• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
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    • 专利摘要:
    Method for producing an integral bridge (1). The method is characterized in that in a first construction section, a first sheet (5) and in at least one further construction section at least one further sheet is produced, each sheet having at least one drawstring (10), the foot points (6) of the sheet together connecting, whereby a foot point of the sheet is slidably mounted, wherein each tension band is tensioned so high that the, caused by the dead weight of the sheet (5) horizontal forces at the foot points of the corresponding arc are absorbed by the tension band, and wherein a first end point ( 11) of the drawstring of a first sheet with the first abutment (2) and a second end point (11) of the drawstring of a last sheet with the second abutment (2) are non-positively connected, the remaining, respectively adjacent end points of the drawstrings are positively connected to each other and the corresponding bases of the arches with the abutments (2) and the at least one pillar (4) are connected non-positively.
    公开号:AT520386A1
    申请号:T50705/2017
    申请日:2017-08-24
    公开日:2019-03-15
    发明作者:Kollegger Johann；Gassner Georg
    申请人:Univ Wien Tech；
    IPC主号:
    专利说明:

    Process for making an integral bridge and integral bridge
    The invention relates to a method for producing an integral bridge and bridges produced by this method.
    Bridges without a warehouse and roadway crossings are referred to as integral bridges. The worldwide trend in bridge construction clearly goes in the direction of integral construction, because bearings and carriageway junctions are wearing parts that have to be replaced at regular intervals.
    In the case of the integral bridges currently being carried out, the changes in length of the bridge girder as a result of temperature decrease in winter or temperature rise in summer cause displacements on the abutments, which are not a major problem if the total length of the bridge is at most 70 m. In the case of longer bridges, bearings and carriageway transitions are required for the abutments in order to compensate for the temperature deformations.
    In the case of arch bridges, the problems with the temperature-related longitudinal displacements of the bridge girder that occur with beam bridges can be avoided. Roman bridges, such as the Alcantara Bridge over the Tajo River in Spain, have semicircular arches and wide pillars. The ratio of the clear arc span to the clear arch stitch is 2.0 for Roman bridges with semicircular arches. Loads from dead weight and traffic are picked up by the arches and guided into the foundations. A filler material is arranged on the arches and the roadway above. The filling material and the carriageway are unable to absorb tensile or compressive forces acting in the longitudinal direction of the bridge. Warming the bridge in the summer therefore leads to vertical shifts of the arches, the filler material and the roadway upwards. Cooling of the bridge in winter causes vertical downward deformation.
    When the temperature rises or falls, there is practically no deformation in the longitudinal direction of the bridge between the non-displaceable abutments. Therefore, the pillars are characterized by temperature differences in the / 37
    Bridge not stressed to bend. Roman bridges are integral bridges that could be built in any length.
    The width of the pillars in Roman bridges is very large. The large width of the pillars requires a lot of material, but has the advantage that one arch after the other could be produced. The high weight of the pillars meant that the horizontal forces from the weight of the last arch produced could be introduced into the foundations.
    The use of materials for arch bridges is reduced if the ratio of arch span to arch stitch increases. However, this material saving results in higher horizontal forces at the base points of the arches. The horizontal forces due to the dead weight of an arch increase as the ratio of the arch span to the arch stitch increases.
    A further reduction in the use of materials for arch bridges is possible if the width of the pillars is reduced.
    Such a bridge with a large ratio of arch span to arch stitch and reduced pillar dimensions is described by Aad van der Horst et al. in the article "Stadsbrug Nijmegen" in the IABSE Rotterdam Symposium Report, Volume 99, Number 21, 2013, pages 724-729.
    The integral foreshore bridge of the Stadsbrug Nijmegen on the north side of the river Waal has 16 arches and a length of 680 m. The first and the last arch are each firmly connected to the almost immovable abutments with a base point. The other arches are supported on pillars. There are no camps and no road crossings in the bridge. The connections between the arches, the abutments and the pillars are rigid. A porous concrete is arranged on the arches, which forms the support of the carriageway slab. The road slab has transverse joints at regular intervals. The
    Reinforced concrete arches have a span of 42.50 m, a stitch of 5.30 m and thus a ratio of arch span to arch stitch of 8.0.
    In the final state, the horizontal forces at the base of the arch due to its own weight cancel each other out. In the final state, the piers are only loaded by normal forces due to the weight of the bridge. The horizontal forces / 37 of the arch base points, which are connected to the abutments, must be absorbed by the abutments.
    Even heating the bridge in summer or cooling the bridge in winter does not cause any bending moments in the pillars because the bridge is located between two non-displaceable abutments and the temperature differences are absorbed in the arches by vertical deformations and bending stresses. When heated with a temperature difference from the manufacturing temperature of 30 °, an arc deforms upwards by approximately 29 mm.
    Evenly distributed traffic loads, like the dead weight load, lead to vertical normal force loads in the pillars.
    Traffic loads arranged in fields cause bending stresses in the arches and in the pillars. The pillars must be made so wide that field loads arranged in fields can be absorbed.
    In the final state, the horizontal forces at the base points of the arches cancel each other out due to the weight of the arches above the pillars. If the bridge is manufactured in individual construction stages, this is not the case during the manufacture. During the section-by-section construction of the Nijmegen bridge, additional measures had to be taken to absorb the horizontal forces from the arches' own weight. In one construction phase, three arches were made at the same time. The arches were stabilized by temporary drawstrings placed horizontally over the arches. Temporary, diagonally arranged bracing between the arch base points and the foundations was also used.
    Another problem with the design used for the Nijmegen bridge is that the failure of an arch can cause the entire bridge to collapse. If an arch fails, the horizontal forces of the subsequent arches must be absorbed by the two pillars, which had borne the weight of the failed arch. This either means that massive pillars have to be built or that a total collapse of the bridge is accepted if an arch fails.
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    The problem of bending stresses in the pillars as a result of field-wise traffic loads can be reduced with horizontal tension bands between the pillar base points. The horizontal forces of the arch loaded with traffic are largely absorbed by the tension band that connects the two arch base points.
    A bridge with horizontal tension bands is described, for example, in the book "Handbuch für Eisenbetonbau", published by Friedrich Ignaz Edler von Emperger, sixth volume: Brückenbau, second edition, published by Wilhelm Ernst & Sohn Berlin, 1911 on pages 642 to 644. Die Railway bridge "Hochbahn to the new Valby gas station near Copenhagen" is a reinforced concrete construction with a total length of 565.6 m. In order to be able to accommodate the temperature-related changes in length of the bridge without major constraints, transverse joints were arranged at a distance of approximately 55 m. A fixed point was created between two transverse joints in the form of a double pillar braced by a truss structure. The arches arranged in the longitudinal direction of the bridge under the carriageway slab have lengths of approximately 9.7 m. The base points of the arches are connected to each other by drawstrings.
    The double pillars, which act as fixed points, are rigidly connected to the foundations. The remaining pillars were designed as pendulum bars with joints at the base points and at the upper connection points to the arches.
    When the bridge heats up, the carriageway slab, the arches and the drawstrings arranged between the arch base points expand and cause the pendulum pillars to be skewed, the greater the further a pendulum pillar is from the fixed point.
    Bridges with bearings, transverse joints and arranged in the transverse joints
    Road crossings cause high maintenance costs because the bearings and road crossings are wear parts that have to be replaced regularly. In lines 53 to 35 of the description in DE 539 580 it is noted that a significant disadvantage of a construction comparable to the elevated railway to the new Valby gas facility is that the tension bands change their length in the event of temperature fluctuations.
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    In DE 539 580 it is therefore proposed to install tension bands between two immovable abutments and to pre-tension them before the actual bridge is built. The stretching of the drawstrings caused by the pre-tensioning should be chosen so high that "the drawstrings do not become slack even with the strongest heating" (lines 46 to 48). The mode of operation of such an arch bridge with pre-tensioned tension bands is described in lines 53 to 62: "If you now connect the individual intermediate pillars to the tensioned tension bands laid, anchored and pre-tensioned, the individual sections between the pillars only experience elastic changes in length if the The horizontal thrust of the arches in the individual openings changes due to changing loads, but no changes in length due to temperature fluctuations. "
    A major disadvantage of the construction described in DE 539 580 for erecting an arch bridge is the high tensile forces which are introduced into the abutments when the tension bands are pre-tensioned and when the tension bands decrease in temperature. These tensile forces act at a great height above the foundations and therefore cause high bending moments that have to be absorbed by the abutment and the foundations. The abutments and the foundations must therefore be made very solid. Another disadvantage is the complex production. In the case of longer bridges, additional temporary supports are required in order to keep the pre-tensioned tension straps in a horizontal position, because the sag of a pre-tensioned tension strap is known to depend on the length due to its own weight. Another disadvantage is that temporary drawstrings are required during the manufacture of the arch bridge if it is manufactured in sections. Manufacturing in one construction phase will only be economical for bridges of short length.
    It is the object of this invention to provide a method for the production of an integral bridge and an integral bridge, in which the above-mentioned problems and disadvantages are reduced and / or do not occur.
    The present invention solves this problem by providing a method for producing an integral bridge according to claim 1 and by bridges produced according to this method according to claim 18. Advantageous developments of the invention are defined in the subclaims.
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    A method according to the invention for producing an integral bridge from reinforced concrete and with at least two arches and at least one pillar, the bridge being produced in sections, a first abutment, the at least one pillar and possibly a second abutment being set up beforehand, is characterized in that that
    - In a first construction phase, a first arch is produced with at least one tension band, which connects the base points of the arch to one another, a base point of the arch being slidably mounted;
    - The at least one tension band is tensioned so high that the horizontal forces caused by the weight of the arch are absorbed by the tension band at the base points of the corresponding arch;
    - In at least one further construction phase, at least one further arch is produced with at least one tension band that connects the base points of the arch to one another, a base point of the arch being slidably mounted;
    - If necessary, the second abutment is erected before or during the at least one further construction phase;
    - The at least one tension band is tensioned so high that the horizontal forces caused by the weight of the arch are absorbed by the tension band at the base points of the corresponding arch;
    - A first end point of the tension band of a first arch with the first abutment and a second end point of the tension band of a last arch with the second abutment are non-positively connected;
    - The remaining, respectively adjacent end points of the drawstrings are non-positively connected to each other; and
    - The corresponding base points of the arches are non-positively connected to the abutments and the at least one pillar.
    With the method according to the invention, integral bridges of great length can be produced in sections without having to take additional technically complex, time-consuming and / or costly measures to absorb the horizontal forces from the weight of the arches, as previously described. Furthermore, in the case of bridges according to the invention, it is excluded that the failure of an arch leads to the entire bridge collapsing. In the method according to the invention, the drawstrings do not have to be supported in a technically complex manner during production, but can be introduced at the best time and adapted in relation to the horizontal forces that occur.
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    In the method according to the invention, at least one connection, preferably all connections, advantageously takes place at one or more of the base points / s with the at least one pillar during a construction phase of the integral bridge.
    Advantageously, in the method according to the invention, at least one non-positive connection, preferably all non-positive connections, takes place from end points of the tension straps during the section-by-section production of the integral bridge.
    In the method according to the invention, at least one tension band, preferably all tension bands, is advantageously tensioned to a tension of 80 N / mm 2 to 500 N / mm 2 , preferably 100 N / mm 2 to 200 N / mm 2 .
    In an advantageous embodiment of the method according to the invention, an end point of a tension band is designed as anchoring and / or an end point of a tension band as tension anchoring and / or an end point of a tension band as a coupling.
    In the method according to the invention, a tension band is advantageously formed as a tendon with a subsequent composite in a cladding tube, preferably made of plastic, and is pressed with cement mortar after the tension band has been tightened.
    In an advantageous embodiment of the method according to the invention, at least one tension band is designed as an external tendon, the tension band being provided with permanent corrosion protection, preferably during the partial manufacture of the integral bridge, or made from a non-corrosion-prone material, preferably from glass fiber composite material or carbon fiber composite material.
    In the method according to the invention, supports are expediently produced on at least one sheet and the carriageway slab is produced on the supports.
    The tension band is advantageously tensioned so high that the horizontal forces caused by the weight of the arch, the supports and the roadway plate at the base points of the arch are absorbed by the tension band.
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    It is advisable to produce transverse joints in the carriageway slab, in particular in the lateral projections of the carriageway slab, at a distance of 1 m to 10 m, preferably 2 m to 4 m.
    Rods made of fiber composite material and / or stainless steel are particularly expediently installed in the carriageway slab where the rods cross the transverse joints.
    In an advantageous embodiment of the method according to the invention, the arch, the supports and the part of the carriageway slab arranged above the arch are produced simultaneously in one component, and slots are located in the component with a substantially flat upper side, which lie in planes normal to the axis of a Drawstring are arranged, made, and the slots have a depth that extends from the top of the component to the top of the arc.
    In an alternative advantageous embodiment of the method according to the invention, the arch, the supports and the part of the carriageway slab arranged above the arch are produced simultaneously in one component, and slots are formed in the component with a substantially flat top side and with a substantially flat bottom side lie, which are arranged normal to the axis of a tension band, and the slots have a depth which either extends from the underside of the component to the underside of the arch or from the top of the component to the top of the arch.
    A reinforcement made of fiber composite material and / or stainless steel is expediently installed in the component.
    In an advantageous embodiment of the method according to the invention, two or more arches are connected with a common drawstring which is firmly connected at its first end point to a foot point of the first arch and is displaceably connected to a foot point of the last arch at its second end point.
    In an advantageous embodiment of the method according to the invention, at least two arches are produced in at least one construction phase.
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    In an advantageous embodiment of the method according to the invention, arches with a smaller arch span and with drawstrings and the carriageway slab are in turn produced on the supports of an arch.
    An integral bridge according to the invention made of reinforced concrete and with at least two arches and at least one pillar is characterized in that each arch has at least one drawstring which connects the base points of the arch to one another, the ratio of the clear arch span to the light arch stitch having a value of greater than 2, preferably greater than 4, more preferably greater than 6, most preferably greater than 8.
    In the case of an integral bridge according to the invention, the ratio of the clear arch span to the width of the at least one pillar in the longitudinal direction of the bridge has a value of greater than 5, preferably greater than 10, more preferably greater than 15, most preferably greater than 20.
    The invention will now be described below with reference to non-restrictive exemplary embodiments shown in the drawings. Each shows in schematic representations:
    1 shows a section through an integral bridge during a first construction phase of a method according to the invention in accordance with a first embodiment;
    FIG. 2 shows detail A of FIG. 1;
    3 shows detail B of FIG. 5;
    4 shows detail C of FIG. 5;
    - Fig. 5 shows a section through a, according to the method according to the first
    Embodiment completed integral bridge;
    6 shows the temperature-related distortions in a carriageway slab of an integral bridge completed by the method according to the first embodiment, as a result of a temperature drop;
    7 shows the elastic distortions in the carriageway slab of an integral bridge completed by the method according to the first embodiment, as a result of a temperature drop;
    8 shows a section through an integral bridge during a first construction phase of a method according to the invention in accordance with a second embodiment;
    9 shows a section through an integral bridge during a second construction phase of the method according to the second embodiment;
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    10 shows a section through an integral bridge during a third construction phase of the method according to the second embodiment;
    11 shows detail D from FIG. 10;
    12 shows a section along the line XII-XII of FIG. 8;
    13 shows a section along the line XIII-XIII of FIG. 8;
    14 shows a section through an integral bridge according to the invention in accordance with a third embodiment;
    15 shows a section through an integral bridge during a first construction phase of a method according to the invention in accordance with a fourth embodiment;
    16 shows a section through an integral bridge during a second construction phase of the method according to the fourth embodiment; and
    17 shows a section through an integral bridge which has been completed by the method according to the fourth embodiment.
    In the following exemplary embodiments, the “first arch” is basically produced in a first construction phase, the “second arch” in a second construction phase, etc., and the “last arch” in a last construction phase. The term "construction phase" in the following description always refers to the production of at least one arch. Designations such as "left" or "right" refer to the representation in the figures. Basically, the lists (for example "first" end point, "second" end point, etc.) in relation to the figures are to be viewed as left to right. The terms "field", "fields", etc. refer to a bridge section (s) between two pillars or between a pillar and an abutment.
    In the following, reference is first made to FIGS. 1 to 7, in which the production of an exemplary integral bridge 1 using a method according to the invention according to a first embodiment is described.
    In order to produce a first arch 5 in a first construction phase, a first abutment 2 and a pillar 4 are required in a first step. A second abutment 2 can be erected simultaneously with the production of the first sheet 5 or also in advance in the first step. An integral bridge 1 produced with a method according to the present invention can also have more than two abutments 2, for example if the bridge has a fork in the carriageway.
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    In the first construction phase, the first arch 5 is erected on a formwork and a supporting structure, which are not shown in FIG. 1 for the sake of clarity.
    In the next step, a top 8 of the first sheet 5
    Supports 12 and then a carriageway slab 3 with transverse joints 17 are produced. Rods 19, which cross the transverse joints 17 at an approximately right angle, are installed in the carriageway slab 3.
    The supports 12 shown and the carriageway slab 3 are to be regarded as examples. A person skilled in the art knows alternative configurations of the supports 12, for example a wide variety of structures, pillars or a full-surface filling with material, for example concrete, can be used. Likewise, a person skilled in the art knows alternative designs of the carriageway slab 3, for example several (carriageway) levels can be used for vehicles, people, track layouts, tracks or rails.
    The base point 6 of the first arch 5 arranged next to the first abutment 2 is connected to the first abutment 2 in a rigid manner during the production of the first arch 5. In the reinforced concrete construction, for example, the production of a rigid connection is possible without problems via a connecting reinforcement protruding from the abutment 2.
    In a next step, a drawstring 10 is installed between the base points 6 of the first arch 5. The tension band 10 is connected at its first end point (11) to the first abutment 2 with a fixed anchor 20 so that it cannot move, that is to say it is non-positive. For this purpose, the tension band 10 is preferably equipped with a tension anchor 21 above the pillar 4. The tension band 10 can be formed, for example, as an external tendon made of high-strength prestressing steel in a plastic cladding tube. External tendons are proven construction elements that can be implemented with fixed anchors 20, tension anchors 21 and couplings 22.
    FIG. 2 shows that the base point 6 of the first arch 5 arranged above the pillar 4 can be mounted on a slide bearing 23 in the construction state. For simpler / 37
    Installation of the tension band 10 can be arranged in the right base 6 of the first arch 5, a cylindrical recess 24.
    When the tension band 10 shown in FIGS. 1 and 2 is tensioned on the tensioning anchor 21, the base point 6 of the arch 5 supported on the pillar 4 shifts to the left by a few millimeters and the apex 7 of the arch 5 rises a little. As a result, the arch 5 stands out from the supporting structure. When the arch 5, the supports 12 and the carriageway slab 3 are built, the supporting structure is compressed. When the arch 5 is lifted by tensioning the tension band 10, the supporting structure is relieved and deforms upwards. This elastic springback of the supporting structure is to be taken into account when calculating the required horizontal displacement of the base point 6 of the first arch 5 above the slide bearing 23.
    When the dead weight of the first arch 5, the supports 12 and the carriageway slab 3 of the first construction section are rearranged, normal forces arise in the first arch 5. At each of the base points 6 of the first arch 5, this normal force can be broken down into a vertical and a horizontal component. The
    Vertical component for the left, first foot point 6 of the first arch 5 in FIG. 1 is taken over by the first abutment 2 and for the right, second foot point 6 of the first arch 5 in FIG. 1, by the pillar 4. The horizontal components of the tensile forces at the first and at the second base point 6 are of the same size. By tightening the tension band 10, the two horizontal components are taken over entirely by the tension band 10 and cause a tensile force in the tension band 10. The tension force in the tension band 10 can be increased slightly, for example, by means of a hydraulic press mounted on the tension anchor 21, which leads to a further displacement of the right foot point 6 of the arch 5, to a further elevation of the apex 7 and to a bending stress of the first arch 5 with corresponding bending moments.
    In a second construction phase, a second arch 5, which in the present example is the last arch 5, is erected between the pillar 4 and a second abutment 2 on the right in FIG. 5. The right, second foot point 6 of the second arch 5 in FIG. 5 is firmly connected to the second abutment 2. FIG. 3 shows that the left first foot point 6 of the second arch 5 in FIG. 5 is displaceably supported on the pillar 4 by a slide bearing 23. The supports 12 and the carriageway slab 3 with transverse joints 17 can then be produced on the top 8 of the second arch 5.
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    In a next step, a drawstring 10 is installed between the base points 6 of the second arch 5. Above the pillar 4, the tension band 10 is connected to a fixed anchor 20 with the first base point 6 of the second arch 5 so that it cannot be displaced, that is to say non-positively. A tension anchor 21 is preferably formed on the rear side 26 of the second abutment 2 for tightening the tension band 10.
    4 shows a tension anchor 21, which is arranged in a recess 25 on the rear side 26 of the abutment 2. The arrangement of the tension anchor 21 on the rear side 26 of the abutment 2 is advantageous because the tension press required for tightening the tension band 10, which for example has a length of 1.0 m, can be easily installed behind the tension anchor 21 there. In the manufacture of the abutment 2, a cylindrical recess 24 can be provided for this, so that the tension band 10 can be guided through the abutment 2 to the rear 26 of the abutment 2. 3, 4 and 5 is tensioned on the tension anchor 21, the first base point 6 of the second arch 5 supported on the pillar 4 shifts to the right by a few millimeters and the underside 9 of the second arch 5 becomes stand out from the formwork.
    Reinforcement is then laid in the area of the base points 6 of the arches 5 arranged above the pillar 4, formwork is installed and a grouting mortar is introduced. The result of this is that the corresponding base points 6 of the first and second arch 5 are non-positively connected to one another and the two base points 6 are connected monolithically to the pillar 4. The second end point (11) of the first tension band (10) and the first end point (11) of the second tension band (10) are thus also connected to one another in a non-positive manner. At the same time, the grout provides corrosion protection for the tension anchor 21 and the fixed anchor 20, which are arranged above the pillar 4. The hardened grout also has the effect that traffic loads are not guided from the base points 6 of the arches 5 into the pillar 4 via the hardened grout, but via the hardened grout.
    Subsequently, the recess 25 on the rear side 26 of the second abutment 2 is preferably turned on and filled with grout to ensure the corrosion protection of the tensioning anchor 21 and the tension band 10. The second end point (11) on the right in FIG. 5 of the tension band (10) of the second, ie in the present / 37
    Example last, arch (5) is thus non-positively connected to the second abutment (2).
    Heating of a completed integral bridge 1 in summer leads to an elevation of the apex 7 of the arches 5. The base points 6 of the arches 5 and the end points 11 of the drawstrings 10, which are equipped with tension anchors 21 and fixed anchors 20, do not change their position because the abutments 2 can be regarded as immovable support structures even when the temperature rises. Due to the temperature increase in the tension bands 10, the force applied during tensioning on the tension bands 10 is reduced. For the application of the method according to the invention, it is important that the drawstrings 10 do not become slack when the temperature rises.
    In the course of planning an integral bridge 1, which is built in accordance with a method according to the invention, it must be ensured that the force required for tightening the tension bands 10 to absorb the horizontal forces from the dead weight is greater than the loss of tensile force which occurs during the maximum heating of the drawstring 10 is possible. For example, if the maximum temperature rise in the tension band 10 is 50 degrees and the temperature expansion coefficient of the tension band 10 is 10 -5 , the force in the tension band 10 after tensioning should lead to an expansion in the tension band 10 of more than 0.0005. With an elastic modulus of the tension band 10 of 200,000 N / mm 2 , an elongation of 0.0005 corresponds to a tension of 100 N / mm 2 . In order to plan certain safety reserves against the "sagging" of the tension band 10, in this example the tension in the tension band 10 after tightening should be 150 N / mm 2 . With a known horizontal force at the base points 6 of an arch 5, the tension in the tension band 10 can advantageously be set over the surface, that is to say the cross section, of the tension band 10.
    A cooling of the completed integral bridge 1 in winter leads to a lowering of the apex 7 of the arches 5. The base points 6 of the arches 5 and the end points 11 of the drawstrings 10 do not change their position when the temperature drops. A temperature reduction leads to an increase in tension in the tension bands 10. With the values used in the example described above (modulus of elasticity is 200,000 N / mm 2 , coefficient of thermal expansion is 10 -5 ), a temperature reduction of 50 ° results in an increase in tension of 100 N / mm 2 in the drawstrings 10. If this increase in tension is multiplied by the area / 37, ie the cross-section, of a drawstring 10, only one drawstring 10 is arranged in each field, the increase in the force in the drawstrings 10 results in one temperature reduction. When planning the integral bridge 1, it must be taken into account that this force must be absorbed by the abutments 2 and guided into the foundations 13. A possible reinforcement laid in the area of the base points 6 above the pillar 4, which is not shown in FIG. 3 for the sake of clarity, must be able to transmit this force from the end point 11 of the first tension band 10 to the end point 11 of the second tension band 10 ,
    The abutments 2, which are connected, for example, to a dam, do not change their position when the temperature rises or falls. Therefore, a roadway plate 3 arranged between the abutments 2 cannot change its overall length when a temperature difference occurs compared to the temperature during manufacture. To accommodate the
    Temperature deformations in the carriageway slab 3 can be formed, for example, transverse joints 17. In the exemplary integral bridge shown in FIG. 5, the carriageway slab 3 has seven transverse joints.
    In the roadway plate 3, preferably 19 arranged in the longitudinal direction of the integral bridge 1, rods 19 made of a non-corrosion-prone material, for example of fiber composite material, can be embedded. These bars 19, which are preferably installed at half the height of the carriageway slab 3, cross the transverse joints 17 at a right angle and are particularly preferably immovably connected to the abutments 2.
    The rods 19 may be required in order to transmit braking forces caused by vehicles or trains on the integral bridge 1 via the carriageway plate 3 into the abutments 2 and to a lesser extent into the apex 7 of the arches 5. Without the rods 19, the braking forces could be introduced into the arches 5 by the supports 12 via bending. However, the removal of braking forces via bending is disadvantageous because it would require the formation of large cross sections in the supports 12 and the arches 5. The formation of high cross sections in turn requires a large one
    Material consumption and therefore causes high costs. A removal of the braking forces via tensile and compressive forces in the rods 19 is considerably cheaper than the removal via bending in the supports 12 and the arches 5.
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    The bars 19 are preferably not connected to the carriageway slab in the transverse joints 17. Braking forces are then absorbed at the transverse joints 17 only by the bars 19. Between the transverse joints 17, the normal forces caused by the braking forces in the bars 19 are introduced into the roadway plate 3 by the bars 19 via a composite action.
    FIGS. 6 and 7 show a schematic representation of the distortions in the carriageway slab 3 or in the bars 19 when the temperature in the integral bridge 1 drops. The temperature-related distortions in the bars 19 are shown in FIG. 6. A temperature reduction leads to a uniform negative distortion in the bars 19, which is equal to the product of the coefficient of thermal expansion of the road surface 3 and the
    Temperature difference is.
    If it is assumed that the abutments 2 are immovable, they represent fixed points just like the apex 7 of the arches 5. The temperature-related distortions in the bars 19 must be compensated for by elastic distortions in the bars. FIG. 7 shows in a schematic representation that greater elastic distortions occur at the transverse joints 17 than in the other areas of the bars 19, which are connected to the roadway plate 3. The integral of the temperature-related distortions and the elastic distortions over the length x must be zero between the fixed points as well as over the entire bridge length.
    A multiplication of the distortions of the rods 19 in the transverse joints shown in FIG. 7 by the modulus of elasticity and the total area of the rods 19 gives the force occurring in the rods 19 when the temperature of the integral bridge 1 drops. This force must be absorbed by the abutment 2 and in the foundations 13 are forwarded. Similar calculations are to be made for the stresses resulting from a rise in temperature and due to the shrinkage of the material, particularly the concrete.
    Traffic loads which act on an integral bridge 1 in a field are advantageously absorbed by forces in the tension bands 10 and only to a lesser extent by bending moments in the pillars 4 in an integral bridge 1 produced by the method according to the invention. A traffic load on the right field, that is to say the second arch 5, of the bridge shown in FIG. 5 is passed on / 37 by the supports 12 from the carriageway slab 3 into the second arch 5. Predominantly pressure forces arise in the second sheet 5. At the base points 6, the vertical components of the compressive forces are directed into the pillar 4 and the abutment 2. The horizontal components of the compressive forces generate an increase in the tensile force in the tension band 10 of the right field and a reduction in the tensile force in the tension band 10 of the left, unloaded field. The bending stress of the pillar 4 is low.
    The production of an exemplary integral bridge 1, preferably made of concrete with a reinforcement made of fiber composite material, according to a second embodiment of the method according to the invention is shown in FIGS. 8 to 13.
    8 shows the abutments 2 and pillars 4 which have been built in advance and the manufacture of the first construction section of the integral bridge 1. The arch 5, the supports 12 and the roadway plate 3 are simultaneously in one component 14 with a flat top 15 and a flat bottom 16 a formwork and a supporting structure, which is not shown in FIG. 8 for the sake of clarity. The arch 5 is a component of the component 14 and is formed by slots 18 made in the component, the dimensions of the arch 5 resulting from the depth of the slots 18 in the component.
    The slots 18 can be realized by formwork elements or lost inserts made of a soft material, such as extruded polystyrene, during the manufacture of the component 14. In the first sheet 5, which is shown in broken lines in FIG. 8, four slots 18, which extend from the underside 16 of the component 14 to the underside 9 of the sheet 5, are arranged. Four further slots 18, which extend from the top 15 of the component 14 to the top 8 of the sheet 5, are arranged in the first sheet 5.
    The first construction phase does not end above the pillar 4, but only ends in the second field at a coupling joint 27. This has the advantage that the coupling joint 27 does not end above the place above the pillar 4 which is subject to high static loads.
    The section shown in FIG. 12 shows that the carriageway slab 3, which is monolithically connected to the component 14 and forms part of the component 14, has lateral projections. The width of the component 14 corresponds to the width of the / 37
    Pillar 4. The underside 9 of the arch 5 is identified in Fig. 12 by a horizontal dashed line. In the cross-section shown in FIG. 12, only the cross-sectional area of the arch 5 and the drawstrings 10 are statically effective for the removal of loads from dead weight and traffic. The material arranged under the underside 9 of the arch 5, in particular concrete, makes no contribution to the load transfer. Manufacturing component 14 with a flat underside 16 can, however, have advantages in terms of construction. In addition, the material arranged under the underside 9 of the arch 5, in particular concrete, protects the drawstrings 10 from environmental influences and vandalism.
    The section shown in FIG. 13 runs through a slot 18 which extends from the underside 16 of the component 14 to the underside 9 of the sheet 5. In this section, transverse joints 17 are preferably arranged in the cantilevered areas of the carriageway slab 3 in order to enable the cantilevered longitudinal expansion of the cantilevered parts of the carriageway slab 3 when the temperature drops or rises. The longitudinal reinforcement of the carriageway slab 3 is not guided through the slots 18 and the transverse joints 17 in the present example. Because of the reinforcement, no normal forces due to a temperature rise or a temperature decrease in the integral bridge 1 are therefore introduced into the abutment 2.
    The tension bands 10 are produced in this example from tendons with a subsequent composite. The tensioning wire strands are arranged in cladding tubes 29, for example made of polyethylene, which are bonded to the concrete of the component 14. 12 and 13 show that four tension bands 10 running in the longitudinal direction of the integral bridge 1 are installed in the component 14. Reinforcement
    Fiber composite material, which should preferably be used, is not shown in the cross sections shown in FIGS. 12 and 13 for the sake of clarity. The use of a reinforcement made of fiber composite material is advantageous because such reinforcement is not at risk of corrosion.
    8 shows that the drawstrings 10 can be installed on the back 26 of the abutments 2 with a fixed anchor 20. At the coupling joint 27, the drawstrings can each have a coupling 22. The couplings 22 enable the tension bands 10 to be tightened in the first construction phase and serve as fixed anchors 20 for the tension bands 10 of the second construction phase.
    / 37
    Before the support frame is lowered, the drawstrings 10 of the first
    Construction phase strained to 75% of the planned force. The scaffolding is then lowered. The lowering of the supporting structure activates the arch 5 - tension band 10 - supporting action and is associated with an increase in the force in the tension bands 10 to the planned force and a slight deformation of the pillar 4 to the right. The pillar 4 is then brought back into the vertical position, for example with the aid of the hydraulic presses mounted on the couplings 22. The cladding tubes 29 of the drawstrings 10 can then be filled with cement mortar in order to produce the bond between the tensioning wire strands 28 and the component 14. After the grouting mortar has hardened, the drawstrings 10 are connected immovably to the component 14 above the pillar 4 and also to the pillar 4 via a connecting reinforcement. To activate the arch 5 - tension band 10 - load-bearing capacity in the case of field-wise traffic loads, the static connection of the tension bands 10 with the component 14 via the hardened grout is sufficient.
    The production of a second construction phase is shown in FIG. 9. The second construction phase extends from the first coupling joint 27 to a second coupling joint 27. The formwork for the component 14 is produced on a supporting frame. The reinforcement made of fiber composite material is then installed and the tension bands 10 are produced. The drawstrings 10 are anchored at the couplings 22 of the first coupling joint 27 and are equipped with couplings 22 at the second coupling joint 27. Slots 18 and transverse joints 17 are made. The concrete is then poured in. After the concrete of the second construction section has hardened, the tension bands 10 are tensioned and the further work steps are carried out as in the first construction section.
    The manufacture of a third construction phase is shown in FIG. 10. The drawstrings 10 of the third construction section are fastened to the couplings 22 of the second coupling joint 27 at the first end point 11 of the third construction section on the left in FIG. 10 and are equipped with a tension anchor 21 at the second end point 11 on the right in FIG. 10.
    FIG. 11 shows that a slide bearing 23 should be installed under the second foot point 6 of the third arch 5 on the right in FIG. 10, in order to ensure that the horizontal force occurring at the second foot point 6 of the third arch 5 when the support frame is lowered in the drawstrings 10 and not in the immovable / 37
    Abutment 2 is initiated. In the abutment 2, a horizontal construction joint 30 is preferably made at the height of the slide bearing in order to enable the hydraulic presses to be attached to the tensioning anchors 21. In the next step, the third construction phase is concreted.
    Then wait until the concrete of the third construction phase has the necessary strength to lower the scaffolding. After lowering the support structure and tightening the tension band 10, the upper section of the abutment 2 is preferably reinforced and concreted.
    Anchoring the second base point 6 of the third arch 5 with connecting reinforcement in the abutment 2 should be carried out to ensure that tensile forces from a temperature drop can be introduced from the tension bands 10 into the right abutment 2. The slide bearing 23 under the second base 6 of the third arch 5 becomes ineffective in the course of the completion of the abutment 2 because it is surrounded by concrete.
    The production of an exemplary integral bridge 1 with the method according to the invention according to a third embodiment is shown in FIG. 14. 14 shows a section of a multi-field integral bridge 1, which is produced in construction sections of one field each. Coupling joints 27, in which the couplings 22 can be installed, are arranged above the pillars 4. Slots 18 are made in the coupling joints 27.
    A component 14 has a flat top 15 in each field. The curved underside 16 of the component 14 is identical to the underside 9 of an arch 5. The production of the curved underside 16 of the component is complex because a curved formwork has to be produced. However, the increased labor costs enable the production of an integral bridge 1 with a reduced use of materials.
    In this embodiment variant, the drawstrings 10 are partially arranged outside the component 14. The drawstrings 10 can be produced as external tendons with monostrands in a cladding tube 29, for example made of plastic. A final backfilling of the cladding tubes 29 with cement mortar is not necessary because the connection of the end points 11 of the drawstrings 10 to the base points 6 of the arches 5 is made by the couplings 22 cast in concrete.
    / 37
    The production of an exemplary integral bridge 1 with the method according to the invention according to a fourth embodiment is shown in FIGS. 15 to 17.
    15 shows the abutments 2 and pillars 4 which have been built beforehand and the manufacture of the first construction section of the integral bridge 1.
    An arch 5, which spans the first field from the abutment 2 to the first pillar 4, is produced on a formwork and a supporting structure. In the region of the apex 7 of the arch 5, the carriageway plate 3 and the arch 5 penetrate one another. It will be advantageous to produce this piece of the carriageway plate 3 simultaneously with the arch 5. Drawstrings 10 are installed between the base points 6 of the arch 5 and are designed as external tendons. The drawstrings 10 have a fixed anchor 20 in the abutment and a coupling 22 above the pillar 4.
    Vertical supports 12 are then built on the arch 5. The supports 12 divide the carriageway slab 3 into four sections in this first field.
    In the next step, components 14 with a flat top 15 and a flat bottom 16 are erected in these four sections on a formwork and a supporting structure. Through slits 18, which extend from the upper side 15 of the components 14 to the upper side 8 of the arches 5 and from the lower side 16 of the components 14 to the lower side 9 of the arches 5, further arcs 5 are reduced in the components 14
    Arch span shaped. Consequently, in this fourth embodiment, five arches 5 are produced in one construction phase. The first sheet 5 is the same as in the previous examples, in FIG. 15 the sheet 5 with the largest sheet span. The load-bearing effect in these components 14 is the same as in the embodiment shown in FIG. 8. It will be advantageous to equip the four arches 5 in the carriageway slab 3 with tension bands 10, which have a fixed anchor 20 above the abutment 2 and a coupling 22 on the coupling joint 27 above the pillar 4 between the first and second construction sections. Under the fixed anchor 20, the arrangement of a plain bearing 23 between the component 14 and the abutment 2 is advantageous to the
    To ensure the possibility of deformation of the first two, left in Fig. 15, components 14 when lowering the support structure and when tightening the tension bands 10. The possibility of deformation at the second end of the first / 37 on the right in FIG. 15
    Construction phase is ensured by the flexibility of the supports 12 and the pillar 4.
    The tensioning of the drawstrings 10 of the arch 5, which extends from the abutment 2 to the first pillar 4, and the drawstrings 10 in the components 14 will advantageously take place in stages simultaneously with the lowering of the supporting structure. After lowering the supporting structure and tightening the tension bands 10, the pillar 4 and the support 12 arranged under the coupling joint 27 will again be in the planned vertical position. During the lowering of the supporting structure and the tensioning of the tension straps 10, there may be slight horizontal displacements of the pillar 4 and the support 12 under the coupling joint 27, but these can be easily accommodated by these flexible supporting elements.
    16 shows the production of a second construction section, which is carried out similarly to the production of the first construction section. The only difference is that the drawstrings 10 are anchored to the couplings 22 of the first construction section and not to fixed anchors 20.
    The completed integral bridge 1 with six fields or construction sections is shown in FIG. 17. The last sheet 5 is the same as in the previous examples, in FIG. 17 the sheet 5 with the larger sheet span which is shown on the far right in FIG. 17.
    In the examples, the production of integral bridges 1 in in-situ concrete construction with a formwork that is supported by a supporting structure has been described. Analogously, the method according to the invention can also be used for the production of integral bridges 1 using prefabricated elements. Alternatively, any other pourable material that meets the requirements in terms of statics and strength can be used, for example "green concrete" which is mixed with lime or dolomite stone grains.
    / 37
    List of names
    Integral bridge
    abutment
    carriageway
    pier
    arc
    Base of an arch
    Crown of an arch
    Top of an arch
    Underside of an arch
    tieback
    End point of a drawstring
    support
    foundation
    component
    Top of a component
    Underside of a component
    transverse joint
    slot
    Rod
    firmly anchoring
    Stressing anchorage
    coupling
    bearings
    recess
    niche
    Back of the abutment
    coupling joint
    Spanndrahtlitze
    cladding tube
    construction joint
    权利要求:
    Claims (19)
    [1]
    1. A method for producing an integral bridge (1) from reinforced concrete and with a carriageway slab (3), at least two arches (5) and at least one pillar (4), the bridge (1) being produced in sections, with a first in advance Abutment (2), the at least one pillar (4) and optionally a second abutment (2) are set up, characterized in that
    - In a first construction phase, a first arch (5) with at least one tension band (10), which connects the base points (6) of the arch (5) to one another, is produced, with a base point (6) of the arch (5) being slidably mounted ;
    - The at least one tension band (10) is tensioned so high that the horizontal forces caused by the weight of the arch (5) are absorbed by the tension band (10) at the base points (6) of the corresponding arch (5);
    - In at least one further construction phase, at least one further arch (5) with at least one tension band (10), which connects the base points (6) of the arch (5) to one another, is produced, a base point (6) of the arch (5) being displaceable is stored;
    - If necessary, the second abutment (2) is erected before or during the at least one further construction phase;
    - The at least one tension band (10) is tensioned so high that the horizontal forces caused by the weight of the arch (5) are absorbed by the tension band (10) at the base points (6) of the corresponding arch (5);
    - A first end point (11) of the tension band (10) of a first arch (5) with the first abutment (2) and a second end point (11) of the tension band (10) of a last arch (5) with the second abutment (2) be frictionally connected;
    - The remaining, respectively adjacent end points (11) of the drawstrings (10) are non-positively connected to each other; and
    - The corresponding base points (6) of the arches (5) with the abutments (2) and the at least one pillar (4) are non-positively connected.
    [2]
    2. The method according to claim 1, characterized in that at least one connection, preferably all connections, of one / the base points / s (6) with the at least one pillar (4) takes place during a construction phase of the integral bridge (1).
    [3]
    3. The method according to claim 1 or 2, characterized in that at least one non-positive connection, preferably all non-positive connections, of
    25/37
    End points (11) of the tension bands (10) take place during the section-wise manufacture of the integral bridge (1).
    [4]
    4. The method according to any one of claims 1 to 3, characterized in that at least one tension band (10), preferably all tension bands (10), to a tension of 80 N / mm 2 to 500 N / mm 2 , preferably of 100 N / mm 2 to 200 N / mm 2 is strained.
    [5]
    5. The method according to any one of claims 1 to 4, characterized in that an end point (11) of a tension band (10) as a fixed anchor (20) and / or that an end point (11) of a tension band (10) as a tension anchor (21) and / or that an end point (11) of a drawstring (10) is designed as a coupling (22).
    [6]
    6. The method according to any one of claims 1 to 5, characterized in that a tension band (10) is designed as a tendon with a subsequent composite with a cladding tube (29), preferably made of plastic, and that the tension member after tightening the tension band (10) is grouted with cement mortar.
    [7]
    7. The method according to any one of claims 1 to 6, characterized in that at least one tension band (10) is designed as an external tendon, the tension band (10) with permanent corrosion protection, preferably during the section-by-section manufacture of the integral bridge (1), equipped or made of a non-corrosive material, preferably made of
    Glass fiber composite or carbon fiber composite is produced.
    [8]
    8. The method according to any one of claims 1 to 7, characterized in that supports (12) are produced on at least one sheet (5) and that the roadway plate (3) is produced on the supports (12).
    [9]
    9. The method according to claim 8, characterized in that the tension band (10) is biased so high that by the weight of the arch (5), the supports (12) and the roadway plate (3) at the base points (6) of the Arch (5) caused horizontal forces are absorbed by the tension band (10).
    [10]
    10. The method according to any one of claims 1 to 9, characterized in that transverse joints (17) in the carriageway slab (3), in particular in lateral projections
    26/37 of the carriageway slab (3), at a distance of 1 m to 10 m, preferably from 2 m to 4 m.
    [11]
    11. The method according to claim 10, characterized in that rods (19) made of fiber composite material and / or stainless steel are installed in the carriageway panel (3) where the rods (19) cross the transverse joints (17).
    [12]
    12. The method according to any one of claims 8 to 11, characterized in that the arch (5), the supports (12) and the part of the road surface plate (3) arranged above the arch (5) are produced simultaneously in one component (14) , and that in the component (14) with a substantially flat upper side (15) slots (18) which lie in planes which are arranged normal to the axis of a tension band (10) are produced, and that the slots (18) one Have depth that extends from the top (15) of the component (14) to the top of the arch (8).
    [13]
    13. The method according to any one of claims 8 to 11, characterized in that the arch (5), the supports (12) and the part of the road surface plate (3) arranged above the arch (5) are produced simultaneously in one component (14) and that in the component (14) with a substantially flat upper side (15) and with a substantially flat lower side (16), slots (18) which lie in planes which are arranged normal to the axis of a tension band (10) are produced and that the slots (18) have a depth that either extends from the bottom (16) of the component (14) to the bottom (9) of the arch (5) or from the top (15) of the component (14) to the top (8) of the arch (5) extends.
    [14]
    14. The method according to claim 12 or 13, characterized in that a reinforcement made of fiber composite material and / or stainless steel is installed in the component (14).
    [15]
    15. The method according to any one of claims 1 to 14, characterized in that two or more arches (5) with a common drawstring (10) which at its first end point (11) with a base point (6) of the first arch (5) firmly connected and at its second end point (11) with a base point (6) of the last arch (5) is slidably connected.
    [16]
    16. The method according to any one of claims 1 to 15, characterized in that at least two arches (5) are produced in at least one construction phase.
    27/37
    [17]
    17. The method according to claim 16, characterized in that on the supports (12) of an arch (5) in turn arches (5) with a smaller arch span and with drawstrings (10) and the carriageway slab (3) are produced.
    [18]
    18. Integral bridge (1) made of reinforced concrete and with at least two arches (5) and at least one pillar (4), the bridge (1) being produced by a method according to one of claims 1 to 17, characterized in that each Arch (5) has at least one drawstring (10) which connects the base points (6) of the arch (5) to one another, the ratio of the clear arch span to the light arch stitch having a value of greater than 2, preferably greater than 4, more preferably greater than 6, most preferably greater than 8.
    [19]
    19. An integral bridge (1) according to claim 18, characterized in that the ratio of the clear arc span to the width of the at least one pillar (4) in the longitudinal direction of the bridge (1) is still greater than 5, preferably greater than 10 more preferably greater than 15, most preferably greater than 20.
    类似技术:
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    同族专利:
    公开号 | 公开日
    US11136733B2|2021-10-05|
    CN111032959B|2021-10-08|
    CN111032959A|2020-04-17|
    EP3673113A1|2020-07-01|
    US20200248414A1|2020-08-06|
    AT520386B1|2019-10-15|
    WO2019036735A1|2019-02-28|
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    申请号 | 申请日 | 专利标题
    ATA50705/2017A|AT520386B1|2017-08-24|2017-08-24|Method of making an integral bridge and integral bridge|ATA50705/2017A| AT520386B1|2017-08-24|2017-08-24|Method of making an integral bridge and integral bridge|
    US16/641,575| US11136733B2|2017-08-24|2018-07-26|Method for producing an integral bridge, and integral bridge|
    CN201880054483.XA| CN111032959B|2017-08-24|2018-07-26|Method for manufacturing integral bridge and integral bridge|
    EP18752087.9A| EP3673113A1|2017-08-24|2018-07-26|Method for producing an integral bridge, and integral bridge|
    PCT/AT2018/060163| WO2019036735A1|2017-08-24|2018-07-26|Method for producing an integral bridge, and integral bridge|
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