fig. 14 , The introduction of the compressive forces of precast panels 2 in the bridge longitudinal member 5 is carried out according to Fig. 16 in that the plate edges 10 of the precast plates 2 are mounted in a recess 53. To compensate for building tolerances, a leveling layer 54 of epoxy resin or mortar is advantageously applied between the precast slab 2 and the bridge longitudinal beam 5.

One possibility for forming the anchoring 14 of the precast slab 2 is in Fig. 17 represented, which the in Fig. 14 marked detail E in a large view shows. A reinforcing bar 52 is embedded in concrete in the prefabricated slab 2. At the reinforcing bar 52, transverse bars 51 are welded in order to be able to better initiate the tensile force taken over by the reinforcing bar 52 into the concrete of the precast slab 2. At the protruding from the precast plate 2 end of the reinforcing bar 52, a sleeve 50 is attached. The tension member 11 is formed as a threaded rod 49. The lower end 13 of the tension member 11 is fixed by screwing the threaded rod 49 in the sleeve 50.

An alternative embodiment of the support structure 15 is shown in FIG Fig. 18 shown. A concrete prism 22 is mounted on the bridge side member 5. To compensate for structural tolerances, it may be advantageous to arrange a compensation layer 54 between the concrete prism 22 and the bridge longitudinal member 5. The Verschublager 24 is mounted on the top 23 of the concrete prism 22.

A fourth embodiment of the method according to the invention is shown in FIG Fig. 19 shown.

In this embodiment, the tension members 11 of the cantilevered plates are mounted in an inclined position. As a result, horizontal movements of the precast panels 2, for example, when starting or braking of the carriage 27 due to Mass inertia forces would occur, significantly reduced in size. When tension members 11 are installed in a vertical position, as in Fig. 19 is shown in the region between the bridge longitudinal members 5, the tension members 11 must have a sufficient bending stiffness to prevent disturbing horizontal movements of the precast slabs 2 during startup and braking of the carriage 27. Alternatively, the prefabricated panels 2 connected by joint structures 39 may be connected to the carriage 27 by temporary fasteners 19 to achieve sufficient stabilization during the carriage 27 process. In Fig. 19 two temporary retaining devices 19 are shown, which can be connected to the prefabricated panels 2 after lifting the prefabricated panels 2 arranged between the bridge longitudinal members 5.

A fifth embodiment of the method according to the invention is shown in FIG Fig. 20 shown.

In this embodiment, the cross member 9 are formed as a truss structure 33. A truss structure 33 has the advantage of a higher rigidity compared to a purely bending-stressed supporting structure, which corresponds for example to the cross member 9 of the first embodiment.

The embodiment shown here by way of example of the cross member 9 as a truss structure 33 can be applied mutatis mutandis to other structural parts of the carriage 27 to save design weight, because truss structures 33 are lighter than spatial frame structures 31st

In this embodiment, the bridge longitudinal members 5 are made of rectangular reinforced concrete beams. The projecting prefabricated panels 2 are placed on the bridge longitudinal beams 5. The arranged between the bridge longitudinal members 5 finished part plate 2 is superimposed on the left side in a recess 53 in the bridge longitudinal member 5. On the right side, the plate edge 10 of the precast plate 2 at a distance from the bridge longitudinal member 5. This results in the connection of the prefabricated slab 2 to the right bridge side member 5 in the longitudinal direction of the bridge 4 extending working joint 21st

In the examples, the production of a roadway slab 1 on bridge longitudinal members 5 of steel profiles, hollow box-shaped prestressed concrete beams and rectangular reinforced concrete beams was described. With the method according to the invention, the production of a roadway slab 1 on bridge longitudinal members 5 of any building materials and with any cross-sections is possible.

If necessary, the welded connections shown in the examples can be replaced by screwed, riveted, glued and / or clamped connections.

The anchors 14 of the precast slabs 2 shown in the examples may also be replaced by other equivalent embodiments, such as by concreted threaded rods 49 with end plates or by conical anchors.

The prefabricated panels 2 shown in the examples are advantageously industrially produced products made of reinforced concrete. The prefabricated panels 2 can also be made of prestressed concrete, textile-reinforced concrete, fiber concrete or ultra-high-strength concrete. It may also be advantageous to produce the prefabricated panels 2 directly on site or at least in the vicinity of the bridge 4 to be erected.

In the examples, the tension members 11 are attached with their upper end points 12 to cross members 9 of the carriage 27. It may also be advantageous to attach the tension members 11 to other structural parts of the carriage 27, such as the frame rails 28, 29.

LIST OF REFERENCE SIGNS:

1

carriageway

2

Precast concrete slab

3

topping

4

bridge

5

Bridge side members

6

support

7

upper end point of a column

8th

lower endpoint of a column

9

crossbeam

10

Plate edge of a precast slab

11

tension member

12

Upper end point of a tension member

13

lower end point of a tension member

14

Anchoring a prefabricated slab

15

support construction

16

hollow profile

17

Top edge of a hollow profile

18

Surface of the concrete layer

19

Temporary retaining device

20

upper end point of a support structure

21

construction joint

22

concrete prism

23

Top of a concrete prism

24

Verschublager

25

first shunt carrier

26

second Verschubträger

27

dare

28

first frame carrier

29

second frame carrier

30

hydraulic press

31

spatial frame construction

32

Upper flange of a bridge longitudinal member

33

Truss structure

34

Weld

35

hole

LIST OF REFERENCE DRAWINGS (CONTINUED):

36

cladding tube

37

rope

38

Association

39

connecting structure

40

abutment

41

pier

42

assembly area

43

installation

44

steel section

45

steel plates

46

working platform

47

railing

48

lateral formwork

49

threaded rod

50

sleeve

51

cross bar

52

rebar

53

recess

54

leveling layer

55

steel wedge

56

Bottom of precast panel

57

kink

58

strut

59

Cross tendon

60

End anchorage for transverse tendon

61

Deflection point for transverse tensioning element

Claims (21)

1. A method for producing a roadway plate (1) with underlying prefabricated plates (2) and a superimposed top concrete layer (3) of in-situ concrete for a bridge (4) with at least one bridge longitudinal beam (5), characterised in that

   -a- support structures (15) are formed on the top side of the at least one bridge longitudinal beam (5),

   -b- wherein displacement bearings (24) are mounted at spaced apart upper end points (20) of the support structures (15), and

   -c- the displacement bearings (24) are aligned in longitudinal direction of the bridge (4) such that these act as support bearings for displacements only in longitudinal direction of the bridge (4), wherein

   -d- a first displacement beam (25) and a second displacement beam (26), each with a beam length, which is greater than twice the distance of adjacent displacement bearings (24) seen in longitudinal direction of the bridge (4), are each displaceably mounted on at least two displacement bearings (24) in longitudinal direction of the bridge (4), wherein

   -e- the two displacement beams (25, 26) are mounted such that the centroidal axis of the second displacement beam (26) extends parallel to the centroidal axis of the first displacement beam (25), and the two displacement beams (25, 26) are spaced apart from each other in a sectional plane normal to the longitudinal axis and the two displacement beams (25, 26) are arranged essentially along the same longitudinal section of the bridge (4), wherein

   -f- at least two spaced-apart supports (6) are each connected with their lower end points (8) in an essentially vertical position to the first displacement beam (25), and

   -g- at least two further spaced-apart supports (6) are each connected with their lower end points (8) in an essentially vertical position to the second displacement beam (26), wherein

   -h- cross-beams (9) are attached to the lower end points (7) of the supports (6) in an essentially horizontal position, wherein each cross-beam (9) is fastened, respectively, to a first support (6) connected to the first displacement beam (25) as well to a second support (6) connected to the second displacement beam (26), and

   -i- tension members (11) are fastened, respectively, to the cross-beams (9), whereupon

   -j- a special frame structure (31) formed as a result of connecting the displacement beams (25, 26), the supports (6) and the cross-beams (9) forms a carriage (27), which is movable in longitudinal direction of the bridge (4) and is moved to an assembly site (42), wherein

   -k- at the assembly site (42) prefabricated plates (2) are fastened at the lower end points (13) of the tension members (11) in a super-elevated position, and subsequently

   -1- the carriage (27) together with the prefabricated plates (2) is moved to the intended installation site (43) for the prefabricated plates (2), whereupon

   -m- the prefabricated plates (2) are lowered to the extent that at least one plate edge (10) of at least one prefabricated plate (2) is supported on a bridge longitudinal beam (5), and

   -n- a reinforcement is laid, which is to be arranged in the top concrete layer, and

   -o- a top concrete layer (3) of in-situ concrete is applied to the prefabricated plates (2), wherein the upper end points (20) of the support structures (15), in the fitted position, are positioned at the same height or higher than the surface (18) of the built-up layer (3), and

   -p- following hardening of the top concrete layer (3) the fastening of the prefabricated plates (2) on the lower end points (13) of the tension members (11) is undone, and finally

   -q- the carriage is moved to an assembly site (42) for picking up, as required, further prefabricated plates (2) at this site.
2. The method according to claim 1, characterised in that

   - at least one support structure (15) is formed from a steel profile (44), and

   - the steel profile (44) is rigidly connected to the bridge longitudinal beam (5) in such a way that the centroidal axis of the steel profile (44) extends essentially parallel to the centroidal axes of the supports (6), wherein

   - the length of the steel profile (44) is chosen such that the upper end point of the steel profile (44), in the installed position, is positioned at the same height or higher than the surface (18) of the top concrete layer (3), and

   - the steel profile (44) is cut off close to the surface (18) of the top concrete layer (3) in order to dismantle the support structure (15).
3. The method according to claim 1, characterised in that

   - at least one support structure (15) is formed from a concrete prism (22), wherein

   - the concrete prism (22) is mounted on the bridge longitudinal beam (5) such that the top side (23) of the concrete prism (22) is arranged at the same height or a little higher than the surface (18) of the top concrete layer (3), wherein the top side (23) of the concrete prism (22) is essentially parallel to the surface (18) of the top concrete layer (3), and

   - the concrete prism (22) remains in the top concrete layer (3).
4. The method according to claim 1, characterised in that

   - at least one support structure (15) is formed from a hollow profile (16) and a steel profile (44), wherein

   - the dimensions of the hollow profile (16) are dimensioned such that it is possible to push the steel profile (44) into the hollow profile (16), and

   - the hollow profile (16) is rigidly connected to the bridge longitudinal beam such that the centroidal axis of the hollow profile (16) extends approximately parallel to the centroidal axes of the supports (6), wherein

   - the length of the hollow profile (16) is chosen such that the upper edge (17) of the hollow profile (16), in the installed position, is positioned at the same height or higher than the surface (18) of the top concrete layer (3), and

   - the steel profile (44) is removed and the hollow profile (16) is cut off close to the surface (18) of the top concrete layer (3), in order to dismantle the support structure (15).
5. The method according to one of claims 1 to 4, characterised in that the carriage (27) comprises a steel structure which is assembled from elements manufactured in advance at the bridge building site by means of screw connections and/or plug-in connections.
6. The method according to one of claims 1 to 5, characterised in that the carriage (27) following completion of the roadway plate (1) is dismantled and re-used, as required, for producing a roadway plate (1) for another bridge (4).
7. The method according to one of claims 1 to 6, characterised in that a spatial frame structure (31) of the carriage (27) is produced, at least partly, from framework structures (33).
8. The method according to one of claims 1 to 4, characterised in that after fastening the prefabricated plates (2) on the lower end points (13) of the tension members (11) the prefabricated plates (2) are connected to each other by connecting structures (39) arranged in the region of the plate edges (10).
9. The method according to one of claims 1 to 8, characterised in that the prefabricated plates (2) are lifted at the assembly site (42) and are lowered at the installation site (43) by means of hydraulic presses (30) mounted on the carriage (27).
10. The method according to one of claims 1 to 8, characterised in that the prefabricated plates (2) are lowered at the installation site (43) by twisting the tension members (11) provided with a thread and the nuts attached at the upper end point (12) against each other.
11. The method according to one of claims 1 to 10, characterised in that the prefabricated plates (2) are attached to tension members (11) obliquely arranged on the carriage (27), so as to prevent horizontal movements of the prefabricated plates (2) as much as possible while the carriage (27) is being moved.
12. The method according to one of claims 1 to 11, characterised in that tension members (11) with high rigidity are used, so as to prevent horizontal movements of the prefabricated plates (2) as much as possible while the carriage (27) is being moved.
13. The method according to one of claims 1 to 9, characterised in that the prefabricated plates (2) attached to the carriage (27) using temporary retaining devices (19), so as to prevent horizontal movements of the prefabricated plates (2) as much as possible while the carriage (27) is being moved.
14. The method according to one of claims 1 to 13, characterised in that the reinforcement for the top concrete layer (3) is placed onto the prefabricated plates (2) assembled to the tension members (11) at the assembly site (42), and the carriage (27) together with the prefabricated plates (2) including the placed reinforcement for the top concrete layer (3) is moved to the envisaged installation site (43) of the prefabricated plates (2).
15. The method according to one of claims 1 to 14, characterised in that the reinforcement for the top concrete layer (3) is laid at least partly over the prefabricated plates (2) at the assembly site (42).
16. The method according to one of claims 1 to 15, characterised in that prefabricated plates (2) are used, which have end anchorings (60) and deflecting points (61) for transverse tension members (59) formed on them.
17. The method according to one of claims 1 to 16, characterised in that at least one prefabricated plate (2) is supported in a recess (53) arranged in the bridge longitudinal beam (5) made of steel concrete or prestressed concrete.
18. The method according to one of claims 1 to 17, characterised in that a tension member (11) is passed through a hole (35) of a prefabricated plate (2) and the tension member (11) is anchored with an anchoring (14) on the underside (56) of the prefabricated plate (2) .
19. The method according to one of claims 1 to 18, characterised in that a lower end point (13) of a tension member (11) is anchored in an anchoring (14) arranged within the height of the cross-section of the prefabricated plate (2).
20. A carriage (27) for producing a roadway plate (1) with a method according to one of claims 1 to 19, characterised in that

    - the carriage (27) comprises two displacement beams (25, 26), at least four supports (6), at least two transverse beams (9) as well as tension members (11), which are joined together to form a spatial frame structure (31), wherein

    - each transverse beam (9) is fastened by means of the supports (6) to both displacement beams (25, 26), respectively, and

    - the two displacement beams (25, 26) are arranged such that these (25, 26) rest movably supported in longitudinal direction of the bridge (4) on displacement bearings (24) connected to at least one bridge longitudinal beam (5), wherein

    - the carriage (27) preferably comprises hydraulic presses (30) for lifting and lowering prefabricated plates (2), and

    - the carriage (27) is provided for the purpose of transporting prefabricated plates (2) from an assembly site (42) to an installation site (43) along the bridge (4), and

    - the carriage (27) additionally absorbs the weight of a top concrete layer during the concreting process as well as during hardening of the top concrete layer (3) and, in doing so, introduces this weight into the at least one bridge longitudinal beam (5) of the bridge (4).
21. A roadway plate (1) with underlying prefabricated plates (2) and a superimposed top concrete layer (3) of in-situ concrete for a bridge (4) with at least one bridge longitudinal beam (5), produced by means of a method according to one of claims 1 to 19 with the aid of a carriage (27) according to claim 20.

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