EP1904682B1 - Feste fahrbahn auf einem brückenbauwerk - Google Patents

Feste fahrbahn auf einem brückenbauwerk Download PDF

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Publication number
EP1904682B1
EP1904682B1 EP06777442A EP06777442A EP1904682B1 EP 1904682 B1 EP1904682 B1 EP 1904682B1 EP 06777442 A EP06777442 A EP 06777442A EP 06777442 A EP06777442 A EP 06777442A EP 1904682 B1 EP1904682 B1 EP 1904682B1
Authority
EP
European Patent Office
Prior art keywords
layer
concrete
profiled
bridge
concrete layer
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP06777442A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1904682A1 (de
Inventor
Dieter Reichel
Stefan BÖGL
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Max Boegl Bauunternehmung GmbH and Co KG
Original Assignee
Max Boegl Bauunternehmung GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Max Boegl Bauunternehmung GmbH and Co KG filed Critical Max Boegl Bauunternehmung GmbH and Co KG
Publication of EP1904682A1 publication Critical patent/EP1904682A1/de
Application granted granted Critical
Publication of EP1904682B1 publication Critical patent/EP1904682B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2/00—General structure of permanent way
    • E01B2/003—Arrangement of tracks on bridges or in tunnels
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2/00—General structure of permanent way
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D19/00—Structural or constructional details of bridges
    • E01D19/12—Grating or flooring for bridges; Fastening railway sleepers or tracks to bridges

Definitions

  • the present invention relates to a fixed track on a bridge structure in which a concrete slab is arranged on a bridge girder for supporting a rail for a rail-guided vehicle.
  • a lane of this act is out of the DE 30 / Z 867 A1 known.
  • a concrete band is formed, which consists either of interconnected precast concrete panels or individual sleepers, which are connected to in-situ concrete.
  • the fixed carriageway is adjusted and fixed on a hydraulically bound support layer. It forms a nearly endless continuous concrete band, on which the rails for the track are laid.
  • this band is interrupted in order to avoid relative movements of the bridge girders with respect to the concrete slabs of the fixed carriageway.
  • the concrete slabs are laid according to the length of the bridge girders.
  • this concrete strip is also interrupted, so that the expansions of the girder can be transferred directly to the concrete slabs of the fixed carriageway, thereby avoiding unacceptable stresses in the composite bridge girder concrete slab.
  • a disadvantage of this type of laying the fixed carriageway on a bridge structure is that the concrete slabs must match in their length with the length of the bridge girder. It is therefore necessary in particular when using precast concrete panels that special lengths of precast concrete panels be manufactured to match the length of the bridge girder.
  • expansion joints are provided in the fixed carriageway as well as on the bridge girders, which may require a complex rail construction.
  • Object of the present invention is therefore to provide a solid roadway on a bridge structure which is independent of the length of the individual bridge girder and, moreover, is inexpensive to produce.
  • the present invention is achieved with a fixed track on a bridge structure with the features of claim 1.
  • the concrete slab of the fixed carriageway forms a band extending continuously over at least two bridge girders.
  • the expansion joint between the two bridge girders thus remains unconsidered for the course of the concrete strip.
  • an inventive structure was created, which makes the bridge girder independent of the concrete slab strip.
  • This structure includes a profiled concrete layer between the concrete slab and the bridge girder. The profiled concrete layer is formed as well as the concrete slab strip continuously.
  • the profiled concrete layer assumes the function of conventional hydraulic bound support layer on which the concrete slab is built.
  • the profiled concrete layer is slidably mounted on the bridge girders and bridges the expansion joints of the individual bridge girders. It is thus created a solid lane, which can be built continuously in the area of bridges without interruption. A rail compensation for bridging joints is no longer required. As a result, the solid roadway is inexpensive to produce and also more comfortable than ever when driving.
  • the bridge girder is supported on a fixed bearing and a floating bearing and the profiled concrete layer in the region of the fixed bearing of the bridge girder is firmly connected thereto.
  • the different expansions of solid roadway and profiled concrete layer in relation to the bridge girder are advantageously influenced in such a way that the expansions basically take place in substantially the same direction.
  • the relative movements of the two units to each other thus remain relatively low.
  • bridge girder and profiled concrete layer with connecting elements such as anchor, in particular screw-in anchor, stirrup or dowel created, which for example protrude from the bridge girder and on which the profile concrete layer is concreted.
  • anchors are screwed and thus only be screwed into the bridge girder immediately before concreting the profiled concrete layer. It is thus possible that the bridge girder before the concrete layer is concreted concrete can be driven on with construction vehicles, without the anchors are damaged.
  • a particular advantage is the use of a resilient layer, for example a rigid foam layer or an elastomer layer in the region of impacts of two bridge girders, which is arranged between the bridge girders and the profiled concrete layer.
  • a resilient layer for example a rigid foam layer or an elastomer layer in the region of impacts of two bridge girders, which is arranged between the bridge girders and the profiled concrete layer.
  • the ends of the bridge girders can move in and out of the compliant layer without exerting an undue compressive force on the profiled concrete layer and concrete slab.
  • the load on the continuous band is thereby reduced.
  • the compliant layer thus forms a particularly advantageous element in the present construction.
  • the resilient layer may be, for example, a hard foam layer, which is placed in the form of rigid foam panels on the bridge girder before concreting the profiled concrete layer. It is thus simultaneously obtained a formwork for the profiled concrete layer in the region of the spaced joints of two adjacent bridge girder.
  • the reinforcement for the profiled concrete layer can advantageously be laid on this support plate before and during concreting without damaging the flexible layer or being embedded in concrete in the profiled concrete layer.
  • the position of the hard foam layer is determined defined on the bridge girder and on the other hand, the profiled concrete layer in the region of the resilient layer is not particularly weakened.
  • the overall height of the profiled concrete layer is thus almost equal to the thickness in the remaining course of the profiled concrete layer in the region of the transition between two bridge girders.
  • the sliding layer between the profiled concrete layer and the bridge girder is advantageously produced from a film and / or a geotextile. It is also advantageous to use two films which lie on top of one another and can slide against each other in a defined manner.
  • the geotextile has the advantage that it is at least partially soaked by the concrete and thus combines very well with the concrete. Unevenness of the bridge girder can be compensated with the geotextile, which may have a thickness of 2-10 mm. The sliding of the profiled concrete layer on the bridge girder is thereby substantially facilitated. Tensions can thus be largely avoided.
  • a geotextile layer can be arranged on the bridge girder and / or on the side of the profiled concrete layer facing the bridge girder and have one or two foils therebetween, for example PE foils with a thickness of approximately 0.3-0.5 mm.
  • the concrete slab consists of individual precast concrete slabs, which together to form a continuous Band are connected.
  • This can for example be done in a conventional manner, as it is known from the system "slab track - Bögl".
  • the invention is of course also applicable to a solid carriageway, which consists of uncoupled prefabricated panels or molded in situ concrete sleepers.
  • the precast concrete slabs can be standard parts of standard length, which are laid without consideration of the joints of the bridge girders. After the precast concrete slabs are laid on the profiled concrete layer, which forms a continuous strip, no consideration has to be given to the joints of the bridge girders when laying the precast concrete slabs. The continuous band of the profiled concrete layer glides on the bridge girders together with the band of precast concrete slabs.
  • the profiled concrete layer also has the advantage that the routing of the fixed carriageway with the profiled concrete layer can be carried out.
  • an elevation of the route for example in curved sections, is formed with the aid of the profiled concrete layer.
  • the concrete slabs, in particular the precast concrete slabs, can be laid in always the same execution. Special dimensions of precast concrete slabs are not required in most cases.
  • the profiled concrete layer is executed reinforced.
  • the bridge girder stopper for lateral guidance of the profiled concrete layer and / or the concrete slab of the fixed carriageway arranged.
  • the stoppers allow a relative movement of the profiled concrete layer and / or the concrete slab in the longitudinal direction of the rails. A lateral movement of the profiled concrete layer and / or the concrete slab on the bridge girders is avoided by the stoppers which are arranged on both sides of the profiled concrete layer and / or the concrete slab.
  • FIG. 1 shows a longitudinal section through a fixed lane 1 in the region of a shock 12 of two bridge beams 2.
  • the solid track is formed in the present embodiment of concrete slabs 3, which are firmly connected to their joints 4 and thus form a continuous band.
  • the connection of the individual concrete slabs 3 in the joints 4 can be done conventionally by a compound of a clamping reinforcement and potting the joints in the joints 4 with concrete.
  • rails 6 6 are laid on rail supports.
  • the concrete slabs 3 are arranged on a profiled concrete layer 7. This can be done, for example, by adjusting the concrete slabs 3 by means of spindles on the profiled concrete layer 7 and then fixing them with a sub-casting between the concrete slab 3 and the profiled concrete layer 7.
  • the concrete layer 7 thus forms for the concrete slabs 3 a solid and consistent in their location surface for permanent laying of the fixed lane. 1
  • a sliding layer 10 is arranged between the profiled concrete layer 7 and the top of the bridge girder 2, a sliding layer 10 is arranged.
  • the solid lane 1 and the profiled concrete layer 7 can slide on the bridge girder 2.
  • unacceptable tension is avoided and it arises, especially in the area of the fixed lane 1, very consistent structure, which significantly increases the ride comfort of SchienendGermanes and on the other hand is relatively inexpensive to manufacture.
  • the joints 4 of the fixed carriageway 1 no longer need to correspond to the bumps 12 of the bridge girders in this building as before.
  • the solid lane 1 runs over the joints 12 of the bridge girder 2 without interruption.
  • the production of the individual concrete slabs 3 can therefore be done in a conventional standardized manner. It is not necessary to take into account the respective lengths of the individual bridge girders 2. In particular, in the case of routes which are characterized by a large number of bridges, this construction method is of particularly great advantage over the prior art since, in a conventional design, a multiplicity of special lengths of the concrete slabs 3 would be required.
  • the bridge girders 2 are arranged on a pillar 14 in the section shown here. They are each on a fixed bearing 15 and a Floating bearing 16 supported. As a result, the longitudinal extent of the bridge girder 2, starting from the fixed bearing 15, takes place in the direction of the floating bearing 16 of the same bridge girder 2. The gap in the joint 12 is thereby smaller or larger depending on the longitudinal extent of the bridge girder 2.
  • armature 18 are arranged in the region of the fixed bearing 15 of the bridge girder 2, which connect the profiled concrete layer 7 with the concrete beam 2. Thermal expansions of the units profiled concrete layer 7 and concrete slabs 3 and bridge girder 2 are thus rectified in their direction, so that a lower relative movement of the two units is to be expected.
  • the anchors 18 are advantageously screw-in. This means that 2 Einschraubhülsen are concreted into the top of the bridge girder, in which the anchor 18 are screwed in just before concreting the profiled concrete layer 7. This has the advantage that the top of the bridge girder 2 can be used during the manufacture of the structure as a guideway for construction vehicles, without the anchor 18, which would otherwise protrude from the top of the bridge girder 2, damaged.
  • a hard foam layer 20 is arranged in the region of the joint 12 on the bridge girders 2 and under the profiled concrete layer 7.
  • An optionally occurring kink between two bridge girders 2 in the region of the joint 12 thus does not press against the profiled concrete layer 7, but moves into the hard foam layer 20 and compresses it Hard foam without exerting on the profiled concrete layer 7 an impermissible compressive force.
  • the hard foam layer 20 may consist of rigid foam plates, which are inserted into a recess provided for this purpose of the bridge carrier. A thickness of hard foam layer 20 of a few centimeters is usually sufficient. Likewise, an overlap of the joint 12 to a length of 1-2 m is also sufficient to compensate for the expected relative movements of profiled concrete layer 7 and bridge girder 2 in the vertical direction. Although the depression in the upper side of the bridge girder 2 for receiving the hard foam layer 20 is advantageous for the production, since the position of the hard foam layer 20 is reliably retained when concreting the profiled concrete layer 7, it is not necessarily required for the function.
  • a support plate 21 is arranged on the hard foam layer 20.
  • the support plate 21 ensures that the reinforcement does not sink to the hard foam layer 20 during concreting, but maintains a predetermined distance thereto.
  • the reinforcement can accordingly be supported on the support plate 21, for example with feet arranged thereon.
  • dowels 22 are provided. They are introduced after the laying of the fixed lane 1 in the fixed lane 1 and the profiled concrete layer 7 and provide additional security for the connection of the fixed lane 1 with the profiled concrete layer 7, in particular in the region of the shock 12th
  • FIG. 2 shows a plan view of a fixed lane 1 on bridge girders 2 in the region of the joint 12 of two bridge girder 2. It is apparent from that the solid track 1 as well as the profiled concrete layer 7 forms a continuous band which passes over the joint 12 of two bridge girders 2. In the region of the joint 12, the hard foam layer 20 and the support plate 21 are incorporated. Likewise, in this area, the armature 18 and the dowels 22 are provided to provide a compound of the profiled concrete layer 7 with the bridge girder 2 and with the fixed carriageway 1.
  • the rails 6 of the track for the rail-guided vehicle are laid on a plurality of rail supports 5. Depending on the system of rail installation but this can also be done differently.
  • the fixed track 1 is not made of precast concrete slabs or a plate grate, but of individual sleepers, which carry both rails 6 and are connected to each other with concrete and reinforcement. It is essential in any case that a continuous band of the fixed track 1 is formed, which is formed independently of the impact 12 consecutively.
  • stoppers 24 are provided.
  • the stoppers 24 are mounted on the bridge girder 2 and guide the fixed carriageway 1 and the profiled concrete layer 7 in the transverse direction.
  • the contact point to the fixed lane 1 and profiled concrete layer 7 is loose, so that in a longitudinal expansion tensions are avoided. It may therefore be advantageous to provide a sliding layer between the stopper 24 and the fixed track 1 and the profiled concrete layer 7 here as well. Due to the fixed connection between the fixed track 1 and the profiled concrete layer 7, it may also be sufficient to arrange the stopper 24 only with respect to the profiled concrete layer 7 and to guide it laterally.
  • FIG. 3 shows a cross section through the building according to the invention.
  • a section through the bridge girder 2 and the fixed carriageway 1 in the region of a joint 12 of two bridge girders 2 is shown on the left side of the illustration. It is therefore the hard foam layer 20 and the support plate 21 can be seen under the profile concrete layer 7.
  • the profiled concrete layer 7 is wedge-shaped, so that the solid lane 1 is excessive. This is necessary in particular in curved sections of the track of the fixed track 1.
  • standard components of the fixed track 1 are also used in these areas.
  • the elevation is carried out with the aid of the profiled concrete layer 7, which is concreted as needed.
  • stopper 24 are arranged laterally.
  • the stoppers 24 are on the one hand firmly connected to the bridge girder 2 and on the other hand, the profiled concrete layer 7 and the fixed carriageway 1 can slide along the stopper 24.
  • FIG. 3 The right half of the representation of FIG. 3 shows a cross section in the region of the normal distance, away from the joint 12. Between the bridge girder 2 and the profiled concrete layer 7, the sliding layer 10 is arranged, which allows sliding of the profiled concrete layer 7 on the bridge girder 2. Incidentally, this representation corresponds to the representation on the left side of FIG. 3 ,
  • FIG. 4 shows a detail of the sliding connection between profiled concrete layer 7 and bridge girder 2.
  • a geotextile 26 is arranged on top of the Bridge support 2 as well as on the underside of the profiled concrete layer 7 .
  • the geotextiles 26 are similar to the irregularities of the surfaces of the bridge girder 2 and the profile concrete layer 7. Partly they soak in concreting with the concrete when they are applied before setting the concrete. Usually, the geotextile 26 will be applied to the bridge girder 2, however, only after the setting of the concrete.
  • the profiled concrete layer 7 is usually concreted onto the geotextile 26, penetrates into the geotextile 26 during concreting and thus creates a firm connection.
  • the two films 27 provide a sliding movement of the profiled concrete layer 7 on the bridge girder 2, which has a very low friction.
  • the two films 27 slide against each other without much resistance.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Bridges Or Land Bridges (AREA)
  • Road Paving Structures (AREA)
EP06777442A 2005-07-12 2006-06-23 Feste fahrbahn auf einem brückenbauwerk Not-in-force EP1904682B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005032912A DE102005032912A1 (de) 2005-07-12 2005-07-12 Feste Fahrbahn auf einem Brückenbauwerk
PCT/EP2006/063498 WO2007006640A1 (de) 2005-07-12 2006-06-23 Feste fahrbahn auf einem brückenbauwerk

Publications (2)

Publication Number Publication Date
EP1904682A1 EP1904682A1 (de) 2008-04-02
EP1904682B1 true EP1904682B1 (de) 2009-08-12

Family

ID=36753963

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06777442A Not-in-force EP1904682B1 (de) 2005-07-12 2006-06-23 Feste fahrbahn auf einem brückenbauwerk

Country Status (7)

Country Link
EP (1) EP1904682B1 (ko)
KR (1) KR101293285B1 (ko)
CN (1) CN101223317B (ko)
AT (1) ATE439472T1 (ko)
DE (2) DE102005032912A1 (ko)
ES (1) ES2331023T3 (ko)
WO (1) WO2007006640A1 (ko)

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007003351A1 (de) * 2007-01-17 2008-07-24 Max Bögl Bauunternehmung GmbH & Co. KG Feste Fahrbahn mit einem Betonband
JP5135630B2 (ja) * 2007-11-12 2013-02-06 株式会社Ｋｅｌｋ 測定用基板及び温度測定用基板
DE202008006153U1 (de) * 2008-05-05 2008-07-10 Db Netz Ag Feste Fahrbahn für schienengebundene Fahrzeuge auf einer Brücke
WO2011120187A1 (zh) * 2010-03-29 2011-10-06 上海磁浮交通发展有限公司 磁浮轨道梁端构造结构
CN101831847B (zh) * 2010-04-28 2012-02-01 肇庆俊富纤网材料有限公司 一种无碴轨道的后浇带施工方法
CN102182119A (zh) * 2011-03-31 2011-09-14 中铁第四勘察设计院集团有限公司 一种铁路无砟轨道跨越线下结构缝结构
EP2865808A1 (fr) * 2013-10-23 2015-04-29 Siemens S.A.S. Voie de roulement continue sur ouvrage viaduc
CN104452584A (zh) * 2014-11-26 2015-03-25 安徽省交通投资集团有限责任公司 一种钢桥面铺装结构
CN105064208B (zh) * 2015-08-06 2016-10-05 福州大学 一种由预制uhpc板与钢桥面板组合的桥面板结构及其施工方法
CN108625228B (zh) * 2018-05-11 2020-05-19 北京铁科特种工程技术有限公司 一种耐候沥青混凝土无砟轨道结构
CN109082948B (zh) * 2018-09-03 2020-05-12 东南大学 一种底座板伸缩缝下沥青混凝土层的防裂结构及实施方法
CN109778712A (zh) * 2019-03-22 2019-05-21 北京市市政工程设计研究总院有限公司 一种用于桥面连续处限制梁端转角位移的方法及预制梁体

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DE2443770C2 (de) * 1974-09-13 1985-08-08 Ed. Züblin AG, 7000 Stuttgart Eisenbahnbrücke mit durchgehend geschweißten Gleisen
DE2543243C2 (de) * 1975-09-27 1985-04-25 Dyckerhoff & Widmann AG, 8000 München Brückentragwerk mit gleitend auf dem Überbau aufgelagerten und ohne Unterbrechung über diesen hinweggeführten Verkehrsweg
DE2628398C3 (de) * 1976-06-24 1978-12-21 Buehrer, Rudolf, Dipl.-Ing., 8130 Starnberg Fugeneinlage für eine Gleitfuge zwischen großflächigen Betonbauteilen
DE3012867A1 (de) * 1980-04-02 1981-10-08 Ed. Züblin AG, 7000 Stuttgart Eisenbahnbruecke mit schotterlosem gleisoberbau
DE3919833A1 (de) * 1989-06-16 1990-12-20 Zueblin Ag Verfahren zum auswechseln eines gleitlagers unter einer festen fahrbahn auf bruecken
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KR100646208B1 (ko) 2005-03-16 2006-11-23 김학수 소음 및 진동 저감형 플레이트거더교 구조

Also Published As

Publication number Publication date
DE102005032912A1 (de) 2007-01-18
KR20080030662A (ko) 2008-04-04
ATE439472T1 (de) 2009-08-15
KR101293285B1 (ko) 2013-08-09
DE502006004528D1 (de) 2009-09-24
CN101223317A (zh) 2008-07-16
CN101223317B (zh) 2011-06-22
EP1904682A1 (de) 2008-04-02
WO2007006640A1 (de) 2007-01-18
ES2331023T3 (es) 2009-12-18

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