Patent Application
20250154736
Priority is claimed to German Patent Application No. DE 10 2023 129 763.5, filed Oct. 27, 2023, and to German Patent Application No. DE 20 2024 100 789, filed Feb. 19, 2024. The entire disclosure of said applications are incorporated by reference herein.
The present invention relates to a bridge and to a method for erecting a bridge.
In an embodiment, the present invention provides a bridge which is designed as a multi-span bridge having two or more spans. The bridge includes a bridge superstructure comprising two or more bridge superstructure sections, each of which traverse one span of the multi-span bridge. Each of the two or more bridge superstructure sections comprises a plurality of longitudinal beams which are arranged adjacent to one another transversely with respect to their longitudinal direction, and traverse beams which are configured to connect the plurality of longitudinal beams to one another. Each of the plurality of longitudinal beams comprises a main beam section and anchor blocks which are arranged laterally on the main beam section. The transverse beams are created using in-situ concrete. The transverse beams comprise a central transverse beam. Two bridge superstructure sections which are arranged one behind the other in a longitudinal direction are connected by the central transverse beam which is arranged therebetween. At least one prestressing tendon is configured to brace two of the bridge superstructure sections which are arranged directly one behind the other in the longitudinal direction against one another. The at least one prestressing tendon is fixed to at least one of the anchor blocks.
The present invention is described in greater detail below on the basis of embodiments and of the drawings in which:
The bridge is designed as a multi-span bridge having two or more spans. The present invention is based on the concept whereby two or more bridge superstructure sections, which each traverse one span of the multi-span bridge and which are each formed using individual longitudinal beams arranged adjacent to one another, are connected to one another by transverse beams which are created using in-situ concrete to form a multi-span beam or continuous beam and which are braced against one another by prestressing tendons. These transverse beams that connect the individual spans are also referred to as central transverse beams. The bridge can thus also be referred to as a multi-span beam bridge. Spans here refer to the sections between an abutment and the bridge pier closest to the abutment, or between two bridge piers arranged adjacent to one another in the longitudinal direction of the bridge. The bridge superstructure sections extend between a bridge abutment and the bridge pier closest to the bridge abutment, or between two adjacent bridge piers.
The bridge has two or more bridge superstructure sections that each traverse one span of the bridge. In each bridge superstructure section, a plurality of longitudinal beams are positioned adjacent to one another transversely with respect to their longitudinal direction, and the longitudinal beams are connected to one another by transverse beams created using in-situ concrete. Two bridge superstructure sections situated one behind the other in the longitudinal direction are connected in each case to one another by the respectively interposed transverse beam, the central transverse beam. The longitudinal beams each have a main beam section and anchor blocks arranged on the main beam section. The bridge comprises at least one prestressing tendon which braces longitudinal beams situated one behind the other in the longitudinal direction against one another and which is fixed to an anchor block.
For the method according to the present invention, a plurality of longitudinal beams are positioned adjacent to one another transversely with respect to their longitudinal direction. The mutually adjacent longitudinal beams are connected to one another in their respective end regions by transverse beams created using in-situ concrete. Longitudinal beams situated directly one behind the other in the longitudinal direction of the bridge are connected to one another by the interposed transverse beam, the central transverse beam. The connection may be monolithic. The individual bridge superstructure sections arranged one behind the other in the longitudinal direction are subsequently braced together in each case by at least one prestressing tendon that is fixed to one of the anchor blocks.
Such a bridge can be erected more easily than known multi-span beam bridges or continuous beam bridges. Since a bridge superstructure section traversing more than one span would be statically overdeterminate when hoisted into place on the bridge, very narrow tolerances would have to be adhered to, or damage to such a bridge superstructure section traversing more than one span would have to be expected, in particular in the loading case of support settlement. This problem is circumvented by using bridge superstructure sections which initially each traverse one span and which are subsequently connected, by central transverse beams created using in-situ concrete, to form a multi-span beam or continuous beam. A bridge formed as a continuous beam bridge can thus be created particularly easily. The bridge can in particular be erected in a shorter building time. This is particularly relevant if it is sought to replace an existing bridge structure. A shorter building time makes it possible to reduce the disruption to the traffic route leading across the bridge.
It is in particular also possible for the closure times required for the lower traffic route to be reduced via the method according to the present invention if the method is used to replace a bridge structure that leads over a lower traffic route that passes through under the bridge structure. This is particularly relevant if the method is used for the replacement of motorway bridges, in particular for the replacement of the bridges of a motorway intersection.
The longitudinal beams can, for example, be delivered and installed in a precast form. The longitudinal beams are formed in particular as concrete precast parts. They may be formed as reinforced concrete precast parts or as prestressed concrete precast parts. These are typically precast at a precasting plant. A reinforced concrete precast part is a precast part manufactured from concrete reinforced with steel. A prestressed concrete precast part alternatively or additionally has a prestressing tendon, for example, a plurality of prestressing tendons, via which a compressive stress is applied to the concrete of the prestressed concrete precast part. A prestressed concrete precast part in particular comprises prestressing cables or prestressing wires in a directly bonded configuration.
The bridge superstructure section can, for example, be supplemented with edge terminating caps at the sides that laterally delimit a carriageway leading across the bridge superstructure section. At least partially precast edge terminating caps can, for example, be used for this purpose.
The bridge superstructure sections can, for example, each be constructed directly on the bridge substructure by virtue of the longitudinal beams being positioned adjacent to one another in the width direction of the bridge, and one behind the other in the length direction of the bridge, so as to each traverse one span of the multi-span bridge. The individual longitudinal beams are connected to one another in each case by transverse beams created using in-situ concrete.
In an alternative embodiment, the bridge superstructure sections can, for example, be at least partially prefabricated at a location remote from the bridge. The bridge superstructure sections prefabricated in this way are transported from the location remote from the bridge to the location of the bridge, and are there moved into place on the bridge substructure. The individual bridge superstructure sections are in particular not connected to one another, or are merely detachably connected to one another, at the location remote from the bridge. The individual bridge superstructure sections can then be transported from the location remote from the bridge to the location of the bridge, and moved into place, independently of one another. Such a multi-span bridge can thereby be erected easily, quickly and/or with reduced closure times for a traffic route leading across the bridge structure and in particular for any lower traffic route that passes through under the bridge structure.
The method can, for example, also comprise the prior establishment of a prefabrication site at a location remote from the bridge, where the bridge superstructure sections can be prefabricated.
For the creation of the transverse beams using in-situ concrete, a transverse beam shuttering can, for example, be created, a transverse beam reinforcement can, for example, be introduced into the transverse beam shuttering, and the transverse beam can, for example, be subsequently cast using in-situ concrete. The shuttering can be removed after the transverse beam created using in-situ concrete has set.
The longitudinal beams of the bridge superstructure section that are arranged adjacent to one another at the location remote from the bridge can, for example, be connected by the transverse beams so that the bridge superstructure sections can be transported from the location remote from the bridge to the bridge and moved into place on the bridge substructure.
Transverse beam elements formed as precast parts can in particular, for example, firstly be positioned at the location remote from the bridge. The longitudinal beams of a bridge superstructure section are subsequently positioned with their respective ends adjacent to one another on in each case one of the transverse beam elements. The use of corresponding transverse beam elements formed in particular as precast parts makes it possible for the longitudinal beams to be exactly positioned relative to one another both in the longitudinal direction and transversely with respect thereto. The bridge superstructure section can thereby be easily manufactured so that it can be moved into place on the bridge substructure in an accurately fitting manner.
At least one of the transverse beam elements can, for example, be formed as an end transverse beam element which is provided for positioning on a bridge abutment of the bridge substructure. Such a transverse beam element formed as an end transverse beam element is, when moved into place, positioned on a bridge abutment of the bridge substructure. Such an end transverse beam element forms, in particular on its underside, a defined surface via which the bridge superstructure section comes into contact with the abutment. It can thereby easily be provided that the bridge superstructure section, when moved into place, is oriented correctly with respect to the bridge abutment or the bridge bearings arranged on the bridge abutment. The method is thus particularly reliable.
The transverse beam can, for example, be created, at the end regions, arranged in the region of an end transverse beam element, of the longitudinal beams of a bridge superstructure section, using in-situ concrete as an end transverse beam comprising the end transverse beam element. The end transverse beam element is thus made part of such an end transverse beam which connects the longitudinal beams in the region by which the bridge superstructure section is positioned on an abutment of the bridge substructure section. This makes it easier for the bridge superstructure section, including the end transverse beam element, to be transported. The method is made particularly reliable.
Provisional supports can, for example, firstly be created at the location remote from the bridge in the regions in which the bridge superstructure section will come to lie on the bridge substructure. Through the use of such provisional supports, the conditions at the bridge structures to be erected, for example, different heights of the support points of an abutment relative to a bridge pier or relative to the other bridge abutment, can be easily replicated at the location remote from the bridge. It is thus easily possible to manufacture a bridge superstructure that can be moved into place on the bridge substructure in an accurately fitting manner. The bridge superstructure section can thereby furthermore be created at a distance from the ground, making it easier for the bridge superstructure section to be transported to the location of the bridge. The method is thus made particularly reliable.
The transverse beams can, for example, be positioned on the provisional supports. This is advantageous if the transverse beams are the parts via which the bridge superstructure section is in contact with the bridge substructure. At least one of the transverse beam elements can, for example, be moved into and fixed in a position rotationally offset with respect to the horizontal, in particular by way of a pressing action. At the remote location, it is thereby easily possible to manufacture a bridge superstructure section for a bridge structure whose carriageway is inclined relative to the horizontal from one bridge abutment to the other bridge abutment and/or in the case of which the carriageway is inclined with respect to the horizontal as viewed in the longitudinal direction of the bridge. The method can thereby be used to easily and reliably create different bridge structures even having relatively complex geometries.
The longitudinal beams can, for example, be positioned on transverse beam elements, wherein at least one of the two transverse beam elements on which the longitudinal beams of a bridge superstructure section are positioned is designed as a central transverse beam element. A central transverse beam element here denotes a transverse beam element which, at the location remote from the bridge, is positioned in the region in which the bridge substructure has a bridge pier. The use of such a central transverse beam element makes it possible for the bridge superstructure sections to be easily created so that, when later moved into place on the bridge substructure, they are easily aligned correctly relative to the bridge pier. The method can thus be carried out particularly easily.
Those ends of the longitudinal beams of a bridge superstructure section which are arranged on the central transverse beam element can, for example, be connected by a transverse beam which is arranged adjacent to the central transverse beam element and which is created as a stiffening transverse beam using in-situ concrete. The stiffening transverse beams are here designed to connect the longitudinal beams of the bridge superstructure element to one another so that the bridge superstructure section can be transported from the location remote from the bridge to the location of the bridge and moved into place on the bridge substructure as a unit. The stiffening transverse member is here created, using in-situ concrete, adjacent to the central transverse beam element so that the central transverse beam element is not connected to the stiffening transverse member. The bridge superstructure section can thus be moved independently of the central transverse beam element. This is advantageous in particular if the ends of two different bridge superstructure elements of a multi-span bridge are set down on the central transverse beam element. These bridge superstructure elements can then be moved independently of the central transverse beam element and thus in particular also independently of one another.
Two bridge superstructure sections arranged directly one behind the other in the longitudinal direction on the bridge substructure are connected to one another by a transverse beam which is created using in-situ concrete, also referred to as central transverse beam. After the bridge superstructure sections have been moved into place on the bridge substructure, two bridge superstructure sections that are directly adjacent in the longitudinal direction of the bridge structure can be monolithically connected by such a central transverse beam. A continuous bridge superstructure can thus be easily created via the method. The use of the at least partially prefabricated bridge superstructure sections makes it possible for such a multi-span bridge to be erected particularly quickly. The bridge superstructure sections connected by the central transverse beams created using in-situ concrete form a bridge superstructure in the form of a continuous beam. The individual bridge superstructure sections initially created as single-span beams are connected to form a multi-span beam.
A central transverse beam shuttering can, for example, firstly be created to create a transverse beam that connects two bridge superstructure sections, namely, the central transverse beam, using in-situ concrete. A central transverse beam reinforcement is subsequently introduced into the region between the bridge superstructure elements arranged directly one behind the other in the longitudinal direction. The central transverse beam can subsequently be created using in-situ concrete. The central transverse beam shuttering may optionally be subsequently removed.
The stiffening transverse beams can, for example, be used as shuttering for the casting of the central transverse beam using in-situ concrete. The effort involved in providing and removing the shuttering for the central transverse beam is thus reduced.
The at least partially prefabricated bridge superstructure section can, for example, be lifted off from the central transverse beam element. The central transverse beam element is subsequently moved onto a bridge pier of the bridge substructure. The bridge superstructure section, when subsequently moved into place on the bridge substructure, is set down again on the same central transverse beam element on which it was already partially prefabricated at the location remote from the bridge. The central transverse beam element is firstly moved from the location remote from the bridge into the final position over the central pier therefor. The positioning of the bridge superstructure section on the bridge substructure can thus be reliably provided in a particularly straightforward manner.
The central transverse beam element placed on the bridge pier can, for example, be supported laterally. This may in particular be achieved via auxiliary trestles which are erected adjacent to both sides of the bridge pier, or via lowering wedges between the central transverse beam element and the central pier. The central transverse beam element can thus be arranged securely on the bridge pier, and a bridge superstructure section, along with the bridge superstructure section directly adjacent to said bridge superstructure section in the longitudinal direction, can be set down on the central transverse beam element. The method is particularly reliable.
The longitudinal beams can, for example, be equipped with cladding tubes for prestressing tendons. When the bridge superstructure sections are in position after having been moved into place, the cladding tubes emerge, in particular upwardly from the longitudinal beams, adjacent to the region in which a central transverse beam is created using in-situ concrete. Before the central transverse beam is created using in-situ concrete, the cladding tubes are supplemented so as to traverse one or more bridge piers. After the central transverse beam has created using in-situ concrete, prestressing tendons are guided through the cladding tubes, and at least those bridge superstructure sections which are arranged directly one behind the other in the longitudinal direction of the bridge structure are braced against one another via the prestressing tendons. For this purpose, as viewed transversely with respect to the longitudinal direction, the longitudinal beams or the bridge superstructure sections must be arranged and oriented relative to one another in the final position so that the cladding tubes of two mutually adjacent bridge superstructure sections are situated exactly opposite one another as viewed in the longitudinal direction.
By using corresponding cladding tubes, the bridge superstructure sections that are connected monolithically by the central transverse beams created using in-situ concrete can be prestressed by prestressing tendons that are guided through the cladding tube sections. The bridge structure thereby created in accordance with the method can be created as a continuous beam bridge. Owing to the statical overdeterminacy of a continuous beam lying on the bridge abutments and on at least one bridge pier, it is not possible, or is possible only by adhering to very narrow tolerance limits both during the manufacturing process and when moving said beam into place, to produce such a continuous beam bridge with a single prefabricated bridge superstructure element. The risk of damage to such an overdeterminate continuous beam, in particular in the loading case of support settlement, is very high. This problem is circumvented by using bridge superstructure sections which each individually traverse only one span of the multi-span bridge and which are subsequently supplemented, by the central transverse beam created using in-situ concrete and the subsequently added prestressing elements, to form a continuous beam. The method makes it possible to easily create a multi-span bridge having continuous beams using prefabricated parts. In relation to the alternative creation of a continuous beam bridge in situ at the location of the bridge, the building time for the bridge structure and/or the closure times for traffic routes affected by the erecting of the bridge can be considerably reduced. For the replacement of a motorway intersection, a reduction in building time from approximately 4.5 years to approximately 1.5 to 2 years is made possible using this method.
In an embodiment of the present invention, at least some of the cladding tubes can, for example, be supplemented so as to extend continuously through the entire bridge structure. Prestressing tendons for a continuity prestress can be guided through cladding tubes formed and completed in this way.
At least some of the cladding tubes are alternatively or additionally designed so that prestressing tendons guided through the cladding tubes extend only across one or two bridge piers. The prestress can thereby be targetedly introduced in the region of the bridge piers. The anchor blocks of the longitudinal beams are used for this purpose. These provide easy access for the introduction and fixing of the prestressing tendons. The effort involved in bracing the bridge superstructure sections against one another is reduced.
Cement can be injected into the cladding tubes after the prestressing tendons have been guided through the cladding tubes and tensioned.
The partially prefabricated bridge superstructure sections can, for example, already be equipped at the remote location with a connection reinforcement or a shear layer and upper reinforcement layer for a carriageway slab. The carriageway slab is subsequently supplemented with reinforcing means and fully cast when the bridge superstructure sections are in position after having been moved into place. The building time can be further shortened by virtue of at least some of the reinforcement work for a carriageway slab being carried out already at the location remote from the bridge.
A continuous carriageway slab can, for example, be created, using in-situ concrete, once each of the prefabricated bridge superstructure sections has been hoisted into place. It is correspondingly possible with this method to obtain a bridge superstructure having a continuous carriageway slab despite the use of prefabricated bridge superstructure elements.
In an alternative embodiment of the method, the bridge superstructure sections can, for example, already be partially equipped with a carriageway slab at the remote location. After the bridge superstructure sections have been moved into place, this partial section is completed, by addition of in-situ concrete, to form a finished carriageway slab. The carriageway slab is here initially not created in particular in the region in which the central transverse beam is to be created using in-situ concrete. The carriageway slab can then be supplemented using in-situ concrete at the same time as the central transverse beam is created using in-situ concrete.
At least two, for example, all, of the bridge superstructure sections can, for example, be created one behind the other in the longitudinal direction, and so as to be exactly oriented with respect to one another, at the location remote from the bridge. The bridge superstructure sections should here be created at the remote location so that they are already arranged and oriented in the way that they will later come to lie on the bridge substructure when they are in position after having been moved into place. During the creation of the bridge superstructure sections, any connecting points of the individual bridge superstructure sections for the subsequent connection of adjacent bridge superstructure sections can thus easily be correctly oriented with respect to one another. Such connecting points may, for example, be the cladding tubes for the prestressing tendons, or reinforcement rods which are in particular arranged in the longitudinal beams and/or the stiffening transverse beams so that, after a bridge superstructure section has been moved into place, the reinforcement rods can be pushed out of one longitudinal beam and/or stiffening transverse beam into the adjacent longitudinal beam and/or stiffening transverse beam or into an opening arranged therein. The implementation of the method is thus made considerably easier. It would otherwise be necessary for the connection points to be exactly calibrated. The subsequent connection of the bridge superstructure sections via these connecting points can furthermore be already tested at the location remote from the bridge. Any faults can thus already be identified and corrected at the location remote from the bridge. This is clearly easier and less expensive than if faults first become apparent after the individual bridge superstructure sections have been moved into place on the bridge substructure.
The bridge according to the present invention, which is designed as a multi-span bridge having two or more spans and having two or more bridge superstructure sections each traversing one span of the bridge, and in which the bridge superstructure sections are formed by a plurality of longitudinal beams positioned adjacent to one another transversely with respect to their longitudinal direction, which longitudinal beams are connected to one another by transverse beams created using in-situ concrete, and in which the individual bridge superstructure sections are braced against one another in each case by at least one prestressing tendon that is fixed to at least one anchor block, can thus be easily obtained. By using longitudinal beams having in each case one main beam section and having anchor blocks arranged on the main beam section, the longitudinal beams of the bridge superstructure sections situated one behind the other in the longitudinal direction can be easily be braced against one another. The laterally arranged anchor blocks are easily accessible for the introduction and tensioning of a corresponding prestressing tendon. The bridge can thus be erected easily and in a reduced building time. Such a bridge can be easily obtained, in particular if the bridge has three or more spans, and the respective bridge superstructure sections can be easily braced against one another by prestressing tendons.
A transverse beam arranged between two bridge superstructure sections, also referred to as central transverse beam, monolithically connects two bridge superstructure sections situated one behind the other in the longitudinal direction to one another. By using longitudinal beams which are in particular formed as precast concrete parts, the bridge here initially has bridge superstructure sections created as single-span beams, wherein the individual bridge superstructure sections are connected, by central transverse beams created using in-situ concrete, to form a multi-span beam and are braced against one another by prestressing tendons. The bridge constitutes a continuous beam bridge.
The longitudinal beams traversing the various spans are arranged so that the longitudinal beams of one span are, as viewed in the longitudinal direction, arranged exactly behind the longitudinal beams of an adjacent span. The prestressing tendons thus extend in the longitudinal direction through the longitudinal beams which are arranged one behind the other in the longitudinal direction and which extend across the various spans.
The prestressing tendon can, for example, extend from an anchor block of a first longitudinal beam through the main beam section of a second longitudinal beam that is adjacent in the longitudinal direction.
The longitudinal beams can, for example, be formed as precast-part beams. The longitudinal beams can, for example, in particular be formed as reinforced concrete precast-part beams, as prestressed concrete precast-part beams, or as hybrid beams having a section manufactured from prestressed concrete. Prestressed concrete precast-part beams may be prestressed by prestressing tendons or prestressing wires which extend only through the associated prestressed concrete precast-part beam in a directly and/or subsequently bonded configuration. The longitudinal beams are braced against one another in a subsequently bonded configuration via the prestressing tendon which extends from an anchor block of one longitudinal beam through the main beam section of an adjacent longitudinal beam. This is particularly easily possible due to the anchor blocks arranged laterally on the main beam section. The bridge can be easily implemented with long spans in the longitudinal direction through the use of corresponding prestressed concrete precast-part beams or hybrid beams.
The anchor blocks arranged on the main beam section of the longitudinal beams can, for example, in particular be formed as haunches.
The longitudinal beams can, for example, have cladding tubes through which the prestressing tendons can be guided in order to brace longitudinal beams against one another. Specifically in the case of longitudinal beams formed as reinforced concrete precast-part beams, as prestressed concrete precast-part beams, or as hybrid beams, the cladding tubes can be provided easily during the creation of the longitudinal beams. The desired course of the prestressing tendon can furthermore be easily predefined via the cladding tubes.
The anchor blocks can, for example, be arranged in each case in pairs on mutually opposite sides of the main beam section, and the longitudinal beams arranged one behind the other in the longitudinal direction can, for example, be braced against one another by at least two prestressing tendons which are arranged mirror-symmetrically with respect to an imaginary centerline extending in the longitudinal direction of the respective longitudinal beams. A uniform introduction of force by the prestressing tendons into the longitudinal beams can thus easily be achieved.
The bridge can, for example, be designed as a multi-span bridge having three or more spans. The bridge then has three or more bridge superstructure sections that each traverse one span of the multi-span bridge. A prestressing tendon is here arranged so as to extend from an anchor block of a first longitudinal beam through at least one main beam section of a longitudinal beam arranged adjacent thereto in the longitudinal direction, and ends in an anchor block of a third longitudinal beam, which is in particular adjacent to the second longitudinal beam. Three longitudinal beams can in each case thereby be connected to one another by such a prestressing tendon.
In the case of a multi-span bridge having three or more spans, the longitudinal beams arranged in the central spans can, for example, in particular have two pairs of anchor blocks, which are in particular arranged in each case at the ends of the associated longitudinal beam. The central spans are here spans which are not arranged at either of the ends of the bridge. At least one prestressing tendon extends from each of these anchor blocks into the main beam section of the respectively adjacent longitudinal beam. A longitudinal beam arranged in a central span is thus braced in each case against both longitudinal beams that are arranged adjacent thereto in the longitudinal direction.
The prestressing tendons can, for example, in particular be arranged so as to extend in each case from an anchor block of one longitudinal beam to the anchor block of the next but one longitudinal beam. Longitudinal beams in the first, second and third span are thereby braced against one another. From the corresponding anchor block of a longitudinal beam arranged in the second span, a prestressing tendon extends through the main beam section of a longitudinal beam arranged in the third span to an anchor block of a longitudinal beam arranged in a fourth span. This may be repeated in accordance with the number of spans so that longitudinal beams in a third, fourth and fifth span, and longitudinal beams in a fourth, fifth and sixth span, are also braced against another. This pattern may be repeated in accordance with the number of spans. Such a bridge can be particularly easily created with the desired or required number of spans. After the longitudinal beams have been placed onto a bridge substructure and the transverse beams have been created using in-situ concrete, the anchor blocks arranged in each case laterally on the main beam section make it possible for the prestressing tendons to be easily introduced, in part, from below the bridge superstructure and from the side of the main beam sections of the longitudinal beams and tensioned.
As seen in a view of the bridge superstructure from above, a prestressing tendon can, for example, be spaced from an imaginary centerline, extending in the longitudinal direction, through the longitudinal beams to a greater extent in the region of the anchor blocks, in which the prestressing tendon begins and ends, than in a region centrally between the anchor blocks. In other words, the prestressing tendon is introduced laterally from the outside into the associated anchor block of a longitudinal beam and extends through the main beam section of a second longitudinal beam. The prestressing tendon may end in an anchor block of a third longitudinal beam, where it then also extends laterally towards the outside. It is thus possible for prestressing tendons which connect a correspondingly small number of longitudinal beams, for example, exactly three longitudinal beams, to one another to be introduced subsequently in order to brace these longitudinal beams together.
As seen in a view from the side at right angles to the longitudinal direction, the prestressing tendon can, for example, be arranged so as to extend closer to the top face of the bridge superstructure in the region of a transverse beam than in a region centrally between two transverse beams. In the region of the transverse beam, the bridge superstructure is supported by the bridge substructure, more specifically, a support of the bridge substructure. The bridge superstructure is subjected to tensile loading on the side averted from the support. This tensile loading can be compensated by the prestressing tendon that is arranged so as to extend relatively close to the top side of the bridge superstructure. In particular, a prestress that opposes the tensile loading can be introduced in this region into the longitudinal beam and/or into the corresponding transverse beam. The bridge superstructure is subjected to tensile loading in the lower region in the region between two transverse beams. By virtue of the fact that, in this region, the prestressing tendon is arranged so as to extend further remotely from the top side of the bridge superstructure, in particular in the vicinity of the bottom side of the longitudinal beam, the longitudinal beam can be prestressed with a corresponding force in this lower region that is subjected to tensile loading. The prestressing tendons are thus arranged so as to follow the expected bending moment of the bridge. A bridge with a particularly high load-bearing capacity can thus easily be obtained.
The bridge superstructure can, for example, have a carriageway slab which is created using in-situ concrete. Such a bridge can be equipped with a continuous carriageway slab even if the bridge superstructure comprises individual longitudinal beams positioned one behind the other in the longitudinal direction.
The prestressing tendon can, for example, extend through the carriageway slab created using in-situ concrete in the region of a transverse beam. By virtue of the fact that, in the region of the transverse beam, the prestressing tendon extends through the carriageway slab created using in-situ concrete, such a bridge can be produced particularly easily. Any cladding tubes arranged in a longitudinal beam then emerge upwardly from the longitudinal beam adjacently to the transverse beam. In the initially free region of the carriageway slab, the cladding tubes can be supplemented so that the prestressing tendons can in particular be easily pushed through these thus completed cladding tubes. When the cladding tubes are supplemented in the region of the carriageway slab, the points at which the cladding tubes emerge into the adjacent longitudinal beams can easily be connected to one another. It is thus furthermore provided that, in the region of the transverse beams, the prestressing tendons are arranged so as to extend close to the top side of the bridge superstructure. During a subsequent bracing process, it is thus also possible for a stress to be applied to the carriageway slab locally in the region of the transverse beams or supports, which stress counteracts the locally prevailing tensile loading. Such a bridge is particularly durable.
The longitudinal beams can, for example, each have a deck surface section. The longitudinal beams are in particular arranged sob that the deck surface sections of the longitudinal beams arranged adjacent to one another transversely with respect to the longitudinal direction form a continuous deck surface on which the carriageway slab created using in-situ concrete is arranged. No underside shuttering is then required when creating a carriageway slab using in-situ concrete. A subsequent removal of shuttering can thus also be dispensed with. Such a bridge can be particularly easily obtained.
Further advantages and details of the present invention will become apparent from the following description of the drawings.
Where expedient, identical parts or parts of similar action are denoted by identical reference signs. Individual technical features of the exemplary embodiments described below may be combined with the features of the independent claim, and with the features of individual exemplary embodiments described above, to form subjects according to the present invention.
Transverse beam elements 14 are positioned on the provisional supports 6. This state is shown in
Longitudinal beams 20 are positioned on the transverse beam elements 14. For each bridge superstructure section 2, a plurality of longitudinal beams 20 are here positioned adjacent to one another transversely with respect to their longitudinal direction L. Three different embodiments of the longitudinal beams 20 arranged adjacent to one another in this way are illustrated in the cross sections in
In
It can be seen in
It can also be seen from
As illustrated in
In the exemplary embodiment, the bridge superstructure sections 2 are transferred using self-propelled modular transporters (SPMTs). The bridge superstructure sections 2 are raised via lifting devices arranged on these SPMTs, and after the bridge superstructure sections 2 have been brought into the region of the bridge substructure 8, the bridge superstructure sections 2 are lowered, and thus moved into place on the bridge substructure 8, via the lifting devices.
After the bridge superstructure sections 2 have been moved into place, the cladding tubes 22 are connected to one another in the region of two adjacently arranged bridge superstructure sections 2, as illustrated in
The creation of the central transverse beam 36 using in-situ concrete may include the creation of a corresponding central transverse beam shuttering and the introduction of a central transverse beam reinforcement. As illustrated in the exemplary embodiment, the respective stiffening transverse beams 30 of the bridge superstructure sections 2 can, for example, be at least co-utilized for shuttering purposes. The expenditure for the shuttering can thereby be reduced, and the removal of the shuttering, with the associated intervention into the adjacent traffic space, can in particular be avoided. The creation of the central transverse beam 36 is made easier.
Reinforcement rods can, for example, be provided in the stiffening transverse beams 30 of at least one bridge superstructure section 2, which reinforcement rods, after the bridge superstructure sections 2 are in position after having been moved into place, are moved relative to the stiffening transverse beams 30 so as to be introduced into corresponding receptacles in the stiffening transverse beam 30 of the oppositely situated bridge superstructure section 2. If such reinforcement rods are used, the discussed creation of the bridge superstructure sections 2 one behind the other, in the form in which they are to be positioned in the structure of the bridge 4 that is to be erected, at a location remote from the bridge 4 is particularly advantageous.
After the central transverse beam 36 has been created, prestressing tendons 23 are guided through the cladding tubes 22, and the bridge superstructure sections 2 are braced against one another via the prestressing tendons 23. The method presented in the exemplary embodiment provides for the creation of a continuous beam bridge 4 which is obtained by virtue of bridge superstructure sections 2 that initially form single-span beams being subsequently connected to form a multi-span beam. This is illustrated in
Some of the cladding tubes 22 arranged in the longitudinal beams 20 may be designed so that prestressing tendons that extend across the entire bridge structure can be guided therethrough. A continuity prestress can thus be applied to the bridge 4.
Prestressing tendons 23 extend within the cladding tubes 22. This is illustrated in
The bridge 4 illustrated in
In the exemplary embodiment illustrated, each of the prestressing tendons 23 extending from one anchor block 24 to another anchor block 24 connects three bridge superstructure sections 2 to one another. It is readily apparent that this pattern can also be easily repeated for multi-span bridges 4 having more than four spans. A corresponding multi-span bridge having the correspondingly required number of spans can thus be easily provided. Such a bridge 4 can be particularly easily obtained. This is in particular the case because the anchor blocks 22 arranged laterally on the main beam sections 21 are easily accessible from the underside of the bridge 4 so that the prestressing tendons 23 can easily be subsequently introduced, and the bridge superstructure sections 2 can be braced against one another. The prestressing tendons 23 brace the bridge superstructure sections 2 in a subsequently bonded configuration.
It can also be seen in
Viewing
The prestressing tendons 23 illustrated need not be the only prestressing tendons. Each individual longitudinal beam 20 may, in particular if formed as a prestressed concrete precast-part beam, have further prestressing tendons or prestressing wires that can then, for example, be created as prestressing tendons in a directly bonded configuration. In the region of the carriageway slab created using in-situ concrete, in particular in the region of the central transverse beams 36, further prestressing tendons may be incorporated which in particular extend in the longitudinal direction and parallel to the top face. Prestressing tendons may additionally be provided that are arranged so as to extend transversely with respect to the longitudinal direction or, as viewed from above, at an angle with respect to the longitudinal direction L. It is furthermore conceivable to provide prestressing tendons which extend through all of the bridge superstructure sections 2.
The present invention is not limited to embodiments described herein; reference should be had to the appended claims.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2023 129 763.5 | Oct 2023 | DE | national |
| 20 2024 100 789 | Feb 2024 | DE | national |
