HU211387B - Grid structure primarily for bridges - Google Patents

Abstract

It is an object of the present invention that the stiffening elements (3) are provided with holes (10) or / and lace and corner seams attached to the corresponding ribs (1). EN 211 387 B Scope of the description: 8 pages (including 3 sheets)

Description

The present invention relates to a track structure, in particular a bridge track structure, intended for road traffic.

In the past, bridges with reinforced concrete slabs or orthotropic steel slabs were used for road traffic. The former is either a load-bearing structure, or a structure with a reinforced concrete or steel main support, which is covered with waterproofing and cladding. In the case of steel bridges, the orthotropic steel track plate forms a track structure with longitudinal or transverse ribs, which is also provided with waterproofing and cladding.

One of the most serious disadvantages of traditional bridge structures is that they have to be insulated against water - rainfall. The drainage of surface rainwater can be ensured by longitudinal and transverse falls and by sinks. Longitudinal falls of old bridges are generally not suitable for drainage, water to be insulated cannot leave the bridge, the casing is destroyed quickly, mainly due to freezing, and the casing and waterproofing structure need to be renewed regularly and fairly frequently. in addition to the serious cost implications, there are traffic restrictions that cause major problems. Defrosting in the winter period is usually done by salting, which damages the environment on the one hand and speeds up the deterioration and failure of the bridge track and insulation, on the other.

In the case of combined (common) road-rail bridges, the railroad casing has been found to be regularly crushed and soaked and therefore practically requires continuous maintenance. Examination of track reinforcement (for example, rail fastening bolts) can usually only be done by dismantling the road surface and at the cost of traffic restrictions.

There are known so-called. track-to-rail track structures (such as those used in the past), which generally bear the load of the track-and-field iron relied on a secondary support system; concrete, insulation and cladding are also used to fill these holes.

To overcome the above-mentioned drawbacks of conventional bridge structures, open trusses made of steel material have been developed which consist of flat steel ribs and anchored intermediate elements, such as corrugated or trapezoidal intermediate elements, and which are used for loading under road loads, etc. .). [Dér Bauingenieur 25 (1950), Heft 11; 68, 69 and 429-431. Such structures are made with a profile to be determined by individual design, depending on the nature of the supported support system and the grid spacing. Such steel lattice track structures are advantageous in many respects; as they are directly exposed to road traffic, they do not require traditional insulation and asphalt pavement, drainage and sinks are not required as precipitation can fall freely across the bridge. The longitudinal section can be customized, no need for longitudinal crossing. Since no frost protection is required in the winter, the lattice track structure is environmentally friendly. The use of steel bridge lattices is particularly advantageous for the construction of joint (combined) rail-road bridges, since the waterproofing and joining difficulties of the roadway cut by the rails are not to be expected in such lattice bridges. Old, low-load-bearing bridges instead of traditional zinc-iron track structures, the steel grid incorporates a significant reduction in dead weight and thus a useful load increase. During the construction, the on-site work becomes entirely mechanic, so the traffic restriction required during the construction process is much shorter than when traditional bridges are renovated, as there is no concreting, insulation or cladding.

In addition to the advantages listed above, the currently known steel lattice bridge structures have certain drawbacks, which are basically due to manufacturing technology reasons. Currently, such open grids are produced by welding or welding flat steels and intermediate elements (trapezoidal or corrugated). However, the riveting operation is extremely delicate and complicated, since at the junctions, three holes in the common axis are to be made, and through these the riveting heads of the raw rivets are formed. The holes in each element are made in-house, so trapezoidal or wave-shaped intermediate stiffeners have to be manufactured with extremely high precision to align the three-to-three-hole hole groups on site assembly.

The welding of the grid elements uses vertical seams at the joints of the grid elements, which has serious disadvantages in two respects: on the one hand, seams in this position are difficult to execute, their labor and time requirements are high, and high-mass welds are required; on the other hand, vertical seams are unfavorable in terms of fatigue, and they are relatively quickly damaged by road stress.

SUMMARY OF THE INVENTION It is an object of the present invention to provide lattice track structures, in particular bridge track structures, which are welded to one another but which can be manufactured quickly and economically and exhibit favorable joints in terms of fatigue, i.e., several times longer than currently known.

The invention is based on the discovery that by attaching the longitudinal bars of a truss steel truss structure to the intermediate stiffening trapezoidal or corrugated elements between them by means of corner and caterpillar seams and / or hole welds, making the manufacturing process easier, simpler and faster, while making the whole structure much more fatiguing than at present.

Based on this discovery, the object of the present invention has been solved by the use of a lattice steel track structure made of flat steel

The load-bearing ribs made of welded steel, including welded, trapezoidal and / or trapezoidal portions which are intersected with one another and which are welded to one another, also have reinforcing elements in the shape of a trapezoidal and / or trapezoidal, preferably made of sheet steel, that the reinforcing members are secured to the ribs by means of hole seams or / and caterpillar and corner seams.

By trapezoidal shape, it is understood that, for example, the corners of the trapezoidal sections which are periodically repeating and intersecting may be rounded, etc.

An advantageous embodiment of the track structure is characterized in that the ends of the load-bearing ribs are made of sheet steel, preferably welded to their edges, with end plates transverse to the longitudinal direction, preferably perpendicular thereto. Preferably, the end portions of the field elements have through holes and, in the case of a track structure formed by a plurality of field elements, these field elements are connected to each other by high-tensioning screw connections in adjacent end faces which are aligned with each other.

The invention will now be described in more detail with reference to the accompanying drawings, which show a preferred embodiment of the lattice track structure and some structural details.

In the drawings: 1 is a fragmentary top view of an embodiment of a lattice track structure;

Figure 2 is a larger sectional view taken along the line E-E in Figure 1;

Figure 3 is an enlarged sectional view of F-F marked in Figure 1;

Figure 4 is a larger detail Y of Figure 2;

5 to 1-4. Figure 1 is a schematic side view of a smaller section of a bridge made using a lattice track structure.

1-4. 1 to 5 are generally made up of rectangular field elements denoted by reference numeral 13 in their entirety. The field elements 13 can be manufactured in-house and assembled into track structures on site on a support structure (see Figure 5, which will be described in more detail later).

Each lattice field element 13 has a load-bearing rib 1 formed by longitudinal flat steel edges, which are parallel to each other, having the same spacing (Fig. 1) and end plates 2 made of sheet steel perpendicular to their longitudinal direction. they are sealed and joined, having the same height (Figures 2 and 3), and the upper and lower edges of the ribs and end plates are in common planes. Between the adjacent ribs 1 are, in plan view, stiffening members 3 of trapezoidal, corrugated or similarly shaped sheet steel 14 having a mating portion 14 having a height m ₂ (Figures 2-4) less than the height W 1 of the ribs 1 and end plates 2. however, with a small distance v (Figures 2-4) they extend over the upper edge of the ribs 1. As a result of this design, the reinforcing members 3 also perform a non-slip function. Advantageously, the welding protrusions v have a distance v of about 2 mm, since they allow the formation of horizontal hem sutures (not shown) over the upper edge of the ribs 1 enclosed by adjacent stiffeners 3.

The stiffening elements 3 can be secured along their lower flange (also not shown) by means of a horizontal corner strap to the side surface of the ribs 1 which they surround.

Instead of caterpillar and corner stitches (or a combination of these or any of these), it is preferable to use the method of Figures 1-4. 10 to 9, fix the reinforcing elements 3 to the load-bearing ribs by means of the seam welds 10 and 10, respectively. These welded joints are both insensitive to fatigue and easy to fabricate, and, which is a very advantageous factor in manufacturing technology, do not require extremely precise fabrication of the trapezoidal stiffeners 3, since no three holes need to be aligned when assembling the parts. riveting technology, but the relatively wide fitting portions 14, with the hole therein, lie on a large surface on the side surface of the ribs 1, so that the stiffening elements 3 do not need to be pre-fabricated with too high a precision; this fitting "insensitivity" can be clearly seen in Figure 1 (where the seam welds 10 are indicated by dashed lines). 2-4. In Figures 4 to 5, the seams 10 are highlighted by dots.

A preferred way of locally connecting adjacent field elements 13 is illustrated in Figures 1 and 3. According to this, the holes 12 in the end plates 2 are formed in such a way that, when two field elements 13 are joined to their end plates 2, the two holes are aligned and high-tensioned screws passing through them allow adjacent field elements 13 to be joined. The bolts themselves are designated 4 in Figures 1 and 3, the washers 5, and the locking nuts 6.

The screw joints of the lattice field elements (paths) formed as a multi-aperture support 13 are to be considered statically as a "Gerber" joint. (Note, of course, that the adjacent field elements 13 can be fixed to each other in other ways, such as by welding.)

The "hole size" of the grid (by changing the shape of the gaps marked in Figure 1 on the one hand and the trapezoidal stiffeners 3 on the other) can be adapted to the particular requirements (for example, horsepower vehicles). The sectional dimensions (such as sheet steel thicknesses) of each element can be determined individually by reference to local conditions and requirements (such as support, pitch, load, life, etc.). For example, the ribs 1 may be made of sheet steel 6 mm thick, the end panels 2 10 mm thick and the stiffening elements 3 5 mm, but these are of course only indicative values.

HU 211 387 Β

It is to be emphasized that, although the example illustrated and illustrated in the drawings relates to a bridge path, the lattice track structure of the present invention may have other uses, such as in built-in parking garages, garages, and the like. too.

Figure 5 is a schematic side view of a bridge having a track plate as shown in Figures 1-4. Figure 13 is made up of lattice field elements 13 (path tables). The bridge, for example, has steel railings 8 on which second-rate cross-members 9 rest; these are, according to this example, steel I-profiles and are fastened to the longitudinal supports 8 by means of fastening elements 11, preferably high-strength tensioned bolts (NF bolts).

The lattice steel track structure to the load of road vehicles is supported by the insertion of centering strips 7 to which the centering strips 7 and the track fields 13 can be connected, for example, by welding or screwing. The grid and the secondary support system can be assembled at the factory.

The lattice grid and supporting secondary support system are preferably made of a weather-resistant steel material coated with a solid adhesive oxide topcoat; this protects against further corrosion and does not require a separate coating. In this case, the weld seams are also made of a weatherproof corrosion welding material.

An advantage of the present invention is that it enables the construction of road lattice track structures with simple, fast and economical welding manufacturing technology which, in addition to being fully compliant with the functional and functional requirements for them, exhibit extremely favorable fatigue properties and thus significantly exceed their present life. service life of welded lattice track structures.

The invention is, of course, not limited to the specific solution described in detail above, but may be practiced in various ways within the scope of the claims.

Claims (3)

PATENT CLAIMS 1. Lattice track structure, in particular bridge track structure for road traffic, with flat steel load-bearing ribs at the edges, with a trapezoidal and / or trapezoidal section of welded, interchangeable trapezoidal and / or trapezoidal sections, welded between them characterized in that the stiffening elements (3) are secured to the ribs (1) by means of hole seams (10) or / and caterpillar and corner seams. Track structure according to Claim 1, characterized in that the ends of the load-bearing ribs (1) are made of steel sheets preferably fixed to them by welding, are closed by end plates (2) transverse to the longitudinal direction of the ribs (1), (13) are merged. Track structure according to claim 2, characterized in that the end panels (2) of the field elements (13) have through holes (12) and, in the case of a track structure formed by several field elements (13), these field elements (13) in adjacent end panels (2). ) and are connected to one another by means of high-tension screw connections through the holes (12) which are aligned.