EP4133130A1 - Procédé de fabrication d'un tablier de chaussée pour un pont - Google Patents

Procédé de fabrication d'un tablier de chaussée pour un pont

Info

Publication number
EP4133130A1
EP4133130A1 EP21717305.3A EP21717305A EP4133130A1 EP 4133130 A1 EP4133130 A1 EP 4133130A1 EP 21717305 A EP21717305 A EP 21717305A EP 4133130 A1 EP4133130 A1 EP 4133130A1
Authority
EP
European Patent Office
Prior art keywords
underlying layer
layer
crossbeams
bridge
concrete
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.)
Pending
Application number
EP21717305.3A
Other languages
German (de)
English (en)
Inventor
Johann Kollegger
Michael Rath
Stephan FASCHING
Kerstin GASSNER
Franz UNTERMARZONER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kollegger GmbH
Original Assignee
Kollegger GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kollegger GmbH filed Critical Kollegger GmbH
Publication of EP4133130A1 publication Critical patent/EP4133130A1/fr
Pending legal-status Critical Current

Links

Classifications

    • 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
    • E01D19/00—Structural or constructional details of bridges
    • E01D19/12—Grating or flooring for bridges; Fastening railway sleepers or tracks to bridges
    • E01D19/125—Grating or flooring for bridges
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D2/00—Bridges characterised by the cross-section of their bearing spanning structure
    • E01D2/02—Bridges characterised by the cross-section of their bearing spanning structure of the I-girder type
    • 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
    • E01D21/06—Methods or apparatus specially adapted for erecting or assembling bridges by translational movement of the bridge or bridge sections

Definitions

  • the invention relates to a method for producing a carriageway slab using a moving device with a concrete layer for a bridge produced at the installation site, as well as carriageway slabs produced according to this method.
  • a construction section usually has a length of 15m to 35m.
  • One advantage of this method is that in the final state there are only a few construction section joints in the carriageway slab.
  • a disadvantage of this method is the slow construction progress, because the formwork work and the laying of the reinforcement are carried out at the installation site and the formwork can only be removed from the formwork carriage when the concrete of the last construction section has sufficient strength.
  • the production of the construction sections with this method usually takes place on a weekly basis, with the weekend being used for the hardening of the concrete.
  • prefabricated elements made of reinforced concrete which consist of a prefabricated slab underneath and at least one crossbeam, are described.
  • the lower transverse reinforcement and the lower longitudinal reinforcement of the deck slab are arranged in the precast slab below.
  • the prefabricated elements are moved to the bridge side girder at the installation site using a crane.
  • the butt reinforcement for the lower longitudinal reinforcement, the upper longitudinal reinforcement and the upper transverse reinforcement are then placed.
  • the concrete layer is applied. Moving the precast elements at the installation site, sealing the joints between the individual precast elements and laying the reinforcement are time-consuming Work steps that are disadvantageous for rapid construction progress in the manufacture of the carriageway slab.
  • WO / 2016/187634 A1 describes a method for producing a roadway slab with prefabricated slabs underneath and a top-layer of in-situ concrete arranged above for a bridge with a bridge longitudinal beam.
  • a traversing device is produced that can be moved in the longitudinal direction of the bridge on support structures that are mounted on the upper side of the bridge side girder.
  • precast panels are transported from an assembly area to an installation location.
  • the precast slabs are lowered until the edges of the precast slabs are supported on the bridge side girder.
  • the prefabricated slabs are still attached to the moving device by means of tension members. Then a reinforcement is laid and a concrete layer is applied.
  • the anchors of the prefabricated slabs are released from the tension members.
  • the traversing device is then moved to an assembly area in order to pick up further prefabricated panels there, if necessary.
  • the disadvantage of the method described in WO / 2016/187634 A1 is the anchoring of the tension members in the prefabricated slabs.
  • the load-bearing capacity of the anchoring of the tension members is low when the tension members are anchored in the prefabricated slabs.
  • the load-bearing capacity of the anchoring of the tension members is sufficient if the anchoring of the tension members is on the underside of the precast slabs.
  • anchoring on the underside of the precast slabs requires an additional work step to remove the anchors from the underside of the precast slabs.
  • Another disadvantage of the method described in WO / 2016/187634 A1 is that the forces that occur in the tension members cause bending moments in the prefabricated slabs, which lead to high bending stresses in the thin prefabricated slabs.
  • Another disadvantage of the method described in WO / 2016/187634 A1 is that the tension members can only be released from the moving device when the concrete layer has sufficient strength. Waiting for the hardening phase of the concrete layer is disadvantageous for rapid construction progress in the manufacture of the carriageway slab.
  • the documents AT 520614 A1 and KR 101866466 B each also show methods for producing roadway slabs for a bridge. In each case, plate-shaped elements are positioned on the longitudinal girders of the bridge, whereupon a reinforced concrete ceiling is produced.
  • the methods of these documents have the same disadvantages as the method of the document WO / 2016/187634 A1.
  • the document JP 2004 116060 A discloses a method in which prefabricated crossbeams made of reinforced concrete are laid on a bridge longitudinal girder for the production of a roadway slab. Then precast slabs made of reinforced concrete are laid on the crossbeams. In the next work step, reinforcement is laid on the precast slabs and then a layer of concrete is placed on top upset. Laying the individual crossbeams and then laying the individual precast panels at the installation site is time-consuming and therefore disadvantageous for rapid construction progress.
  • the object is achieved by a method for producing a construction section of a deck slab for a bridge, wherein:
  • an underlying layer consisting of at least one section with crossbeams, which are arranged at an angle between 70 ° and 90 ° to a longitudinal axis of a bridge longitudinal girder, is made of reinforced concrete;
  • the underlying layer with the crossbeams for the construction section of the carriageway slab is transported from the assembly site to an installation location and lowered into the installation position using at least one moving device;
  • the traversing device is moved away from the installation site and, if necessary, brought to the assembly site in order to pick up a further underlying layer with crossbeams for a construction section of the carriageway slab there.
  • the traversing device can be moved away from the installation site immediately after the lower layer has been deposited.
  • cross beams are placed in the layer below.
  • These crossbeams can be placed on a Formwork or on a scaffold before the creation of the underlying layer. It is advantageous to equip the crossbeams with connecting reinforcement. This ensures a stable connection between the crossbeams and the underlying layer and the concrete layer.
  • Anchors for lifting the underlying layer and ducts for tendons can be arranged in the crossbeams.
  • the crossbeams can be equipped with steel plates to enable a steel construction-like connection of the crossbeams with the underlying layer or of crossbeams which are arranged in different sections.
  • the connection between crossbeams and prefabricated slabs or between two crossbeams, which are arranged in different sections of the underlying layer can be established by welding, screwing or connecting reinforcement and filler concrete.
  • End anchorages and deflection points for tendons can be arranged in a crossbeam. It can be advantageous to produce the concrete layer in two operations. The second part of the concrete layer is only produced after the first part of the concrete layer has reached a previously defined minimum strength. In this case, the underlying layer can be detached from the moving device after the first part of the concrete layer has reached a previously defined minimum strength.
  • the underlying layer can be made with haunches and with variable thickness.
  • a section of an underlying layer can be moved transversely to the longitudinal axis of the bridge longitudinal girder after lifting at the assembly site and / or rotated relative to this, transported from the assembly site in this shifted and / or rotated position to the installation site and at the installation site by a transverse displacement and / or a turning process be brought into the planned installation position. It can be advantageous to transport the sections of the underlying layer for a construction section of the carriageway slab in several transport processes from the transfer point to the installation site.
  • an underlying layer consisting of at least two sections is connected to a crossbeam on the assembly site by a first concrete layer or other measures such as screw connections to form an underlying layer consisting of a section.
  • the underlying layer with crossbeams at the assembly site is made from a section and transported from the assembly site to the installation site with a moving device consisting of a front part, a rear part and at least two longitudinal members.
  • the front part and the rear part of the traversing device are connected to one another with the at least two longitudinal members.
  • the traversing device is moved along the bridge on support structures.
  • the underlying layer with the crossbeams is arranged between the front part and the rear part and under the longitudinal beam of the moving device during transport from the assembly site to the installation site. Under the The lower layer with crossbeams must not be used during the lowering process at the installation site to connect the front part and the rear part of the moving device.
  • the moving device is made from a front part, a rear part and at least two longitudinal members.
  • the front part and the rear part of the moving device are moved on support structures.
  • the front and rear parts of the traversing device are connected to one another by at least two longitudinal members.
  • a construction is installed on the side members to allow the lower layer to be raised and / or lowered with crossbeams, which is placed between the front and rear parts and under the side members of the traversing device.
  • the traversing device can be designed as a frame structure or as a framework structure.
  • the method according to the invention it is possible to manufacture the roadway slab from bridges that are straight in plan and curved as desired. With the method according to the invention, it is possible to manufacture roadway slabs with any desired transverse inclination and with a variable width.
  • a construction section of a roadway slab comprising an underlying layer consisting of at least one section with transverse beams which are arranged at an angle between 70 ° and 90 ° to a longitudinal axis of a bridge longitudinal girder, the underlying layer being made of reinforced concrete is produced and wherein a concrete layer for the construction section of the roadway slab is applied to the underlying layer with the crossbeams, which layer optionally has reinforcement.
  • FIGS. 1 to 39 show:
  • FIG. 1 shows a view of a first embodiment according to the invention after the laying of crossbeams on formwork on an assembly site;
  • FIG. 2 shows a view of the first embodiment according to the invention after the production of the underlying layer for a construction section of the carriageway slab on the formwork;
  • FIG. 3 is a view of the first embodiment of the invention during the
  • Fig. 4 is a view of the first embodiment of the invention during the
  • FIG. 5 shows a vertical section according to the section plane V-V shown in FIG. 4;
  • FIG. 6 shows a vertical section according to the section plane V-V shown in FIG. 4 after the lowering of the layer at the installation site;
  • FIG. 7 shows detail A from FIG. 5;
  • FIG. 8 shows detail B from FIG. 6;
  • FIG. 10 shows a view of the first embodiment according to the invention when the moving device is moved from the installation site to the installation site;
  • FIG. 11 shows a longitudinal view of the first embodiment according to the invention after the production of the underlying layer with crossbeams for a construction section of the carriageway slab on the assembly site;
  • FIG. 12 shows a longitudinal view of the first embodiment according to the invention after the lower layer with crossbars has been deposited at the installation site;
  • FIG. 13 shows a longitudinal view of the first embodiment according to the invention after the roadway slab has been completed
  • FIG. 14 shows a view of a second embodiment according to the invention after the production of the lower layer consisting of three parts with crossbeams on formwork at an assembly site;
  • FIG. 15 shows a view of the second embodiment according to the invention after the lowering of the three sections of the underlying layer with crossbeams at the installation site;
  • FIG. 16 shows a longitudinal view of the second embodiment according to the invention after the production of an underlying layer with transverse beams at the assembly site;
  • 17 shows a longitudinal view of the second embodiment according to the invention after the lower layer with crossbar has been deposited at the installation site;
  • 18 shows a longitudinal view of the second embodiment according to the invention after the roadway slab has been completed;
  • FIG. 19 shows a vertical section of a third embodiment according to the invention during the transport of the underlying layer with crossbar from the assembly site to the installation site;
  • FIG. 20 shows a vertical section of the third embodiment according to the invention after the lowering of the underlying layer with transverse beams on the bridge longitudinal girders and after the production of the concrete layer;
  • FIG. 21 shows detail C from FIG. 19;
  • FIG. 22 shows the detail D from FIG. 20;
  • FIG. 23 shows a vertical section of a fourth embodiment according to the invention after the lowering of the layer below with crossbars at the installation site;
  • FIG. 24 shows a vertical section of the fourth embodiment according to the invention after the moving device has been removed from the installation site
  • 25 shows a vertical section of the fourth embodiment according to the invention after the production of a first concrete layer
  • 26 shows a vertical section of the fourth embodiment according to the invention after the application of the second concrete layer
  • FIG. 27 shows the detail E from FIG. 23;
  • FIG. 28 shows a section along the line XXVIII-XXVIII in FIG. 27;
  • FIG. 30 shows a section along the line XXX-XXX in FIG. 29;
  • FIG. 31 shows a view of a fifth embodiment according to the invention after the laying of three previously produced sections of the underlying layer with transverse beams on the assembly site;
  • 33 shows a view of the fifth embodiment according to the invention during the transport of the underlying layer with crossbeams and first concrete layer for a construction section of the carriageway slab from the assembly site to the installation site;
  • 34 shows a view of the fifth embodiment according to the invention after the lowering of the layer below with crossbeams and first concrete layer for a construction section of the carriageway slab at the installation site;
  • 35 shows a longitudinal view of the fifth embodiment according to the invention immediately prior to the lifting of the underlying layer with crossbeams and first concrete layer for a construction section of the carriageway slab at the assembly site;
  • FIG. 37 shows a longitudinal view of the fifth embodiment according to the invention according to FIG.
  • FIG. 38 shows a view of a sixth embodiment according to the invention during the transport of the underlying layer with crossbeams for a construction section of the carriageway slab from the assembly site to the installation site, and FIG
  • FIG. 39 is a view of a sixth embodiment of the invention according to FIG.
  • FIGS. 1 to 13 The first embodiment of the method according to the invention is shown in FIGS. 1 to 13.
  • a formwork 23 is built up on assembly supports 20 at the assembly site 31.
  • the top of the formwork 23 has the same shape as an underside 19 of an underlying layer 2 of a construction section.
  • the lower longitudinal and transverse reinforcement for the first construction phase is laid on the formwork 23 in the first process step.
  • the reinforcement is not shown in this exemplary embodiment.
  • three transverse beams 21, which are produced in advance as prefabricated beams 27, are positioned on the formwork 23.
  • the transverse beams 21 are arranged at an angle of 90 ° to the longitudinal axis of the bridge 4. In another exemplary embodiment, it would be possible to arrange the crossbeams at an angle of 80 ° to the longitudinal axis of the bridge 4, for example.
  • the crossbeams 21 can preferably be made of reinforced concrete.
  • longitudinal edge beams 28 are offset in order to simplify the concreting work when the concrete layer 3 is introduced in a later process step.
  • Both the transverse beams 21 and the edge longitudinal beams 28 are equipped with connecting reinforcement.
  • the roadway slab 1 has two haunches in the final state. These haunches should already be mapped during the manufacture of the crossbeams 21 and during the manufacture of the formwork 23.
  • concrete is introduced for the production of the underlying layer 2.
  • Both the lower longitudinal and transverse reinforcement and the connecting reinforcement of the precast beams 27 are embedded in the concrete.
  • the underlying layer 2 is produced with a constant thickness. It would also be possible to produce the underlying layer 2 with a variable thickness in order to reduce the weight of the underlying layer 2 for a construction section of the carriageway slab.
  • the underlying layer 2 for the first construction phase has eight recesses 16.
  • a traversing device 10 is moved on a bridge longitudinal girder 5 to the assembly site 31.
  • the bridge longitudinal girder 5 consists of two steel girders 9.
  • the steel girders 9 can be connected by cross braces or cross girders, which are not shown in this exemplary embodiment for the sake of clarity.
  • the moving device 10 consists of a three-dimensional frame structure 49 made of steel.
  • the moving device 10 could also consist of a framework construction.
  • the traversing device 10 has eight wheels 8. The moving device 10 is moved by rolling the wheels 8 in the two lanes 7 formed on the upper side 18 of the bridge longitudinal girder 5.
  • the two lanes 7 are each arranged between the connecting means 6.
  • the moving device 10 can only be moved to the assembly site 31 after the reinforcement has been laid, the precast beams 27 have been moved and the concrete for the underlying layer 2 has been poured in, because this means that the reinforcement is laid with the aid of a crane and the precast beams 27 are moved and the introduction of the concrete for the underlying layer 2, carried out by means of a concrete pump, is better possible.
  • the crossbars 21 and the reinforcement can be passed over with the traversing device by additional measures.
  • the underlying layer 2 with the transverse beams 21 and the longitudinal edge beams 28 is lifted by the moving device 10 after the concrete has hardened and transported from the assembly site 31 to the installation site 32.
  • FIG. 4 shows in a view that the underlying layer 2 is lowered at the installation location 32. 4 shows a state immediately before the layer 2 lying below is placed on the longitudinal bridge girders 5.
  • the weight of the underlying layer 2 with the crossbeams 21 is introduced into the moving device 10 by the tension members 11 in this state.
  • the underlying layer 2 with the transverse beams 21 and the edge longitudinal beams 28 can be classified as a rib plate 26 in static terms.
  • the dead weight of the underlying layer 2 is introduced into the transverse beams 21 via a flexural load-bearing effect in the underlying layer 2 and also partially into the edge longitudinal members 28 in the edge regions.
  • the crossbeams 21 take on the weight of the underlying layer 2 and the edge longitudinal members 28 and pass this on to the anchors 14. In the Anchors 14, the dead weight of the rib plate 26 is transferred to the lower end points 13 of the tension members 11.
  • the upper end points 12 of the tension members 11 are attached to the moving device 10.
  • the traversing device 10 is positioned at the installation location 32 in such a way that the recesses 16 are arranged over the connecting means 6 arranged on the upper side 18 of the bridge longitudinal girder 5. After the traversing device 10 has been precisely positioned at the installation location 32, the wheels 8 can be blocked in order to prevent the traversing device 10 from rolling away.
  • the moving device 10 can also be fixed at the installation location 32 by temporarily connecting the moving device 10 to the bridge longitudinal girder 5 or other measures.
  • FIG. 5 A vertical section through the moving device 10 positioned at the installation location 32 is shown in FIG. 5.
  • the rib plate 26 is in an elevated position because a collision with the connecting means 6 should be avoided during the movement of the traversing device 10 from the assembly site 31 to the installation site 32.
  • the wheels 8 of the traversing device 10 are arranged in the lanes 7 formed between the connecting means 6 on the upper side 18 of the bridge longitudinal girder 5. The weight of the traversing device 10 and of the rib plate 26 is transferred from the wheels 8 to the bridge longitudinal girder 5.
  • FIG. 5 A section corresponding to FIG. 5 after the lowering of the rib plate 26 is shown in FIG. After the lowering, the rib plate 26 is supported on the bridge longitudinal girder 5.
  • the rib plate 26 can be supported on the bridge longitudinal girder 5 in such a way that the tension members 11 are completely relieved.
  • FIG. 7 shows a detailed view of a wheel 8 of the traversing device 10, which is arranged between the connecting means 6 in a lane 7 on the upper side 18 of the bridge longitudinal girder 5.
  • Strips 22 are glued onto the upper side 18 of the longitudinal bridge girder 5.
  • the strips 22 can for example consist of an elastomer.
  • An anchorage 14 for connection to the lower end point 13 of a tension member 11 is installed in a transverse beam 21.
  • This anchorage 14 consists of a steel plate 35 and a threaded nut 36 which is welded onto the top of the steel plate 35. On the outside of the threaded nut 36, an overtube 37 is attached.
  • a thread is formed which enables the tension member 11 to be fastened in the anchorage 14.
  • Fig. 8 shows a detailed view corresponding to FIG. 7 after the lowering of the rib plate 26 and the support of the rib plate 26 on the upper side 18 of the bridge side girder 5.
  • the space 24 between the underside 19 of the underlying layer 2 and the upper side 18 of the bridge longitudinal girder 5, the height of which corresponds to the thickness of the compressed strips 22, should be filled with a grouting mortar or concrete in order to protect the upper side 18 from corrosion of the bridge girder 5 to ensure.
  • a concrete layer 3 is applied to the lowered ribbed plate 26.
  • the surface of the ribbed plate 26 should be made so rough that a good bonding effect is established in the construction joint between the ribbed plate 26 and the concrete layer 3.
  • the weight of the concrete layer 3 is guided to a small extent via the bending load-bearing effect of the ribbed plate 26 to the two steel girders 9 of the bridge longitudinal girder 5 and to a greater extent via the tension members 11 into the traversing device 10.
  • the weight of the concrete layer 3 taken over by the moving device 10 is introduced into the bridge longitudinal girder 5 via the wheels 8.
  • a device 15 for moving the traversing device 10 is installed on the concrete layer 3 as soon as the concrete layer 3 has reached a predetermined minimum strength.
  • the tension members 11 are then dismantled in the next step of the method according to the invention.
  • a complete dismantling of the tension members 11, which is shown in FIG. 10, is not absolutely necessary.
  • the release of the connections between the lower end points 13 of the tension members 11 and the anchors 14 installed in the ribbed plate 26 is sufficient to introduce the entire weight of the deck slab 1 into the bridge side girders 5 via a bending load of the deck 1 and to relieve the traversing device 10.
  • the weight of the moving device 10 is transferred from the wheels 8 to the device 15 for moving the moving device 10 on the second concrete layer 3.
  • This rearrangement can be accomplished, for example, as shown in FIG. 10, by lifting and folding over the wheels 8.
  • the moving device 10 can then be moved by means of the device 15 for moving the moving device 10 on the concrete layer 3 to the assembly site 31, in order to accommodate a further rib plate 26 there, if necessary.
  • the moving device 10 is with the help of winches to the assembly area 31, which is arranged here above one of the two abutments 33, emotional.
  • the rib plate 26 is raised in order to avoid contact with the composite means 6 mounted on the bridge longitudinal girder 5 when the traversing device 10 is moved in the longitudinal direction of the bridge 4 and to enable already completed sections of a roadway slab 1 to be driven over.
  • the installation of the device 15 for moving the moving device 10 on a concrete layer 3 is required.
  • the traversing device 10 and the rib plate 26 attached to it are moved in the next method step from the assembly location 31 to the intended installation location 32.
  • the rib plate 26 is lowered until the underlying layer 2 rests on the upper side 18 of the bridge longitudinal girder 5.
  • the concrete layer 3 can then be applied.
  • a device 15 for moving the moving device 10 is installed on the concrete layer 3, the tension members 11 are released from the anchors 14 in the precast slabs 2 and the moving device 10 is moved to the assembly site 31 so that the ribbed plate 26 is there for the next construction phase can be taken over.
  • the rib plate 26 is attached to the moving device 10 with tension members 11 while the concrete layer 3 is being applied. Only after the concrete layer 3 has hardened is the ribbed plate 26 released from the moving device 10.
  • a rib plate 26 embodied in this way would enable the connection between the rib plate 26 and the traversing device 10 to be released immediately after the rib plate 26 has been lowered and the traversing device 10 to be moved back to the assembly location 31. This would enable the production of the carriageway slab 1 to be accelerated. In this case, however, provisional lanes 7 should be installed on the rib plate 26 so that the traversing device 10 can drive over the rib plate 26.
  • the assembly area 31 is situated on an abutment 33. It can also be advantageous to relocate the assembly area 31 to the bridge 4 after the first sections of the carriageway slab 1 have been produced. It can also be advantageous to provide more than one assembly site 31 in order to enable the concrete of the underlying layer 2 to harden for a longer period of time.
  • the remaining sections of the carriageway slab 1 of the bridge 4 are produced using the method according to the invention.
  • the bridge 4 is then completed in the usual way by applying a seal to the surface of the concrete layer 3 and then applying a road surface.
  • the weight of the ribbed plate 26 on the concrete layer 3 is introduced into the bridge longitudinal girder 5 by the wheels 8.
  • FIGS. 14 to 18 A second embodiment of the method according to the invention is shown in FIGS. 14 to 18.
  • three sections 17 of an underlying layer 2 with transverse beams 21, which are arranged in the transverse direction to the longitudinal axis of the longitudinal bridge girder 5, are produced on a formwork 23 at an assembly site 31.
  • the three sections 17 of the underlying layer 2 contain the lower longitudinal and transverse reinforcement, the stirrup reinforcement and part of the upper longitudinal and transverse reinforcement. For the sake of clarity, the reinforcement is not shown in this exemplary embodiment.
  • Support structures 29 are arranged between the sections 17.
  • the support structures 29 consist of steel tubes which are welded onto the mounting brackets 20.
  • Sliding bearings 30 are mounted at the upper end points of the support structures 29.
  • the sliding bearings 30 are designed, for example, as roller bearings or as sliding bearings in such a way that a traversing device can be moved on the sliding bearings 30 in the longitudinal direction along the bridge longitudinal girder 5 and on the assembly site 31.
  • a moving device 10 is moved to the assembly site 31, the three sections 17 of the underlying layer 2 are attached to the moving device 10 with tension members 11, lifted and transported to the installation site 32. According to FIG. 15, the three sections 17 of the underlying layer 2 are lowered at the installation location 32 in such a way that the edges of the sections 17 are supported on the steel girders 9 of the bridge longitudinal girder 5.
  • the upper transverse reinforcement which is required to connect the cantilevered plates and the plate arranged between the steel girders 9 of the bridge longitudinal girder 5, can therefore only be laid at the installation site 32 after the lower layer 2 has been lowered.
  • a bridge 4 which comprises two abutments 33, five pillars 34 and a bridge longitudinal girder 5, is shown in FIGS. 16 to 18.
  • Support structures 29 are mounted on the bridge longitudinal girder 5 and the assembly area 31, which is located on one of the two abutments 33.
  • the traversing device 10, which is designed as a spatial frame structure 49, is moved with the aid of winches to the assembly site 31, which is arranged here above one of the two abutments 33.
  • the underlying layer 2 is fastened to the moving device 10 by means of tension members 11.
  • the underlying layer 2 is mounted in a raised, elevated position in order to avoid contact with the composite means 6 mounted on the bridge longitudinal girder 5 when the traversing device 10 is moved in the longitudinal direction of the bridge 4 and to avoid driving over the concrete layer 3 of already completed construction sections of a carriageway slab 1 to enable.
  • the traversing device 10 and the underlying layer 2 suspended from it are moved in the next method step from the assembly site 31 to the intended installation site 32.
  • the underlying layer 2 is lowered until the edges of the sections 17 of the underlying layer 2 rest on the upper chords of the steel girders 9 of the bridge longitudinal girder 5.
  • the concrete layer 3 can then be applied.
  • the tension members 11 are detached from the underlying layer 2 and the moving device 10 is moved to the assembly site 31 so that the underlying layer 2 can be mounted there on the moving device 10 for the next construction phase.
  • the assembly area 31 is situated on an abutment 33. It can also be advantageous to relocate the assembly area 31 to the bridge 4 after the first sections of the carriageway slab 1 have been produced.
  • FIGS. 19 to 22 A third embodiment of the method according to the invention is shown in FIGS. 19 to 22.
  • FIG. 19 shows a vertical section through a traversing device 10, which is designed as a spatial frame structure 49, and an underlying layer 2 consisting of three sections 17 during transport from the assembly site 31 to the installation site 32 are mounted on support structures 29, moves.
  • the three sections 17 of the underlying layer 2 are produced at the assembly site 31 with crossbars 21.
  • Cladding tubes 38, into which tension wire strands 39 are installed in a later method step, are arranged in the crossbeam 21.
  • the section 17 arranged between the steel girders 9 is in a raised position in order to avoid a collision with the composite means 6 welded onto the steel girders 9 and with already completed construction sections of the carriageway slab 1.
  • the section 17 shown on the right-hand side in FIG. 19 is in a raised and rotated position during the transport of the underlying layer 2 to the installation site 32 in order to avoid a collision of the crossbeams 21 with the support structures 29 and the connecting means 6.
  • the three sections 17 of the underlying layer 2 are brought into the planned position.
  • a lowering of the section 17 arranged between the steel girders 9, a lowering and transverse displacement to the right for the section 17 arranged on the left in FIG. 19, and lowering and rotation for the section 17 in FIG. 19 section 17 arranged on the right-hand side is required.
  • the planned position shown in FIG. 20 is reached when the upper edge of the crossbeams 21 are in a horizontal position and the end faces of the crossbeams 21 are in contact.
  • a traversing device 10 is mounted on sliding bearings 30.
  • the sliding bearings 30 are designed, for example, as roller bearings or as sliding bearings in such a way that the traversing device 10 can be displaced in the longitudinal direction along the bridge longitudinal girders 5 of the bridge 4.
  • the sliding bearings 30 are attached to the upper end points of support structures 29.
  • the support structures 29, which are designed here as steel profiles, are connected to the upper chords of the steel girders 9 of the bridge longitudinal girder 5 in a rigid manner.
  • the underlying layer 2 is shown in FIG. 21 in a raised or elevated position and in FIG. 22 in a lowered position.
  • the underlying layer 2 In the elevated position, the underlying layer 2 should be raised so high that it is possible to drive over the composite means 6 and the concrete layer 3 of already completed construction sections. In the lowered position according to FIG. 22, the edges of the underlying layer 2 are placed on the upper chords of the steel girders 9 of the bridge longitudinal girder 5.
  • FIG. 21 shows that cladding tubes 38 are arranged in the crossbeams 21, which are connected to the sections of the underlying layer 2.
  • the section of the underlying layer 2 shown on the left-hand side of FIG. 19 is moved to the right until the end face of the crossbeams 21 touch. If the end faces of the crossbeams 21 are produced very precisely or are subsequently machined, a contact joint can be carried out. Alternatively, it would also be possible to produce a butt joint with a coupling of the cladding tubes 38 and a potting joint.
  • the Concrete layer 3 made. Tension wire strands 39 are then pushed into the cladding tubes 38. By tensioning the tension wire strands 39, a transverse prestress can be applied to the carriageway slab 1.
  • the steel profiles of the support structures 29 are concreted in when the concrete layer 3 is applied.
  • the tension members 11 are protected from direct contact with the concrete layer 3 by a push-on pipe 37. This enables the tension members 11 to be removed after the concrete layer 3 has hardened and the tension members 11 to be reused in the next construction phase.
  • the steel profiles are cut off near the surface of the concrete layer 3 after the concrete layer 3 has hardened and after the sliding bearings 30 have been dismantled.
  • FIGS. 23 to 30 A fourth embodiment of the method according to the invention is shown in FIGS. 23 to 30.
  • FIG. 23 shows a vertical section through a traversing device 10, which is designed as a spatial frame structure 49, and an underlying layer 2 consisting of three sections 17 at the installation site 32 attached.
  • the sections 17 are not supported on the bridge longitudinal girder 5, which consists of two prestressed concrete girders 40, but rather positioned next to the prestressed concrete girders 40.
  • This has the advantage that the bridge longitudinal girder 5 can be designed with a greater static usable height.
  • the three sections 17 are connected to one another via the prestressed concrete beams 40 with steel construction-like connections.
  • steel sheets 42 are built into the crossbeams.
  • these steel sheets 42 are connected to one another in a rigid manner with additional steel plates 35 and screw connections 41. After the rigid connection of the three sections 17, the tension members n are relaxed and dismantled. The moving device 10 is no longer required at the installation location 32 and can be moved to the assembly location 31.
  • a first concrete layer 3 is applied to the underlying layer 2.
  • the weight of the concrete layer 3 is introduced from the layer 2 below into the crossbeams 21 and passed on from these to the prestressed concrete girders 40.
  • the steel construction-like connection of the crossbeams 21 should be able to absorb the stresses that occur. If the first concrete layer 3 has a predetermined compressive strength, a second concrete layer 3 is applied to the first concrete layer 3 according to FIG.
  • the underlying layer 2, the crossbeams 21, the first concrete layer 3 and the second concrete layer 3 are shown in FIG From a static point of view, after the concrete has hardened, the top concrete layers 3 are to be regarded as a monolithically produced component and together form the roadway slab 1.
  • FIG. 27 and FIG. 28 The detail E of FIG. 23 is shown in FIG. 27 and FIG. 28 and shows the connection of the two crossbeams 21 in terms of steel structure.
  • the steel sheets 42 are placed on the prestressed concrete beams 40. Then, using two steel plates 35 and screw connections 41, a rigid connection of the two transverse beams 21 is established.
  • FIGS. 29 and 30 An alternative embodiment for producing a rigid connection between the two transverse beams 21 is shown in FIGS. 29 and 30.
  • a sheet steel 42 is installed in the prestressed concrete beam 40.
  • End plates 43 are welded to the steel sheet 42 on the left and on the right side.
  • End plates 43 made of steel are attached to the end faces of the crossbeams 21 and are connected to the crossbeams 21 with connecting reinforcement (not shown).
  • connecting reinforcement not shown.
  • a rigid connection of the crossbeams 21 to the prestressed concrete girder 40 is established with the screw connections 41.
  • Such a connection can also be advantageous if, in the case of a bridge longitudinal girder 5 with a hollow box-shaped cross section, only cantilevered sections 17 are to be connected.
  • FIGS. 31 to 37 A fifth embodiment of the method according to the invention is shown in FIGS. 31 to 37.
  • each prefabricated element 47 consists of three prefabricated panels 50 and a transverse beam 21, which is designed as a prefabricated beam 27 and which connects the three prefabricated panels 50 to one another.
  • the underlying layer 2 is formed from three parts 17 in this assembly state.
  • reinforcement is laid on the underlying layer 2 and a first concrete layer is produced on the precast slabs 50.
  • the three sections 17 of the underlying layer 2 are connected to form a section 17 by the first concrete layer 3.
  • 32 shows the state at the assembly site 31 after the first concrete layer 3 has been produced.
  • the moving device consists of a front part 44 and a rear part 45, which are designed as frame structures 49.
  • the front part 44 and the rear part 45 of the traversing device 10 are connected to one another by two longitudinal members 46.
  • the Moving device 10 is moved in the longitudinal direction of the bridge 4 on support structures 29 which are on the bridge longitudinal girder 5, which in this example consists of two steel girders 9.
  • the weight of the underlying layer 2 with the crossbeams 21 and the first concrete layer 3 is introduced into six tension members 11 in this transport state.
  • the lower end points 13 of the tension members 11 are arranged in the crossbeam 21.
  • the upper end points 12 of the tension members 11 are attached to the top of hydraulic hollow piston presses 48.
  • the underlying layer 2 with the transverse beams 21 and the first concrete layer 3 is in a raised position in order to ensure that the transverse beams 21 come into contact with the connecting means 6 mounted on the bridge longitudinal beam 5 when the moving device 10 is moved in the longitudinal direction of the bridge 4. which are not shown in FIG. 33 for the sake of clarity, and to enable already completed construction sections of the carriageway slab 1 to be driven over.
  • 33 shows that the pistons 51 of the hollow piston presses 48 are in an extended position in order to be able to transport the underlying layer 2 with the transverse beams 21 and the first concrete layer 3 in a raised position.
  • the pistons 51 of the hollow piston press 48 are retracted at the installation site 32 in order to be able to lower the underlying layer 20 with the crossbeams 21 and the first concrete layer 3 into the planned end position.
  • the lower end points 13 of the tension members 11 can be released and the traversing device 10 can be moved from the installation location 32 to the assembly area 31 in order to create a further layer 2 below with crossbars 21 and a first concrete layer 3 for a further construction section of the carriageway slab 1 record.
  • the connecting reinforcement can be laid to an adjacent construction section and the second concrete layer 3 applied.
  • the weight of the additional reinforcement and the second concrete layer 3 is absorbed by the underlying layer 2, the crossbeams 21 and the first concrete layer 3.
  • the transverse beams 21 and the two concrete layers 3 in the final state of the roadway slab 1 behave like a construction section made in one cast, it is necessary to make the surfaces rough and to provide a corresponding connection reinforcement.
  • support structures 29 are mounted on the bridge longitudinal girder 5 and the mounting location 31, which is located on one of the two abutments 33.
  • the moving device 10 consists of a front part 44 and a rear part 45, which are connected to one another by two longitudinal members 46.
  • the underlying layer 2 with the crossbeams 21 and the first concrete layer 3 is raised by extending the pistons 51 of the six hollow piston presses 48.
  • the underlying layer 2 with the crossbeams 21 and the first concrete layer 3 is arranged in this state between the front part 44 and the rear part 45 and under the longitudinal beams 46 of the moving device 10.
  • the underlying layer 2 with crossbars 21 and the first concrete layer 3 are moved from the assembly site 31 to the installation site 32 in the next process step.
  • the underlying layer 2 with the crossbeams 21 and the first concrete layer 3 is lowered until the crossbeams 21 rest on the upper side 18 of the bridge longitudinal girder 5.
  • no structural elements for connecting the front part 44 and the rear part 45 of the moving device 10 may be arranged under the section 17.
  • the lower end points 13 of the tension members 11 can be detached from the crossbeams 21 and the traversing device 10 can be moved from the installation site 32 back to the assembly area 31 in order to add another layer 2 with crossbeams 21 and a first concrete layer 3 for to take up another construction section of the deck slab 1.
  • the moving device 10 can be moved away from the installation site 32 immediately after the lower layer 2 with the crossbeams 21 and the first concrete layer 3 have been lowered. This makes it possible to produce one construction section of the roadway slab 1 per day.
  • the production of the second concrete layer 3 is independent of the laying of the underlying layer 2 with crossbeams 21 and first concrete layer 3 and can take place at any time.
  • FIGS. 38 and 39 A sixth embodiment of the method according to the invention is shown in FIGS. 38 and 39.
  • the underlying layer 2 with the crossbeam 21 is produced on a formwork 23 at the assembly site 31.
  • the underlying layer 2 with crossbeams 21 in this embodiment consists of a section 17, because the three crossbeams 21 extend over the entire width of the carriageway slab 1 to be produced, thereby creating a coherent component.
  • 38 shows the transport of the underlying layer 2 with crossbeams 21 for a construction section of the roadway slab 1 from the assembly site 31 to the installation site 32.
  • the lifting takes place of the underlying layer 2 with the crossbeams 21 by extending the pistons 51 of the hollow piston presses 48, which are arranged between the longitudinal beams 46 and the front part 44 or the rear part 45 of the traversing device 10.
  • the pistons 51 of the hollow piston presses 48 are retracted at the installation site in order to be able to lower the underlying layer 2 with the crossbeams 21 into the planned end position.
  • the lower end points 13 or the upper endpoints 12 of the tension members 11 can be released and the moving device 10 can be moved to the assembly area in order to find another lower layer 2 with crossbeams there 21 for a further construction section of the deck slab 1.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Bridges Or Land Bridges (AREA)

Abstract

L'invention concerne un procédé de fabrication d'une partie structurale d'un tablier de chaussée pour un pont, comprenant les étapes suivantes : production, à partir de béton armé, d'une couche inférieure (2) consistant en au moins une portion (17) et ayant des traverses (21) qui sont disposés sensiblement transversalement par rapport à l'axe longitudinal de la poutre maîtresse de pont longitudinale (5) ; transport de la couche inférieure (2) avec les traverses (21) pour une partie structurale du tablier de chaussée (1) depuis un site d'assemblage (31) vers un lieu d'installation (32) au moyen d'un dispositif de déplacement (10), et abaissement de la couche inférieure et de la traverse dans la position d'installation ; production d'une couche de béton supérieure (3) pour une partie structurale du tablier de chaussée (1) sur la couche inférieure (2) ; libération, du dispositif de déplacement (10) de la couche inférieure (2) avec la traverse (21) pour une partie structurale du tablier de chaussée (1) et éloignement du dispositif de déplacement (10) du lieu d'installation (32).
EP21717305.3A 2020-04-08 2021-03-25 Procédé de fabrication d'un tablier de chaussée pour un pont Pending EP4133130A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT503012020 2020-04-08
PCT/AT2021/060100 WO2021203150A1 (fr) 2020-04-08 2021-03-25 Procédé de fabrication d'un tablier de chaussée pour un pont

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EP4133130A1 true EP4133130A1 (fr) 2023-02-15

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EP (1) EP4133130A1 (fr)
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WO (1) WO2021203150A1 (fr)

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AT526252B1 (de) * 2022-11-15 2024-01-15 Kollegger Gmbh Verfahren zur herstellung einer fahrbahnplatte für eine brücke

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DE2520105A1 (de) 1975-05-06 1976-11-18 Richard Dipl Ing Laumer Stahlbetonelement fuer verbundkonstruktionen
DE19544557C1 (de) 1995-11-29 1997-01-23 Geruestbau Broecking Gmbh Schalwagen
JP4073746B2 (ja) 2002-09-25 2008-04-09 三井住友建設株式会社 波形鋼板ウェブ橋の架設方法
ES2246146B1 (es) * 2004-06-25 2007-04-16 STRUCTURAL CONCRETE & STEEL, S.L. Prelosa autoportante.
KR100952623B1 (ko) * 2007-11-16 2010-04-15 장신찬 다수의 교량 지지빔 상에 바닥판이 형성되는 교량, 그 시공방법 및 그 제작에 사용되는 바닥판 제작용 프리캐스트부분바닥판
AT517231B1 (de) 2015-05-27 2016-12-15 Ing Johann Kollegger Dr Verfahren zur Herstellung einer Fahrbahnplatte für eine Brücke
KR101866466B1 (ko) 2017-03-23 2018-06-11 김선곤 캔틸레버 반단면 바닥판과 이를 구비한 교량 구조
AT520614B1 (de) 2017-11-07 2019-12-15 Prof Dr Ing Johann Kollegger Verfahren zur Herstellung einer Fahrbahnplatte mit untenliegenden Fertigteilplatten

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US20230160160A1 (en) 2023-05-25
CN115427634A (zh) 2022-12-02

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