WO2022256851A1

WO2022256851A1 - Method for producing a bridge from finished-part beams and roadway plate elements

Info

Publication number: WO2022256851A1
Application number: PCT/AT2022/060079
Authority: WO
Inventors: Johann Kollegger; Kerstin GASSNER; Dominik SUZA; Franz UNTERMARZONER; Michael Rath
Original assignee: Kollegger Gmbh
Priority date: 2021-06-09
Filing date: 2022-03-17
Publication date: 2022-12-15
Also published as: AT524664A4; AT524664B1

Abstract

The invention relates to a method for producing a construction portion of a bridge (43) from reinforced concrete or prestressed concrete, comprising the following steps: providing at least one finished-part beam (11) made of reinforced concrete, the finished-part beam having at least one region of trough-shaped cross-section along its longitudinal extent; providing roadway plate elements (2); positioning the at least one finished-part beam (11) at the installation location (47) at the point at which, in the final construction state, the at least one support (10) of the bridge (43) is disposed; laying at least one roadway plate element (2) for a construction portion on the at least one finished-part beam (11); introducing filling concrete (19) into the at least one region of trough-shaped cross-section of the at least one finished-part beam (11); applying the top concrete (9) to the roadway plate elements (2) in order to produce the roadway plate (1); and optionally repeating the steps to produce an additional construction portion of the bridge (43).

Description

Process for manufacturing a bridge from prefabricated girders and roadway slab elements

The invention relates to a method for producing a bridge made of reinforced concrete or prestressed concrete with a T-beam cross-section.

Reinforced concrete or prestressed concrete bridges are usually manufactured with the final cross-sections. A distinction is made between plate cross-sections, T-beam cross-sections and box girder cross-sections. A cross-section supplement after the construction of the bridge girder is only rarely carried out for concrete bridges with medium and large spans, because this increases the construction time.

WO 2019 090374 A1 gives examples of a cross-section supplement for the production of the roadway slab after the production of the bridge girder with hollow-box-shaped cross-sections. In FIGS. 4 to 14 and in FIGS. 39 to 44 the production of the roadway slab is shown after the production of the bridge girder using the bridge folding method. In FIGS. 15 to 20 and in FIGS. 28 to 38 the production of the roadway slab is shown after the production of the bridge girder with the incremental craft. In FIGS. 21 to 25 the production of the roadway slab is shown after the lifting of two bridge girders. In FIGS. 45 to 49 the production of the roadway slab after the production of the bridge girder with the segment construction is shown. In the examples shown in WO 2019 090374 A1, the roadway slab is produced in its final position after the bridge girder has been completed. This procedure is disadvantageous with regard to rapid construction progress.

JP 2006169730 A shows a method in which wall panels are set up to produce a segment, a floor panel made of reinforced concrete is formed between the lower edges of the wall panels, the upper edges of the wall panels are connected by a crossbeam and prefabricated panels are placed on the crossbeam. After the segments have been assembled to form a bridge girder, concrete is applied to the prefabricated slabs in the final position. This procedure is disadvantageous with regard to rapid construction progress.

JP 2004116060 A shows a method for producing a cantilevered bridge. For the production of a construction section, the webs are made of corrugated web supports in the first step. In the second step, the base plate is placed between the bars at the installation site made and crossbeams are laid on the webs. Prefabricated slabs are then placed on the crossbeam. In the final step, a topping is applied to the prefabricated slabs. This procedure is disadvantageous with regard to rapid construction progress.

FIG. 14 of EP 3303707 shows the production of the roadway slab after the production of the bridge girder. The roadway slab is produced with prefabricated slabs and a layer of in-situ concrete for the topping. During the production of the topping, the precast slabs are attached to a moving device with tension members. The disadvantage of this production process is that the placing device has to remain at the installation site until the topping concrete has hardened. The time it takes for the hardening process of the concrete topping is disadvantageous for the quick production of the roadway slab.

US Pat. No. 5,425,152 describes a method for producing single-span bridges with thin-walled prefabricated girders. The trough-shaped or hat-shaped precast girders are positioned next to each other at the installation site in such a way that they form the formwork for the in-situ concrete in the webs and for the carriageway slab. Specially designed prefabricated edge beams are required at the edges of the bridge. The filling of the prefabricated girders with filling concrete and the application of the top concrete for the production of the roadway slab can be carried out with in-situ concrete in one pour. The moving of the prefabricated beams and the introduction of the in-situ concrete at the installation site can be carried out in a short construction time. A disadvantage of this manufacturing process is the high consumption of building materials because of the numerous webs in the finished bridge (see, for example, FIG. 2 of US Pat. No. 5,425,152). Due to the high consumption of building materials, this method is only suitable for the construction of single-span bridges with small spans.

Another method for manufacturing bridges with thin-walled precast girders is shown in KR 1020100074742 A. This construction method is only suitable for single-span bridges (see Fig. 6 to Fig. 8 of KR 1020100074742 A) or for single-span bridges with short cantilevers (see Fig. 5 of KR 1020100074742 A). Thin-walled, trough-shaped precast girders are placed next to each other at the installation site and filled with concrete. The carriageway slab is then produced on and between the precast girders in a conventional construction method with in-situ concrete. Formwork and reinforcement work is required at the installation site to produce the roadway slab, which is disadvantageous for rapid construction progress.

The manufacture of the carriageway slab with prefabricated carriageway slab elements and a topping made of in-situ concrete after the manufacture of the bridge girders with hollow box-shaped 9 to 11, 13, 15 to 19 and 21 in DE 2520105 A1. The bridge girders can be manufactured in advance with formwork, shoring and in-situ concrete or as prefabricated girders. In Fig. 18 and Fig. 19 examples of T-beam cross-sections with webs made of prefabricated beams are shown. Precast beams can be quickly relocated at the installation site on the construction site. Bridges with precast girders that have the final cross-sectional dimensions can only be produced economically with small spans due to the transport of the precast girders by road and the associated restrictions on the permissible transport weight. In addition, they have a high consumption of building materials because the precast girders laid next to each other lead to a large number of webs in the cross section and the pillars must have wide crossbeams to support the precast girders.

An example is shown in FIG. 20 of DE 2520105 A1, in which a prefabricated roadway slab element is placed on a formwork for the production of a bridge with a single-web T-beam cross-section. In this example, the in-situ concrete for the construction of the footbridge and the roadway slab can be poured in one step. The disadvantage of this example is that the web is made with formwork and shoring at the installation site. The construction of the shoring, the production of the formwork and in particular the installation of the reinforcement at the installation site are time-consuming work steps that require a slow construction progress with a time span of two to three weeks for the production of a span of a bridge.

In DE 2520105 A1, page 4 states that the crossbeams “are kept so low that plenty of in-situ concrete with appropriate reinforcement can be applied over them”. In FIG. 1 and FIG. 3 of DE 2520105 A1, the tops of the crossbeams are at a distance from the top of the carriageway slab, which at the point with the greatest height of the crossbeams corresponds to approximately one third of the height of the carriageway slab in the final state. The roadway slab element shown in DE 2520105 A1 is only suitable for bridges with small overhangs of the roadway slab, because the crossbeams have a low height.

AT 285663 B also shows the manufacture of the carriageway slab with prefabricated carriageway slab elements and a top layer of in-situ concrete after the manufacture of the bridge girders with trough-shaped cross-sections. If the bridge girders are produced on site with in-situ concrete, the formation of a continuous girder or a framework (with a rigid connection of the bridge girders to the pillars) with the usual construction methods of in-situ concrete construction. If the bridge girders are manufactured at the installation site, rapid construction progress for one section of the bridge is not possible because of the scaffolding, formwork, reinforcement and concreting work at the installation site.

If the bridge girders are delivered as precast girders and are moved to the installation site with cranes, only the manufacture of bridges with small spans possible. If the bridge girders consist of prefabricated girders, single-span girders are usually used. This means that each bridge girder is supported on two piers as a single-span girder. More building materials (concrete, reinforcement and prestressing steel) are used for the construction of bridges with single-span girders than for bridges with continuous beams. In addition, bridges with single-span girders have a large number of joints in the carriageway slab in the final state, which is unfavorable for durability. In the construction of continuous beams with precast girders, the precast girders are mounted on the pillars as single-span girders and then rigidly connected to one another with an in-situ concrete supplement and connection reinforcement. In the course of the in-situ concrete addition, the floor slab, the wall slabs and the cover slab between the prefabricated girders are concreted in the case of a box girder cross-section. With a trough cross-section, the cover plate does not need to be concreted. The execution of the in-situ concrete addition to the bridge girders is a time-consuming process due to the formwork, reinforcement and concreting work at the installation site, which is disadvantageous for rapid construction progress.

Lines 40 to 42 on page 2 of the description of AT 285663 B state that the height of the crossbeams is less than the thickness of the carriageway slab, so that the longitudinal reinforcement and transverse reinforcement can be laid in the topping concrete over the crossbeams. Usually, in a slab made of reinforced concrete, the upper transverse reinforcement is laid in the first layer from above and the upper longitudinal reinforcement in the second layer from above. The distance between the top of the slab and the top of the transoms is therefore at least equal to the sum of the concrete cover to the top transverse reinforcement, the diameter of the top transverse reinforcement, the diameter of the top longitudinal reinforcement and the distance between the top longitudinal reinforcement and the top reinforcement required according to Eurocode 2 top of the concrete beam. For example, with a concrete cover of 40 mm, a transverse reinforcement diameter of 20 mm and a diameter of the longitudinal reinforcement of 30 mm, a distance between the top of the slab and the top of the transoms of 40+20+30+30=120 mm. The slab element shown in 285 663 B is only suitable for bridges with small cantilevers of the slab, because the cross beams have a low height.

The manufacture of the carriageway slab with prefabricated carriageway slab elements and a topping made of in-situ concrete after the manufacture of the bridge girders with trough-shaped cross sections is also shown in EP 1780338 A1. The bridge girders are designed as prefabricated girders. If the bridge girders are delivered as precast girders and are moved to the installation site with cranes, the transport weight and the dimensions of width, height and length are limited to the permissible values due to the transport of the precast girders by road. The roadway slab elements of EP 1780338 A1 are very high at the points where they are connected to the bridge girder. FIG. 2 of EP 1780338 A1 shows that the height of the final cross section of the bridge can be increased as a result. Despite this increase in the cross-sectional height, the construction method shown in EP 1780338 A1 is limited to the production of bridges with small spans because of the transport restrictions for the prefabricated girders mentioned above. Another disadvantage of this construction method is that the joints between the roadway slab elements and the prefabricated girders are arranged in the webs and additional measures are therefore required to produce a non-positive connection of the stirrup reinforcement arranged in the webs.

EP 1780 338 A1 does not show whether the prefabricated beams are connected to form continuous beams. As with AT 285 663 B, the trough-shaped prefabricated girders above the pillars would usually be rigidly connected to one another by means of an in-situ concrete supplement and connecting reinforcement to produce the continuity effect. The execution of the in-situ concrete addition to the bridge girders is a time-consuming process due to the formwork, reinforcement and concreting work at the installation site, which is disadvantageous for rapid construction progress.

The application of the concrete topping on the roadway slab elements is not shown in EP 1780338 A1. The distance between the top of the roadway slab and the top of the crossbeam is at least as large as in the roadway slab element described in AT 285663 B. The roadway slab elements described in DE 2520105 A1, AT 285663 B and EP 1780338 A1 have a large distance between the top of the roadway slab and the top of the crossbeam. A large distance between the top of the crossbeams and the top of the slab in the final state means that the crossbeams have only a small height. This is disadvantageous when applying the topping made of in-situ concrete to the roadway slab elements, because the low bending capacity of the crossbeams only allows the production of small overhangs of the roadway slab.

If the bridge girders are made from solid precast girders (FIGS. 9 to 11 of DE 25 20105 A1, FIG. 2 of EP 780 338 A1 and FIG. 6 of AT 285 663 B), formwork, reinforcement and concreting work is required over the piers , in order to connect the precast girders with each other and thus achieve a continuity effect. This work is disadvantageous for rapid construction progress.

In order to reduce the dead weight of the precast girder, trough-shaped precast girders have been developed. After the precast girders have been positioned in their final position at the installation site, a cross section is supplemented with filling concrete. A reduction in the dead weight of the precast girders enables the transport and relocation of longer precast girders and thus the construction of bridges with larger spans.

The construction of a bridge made of thin-walled precast girders with a trough-shaped cross-section is described in the publication "Development and first application of the bridge folding method" by Johann Kollegger et al. in the magazine "Beton- und Stahlbetonbau", Vol. 115, 2020, pages 484 to 493. The trough-shaped precast beams have a cross-section consisting of two wall panels and a floor panel. Rebars are welded to the lattice girders located in the wall panels near the upper edges of the wall panels. The connection of the wall panels by the reinforcing bars contributes to a stiffening of the trough-shaped cross-section. In addition, a bond, which also consists of reinforcing bars, is welded onto these reinforcing bars. According to the construction method described in US Pat. No. 7,996,944 B2, the thin-walled precast girders are assembled in a vertical position and brought into a horizontal position by a folding process. A working scaffold with a fall protection device is then attached along the precast girder to enable the filling concrete to be placed safely (see Figure 14 in the above publication by Johann Kollegger et al.). After the filling concrete has hardened, the working scaffold can be used again be removed. To build the bridge with a two-web T-beam, the above work steps for the production of the second web are to be repeated. After the filling concrete has reached its standardized final strength, the roadway slab is cast on the two webs with a formwork carriage. Figure 4 of the above publication by Kollegger et al. shows that the webs are partly arranged in the roadway slab. It is therefore not possible to place prefabricated slabs on the webs to produce the carriageway slab. The disadvantage of this construction method is that first one web and only then the second web is produced and that the roadway slab is only produced after the filling concrete in the second web has hardened. Due to the consecutive sequence of the work steps and the production of the roadway slab with a formwork carriage and in-situ concrete, the construction time is extended. It is also disadvantageous that a scaffolding has to be erected and dismantled again in order to produce a bridge.

DE 2203126 shows a method for producing multi-span bridges with a T-beam cross-section. The webs are made of thin-walled prefabricated beams. A filling concrete is introduced into the prefabricated beams at the installation site. The carriageway slab is produced either with prefabricated slabs and topping (see FIG. 1 of DE 2203126) or using formwork (see lines 1 to 5 of column 3 in DE 2203126). A shoring is required to support the prefabricated slabs or the formwork. The shoring is also required to absorb the lateral concreting pressure that occurs when the filling concrete is poured into the precast girder. The shoring can only be removed when the in-situ concrete in the precast girders and in the deck slab has hardened. For this reason, rapid construction progress cannot be achieved with the method described in DE 2203126.

A beam with a trough-shaped cross section is also shown in FIG. 13 of WO 2016/037864. The wall panels of the carrier are formed by the two panels of a double wall. A connecting element consisting of a steel profile with an angular cross-section is arranged near the upper edges of the wall panel. This connecting element is used to absorb the concreting pressure when introducing the filling concrete into the thin-walled girder. In addition, this connecting element serves to stiffen the trough-shaped cross-section during transport and assembly processes.

Also in WO 2019 090374 A1, FIG. 1 shows a precast beam with a trough-shaped cross section. The precast beam has two wall panels with a thickness of 50 mm each and a floor panel with a thickness of 200 mm. In WO 2019 090374 A1 It is shown which stresses occur in the trough-shaped precast girder, which has a single-span beam with a length of 40 m as a static system, when the filling concrete is poured in.

It is known that precast beams with a trough-shaped cross-section have a small section modulus at the top of the cross-section because of the low center of gravity. This is disadvantageous because the bending stresses that occur during construction lead to high stresses on the upper side of the cross section.

In summary, with regard to the known methods of manufacturing bridges from reinforced concrete or prestressed concrete with a T-beam cross-section, the following can be stated:

Bridges in which the precast girders are arranged directly next to each other (Fig. 2 of EIS 5,425,152 and Fig. 18 and Fig. 19 of DE 2520105 A1) or which are arranged at a small distance from one another (Fig. 5 of KR 1020100074742 A and Fig. 1B of EIS 5,425,152) are only suitable for small spans, because the numerous precast girders laid next to each other and the crossbeams required to support the precast girders on the pillars result in high resource consumption and thus high building material costs.

Bridges in which the roadway slab is produced at the installation site using prefabricated slabs and a shoring (Fig. 1 of DE 22031126) or using formwork and a shoring (lines 1 to 5 of columns 3 of DE 22031126 and KR 1020100074742 A), require a long construction period to produce the roadway slab.

Bridges in which the carriageway slab can be produced quickly because of the use of prefabricated, self-supporting carriageway slab elements either have a long construction time to produce the webs or the bridge girders if they are produced on site with in-situ concrete in a formwork (Fig. 9, Fig. 10 and Fig. 20 of DE 2520105 A1 and Fig. 6 and Fig. 7 of AT 285 663 B) or because of the transport weight of the solid webs or bridge girders if they are manufactured as prefabricated girders (Fig. 9 and Fig 10 of DE 2520105 A1, FIG will. It is therefore the object of the present invention to create a method for the production of a bridge with a T-beam cross-section made of reinforced concrete or prestressed concrete, which is suitable for larger spans than in the known methods with prefabricated girders, which are arranged next to each other at short distances and/or the already have the final cross-sectional dimensions when positioning at the installation site, and which enables faster construction progress than with the known methods for larger spans.

A further object of the present invention is to provide a deck element which has a higher flexural rigidity and a higher load-bearing capacity in the transverse direction of the bridge than the known embodiments.

The method according to the invention for the production of a construction section of a bridge with at least two construction sections, which are rigidly connected to one another, made of reinforced concrete or prestressed concrete with a T-beam cross section, which has at least one web and at most three webs and a roadway slab with at least one cantilever, comprises for the production of a construction phase, the length of which corresponds approximately to the distance between two pillars, the following steps: a. providing at least one precast girder of reinforced concrete having along its length at least one region with a trough-shaped cross-section made of two wall panels and a floor panel; b. Provision of roadway slab elements,

- wherein a roadway slab element has at least two slabs and at least one crossbeam and preferably two crossbeams;

- the slabs being made of reinforced concrete or prestressed concrete;

- wherein the at least one transom is made of reinforced concrete, prestressed concrete or structural steel;

- wherein the plates are formed in plan with four corners;

- wherein the at least two panels are connected by the at least one crossbeam;

- wherein the at least one transom is arranged in plan at an angle of 70° to 90° to the longitudinal axis of the bridge;

- wherein the at least one crossbeam is arranged above the plates;

- wherein two opposite edges of a plate are arranged at an angle of 70° to 90° to the longitudinal axis of the bridge; - the two remaining opposite edges of each plate being arranged at an angle of 0° to 20° to the longitudinal axis of the bridge; and

- wherein at least one edge of a first plate and one edge of a second plate are at a distance from one another which approximately corresponds to the width at the top of the at least one precast girder, the edges being arranged at an angle of 0° to 20° to the longitudinal axis of the bridge are; c. Positioning the at least one precast girder at the installation site at the point at which the at least one web of the bridge is arranged in the final construction state; i.e. Placing at least one carriageway panel element and preferably all of the carriageway panel elements for a construction section on the at least one precast girder; e. introducing filling concrete into the at least one region with a trough-shaped cross section of the at least one precast girder, the sequence of steps d and e being interchangeable; f. Application of the topping concrete to the roadway slab elements to produce the roadway slab; G. if necessary, placing additional roadway slab elements and applying the topping to the roadway slab elements to produce the roadway slab; and h. optionally repeating steps a to e to produce a further construction section of the bridge.

If the at least one roadway slab element is placed first and then the filling concrete is introduced, there is the advantage that the roadway slab elements can be used as a work surface when introducing the filling concrete and therefore the work steps for the construction of a working scaffold for the safe introduction of the filling concrete into the precast girder and the subsequent dismantling of the working scaffold can be omitted. This means that the web and the slab can be manufactured essentially at the same time.

As an alternative to this, after the filling concrete has been introduced, the laying of the roadway slab elements can be started at a point in time at which the filling concrete has not yet hardened. The filling concrete can be assumed to have hardened when it has reached the standard 28-day strength. For a concrete of strength class C35/45 according to Eurocode 2, this corresponds to a characteristic cylinder compressive strength of 35 N/ ^mm2

According to both of the above variants, the manufacturing method according to the invention is significantly accelerated because it is not necessary to wait until the web is complete and whose filling concrete has hardened before the laying of the roadway slab elements and the production of the roadway slab can proceed.

The production method according to the invention thus achieves a significant advantage over the known production methods, as well as compared to WO 2019 090374 A1 or DE 2520105 (or AT 285 663 B or EP 1780 338 A1) or a fictitious synopsis of these production methods in which first the webs are finished and only then is the production of the roadway slab continued.

The production method according to the invention for the construction section of a bridge is also distinguished by the fact that at the installation site the filling concrete can be introduced into each of the two precast girders at only one end or at both ends. As a result, the consumption of concrete for the manufacture of the webs can be reduced. Working scaffolds mounted on the piers can be used for placing the filling concrete in one end area or in both end areas with a trough-shaped cross-section of each of the two precast girders. The laying of the roadway slab elements can take place independently of the introduction of the filling concrete (at the same time, before or after).

A first preferred embodiment of the method according to the invention is characterized in that the at least one precast girder is transported by an offsetting device from a transfer point to the installation site and the at least one precast girder is positioned at the installation site with the aid of the offsetting device at the point where the at least a web of the bridge is arranged.

In a second preferred embodiment of the method according to the invention, the at least one precast beam is transported to a transfer point and lifted at the installation site with the aid of at least one crane and/or with the aid of at least one lifting device and positioned at the point where the at least one web of the bridge is arranged.

In an advantageous embodiment of the method according to the invention, a prefabricated carrier is assembled from sections at the transfer point or at the installation site. A grout can be placed in the joints between the sections. By tightening tendons, the sections can be connected to each other in a non-positive manner. The delivery of sections can be advantageous if there are restrictions on the access routes to a bridge with regard to the weight or length of the precast girders present. The delivery of sections may also be necessary if the existing crane capacity in a precast plant is not sufficient to lift a precast girder.

When introducing the filling concrete or applying the top concrete, it can be advantageous if a precast girder is supported so that the entire weight of the cross-sectional supplement does not have to be carried by the precast girder via a bending load-bearing effect. The support can be provided by being supported on at least one shoring or on a scaffolding. Alternatively, a portion of the dead weight loads could be absorbed by at least one tension member attached to a mover or to a pylon.

Creating two top chords in a precast trough-shaped cross-section beam is a cheap and effective way to increase the section modulus at the top of the cross-section. The top chords can be attached to the wall panels in the area remote from the floor panel with connecting reinforcement. A top chord can be made either on the inside of the trough-shaped cross-section between the two wall panels or on the outside.

In the method according to the invention, prefabricated beams can be used which have a greater width and/or greater height in their end areas than in the central area. The construction of a bridge with such precast girders is advantageous because in the area of the piers, where large negative bending moments occur in the final state, a greater width and/or height of the webs is available to absorb the compressive stresses in the concrete on the underside of the bridge.

An advantage of the method according to the invention is the possibility of being able to produce a construction section of a bridge very quickly. It is known that the laying work for the reinforcement is time-consuming. Therefore, efforts must be made to minimize the laying work for the reinforcement at the installation site. The upper longitudinal reinforcement of the carriageway slab is therefore advantageously arranged in the first layer from above and the upper transverse reinforcement of the carriageway slab in the second layer from above. In this case, it is possible to install the upper transverse reinforcement in the roadway slab elements in the prefabricated parts factory.

If the upper transverse reinforcement of the roadway slab is arranged in the second layer from the top, it can be advantageous to embed this reinforcement in a transverse beam in such a way that a Part of the reinforcement protrudes from the transom. This has the advantage that the transverse reinforcement is arranged very high in the crossbeam, which is favorable for the inner lever arm when transferring the bending moments, and that the transverse reinforcement can be used as a support for the upper longitudinal reinforcement laid from above in the first layer. The distance a between the top of the at least one embedded rebar of the transverse reinforcement and the concrete top of the at least one transom can be at least one tenth and at most two thirds and preferably half the diameter of the rebar.

It will be particularly advantageous if a crossbeam is formed so high at least in one place, preferably along its entire length, that the distance b between the top of the roadway slab and the concrete top of the crossbeam is less than 100 mm and preferably less than 80 mm .

To suppress the tensile stresses that will occur as a result of negative moments in the area of the pillars on the upper side of the deck, it can be advantageous to insert tendons in the deck that are arranged in the longitudinal direction of the bridge. If the stressing anchorages and the end anchorages of these tendons are arranged in the crossbeams of the roadway slab elements, the prestressing of the tendons can advantageously take place when the topping is of low strength, i.e. after a short time after the topping has been produced.

A sealing strip is advantageously placed on the top of a wall panel or a top chord in order to be able to compensate for construction tolerances. For example, an elastomer strip with a width of 30 mm and a height of 20 mm is suitable as a sealing strip. With this sealing strip, the planned gap between the top of the wall panels or the top chords and the undersides of the panels of the roadway slab elements can be sealed so that no concrete can escape laterally when the filling concrete is introduced or when the topping concrete is applied.

In the method according to the invention, it may be advantageous to arrange the joint between two precast girders arranged one behind the other in the longitudinal direction of the bridge, next to the bearings and at a distance of less than three meters from the axis of a pier, and to fasten the two precast girders with rebars that separate the joint between the both precast girders cross and are arranged in the filling concrete to connect with each other. When using the method according to the invention for the production of a bridge, it can be advantageous if two prefabricated girders are connected to one another by a cross girder.

In order to absorb the concreting pressure when introducing the filling concrete into a precast girder, it can be advantageous if opposite points of the wall panels are connected to one another by a connecting element. Reinforcing bars welded to reinforcement protruding from the wall panels and steel or plastic cable ties can be used as connecting elements. It would be possible, similar to the production of a double wall, for a connecting element to be embedded in concrete in the first wall panel and to be immersed in the fresh concrete of the second wall panel immediately after the production of the second wall panel.

In order to reduce the weight of a web in the middle of the span, it can be advantageous to install at least one displacement body and/or at least one cavity in a precast girder.

In order to increase the flexural rigidity of the at least one precast girder, it can be advantageous if, after the carriageway slab elements have been placed on the precast girders, the carriageway slab elements are non-positively connected to the precast girders. A non-positive connection can be created by connecting reinforcement and grouting mortar or by steel built-in parts and bolted connections or welded connections.

According to the invention, a construction section of a bridge made of reinforced concrete or prestressed concrete with a T-beam cross-section can be created, which has at least one web and a roadway slab with at least one cantilever, with at least one precast girder with a trough-shaped cross-section, roadway slab elements, filling concrete and topping concrete being installed in the construction phase.

In a second aspect of the invention, a slab element is created in which the distance between the concrete top of a crossbeam and the top of the slab is less than 100 mm and preferably less than 80 mm at at least one point and preferably along the entire length of the crossbeam . Otherwise, this roadway slab element can have all the features for the roadway slab element of the above-described manufacturing method for the construction section be provided, the roadway slab element but also in other construction phase

Manufacturing process could be used.

Further details, features and advantages of the invention result from the following explanations of exemplary embodiments shown schematically in the drawings FIGS. 1 to 48 . In the drawings show:

Fig. 1 shows a section through a bridge girder with a trough-shaped cross-section, the stresses due to its own weight and the stresses due to a

combination of dead weight and prestressing;

Fig. 2 shows a section through a bridge girder with a hollow box-shaped cross-section, the stresses due to its own weight and the stresses due to a

combination of dead weight and prestressing;

3 shows a section through a bridge girder manufactured by the method according to the invention, showing the stresses due to its own weight and stresses due to a combination of its own weight and prestressing;

4 is a view of the installation site for constructing a construction section of a bridge according to a first embodiment of the present invention;

5 shows a view of the installation location of the first embodiment according to the invention after the displacement of a first prefabricated girder;

6 shows a view of the installation location of the first embodiment according to the invention after the displacement of a second prefabricated girder;

7 shows a view of the installation site of the first embodiment according to the invention after the displacement of seven roadway panel elements;

8 shows a view of the installation location of the first embodiment according to the invention after the introduction of a filling concrete into the trough-shaped precast girder and the application of a topping concrete layer on four roadway slab elements;

9 shows a view of the installation site of the first embodiment according to the invention after the application of a topping concrete layer on three further roadway slab elements; 10 is a longitudinal view showing a construction section of a bridge according to a second embodiment of the present invention;

11 shows a longitudinal view of the second embodiment according to the invention after the prefabricated beams have been moved to the next field;

12 shows a longitudinal view of the second embodiment according to the invention immediately before the lifting of the first prefabricated part carrier at the transfer station;

13 shows a longitudinal view of the second embodiment according to the invention during the lowering of the first prefabricated girder at the installation site;

14 shows a longitudinal view of the second embodiment according to the invention after the first prefabricated girder has been lowered at the installation site;

15 shows a longitudinal view of the second embodiment according to the invention after the displacement of twelve roadway panel elements;

16 shows a longitudinal view of the second embodiment according to the invention after the assembly of tension members, after the introduction of the filling concrete and after the production of the topping concrete on four roadway slab elements;

17 shows a longitudinal view of the second embodiment according to the invention after the topping has been produced on a further eight roadway slab elements;

FIG. 18 shows a vertical section of the second embodiment according to the invention according to the section line XVIII-XVIII drawn in FIG. 12;

FIG. 19 shows a vertical section corresponding to FIG. 18 of a third embodiment according to the invention;

FIG. 20 shows a vertical section, corresponding to FIG. 18, of a fourth embodiment according to the invention immediately before the lifting of a prefabricated girder;

FIG. 21 shows a vertical section corresponding to FIG. 20 of the fourth embodiment according to the invention during the transport of roadway slab elements; FIG. 22 shows a vertical section of the fourth embodiment according to the invention according to the section line XXII-XXII drawn in FIG. 21;

FIG. 23 shows a vertical section of the fourth embodiment according to the invention according to the section line XXIII-XXIII drawn in FIG. 21;

24 shows a longitudinal section of a fifth embodiment according to the invention during the displacement of a prefabricated carrier;

25 shows a longitudinal section of the fifth embodiment according to the invention after the displacement of the prefabricated girder and after the displacement of nine roadway slab elements;

26 shows a longitudinal section of the fifth embodiment according to the invention after the filling concrete has been introduced and after the concrete topping has been produced on four road slabs;

27 shows a longitudinal section of the fifth embodiment according to the invention after the concrete topping has been produced on five further roadway slab elements;

FIG. 28 shows a longitudinal section corresponding to FIG. 25 of a sixth embodiment according to the invention;

29 shows a plan view of a seventh embodiment according to the invention after the displacement of two prefabricated girders and two cross girders;

FIG. 30 shows a vertical section of the seventh embodiment according to the invention according to the section line XXX-XXX drawn in FIG. 29;

31 shows a vertical section of the seventh embodiment according to the invention according to the section line XXXI-XXXI drawn in FIG. 30;

FIG. 32 shows a vertical section of the seventh embodiment according to the invention according to the section line XXXII-XXXII drawn in FIG. 29; FIG. 33 shows a vertical section of the seventh embodiment according to the invention according to the section line XXXIII-XXXIII drawn in FIG. 32;

FIG. 34 shows a vertical section of the seventh embodiment according to the invention according to the section line XXXIV-XXXIV drawn in FIG. 32;

Fig. 35 shows detail B of Fig. 32;

FIG. 36 shows a vertical section corresponding to detail B of FIG. 35 after the upper longitudinal reinforcement has been laid and the concrete topping has been produced;

37 shows a view of an eighth embodiment according to the invention after the laying of two trough-shaped prefabricated beams;

38 shows a longitudinal section of the eighth embodiment according to the invention according to the section line XXXVIII-XXXVIII drawn in FIG. 37;

FIG. 39 shows a vertical section of the eighth embodiment according to the invention according to the section line XXXIX-XXXIX drawn in FIG. 38;

FIG. 40 shows a vertical section of the eighth embodiment according to the invention according to the section line XL-XL drawn in FIG. 38;

FIG. 41 shows a cross section corresponding to FIG. 40 after the filling concrete has been introduced; FIG.

42 shows a view of a ninth embodiment according to the invention after the laying of two trough-shaped prefabricated beams;

43 shows a longitudinal section of the ninth embodiment according to the invention according to the section line XLIII-XLIII drawn in FIG. 42;

FIG. 44 shows a vertical section of the ninth embodiment according to the invention according to the section line XLIV-XLIV drawn in FIG. 43;

FIG. 45 shows a vertical section corresponding to FIG. 44 after the filling concrete has been introduced, the roadway slab elements have been laid and the topping concrete has been applied; FIG. 46 shows a vertical section corresponding to FIG. 45 after the introduction of the filling concrete of a tenth embodiment; FIG.

47 shows a view of an eleventh embodiment according to the invention during the lifting of the second prefabricated beam and

48 is a view of a twelfth embodiment of the present invention.

As an introduction, some of the terms used below are explained. After moving the prefabricated girders 11 at the installation site, they form the bridge girders under construction. This means that all or part of the dead weight of the prefabricated girders 11 in the construction section to be erected is directed to the pillars 44 via a bending load-bearing effect. The rear part of a precast girder 11 is the area that adjoins the previous construction phase. The front part of a precast girder 11 is arranged at the opposite end and usually contains a bearing component 25. After the filling concrete 19 has been introduced and after the filling concrete 19 has hardened in the precast girders 11, the webs 10 are formed. In this construction state, the bridge girder consists of at least one web 10 in the construction phase to be erected. After the top concrete 9 has been applied to the roadway slab elements 2 and after the top concrete 9 has hardened, the roadway slab 1 is completed in the construction phase to be built. In this state, the at least one web 10 and the roadway slab 1 form the bridge girder in this construction phase. The bridge girder has a T-beam cross-section. The at least one web 10 of the bridge girder can contain cavities 28 or displacement bodies 63 in order to reduce the consumption of concrete.

It is known that a bridge girder with a trough-shaped cross section has a less favorable load-bearing capacity than a bridge girder with a hollow box-shaped cross section because of the low center of gravity. In order to improve the load-bearing behavior of the trough-shaped cross section, it is proposed according to the invention to arrange upper chords 14 in the upper cross-sectional area. The three cross-sections shown in Fig. 1, Fig. 2 and Fig. 3 are examined using the example of a single-span beam with a span of 40 m. The three cross-sections are one meter wide and two meters high. The wall panels have a thickness of 50 mm. The three cross-sections have the same area of 0.38 m ² and, with a density of 25 kN/m ³ , also have the same weight load of 9.5 kN/m. The moment due to the self-weight in the center of the span is therefore 1.9 MNm for all three bridge girders. Two tendons 23 whose Center of gravity in the middle of the field 0.15 m above the underside of the base plate 13 is arranged so high that due to the dead weight g and bias? no tensile stress occurs in the middle of the field on the underside of the base plate 13. A prestressing force of 1.307 MN is required for the bridge girder with a hollow box-shaped cross-section to comply with the decompression verification. Due to the low center of gravity, a 34% higher prestressing force of 1.752 MN is required for the bridge girder with a trough-shaped cross-section in order to comply with the decompression verification. If additional upper chords 14 are installed in the trough-shaped bridge girder, the cross-section values are similar to those of the box-shaped cross-section and, compared to the bridge girder with a box-shaped cross-section, only a slightly higher prestressing force of 1.356 MN (+4%) is required to comply with the Decompression certificate required.

The unfavorable load-bearing behavior of a bridge girder with a trough-shaped cross section is shown in the results shown in FIGS. 1, 2 and 3. In the case of the bridge girder with a trough-shaped cross-section, much higher compressive stresses than in the case of the bridge girder with occur at the top of the cross-section due to its own weight (-18.8 N/mm ² ) and due to its own weight and prestressing (- 16.1 N/mm ² ). hollow box-shaped cross-section (-8.3 N/mm ² or -6.9 N/mm ² ). The load-bearing behavior of the bridge girder with a trough-shaped cross-section is significantly improved by installing two upper chords, so that stresses occur at the top of the cross-section (-9.1 N/mm ² or -7.3 N/mm ² ), which are only slightly higher than with the bridge girder with a hollow box-shaped cross-section.

According to the invention, a bridge girder is therefore available for the construction method which has similarly favorable cross-section values as a bridge girder with a hollow box cross-section, which can be produced using industrial production methods in prefabricated parts plants and which, after the filling concrete has been introduced and hardened, has the properties of an in-situ concrete girder.

A first embodiment of the method according to the invention is shown in Figures 4 to 9 .

The individual work steps for producing a construction section of a multispan bridge 43 with a two-web T-beam cross-section are shown schematically in FIGS. 4 to 9 . For the sake of clarity, these drawings refer to the Representation of the reinforcement, the tendons 23, the mounting bearings 27, the Versetzgerät 30, the tension members 38, the scaffolding and fall protection omitted.

4 shows the situation before the production of a construction section. A filling concrete 19 was introduced into the trough-shaped precast girder 11 of the previous construction phase. On the roadway slab elements 2, with the exception of the two roadway slab elements 2 arranged next to the pillar 44, a topping concrete 9 was applied.

In the first work step, according to FIG. 5, a trough-shaped prefabricated girder 11 is transported to the installation site 47 with an offsetting device 30 and set down in the final position on mounting brackets 27 . In the next work step, according to FIG. 6, the second prefabricated girder 11 is transported to the installation site 47 with the offsetting device 30 and placed on assembly bearings 27 in the final position.

In the third work step, according to FIG. 7, the seven roadway slab elements 2 are placed on the trough-shaped precast beams 11 with the offsetting device 30 for the entire construction phase. The connection reinforcements for the lower longitudinal reinforcement 7 and then the upper longitudinal reinforcement 7 are then laid first. It is particularly advantageous for the speed of the construction process if the laying work for the reinforcement at the installation site 47 is reduced to a minimum. For this reason, the underlying transverse reinforcement 6 and the underlying longitudinal reinforcement 7, the overhead transverse reinforcement 6 and the stirrup reinforcement are preferably already installed in the roadway slab elements 2 in the prefabricated part factory.

As an alternative to the exemplary embodiment explained here, it would also be possible, after the carriageway slab elements 2 have been placed on the precast girders 11, to connect the carriageway slab elements 2 to the precast girders 11 in a non-positive manner.

In the fourth work step, according to FIG. A topping 9 is applied to four roadway slab elements 2 . As soon as the filling concrete 19 and the topping 9 have the required strength, the tendons 23 arranged in the trough-shaped precast beams 11 and in the topping 9 can be tightened. During the introduction of the filling concrete 19 and the production of the top concrete 9 arranged between the precast beams 11 and the placing device 30 tension members 38 are tensioned in order to partially take over the weight of the filling concrete 19 and the top concrete 9 with the placing device and to transfer it to the pillars 44. In the fifth work step, according to FIG. 9, a topping concrete 9 is applied to the three roadway slab elements 2 arranged in the middle of the construction section to be erected. This topping 9 can only be produced in the fifth work step, because the stressing anchorages 17 and the end anchorages 18 for prestressing the tendons 23 arranged in the topping 9 must still be accessible in the fourth work step.

When the topping 9 produced in the fifth step has the required strength, the tension members 38 can be relaxed and the moving device 30 can be moved into the adjacent field to produce the next construction phase.

The displacement of the roadway slab elements 2 described in this exemplary embodiment before the filling concrete 19 is introduced into the precast girder 11 has several advantages compared to the known embodiments:

1. Compared to the exemplary embodiment described at the beginning with thin-walled precast girders (Johann Kollegger et al. in the magazine "Beton- und Stahlbetonbau", Vol. 115, 2020, pages 484 to 493), construction time is saved because the introduction of the filling concrete is 19 in the two precast beams 11 and the partial application of the topping 9 takes place in one step. In the exemplary embodiment mentioned, the carriageway slab was produced only after the filling concrete had hardened in the precast girders.

2. There is no scaffold next to the precast beams 11 for the introduction of the filling concrete 19 is required because the roadway slab elements 2 can be used as a work surface. The time required for the assembly and disassembly of scaffolding next to the prefabricated beams 11 can therefore be omitted.

3. The tension members 38 between the prefabricated girders 11 and the displacement device 30 are installed only after the roadway slab elements 2 have been displaced. This simplifies the shifting of the roadway slab elements 2 considerably, because the tension members 38 would impede the longitudinal transport and the necessary turning process of the roadway slab elements 2 . Tension members 38 can be installed in the areas where the slab elements 2 have already been moved before the slab elements have been moved. A second embodiment of the method according to the invention is shown in FIGS. 10 to 18. FIG.

In this embodiment, one span of a bridge is erected in one week. 10 shows the situation at the beginning of the weekly cycle, for example on Monday morning. Two trough-shaped precast beams 11 are provided and mounted on assembly bearings 27 . In the first step, prestressing work is carried out. Subsequently, the tension members 38, which were installed to support the construction section produced last, are relaxed and expanded.

In the next step, according to FIG. 11, the two trough-shaped precast beams 11 are shifted by one field and stored on assembly bearings 27 in the field that was produced in the previous week. This field is referred to as the transfer station 46 because the finished part carrier 11 is transferred to the transfer device 30 there. During the shifting process, the two precast beams 11 are pushed through the middle frame 32 of the shifting device 30 .

In the next work step, according to FIG. 12, the moving device 30 is moved to the next construction phase. The frame 32 at the front of the moving device 30 is placed on brackets 40 . The brackets 40 are non-positively connected to the pillar 44 . The trolleys 36 are positioned over the end areas of the first precast beam 11 . Tension members 38, which connect the precast girder 11 to the lifting devices 37 installed on the trolleys 36, are installed. Then the first precast beam 11 is lifted and transported between the two Versetzträgerm 31 via the frame bar 34 of the middle frame 32 in the next construction phase. This construction phase is referred to below as installation location 47.

13 shows the lowering of the first precast girder 11 at the installation location 47. The second precast girder 11 is mounted on mounting brackets 27 at the transfer station 46 during the transport of the first precast girder 11 to the installation location 47.

14 shows a state after the lowering of the first precast girder 11 at the installation site 47. In this state, the precast girder 11 is supported on the bearings 45 at the front end and is connected at the rear end to the construction section produced in the previous week. 15 shows a state after the lowering of the second prefabricated girder 11 at the installation site. In this state, the precast girder 11 is supported on the bearings 45 at the front end and is connected at the rear end to the construction section produced in the previous week. The roadway slab elements 2 are then placed on the two prefabricated beams 11 .

In the next work step, according to FIG. The consoles 40 can then be removed.

Tension members 38 are then installed between the precast girders 11 and the displacement girders 31 of the displacement device 30 . When the filling concrete 19 is introduced into the precast girder 11 and when the topping concrete 9 is applied to four roadway slab elements 2, part of the weight of the filling concrete 19 and the topping concrete 9 is taken over by the placing device 30 and introduced into the pillars 44 via the frame 32. The remaining part of the weight of the filling concrete 19 and the topping 9 is carried by the two precast girders 11 via a bending load-bearing effect. It mainly depends on the flexural rigidity of the offset girders 31 and the precast girders 11, how large the proportion of the weight of the filling concrete 19 and the top concrete 9 is, which is removed from the precast girders 11. It would also be possible to install hydraulic jacks at the upper extremities of the tension members 38 in order to be able to precisely adjust the force in the tension members 38 during the pouring operation.

16 also shows that at the same time as the concreting process, the prefabricated girders 11 for the next construction phase are delivered in three sections 29 and stored on mounting brackets 27 .

According to FIG. 17, the sections 29 are joined together in the next work step and the prefabricated girders 11 are thereby produced for the next construction phase. When the filling concrete 19 installed in the work step corresponding to FIG. 16 and the topping concrete 9 have the required minimum strength, the tendons 23 can be tightened. The topping 9 is then applied to eight roadway slab elements 2 . The filling concrete 19 and the top concrete 9 can harden over the weekend.

This completes all construction work for this section of bridge 43 and work on the construction of the next section can begin on the following Monday. A cross section through the bridge 43 and the offsetting device 30 is shown in FIG. The trough-shaped precast girders 11 each consist of two wall panels 12 and a floor slab 13. The roadway slab elements 2 each consist of a crossbeam 3 and three slabs 5. In the precast girders 11 a filling concrete 19 was introduced. The top of the filling concrete 19 has the same height as the top of the slabs 5 . This is favorable because after the hardening of the filling concrete 19 a connection is made between the precast girders 11 and the roadway slab elements 2 . A topping 9 was applied to the roadway slab elements 2 . The prefabricated girders 11, which are installed in the next construction phase, are mounted on Montagei agem 27 on the roadway slab 1.

The displacement device 30 consists of three frames 32, two Versetzträgerm 31, crane girders 35, trolleys 36 and lifting devices 37. Each frame 32 consists of two frame supports 33 and a frame bar 34. In this embodiment, each frame support 33 consists of two steel profiles, which are connected by an association 21 are stiffened. The frame supports 33 are mounted on Montagei agem 27.

The displacement beams 31 can be moved relative to the frames 32 in the longitudinal direction of the bridge 43 by sliding on the roller blocks 39. The crane girders 35 can be moved relative to the offset girders 31 in the longitudinal direction of the bridge 43 by moving on the crane rails 60 . Trolleys 36 are installed on the crane girders 35 and can be moved in the transverse direction of the bridge 43 relative to the crane girders 35 .

FIG. 18 shows a state in which tension members 38 have been installed between the lifting points 20 of the first precast girder 11 and the lifting devices 37 installed on the trolleys 36 .

A third embodiment of the method according to the invention is shown in FIG.

FIG. 19 shows a cross section corresponding to FIG. 18 for an exemplary embodiment in which the webs 10 have a trapezoidal cross section and the roadway slab 1 is produced with a variable thickness. In each of the two precast beams 11, two top chords 14 were produced between the wall panels 12 in the area remote from the bottom panel 13. The upper chords 14 were connected to the wall panels 13, which had previously been produced as prefabricated panels 58, with connection reinforcement. 19 shows that displacement bodies 63 are arranged in the trough-shaped precast beams 11, in order to reduce the volume of the filling concrete 19 in the area of the center of the span of the precast beams 11. The displacement bodies 63 can be made of steel, extruded polystyrene or plastic, for example.

The crossbeams 3 of the roadway slab elements 2 were made with a variable height. The plate 5 between the two webs 10 was made with two kinks. The two slabs 5 in the cantilevered part of the carriageway slab 1 were produced with raised edges 62. The raised edges 62 act as lateral formwork when the topping concrete 9 is applied. The webs 10 are supported on bearings 45.

In this exemplary embodiment, the moving device 30 has a frame 32 with a low height of the frame supports 33 . The two frame supports 33 shown in FIG. 19 are connected to the frame bar 34 in a rigid manner. Compared to the second embodiment, the frame bar 34 has a shorter length. The offset beams 31 are arranged between the webs 10 of the bridge 43 . The displacement beams 31 can be moved in the longitudinal direction of the bridge 43 on roller blocks 39 which are mounted on the frame bars 34. Crane rails 60 are mounted on the offset beams 31 . The crane girders 35 can be moved in the longitudinal direction of the bridge 43 on the crane rails 60 .

FIG. 19 shows a construction state in which two prefabricated beams 11 are lifted. Tension members 38 are installed between the lifting points 20 built into the precast beams 11 and the lifting devices 37 . With the trolleys 36, the lifting devices 37 can be positioned at the right places over the precast beams 11. In this embodiment, the two precast beams 11 must be lifted and transported at the same time because the offset beams 31 are arranged between the webs 10 of the bridge 43 . Compared to the offsetting device 30 shown in the second exemplary embodiment, the offsetting device 30 has the advantage of a smaller height and a smaller width.

A fourth embodiment of the method according to the invention is shown in Figures 20 to 23 .

FIG. 20 shows a cross section corresponding to FIG. 18 for an embodiment with a modified embodiment of the displacement device 30. In this embodiment, the displacement device 30 has a frame 32 with a low height of the frame supports 33. ti

The two frame supports 33 shown in FIG. 20 are connected to the frame bar 34 in a rigid manner. The frame bar 34 has the same length as in the second embodiment shown in FIG. The offset beams 31 are arranged to the side of the two webs 10 . The offsetting device 30 shown in FIG. 20 thus has the advantage over the offsetting device 30 shown in FIG. 18 that it is smaller and the prefabricated part carriers 11 do not have to be lifted as high. 20 shows a state in which tension members 38 have been installed between the lifting points 20 of the first prefabricated girder 11 and the lifting devices 37 installed on the trolleys 36 .

21 shows a state after the two prefabricated girders 11 have been moved at the installation site 47 and during the transport of two roadway slab elements 2 from the transfer point 46 to the installation site 47. During the transport process, the two roadway slab elements 2 are attached to steel traverses 65 and opposite their final position Position at installation location 47 rotated by 90° in plan. The rotation of the two roadway slab elements 2 by 90° is necessary so that they can be transported between the offset girders 31 in the longitudinal direction of the bridge 43 from the transfer point 46 to the installation site 47 . At the installation site, the two roadway slab elements are lowered and rotated by 90° and then placed on the prefabricated girders 11.

A lower longitudinal reinforcement 7 made of reinforcing bars 52 can be laid on the roadway slabs before transport to the installation site 47 and a first layer 64 of the topping concrete 9 can be applied. The layer 64 of topping concrete 9 is only applied between the crossbeams 3 . No layer 64 of topping concrete 9 is applied to the overhanging parts of the roadway slab elements 2 because a connection reinforcement has to be laid there at the installation site 47 .

For the sake of clarity, the traverses 65 are not shown in FIGS. 22 and 23 .

The cross section shown in FIG. 22 shows that the reinforcing rods 52 of the lower longitudinal reinforcement 7 can be pushed through cylindrical recesses 61 in the crossbeam 3 . FIG. 23 shows that in this exemplary embodiment a layer 64 of topping concrete 9 was applied to the slabs 5 in order to increase the stability of the two roadway slab elements 2 during the transport process. After the layer 64 of topping concrete 9 has hardened, a disk is formed from the two individual roadway slab elements 2 . When applying layer 64 of topping concrete 9, care must be taken that the cylindrical recesses 61 in the transom 3 are completely covered with concrete. In this exemplary embodiment, the diameter of the cylindrical recesses 61 in the crossbeams 3 is the same as the height of the layer 64 of topping 9. The diameter of a cylindrical recess 61 could also be larger or smaller than the height of the layer 64 of topping 9.

A fifth embodiment of the method according to the invention is shown in Figures 24 to 27 .

In this exemplary embodiment, the prefabricated beams 11 are moved using cranes. For the sake of clarity, the cranes and the reinforcement are not shown in Figures 24 to 27.

According to FIG. 24, a prefabricated girder 11 is moved to the installation site 47 with two cranes. The weight of the precast carrier 11 is at the lifting points 20 in the

Support components 25 are arranged, taken over by the cranes. In this state, the tendons 23 are already prestressed. The tendons 23 are designed as external tendons 23, because they only on the anchorages 17, the

End anchors 18 are embedded in the deflection points 24 and in the support components 25 in the concrete of the precast girder 11 . The tension anchorages 17 and the

End anchors 18 are placed in the bearing members 25 . An end anchor 18 is installed in the support component 25 at the front end of the prefabricated girder 11 . In the support component 25 at the rear end of the prefabricated girder 11 a tensioning anchorage 17 is installed.

In the next work step, the prefabricated girder 11 according to FIG. 25 is placed on bearings 45 at the front end and on assembly bearings 27 at the rear end. For the sake of clarity, the clamping elements 23 shown in FIG. 24 are no longer shown in FIG. Further tendons 23 are then installed. In order to reduce the work at the installation site 47, these tensioning members 23 could already be installed in the precast part girder 11 in the precast plant or at the transfer station 46. The tendons 23 are connected to the previous construction phase with a coupling 57. These tendons 23 are designed as internal tendons and have curvatures in the course of the tendons along their longitudinal extent. These tendons are only tensioned at a later point in time after the filling concrete 19 has been introduced and hardened. Then nine roadway slab elements 2 are laid. Straight tendons 23 are installed in the roadway slab elements 2 in the next work step. These tendons 23 have an end anchorage 18 at the rear end and a tensioning anchorage 17 at the front end. The end anchorages 18 and the tensioning anchorages 17 of these tensioning elements 23 are arranged in the crossbeams 3 of the roadway slab elements 2 .

In the next work step, according to FIG. When the filling concrete 19 and the topping 9 have a predetermined minimum strength of, for example, 20 N/mm ² , the tendons 23 arranged in the web 10 and in the roadway slab 1 can be tensioned.

In the next work step, according to FIG. After the topping concrete 9 has hardened, the work on the production of this construction phase is completed.

A sixth embodiment of the method according to the invention is shown in FIG.

FIG. 28 shows a longitudinal section corresponding to FIG. 25 through a completed construction section of a bridge 43 and a precast girder 11 after displacement on the bearings 45 and the assembly bearings 27.

In this exemplary embodiment, the bending stresses in the precast girder 11 when the filling concrete 19 is introduced and when the top concrete 9 is applied will be smaller compared to the fifth exemplary embodiment, because the precast girder 11 is supported on a supporting structure 42 and a tension member 38 has been installed. The shoring 42 consists of supports made of steel profiles, which are stiffened by a bandage 21. One end of the tension member 38 is anchored in the base plate 13 of the precast beam 11 . The other end is anchored to the top of a pylon 56. The pylon 56 is stabilized by a further tension member 38 which is anchored in the pylon 56 and in the roadway slab 1 . Alternatively, it would also be possible to support the prefabricated girder 11 on an advance scaffolding, which is connected to the two pillars 44 shown in FIG. 28 .

It would also be possible to produce the prefabricated girder 11 from two sections 29 at the installation site 47 . One section 29 could be placed on the bearing 45 and the support structure 42 . The other section could be on the shoring 42 and on the Montagelagem 27 are superimposed. Joining the precast girder 11 from two sections 29 at the installation site 47 would have the advantage that the cranes could be designed for lifting smaller loads than, for example, in the sixth exemplary embodiment. With this procedure, however, the work for assembling the sections 29 would have to be carried out at the installation site 47, which would be disadvantageous for rapid construction progress.

A seventh embodiment of the method according to the invention is shown in FIGS. 29 to 36 .

FIG. 29 shows the production of a bridge 43 with a curved plan using the method according to the invention. The previous construction phase can be seen in the left part of FIG. No top concrete 9 was applied to the last carriageway slab element 2 of the previous construction phase. The prefabricated beams 11 of the construction section to be produced, which are curved in plan, have already been offset. Cross beams 26 are arranged between the two precast beams 11 . In each of the two precast girders 11, an association 21 made of angle steels 59 is formed on the upper side of the upper chords 14. The angle steels 59 are connected with screw connections to the nuts installed and anchored in the upper flanges 14 . The angle steels 59 are fastened to the upper chords 14 in such a way that the crossbeams 3 of the roadway slab elements 2 can be supported on the upper chords 14 in between.

Torsional moments occur in the curved precast beams 11 as a result of the dead weight load. With the associations 21 on the upper side of the trough-shaped precast girders 11, the precast girders 11 have a much higher torsional rigidity than without associations 21. The crossbeams 26 are also favorable with regard to the transfer of the torsional stress.

30 shows a vertical section through the two precast girders 11 and a crossbeam 26. The arrangement of the associations 21 results in closed cross sections from the open, trough-shaped cross sections of the precast girders 11 in terms of statics. The crossbeams 26 have trough-shaped cross sections and are installed at the installation site 47 after the prefabricated beams 11 have been moved. The crossbeams 26 can be connected to the prefabricated beams 11 by structural steel connections or by socket bars. A vertical section through a crossbeam 26 before the filling concrete 19 is introduced into the crossbeam 26 is shown in FIG. In this exemplary embodiment, the height of the crossbeam 26 corresponds to half the height of the prefabricated beams 11. The crossbeams 26 can also be produced with a smaller or larger height. The crossbeams 26 can be arranged at any desired location, for example also over the pillars 44 .

The longitudinal section shown in FIG. 32 and the vertical section shown in FIG. 33 show the connection of one of the two precast beams 11 to the previous construction phase. The prefabricated girder 11 is supported on Montagelagem 27 on the bearing component 25 of the previous construction phase in the construction state. In the lower area of the precast girder 11 a reinforcement made of reinforcing rods 52 is arranged. In this exemplary embodiment, the reinforcing rods 52 have a large diameter of, for example, 63.5 mm. The reinforcing bars 52 are connected to the previous construction phase with sockets 51 . The joint 41 between the two prefabricated beams 11 shown in FIG. 36 is only a small distance from the axis of the pillar 44 .

The vertical section shown in FIG. 34 shows that the wall panels 12 can be connected to one another by a connecting element 53 in order to be able to absorb the concreting pressure better than through a pure bending load-bearing effect in the wall panels 12 when the filling concrete 19 is introduced. A connecting element 53 can consist of a reinforcing bar 52 welded to the protruding reinforcement of the wall panels 12 . A connecting element 53 can also be designed as a cable tie or as an anchor rod 66 .

The detail B of Fig. 40 shown in Fig. 35 shows that the reinforcing bar 52 of the upper transverse reinforcement 6 of the roadway slab 1 is embedded with half the diameter in the concrete of the transverse beam 3 and with half the diameter of that in Fig. 35 corresponds to the drawn dimension a, protrudes from the crossbar 3. Such an arrangement of the transverse reinforcement 6 of the roadway slab 1 in the crossbeam 3 is advantageous because it allows the crossbeam to be produced with a great height. Reinforcement loops 48 ensure that the reinforcement bar 52 cannot become detached from the crossbeam 3 when the topping 9 is applied when the reinforcement bar 52 is subjected to the highest tensile stresses. It would also be possible to reduce the distance a between the top of the rebar 52 and the concrete top 4 of the crossbeam 3, for example by a tenth of the diameter of the rebar 52, or larger, for example two-thirds the diameter of the rebar 52 to choose.

A further advantage of the arrangement of the upper transverse reinforcement 6 of the roadway slab 1 in a transverse beam 3 shown in FIG. 35 can be seen in FIG. The reinforcing rod 52 of the transverse reinforcement 6 serves as a support for the reinforcing rods 52 of the upper longitudinal reinforcement 7 of the roadway slab 1, which in this example is laid in the first layer from above. The arrangement of the upper longitudinal reinforcement 7 of the carriageway slab 1 in the first layer from above is advantageous because the upper transverse reinforcement 6 and the stirrup reinforcement of the carriageway slab 1 in the carriageway slab elements 2 can already be installed in the prefabricated part factory and thus the laying work of the reinforcement to be carried out at the installation site 47 can be reduced.

The distance b shown in Fig. 36 between the upper side 8 of the roadway slab 1 and the concrete upper side 4 of the crossbeam 3 is made up of the concrete cover c in the topping concrete 9, the diameter of the reinforcing bars 52 of the upper longitudinal reinforcement 7 of the roadway slab 1 and half the diameter the reinforcing bars 52 of the upper transverse reinforcement 6 of the roadway slab 1 together. It is advantageous if the distance b is as small as possible, for example less than 100 mm and preferably less than 80 mm, because this allows the crossbeams 3, which are exposed to high stresses when the topping 9 is applied, to be designed with a great height.

An eighth embodiment of the method according to the invention is shown in Figures 37 to 41.

37 shows a view of the installation site 47 after two trough-shaped precast girders 11 have been laid. Support components 25 are arranged at the front ends of the prefabricated beams 11 . The bearing components 25 are installed in the finished part factory above the floor panels 13 and between the wall panels 12 . It would also be possible to form a support component 25 with a width and a height corresponding to the dimensions of the precast girder 11 . In this case, additional gaps 41 would arise between the bearing component 25 and the wall panels 12 and the floor panel 13 . At the rear ends of the precast beam 11 12 web thickenings 49 are installed in the precast factory on the inside of the wall panels. The web thickenings 49 are non-positively connected to the floor panels 13 and the wall panels 12 via a connection reinforcement. In each of the two finished parts carrier 11 are factory in the finished part two transverse bulkheads 16 installed above the floor panels 13 and between the wall panels 12. In the upper part of the precast beam 11, a cover plate 15 is installed in the precast factory between the transverse bulkheads 16 and the shear walls 12. This creates cavities 28 in the middle areas of the precast girders 11. The formation of cavities 28 in the middle areas of the precast girders 11 is favorable because the consumption of concrete when the filling concrete 19 is introduced can be reduced and the dead weight of the webs becomes smaller. Reduced concrete consumption also means that natural resources are conserved and costs are saved.

The longitudinal section through a precast girder 11 shown in FIG. 38 shows that tendons 23 are installed in the precast girder 11 . The tendon 23, which runs in a straight line between the deflection points 24, is already tightened before the precast girder 11 is moved. The end anchorage 18 of this tendon 23 is arranged in the web thickening 49 . The prestressing anchorage 17 of this prestressing element 23 is located on the outside of the bearing component 25. The other prestressing element 23 has a curved profile in the areas of the prefabricated girder 11 with a trough-shaped cross section. This tendon 23 is fastened with a coupling 57 to the preceding construction section. This tendon 23 is tightened after the filling concrete 19 has hardened at the coupling 57 which is attached to the outside of the bearing component 25 .

Half the weight of the precast beam 11 is introduced into the pillar 44 at the front end via the support component 25 and bearing 45 . At the rear end, the bearing force due to the dead weight of the precast girder 11 is introduced into the previous construction phase via two anchor rods 66 . The lower ends of the anchor rods 66 are anchored in the web thickenings 49 . The upper ends of the anchor rods 66 are anchored in the bearing component 25 of the previous construction phase. Because the anchor rods 66 are inclined, horizontal force components arise which can be absorbed, for example, by two elastomeric bearings arranged in the joint 41 between the prefabricated girder 11 and the bearing component 25 of the preceding construction phase. The elastomer bearings are not shown in FIG. 38 for the sake of clarity.

39 shows that the prefabricated girder 11 has a cavity 28 between the two transverse bulkheads 16 which is enclosed by two wall panels 12, a base panel 13 and a cover panel 15. Four tendons 23 are arranged in the floor slab, because there are two tendons 23 that are tensioned before the precast girder 11 is moved, and two tendons 23 that are tensioned after the filling concrete 19 has hardened in the areas with a trough-shaped cross-section. 40 shows that the precast girder 11 has areas with trough-shaped cross-sections at the two ends, which are arranged next to the pillars 44 after assembly.

41 shows that a filling concrete 19 is placed in these areas of the precast girder 11, the roadway slab elements 2 are then laid and a topping concrete 9 is applied to the roadway slab elements 2. The order of the work steps can be seen from the position of the construction joint between the filling concrete 19 and the top concrete 9 . If the roadway slab elements 2 had been placed before the introduction of the filling concrete 19, the working joint between the filling concrete and the top concrete would be the same height as that shown in FIGS. 18, 19, 20 and 21 Top of the plates 5 of the roadway slab elements 2 have been arranged. In the eighth exemplary embodiment, the filling concrete 19 could also be introduced—deviating from the sequence of work steps shown in FIG. The decisive factor for the speed of the construction method according to the invention is that even when the filling concrete 19 is introduced before the roadway slab elements 2 are laid, it is not necessary to wait for the filling concrete 19 to harden before the roadway slab elements 2 can be laid.

In the example mentioned above in the above publication by Kollegger et al. using the bridge folding method according to US Pat. For the filling concrete of strength class C35/45 used in this exemplary embodiment, the characteristic cylinder compressive strength of the filling concrete 19 when the roadway slab 1 was manufactured was at least 35 N/mm ²

In the eighth exemplary embodiment, the introduction of the filling concrete 19 before laying the roadway slab elements 2 does not actually offer any construction-related advantages, but can be used because the filling concrete 19 is only introduced in two areas at the ends of each of the two precast girders 11. The ends of the precast beams 11 are arranged next to the pillars 44 . The introduction of the filling concrete into the end regions of the prefabricated beams 11 could therefore be carried out using scaffolding mounted on the pillars 44 . These working scaffolds are not shown in Figures 37 to 41. A ninth embodiment of the method according to the invention is shown in Figures 42 to 46. This embodiment has similarities with the eighth embodiment. 42 shows that in the ninth exemplary embodiment, in contrast to the eighth exemplary embodiment, only one transverse bulkhead 16 is installed in each prefabricated girder 11 at the rear end in the vicinity of the preceding construction section. The support components 25, which are arranged at the front end of the prefabricated girder 11, each have a recess 61. A cavity 28, which is delimited by the wall panels 12, the floor panel 13, the cover panel 15, the transverse bulkhead 16 and the bearing component 25, is formed in each of the two precast girders.

The longitudinal section shown in FIG. 43 shows that in the precast beam 11 tendons 23 are installed. The tensioning element 23 lying underneath, which runs in a straight line between the deflection points 24, is designed in the same way as in the eighth exemplary embodiment. In the ninth exemplary embodiment, the overhead tensioning element 23 runs straight between the deflection points 24. This tensioning element 23 is anchored with an end anchorage 18 in the bearing component 25 of the previous construction phase and is attached to the tensioning anchorage 17, which was installed on the outside of the bearing component 25 of the construction phase to be produced. prestressed. In order to ensure accessibility to the end anchorage 18, a niche 50 is formed in the bearing component 25 and in the filling concrete 19 of the preceding construction phase. A region with a trough-shaped cross section is formed at the rear end of the prefabricated beam 11, which adjoins the preceding construction phase. In this area, web thickenings 49 are formed between the transverse bulkhead 16 and the end of the prefabricated girder 11, which adjoins the preceding construction phase.

Half the weight of the precast beam 11 is introduced into the pillar 44 at the front end via the bearing component 25 and the bearing 45 . At the rear end of the precast girder 11, the reaction force due to the dead weight of tension members 38 is introduced into an offsetting device 30, which is not shown in this exemplary embodiment. The tension members 38 take over the bearing force in the lifting points 20 which are installed in the web thickenings 49 .

The precast girder shown in FIG. 44 has a cavity 28 between the transverse bulkhead 16 and the bearing component 25 at the front end. Between the transverse bulkhead 16 and the preceding construction phase, the prefabricated girder 11 has a trough-shaped cross section. A vertical section through the trough-shaped cross-section area is shown in FIG. FIG. 44 shows that four clamping elements 23 are arranged in the cross section. Two tendons are arranged in the web thickenings 49. Two tendons 23 are positioned further up between the wall panels 12 .

In each of the two precast girders 11, according to FIG. 45, a filling concrete 19 is then introduced into the area with a trough-shaped cross section. The height of the filling concrete 19 is the same as the upper side of the wall panels 12. Then and before the filling concrete 19 has hardened, the roadway slab elements 2 are laid on the precast girders 11. In the next work step, the tendons 23, which are anchored in the bearing components 25, are prestressed. A topping 9 is then applied to the roadway slab elements 2 .

A tenth embodiment of the method according to the invention is shown in FIG. This embodiment shares many similarities with the ninth embodiment. One difference is that at the transfer point 46 in each of the two precast beams 11 a layer 64 of concrete was applied to the base plate 13 over the entire length. A reinforcement embedded in this layer 64 increases the bending capacity of the prefabricated beam 11 . If a precast girder 11 is assembled from a plurality of sections 29 , these are connected to one another by the layer 64 of reinforced concrete arranged over the base plate 13 . Another difference is that the filling concrete 19 does not fill the entire volume between the wall panels 12 in the trough-shaped area, but rather a hollow space 28 is formed in the middle between the two wall panels 12 by means of formwork. In order to cover the cavity 28 at the top, a prefabricated slab 58 is to be laid before the top concrete 9 is applied. Another difference compared to the ninth exemplary embodiment is that recesses 61 are formed both in the transverse bulkheads 16 and in the support components 25 . In this case, after the completion of bridge 43, there is a walkable connection between the individual construction sections within the bridges. Such a walkable connection over the entire length of the bridge 43 is favorable for later inspection of the bridge 43.

An eleventh embodiment of the method according to the invention is shown in FIG. FIG. 47 shows a construction state in which the first prefabricated girder 11 was positioned at the installation site 47 at the point at which one of the two webs 10 is arranged in the final construction state. The second precast beam 11 is at the front end using a crane, which is not shown in Figure 47, and at the rear end using a Lifting device 37 raised. A lifting point 20 for attaching the crane hook is installed in the support component 25 at the front end of the precast girder. A lifting point 20 is installed in each of the two web thickenings 49 at the rear end of the precast girder. Tension members 38 are installed between the lifting points 20 and the traverse 65 . Another tension member is installed between the traverse 65 and the lifting device 37 . The lifting device 37 is fixed on a frame 32 . For the precise positioning of the precast beam 11, it can be advantageous if the lifting devices 37 are arranged on the frame 32 in such a way that they can be moved in the longitudinal and transverse direction of the bridge. The frame 32 is braced with a tension member 38 to the previous construction phase. The front end of the precast beam 11 is arranged laterally next to the pillar 44 during lifting. Only when the precast girder 11 has been raised so high that the underside of the base plate 13 is above the top of the pillar 44 can the precast girder 11 be rotated and supported on the pillar 44 at the front end. At the rear end, the precast girder 11 remains connected to the lifting device 27 until the roadway slab elements 2 have been placed, the poured concrete 19 has partially hardened and the tendons 23, which are not shown in FIG. 47, have been prestressed. In an alternative embodiment, additional diagonally arranged tension members 38 could be attached to the frame 32, which relieve the precast girders 11 when the roadway slab elements 2 are placed, when the filling concrete 19 is introduced and when the topping concrete 9 is applied.

A twelfth embodiment of the method according to the invention is shown in FIG. In this exemplary embodiment, three prefabricated beams 11 are laid in the construction phase shown in FIG. In this construction phase, fourteen roadway slab elements 2 were placed on the prefabricated beams 11 . Each carriageway slab element 2 consists of two slabs 5 and a crossbeam 3. Each carriageway slab element is supported on a wall panel 12 of the central precast girder 11 and on the two wall panels 12 of an outer precast girder 11. The arrangement of a third precast girder 11 in a construction phase can be advantageous if the roadway slab 1 of the bridge 43 has a large width. List of references:

1 road plate

2 roadway slab element

3 crossbars

4 Concrete top of a transom

5 plate

6 Transverse reinforcement of a roadway slab

7 Longitudinal reinforcement of a roadway slab

8 Top of a roadway slab

9 topping

10 jetty

11 precast beams

12 wall plate

13 bottom plate

14 top chord

15 cover plate

16 transverse bulkhead

17 tension anchorage

18 end anchorage

19 infill concrete

20 lifting point

21 association

22 sealing strips

23 tendon

24 deflection point

25 support component

26 cross members

27 assembly camp

28 cavity

29 part piece

30 mover

31 offset beams

32 frames

33 frame support

34 frame bars

35 crane girders trolley

lifting device

tension member

roller block

console

Gap

shoring

Bridge

pier

warehouse

transfer place

mounting location

reinforcement loop

web thickening

niche

sleeve

rebar

fastener

abutment

grout

pylon

coupling

precast panel

Angle steel

crane rail

recess

upstand

displacement body

layer

traverse

anchor rod

Claims

patent claims

1. Method for the construction of a structural section of a bridge (43) with at least two structural sections, which are rigidly connected to one another, made of reinforced concrete or prestressed concrete with a T-beam cross-section, which has at least one web (10) and at most three webs (10) and a roadway slab ( 1) having at least one projection, the method for producing a construction section, the length of which corresponds approximately to the distance between two pillars (44), comprising the following steps: a. providing at least one precast girder (11) of reinforced concrete having at least one region along its length with a trough-shaped cross-section made of two wall panels (12) and a floor panel (13); b. providing roadway slab elements (2),

- wherein a roadway slab element (2) has at least two slabs (5) and at least one crossbeam (3) and preferably two crossbeams (3);

- wherein the slabs (5) are made of reinforced concrete or prestressed concrete;

- wherein the at least one crossbeam (3) is made of reinforced concrete, prestressed concrete or structural steel;

- wherein the plates (5) are formed in plan with four corners;

- wherein the at least two panels (5) are connected by the at least one crossbeam (3);

- wherein the at least one crossbeam (3) is arranged in plan at an angle of 70° to 90° to the longitudinal axis of the bridge (43);

- wherein the at least one crossbeam (3) is arranged above the plates (5);

- wherein two opposite edges of a plate (5) are arranged at an angle of 70° to 90° to the longitudinal axis of the bridge (43);

- the two remaining opposite edges of each plate (5) being arranged at an angle of 0° to 20° to the longitudinal axis of the bridge (43); and

- wherein at least one edge of a first panel (5) and one edge of a second panel (5) are at a distance from one another which approximately corresponds to the width at the top of the at least one precast girder (11), the edges being at an angle of 0° up to 20° to the longitudinal axis of the bridge (43); characterized by c. Positioning the at least one precast girder (11) at the installation site (47) at the point at which the at least one web (10) of the bridge (43) is arranged in the final construction state; i.e. Placing at least one roadway slab element (2) and preferably the entire roadway slab element (2) for a construction phase on the at least one prefabricated girder (11); e. introducing filling concrete (19) into the at least one region with a trough-shaped cross section of the at least one precast girder (11), the sequence of steps d and e being interchangeable; f. Application of the top concrete (9) to the roadway slab elements (2) to produce the roadway slab (1); G. optionally placing further slab elements (2) and applying the top concrete (9) to the slab elements (2) to produce the slab (1); and h. optionally repeating steps a to e to produce a further construction section of the bridge (43).

2. The method according to claim 1, characterized in that the at least one precast girder (11) is transported by a moving device (30) from a transfer station (46) to the installation location (47) and the at least one precast girder (11) at the installation location (47) is positioned with the aid of the moving device (30) at the point at which the at least one web (10) of the bridge (43) is arranged in the final construction state.

3. The method according to claim 1, characterized in that the at least one precast beam (11) is transported to a transfer station (46); and the at least one precast girder (11) is lifted at the installation location (47) with the aid of at least one crane and/or with the aid of at least one lifting device (37) and positioned at the point where the at least one web (10) of the Bridge (43) is arranged.

4. The method according to claims 1 to 3, characterized in that at least one of the prefabricated beams (11) is assembled from sections (29) at the transfer point (46) or at the installation site (47) and the sections (29) are connected to one another in a non-positive manner.

5. The method according to claims 1 to 4, characterized in that during the introduction of the filling concrete (19) and/or during the application of the topping (9) at least one precast girder (11) is supported by at least one tension member (38) and/or at least one Shoring (42) and/or a feed frame is supported.

6. The method according to any one of claims 1 to 5, characterized in that in a precast beam (11), in the area remote from the base plate (13), two upper flanges (14) be made of reinforced concrete and the upper chords (14) are connected to the two wall panels (12) of the prefabricated girder (11) by connecting reinforcement.

7. The method according to any one of claims 1 to 6, characterized in that a precast girder (11) in an area which is arranged in the vicinity of a pillar (44) when the building is complete, with a greater width and/or greater height than in a area remote from the pillars (44).

8. The method according to any one of claims 1 to 7, characterized in that an upper longitudinal reinforcement (7) of the carriageway slab (1) in the first layer from above and an upper transverse reinforcement (6) of the carriageway slab (1) in the second layer from above is arranged.

9. The method according to any one of claims 1 to 8, characterized in that at least one reinforcement bar (52) of the upper transverse reinforcement (6) is arranged in at least one crossbeam (3) of a roadway slab element (2) and the at least one reinforcement bar (52) is only partially embedded in the concrete of the at least one crossbeam (3) and the distance between the top of the at least one reinforcing bar (52) and the upper concrete surface of the at least one crossbeam (3) is at least one tenth and a maximum of two thirds and preferably the Half the diameter of the rebar (52).

10. The method according to claims 1 to 9, characterized in that at least one crossbeam (3) is formed so high at at least one point, preferably along its entire length, that the distance between the upper side (8) of the roadway slab (1) and of the concrete top (4) of the crossbeam (3) is less than 100 mm and preferably less than 80 mm.

11. Method according to one of Claims 1 to 10, characterized in that tendons (23) arranged in the longitudinal direction of the bridge (43) are laid in the carriageway slab (1) and tendons (17) and end anchors (18) of these tendons (23) elements (2) are arranged in the crossbeams (3) of the roadway slabs.

12. The method according to any one of claims 1 to 11, characterized in that a sealing strip (22) is placed on the upper side of at least one wall panel (12) and/or at least one upper flange (14).

13. The method according to any one of claims 1 to 12, characterized in that the joint (41) between two prefabricated beams (11) arranged one behind the other in the longitudinal direction of the bridge (43) next to the bearings (45) and at a distance of less than three meters from the axis of a pillar (44) and in that the two precast girders (11) are connected to one another by reinforcing rods (52) which cross the joint (41) between the two precast girders (11) and are placed in the filling concrete (19). .

14. The method according to any one of claims 1 to 13, characterized in that two precast beams (11) are connected to one another by a cross beam (26).

15. The method according to any one of claims 1 to 14, characterized in that at least one connecting element (53) is installed in a precast girder (11) in the at least one area with a trough-shaped cross section and that the connecting element (53) separates a point from a first Wall panel (12) is connected to an opposite point of a second wall panel (12).

16. The method according to any one of claims 1 to 15, characterized in that at least one displacement body (63) and / or at least one cavity (28) is installed in a precast beam (11).

17. The method according to any one of claims 1 to 16, characterized in that after at least one carriageway slab element (2) has been placed on the at least one precast girder (11), the at least one carriageway slab element (2) is non-positively connected to the at least one precast girder (11). becomes.

18. Construction phase of a bridge (43) made of reinforced concrete or prestressed concrete with a T-beam cross-section, obtained by a method according to one of claims 1 to 17, wherein in the construction phase at least one precast girder (11) with at least one area with a trough-shaped cross-section, roadway slab elements (2 ), filling concrete (19) and top concrete (9) are installed.