EP3673113A1 - Verfahren zur herstellung einer integralen brücke und integrale brücke - Google Patents
Verfahren zur herstellung einer integralen brücke und integrale brückeInfo
- Publication number
- EP3673113A1 EP3673113A1 EP18752087.9A EP18752087A EP3673113A1 EP 3673113 A1 EP3673113 A1 EP 3673113A1 EP 18752087 A EP18752087 A EP 18752087A EP 3673113 A1 EP3673113 A1 EP 3673113A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- sheet
- tension band
- bridge
- drawstring
- abutment
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
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Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D19/00—Structural or constructional details of bridges
- E01D19/14—Towers; Anchors ; Connection of cables to bridge parts; Saddle supports
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D19/00—Structural or constructional details of bridges
- E01D19/04—Bearings; Hinges
- E01D19/042—Mechanical bearings
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D21/00—Methods or apparatus specially adapted for erecting or assembling bridges
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D4/00—Arch-type bridges
-
- E—FIXED CONSTRUCTIONS
- E04—BUILDING
- E04C—STRUCTURAL ELEMENTS; BUILDING MATERIALS
- E04C3/00—Structural elongated elements designed for load-supporting
- E04C3/02—Joists; Girders, trusses, or trusslike structures, e.g. prefabricated; Lintels; Transoms; Braces
- E04C3/20—Joists; Girders, trusses, or trusslike structures, e.g. prefabricated; Lintels; Transoms; Braces of concrete or other stone-like material, e.g. with reinforcements or tensioning members
- E04C3/26—Joists; Girders, trusses, or trusslike structures, e.g. prefabricated; Lintels; Transoms; Braces of concrete or other stone-like material, e.g. with reinforcements or tensioning members prestressed
Definitions
- the invention relates to a method for producing an integral bridge and bridges produced by this method.
- Bridges without bearings and lane crossings are referred to as integral bridges.
- the global trend in bridge construction clearly goes in the direction of integral construction, because bearings and road junctions are wear parts that need to be replaced at regular intervals.
- the width of the pillars at Roman bridges is very large.
- the large width of the pillar requires a high material consumption, but has the advantage that one sheet after the other could be produced.
- the high weight of the pillars meant that the horizontal forces could be introduced from the dead weight of the last bow produced in the foundations.
- the integral fore bridge of the Stadsbrug Nijmegen on the north side of the river Waal has 16 arches and a length of 680 m.
- the first and the last bow are firmly connected to the almost immovable abutments, each with a foot point.
- the other arch bases are stored on pillars.
- In the bridge there are no bearings and no lane crossings.
- the connections between the arches, the abutments and the pillars are rigid.
- On the arches an aerated concrete is arranged, which forms the support of the roadway slab.
- the deck slab has transverse joints at regular intervals.
- Reinforced concrete arches have a span of 42.50 m, a stitch of 5.30 m and thus a ratio of arch span to arch engraving of 8.0.
- a warming of the bridge in the summer or a cooling of the bridge in winter causes no bending moments in the pillars, because the bridge between two immovable abutments is arranged and the
- Traffic load can be with horizontal drawstrings between the
- Pillar bases are reduced.
- the horizontal forces of the traffic-loaded bow are for the most part of the drawstring, which connects the two Bogenfuß.
- a bridge with horizontal drawstrings is described, for example, in the book "Handbuch für Eisenbetonbau", edited by Friedrich Ignaz Edler von Emperger, sixth volume: Brückenbau, second edition, Verlag von Wilhelm Ernst & Sohn Berlin, 1911 on pages 642 to 644.
- Die Railway bridge "Hochbahn to the new Valby gas station near Copenhagen” is a reinforced concrete structure with a total length of 565.6 m.
- transverse joints were arranged at a distance of about 55 m. Between two transverse joints a fixed point in the form of a stiffened by a truss structure double pier was made.
- the arches arranged in the longitudinal direction of the bridge under the deck slab have lengths of approximately 9.7 m.
- the bases of the arches are connected by drawstrings.
- the double pillars acting as fixed points are rigidly connected to the foundations.
- the remaining pillars were used as pendulum rods with joints to the
- a major disadvantage of the construction described in DE 539 580 for the construction of an arched bridge are the high tensile forces which are introduced during pretensioning of the drawstrings and at a temperature drop in the drawstrings in the abutment. These tensile forces reach at a high altitude over the
- the present invention solves this problem by providing a method for producing an integral bridge according to claim 1 and by bridges produced according to this method according to claim 18.
- Advantageous developments of the invention are defined in the subclaims.
- Abutment the at least one pillar and possibly a second abutment are built, is characterized in that
- a first sheet with at least one drawstring, which connects the foot points of the sheet together, is produced, wherein a foot point of the sheet is slidably mounted;
- At least one further sheet is produced with at least one drawstring which connects the foot points of the sheet to one another, wherein a foot point of the sheet is displaceably mounted;
- the second abutment is erected before or during the at least one further construction phase
- a first end point of the drawstring of a first sheet with the first abutment and a second end point of the drawstring of a last sheet are frictionally connected to the second abutment;
- integral bridges of great length can be produced in sections, without having to take additional technically complex, time-consuming and / or costly measures to absorb the horizontal forces from the dead weight of the arches, as described above. Furthermore, it is excluded in bridges according to the invention that the failure of an arc causes the entire bridge collapses.
- the drawstrings do not have to be technically complicated during manufacture, but can be inserted at the best time and adjusted with respect to the horizontal forces that occur.
- at least one connection, preferably all connections, of one foot (s) with the at least one pillar takes place during a construction phase of the integral bridge.
- At least one frictional connection preferably all frictional connections, of end points of the drawstrings during the section-wise production of the integral bridge takes place.
- At least one tension band are tensioned to a tensile stress of 80 N / mm 2 to 500 N / mm 2 , preferably from 100 N / mm 2 to 200 N / mm 2 .
- an end point of a tension band is designed as a fixed anchor and / or an end point of a tension band as a tension anchorage and / or an end point of a tension band as a coupling.
- a tension band is designed as a tension member with a subsequent composite in a cladding tube, preferably made of plastic, and is pressed with cement mortar after the tension band has been tensioned.
- At least one tension band is formed as an external tension member, wherein the tension band with a permanent corrosion protection, preferably during the
- a non-corrosive material preferably made of glass fiber composite material or carbon fiber composite material.
- supports are produced in the inventive method on at least one sheet and is on the supports the
- the tension band is tensioned so high that the horizontal forces caused by the dead weight of the sheet, the supports and the deck plate at the foot points of the sheet are absorbed by the tension band.
- Chassis sheet produced simultaneously in a component, and are in the component having substantially planar top slots, which lie in planes that are arranged normal to the axis of a tension band, made, and the slots have a depth extending from the top of the component extends to the top of the arch.
- the arch, the supports and the part of the carriageway panel arranged above the arch are manufactured simultaneously in one component, and in the component with a substantially planar upper side and with a substantially planar underside, slots which are arranged in planes lying, which are arranged normal to the axis of a tension band, and the slots have a depth which extends either from the bottom of the component to the bottom of the sheet or from the top of the component to the top of the sheet.
- a reinforcement made of fiber composite material and / or stainless steel is installed in the component.
- End point is firmly connected to a foot point of the first arc and slidably connected at its second end point to a foot point of the last arc connected.
- At least two sheets are produced in at least one construction section.
- An integral bridge of reinforced concrete according to the invention and comprising at least two arches and at least one pillar, is characterized in that each arch has at least one drawstring interconnecting the bases of the arch, the ratio of the light arch span to the light arch engraving being a value of greater than 2, preferably greater than 4, more preferably greater than 6, most preferably greater than 8.
- the ratio of clear arc span to the width of the at least one pillar in the longitudinal direction of the bridge has a value of greater than 5, preferably greater than 10, more preferably greater than 15, most preferably greater than 20.
- FIG. 1 shows a section through an integral bridge during a first construction section of a method according to the invention in accordance with a first embodiment
- FIG. 2 shows detail A of FIG. 1;
- FIG. 3 shows the detail B of FIG. 5;
- FIG. 4 shows detail C of FIG. 5;
- Fig. 5 is a section through a, according to the method according to the first
- FIG. 6 shows the temperature-induced distortions in a carriageway slab of an integral bridge completed according to the method according to the first embodiment as a result of a temperature decrease
- FIG. 7 shows the elastic distortions in the bars of an integral bridge completed according to the method according to the first embodiment, as a result of.
- FIG. 8 shows the elastic distortions in the bars of an integral bridge completed according to the method according to a variant of the first embodiment, as a result of a decrease in temperature
- FIG. 9 shows a section through an integral bridge during a first construction section of a method according to the invention in accordance with a second embodiment
- FIG. 11 is a section through an integral bridge during a third.
- FIG. 12 shows detail D of FIG. 11
- FIG. 13 shows a section along the line XIII-XIII of FIG. 9;
- FIG. 14 is a section along the line XIV-XIV of FIG. 9; FIG.
- FIG. 15 shows a section through an integral bridge according to the invention in accordance with a third embodiment
- FIG. 16 shows a section through an integral bridge during a first.
- FIG. 17 shows a section through an integral bridge during a second.
- Fig. 18 is a section through a, according to the method according to the fourth
- FIG. 19 shows a view of an integral bridge according to the invention in accordance with a fifth embodiment
- FIG. 20 shows a section along the line XX-XX of FIG. 19;
- FIG. 21 is a view of an integral bridge according to the invention according to a sixth embodiment.
- FIG. 22 shows a section along the line XXII-XXII of FIG. 21.
- the "first arc” is produced in a first construction period, the "second arc” in a second construction period, etc., and the "last arc” in a final construction period following description always on the
- FIGS. 1 to 8 To look at enumerations (for example, "first" endpoint, "second” endpoint, etc.) with respect to the figures as from left to right.
- the terms “field”, “fields”, etc. refer to a bridge section (s) between two pillars or between a pillar and an abutment.
- FIGS. 1 to 8 Reference will first be made below to FIGS. 1 to 8, in which the production of an exemplary integral bridge 1 with a method according to the invention according to a first embodiment is described.
- a first abutment 2 For the production of a first sheet 5 in a first construction stage, the erection of a first abutment 2 and a pillar 4 is required in advance in a first step.
- a second abutment 2 may be erected simultaneously with the manufacture of the first sheet 5 or also in advance in the first step.
- An integral bridge 1 produced by a method according to the present invention may also have more than two abutments 2, for example when the bridge has a bifurcation of the roadway.
- the first sheet 5 is erected on a formwork and a supporting framework, which are not shown in FIG. 1 for the sake of clarity.
- Supports 12 and then a carriageway plate 3 are made with transverse joints 17.
- bars 19 intersecting the transverse joints 17 at an approximately right angle are installed.
- a person skilled in the art knows alternative embodiments of the track plate 3, for example, multiple (road) levels for vehicles, people, track assignments, tracks or rails are used.
- the arranged next to the first abutment 2 foot 6 of the first sheet 5 is rigidly connected in the production of the first sheet 5 with the first abutment 2.
- the production of a rigid connection for example, in the reinforced concrete construction over a protruding from the abutment 2
- a drawstring 10 is installed between the bases 6 of the first sheet 5.
- the drawstring 10 is at its first end point (11) with the first abutment 2 with a fixed anchor 20 immovable, ie non-positively connected.
- the tension band 10 is preferably equipped with a tension anchorage 21.
- the tension band 10 can, for example, as an external tendon made of high-strength prestressing steel in one
- FIG. 2 shows that the foot point 6 of the first arch 5 arranged above the pillar 4 can be mounted on a sliding bearing 23 in the construction state.
- a cylindrical recess 24 may be arranged in the right foot 6 of the first sheet 5.
- Spannverank für 21 mounted hydraulic press are still slightly increased, resulting in a further shift of the right foot 6 of the sheet 5, leads to a further elevation of the apex 7 and to a bending stress of the first sheet 5 with corresponding bending moments.
- the right in Fig. 5, second base 6 of the second arc 5 is fixedly connected to the second abutment 2.
- Fig. 3 it is shown that the left in Fig. 5, the first foot 6 of the second sheet 5 is slidably mounted on the pillar 4 by a sliding bearing 23. Subsequently, the supports 12 and the carriageway plate 3 can be produced with transverse joints 17 on the upper side 8 of the second arc 5.
- a drawstring 10 is installed between the bases 6 of the second sheet 5.
- the drawstring 10 With a
- a tensioning anchorage 21 is preferably formed on the rear side 26 of the second abutment 2.
- FIG. 4 shows a tension anchorage 21 which is arranged in a recess 25 on the rear side 26 of the abutment 2.
- the arrangement of the clamping anchor 21 on the back 26 of the abutment 2 is advantageous because the for tensioning the tension band
- Base points 6 are monolithically connected to the pillar 4.
- the casting mortar causes corrosion protection for the tension anchor 21 and the fixed anchor 20, which are arranged above the pillar 4.
- Grout also causes traffic loads are not passed through the sliding bearing 23, but on the hardened grout from the bases 6 of the sheets 5 in the pillar 4.
- the niche 25 is preferably switched on the back 26 of the second abutment 2 and filled with grout in order to ensure the corrosion protection of the clamping anchorage 21 and the tension band 10.
- Self-weight required force is greater than the loss of traction, which is possible at the maximum heating of the tension band 10. If for example in
- Temperature coefficient of expansion of the tension band 10 10 "is equal to 5, the force should result in the tension band 10 after hooking to a strain in the tension band 10 of more than 0.0005.
- a modulus of elasticity of the tension band 10 of 200 000 N / mm 2 corresponds to an elongation of 0.0005 of a tension of 100 N / mm 2.
- the tension in the tension band 10 should be 150 N / mm 2 after tensioning with known horizontal force to the Feet points 6 of a sheet 5 advantageously over the surface, so the cross section of the tension band 10 can be adjusted.
- a cooling of the completed integral bridge 1 in winter leads to a lowering of the vertex 7 of the arches 5.
- the foot points 6 of the sheets 5 and the end points 11 of the drawstrings 10 do not change their position at a temperature drop.
- a decrease in temperature leads to a voltage increase in the
- Drawstrings 10 With the values used in the example described above (Young's modulus is equal to 200,000 N / mm 2 , coefficient of thermal expansion is equal to 10 -5 ), a 50 ° decrease in temperature gives rise to a stress increase of 100 N / mm 2 in drawstrings 10. If this voltage increase is multiplied by the area, ie the cross-section, of a tension band 10, in each field only one tension band 10 is arranged, the force in the tension bands 10 increases when the temperature drops to take into account that this force must be taken up by the abutments 2 and guided into the foundations 13. A possible, in the area of the foot points 6 above the pillar 4 laid reinforcement, which is not shown in FIG 3 for the sake of clarity, must in the Able to forward this force from the end point 11 of the first tension band 10 to the end point 11 of the second tension band 10.
- abutment 2 do not change their position at a temperature increase or at a temperature drop. Therefore, a arranged between the abutments 2 carriageway plate 3 their total length when a temperature difference occurs in comparison to
- transverse joints 17 can be formed.
- the carriageway plate 3 has seven transverse joints 17.
- rods 19 of a non-corrosion-prone material such as fiber composite material, are embedded.
- These rods 19 which are preferably laid at half the height of the carriageway plate 3, cross the transverse joints 17 at a right angle and are particularly preferably immovably connected to the abutments 2.
- the rods 19 may be required to relay braking forces caused by vehicles or trains on the integral bridge 1, via the deck plate 3 into the abutments 2 and to a lesser extent into the vertices 7 of the sheets 5. Without the rods 19, the braking forces could be introduced by bending from the supports 12 in the sheets 5. The removal of
- the rods 19 are preferably not connected to the carriageway plate in the transverse joints 17. Braking forces are then absorbed at the transverse joints 17 only by the rods 19. Between the transverse joints 17, the forces caused by the normal forces in the rods 19 are introduced by a compound action of the rods 19 in the carriageway plate 3.
- FIGS. 6, 7 and 8 show a schematic representation of the distortions in the carriageway slab 3 or in the bars 19 in one case
- Transverse joints 17 is dependent on the ambient temperature in the production of the carriageway plate 3 to be chosen so that it does not come to a complete closing of the transverse joints 17 at a maximum temperature increase in the carriageway panel 3. Closing the transverse joints 17 would cause the deck plate 3 to act as a pressure member in the longitudinal direction. A further increase in temperature after closing the transverse joints 17 would lead to high pressure normal forces in the
- Fig. 7 shows a schematic representation that at the transverse joints 17 larger elastic
- Fig. 8 shows a representation corresponding to Fig. 7 of the elastic distortions in the bars 19 along the integral bridge 1, for an alternative embodiment in which the bonding effect between the bars 19 and the deck plate 3 has been removed in large areas.
- the rods 19 are in this alternative embodiment only at the two abutments 2 and at six points of the deck plate 3, which lie in the middle between two transverse joints 17, in direct contact with the concrete.
- the width of the transverse joints 17 is chosen to be large enough so that no direct contact between the separated by a transverse joint 17 parts of the track plate 3 occurs at a temperature increase, the increase of the elastic Distortions in the bars 19 by the cancellation of the bond between the bars 19 and the deck plate 3, similar to the case of the temperature reduction, favorably influenced.
- Traffic loads which act on an integral bridge 1 in a field are advantageously absorbed by forces in the drawstrings 10 and only to a lesser extent by bending moments in the pillars 4 in the case of an integral bridge 1 produced by the method according to the invention.
- a burden of traffic on the right field, so the second arc 5, the bridge shown in Fig. 5 is forwarded by the supports 12 of the deck plate 3 in the second sheet 5.
- the second sheet 5 mainly pressure forces arise.
- the vertical components of the compressive forces in the pillar 4 and the abutment 2 are passed.
- the horizontal components of the compressive forces produce an increase in the tensile force in the drawstring 10 of the right field and a
- FIGS. 9 to 14 Embodiment of the method according to the invention is shown in FIGS. 9 to 14.
- Fig. 9 shows the pre-erected abutment 2 and pillar 4 and the preparation of the first construction section of the integral bridge 1.
- the bow 5, the supports 12 and the track plate 3 are simultaneously in a component 14 with a flat top 15 and flat bottom 16 a formwork and a supporting frame, which is not shown in FIG. 9 for the sake of clarity, erected.
- the sheet 5 is a component of the component 14 and is formed by introduced into the component slots 18, wherein the dimensions of the arc 5 result from the depth of the slots 18 in the component.
- the slots 18 may be realized by formwork elements or lost liners of a soft material, such as extruded polystyrene, in the manufacture of the component 14.
- a soft material such as extruded polystyrene
- the first construction phase does not end above the pillar 4, but ends only in the second field in a coupling joint 27. This has the advantage that the coupling joint 27 is not arranged above the pillar 4 above the statically highly stressed location.
- the section shown in Fig. 13 shows that the carriageway plate 3, which is monolithically connected to the component 14 and forms part of the component 14, has lateral projections.
- the width of the component 14 corresponds to the width of the pillar 4.
- the underside 9 of the arc 5 is marked in FIG. 13 by a horizontal dashed line.
- the material arranged below the underside 9 of the arch 5, in particular concrete does not contribute to the load transfer.
- a production of the component 14 with a flat bottom 16 may have advantages in the construction.
- the material arranged under the underside 9 of the sheet 5, in particular concrete protects the drawstrings 10 from environmental influences and vandalism.
- transverse joints 17 are preferably arranged in the cantilevered areas of the carriageway panel to the constraining longitudinal extension of the cantilevered parts of the carriageway panel 3 at a temperature drop or at a
- the drawstrings 10 are made in this example of tendons with subsequent composite.
- the tension wire strands are arranged in sheaths 29, for example made of polyethylene, which are in conjunction with the concrete of the component 14.
- FIGS. 13 and 14 show that four tensile straps 10 extending in the longitudinal direction of the integral bridge 1 are laid in the component 14. A reinforcement out
- Fiber composite which is preferably to apply, is in the in Figs. 13 and 14 illustrated cross sections for the sake of clarity not shown.
- Use of a reinforcement made of fiber composite material is advantageous because such a reinforcement is not susceptible to corrosion.
- Fig. 9 shows that the drawstrings 10 can be installed on the back 26 of the abutment 2 with a fixed anchor 20.
- the drawstrings may each have a coupling 22.
- the couplings 22 allow the tensioning of the drawstrings 10 in the first phase and serve as
- the support frame is lowered.
- the lowering of the support frame causes the activation of the sheet 5 - drawstring 10 - supporting action and is associated with an increase in the force in the drawstrings 10 on the planned force and a slight deformation of the pillar 4 to the right.
- the pillar 4 is lowered.
- the drawstrings 10 can be filled with cement mortar to produce the bond between the tension wire strands 28 and the component 14.
- the drawstrings 10 are immovably connected to the pillar 4 with the component 14 and a connection reinforcement with the pillar 4.
- Traffic load is the static connection of the drawstrings 10 with the component 14 on the cured grout sufficient.
- the production of a second construction section is shown in FIG.
- the second construction section extends from the first coupling joint 27 to a second coupling joint 27.
- the formwork for the component 14 is produced on a support frame.
- the drawstrings 10 are anchored to the couplings 22 of the first coupling joint 27 and to the second coupling joint 27 with
- Couplings 22 equipped. Slits 18 and transverse joints are made.
- Tiebands 10 of the third construction section are at the first, in Fig. 11 left, end point 11 of the third construction section on the couplings 22 of the second
- Coupled joint 27 attached and equipped at the second, in Fig. 11 right, end point 11 with a clamping anchorage 21.
- FIG. 12 shows that under the second, in FIG. 11, right foot point 6 of the third arc 5, a slide bearing 23 should be installed in order to ensure that, when the support frame is lowered, the horizontal force occurring at the second foot point 6 of the third arc 5 is introduced into the drawstrings 10 and not in the immovable abutment 2.
- a horizontal working joint 30 is preferably made in the height of the sliding bearing to allow a possible attachment of the hydraulic presses on the clamping anchors 21.
- the concreting of the third construction phase takes place.
- FIG. Fig. 15 shows a section of a Herfei-drigen integral bridge 1, which is made in construction sections of one field.
- Coupling joints 27, in which the couplings 22 can be installed, are arranged above the pillars 4. Slits 18 are made in the coupling joints 27.
- a component 14 has a planar upper side 15 in each field.
- the curved bottom 16 of the component 14 is identical to the bottom 9 of a sheet 5.
- the production of the curved bottom 16 of the component is complicated because a curved formwork must be made.
- the increased labor costs allow the production of an integral bridge 1 with reduced material usage.
- the drawstrings 10 are arranged partially outside of the component 14 in this embodiment.
- the drawstrings 10 can be made as external tendons with monostrands in a cladding tube 29, for example made of plastic. A final backfilling of the ducts 29 with cement mortar is not required because the connection of the end points 1 1 of the drawstrings 10 is made with the bases 6 of the sheets 5 through the cast-in couplings 22.
- FIGS. 16 to 18 The inventive method according to a fourth embodiment is shown in FIGS. 16 to 18.
- Fig. 16 shows a pre-established abutment 2, a pillar 4 and the
- Vertex 7 of the arc 5 penetrate the carriageway plate 3 and the arc 5. It will be advantageous to make this piece of the track plate 3 simultaneously with the sheet 5.
- drawstrings 10 are installed, which are designed as external tendons.
- the drawstrings 10 have a fixed anchor 20 in the abutment and a coupling 22 on the pillar 4.
- components 14 with a planar upper side 15 and a flat lower side 16 are erected in these four sections on a formwork and a supporting frame.
- Through slots 18 which extend from the top 15 of the components 14 to the top 8 of the sheets 5 and from the bottom 16 of the components 14 to the bottom 9 of the sheets 5, in the components 14 more sheets 5 with lesser
- the tensioning of the drawstrings 10 of the sheet 5, which extends from the abutment 2 to the first pillar 4, and the drawstrings 10 in the components 14 is advantageously carried out gradually in parallel with the lowering of the support frame.
- the pillar 4 and arranged under the coupling joint 27 support 12 will again be in the planurgien vertical position.
- FIG. 17 shows the production of a second construction section which is similar to the production of the first construction section. The only difference is that the drawstrings 10 are anchored to the couplings 22 of the first construction section and not to fixed anchors 20.
- FIG. 18 Construction sections is shown in FIG.
- the last sheet 5 here is the same as in the preceding examples, in Fig. 18, the sheet 5 is shown with the larger arc span of the farthest right in Fig. 18.
- FIGS. 19 and 20 A method according to a fifth embodiment of the invention is illustrated in FIGS. 19 and 20.
- FIG. 19 shows a detail of a multi-field integral bridge 1 in a view.
- supporting elements 31 are attached on the sheets 5 supporting elements 31 are attached.
- the support elements 31 are separated by slots 18, so that the supporting effect of the sheets 5 is not affected by the support members 31.
- FIG. 20 shows that the support elements 31 are fastened laterally on the sheets 5.
- a Schüttmatenal 32 is applied to the top 8 of the sheets 5.
- the bulk material 32 may consist, for example, of gravel grains or of the material of the subsoil removed for producing the foundations 13.
- geogrids 33 can be arranged to form a steeper slope angle can.
- the carriageway plate 3 is produced on the bulk material 32.
- transverse joints 17 are made so that no forces in the longitudinal direction of the integral bridge 1 occur during temperature changes.
- FIGS. 21 and 22 A method according to a sixth embodiment of the invention is illustrated in FIGS. 21 and 22.
- FIG. 21 shows a detail of a multi-field integral bridge 1 in a view.
- supporting elements 31 are attached.
- the support elements 31 are separated by slots 18, so that the supporting effect of the sheets 5 is not affected by the support members 31.
- FIG. 22 shows that the support elements 31 are fastened laterally on the sheets 5.
- Supporting elements 31 on the upper side 8 of the sheets 5 blocks 34 are made.
- the blocks 34 may be made of lightweight concrete, aerated concrete or foam concrete, for example. In the places where slots 18 between the sheets 5 blocks 34 are made.
- Support members 31 are present, the blocks 34 are separated by slots 18 from each other. Making a slot 18 between two
- blocks 34 may be made by inserting a soft insert of extruded polystyrene. On the blocks 34 of the road surface 35 is applied.
- the road surface 35 consists of an asphalt mixture, which is able, the joint openings, which at the slots 18 due to a
- Temper lowering occur without taking up cracking.
- the formation of the support elements 31 arranged laterally on the sheets 5 could be dispensed with. In this case will be supported the side surfaces of the blocks 34 in the manufacture by formwork elements.
- Embodiment will be possible if the blocks 34 made of a material with very low tensile strength, for example, 0.5 N / mm 2 , and a low elastic modulus, for example, of 3000 N / mm 2 , exist.
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- Engineering & Computer Science (AREA)
- Architecture (AREA)
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- Structural Engineering (AREA)
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- Bridges Or Land Bridges (AREA)
Abstract
Description
Claims
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Application Number | Priority Date | Filing Date | Title |
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ATA50705/2017A AT520386B1 (de) | 2017-08-24 | 2017-08-24 | Verfahren zur Herstellung einer integralen Brücke und integrale Brücke |
PCT/AT2018/060163 WO2019036735A1 (de) | 2017-08-24 | 2018-07-26 | Verfahren zur herstellung einer integralen brücke und integrale brücke |
Publications (2)
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EP3673113A1 true EP3673113A1 (de) | 2020-07-01 |
EP3673113B1 EP3673113B1 (de) | 2024-01-03 |
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EP18752087.9A Active EP3673113B1 (de) | 2017-08-24 | 2018-07-26 | Verfahren zur herstellung einer integralen brücke und integrale brücke |
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Country | Link |
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US (1) | US11136733B2 (de) |
EP (1) | EP3673113B1 (de) |
CN (1) | CN111032959B (de) |
AT (1) | AT520386B1 (de) |
WO (1) | WO2019036735A1 (de) |
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CN111676797A (zh) * | 2020-06-19 | 2020-09-18 | 中国十七冶集团有限公司 | 一种拱桥备用系杆预留结构及其预留方法 |
CN111877124A (zh) * | 2020-08-25 | 2020-11-03 | 中交路桥华南工程有限公司 | 连续拱桥的拱座对拉杆分级张拉方法 |
CN113481856A (zh) * | 2021-07-08 | 2021-10-08 | 中国建筑第六工程局有限公司 | 一种环形桥塔顶升施工方法 |
CN114045740B (zh) * | 2021-11-22 | 2024-04-30 | 中冶南方城市建设工程技术有限公司 | 一种应用于上承式拱桥的立柱及其施工方法 |
CN114263095B (zh) * | 2022-01-11 | 2023-10-17 | 山东省交通规划设计院集团有限公司 | 下承式交叉系杆多跨连续钢管混凝土提篮拱桥及施工方法 |
CN114875767B (zh) * | 2022-05-18 | 2023-09-15 | 中铁工程设计咨询集团有限公司 | 一种撑杆式推力拱桥及其施工方法 |
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-
2017
- 2017-08-24 AT ATA50705/2017A patent/AT520386B1/de active
-
2018
- 2018-07-26 WO PCT/AT2018/060163 patent/WO2019036735A1/de unknown
- 2018-07-26 EP EP18752087.9A patent/EP3673113B1/de active Active
- 2018-07-26 CN CN201880054483.XA patent/CN111032959B/zh active Active
- 2018-07-26 US US16/641,575 patent/US11136733B2/en active Active
Also Published As
Publication number | Publication date |
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AT520386A1 (de) | 2019-03-15 |
WO2019036735A1 (de) | 2019-02-28 |
US11136733B2 (en) | 2021-10-05 |
US20200248414A1 (en) | 2020-08-06 |
CN111032959B (zh) | 2021-10-08 |
AT520386B1 (de) | 2019-10-15 |
EP3673113B1 (de) | 2024-01-03 |
CN111032959A (zh) | 2020-04-17 |
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