Patent Grant
11136733
The present application is a U.S. National Stage Entry of International Application No. PCT/AT2018/060163, filed on Jul. 26, 2018, designating the United States and claiming the priority of Austrian Patent Application No. A 50705/2017, filed with the Austrian Patent Office on Aug. 24, 2017. All of the aforementioned applications are incorporated herein in their respective entireties by this reference.
The invention relates to a method for producing an integral bridge as well as to bridges produces according to this method.
Bridges without bearings or expansion joints are called integral bridges. The world-wide tendency in bridge construction is definitely towards integral construction methods, as bearings and expansion joints are parts that are subject to wear, which have to be replaced at regular intervals.
With currently built integral bridges, the changes in length of the bridge support formed as beams as a consequence of temperature drops in winter or temperature rise in summer, respectively, result in shifts at the abutments, which do not constitute a great problem if the total length of the bridge is at the most 70 m. In the case of longer bridges, however, there are required bearings and expansion joints at the abutments in order to enable a compensation of the temperature-related deformations.
With arched bridges, the problems occurring with beam bridges in regard to the temperature-related length shifts of the bridge support may be prevented. Roman bridges such as, for instance, the Alcantara Bridge crossing the river Tajo in Spain, have semi-circular arches and wide pillars. The ratio of the clear arch span width to the clear rise of the arch has in Roman bridges with semi-circular arches the value of 2.0. Loads from intrinsic weight and traffic are taken up by the arches and transmitted into the foundation. On the arches there is provided a filling material, covered by the roadway. The filling material and the roadway are not able to take up tensile or compressive forces acting in the longitudinal direction of the bridge. A warming of the bridge in summer, hence, will lead to vertical shifts of the arches, the filling material and the roadway upwards. A cooling of the bridge in winter will cause downward oriented vertical deformations.
Between the undisplaceable abutments, there will occur more or less no deformations in the longitudinal direction of the bridge in the case of a temperature rise or a temperature drop. For this reason, the pillars will not be subjected to bending stress by the temperature differences in the bridge. Roman bridges are integral bridges, which may be constructed in any lengths.
The width of the pillars in Roman bridges is very large. The large width of the pillars requires a high material consumption, having, however, the advantage that the arches could be produced one after the other. The large weight of the pillars had the effect that the horizontal forces from the intrinsic weight of the arch last produced could be transmitted into the foundations.
The amount of material used for arch bridges is reduced if the ratio of the arch span width to the rise of the arch increases. This material saving, however, causes higher horizontal forces at the foot points of the arches. The horizontal forces as a consequence of the intrinsic weight of an arch will become larger if the ratio of the arch span width to the rise of the arch increases.
A further reduction of the amount of material used in arch bridges will be possible if the width of the pillars is reduced.
Such a bridge having a large ratio of the arch span width to the rise of the arch and having reduced pillar dimension 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 outland bridge of the Stadsbrug Nijmegen on the northern side of the river Waal has 16 arches and a length of 680 m. The first and the last arch are each rigidly connected with respectively one foot point to the nearly undisplaceable abutments. The other arch foot points are mounted on pillars. At the bridge, there are no expansion joints. The connections between the arches, the abutments and the pillars are formed in a manner resistant to bending. On the arches, there is provided cellular concrete forming the support of the road deck. The road deck has transverse joints at regular intervals. The reinforced concrete arches have a span width of 42.50 m, a rise of the arch of 5.30 m and, hence, a ratio of the arch span width to the rise of the arch of 8.0 m.
The horizontal forces at the arch foot points as a consequence of the intrinsic weight will be neutralized above each pillar in the final condition. In the final condition, the pillars will be stressed by the intrinsic weight of the bridge only by normal forces. The horizontal forces of the arch foot points, which are connected to the abutments, have to be taken up by the abutments.
Also a warming of the bridge in summer or a cooling of the bridge in winter will not cause any bending moments in the pillars, as the bridge is arranged between two undisplaceable abutments and as the temperature differences are taken up in the arches by deformations and bending stresses. In the case of a warming with a temperature difference to the manufacturing temperature of 30°, the arch will deform upwards by approximately 29 mm.
Uniformly distributed traffic loads, similarly to the intrinsic weight stress, will lead to vertical normal force stresses in the pillars.
Panel-wise arranged traffic loads will cause bending stresses in the arches and in the pillars. The pillars have to be formed having such a width in order to provide for the take-up of panel-wise arranged traffic loads.
In the final condition, the horizontal forces at the foot points of the arches as a consequence of the intrinsic weight of the arches are neutralized above the pillars. If the bridge is produced in individual structural portions, then this will not be the case during production. For this reason, there had to be taken additional measures during the portion-wise production of the bridge Nijmegen in order to take up the horizontal forces from the intrinsic weight of the arches. In a structural portion there were constructed three arches at the same time. The arches were stabilized by temporary tie rods, which were arranged horizontally above the arches. There were further used temporary, obliquely arranged bracings between the foot points of the arches and the foundations.
Another problem with the construction manner used for the bridge Nijmegen is that the failure of an arch may cause the entire bridge to collapse. In the case of a failure of an arch, the horizontal forces of the subsequent arches have to be removed via bending by the two pillars, which had taken up the intrinsic weight of the failing arch. This will either have the consequence that massive pillars have to be constructed or that a total collapse of the bridge in the case of a failure of an arch is accepted.
The problem of the bending stresses in the pillars as a consequence of the panel-wise traffic load may be reduced by horizontal tie rods between the pillar foot points. The horizontal force of the traffic-loaded arch are, in great part, taken up by the tie rod, which interconnects the two foot points of the arch.
A bridge having horizontal tie rods is, for example, described in the book “Handbuch für Eisenbetonbau”, published by Friedrich Ignaz Edler von Emperger, 6th volume: Brückenbau, second edition, publisher Wilhelm Ernst & Sohn Berlin, 1911, on the pages 642 to 644. The railroad bridge “Elevated railway to the new Valby gasworks near Copenhagen” is a reinforced concrete construction having a total length of 565.6 m. In order to enable the take-up of temperature-related changes in length of the bridge without any large restraints, there were arranged transverse joint at intervals of approximately 55 m. In-between two transverse joints there was constructed an anchor point in the form of a double pillar strutted by a timber frame construction. The arches arranged in the longitudinal direction of the bridge underneath the road deck have lengths of approximately 9.7 m. The foot points of the arches are interconnected by tie rods.
The double pillars acting as anchor points are connected to the foundations in a manner resistant to bending. The remaining pillars were formed as pendular rods having hinges at the foot points and at the upper connecting points with the arches.
In the case of a warming of the bridge, the road decks, the arches and the tie rods arranged between the foot points of the arch will expand, leading to an oblique inclination of the pendular pillars, which will be larger the farther a pendular pillar is distanced to the anchor point.
Bridges having bearings, transverse joints and road passages arranged in the transverse joints cause high maintenance costs, as the bearings and the road passages are parts that are subject to wear, which have to be replaced at regular intervals. In DE 539 580, lines 32 to 35 of the specification, there is annotated that a significant disadvantage of a construction method comparable with the elevated railway to the new Valby gasworks is that the tie rods will change their length in the case of temperature variations.
In DE 539 580, hence, there is proposed to install tie rods between two undisplaceable abutments and to pre-tension these before the construction of the bridge proper. The expansion of the tie rods that is caused by pre-tensioning is to be chosen as high as possible such that the “tie rods will not relax even in the case of a maximum warming” (translation; lines 46 to 48). The mode of action of such an arched bridge having pre-tensioned tie rods is described in lines 53 to 62: “If the individual intermediate pillars are connected to the tie rods installed, anchored and pre-tensioned in this manner, only the individual portions between the pillars will experience elastic length changes if the horizontal thrust of the arches in the individual openings changes as a consequence of changing stress, but no changes in length as a consequence of temperature variations” (translation).
A substantial disadvantage of the construction method described in DE 539 580 for the production of an arched bridge are the large tensile forces, which are transmitted into the abutments in the case of a pre-tensioning of the tie rods or a temperature drop in the tie rods. These tensile forces act at a large height above the foundations and, hence, cause high bending moments, which are to be taken up by the abutment and the foundations. The abutment and the foundations, for this reason, have to be built in a massive way. Another disadvantage is the cumbersome production. In the case of longer bridges, additional temporary supports will be necessary in order to maintain the previously produced tie rods in a horizontal position, as the sagging of a pre-tensioned tie rod as a consequence of the intrinsic weight is dependent on the length, as is commonly known. Another disadvantage is that temporary tie rods are required during the production of the arched bridge if this is produced portion-wise. A production in a structural portion will only be economic for bridges having a small length.
It is the task of this invention to provide a method for producing an integral bridge and an integral bridge, wherein the problems and disadvantages mentioned above are reduced and/or will not occur.
The present invention solves this task by providing a method for producing an integral bridge according to claim 1 as well as by bridges produced according to this method according to claim 18. Advantageous developments of the invention are defined in the sub-claims.
An inventive method for producing an integral bridge made from reinforced concrete and having at least two arches and at least one pillar, wherein the bridge is produced portion-wise, wherein there are preliminarily erected a first abutment, the at least one pillar and optionally a second abutment, is characterized in that
With the method according to the invention, there may be produced integral bridges having large lengths in a portion-wise way, without having to take additional, technically cumbersome, time-consuming and/or expensive measures in order to take up the horizontal forces from the intrinsic weight of the arches, as is described above. Furthermore, it is impossible with the inventive bridges that a failure of one arch will lead to the entire bridge collapsing. With the method according to the invention, the tie rods need not be supported in a technically cumbersome way during production, but may rather be introduced at the best point of time and adjusted in regard to the horizontal forces arising.
Advantageously, in the method according to the invention one connection, preferably all connections, of one/of the foot point/s is/are realized using at least one pillar during a structural portion of the integral bridge.
Advantageously, in the method according to the invention at least one force-fitting connection, preferably all force-fitting connections, of end points of the tie rods is/are realized during the portion-wise production of the integral bridge.
Advantageously, in the method according to the invention at least one tie rod, preferably all tie rods, are tensioned to a tensile strength of 80 N/mm2 to 500 N/mm2, preferably from 100 N/mm2 to 200 N/mm2.
In an advantageous embodiment of the method according to the invention, one end point of a tie rod is formed as a solid anchorage and/or one end point of a tie rod is formed as a jacking anchorage and/or one end point of a tie rod is formed as a coupling.
Advantageously, there is formed in the method according to the invention one tie rod as a tendon having a subsequent connection in a sheathing, preferably made from plastic material, and is then compressed with cement mortar after tensioning the tie rod.
In an advantageous embodiment of the method according to the invention at least one tie rod is formed as an external tendon, wherein the tie rod is equipped with a permanent corrosion protection, preferably during the portion-wise production of the integral bridge, or is produced from a material not at risk of corrosion, preferably from a glass fibre composite material or a carbon fibre composite material.
In the method according to the invention, there are usefully produced supports on at least one arch, and the road deck is produced on the supports.
The tie rod is advantageously tensioned so highly such that the horizontal forces, which are caused by the intrinsic weight of the arch, the supports and the road deck at the foot points of the arch, are taken up by the tie rod.
Transverse joints in the road deck, in particular in lateral projections of the road deck, are produced at an interval of 1 m to 10 m, preferably from 2 m to 4 m.
Especially usefully, rods made from fibre composite material and/or from stainless steel are installed in the road deck, 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 road deck, which is arranged above the arch, are simultaneously produced in a construction part, and in the construction part there are produced slits having an essentially plane top surface, which lie in planes, which are arranged perpendicularly to the axis of a tie rod, wherein the slits have a depth extending from the top surface of the construction part to the top surface of the arch.
In an advantageous embodiment of the method according to the invention, the arch, the supports and the part of the road deck, which is arranged above the arch, are simultaneously produced in a construction prat, and in the construction part having an essentially plane top surface, and an essentially plane bottom surface, slits are produced which lie in planes, which are arranged perpendicularly to the axis of a tie rod, wherein the slits have a depth extending either from the bottom surface of the construction part to the bottom surface of the arch or from the top surface of the construction part to the top surface of the arch.
In the construction part a reinforcement is usefully installed made from fibre composite material and/or made from stainless steel.
In an advantageous embodiment of the method according to the invention, two or more arches are connected to a common tie rod, which is rigidly connected at the first end point thereof to a foot point of the first arch and which is displaceably connected at the second end point thereof to a foot point of the last arch.
In an advantageous embodiment of the method according to the at least two arches in at least one structural portion are produced.
In an advantageous embodiment of the method according to the invention, on the supports of an arch in turn arches are produced having a smaller arch span width and tie rods and the road deck.
An integral bridge according to the invention made from reinforced concrete and having at least two arches and at least one pillar is characterized in that each arch has at least one tie rod, which interconnects the foot points of the arch, wherein the ratio of the clear arch span width to the clear rise of the arch has a value of larger than 2, preferably larger than 4, even more preferably larger than 6, most preferably larger than 8.
In an integral bridge according to the invention the ratio of the clear arch span width to the width of the at least one pillar in the longitudinal direction of the bridge has advantageously a value of larger than 5, preferably larger than 10, even more preferably lager than 15 and most preferably larger than 20.
In the following the invention will be described by way of non-limiting embodiment examples that are depicted in the drawings. In the schematic illustrations:
In the following exemplary embodiments there is fundamentally produced the “first arch” in a first structural portion, the “second arch” in a second structural portion and so on, and the “last arch” in a last structural portion. The designation “structural portion” relates in the following description always to the production of at least one arch. References such as “left” or “right” relate to the depiction in the figures. In general, the enumerations (for example, “first” end point, “second” end point and so on) are to be considered in reference to the figures from the left to the right hand-side. The designations “panel”, “panels”, etc. relate to one/the bridge portion/s between two pillars or between one pillar and one abutment.
In the following, there is first made reference to the
For the production of a first arch 5 in a first structural portion, there is in a first step preliminarily required the production of a first abutment 2 and of a pillar 4. A second abutment 2 may be produced simultaneously with the production of a first arch 5 or also preliminarily in the first step. An integral bridge 1 produced using a method according to the present invention may also have more than two abutments 2, for example, if the bridge has a junction of the roadway.
In the first structural portion the first arch 5 is produced on a formwork and a supporting frame, which are not depicted in
In the next step there may be produced on a top surface 8 of the first arch 5 supports 12 and subsequently a road deck 3 having transverse joints 17. In the road deck 3 there are installed rods 19, which cross the transverse joints 17 at an approximately right angle.
The depicted supports 12 as well as the road deck 3 are to be considered as examples. Those skilled in the art will know alternative embodiments of the supports 12, for example, there may be used various supporting frames, pillars or a continuous filling with material, for example, concrete. Those skilled in the art similarly know alternative embodiments of the road deck 3, for example, there may be used several (roadway) levels for vehicles, persons, rail track routing, rail tracks or rails.
The foot point 6 of the first arch 5, which is arranged next to the first abutment 2, is connected to the first abutment 2 in a way resistant to bending during the production of the first arch 5. The production of a connection that is resistant to bending is, for example, possible without any problems in the reinforced concrete method using a connecting reinforcement projecting out of the abutment 2.
In a next step there is installed a tie rod 10 in-between the foot points 6 of the first arch 5. The tie rod 10 is connected at the first end point (11) thereof to the first abutment 2 using a solid anchorage 20 in an undisplaceable way, this is in a force-fitting manner. Above the pillar 4, the tie rod 10 is for this reason equipped preferably with a jacking anchorage 21. The tie rod 10 may, for example, be formed as an external tendon made from high-strength pre-stressed steel in a plastic sheath pipe. External tendons are well-proven construction elements, which may be formed with solid anchorages 20, jacking anchorages 21 and couplings 22.
If the tie rod 10 depicted in
When relocating the intrinsic weight of the first arch 5, the supports 12 and the road deck 3 of the first structural portion, normal forces within the first arch 5 are developed. At each of the foot points 6 of the first arch 5, this normal force may be split into a vertical and a horizontal component. The vertical component for the first foot point 6 of the first arch 5, which is to the left side in
In a second structural portion there is produced a second arch 5, which is the last arch 5 in the present example, between the pillar 4 and a second abutment 2, which is to the right in
In a next step there is installed a tie rod 10.in-between the foot points 6 of the second arch 5. Above the pillar 4, the tie rod 10 is connected using a solid anchorage 20 to the first foot point 6 of the second arch 5 in an undisplaceable, this is force-fitting, way. In order to tension the tie rod 10, there is formed preferably on the rear surface 26 of the second abutment 2 a jacking anchorage 21.
Subsequently, a reinforcement is installed in the region of the foot points 6 of the arches 5 arranged above the pillar 4, a formwork is mounted and grout is introduced. This leads to the corresponding foot points 6 of the first and the second arch 5 being interconnected in a force-fitting way and the two foot points 6 being monolithically connected to the pillar 4. The second end point 11 of the first tie rod 10 and the first end point 11 of the second tie rod 10, hence, are also interconnected in a force-fitting way. Simultaneously, the grout causes a corrosion protection for the jacking anchorage 21 and the solid anchorage 20, which are arranged above the pillar 4. The hardened grout also causes that the traffic loads are not transmitted via the friction bearings 23 but rather via the hardened grout from the foot points 6 of the arches 5 into the pillar 4.
Subsequently, the alcove 25 at the rear surface 26 of the second abutment 2 is framed and filled with grout in order to ensure the corrosion protection of the jacking anchorage 21 and of the tie rod 10. The second end point 11, in
A warming of the finished integral bridge 1 in summer leads to a lifting of the apexes 7 of the arches 5. The foot points 6 of the arches 5 and the end points 11 of the tie rods 10, which are equipped with jacking anchorages 21 and solid anchorages 20, do not change their position, as the abutments 2 may be considered as undisplaceable support structures even in the case of a temperature rise. Due to the temperature rise in the tie rods 10, the force applied to the tie rods 10 when tensioning these is being reduced. For the application of the method according to the invention it is important that the tie rods 10 will not relax in the case of a temperature rise.
In the course of planning an integral bridge 1, which is produced according to a method according to the invention, there is to be ensured that the force required for tensioning the tie rods 10 for taking up the horizontal forces from the intrinsic weight is larger than the loss of tensile force, which is possible with maximum warming of the tie rod 10. If, for example, the maximum temperature rise within the tie rod 10 is 50 degrees and the coefficient of temperature expansion of the tie rod 10 equals 10−5, the force within the tie rod 10 should lead to an expansion in the tie rod 10 of not more than 0.0005 upon tensioning. At an Young's modulus of the tie rod 10 of 200,000 N/mm2, an elongation of 0.0005 corresponds to a tension of 100 N/mm2. In order to provide for certain safety margins against the “relaxing” of the tie rod 10, in this example the tension in the tie rod 10 should be 150 N/mm2 upon tensioning. The tension in the tie rod 10 may be set, if the horizontal force at the foot points 6 of an arch 5 is known, advantageously across the area, this is the cross-section, of the tie rod 10.
A cooling of the finished integral bridge 1 in winter will lead to a lowering of the apexes 7 of the arches 5. The foot points 6 of the arches 5 and the end points 11 of the tie rods 10 will not change their position in the case of a temperature drop. A temperature drop will lead to an increase in tension within the tie rods 10. With the values used in the above described example (Young's modulus equals 200 000 N/mm2, coefficient of temperature expansion equals 10−5), a temperature drop of 50° results in an increase of tension of 100 N/mm2 in the tie rods 10. If this increase of tension is multiplied with the area, this is the cross-section, of a tie rod 10, with only one tie rod 10 being arranged in each panel, this will result in an increase of the force in the tie rods 10 in the case of a temperature drop. When planning the integral bridge 1, there is to be taken into account that this force has to be taken up by the abutments 2 and has to be transmitted into the foundations 13. A possible reinforcement, which is installed in the region of the foot points 6 above the pillar 4, which is not depicted in
The abutments 2, which are, for example, connected to a dam, do not change their position in the case of a temperature rise or temperature drop. For this reason, also a road deck 3 that is arranged in-between the abutments 2 cannot change its total length in the case of a temperature difference compared to the temperature in production. In order to take up temperature deformations in the road deck 3, there may, for example, be formed transverse joints 17. In the exemplary integral bridge shown in
In the road deck 3, rods 19, which are arranged preferably in the longitudinal direction of the integral bridge 1 and which are made from a material not at risk of corrosion, for example, made from a fibre composite material, may be embedded. These rods 19, which are preferably installed at the half height of the road deck 3, cross the transverse joints 17 at a right angle and are undisplaceably connected especially preferably to the abutments 2.
The rods 19 are optionally required in order to transmit braking forces, which are caused by vehicles or trains on the integral bridge 1, via the road deck 3 into the abutments 2 and, to a smaller extent, into the apexes 7 of the arches 5. Without the rods 19, the braking forces could be introduced via bending from the supports 12 into the arches 5. Removing braking forces via bending, however, is unfavourable as this would require the formation of large cross-sections in the supports 12 and the arches 5. The formation of large cross-sections in turn requires a high consumption of material, thus causing high costs. Removing the braking forces via tensile and compressive forces within the rods 19 is essentially less expensive than removing via bending in the supports 12 and the arches 5.
The rods 19 are preferably not connected to the road deck in the transverse joints 17. Braking forces are then only taken up by the rods 19 at the transverse joints 17. In-between the transverse joints 17, the normal forces caused by the braking forces in the rods 19 are introduced into the road deck 3 via the composite action of the rods 19.
Assuming that the abutments 2 are undisplaceable, then these constitute, similarly to the apexes 7 of the arches 5, anchor points. The temperature-related distortions in the road deck 3 have to be compensated for by elastic distortions in the rods 19 at the transverse joints 17.
A multiplication of the distortions, depicted in
The tensile force arising in the rods 19 in the case of a temperature drop may be reduced if the composite action between the rods 19 and the road deck 3 is partially neutralized. This may, for example, be achieved by guiding plastic tubes over the rods in certain regions before the introduction of the concrete for the production of the road deck 3.
If the width of the transverse joints 17 is selected large enough such that in the case of a temperature rise there will be no direct contact between the parts of the road deck 3 separated by a transverse joint 17, the increase of the elastic distortions in the rods 19 will be favourably affected by the neutralization of the connection between the rods 19 and the road deck 3, similarly to the case of a temperature drop.
Traffic loads acting on the integral bridge 1 in a panel will be taken up in an integral bridge 1 produced according to the method according to the invention advantageously by forces in the tie rods 10 and only to a smaller extent by bending moments in the pillars 4. Stress by traffic onto the right panel, this is the second arch 5, of the bridge illustrated in
The production of an exemplary integral bridge 1, preferably made from concrete having a reinforcement made from fibre composite material, according to a second embodiment of the method according to the invention is shown in the
The slits 18 may be realised by formwork elements or by lost inserts made from a soft material, such as, e.g., extruded polystyrene, in the production of the construction part 14. In the first arch 5, which is depicted using dashed lines in
The first structural portion does not end above the pillar 4 but rather in the first panel at a coupling joint 27. This has the advantage that the coupling joint 27 is not arranged above the highly statically stressed location above the pillar 4.
The section depicted in
The section shown in
The tie rods 10 are in this example made from tendons with subsequent connection. The span wire strands are arranged in sheathings 29, for example, made from polyethylene, which are in a connection with the concrete of the construction part 14. The
Before the supporting frame is lowered, the tie rods 10 of the first structural portion are tensioned to 75% of the force according to plan. Subsequently, the supporting frame is lowered. Lowering the supporting frame causes the activation of the supporting effect of the arch 5-tie rod 10, and it is associated with an increase of the force within the tie rods 10 to the force according to plan and a slight deformation of the pillar 4 to the right. Subsequently, the pillar 4, for example using the hydraulic pressings mounted at the couplings 22, is returned to the vertical position. Subsequently, the sheathings 29 of the tie rods 10 may be filled with cement mortar in order to produce the connection between the span wire strands 28 and the construction part 14. After hardening the compressed mortar, the tie rods 10 are undisplaceably connected above the pillar 4 to the construction part 14 and via a connecting reinforcement also to the pillar 4. In order to activate the supporting effect of the arch 5-tie rod 10 in the case of a panel-wise traffic load, the static connection of the tie rods 10 to the construction part 14 via the hardened filling mortar will be sufficient.
The production of a second structural portion is depicted in
The production of a third structural portion is depicted in
A back-anchoring of the second foot point 6 of the third arch 5 using connecting reinforcement into the abutment 2 is to be performed in order to ensure that tensile forces resulting from a temperature drop may be transmitted from the tie rods 10 into the right abutment 2. The friction bearing 23 underneath the second foot point 6 of the third arch 5 becomes functionally ineffective upon completion of the abutment 2, as it is surrounded by concrete.
The production of an exemplary integral bridge 1 using the method according to the invention according a third embodiment is depicted in
A construction part 14 has in each panel a planar top surface 15. The curved bottom surface 16 of the construction part 14 is identical to the bottom surface 9 of an arch 5. The production of the curved bottom surface 16 of the construction part is cumbersome, as there has to be produced a curved formwork. The increased efforts, however, provide for the production of an integral bridge 1 having reduced material consumption.
In this embodiment variant the tie rods 10 are arranged partly outside of the construction part 14. The tie rods 10 may be produced as externals tendons having mono-strands in a sheathing 29, preferably made from plastic material. A final filling of the sheathings 29 with cement mortar is not necessary as the connection of the end points 11 of the tie rods 10 with the foot points 6 of the arches 5 is produced by the casted couplings 22.
The production of an exemplary integral bridge 1 using a method according to the invention according to a fourth embodiment is depicted in the
On a formwork and on a supporting frame, there is produced an arch 5 spanning the first panel from the abutment 2 to the first pillar 4. In the region of the apex 7 of the arch 5, the road deck 3 and the arch 5 penetrate each other. It is advantageous to produce this segment of the road deck 3 simultaneously with the arch 5. In-between the foot points 6 of the arches 5 there are installed the tie rods 10, which are formed as external tendons. The tie rods 10 have a solid anchorage 20 in the abutment as well as a coupling 22 above the pillar 4.
On the arch 5, there are subsequently produced vertical supports 12. Due to the supports 12, the road deck 3 is in this panel divided into four sections.
In the next step, there are produced in these four sections on a formwork and on a supporting frame construction parts 14 having a planar top surface 15 and a planar bottom surface 16. By the slits 18 extending from the top surface 15 of the construction parts 14 to the top surface 8 of the arches 5 and from the bottom surface 16 of the construction parts 14 to the bottom surface 9 of the arches 5 there are formed in the constructions parts 14 further arches 5 having a smaller arch span width. Consequently, in this fourth embodiment there are produced in one structural portion respectively five arches 5. The first arch 5 is hereby the same as in the preceding examples, in
Tensioning the tie rods 10 of the arch 5, which extends from the abutment 2 to the first pillar 4, and the tie rods 10 in the construction parts 14 is realized advantageously in steps simultaneously with the lowering of the supporting frame. After lowering the supporting frame and tensioning the tie rods 10, the pillar 4 and the supports 12 arranged underneath the coupling joint 27 are again in the perpendicular position according to plan. During the lowering of the supporting frame and the tensioning of the tie rods 10 there may occur slight horizontal shifts of the pillar 4 and of the supports 12 underneath the coupling joint 27, which, however, may be taken up without any problems by the flexible supporting elements.
The finished integral bridge 1 having six panels or structural portions, respectively, is depicted in
The production of an exemplary integral bridge 1 using the method according to the invention according to a fifth embodiment is depicted in the
The production of an exemplary integral bridge 1 using the method according to the invention according to a sixth embodiment is depicted in
In an alternative embodiment the formation of the supporting elements 31 that are arranged laterally on the arches 5 may be omitted. In this case, the lateral surfaces of the blocks 34 are supported during production by formwork elements.
In a further alternative embodiment, the formation of the slits 18 between the blocks 34 may be omitted. This alternative embodiment is made possible if the blocks 34 are composed of a material having a very low tensile strength, for example of 0.5 N/mm2, and a low Young's modulus, for example, of 3000 N/mm2. The low tensile strength would lead to the occurrence of cracks within the blocks 34 in the case of a temperature drop. The low Young's modulus would lead to the occurrence of only low compressive forces in the longitudinal direction of the integral bridge 1, which have to be taken up by the abutments 2, in the case of an increase of temperature.
In the examples, the production of integral bridges 1 in an in-situ-concrete method having a formwork that is supported by a supporting frame was described.
Analogously, the method according to the invention may also be used for the production of integral bridges 1 using prefabricated elements. Alternatively, also any other pourable material, which fulfils the requirements in regard to statics and strength, may be used, for example, “green concrete”, to which additives of lime scale or dolomite brick grains have been added.
| Number | Date | Country | Kind |
|---|---|---|---|
| A 50705/2017 | Aug 2017 | AT | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/AT2018/060163 | 7/26/2018 | WO | 00 |
| Publishing Document | Publishing Date | Country | Kind |
|---|---|---|---|
| WO2019/036735 | 2/28/2019 | WO | A |
| Number | Name | Date | Kind |
|---|---|---|---|
| 95784 | Eads et al. | Oct 1869 | A |
| 141310 | Bender et al. | Jul 1873 | A |
| 501969 | Stephens | Jul 1893 | A |
| 565020 | Newburg | Aug 1896 | A |
| 1163641 | Cummings | Dec 1915 | A |
| 1761306 | McKeown | Jun 1930 | A |
| 2308334 | Luke | Jan 1943 | A |
| 2854742 | Guild | Oct 1958 | A |
| 3377637 | Ramirez | Apr 1968 | A |
| 4620400 | Richard | Nov 1986 | A |
| 4691399 | Kim | Sep 1987 | A |
| 4694622 | Richard | Sep 1987 | A |
| 4993094 | Muller | Feb 1991 | A |
| 7146672 | Meheen | Dec 2006 | B1 |
| 20110194897 | Clark | Aug 2011 | A1 |
| Number | Date | Country | |
|---|---|---|---|
| 20200248414 A1 | Aug 2020 | US |
