ITPA20000013A1 - BRIDGE BRIDGE FOR LOWER CROSSING OF RAILWAYS OR ROUTES IN OPERATION. - Google Patents

Description

Description of the industrial invention patent for the invention entitled "Bridge deck for Γ lower crossing of railways or ordinary roads in operation"

Description text

The execution of lower crossings at railway or road sites in operation, to build underpasses, bridges, underpasses, tunnels for the passage of large pipes, cables, etc., involves considerable technical difficulties, direct costs of carrying out significant and above all considerable works perturbations to the regularity of the exercise itself, which in turn can be quantified in further substantial indirect costs.

It is precisely in order to solve these problems in the best possible way that various systems for the construction of lower crossings have developed over time without interrupting the traffic of the upper road continuously for long periods, which aim, in addition to containing costs, first of all to disturb the traffic. regularity of the exercise itself as little as possible, limiting to the maximum Γ entity of traffic slowdowns in transit on the aforementioned upper road and using few and short scheduled interruptions of the same traffic.

The use of the prefabricated railway or road bridge deck object of this patent allows to achieve the maximum possible containment both of overall costs, direct and indirect, and of disruptions to the operation, in terms of slowdowns and interruptions, compared to what is can be obtained by using even the most convenient of all currently known systems.

This objective is achieved by limiting to the minimum necessary impact with the roadway crossed by traffic during all phases of construction of the building, resorting to temporary works as minor as possible and such as to involve practically insignificant subjection to the exercise as well as building the work starting from the top. instead, as usual, from below.

The deck can be made up of any type of material suitable for forming resistant structures and therefore of reinforced concrete, reinforced concrete, steel, steel beams with collaborating concrete slab, "steel beams incorporated into the concrete" or other, as its peculiarity it depends on the equipment inserted in it or to be coupled with it, as a kit, and on its characteristics of shape and resistance and not on the materials that compose it.

For the best description of the product, the installation and activation procedures for its operation will be set out immediately below, with contextual reference to its construction features as it is used.

Subsequently we will move on to the detailed exposition of those details, which, although already introduced in the course of the same description, deserve further clarification and explanatory insights.

In the following description, reference will be made only to the track, as it is more binding than the ordinary road, but it is clear that the above can refer to the road, with a simple change of the equivalent terms (track = road, ballast = asphalt surface, etc.).

Conventionally, by direction or longitudinal axis we mean the one parallel to the direction of travel of the vehicles on the deck and the direction or transverse axis that is normal to the same direction of travel.

The above-mentioned figures represent the product mostly in a purely schematic form and are subsequently enriched with the various constructive elements as they are introduced into the description.

In order not to weigh down the figures and make them more intelligible, some elements, even if previously introduced, in some subsequent figures, if not pertinent to the main object of the same figures, may be neglected, or, even if represented, may not be marked with their identification numbers.

These numbers with which the various details of the invention are indicated have the following meaning:

1 sliding axes, 2 benches in place or prefabricated supports placed during the launch from the top of the deck, 3 sliding beams, 4 trolley racks, 5 fixed transit and guide beams, 6 central crossing deck, 7 external transverse beams , 8 threaded bars, 9 plates for distributing loads against the ground, 10 protection tube and blocking of the bars, 11 protection tube within the deck, 12 finished excavation floor, 13 poles-abutments, 14 poles and / or sheet piles added external parts, 15 removable upper part of the access covers to the holes in the decks for housing the tops of the micropiles or poles, 16 nuts or threaded plates integral with the deck, placed either inside it or on the intrados, within which the threaded bars, 17 system for connecting transverse beams or decks to banquettes, 18 holes for lubrication of sliding surface sliding beams-fixed transit and guide beams, with p extended on the outside, 19 longitudinal contiguous complementary decks, 20 complementary deck poles, 21 holes in the decks for housing the top of the micropiles or poles constituting deep foundations of decks 6 and 19, 22 shell of the holes, 23 fixed lower part of the casing metal for Γ access to the holes present in the decks for housing the tops of the micropiles or poles, 24 element with double collar, 25 contrast beams against the top of the micropiles or poles, 26 anchoring bolts of the captive beams within Γ deck, 27 cover of the casings integral with the deck, 28 thickness between the beams and the top of the micropile armature, 29 internal projections of the shell, 30 stops for the end of stroke of the double collar element, 31 perforated plate placed on the distribution plate within which the end is housed lower part of the threaded rod, 32 lower blades of the distribution plate, 33 pincer tool for locking the threaded bar, 34 system for connecting the distribution plates to the deck, 35 plates and / or load distribution beams against the lower surface of the deck, 36 longitudinal overhangs of the deck, 37 holes in the decks with lining pipes extended up to surface to allow for the execution of injections, 38 waterproofing with relative protective screed placed on the extrados of the concrete decks, 39 coupling for traction of the deck obtained at the ends of the sliding beams.

As can be seen, the sliding axes (1) and the finished excavation plane (12) have also been numbered, although they do not constitute constructive elements of the invention, for their better identification in the drawings.

Below is announced a description of the deck with the relative procedures for installation and activation for operation.

In the course of the description, the identification numbers of the elements are always mentioned when an element is introduced for the first time, while in the following, even when the same element is referred to, these identification numbers are not always repeated.

1) At the track, in the closest possible position, without however the need to set up slowdowns, four banquettes (2) are made, two on each side, with direct foundation or on poles, in an area falling between the wires of the future road edges of the 'lower crossing and the extreme transverse sections of the deck (fig. 1 and some subsequent ones in some of which these banchettoni are partially represented).

In order not to jeopardize the regularity of the exercise, it may be necessary to protect the excavation fronts, especially on the track side, with suitable temporary support works, or, if you do not want to resort to such subsidiary works, distance the banquets from the track as necessary in order not to affect the stability of the platform seat.

In the case of long decks, other pairs of intermediate banquettes may be required to the four above-mentioned banquettes.

In relation to the type of launch that will be adopted for the deck, all the aforementioned banquettes will have partially different dimensions, accessories and purposes and in the particular case of launching from above they may not be carried out at all in this phase and be replaced by prefabricated supports placed directly in the next step 3).

2) The deck is prefabricated ((6) in fig. 1 and some subsequent ones) entirely out of work, complete with all the accessories that characterize it.

In particular, if the launch of the deck will be of the transverse type, the product has at the intrados in correspondence with the sliding axes ((1) of fig. 1 and some subsequent ones), integrally connected to the body of the deck by means of anchor bolts or anchors, sliding friction beams ((3) of fig. 1 and some subsequent ones), in C with Γ core in contact with Γ intrados and the wings facing downwards.

These beams protrude transversely with respect to the lateral edges of the deck for a useful section to constitute Γ hooking of the artifact (39) to be used for its dragging during the transverse launch (fig. 4 and some subsequent ones).

The banchettoni (2), referred to in 1), on one side have a length transversal to the track suitable to accommodate Γ deck and on the extrados they have fixed beams for transit and guide ((5) of fig. 1 and some subsequent ones) allocated in correspondence with the aforementioned sliding beams so that the hollow C-shaped profile of the latter is placed on the extrados of the same fixed beams (fig. 2) to less than a small tolerance; in this way, during lateral launching, the preservation of the right direction of movement is guaranteed.

In order to reduce the drag force between the sliding beams (3) and the fixed beams (5) during launching, trolley racks ((4) in fig. 2) can be arranged in steel rollers to be recovered at the end of the launch.

The deck can also be built directly on the banquettes or elsewhere and then be placed before launching them; it has vertical holes ((18) in fig. 2) along the sliding axes to allow lubrication of the contact surface between sliding beams and fixed transit and guide beams during launch.

If, on the other hand, the launch takes place from above with a crane, the banquettes can be of reduced length and there is no need for sliding beams, fixed transit and guide beams and trolley racks (figs. 3, 5 and 9).

3) Under the planned interruption regime, the material underneath the extended track to be crossed is excavated, removing crushed stone and the platform surface up to a depth of a few cm. lower than the finished height foreseen for the intrados of the artifact, taking care to regularize the excavation plane as best as possible ((12) in fig. 3 and some subsequent ones).

This excavation plane (12) is at a constant height, if P intrados of the deck is flat, and staggered at different heights (figs. 9b and 11 a), if P deck, depending on construction details, which will refer, is of variable thickness.

Before the excavation is carried out, if necessary for simplicity and time limitation, it is also possible to remove all or part of the track apparatus for convenient extended.

4) We then proceed with the laying of the deck (6) under the track in the emptied volume using, as already mentioned, either the transversal launch at height or the launch from the top by means of a mobile crane (in this last case obviously it will be also removed the track beforehand).

The artifact must be placed in its planimetric position envisaged as definitive, using some construction features and carrying out the operations described in 5) (fig. 3 and some subsequent ones).

5) Preliminarily it is specified that the deck (6) at the end of the interruption will rest on the finished excavation plane (12) which has just been created, on which it therefore discharges its own weight, permanent loads and accidental overloads, without speed limitations, except in a very short initial phase necessary for the tamping of the track and the settling of the structural whole.

To achieve this condition, first of all care is taken to arrange the deck in its definitive plano-altimetric structure, as already specified in 4).

In the case of launching from above, compliance with the altimetric heights is obtained by placing Γ deck on the four side banquettes (2) referred to in 1), or on four prefabricated supports placed during the same interruption on a laying surface with a height close to that of the finished excavation plane (fig. 3).

Respect for the exact planimetric location is achieved by resorting to the usual construction procedures.

On the other hand, if the launch is transversal due to the sliding of the deck on the transit and guide beams, these beams will ensure the exact altimetric positioning, as well as planimetric, of the artifact; the repeated transit and guide beams must always be tied to the banquettes referred to in 1), as they are suitable for ensuring adequate stability with regard to the stresses developed during launch.

If the supports do not fall under the projection of the deck, as they are made distant from the track, or if you want to avoid, in the case of transversal launch, to install during the interruption the extended transit and guide beams falling in correspondence of the excavation and resting on the two pairs of banquettes in front and side of the track, the particularity of the artifact is used, which is referred to.

It consists of four beams, two on each side, having an axis with a direction parallel to that transversal with respect to the deck, as shown for simplicity in all the attached figures, or also oblique with respect to this repeated transverse axis of the deck.

These beams protrude with respect to the lateral edges of the same and each originates near the extreme transverse heads of the repeated deck.

These, which will be referred to simply as external transverse beams ((7) in fig. 5 and some subsequent ones), are of such length as to ensure adequate contact area with the banquettes or the lateral surface mobile supports, in order to allow to place at the end of the launch it is deck in the exact layout foreseen as definitive (fig. 5 inherent in the case of launching from above with a crane).

In the particular case the transverse launch is adopted, these beams have an axis coinciding with the sliding axis (1), on the intrados they have sliding beams in continuation of those of the deck from which they branch off; they also make it possible, as mentioned above, to avoid placing the sections of transit and guide beams transversal to the track resting between the pairs of banchettoni (2) in front and side of the track (Figs. 6, 7, 8).

In fact, these external transverse beams (7), if constructed of adequate length, ensure support on the arrival banquettes when the center of gravity of the building still rests, with sufficient margin, within the departure banquets (fig. 6 shows the incipient landing of the deck on the arrival desk - the vertical arrow indicates the weight force of the product applied to the center of gravity G- and in fig. 7 the final position of the deck at the end of launch).

Consequently, it is not necessary to extend the repeated transit and guide beams between the banquettes in front and side of the track, to be installed during the interruption after the excavation, as in every position assumed during the translation F the deck is always in stable equilibrium and therefore cannot tip down

At this point, uniform unloading of the deck is carried out on the volume of soil underlying the finished excavation floor, through a system partly of "stilts", which is synthetically and conventionally defined as temporary support, but fully stable and safe, adjustable and lockable (fig. 8 and some subsequent ones), consisting of several pieces with relative accessories, functionally distinguishable into two groups.

a) Vertical threaded bars (8), screwed to nuts or threaded plates (16); such nuts or plates can either be incorporated integrally inside the deck (figs. 8, 9 and 10), or be blocked on the outside against the intrados of the same, so as not to be able to rotate with respect to it and result in the end recoverable for reuse (figs. 11 and 12).

The threaded bars protrude both from the intrados and from the extrados of the deck to the surface.

Since they must be able to rotate freely, they are protected, both in the section falling within the deck and in the section immersed in the ballast, by containment pipes (10 and 11).

The repeated vertical bars (8) are distributed in plan along the whole F deck, in particular, if statically necessary, also immediately behind the extreme edges of the head (fig. 11 a), and can be maneuvered from the outside from the top Γ extrados of the the artifact itself, so that, screwed, descended, and unscrewed, they rise, with respect to the body of the deck (6).

The anchoring of the nuts or threaded plates (16) inside the deck is carried out in the usual ways and therefore for concrete decks by means of anchors connected to them and embedded in the casting (figs. 8, 9 and 10) and for decks in steel by means of bolts or welds of connection to the main beams.

The connection of the repeated nuts or threaded plates to the intrados of the deck, which allows the final recovery, is illustrated in detail below (figs. 11 and 12).

b) Plates for distribution against the ground of the loads (9) on which the threaded bars (8) insist to unload the weight of the deck onto them.

The load distribution plates can initially be made integral with the deck and then form a whole with it during the launching operations.

However, they can also be completely detached from the deck and therefore, in this second case, they must be fixed on the finished excavation plane (12), before the launch of the deck, in correspondence with the future position assumed by the repeated threaded bars at the end of the launch.

After the deck has been placed in the exact plano-altimetric configuration, the aforementioned bars are screwed, operating from the top Γ extrados with suitably calibrated torque wrenches, until the ends of the same contrast, according to a desired contact force, against the plates load distribution in turn resting on the ground.

In this way, the load relating to the deck is discharged through the bars and plates onto the volume of soil immediately below the deck itself.

The appropriate calibration of the torque wrenches ensures an adequate contact effort between the ends of the threaded bars and the distribution plates and therefore a uniform pressure, or in any case of desired distribution, of these plates on the ground.

The threaded bars are then locked against the ballast containment tubes (10), in order to prevent them from unscrewing and therefore alterations in the contact pressure between the distribution plates and the ground, by means of a pincer tool ((33) in figs. 8, 9 and 12) inserted into the tube (10), as shown in detail at the end.

Since the aforementioned pipes immersed in the ballast also have the function of locking the threaded bars, they will henceforth be defined as protection and locking (10).

Should unwanted changes in the contact pressure and therefore in the structure of the product occur in the following, these bars may be appropriately rotated to restore the original pressure levels and structure.

As can be seen, the structure described is only partly in "pile dwellings" since, if similar to the pile dwellings it ensures the support of the deck with several diffused pillars, however, unlike the repeated pile dwellings, these pillars are not driven into the ground as poles , but they rest on the distribution plates.

On the repeated adjustable and lockable temporary support system of the deck, other important details will be reported at the end of the relationship.

This system, if it is dimensioned for this purpose, alone ensures, more than widely, the resistance of the whole both to the fixed and mobile vertical loads weighing on the deck and to the horizontal ones (meandering, centrifugal force, wind, earthquake, etc. .).

However, it may also not be sized, for economic or other contingent reasons, to cope alone with the loads transmitted by the deck.

In such cases, the contribution of the banquettes (2) and of the external transverse beams (7) coming out from the edges of the deck, if present, is also used (already used, during the launch, for the convenient and exact positioning of the product and for avoid the use of those sections of transit and guide beams to be placed during the interruption between the lateral supports (2)) which are then involved in order to unload a portion of the loads afferent to the deck onto the ground through the banchettoni (2).

If this occurs, these transversal beams (7) and banquettes (2) must be designed with adequate strength and rigidity and furthermore the transverse beams must be well fixed to the side banquettes themselves.

Therefore, these repeated transverse beams and banquettes are equipped with reciprocal connection systems (17) consisting of angular metal elements adequately anchored both to the transverse beams (7) and to the banquettes (2) (figs. 5, 8, 9 and 10).

If the transverse beams lack the reciprocal connection systems, they link the deck (6) directly to the banquettes (2) (figs. 3, 4 and 10 - pertaining to complementary contiguous longitudinal decks (19) of which we will refer).

Said metal elements are equipped with corresponding holes which, at the end of launch when the deck is in its final position, are coaxial so as to be crossed by bolts which make the stable connection of the transverse beams, and therefore of the deck, to the banquettes (shown schematically in Fig. 3 and some subsequent ones; some figures do not reproduce the connecting bolts of the metal elements and the anchor bolts of the repeated metal elements to transverse beams and banquettes).

As can be seen from the figures, these elements of mutual connection on site at the end of launching can be of various shapes.

In particular, if the sliding beams (3) are used, they simply consist of holes drilled in said beams (3) and in correspondence in the transit and guide beams (5), which are crossed at the end of launching by bolts, thus realizing the intended purpose, which is to connect the deck and banquettes adequately (figs. 4 and 8).

Furthermore, as already mentioned, the transverse beams (7), as well as the body of the deck (6) from which these beams branch off, must have adequate strength and rigidity, also obtained by making them of greater thickness and of materials with higher mechanical characteristics. compared to the remaining extended deck (see for example Figs. 9, 10 and 11 in which the transverse beams and the relative transverse section of the deck, to which they abut, are thicker than that of the remaining current body of the deck) .

In this case the finished excavation plane (12) is not at a constant height but is arranged according to staggered planes having different depths to follow the variable course of the intrados (figs. 9b and 11 a).

Benches (2), transversal beams (7), connection system (17) of the two aforementioned elements and the body of the deck (6) can also be specially sized to contribute to the steady load support, in addition to the deep foundations that are will describe in 7).

In this case, banquettes (2), transverse beams (7) and the connection system (17), in addition to being used during the construction of the artifact, are configured to all intents and purposes as structures constituting permanent parts of the final work.

It goes without saying that in such circumstances, often, the banquettes (2) must be equipped with deep foundations and that transverse beams (7) and sections of deck (6) from which they branch off, having to be adequately robust and rigid, are if statically necessary, of greater thickness and made of materials with superior characteristics compared to the remaining extended current of the same deck (see cited figs. 9, 10 and 11).

The considerations on the contribution to the support of the deck, in the transitional period in addition to the temporary support system and when fully operational in addition to the definitive foundations, are valid even if the building is devoid of external transverse beams (7) with the only difference that the connection (17) connects the deck (6) directly to the banquettes (2).

6) Once the operations described in 5) have been completed, the ballast and the track are reconstituted and then circulation is reactivated by establishing a brief initial slowdown at the deck and the junctions, necessary for the consolidation of the ballast and the structural whole.

After this short initial period, the line speed is restored and will no longer be reduced.

7) The next phase consists in creating the definitive foundations of the deck, which in the present transitional phase ensures the transit of vehicles without any slowdowns, except in the short period immediately following the launch, resting, through the provisional support system constituted by the threaded bars and distribution plates, directly on the underlying volume of soil, which must subsequently be removed to create a lower crossing.

Obviously, this excavation can only be carried out after the definitive foundations of the deck have been built in the way that is reported.

It should be noted at this point that the deck at the vertical planes passing through the extreme edges of the road of the future road below is equipped with a series of through holes ((21) in fig. 9 and some subsequent ones) left on purpose during its construction, reachable from the outside through suitable access guards ((15) and (23) of fig. 9 and some subsequent ones), which contain the ballast.

During scheduled interruptions, without establishing any traffic slowdown at the closure of the same, micropiles or poles are built through these holes ((13) in fig. 9 and some subsequent ones) by passing through them both the equipment needed to carry out the drilling, that the materials used to form the micropiles or piles themselves.

The connection between the deck (6) and the deep foundations takes place within the aforementioned holes (21) which are equipped with suitable mechanisms to create an interlocking bond between the two structures, and which, moreover, in order to make it even more solid the connection, are finally sealed, with the heads of the poles drowned, with suitable mortars with high characteristics.

This rigid pile-deck connection system will be described in detail at the end.

The aforesaid poles can be actual poles or micropiles of the drilled or driven type; in the following for the sake of brevity they will in any case be generally defined simply as poles, unless specific reference is made to micropiles.

Furthermore, in consideration of the fact that they will carry out to all effects the function of the abutments of the deck, they will often be briefly called palispalle ((13) of figs. 9, 10, in which for greater clarity only the platband of the deck with ballast is represented, but without finishing works such as parapets, footpaths, cable ducts, etc. and 11 in which only the platform platform and the provisional support system are reproduced, but not the banquettes).

At each headroom the poles can be arranged in several rows, even if in the figures only the simplest case of a single row of poles-shoulders per headboard is represented.

Axes of the rows of posts-shoulders (13), of the external transverse beams (7), if present, and of sliding (1), if transversal launch is used, can assume the most varied reciprocal positions.

In fact, they can be parallel to each other, as shown for simplicity in all the attached figures, or in any case oblique to each other.

If parallel, all three can coincide with each other or two at a time, as in figs. 6, 7, 8, 9 and 10, or be completely distinct, as in fig. 11.

The posts constituting the abutments of the deck, like all structures of this kind, are endowed with considerable resistance to vertical loads, but with a lower relative resistance to the transverse forces formed above all by the horizontal components of the ground thrusts.

This low resistance to transverse thrusts is all the more penalizing the greater the free height subject to the active thrusts, i.e. that included between the excavation plane below the deck executed to obtain the underpass and the intrados of the deck and the greater the loads permanent and accidental overloads weighing on the embankment behind the posts-shoulders.

Indeed, the posts-shoulders, having the top wedged into the deck, are much less stressed than poles otherwise constrained; nevertheless it could be equally necessary to resort to large dimensions or to several rows of poles.

In such cases, in order to contain costs, it is necessary to mitigate the extent of the transverse forces acting on the posts-shoulders.

A first system aimed at achieving this purpose consists in extending the deck beyond the outermost rows of posts-abutments with longitudinal overhangs ((36) in fig. 9, in which the overhang is not very pronounced, and in fig. 11 a in which this overhang is instead very extended, being of a length comparable to the half-span of the same deck).

These overhangs support the weight of the ballast and the related accidental overloads affecting the sections immediately close to the posts-shoulders (13).

Consequently, the thrusts due to the ballast weight and the overloads external to the deck occur on the posts-abutments only below the horizontal section of intersection between the repeated posts-abutments and the plane originating from the lower external edge of the inclined overhangs of the angle of internal friction of the ground Φ, that is below the plane CI -CI of fig. 11 a.

The fact that the thrusts due to overloads and part of the permanent loads do not affect a consistent upper extension of the posts-shoulders significantly decreases the overall entity of the stresses acting on the repeated posts-shoulders.

If in spite of this first expedient the posts-abutments alone do not satisfy the stability checks equally, other piles or sheet piles are added to them ((14) in figs. 9 and 10) this time, however, external to the deck with the top in contact with the head edges of the deck itself and therefore with behavior typical of the tie-rod bulkheads, as the translation of the top from the deck itself is prevented.

The posts-abutments (13) are subjected to vertical and horizontal forces and the external piles or sheet piles added (14) to predominantly horizontal forces.

Even if the use of the added external piles proves insufficient or very expensive, or if it is not wanted to be adopted, in order to cope with the heavy effect of the horizontal components of the thrust of the earth on the piles, another constructive device is used.

The deck to be installed will not have the length geometrically strictly necessary to constitute the underlying crossing, but, on both sides, it will be suitably longer in the longitudinal direction, i.e. in the direction of the transit of the convoys, thus involving a greater extension of track (fig. 10 in which, for greater clarity, half of the decks are shown without crushed stone),

Therefore Γ deck as a whole consists of two parts: a central crossing deck (6) and two adjacent decks in the direction of travel called complementary contiguous longitudinal ones (19).

These complementary decks can form a whole with the central deck or be linked to it by interlocking, hinge or support, after installation, or be completely separated from it.

These complementary decks of the central deck are obviously launched with the same procedures set out in 4) and 5), if they do not already form a whole with the repeated central section, they also presuppose for the relative initial support at the level the construction of other banquettes. or prefabricated supports in addition to the minimum of four described in 1) and can be equipped with external transverse beams of the type always referred to in 5).

Once launched, they also rest on the underlying ground by means of the provisional support system described in 6) and in this condition they will be passed by the moving means.

In fig. 10 shows the particular case that the three decks are separated from each other, that only the central deck (6) is equipped with external transverse beams, that the two longitudinal contiguous complementary decks (19) rest on mobile supports formed during launch and which are equipped with a temporary support system different from that of the central crossing deck in terms of distribution, size and external shape but with the same functional characteristics.

The longitudinal contiguous complementary decks (19) are also equipped with several through holes (21) but not necessarily limited only to the transverse head edges, as for Γ central deck (6), but also arranged in the central body of the decks (19) according to the most convenient static distribution (fig. 10), as the poles branching off from them will not cause any discomfort when fully operational.

Poles (20) are built through these holes which are then tied to the decks themselves with the same system used for the central deck.

These poles of the complementary decks (20) along the upper extended Γ falling within the ground up to a height equal to the future lower floor of the crossing, are treated in such a way as to present reduced lateral friction against the same ground using the suitable systems offered by the current technique ( jacketing, bitumen coating along the side surfaces, etc. (fig. 10)).

When subsequently the threaded bars of the provisional support system are unscrewed, the load relating to these longitudinal contiguous complementary decks (19) will be transferred through the poles (20) to the deep layers of soil and will almost no longer burden the embankment immediately below them, in as the poles that support them, as specified, have very low lateral friction with the ground along the extended top.

The use of the longitudinal contiguous complementary decks (19) ensures that when fully operational on the posts-abutments (13) and on any added external piles or sheet piles (14), only Γ thrust effect due to the weight of the embankment between the intrados of the same side decks (19) and the lower free floor below is the central deck.

In this way the heavy effects of accidental overloads and of the upper layer of soil afferent to the same longitudinal contiguous complementary decks (19) are eliminated, with a considerable reduction in the stresses incident on the posts-abutments (13) and on any added external piles or sheet piles ( 14).

The poles (20) that support the extensions of the central deck, on the other hand, not having to support excavation fronts, as they are entirely immersed in the ground, are not subject to any horizontal thrust, if they belong to rows far from the poles-abutments, and to very slight horizontal thrusts , if belonging to rows close to the repeated posts-shoulders.

8) Once poles-abutments have been made, poles afferent to the longitudinal contiguous complementary decks and connected rigidly and stably to the above decks, in the manner that will be detailed at the end, we proceed to carry out a series of mortar injections on the back of the poles-abutments below the longitudinal overhangs (36), in order above all to close the openings present between the posts-abutments themselves (fig. 9), and a series of injections under the platform planes external to the deck and close to the relative head edges, at the aim above all to increase the resistance of the underlying ground and therefore to decrease the thrusts exerted on the posts-shoulders to the benefit of the latter; this expedient is added to the systems already illustrated aimed at containing the stresses acting on the poles-abutments themselves.

The injections on the back of the posts-abutments under the longitudinal overhangs (36) are carried out from above Γ deck using holes ((37) in fig. 9) left in the same artifact near the transverse edge ends, extended with pipes up to the surface for its access.

Then the threaded bars (8) of the temporary support system of the three decks or only of the single central crossing, if it is the only one placed, are unscrewed and retracted to deactivate the repeated temporary support system and they are demolished or removed, in order to a possible reuse, the external transversal beams (7) and the banquettes (2), if not compatible with the final configuration of the work.

If, on the other hand, banquettes (2) and transverse beams (7) have been sized to constitute statically necessary permanent elements of the deck, they obviously should not be eliminated.

Once these operations have been carried out, the loads affecting the decks are fully transferred to the deep foundations built in operation, i.e. to the posts-abutments (13) of the central crossing deck (6), to the posts (20) of any adjacent longitudinal complementary decks (19) as well as, if so envisaged in the project, also to the banquettes (2) through the transverse beams (7).

Likewise, all those accessory elements of the deck that are no longer necessary and can now be recovered are removed, such as the removable upper parts of the access guards (15) to the housing holes of the top of the poles, protection and locking tubes (10) of the threaded bars, pipes (37) above the extrados for Γ execution of the injections in the ground, pipes (18) above the extrados for the lubrication of the contact between sliding beams and fixed transit and guide beams, the connection system (34) distribution plates-deck (in described below), the same distribution plates (9) and more.

9) At this point we proceed to excavate under the central deck to constitute the crossing without any limitation for the traffic that affects the overlying decks, since they are supported by the definitive foundations.

On this occasion, if not yet removed, the load distribution plates of said deck and those of the longitudinal contiguous complementary decks are recovered, if they can be withdrawn, as otherwise they remain to be lost.

In particular, it is sufficient to cover the posts-shoulders, statically sufficient, with a simple protective wall in view and constitute the lower plateau of the crossing.

As you can see, the complete construction of the crossing, using the deck described, in addition to being very economical, above all achieves the primary purpose of disturbing the regularity of the operation as little as possible.

In fact, this possible disturbance occurs only for a few hours immediately following the launch of the building in conjunction with the Γ institution of a very short slowdown, if deemed necessary, and then in no other phase of construction, not constituting any prejudice to circulation Γ use of subsequent scheduled time interruptions, however of a very limited number, to be instituted only during phases 7) and 8).

However, normally it is also possible to avoid the aforementioned very short slowdown only that, in the case of the track, take care to adequately tuck it up along the small extended emptied during the launching operations and, in the case of the road, take care to immediately put in place the road surface uprooted.

The invention therefore best achieves the objectives of maximum containment of the prejudice to the regularity of the exercise and the costs for which it was conceived.

Sometimes it is possible to avoid the realization of some construction elements described on the basis of technical choices to be made case by case, taking into account the particular environmental conditions constituted by the nature of the ground, by the distance from the track at which it is possible to build the banquettes described in 2 ) without disturbing the circulation, the entity of the moving loads, the dimensions and weights of the product and other contingent factors.

The bridge deck can also contain more than one track or road. In this regard, the case of station underpasses is typical.

When a deck is affected by several tracks or roads, nothing changes with respect to what has been reported up to now and what will follow, except that usually the transversal width of the deck will be greater than the longitudinal length and which arises in each intervia or a pair of banquets common to both tracks or adjacent streets, or a double pair, two for each adjacent track or street, so that the total number of banquets is higher.

Given general characteristics, methods of installation and activation of the deck, we now move on to the detailed description of those elements which, although mentioned, deserve further study which are:

1) the interlocking constraint system of the top of the posts-abutments (13) to the central deck (6) and of the poles (20) of the complementary decks longitudinal to these same decks (19);

2) the temporary support system of the deck.

Starting from the rigid and stable reciprocal connection system of deep foundations and decks, it should be noted that it is schematically represented in fig. 11, of which figs. 11b, 11c and 11d, which represent smaller details, are on a larger scale than in fig. 11 a, which contains an overview; in this fig. 11 a, for greater clarity, only Γ deck is shown with the provisional support system but without ballast and all other accessory elements.

Fig. 11 refers to concrete deck; to avoid graphic burdens, the sections of concrete and sealing mortar within the shells (22), of imminent description, are only hatched in fig. 11a, but not in figs 11b, 11c, 11d.

The rigid connection between poles and decks occurs within and through suitable through holes ((21) of Figs. 9, 10 and 11) prepared in the repeated decks during their prefabrication.

The horizontal sections of these holes are constant or decreasing proceeding from the bottom to the top (figs. I l a, l ic and l ld).

If decreasing, they better guarantee the clamping of the underlying poles (13.20) in the holes (21) and then in the decks (6.19), taking advantage of the Γ wedge effect determined by the upward tapering of the sections themselves.

In addition, the holes have an internal formwork, which will often be called shell (22 of fig. 11), consisting of high-adhesion sheet metal with mortar and concrete, even in the case of concrete decks, as well as obviously for those in steel, to ensure both greater constructive ease in casting the deck itself and better adherence with the final sealing mortar of the pile heads.

This shell (22) protrudes a few centimeters both from below the intrados and from above the extrados of the deck.

Clearly the minimum internal section of the holes (21) is such as to allow the comfortable passage of the drilling tools and the materials in place constituting the piles, in the case of bored piles, or of the shaft of the finished piles, in the case of driven piles.

These holes are made accessible from above through metal casings (15) and (23) containing the ballast originating from the extrados of the deck and ending at the top near the rolling surface.

The casings are composed of two parts: the lower one (23) permanently integral directly to the deck or to the upper protrusion of the shell (22), as shown in fig. 11 c and fig. 11d, and the upper one ((15) of figs.

9 and 10) which, during the formation of the poles, is grafted to the lower one and extends to the surface, in order to allow Γ access from the top to the holes and, once the poles have been completed and solidified to the decks, is definitively removed at the end of the phase 8).

The interlocking between holes and poles is entrusted to a metal element with double collar (24) and to beams (25), to be placed after the formation of the repeated pole, which rigidly block the upper end of the pole against the deck; this assembly is further stiffened by final sealing mortar poured into the free voids still present after the installation of the aforementioned elements.

We limit ourselves to describing the case that the profile constituting the reinforcement of a micropile must be interlocked, as this is an extension to the case of other types of poles, whether drilled or fixed, of course.

After drilling the hole, the reinforcement of the micropile is inserted, consisting of a tube or profile, with the top as close as possible to the extrados, and the mortar is injected into the hole in the micropile approximately up to the intrados of the deck, so as to occupy a small part of the lower end of the shell.

Subsequently, a metal element (24) is introduced into the shell (22) consisting of two collars (24-1) rigidly connected by two squares (24-2) of a length close to the thickness of the deck; for greater clarity, this double collar element (24) is shown separately in fig. lb while in the other figures 11 is inserted in the whole.

The two collars (24-1) are circumscribed to the armature of the micropile or to the pole in a forced way and likewise the whole constituted by the collars (24-1) and the squares (24-2) is also inscribed on the internal surface of the formwork (22) in a forced manner and therefore with the maximum possible interference; in order to ensure this stable coupling, the shell (22) of the holes in the lower part, when it is flared, presents inside it projections (29) which protrude from it until they forcefully touch some of the external surfaces of the element a double collar.

Furthermore, if due to defects in mechanical processing, there should be found during the installation phase of the double collar of the gaps between the shell (22), double collar (24) and the armature of the micropile or pole, these gaps will be eliminated, forcing in the identified suitable gaps thicknesses of steel, so as to determine appropriate interference in the couplings between the various elements.

The downward stroke of the double collar element is also blocked by appropriate stops (30) that stand out from the internal surface of the shell.

In particular, since the repeated element with double collar forcibly adheres to the reinforcement of the micropile or to the finished pole and to the shell only along linear lines and small areas and therefore partially, large gaps remain which allow easy Γ easy passage in depth of the final mortar sealing.

In correspondence with the double collar-shell contact areas, if statically necessary, steel plates should be placed outside the shell itself to better spread the stresses on the surrounding casting in the case of a concrete deck (figs. 11c, 11d).

Once this element (24) is forcibly inserted into the hole (21), thus arranging itself with adequate interference around the profile and within the shell, collaborated with adequate metal thicknesses forced into any identified gaps, it creates a stable coupling and therefore prevents any movement reciprocal between deck and profile, both for translation along the horizontal planes and for rotation around horizontal axes.

Therefore, after the installation of the double collar element (24), the only reciprocal movement still possible between the decks (6,19) and the profiles of the poles (13,20) remains only the one along the vertical axis, that is to lower the deck with respect to the profile, which is fixed, as it constitutes the reinforcement of the deep foundation blocked against the ground.

After some time for the setting and hardening of the micropile jet (13, 20) to take place at an adequate level, in order to eliminate this last movement, which is still possible, we resort to the use of suitable beams (25) placed in contact with the top of the sections.

These beams can be arranged both longitudinally, and in this case they are of limited extent and each is related to as many holes as there are rows per head, or they can be arranged transversely, and in this case they will be almost as long as the decks are wide and in number equal to the number of rows of holes.

In fig. 11 a schematically represents both alternatives reported, by way of example, on the same ideal deck.

It is understood that for each single real deck, one or other solution should normally be adopted.

The detailed sections QQ, RR of fig. 11b and 11c are related to the first choice, those Q'Q 'and R'R' are related to the second choice and the horizontal sections 00 and PP are valid for both solutions.

In any case, the beams (25) are blocked against the deck by bolts (26) that are captive within the deck itself and exiting from it with the tip pointing upwards near the holes (21) left in the deck itself; in order to ensure a certain contact between the beams and the profiles, suitable metal shims (28) are placed to be interposed between the intrados of the beams and the top of the repeated profiles.

In this way Γ deck can no longer lower than the micropile profiles.

The captive bolts (26) were anchored to the decks obviously at the origin during the construction of the artifacts themselves.

In particular, if the deck is metal, this constraint occurs according to the usual connection systems of the metal carpentry, if it is in concrete, according to the usual technique of blocking the log bolts within the conglomerate.

Since all the reciprocal degrees of freedom between the deck and the micropile profiles have been eliminated, the mutual interlocking between the two elements can be considered realized.

After the mechanical interlocking connection between the top of the profiles constituting the reinforcement of the posts-abutments and the deck made by means of a double collar and beams, special quick-hardening, high-strength and anti-shrinkage mortar is poured into the shell, for definitive sealing and further stiffening of the joint.

When fully operational, the system described is protected at the top by a metal cover (27) to be placed on the lower part of the metal casing integral with the deck or the shell, after the upper part of the casing has been removed, which, as reported, is removable. .

We now move on to the detailed description of the temporary support system of the deck.

Reference is made to the case of concrete deck and nut positioned outside against the intrados of the deck (figs. 11 a and 12), since the extension to the case of deck in steel or other structural material and / or with plates is obvious. threaded or nuts inserted inside.

It should be noted that the scale of fig. 12 b, which represents more complex construction details, is greater than that of figs. 12a and 12b.

The overall section of fig. 12 a, regardless of the actual provisional support system, indicating the casting of the decks (6), (19) within which the protective tube (11) of the threaded rod (8) lies to be lost.

Above the casting, the waterproofing layer of the deck protected by the relative screed (38), the ballast and two crosspieces in section surmounted by the rail seen from the side are represented in order, while, below the casting, they are represented in the order the formworks, an air space reserved for the distribution plates and the finished excavation surface (12) on which the plates themselves rest.

We now move on to the detailed description of the temporary support system, starting from the bottom and then from the load distribution plates (9).

These plates, which in this case are metallic but could be of another material as long as they are structurally suitable, have high flexion-torsional stiffness ensured by adequate height and width.

In correspondence with the area where the end of the threaded bar lies, they have a plate (31), rigidly connected to them and equipped with a hole coaxial to the axis of the bar of the threaded bar (8), intended to accommodate the same end inside. bottom of the bar with a margin of tolerance that is as small as possible.

This perforated plate therefore has the function of preventing horizontal reciprocal deviations between the distribution plates and the threaded bars and therefore the deck, since it is in turn integral with the bars.

In addition, the repeated distribution plates (9) are equipped with lower blades (32), both parallel and normal to the longitudinal axis, therefore with a "coffered" arrangement, which sink into the ground under the loads to which they are subjected.

The plates (9) therefore, being "clamped" into the ground, are prevented from undergoing horizontal displacements in any direction facing.

The immobility of the distribution plates is thus ensured, and therefore an admissible mobility of the deck (integral with them through the threaded bars blocked by the perforated plates) even under the effects of intense horizontal longitudinal and transverse forces.

Each threaded rod contrasts against the plate by direct contact.

The repeated distribution plates during launch can be connected to the deck (fig. 12c).

In this case they will protrude with respect to the lateral edges of the same deck so as to be able to be crossed, at the same protruding ends, by vertical bolts (34-2) inserted at the top into a bracket (34-1) which is in turn fixed by means of log bolts to the deck; during the launch the plates will adhere to the deck.

Obviously, once the launch is complete, before rotating the bars (8) to unload the weight of the deck on the ground, it is necessary to release the plates from the deck itself, loosening the nuts of the connecting bolts (34-2).

As already mentioned, if, due to particular circumstances and needs, the plates during the launch are not connected to the deck, before launching they must be positioned on the finished excavation floor in a suitable position to accommodate the bars.

The recovery of the plates (9), as mentioned above, can take place at the end of phase 8), immediately after the final unscrewing of the bars (8), or during phase 9), by simple extraction from under the decks.

The plates at the end can also be left alone, if obviously they do not fall in correspondence with the intrados in view of the central crossing deck.

Finally, it should be noted that the plates afferent to each transverse row of threaded bars can be either separated from each other, as shown in particular in all the figures, or be mutually connected in such a way as to form a single large plate on which it insists Γ the threaded rods.

For the same deck they can obviously differ from each other in shape and size (fig. 11 a).

Proceeding towards 1 'up, you can observe the nut (16) within which the threaded bar rotates, placed in contrast against the intrados of the deck through interposed plates and / or load distribution beams against the intrados itself (35).

This nut (16) is directly welded to the load distribution plates and / or beams (35) or to brackets (35-1) which are in turn integral with the repeated load distribution plates and / or beams (35).

In this way the immobility of the same nut with respect to the bar is ensured, so that it can effectively rotate internally.

This is followed by the protection tube (11) of the bar immersed within 1 'deck, equipped with two extreme flanges (11-1) at the intrados and extrados of the deck, rigidly connected to the tube itself; anchors branch off from these flanges to ensure a better connection between the pipe and the deck.

If the deck is metallic, the connection between pipe (11) and deck (6), (19) takes place with the usual systems of welded or bolted connections typical of metal structures.

These two flanges (11-1) have holes for the passage of the threaded bars with a diameter such as to ensure the smallest possible tolerance with respect to the same bars, so as to prevent reciprocal rotations between the deck and the bars themselves.

Above the extrados there is the protection and locking tube (10) involving the ballast, inside which obviously lies the upper part of the threaded bar (8).

The protection and locking tube has a polygonal section, therefore not circular, and has a flange or lower perforated brackets (10-1) connected with bolts to the upper flange (11-1) of the containment tube (section UU of fig. 12 b).

The unscrewing of these bolts during the referred phase 8) allows the recovery of the protection and locking tube.

After the bars have been rotated until they assume their final position, and therefore shortly before reactivation at the final launching exercise, a pincer tool (33) is introduced into the upper end of the protection and locking tube (10). which ensures the locking of the bars against the tube itself in order to prevent them from unscrewing, so that the pressure exerted by the distribution plates on the ground remains unaltered.

To describe this tool (sect.SS and sect. TT in fig. 12b) it is first necessary to specify that the upper end of the threaded rod has a nut (8-1), rigidly connected to it, or with welding, as shown in the figure , or by tightening a lower lock nut, in which to introduce the dynamometric wrench, or its extension, which will have to rotate it.

This nut is located a few centimeters below the end section of the bar, so as to leave a small free upper section.

Moving on to the description of the pincer locking tool (33), it should be noted that it consists of a base (33-1) of which two sides are at a reciprocal distance less than the distance of the internal surfaces of the pipe, less than small tolerances and having a central hole coaxial with the threaded bar and with a diameter such as to allow Γ insertion of the base into the bar with less than minimum tolerances.

Two levers (33-2) are connected to this base, of which at least one is hinged to it and the other is fixed or also hinged.

The two levers at the top are each equipped with holes with coaxial horizontal axes, suitable for accommodating a bolt (33-3).

To lock the bar against the tube, insert an open tool into the same tube, thus simultaneously occupying the hole in the base of the tool with Γ free upper end of the bar, until this base stops against the nut (8-1 ) above the repeated bar.

It should be noted that, in turn, the external edges of the levers (33-2) touch the corresponding internal faces of the tube (10), up to the smallest possible tolerance, so that the tool as a whole is adherent, up to minimum tolerances , to the repeated polygonal tube (10) and therefore cannot rotate with respect to it.

Once the Γ pincer tool (33) has been introduced into the containment and locking tube (10), the two levers (33-2) approach, or at least Γ the only movable tool in the case Γ another one is fixed to the base (33 -1), until they touch the free upper extended Γ of the bar (8) adhering perfectly to them, as they are suitably shaped to achieve this condition when closing is complete.

Insert the bolt (33-2) in the upper holes and tighten the relative nut with high torque so that the levers are strongly pressed against the extended end of the threaded rod, so as to be integral with it.

At this point the bar can no longer rotate because it is a whole with a pincer tool, which in turn, as referred to above, cannot rotate with respect to the protection and locking tube (10) as it adheres to its polygonal surface internal, and therefore not even with respect to the deck.

In practice, the details of execution, dimensions, materials, shape and the like of the deck may in any case vary without therefore departing from the scope of the invention and therefore from the domain of this industrial property.

Claims (2)

CLAIMS 1) Out-of-work prefabricated bridge deck for the construction of lower crossings on railways and roads in operation consisting of any type of structurally suitable material, equipped with vertical through holes (21) arranged along two or more rows falling near and parallel to the edges of the road below, set back towards the embankment from the road. 2) Bridge deck as in 1) through whose holes (21), introduced above, once it has been launched on site, poles or micropiles are built, which are subsequently joined together to the deck itself to constitute the definitive foundation with the function of shoulders and which are therefore defined as poles-shoulders (13); during the construction of the posts-abutments and until these posts-abutments are solidarized to the deck, the artifact is placed on the ground by means of a provisional but largely stable support system, which will be referred to; the formation of the posts-shoulders takes place during scheduled traffic interruptions, which in the other intervals of the day takes place regularly on the same deck without slowing down and therefore without suffering any subjection, except for a possible slowdown of very short duration established immediately after the launch; however, this slowdown can usually be avoided by carrying out, in the case of the track, an adequate tamping at the end of the launch and, in the case of an ordinary road, the formation of asphalt on the deck; 3) Bridge deck, according to the preceding claims, under which, after the definitive foundations constituted by the palispalle (13) have been built, it is excavated, without any subjection to the traffic passing on it, to obtain Γ lower crossing with related finishes including the facing of the posts-shoulders; in this way the overall construction of the crossing does not cause any prejudice to the regularity of the operation or at the very least disturbs it in the least due to the possible very short slowdown immediately following the launch mentioned above, which normally, however, as reported, is easily avoidable . 4) Bridge deck, according to the preceding claims, which, once prefabricated out of work, can be launched on the final site or from above by crane or transversely at height. 5) Bridge deck, according to the preceding claims, characterized in that it has banquettes (2 ), to an extent of at least two on each side and, if necessary, also with deep foundations, the construction of which, to be carried out before launch, does not cause disruption to the operation; they are aimed, in the case of launching from above, to constitute temporary supports for the leveling of the deck and, in the case of transverse launching, to support the fixed transit beams and sliding guide which will be mentioned; in order to avoid prejudice to the regularity of the operation during their construction, these banquettes can in any case be spaced from the track or, if close together, they are made using suitable provisional works to support the fronts of the related excavation. 6) Bridge deck, according to the previous claims, characterized by the fact that in the case of launching the deck from above, prefabricated provisional supports (2), placed in place in the initial stages of the same launch, can be placed in place of the aforementioned banquettes. 7) Bridge deck, according to the preceding claims, characterized by the fact that, if it is of the type to be launched transversely at height, it has at the intrados in correspondence with the sliding axes (1) two or more C-shaped sliding beams (3) rigidly attached to its intrados on the side of the core and with the wings pointing downwards. 8) Bridge deck, according to the preceding claims, characterized by the fact that these sliding beams (3), during launch, slide against fixed transit and translation guide beams (5), adequately fastened to the underlying banquettes (2), also arranged 'they according to the sliding axes (1), with F extrados located within the recess of the same slip C-beams (3) up to small tolerances, which during the transverse launch guide F deck along the direction of the sliding axes ( 1). 9) Bridge deck, according to the previous claims, characterized by hooks (39) made at the ends of the sliding beams (3) to be used for dragging the deck during the transverse launch. 10) Bridge deck, according to the preceding claims, characterized in that it has, in correspondence with the sliding axes (1), holes for lubricating the sliding surface of the sliding beams (3) - transit and guide beams (5 ) with casing pipes extended up to the surface (18), which can be removed after launching. 11) Bridge deck, according to the preceding claims, characterized in that, in order to reduce the dragging force during the transverse launch due to the friction between the sliding beams (3) and the fixed transit and guide beams (5), it has , interposed between the repeated sliding beams (3) and the fixed transit and guide beams (5), of the trolley racks (4) made of steel rollers, to be removed at the end of launching. 12) Bridge deck, according to the preceding claims, characterized by the fact that it has beams (7) protruding from the lateral edges of the same decks as their extension, with transverse or sub-transverse axis to the direction of travel, originating in the area falling between the edges head of the decks and the wires of the edges of the future road below, which during the launch ensure the support of the decks on the banchettoni (2), especially if these do not fall entirely under the deck, facilitating their exact plano-altimetric positioning; moreover, in the particular case of transverse launching, they allow to eliminate the sections of fixed transit and guide beams (5) comprised between the pairs of banchettoni (2) in front; if the repeated transverse launch is adopted, the sliding axes (1) must fall on the plan within the area of the external transverse beams, which also have the sliding beams (3) below, as well as the body of the deck; hereinafter these elements will be referred to as external transverse beams (7). 13) Bridge deck, according to the preceding claims, characterized by the fact that in the initial transitional phase between the relative launch and Γ activation of the posts-abutments (13), which constitute the definitive foundation, unload its own weight, permanent and mobile on the ground, which will eventually be removed to obtain the lower crossing, by means of a temporary support system of the same adjustable and lockable deck, consisting of threaded bars (8), of underlying plates for distributing the loads against the ground (9 ) and related accessories. 14) Bridge deck, according to the preceding claims, characterized in that the threaded bars (8) have a vertical axis, are distributed along the deck, protrude both from the intrados and from the extrados to the surface and are screwed to nuts or plates threaded (16) which are either rigidly incorporated inside the deck (disposable), or rigidly fixed against its soffit with interposed beams and / or load distribution plates (35) (eventually recoverable); above each bar has, after a short free extension, a nut welded to it or strongly tightened to a lower lock nut so as to be in any case rigidly connected to the bar. 15) Bridge deck, according to the preceding claims, characterized by the fact that the threaded bars (8) can be maneuvered from above the extrados of the artifact itself, by inserting the key in the above nut, so that, screwed, they descend until they meet with deliberate force against the underlying distribution plates (9), which are arranged with a normal axis or slightly inclined with respect to the lateral edges of the deck, thus transferring the loads afferent to the deck, and unscrewed, rise up, with respect to the body of the deck, until it comes out completely to be recovered. 16) Bridge deck, according to the preceding claims, characterized in that, so that the bars (8) can insist against the distribution plates (9) by exerting a force of controlled value, so that also the pressure discharged against the ground by the same distribution plates (9) are adjusted as desired, they are screwed using a torque wrench. 17) Bridge deck, according to the preceding claims, characterized in that the threaded bars (8), in order to rotate freely, are contained within the deck by protective tubes (11) and in the section immersed in the ballast by protective tubes and locking (10), the latter having a non-circular polygonal internal section. 18) Bridge deck, according to the preceding claims, characterized by the fact that the protection tube (11) within the deck has extreme flanges in correspondence with the intrados and extrados planes of the deck with holes of such diameter to guarantee only a minimum tolerance with respect to the diameter of the threaded rods (8), so that these rods always maintain the vertical position. 19) Bridge deck, according to the preceding claims, characterized in that, after the threaded rod (8) has been screwed with a torque such as to induce a predetermined contact force on the plates, it is blocked, so that it can no longer rotate so that this contact force remains unchanged, using a special pincer tool (33); this tool is constituted by a base with a hole of diameter calibrated on the diameter of the bar having two levers both hinged to it or one fixed and the other hinged; it is first introduced into the top of the protection and locking tube (10) by simultaneously inserting its perforated base into the free upper end of the bar; then the two upper levers approach said upper free end of the bar; then these levers are strongly tightened against the repeated free upper end of the bar, by screwing a bolt inserted into the coaxial holes with which the tops of the levers are fitted to the relative nut; in this way the tool is integral with the threaded bar and therefore prevents any rotation, as it is shaped in such a way as to adhere, except for the smallest possible tolerances, to the internal perimeter of the protection and locking tube (10), which is polygonal . 20) Bridge deck, according to the preceding claims, characterized by the fact that the load distribution plates (9) against the ground are equipped at the bottom with steel blades (32) with a "coffered" arrangement and therefore in a longitudinal and transverse direction which , under the effect of the higher loads, they sink into the ground, thus ensuring Γ immobility of the plates themselves, even if subjected to horizontal forces, however intense and direct. 21) Bridge deck, according to the preceding claims, characterized by the fact that the load distribution plates against the ground (9) are equipped at the top with suitably thick plates (31), welded or bolted to them, having a central hole on which, unless tolerances are as small as possible, the lower ends of the threaded rods (8) enter when they are screwed; in this way Γ deck, since it is integral with the bars, in turn constrained to the distribution plates (9) by means of the aforementioned perforated plates (31), reacts to horizontal forces, however intense and direct, undergoing admissible displacements. 22) Bridge deck, according to the preceding claims, characterized by the fact that the load distribution plates (9) against the ground are joined during the launching to the deck with a suitable connection system (34) which hooks the ends of the distribution to the body of the deck at the longitudinal side edges of the deck itself. 23) Bridge deck, according to the preceding claims, characterized by the fact that the load distribution plates (9) against the ground during launching are separated from the deck so that, in this second case, they must be placed against the ground before of the launch of the repeated deck, in a suitable position to accommodate the lower ends of the bars (8) within the perforated plates (31). 24) Bridge deck, according to the preceding claims, characterized by casings (15) and (23) in extension of the holes (21) which originate from the extrados and reach the surface level, which, containing the railway ballast or the asphalt surface, allow the passage of the drilling tools and the materials in place constituting the piles or of the entire piles themselves, if these piles are prefabricated and fixed; the casings 23 are lower and stably bound to the deck while the casings 15 abut the lower ones, emerge above the surface and are eventually removed. 25) Bridge deck, according to the preceding claims, characterized in that the holes (21), constituted to make the joint of the upper end of the posts-abutments (13), have inside a metal formwork called shell (22) with constant or decreasing section proceeding from the bottom upwards, in order to ensure the wedge effect, and made up of material with high adhesion to the mortars. 26) Bridge deck, according to the preceding claims, characterized by the fact that the joint between the deck (6) and the poles (13) that support them, made within the holes (21), is obtained using a metal element with double collar (24 ), of the contrasting beams (25) against the upper terminal section of the pole fixed to captive bolts (26) within the deck and final sealing mortar of high characteristics, poured into the shells. 27) Bridge deck, according to the preceding claims, characterized by the fact that the double collar element (24) consists of two collars (24-1) connected by two rectangular section bars (24-2) with a slightly shorter length to the thickness of the deck, which, of overall shape, is such as to be circumscribed to the profile constituting the reinforcement of the micropile or to the finished pole and inscribed in the shell (22) in a forced way and therefore with the maximum possible interference so as to achieve a stable coupling ; for this purpose the shell, when its lower part is flared, is equipped with internal projections (29) which extend until they forcibly touch the repeated double collar element (24); furthermore, if due to manufacturing defects, there should be any gaps between the shell (22), double collar (24) and the armature of the micropile or pole when the double collar is installed, these gaps will be eliminated, forcing in the identified suitable gaps thicknesses of steel so as to determine appropriate interference; ample spaces remain between the micropile or pole reinforcement, the double collar element and the shell, allowing the passage of the final sealing mortar. 28) Bridge deck, according to the preceding claims, characterized by the fact that, after the formation and seasoning (if the post is not prefabricated post) of the post-abutment (13), it foresees within the shell (22), and therefore at the same time also around to the upper terminal section of the reinforcement of the micropile or of the finished pole, the forced introduction of the double collar element (24) and any small thicknesses that may be required (aimed at achieving Γ stable coupling between repeated shells (22), double, collar (24) and pole-shoulder (13)), so as to eliminate the slightest possibility that reciprocal translations and / or rotations between pole and deck may occur. 29) Bridge deck, according to the preceding claims, characterized by the fact that the shell (22) in the lower part is equipped with end-of-stroke elements (30) that stand out from it, which serve to position the double collar element (24 ) within the shell at the desired height. 30) Bridge deck, according to the previous claims, characterized by the fact that near the holes (21) it has vertical axis bolts (26) captive in the deck with the tip protruding above the extrados for a suitable length. 31) Bridge deck, according to the preceding claims, characterized in that the aforementioned bolts (26) after laying the double collar (24) inside the shell (22) are bolted to horizontal beams (25) with a passing axis on the center of gravity of the pole (13) below, however oriented in plan, and with Γ intrados in contrast with the upper terminal section of the pole itself, interposing, if necessary to ensure a certain contrast, suitable thicknesses (28); the laying of these beams eliminates the possibility of lowering of the deck with respect to the poles and therefore, together with the effect of the aforementioned double collar element (24), which has already eliminated horizontal translations and reciprocal rotations, creates Γ perfect mechanical interlocking between poles - shoulders (13) and deck (6). 32) Bridge deck, according to the preceding claims, characterized by the fact that, after the mechanical interlocking bond between deck and piles has been established in the manner described above, it provides for the casting inside the shell (22), through the voids left free , of special fast hardening, high resistance and anti-shrinkage mortar, with definitive sealing and further stiffening of the same joint. 33) Bridge deck, according to the preceding claims, characterized by the fact that, in order to contain Γ entity of the thrusts of the lands insisted on the posts-abutments (13) and therefore the construction costs of the posts-abutments themselves, they present longitudinal overhangs (36) adequately extended beyond the external threads of the repeated posts-shoulders. 34) Bridge deck, according to the preceding claims, characterized by the fact that, in addition to or alternative to the longitudinal overhangs (36), again in order to contain Γ entity of the thrusts of the steady soil insistent on the posts-abutments (13), other external poles and / or sheet piles added (14), also built during planned traffic interruptions, made with the upper ends in contact and therefore in contrast with the extreme edges transversal to the direction of travel of the deck, which therefore interpose between embankments falling outside the deck and posts-abutments (13). 35) Bridge deck, according to the preceding claims, characterized by the fact that, in addition or as an alternative to the longitudinal overhangs (36) and to the added external piles and / or sheet piles (14), again in order to contain the extent of the thrusts of the earth when running steadily on the posts-abutments (13), it presents, arranged in continuation in the longitudinal direction, that is in the direction of travel of the vehicles, and on both sides, two other complementary decks contiguous longitudinal (19) to the central crossing one ( 6), which is superimposed on! future crossing. 36) Bridge deck, according to the previous claims, characterized by the fact that the longitudinal contiguous complementary decks (19) are equipped with the same construction elements and must be used according to the same techniques described for the central crossing deck (6); therefore everything reported on the central crossing deck (6), both on the claims set out up to now and on the following ones, also applies identically to the longitudinal contiguous complementary decks (19) with the clarifications that the foundation piles ( 20) relating to these complementary decks (19) this time they are distributed along the entire deck and not limited to peripheral strips, since there is no road under them to be respected and that under these repeated complementary decks (19) in the end, obviously it is not necessary no excavation. 37) Bridge deck, according to the preceding claims, characterized by the fact that the poles (20) which support the longitudinal contiguous complementary decks (19) have reduced friction with the ground in the extended range between the height equal to that of the lower floor of the 'crossing and Γ intrados of the decks, in order not to induce stresses on the layer of soil pushing against the posts-abutments (13). 38) Bridge deck, according to the preceding claims, characterized by the fact that the three decks that constitute it, namely the central crossing one (6) and the two longitudinal contiguous complementaries (20), are structurally continuous starting from the prefabrication or connected in place with hinge or interlocking constraint or remain completely separate. 39) Bridge deck, according to the preceding claims, characterized by the fact that banquettes (2) and external transverse beams (7) can be used, as well as during the launch, also in the transitional phase between Γ activation to the operation of the deck, immediately following the launch, and the activation of the posts-abutments (13) and posts (20) for operation, discharging a portion of the loads relating to the deck onto the ground through the banchettoni (2), while the remaining portion remains entrusted to the interim support system; in this case banquettes (2), transversal beams connection system or deck to banquettes (17) (which will be mentioned), external transversal beams (7) and decks (6), (19) must be adequately sized; in particular, the external transverse beams (7) and the sections of decks (6), (19) from which they branch off must be made, if necessary, also of greater thickness and with materials with higher mechanical characteristics than the remaining parts of decks. 40) Bridge deck, according to the preceding claims, characterized in that it is equipped with connection systems (17) directly to the deck (6), (19) or to the external transverse beams (7), if such transverse beams are present , to the underlying banquetoni (2); these systems consist of angular metal elements adequately anchored both to the deck or to the transverse beams and to the banquettes; they are equipped with corresponding holes which, at the end of the launch, are coaxial so as to be crossed by bolts that create the stable mutual connection between banquettes (2) and decks (6), (19) either directly or through the external transverse beams (7), when present; their use occurs when a portion of the loads pertaining to the deck is conferred, in the transitory or fully operational state, to the repeated banquets (2). 41) Bridge deck, according to the preceding claims, characterized by the fact that, limited to the case that the launch is transverse and therefore the deck has sliding beams (3) and fixed transit and guide beams (5), the connection between deck and banquettes can be created by equipping these repeated sliding beams (3) and fixed transit and guide beams (5) with appropriate corresponding holes which, at the end of launch, are coaxial and are crossed by bolts that create a stable mutual bond between banquettes (2 ) and decks (6), (19) either directly or through the external transverse beams (7), when present. 42) Bridge deck, according to the preceding claims, characterized by the fact that banchettoni (2) and external transverse beams (7) can be used, as well as during the launch and the transitional period, even when fully operational after Γ activation of the poles - shoulders (13) and poles (20), unloading an aliquot of loads afferent to the deck on the ground through the banquettes (2), while the remaining part remains entrusted to the palispalle (13) or to the poles (20); in this case, since the structures must be adequately resistant and rigid, according to the stability calculations, the banquettes (2) are frequently equipped with deep foundations, the external transverse beams (7) and the sections of decks (6), (19 ) from which they branch off, may also be thicker and made of materials with higher mechanical characteristics than the remaining running parts of the decks, and the system for connecting the transverse beams or deck to the banquettes (17) is very robust. 43) Bridge deck, according to the preceding claims, characterized by the fact that the above claims regarding the entrusting of part of the loads relating to the deck also to the banquettes (2) during the transitory and / or fully operational, are also valid when there are no the external transverse beams (7); in this case the only difference is that the connection systems (17) to the underlying banquettes (2) are anchored directly to the decks rather than to the external transverse beams. 44) bridge deck, according to the preceding claims, characterized by the fact that, before the emptying to be carried out below the central crossing deck (6) to obtain the lower crossing, provides for the execution of a series of injections of mortar in the ground behind the posts-abutments under the longitudinal overhangs (36) of the deck through holes (37) left in the building and prolonged on the surface with removable pipes and a series of injections under the platform surfaces outside the deck close to the head edges of the repeated deck. 45) Bridge deck, according to the preceding claims, from which, after Γ activation of the posts-abutments (13) or posts (20) for operation or in any case when they are no longer useful and therefore liable to be released, all the elements that are not permanent components of the work such as removable guards (15) for accessing the holes (21), protection and locking pipes (10), external transverse beams (7) and banquettes (2), if temporarily used, pipes (37) for the execution of injections, tubes (18) for the lubrication of the sliding surfaces, temporary support system of the deck (threaded bars (8), protection and locking tube (10), distribution plates (9) ) and relative connection system (34) to the deck) and anything else that can be eliminated. 46) Bridge deck, according to the previous claims, characterized by the fact that each deck can contain more than one track or a road, in which case all the claims set out apply identically with the observation that usually the transverse dimension is greater than the longitudinal one and that in each intervia there is either a pair of banquettes, if common to both adjacent tracks or roads, or a double pair, ie two for each adjacent track or road. 47) Bridge deck, according to the previous claims characterized by the fact that not all the claims are applied simultaneously, some because they are alternatives to each other, others because, in certain cases in relation to local conditions, design geometries, nature of the ground, extent loads and more, may not be necessary. 48) Bridge deck, according to the previous claims, whose use allows to make lower crossings of railways and roads in operation without causing any damage to the regularity of operation or to the limit disturbing it minimally only for a possible very short slowdown to be instituted only immediately after launch; however, this slowdown is usually easily avoided if at the end of the launch in the case of the track, the ballast is adequately tightened, and in the case of a road, the road surface is reconstituted.