WO2024112989A1 - Procédé de fabrication d'un pont à partir de poutres longitudinales et d'éléments de dalle de tablier - Google Patents

Procédé de fabrication d'un pont à partir de poutres longitudinales et d'éléments de dalle de tablier Download PDF

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Publication number
WO2024112989A1
WO2024112989A1 PCT/AT2023/060405 AT2023060405W WO2024112989A1 WO 2024112989 A1 WO2024112989 A1 WO 2024112989A1 AT 2023060405 W AT2023060405 W AT 2023060405W WO 2024112989 A1 WO2024112989 A1 WO 2024112989A1
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WIPO (PCT)
Prior art keywords
longitudinal
concrete
reinforcement
bridge
longitudinal beams
Prior art date
Application number
PCT/AT2023/060405
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German (de)
English (en)
Inventor
Johann Kollegger
Franz UNTERMARZONER
Michael Rath
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Kollegger Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
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Publication of WO2024112989A1 publication Critical patent/WO2024112989A1/fr

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D2/00—Bridges characterised by the cross-section of their bearing spanning structure
    • E01D2/04—Bridges characterised by the cross-section of their bearing spanning structure of the box-girder type
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D1/00—Bridges in general
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D21/00—Methods or apparatus specially adapted for erecting or assembling bridges
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D2101/00—Material constitution of bridges
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D2101/00—Material constitution of bridges
    • E01D2101/20—Concrete, stone or stone-like material
    • E01D2101/24—Concrete
    • E01D2101/26—Concrete reinforced
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D2101/00—Material constitution of bridges
    • E01D2101/30—Metal
    • E01D2101/32—Metal prestressed

Definitions

  • the invention relates to a method for producing a bridge made of reinforced concrete or prestressed concrete with a deck plate that has at least one projection.
  • Longitudinal beams are arranged under the deck plate.
  • the longitudinal beams are arranged approximately parallel to the longitudinal axis of the bridge.
  • two longitudinal beams are arranged at a distance from one another and are connected to one another by the deck plate.
  • the bridge has the static system of a continuous beam or a frame with at least two fields.
  • a widely used method for constructing bridges is the segmental construction method.
  • segmental construction method prefabricated segments made of reinforced concrete are connected to tendons to form a bridge girder.
  • Max Meyer on “Under-Slung and Overhead Gantries for Span by Span Erection of Precast Segmental Bridge Decks”, Structural Engineering International, Vol. 4, 2011, pages 399-405, http s :// doi . org/10.2749/T 01686611 X 13131377725361 , it is stated that the
  • Segmental construction with field-by-field assembly of the segments is used for spans of 20 to 60 m and preferably 30 to 50 m.
  • a segment weighs between 30 and 150 tonnes, has a width of 5 m to 24 m and a length of 2 m to 3 m.
  • Each segment has a single-cell or multi-cell hollow box.
  • the segments are usually manufactured using the match-cast process.
  • the weight of the segments for one construction section is between 200 and 2000 tonnes and preferably between 200 and 1000 tonnes.
  • To construct a construction section of a bridge the segments are assembled using a setting device. The setting device must be able to bear the weight of the segments in one construction section.
  • Setting devices are made of steel and, according to the information in the above-mentioned publication by Meyer, are among the heaviest construction machines used in bridge construction.
  • the production of a positioning device for a bridge that is built using the segmental construction method in field-by-field assembly causes a high consumption of resources.
  • the butt joints between the segments are either coated with epoxy resin during assembly or are designed as dry joints. No longitudinal reinforcement can be installed in the butt joints between the segments that cross the butt joints.
  • the butt joints between the segments are overcompressed by the tensioning of tendons.
  • a large number of tendons must be installed to overcompress the butt joints in the relevant load conditions.
  • the aim of the development of the segment construction method from the 1960s onwards was not to save material for the completed bridge, but to create an industrial construction method with a reduced construction time. Segmental bridge construction therefore requires a high level of resource consumption.
  • a method for producing a bridge girder from thin-walled segments is described in WO 2019090374 Al.
  • Four thin-walled plates with ribs are joined together to form a segment with a single-cell box cross-section.
  • the rigid and force-locking connection of the ribs creates a cross frame in each segment that serves to stiffen the segment.
  • the segments are joined together to form a bridge girder.
  • Layers of reinforced concrete are applied to the plates of the segments.
  • the bridge's deck is manufactured in a later work step.
  • the length of the segments measured in the longitudinal direction of the bridge is 2 m to 3.5 m to enable the segments or individual panels to be transported by road.
  • a segment manufactured using this method is shown in Figure 10 of the publication by Stephan Fasching, Tobias Huber, Michael Rath and Johann Kollegger on "Semi-precast segmental bridges: Development of a new construction method using thin-walled prefabricated concrete elements", Structural Concrete, 22(3), pages 1561-1573, 2021, https://doi.org/10.1002/suco.202000 74.
  • WO 2022256851 A1 The construction of a bridge which has a smaller number of butt joints in one construction section is described in WO 2022256851 A1. If two longitudinal beams are used to construct a construction section, the number of butt joints in one construction section can be reduced to two butt joints.
  • the longitudinal beams with a trough-shaped cross-section are installed at the installation site, the butt joints are filled with a grouting mortar and a fill concrete is introduced into the longitudinal beams. Deck slab elements are then placed on the longitudinal beams. To produce the deck slab, a reinforced topping concrete is applied to the deck slab elements.
  • the longitudinal reinforcement embedded in the fill concrete crosses the butt joints between the longitudinal beams. This can reduce the number of tendons.
  • a disadvantage of the method described in WO 2022256851 A1 is the large volume of concrete which is introduced into the longitudinal beams as fill concrete. The process described in WO 2022256851 Al therefore has a high resource consumption.
  • Trough-shaped beams with thin-walled wall panels must be stiffened with a brace to avoid stability problems on the top side of the wall panels, as shown, for example, in Fig. 29 to Fig. 34 in WO 2022256851 Al.
  • Figures 10 and 11 show a brace for stiffening thin-walled longitudinal beams with a trough-shaped cross-section.
  • the production of such a brace in the precast plant is complex because a lot of welding work has to be carried out. In its final state, the brace is embedded in the filling concrete and has no static function.
  • AT 285663 shows trough-shaped longitudinal beams in the drawings Fig. 6 and Fig. 7.
  • the wall plates of the longitudinal beams have thickenings at the upper end to improve the stability of the longitudinal beams during construction.
  • the roadway slab is made with roadway slab elements and a layer of concrete topping.
  • the longitudinal beams shown in AT 285663 can only be used to build bridges with small spans because statically unfavorable, trough-shaped longitudinal beams with the final cross-sectional dimensions are used.
  • EP 1780398 A1 describes the manufacture of a bridge with deck plate elements and trough-shaped longitudinal beams.
  • the deck plate elements are manufactured with a large height in order to increase the height inside the hollow box of the completed bridge. From a static point of view, this is particularly unfavourable because it reduces the height of the trough-shaped longitudinal beams during construction.
  • the method described in EP 1780338 A1 can therefore only be used to manufacture bridges with small spans.
  • a method for manufacturing a bridge with prefabricated longitudinal beams is shown.
  • a longitudinal beam is supported on the cantilevered part of the previous construction section and on the pillar located at the front in the direction of construction of the bridge. Because the longitudinal beam has the final cross-sectional dimensions, the longitudinal beam cannot be produced in a prefabricated parts factory, but must be manufactured near the installation site.
  • a very large moving device or the use of cranes with a very high load-bearing capacity is required, which in both cases involves a high Resource consumption is associated with this.
  • no continuous longitudinal reinforcement is arranged that crosses the joint. Therefore, additional tendons must be installed to cover stresses from field-by-field traffic loads and temperature effects. Due to the complex joint formation and the use of large lifting devices, the method described in US 3,788,023 has a high resource consumption.
  • EA 201201135 Al shows a method for constructing a bridge with prefabricated longitudinal beams for spans of up to 24 m.
  • the longitudinal beam is supported on the cantilevered steel bracket of the previous construction section and on the pillar located at the front in the direction of construction of the bridge.
  • a steel structure is formed in the joint between the longitudinal beam and the previous construction section to transfer the shear force.
  • the longitudinal reinforcement of the previous construction section is welded to the longitudinal reinforcement of the longitudinal beam. Concrete is then poured into the joint.
  • the dimension of the joint in the longitudinal direction of the bridge corresponds approximately to the height of the bridge cross-section, because the design of the steel brackets and the work space for carrying out the welding work require a large joint dimension in the longitudinal direction of the bridge (see drawings Fig.
  • EA 201201135 Al Because the longitudinal beam has the final cross-sectional dimensions, the longitudinal beam cannot be produced in a precast plant but must be manufactured close to the installation site. To move the longitudinal beam, a very large moving device or the use of cranes with a very high load-bearing capacity is required, both of which are associated with high resource consumption. Due to the complex joint formation and the use of very large lifting devices, the method described in EA 201201135 Al has a high resource consumption. Due to the large joint dimensions, a large amount of in-situ concrete must be installed on the construction site. Because the in-situ concrete in the joint must be allowed to harden before the next construction phase can be created, rapid construction progress is not possible with the method shown in EA 201201135 Al.
  • - with the static system of a continuous beam with at least two fields or a frame with at least two fields comprises the following steps for the production of a construction section: a. Provision of at least two prefabricated, thin-walled longitudinal beams made of reinforced concrete or prestressed concrete, which have a single-cell, hollow box-shaped cross-section with at least two wall panels, a base plate and a cover plate along their longitudinal extent, the length of a longitudinal beam being at least twice the width of the longitudinal beam; b. Provision of roadway slab elements,
  • a deck plate element comprises three plates and at least one crossbeam and preferably two crossbeams
  • the slabs are made of reinforced concrete or prestressed concrete
  • the at least one crossbeam is made of reinforced concrete, prestressed concrete or structural steel;
  • the panels are designed with four corner points in the floor plan
  • the at least one crossbeam is arranged in plan at an angle of 80° to 90° to the longitudinal axis of the bridge;
  • each plate being arranged at an angle of 0° to 10° to the longitudinal axis of the bridge;
  • continuous longitudinal reinforcement is arranged in the area of at least one butt joint.
  • the method according to the invention is suitable for the construction of bridges with spans of 25 m to 60 m and preferably 30 m to 50 m.
  • a particularly advantageous application of the method according to the invention is possible if - at least one pillar segment is produced on a pillar, wherein the height of a cross-section, in the region of the at least one pillar segment, through the bridge in the finished state is greater than the height of the pillar segment;
  • At least one longitudinal beam is installed adjacent to the at least one pillar segment
  • a connecting reinforcement which crosses the butt joint between the at least one pillar segment and the at least one longitudinal beam is installed at the installation site and a layer of concrete is produced over the base plate in the area of the connecting reinforcement;
  • a continuous longitudinal reinforcement is arranged in the area of the butt joint between the at least one pillar segment and the adjacent longitudinal beam.
  • longitudinal reinforcement is installed on the base plate of at least one longitudinal beam over the entire length of a construction section and a layer of concrete is applied.
  • width of a longitudinal beam is at most 3.5 m and preferably at most 2.5 m and the thickness of the base plate and/or the cover plate is at most 150 mm and preferably at most 100 mm.
  • At least one longitudinal beam and/or at least one roadway plate element and/or At least one pillar segment must be made of high-strength or ultra-high-performance concrete.
  • the at least two longitudinal beams can advantageously be installed with at least one crane or with a moving device or with the incremental launching method.
  • the positioning device has at least one frame support on the pillar located at the front in the direction of construction of the bridge, which is arranged next to the pillar.
  • topping concrete is applied in two layers, wherein the upper side of the first layer of the topping concrete is approximately as high as the upper side of the slabs of the roadway slab elements after the roadway slab elements have been laid on the longitudinal beams.
  • At least one longitudinal beam or at least one pier segment is connected to the pier arranged underneath in the longitudinal and transverse directions of the bridge in a non-displaceable and, if necessary, rigid manner.
  • a pillar segment with a greater height and/or greater width than the adjacent longitudinal beams.
  • At least one pillar segment in advance and install it on a pillar using a crane or a moving device after the concrete has hardened.
  • Two pier segments arranged next to each other and supported on bridge bearings can be connected to each other by a cross beam in order to enable the absorption and transmission of torsional moments to the bridge bearings.
  • a further optimization of the method according to the invention is made possible if two pillar segments and a cross member, which connects the two pillar segments to each other in a force-fitting manner, are manufactured in one piece in advance and are installed on one or two pillars after the concrete has hardened.
  • the at least one butt joint between two adjacent longitudinal beams or, if applicable, between a pillar segment and an adjacent longitudinal beam can be produced as a cast joint with a width of 5 mm to 300 mm and preferably 10 mm to 30 mm or as a ground dry joint or as a match-cast joint.
  • At least one tendon with subsequent bonding is installed, tensioned and grouted above the base plate of a longitudinal beam before the longitudinal beam is installed and, after the longitudinal beam is installed, is embedded in a layer of concrete that is produced above the base plate of the longitudinal beam.
  • the at least one tendon is produced with a sheath made of sheet steel or plastic, for example polypropylene.
  • a cement-based grouting mortar can be used for grouting.
  • An advantageous application of the method according to the invention is made possible if a part of a tendon is installed in a layer of concrete applied to the base plate of a longitudinal beam, at least another part of the tendon is installed within the longitudinal beam and outside the concrete cross-section, the tendon is prestressed and the tendon is grouted with a grout.
  • At least two longitudinal beams are installed in each span of the bridge produced using the method according to the invention. For example, in a bridge with three spans and two longitudinal beams arranged next to each other, a total of six longitudinal beams are installed.
  • the bridge produced using the method according to the invention has the static system of a continuous beam in the finished state. If the longitudinal beams or, where applicable, the pillar segments are connected to the pillars arranged underneath in an immovable and, where applicable, rigid manner, the bridge has the static system of a frame in the finished state.
  • Fig. 1 is a view of the installation location of a first embodiment of the invention after the installation of two longitudinal beams;
  • Fig. 2 is a view of the installation location of the first embodiment according to the invention after laying seven roadway slab elements
  • Fig. 3 is a view of the installation location of the first embodiment of the invention after application of a concrete topping layer on seven roadway slab elements;
  • Fig. 4 is a longitudinal section of the first embodiment of the invention along the section line IV-IV shown in Fig. 3;
  • Fig. 5 is a cross-section of the first embodiment of the invention along the section line V-V shown in Fig. 4;
  • Fig. 6 is a view of the installation location of a second embodiment of the invention after installing four longitudinal beams;
  • Fig. 7 is a plan view of the installation location of a third embodiment of the invention during installation of the longitudinal beams using the incremental launching method;
  • Fig. 8 is a plan view of the installation location of the third embodiment according to the invention after placing five roadway plate elements on the longitudinal beams;
  • Fig. 9 is a plan view of the installation location of the third embodiment according to the invention after the application of the topping concrete on the roadway slab elements and the cover plates of the longitudinal beams;
  • Fig. 10 is a cross-section of the third embodiment of the invention along the section line X-X shown in Fig. 7;
  • Fig. 11 is a cross-section of the third embodiment of the invention along the section line XI-XI shown in Fig. 8;
  • Fig. 12 is a view of the installation location of a fourth embodiment according to the invention after the application of a first layer of topping concrete on the cover plates of the longitudinal beams;
  • Fig. 13 is a vertical section of a fifth embodiment of the invention taken along the section line XIII-XIII shown in Fig. 14;
  • Fig. 14 is a vertical section of the fifth embodiment of the invention taken along the section line XIV-XIV shown in Fig. 13;
  • Fig. 15 is a view of the installation location of a sixth embodiment according to the invention after the displacement of two pillar segments;
  • Fig. 16 is a view of the installation location of the sixth embodiment of the invention after installing two longitudinal beams;
  • Fig. 17 is a view of the installation location of the sixth embodiment according to the invention after the application of the topping concrete on three roadway slab elements and part of the cover plates of the longitudinal beams;
  • Fig. 18 is a vertical section of a seventh embodiment of the invention.
  • Fig. 19 is a vertical section of an eighth embodiment of the invention.
  • a first embodiment of the method according to the invention is shown in Figures 1 to 5.
  • Fig. 1 to Fig. 5 The individual work steps for the construction of a construction section of a multi-span bridge 21 are shown schematically in Fig. 1 to Fig. 5. For the sake of clarity, these drawings do not show the complete reinforcement, the tendons, the assembly bearings, the installation equipment, the scaffolding and the fall protection devices.
  • two longitudinal beams 11 are transported to the installation location 23 using a moving device and installed in their final position.
  • the butt joints 24 between the longitudinal beams 11 and the previous construction section are filled with concrete or with grouting mortar.
  • the width of the butt joints 24 can be between 5 mm and 300 mm.
  • the 20 mm wide butt joints 24 are filled with a grouting mortar.
  • the second step as shown in Fig. 7, seven roadway slab elements 2 for the entire construction section are supported on the longitudinal beams 11 using the positioning device 47.
  • a connecting reinforcement 33 is attached to the previous construction section using reinforcement sleeves 35.
  • a layer 10 of concrete is then applied to each of the two longitudinal beams 11 on the part of the base slab 13 that is arranged next to the previous construction section.
  • the connecting reinforcements 33 for the lower longitudinal reinforcement 32 and then the upper longitudinal reinforcement 32 of the roadway slab 1 are laid.
  • the lower transverse reinforcement 34 and the lower longitudinal reinforcement 32, part of the upper transverse reinforcement 34 and the shear reinforcement are preferably already installed in the roadway slab elements 2 in the precast plant.
  • a concrete topping 9 is applied to the roadway slab elements 2 as shown in Fig. 3.
  • Fig. 4 shows that longitudinal reinforcements 32 are installed in the floor slabs 13, the wall slabs 12 and the cover slabs 14, which do not cross the butt joint 24.
  • the butt joint 24 is only crossed by the connecting reinforcement 33 in the layer 10 of concrete above the floor slab 13 and the longitudinal reinforcement 32 of the roadway slab 1.
  • Fig. 5 shows a cross-section of the completed bridge 21, which is arranged immediately next to the butt joint 24.
  • the only longitudinal reinforcements 32 present in this cross-section consist of the connecting reinforcement 33, which is embedded in the layer 10 of concrete above the base plate 13, and the longitudinal reinforcement 32, which is arranged in the topping concrete 9 of the roadway slab 1.
  • connection of the construction section to be erected to the previous construction section
  • a rapid construction of a construction section is possible because the time-consuming reinforcement and formwork work in the hollow boxes of the longitudinal beams 11 is reduced to a minimum.
  • the reinforcement work is limited to screwing the connecting reinforcement 33 into the reinforcement sleeves 35 installed in the base plate 13 of the previous construction section and, if necessary, to the Laying a transverse reinforcement 34 over the connecting reinforcement 33.
  • the effort for the formwork work is very small because formwork only has to be made for the front surface of the concrete layer 10 and the butt joints 24.
  • the figure Fig. 5 shows that the longitudinal beam 11 is supported directly on the pillar 22.
  • the longitudinal beam 11 can be connected to the pillar 22 in a fixed and rigid manner by means of connecting reinforcement 33 and grouting mortar.
  • bridge bearings 29 could also be arranged between the longitudinal beams 11 and the pillar 22.
  • the first step is to produce the base plate 13 with the final width.
  • the wall panels 12 are then produced on the base plate 13.
  • the cover plate 14 is produced.
  • the base plate 13 and the wall panels 12 could also be produced in one step. It would also be possible to produce the wall panels 12 in a lying position in a first step and then turn them into a vertical position after the concrete has hardened. In this case, the base plate 13 is concreted between the wall panels 12.
  • the longitudinal beam 11 and the roadway slab elements 2 of the first embodiment are made of high-strength concrete.
  • the longitudinal beam 11 and the roadway slab elements 2 could also be made of ultra-high-strength concrete.
  • the use of self-compacting concrete can also be considered, especially when producing thin-walled wall panels 12.
  • the first embodiment shows the production of a construction phase of a multi-span bridge 21.
  • a multi-span bridge 21 with, for example, three spans could also be produced in one construction phase.
  • FIG. 1 to Fig. 5 describe the manufacture of a bridge 21 in which the butt joints 24 are arranged between adjacent longitudinal beams 11 in the vicinity of the pillars 22. It would also be possible with the method according to the invention to arrange the butt joints 24 at other locations, for example at the zero points of moments that occur when the bridge is loaded by its own weight.
  • FIG. 6 A second embodiment of the method according to the invention is shown in Fig. 6.
  • longitudinal beams 11 are installed in the first work step.
  • the length of which corresponds approximately to the length of the construction section in the second embodiment four longitudinal beams 11 are installed to produce the construction section.
  • the length of each of the four longitudinal beams 11 corresponds approximately to half the length of the construction section.
  • Each longitudinal beam 11 is supported at one end on a pillar 22 and at the other end on a scaffold tower 17.
  • Each longitudinal beam 11 is made from four wall panels 12, a base plate 13 and a cover plate 14.
  • the wall panels 12 are manufactured in advance in a horizontal position and are erected after the concrete has hardened. This manufacturing process limits the length of the wall panels to 9 m to 12 m.
  • the four wall panels 12 of a longitudinal beam 11 have the same thickness. It would also be possible to manufacture the wall panels 12 arranged next to a pillar 22 with a greater thickness in order to take into account the higher transverse force stresses in the vicinity of the pillars 22. It would also be possible to manufacture wall panels 12 with a variable thickness.
  • the base plate 13 and the cover plate 14 are manufactured after the wall panels 12 have been erected.
  • the figure Fig. 6 shows that in the middle of the longitudinal beams 11 there are butt joints 24 between the wall panels 12. In the butt joints 24 of the wall panels 12 there is no longitudinal reinforcement 32 that crosses the butt joints 24.
  • the butt joints 24 are designed as ground dry joints.
  • the further work steps proceed as in the first embodiment. Because of the scaffolding towers 17, which are arranged approximately in the middle of the construction section, the longitudinal beams 11 are subjected to less stress in the further work steps than in the first embodiment. In return, the second embodiment involves additional effort for the assembly and disassembly of the scaffolding towers 17.
  • a third embodiment of the method according to the invention is shown in Figures 7 to 11.
  • the longitudinal beams are installed using the incremental launching method.
  • the entire bridge 21 is constructed in one construction phase.
  • the device for moving the longitudinal beams 11 is usually arranged on or behind an abutment 19.
  • Figure 7 shows a construction stage in which seven longitudinal beams 11 are already installed in the final position and five longitudinal beams 11 are pushed in using the incremental launching method.
  • a projection 18 is mounted on the longitudinal beam 11 located forward in the launching direction.
  • Butt joints 24 are arranged between the longitudinal beams 11. No longitudinal reinforcement crossing the butt joints is installed in the butt joints 24. During insertion of the longitudinal beams 11, the butt joints 24 are over-compressed by an approximately centric prestress.
  • a longitudinal reinforcement 32 crossing the butt joints 24 can be installed and a layer 10 of concrete can be installed in the area of the longitudinal reinforcement 32. It can also be advantageous if a longitudinal reinforcement 32 and a layer 10 of concrete are installed on the base plates 13 of the longitudinal beams 11 along the entire length of the bridge 21.
  • the figure Fig. 8 shows a construction state after the installation of the longitudinal beams 11 in the final position, after the production of cross beams 27 between the longitudinal beams 11 in the area of the pillars 22 and after the laying of five roadway slab elements 2 on the longitudinal beams 11.
  • the roadway slab elements 2 have an approximately trapezoidal shape in plan because the bridge 21 has the shape of a circular arc in plan.
  • the upper longitudinal reinforcement 32 and the upper transverse reinforcement 34 can be laid on the deck slab elements 2 and the cover plates 14 of the longitudinal beams 11.
  • the topping-up concrete 9 is then applied to the deck slab elements 2 and the cover plates 14 of the longitudinal beams 11.
  • the floor plan of the completed bridge 21 is shown in Fig. 9.
  • the illustration Fig. 10 shows a cross-section through a longitudinal beam 11 during the insertion of the longitudinal beams 11.
  • the longitudinal beam 11 consists of two wall panels 12, a base plate 13 and a cover plate 14.
  • assembly bearings 8 are installed on the pillars 22.
  • cross beams 27 are produced between the longitudinal beams 11 as shown in Fig. 8.
  • the cross beams 27 are arranged above the pillar 22.
  • Fig. 11 shows a cross-section directly next to a pillar 22 and the longitudinal beam 11 arranged above it.
  • a cross frame 15 was installed in the longitudinal beam 11.
  • the cross frame has a dimension of 1.2 m in the longitudinal direction of the bridge 21.
  • the cross frame is force-fitted to the wall panels 12, the base plate 13 and the cover plate 14.
  • the cross beam 27 is force-fitted to the wall panels 13 and the cross frames 15 of the two longitudinal beams 11.
  • Fig. 11 shows that tendons 36 are installed in the cross frame 15.
  • Steel plates 40 are installed in the cross frame 15 to transfer the forces from the tendons 36 to the concrete of the cross frame 15.
  • the installation of the cross frames after the installation of the longitudinal beams 11 in the final position is advantageous because the cross frames 15 have a large weight. The large weight of the cross frames 15 would lead to high stresses in the longitudinal beams 11 during the shifting process.
  • the cross frames 15 are designed in such a way that they can transfer the support forces of the bridge bearings 29 arranged centrally under the longitudinal beams 11 into the wall panels 12.
  • FIG. 12 A fourth embodiment of the method according to the invention is shown in Fig. 12.
  • the fourth embodiment is similar to the first embodiment of the method according to the invention shown in the drawings Fig. 1 to Fig. 5. An important difference is that after laying the roadway slab elements 2, a first layer 10 of the concrete topping 9 is applied to the cover plates 14 of the longitudinal beams 11. The first layer 10 of the concrete topping 9 can be applied before or after laying the longitudinal reinforcement 32 and the transverse reinforcement 34 on the roadway slab elements 2 and the cover plates 14 of the longitudinal beams 11. The top of the first layer 10 of the concrete topping 9 is approximately as high as the top of the plate 5 of the roadway slab elements 2.
  • Fig. 12 shows a construction state after the first layer of the concrete topping 9 has been applied.
  • the longitudinal beams 11 are connected to the roadway slab elements 2 by the first layer 10 of the concrete topping 9 and by reinforcing bars anchored in the longitudinal beams 11 and the roadway slab elements 2.
  • the connection of the longitudinal beams 11 to the roadway slab elements 2 is advantageous from a static point of view because it significantly increases the moment of inertia compared to the moment of inertia of the longitudinal beam 11.
  • Fig. 13 shows a moving device 47 which is supported on the previous construction section on the left-hand side of the drawing and on the pillar 22 on the right-hand side of the drawing.
  • the moving device 47 consists of two moving beams 41, two supports 51, two frames 42 and two sliding beams 54.
  • Lifting devices 53 are mounted on the moving beams 41.
  • a frame 42 consists of two horizontally arranged frame bars 44 and a frame support 43.
  • Steel plates 40 are arranged between the pillar 22 and the frames 42.
  • Sliding beams 54 are fastened to the supports 51 and the frames 42.
  • Rails 55 are mounted on the sliding beams 54.
  • the moving beams 42 can be moved on the rails 55 transversely to the longitudinal axis of the bridge 51.
  • Fig. 13 and Fig. 14 show a construction stage in which the two longitudinal beams 11 are in their final position, but no grouting mortar has yet been installed in the butt joints 24.
  • the sliding beam 54 must be long enough so that both sliding beams 41 can be positioned on the cantilevered part of the sliding beam 54.
  • the longitudinal beam 11 shown on the left in Fig. 14 is lifted and then moved transversely to the longitudinal axis of the bridge 21.
  • the longitudinal beam 11 shown on the right in Fig. 14 is lifted and moved transversely to the longitudinal axis of the bridge 21.
  • the longitudinal beam 11 shown on the left in Fig. 13 must be moved laterally past the frame supports 43. When the two longitudinal beams 11 are in the planned position in the floor plan, they are lowered into their final position.
  • Fig. 14 shows that two supports 51 were installed above the longitudinal beam 11 shown on the right-hand side of the drawing.
  • At least one crane could be used to install the longitudinal beams 11.
  • steel brackets could be attached to pillars 22 to support the longitudinal beams 11.
  • the eccentricities between the bearing points on the brackets and the center plane of the pillar 22 generate bending moments that are absorbed by the pillar 22.
  • the longitudinal beams 11 could be supported on the bridge bearings 29 or on assembly bearings 8 on the pillar 22 shown on the right-hand side in Fig. 13.
  • FIG. 15 to 17 A sixth embodiment of the method according to the invention is shown in Figures 15 to 17. For the sake of clarity, these drawings do not show the complete reinforcement, the tendons, the assembly bearings, the installation device, the scaffolding and the fall protection devices.
  • Fig. 15 shows the situation at the beginning of the construction of a construction section of a multi-span bridge 21 made of prestressed concrete.
  • Two pillar segments 25 were constructed on the pillar 22 located at the front in the direction of construction of the bridge 21.
  • the pillar segments 25 are connected to the pillar 22 arranged underneath in a fixed and rigid manner.
  • the longitudinal beams 11 of the previous construction section were connected to the pillar segments 25 of the previous construction section.
  • a concrete topping 9 was applied to the roadway slab elements 2, with the exception of the two roadway slab elements 2 arranged next to the pillar 22.
  • two longitudinal beams 11 are transported to the installation location 23 using a moving device 47 and are connected in their final position to the previous construction section and to the pillar segment 25.
  • the longitudinal beams 11 have a hollow box-shaped cross-section.
  • the tops of the longitudinal beams 11 are arranged at the same height as the tops of the pillar segments 25.
  • the connection of the longitudinal beams 11 to the previous construction section and to the pillar segments 25 is carried out by filling the butt joints 24 with concrete or a grouting mortar and by tensioning tendons 36.
  • the second work step as shown in Fig. 17, seven roadway slab elements 2 for the entire construction section are supported on the longitudinal beams 11 using the placement device 47. Then, first the connecting reinforcements for the lower longitudinal reinforcement 32, then the upper longitudinal reinforcement 32 and finally the upper transverse reinforcement 34 are laid on the roadway slab elements 2. For the speed of the construction process, it is particularly advantageous if the laying work for the reinforcement at the installation location 23 is reduced to a minimum. Therefore, the lower transverse reinforcement 34 and the lower longitudinal reinforcement 32 and the shear reinforcement 31 are preferably already installed in the roadway slab elements 2 in the precast plant. A first layer 10 of the concrete topping is then applied to the cover plates 14 of the longitudinal beams 11.
  • the first layer 10 of the concrete topping can advantageously also be applied before laying the upper longitudinal reinforcement 32 and the upper transverse reinforcement 34.
  • the top of the first layer 10 of the concrete topping 9 is approximately as high as the top of the plates 5 of the roadway slab elements 2.
  • Fig. 17 shows a construction state after the first layer 10 of the concrete topping 9 has been applied.
  • the longitudinal beams 11 are connected to the roadway slab elements 2 by the first layer 10 of the topping concrete 9 and by reinforcing bars anchored in the longitudinal beams 11 and the roadway slab elements 2.
  • the connection of the longitudinal beams 11 to the roadway slab elements 2 is advantageous from a static point of view because it significantly increases the moment of inertia compared to the moment of inertia of the longitudinal beams 11.
  • the application of a longitudinal prestress by tensioning tendons 36 arranged in the longitudinal beams 11 in the longitudinal direction of the bridge 21 is advantageous because it can thereby be achieved that no tensile stresses and thus no cracks occur in the longitudinal beams 11, the first layer 10 of the topping concrete 9 and in the roadway slab elements 2 when the second layer 10 of the topping concrete 9 is applied.
  • a concrete topping 9 is applied to four roadway slab elements 2.
  • the tendons 23 arranged in the longitudinal beams 11 can be further tensioned.
  • tension members 49 arranged between the precast beams 11 and the placement device 47 are tensioned in order to partially take over the weight of the concrete topping 9 with the placement device 47 and to transfer it to the pillars 22.
  • a concrete topping 9 is applied to the three roadway slab elements 2 arranged in the middle of the construction section to be built.
  • This concrete topping 9 is only produced in the fifth step, when the concrete topping produced in the fourth step causes an increase in the moment of inertia above the pillar 22 and the bending moments resulting from the concrete topping applied in the fifth step can therefore be absorbed with lower stresses.
  • the tension members 49 can be relaxed and the placement device 47 can be moved into the adjacent field to produce the next construction section.
  • the pillar segments 25 are connected to the pillars 22 in an immovable and rigid manner.
  • a bridge 21 without bridge bearings 29 between pillars 22 and pillar segments 25 is referred to as an integral bridge 21.
  • the manufacture of a cross member 27 to stabilize the longitudinal members 11 and the pillar segments 25 is not necessary.
  • a seventh embodiment of the method according to the invention for producing a construction section of a bridge 21 with two longitudinal beams 11 and two pier segments 25 in each construction section is shown in the drawing Fig. 18.
  • Fig. 18 shows a longitudinal section through the middle of a longitudinal beam 11 through a part of the completed bridge 21 in the area of the pillar 22.
  • the pier segment 25 is manufactured with a height that is smaller than the height of the cross-section of the bridge 21 above the pier 22 in the final state.
  • the longitudinal beams 11 have a hollow box-shaped cross-section and a variable height.
  • the height of the longitudinal beams 11 is greater next to the pillar segment 25 than in the areas further away from the pillar segment 25.
  • the pillar segment 25 also has a variable height, which is greatest above the pillar 22.
  • the base plate 13 of the pillar segment 25 has a variable thickness, which is greatest above the pillar 22.
  • the pillar segment 25 is connected to the pillar 22 in a non-displaceable and rigid manner.
  • Fig. 18 part of the reinforcement of the bridge 21 is shown schematically.
  • a reinforcing bar of the longitudinal reinforcement 32 is shown in the base plate 13 of the pier segment 25 .
  • This reinforcing bar has reinforcement sleeves 35 at the ends.
  • the upper transverse reinforcement 34 of the roadway slab 1 is shown in the topping concrete 9.
  • the transverse reinforcement 34 is arranged above the upper longitudinal reinforcement 32 of the roadway slab 1 in the first layer from the top.
  • Connecting reinforcements 33 are screwed into the reinforcement sleeves 35 on both sides of the pillar segment 25.
  • the connecting reinforcements 33 are arranged in the layers 10 of concrete, which are produced at the installation site 23 above the base plates 13 of the longitudinal beams 11.
  • the connecting reinforcements 33 form a continuous longitudinal reinforcement 32 on the underside of the bridge 21 in the area of the pillars.
  • the bridge 21 thus has a continuous upper longitudinal reinforcement 32 in the area of the butt joints 24, which is arranged in the concrete topping of the roadway slab 1, and a continuous lower Longitudinal reinforcement 32 arranged in the concrete layers 10 and in the base plate 13 of the pillar segment 25.
  • the bridge 21 is prestressed with tendons 36, which are arranged in the longitudinal direction of the bridge 21 and mainly in different construction sections.
  • the anchors of the tendons 36 are arranged on both sides of the pier segment 25.
  • the tendons cross within the pier segment 25.
  • FIG. 19 shows a longitudinal section through a longitudinal beam 11 during the construction of a construction section.
  • a layer 10 of concrete was applied to the base plate 13 of the longitudinal beam 11.
  • Part of the tendon 36 is arranged in the layer 10 of concrete.
  • the tendon 36 is deflected in the layer 10 of concrete at two points.
  • the end anchorage of the tendon 36 is arranged in the pillar segment 25 of the previous construction section, which is shown on the left-hand side in Fig. 19.
  • the tension anchorage of the tendon 36 is arranged in the pillar segment 25 of the construction section to be produced, which is shown on the right-hand side in Fig. 19.
  • the tendon 36 is installed inside the longitudinal beam 11 and outside the concrete cross-section.
  • the tendon 36 is manufactured with a plastic sheath, for example polyethylene.
  • a sheath is offered, for example, under the product name PT-PLUS by the company VSL (Switzerland) AG, Bern.
  • the tendon 36 according to the invention has the advantage of a greater distance from the center of gravity of the longitudinal beam 11 in the middle area of the longitudinal beam 11 and a higher load-bearing capacity in the ultimate limit state.

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

Abstract

L'invention concerne la fabrication d'une section de construction d'un pont (21) à partir de béton armé ou de béton précontraint avec au moins deux poutres longitudinales (11) et une dalle de tablier (1), ledit procédé comprenant les étapes suivantes consistant à : mettre à disposition au moins deux poutres longitudinales (11) constituées de béton armé ou de béton précontraint ; installer au moins deux poutres longitudinales (11) au niveau de l'emplacement d'installation (23) ; mettre à disposition des éléments de dalle de tablier (2) ; placer les éléments de dalle de tablier (2) sur les au moins deux poutres longitudinales (11) ; poser un renforcement sur les éléments de dalle de tablier (2) et sur les plaques de tablier (14) des poutres longitudinales ; appliquer une garniture en béton (9) sur les éléments de dalle de tablier (2) et les plaques de tablier (14) des poutres longitudinales (11) pour fabriquer la dalle de tablier (1) ; si nécessaire, répéter les étapes pour fabriquer une autre section de construction du pont (21) ; au moins au niveau d'un joint bout à bout (24) entre deux poutres longitudinales adjacentes (11) au-dessus d'une partie de la plaque de base (13), un renforcement longitudinal (32) traversant ledit au moins un joint bout à bout (24) est installé, et une couche (10) en béton au-dessus de la plaque de base (13) est produite dans la région du renforcement longitudinal (32).
PCT/AT2023/060405 2022-12-02 2023-11-21 Procédé de fabrication d'un pont à partir de poutres longitudinales et d'éléments de dalle de tablier WO2024112989A1 (fr)

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ATA224/2022A AT526142B1 (de) 2022-12-02 2022-12-02 Verfahren zur Herstellung einer Brücke aus Längsträgern und Fahrbahnplattenelementen
ATA224/2022 2022-12-02

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WO2024112989A1 true WO2024112989A1 (fr) 2024-06-06

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WO2022256851A1 (fr) 2021-06-09 2022-12-15 Kollegger Gmbh Procédé de fabrication d'un pont à partir de poutres en pièces finies et d'éléments de plaques de chaussée

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