METHOD FOR PRODUCE A DRAP PLATE FOR A BRIDGE

Description

[0001] The invention relates to a method for producing a roadway slab made of reinforced concrete with at least one cantilever for a bridge with at least one longitudinal girder made of reinforced concrete, prestressed concrete or structural steel, wherein the roadway slab is produced with roadway slab elements and a topping concrete.

[0002] In the construction of steel-concrete composite bridges, the first step involves manufacturing at least one longitudinal girder made of structural steel. Similarly, in the construction of bridges with longitudinal girders made of reinforced or prestressed concrete, it is possible to manufacture the longitudinal girders in a first step and the deck slab in a second. Such a construction method is described, for example, in AT 524664 B1.

[0003] Roadway slabs can be constructed using cast-in-place concrete or precast concrete elements. EP 3 303 707 describes a method in which flat precast slabs are transported from an assembly site to the installation location using a lifting device, lowered into their final position at the installation site, and then a concrete topping is applied to the precast slabs. Using this method, two sections of the roadway slab can be constructed in one week.

[0004] Faster production of the road surface is possible if road surface elements are used.

[0005] The construction of a bridge deck using prefabricated deck slab elements and a cast-in-place concrete topping on one or more longitudinal girders made of reinforced concrete, prestressed concrete, or structural steel is shown in DE 2520105 A1. A bridge deck slab element comprises at least two slabs made of reinforced concrete or prestressed concrete and at least one crossbeam made of reinforced concrete, prestressed concrete, or structural steel. The slabs are configured with four vertices in plan view. At least two slabs are connected by at least one crossbeam, which is positioned above the slabs in the area of ​​the slabs. The at least one crossbeam is positioned at an angle of 70° to 90° to the longitudinal axis of the bridge in plan view. Two opposite faces of a slab are positioned at an angle of 70° to 90°, and the two remaining faces are positioned at an angle of 0° to 20° to the longitudinal axis of the bridge.At least one side surface of a first plate and one side surface of a second plate, arranged at an angle of 0° to 20° to the longitudinal axis of the bridge, have a distance between them that is 100 mm to 150 mm smaller than the width at the top of the at least one longitudinal beam.

[0006] Figure 20 of DE 2520105 A1 shows an example in which a longitudinal beam with a plate-shaped cross-section is produced in formwork after the roadway slab elements have been laid. Figure 21 of DE 2520105 A1 shows an example in which a longitudinal beam with a trough-shaped cross-section is produced in cast-in-place concrete in formwork on the construction site after the roadway slab elements have been laid. In both examples, the compensation for construction inaccuracies, i.e., deviations of the actual shape of the roadway slab elements from the planned shape, is achieved by adapting the formwork of the longitudinal beam to the actual shape of the roadway slab elements.

[0007] In the Fig. 9 bis Fig. 12 In the examples shown in DE 2520105 A1, the longitudinal beams are manufactured first, and then the roadway slab elements are placed on the longitudinal beams. Any construction inaccuracies that occur during the manufacture of both the longitudinal beams and the roadway slab elements are compensated for by sealing strips. These sealing strips are positioned between the top surface of the longitudinal beams and the underside of the roadway slab elements.

[0008] These sealing strips are made of an elastomer and have three functions: The first function involves transferring the weight of the road surface elements into the at least one longitudinal beam. The sealing strips also serve as mounting supports for the road surface elements on the at least one longitudinal beam.

[0009] The second function involves creating a gap between the top of at least one longitudinal beam and the underside of the crossbeams of the road slab elements. This gap, for example 15 mm, is necessary to reliably fill the spaces between the top of the at least one longitudinal beam and the underside of the crossbeams with concrete when the concrete topping of the road slab is poured. If these spaces are not filled with concrete, voids will remain in the road slab. Voids in a road slab are unacceptable because water can accumulate in them, potentially triggering uncontrolled corrosion processes in the reinforcing steel.

[0010] The third function concerns sealing the longitudinal joints between the at least one longitudinal beam and the roadway slab elements.

[0011] Standard sealing strips, such as those offered by SPEBA Bauelemente GmbH, Sinzheim, Germany, are 20 mm high and 30 to 50 mm wide. These sealing strips are used to support precast reinforced concrete slabs on steel longitudinal beams in the construction of composite steel-concrete bridges. The precast slabs are typically supported in a statically determinate manner and have maximum spans of 3 to 4 meters.

[0012] The load on the sealing strips from the weight of the road slab elements and the weight of the concrete topping leads to a reduction in the height of the sealing strips from 20 mm to 13 to 16 mm. This leaves 4 mm to 7 mm available to compensate for construction inaccuracies.

[0013] In the Fig. 9 In the embodiment shown in DE 2520105 A1, a roadway slab element rests on two sealing strips. If the construction inaccuracies of the longitudinal beam and a roadway slab element are small in the longitudinal direction, the two sealing strips can seal the two longitudinal joints.

[0014] In the Fig. 10 bis Fig. 12 In the embodiments shown in DE 2520105 A1, a road slab element rests on four to six sealing strips. Due to the statically indeterminate support of the road slab elements on the longitudinal beams, the sealing strips will not be able to compensate for the construction inaccuracies that occur during the manufacture of the longitudinal beams and the road slab elements, nor for the height differences that can result from varying deflections of the longitudinal beams due to their own weight and the weight of the road slab elements. With such a statically indeterminate support of the road slab elements on the longitudinal beams, the longitudinal joints cannot be reliably sealed by sealing strips. In this case, concrete would leak out through the longitudinal joints when the topping concrete is applied to the road slab elements.If concrete leaks uncontrollably through the longitudinal joints during the application of the topping concrete, the concreting process must be stopped.

[0015] In building construction, precast concrete elements are placed directly on supporting structural components. An example is the placement of precast concrete slabs on reinforced concrete beams. For transport reasons, the width of precast slabs in Austria and Germany is limited to 2.5 m. Precast slabs typically have a maximum length of 8 m and are usually uniaxially stressed load-bearing elements with statically determinate supports. Before the concrete topping is applied, precast slabs are supported by joists at intervals of 2 m to 3 m. The weight of a precast slab with a width of 2.5 m, a length of 8 m, and a thickness of 50 mm is approximately 3 tons.

[0016] Bridge deck slabs are larger and heavier than precast concrete slabs. For example, bridge deck slabs with a width of 3.7 m, a length of 12.54 m, and a weight of 15 tons were planned for the double-track Jauntal Bridge in Austria. Unlike precast concrete slabs, large and heavy bridge deck slabs cannot be directly supported on the supporting longitudinal girders because this would result in concrete spalling, voids under the crossbeams, and leaking longitudinal joints. Therefore, the bridge deck slabs were supported using sealing strips, following the procedure described in DE 2520105 A1.Because the concerns of the testing engineer regarding the tightness of the longitudinal joints during the application of the concrete topping to the roadway slab elements could not be resolved, the roadway slab was ultimately manufactured using a conventional construction method with cast-in-place concrete.

[0017] The state of the art in the design and construction of bridges made of longitudinal girders and deck slab elements is therefore the sealing of the longitudinal joints between the longitudinal girders and the deck slab elements with sealing strips. Sealing the longitudinal joints with sealing strips can be effective for bridges with a single longitudinal girder if very high demands are placed on the dimensional accuracy of the longitudinal girder and the deck slab elements. The single-track railway bridge over the Pinkabach in Austria, where deck slab elements were used for the first time, serves as an example of this.

[0018] Further possibilities for sealing the longitudinal joint between the at least one longitudinal beam and a roadway slab made of prefabricated concrete elements are shown in EP 0 745 740 A1, EP 1 065 316 B1 and US 2005 / 0011148 A1.

[0019] EP 0 745 740 A1 discloses a method for manufacturing a deck slab for a steel-concrete composite bridge, in which prefabricated concrete elements are inserted on sliding bearings attached to the top of the longitudinal girders. Headed studs are then mounted on the longitudinal girders in recesses provided in the prefabricated concrete elements. In the next step, sealing strips are installed between the top of the longitudinal girders and the underside of the prefabricated concrete elements. Finally, in the construction of the deck slab, the space between the top of the longitudinal girders and the underside of the prefabricated concrete elements, as well as in the recesses, is filled with a grout. The sealing strips can only be installed from the underside of the deck slab and therefore require the use of scaffolding.Pressing the sealing strips into the longitudinal joints between the longitudinal beams and the prefabricated concrete elements has to be done manually and is therefore time-consuming.

[0020] A similar method is shown in EP 1 065 316 B1. Prefabricated concrete elements are supported on longitudinal beams by bearings integrated into the concrete elements. The longitudinal joints between the longitudinal beams and the concrete elements are manually sealed with sealing strips beneath the road surface.

[0021] The construction of a roadway slab from precast concrete elements on longitudinal beams made of reinforced or prestressed concrete is shown in US 2005 / 0011148 A1. The precast concrete elements can be precisely aligned vertically by means of height-adjustable steel components. The weight of the concrete elements is transferred from the steel components to the longitudinal beams. The longitudinal joints between the longitudinal beams and the concrete elements are sealed by angled formwork elements, which are attached to the longitudinal beams with adhesive or anchor rods. A working platform is required to install the formwork elements under the roadway slab. Attaching the formwork elements with adhesive or anchor rods is time-consuming.

[0022] The object of the present invention is therefore to provide a method for producing a roadway slab with roadway slab elements and concrete topping for bridges with at least one longitudinal girder, which enables reliable sealing of the longitudinal joint between the longitudinal girders and the roadway slab elements under normal construction inaccuracies and rapid construction progress.

[0023] Another object of the present invention is to increase the static usable height of the roadway slab in the transverse direction in the area of ​​the longitudinal joints between the at least one longitudinal beam and the slabs of the roadway slab elements compared to the known embodiment with sealing strips.

[0024] Another object of the present invention is the reduction of the cantilevered length or the span of the roadway slab in the transverse direction for the static calculation compared to the known embodiment with sealing strips.

[0025] The inventive method for producing a roadway slab with at least one cantilever for a bridge with at least one longitudinal girder made of reinforced concrete, prestressed concrete or structural steel comprises the following steps: a. Providing deck slab elements, wherein a deck slab element comprises at least two slabs and at least one crossbeam, and preferably two crossbeams; wherein the slabs are made of reinforced concrete or prestressed concrete; wherein the at least one crossbeam is made of reinforced concrete, prestressed concrete, or structural steel; wherein the slabs are formed with four vertices in plan view; wherein the at least two slabs are connected by the at least one crossbeam; wherein the at least one crossbeam is arranged in plan view at an angle of 70° to 90° to the longitudinal axis of the bridge; wherein the at least one crossbeam is arranged over the slabs in the area of ​​the slabs; wherein two opposite side faces of a slab are arranged at an angle of 70° to 90° to the longitudinal axis of the bridge;wherein the two remaining opposite side surfaces of each slab are arranged at an angle of 0° to 20° to the longitudinal axis of the bridge; and wherein at least one side surface of a first slab and one side surface of a second slab are spaced apart from each other and these side surfaces are arranged at an angle of 0° to 20° to the longitudinal axis of the bridge; b. placing at least one deck slab element on the at least one longitudinal girder; c. applying the topping concrete to the at least one deck slab element to construct one section of the deck slab; d. optionally repeating step c or steps b and c to construct another section of the deck slab; wherein, according to the invention, e. at least two mounting supports are arranged on the top surface of the at least one longitudinal girder; f. the at least one crossbeam of the at least one deck slab element is placed on the mounting supports;and g. at least a part of a longitudinal joint between the at least one longitudinal beam and the at least one deck slab element is sealed by a sealing component, wherein the sealing component is installed above the top of the at least one longitudinal beam and at least a part of the sealing component and preferably the entire sealing component is installed next to a side surface of a deck slab element which is arranged at an angle of 0° to 20° to the longitudinal axis of the bridge.

[0026] Advantageously, the sealing element forms part of the completed roadway slab. If the sealing element has at least the same strength as the concrete of the roadway slab elements, this is advantageous for the structural analyses in the transverse direction of the roadway slab. In this case, the effective depth of the roadway slab in the transverse direction corresponds, in the area of ​​the sealing elements, to the distance from the centroidal axis of the upper transverse reinforcement to the underside of the roadway slab. Advantageously, in this case, the structural analyses for the roadway slab in the transverse direction can be performed in the sections on the outer surfaces of the wall panels of the at least one longitudinal beam.

[0027] In the method according to the invention, it can be advantageous if all longitudinal joints between the at least one longitudinal beam and the at least one roadway slab element are sealed by sealing components.

[0028] In the method according to the invention, it can be advantageous if, in a roadway slab element, the distance between the side surfaces of a first slab and a second slab, which are arranged at an angle of 0° to 20° to the longitudinal axis of the bridge, is designed such that, after the roadway slab element has been placed on the at least one longitudinal beam at the installation site, the distance is greater than the width reduced by 60 mm and preferably greater than the width of the at least one longitudinal beam, because in this case the shear reinforcement installed in the wall panels of the at least one longitudinal beam can be guided into the roadway slab next to the side surfaces of the slab of the roadway slab elements.

[0029] A sealing component can be made from concrete, fiber-reinforced concrete, high-strength concrete, ultra-high-strength concrete, reinforced concrete, cement mortar, plastic, foam or steel.

[0030] Advantageously, a sealing component can have a square, rectangular, triangular, trapezoidal, circular, wedge-shaped, angular or polygonal cross-section.

[0031] A particularly advantageous application of the method according to the invention is made possible if at least one sealing component is placed on the top side of at least one longitudinal beam and the at least one sealing component is moved after at least one roadway slab element has been placed on the top side of the at least one longitudinal beam in the direction of the side surface of the slab of the at least one roadway slab element until the longitudinal joint between the top side of the at least one longitudinal beam and the side surface of the slab of the roadway slab element is sealed in the area of ​​the sealing component.

[0032] In the method according to the invention, it can be advantageous if a sealing component is made from a material that can be deformed by hand and has a small modulus of elasticity, and the sealing component is partially pressed into the longitudinal joint between a longitudinal beam and a plate of a road surface element.

[0033] In the method according to the invention, it can be advantageous if a sealing component made of a foam or a soft elastomer is attached to the top of the at least one longitudinal beam at at least one location above which a crossbeam is arranged in the final state and which is located near a longitudinal joint, before a road surface element is laid on it.

[0034] In a particularly advantageous embodiment of the method according to the invention, a hose is placed on the upper side of a longitudinal beam in the area of ​​the longitudinal joint. After the roadway slab elements have been placed on the at least one longitudinal beam, a curable material, preferably a cement mortar, is injected into the hose.

[0035] Advantageously, a curable material with a high viscosity can be arranged in the area of ​​a longitudinal joint on the top side of a longitudinal beam and next to the side surface of a plate of a road surface element.

[0036] Advantageously, when applying the method according to the invention, a sealing component can be attached with adhesive to the top of the at least one longitudinal beam and / or to the side surface of a plate of a road surface element.

[0037] In the method according to the invention, it can be advantageous if an adhesive is applied to a part of the surface of a sealing component before the sealing component is used to seal a longitudinal joint between the at least one longitudinal beam and a plate of the at least one roadway slab element.

[0038] When applying the method according to the invention, it may be advantageous if a sealing component is held in position by a fixing made of cement mortar or concrete, which is applied to the top of a longitudinal beam.

[0039] When applying the method according to the invention, it can be advantageous if the height of the upper surfaces of the mounting bearings, which are arranged on the upper surface of the at least one longitudinal beam, is set according to the plan specifications before the roadway slab elements are laid down.

[0040] In a particularly advantageous embodiment of the method according to the invention, the concrete topping is applied in two layers, wherein the top of the first layer is arranged to be approximately as high as the top of the slabs of the roadway slab elements.

[0041] The road slab elements are made of reinforced concrete. High-strength or ultra-high-strength concrete can also be used in their production. The road slab elements can also be prestressed, for example, with immediate bond, post-tensioning, or unbonded prestressing. The crossbeams of the road slab elements can also be made of structural steel.

[0042] Reinforcing steel can be used for the roadway slab elements. Non-metallic reinforcements, for example made of glass fiber rods or carbon fiber composite fabrics, could also be used.

[0043] Further details, features and advantages of the invention will become apparent from the following explanations and the drawings. Fig. 1 bis Fig. 19 schematically illustrated examples. The drawings show: Fig. 1 a view of the installation site for the production of a construction section of a roadway slab for a bridge according to a first embodiment of the invention after the installation of two longitudinal beams made of prestressed concrete; Fig. 2 a view of the installation site of the first embodiment of the invention after the placement of seven roadway slab elements; Fig. 3 a view of the installation site of the first embodiment of the invention after the application of a concrete topping to the roadway slab elements; Fig. 4 a vertical section according to the illustration in the Fig. 2 section line IV-IV shown in Fig. 5; a vertical section according to the one shown in the Fig. 2 drawn section line VV; Fig. 6 one of the Fig. 4 corresponding vertical section after moving the sealing component; Fig. 7 one of the Fig. 5 corresponding vertical section after moving the sealing component; Fig. 8 one of the Fig. 4 corresponding vertical section of a second embodiment according to the invention; Fig. 9 one of the Fig. 8 corresponding vertical section according to an embodiment of the prior art; Fig. 10 one of the Fig. 4 corresponding vertical section of a third embodiment according to the invention; Fig. 11 one of the Fig. 10 corresponding vertical section after the application of a first layer of the topping concrete; Fig. 12 one of the Fig. 4 corresponding vertical section of a fourth embodiment according to the invention; Fig. 13 one of the Fig. 5 corresponding vertical section of the fourth embodiment according to the invention; Fig. 14 one of the Fig. 4 corresponding vertical section of a fifth embodiment according to the invention before the laying of the roadway slab elements; Fig. 15 one of the Fig. 5 corresponding vertical section of the fifth embodiment according to the invention after the laying of the roadway slab elements and after activation of the sealing component; Fig. 16 one of the Fig. 4 corresponding vertical section of a sixth embodiment according to the invention before the laying of the roadway slab elements; Fig. 17 one of the Fig. 5 corresponding vertical section of the sixth embodiment according to the invention after the laying of the roadway slab elements and after activation of the sealing component; Fig. 18 one of the Fig. 5 corresponding vertical section of a seventh embodiment according to the invention and Fig. 19 one of the Fig. 5 corresponding vertical section of an eighth embodiment according to the invention.

[0044] A first embodiment of the method according to the invention is shown in the figures. Fig. 1 bis Fig. 7 depicted.

[0045] The individual work steps for the production of a construction section of the roadway slab 1 of a multi-span bridge 21 are in Fig. 1 bis Fig. 3 schematic representation. For the sake of clarity, these drawings omit the representation of the reinforcement, the tendons, the lifting equipment, the working scaffolds and the fall protection systems.

[0046] In the first step, according to Fig. 1 Two longitudinal beams 11 made of prestressed concrete were transported to the installation location 23 using a lifting device and placed in their final position on the piers 22. Each of the two longitudinal beams has a box-shaped cross-section formed by a base plate 13, two wall plates 12, and a top plate 14.

[0047] In the second step, according to Fig. 2 Seven roadway slab elements 2 for the entire construction section are placed on the longitudinal beams 11 using the lifting device. Subsequently, part of the reinforcement of the roadway slab 1 is laid on the roadway slab elements 2 at installation location 23. For the speed of the construction process, it is particularly advantageous if the installation work for the reinforcement at installation location 23 is reduced to a minimum. Therefore, the bottom transverse reinforcement, the bottom longitudinal reinforcement, part of the top transverse reinforcement, and the shear reinforcement are preferably already installed in the roadway slab elements 2 at the precast plant.

[0048] In the third step, according to Fig. 3 A layer of concrete 9 was applied to seven roadway slab elements 2.

[0049] The Fig. 4 Figure 1 shows a vertical section through a longitudinal beam 11 and a plate 5 of a roadway slab element 2. The reinforcement of the longitudinal beam 11 and the roadway slab elements 2 is shown in the Fig. 4 and the following Fig. 5 bis Fig. 7 Not shown for clarity. A mounting bearing 8 was installed on the upper surface 15 of the longitudinal beam 11. Before installing the mounting bearing 8, it can be advantageous to determine the actual height on the upper surface 15 of the longitudinal beam 11 at the point where the mounting bearing 8 is to be installed and compare it with the planned height. To compensate for the height deviation, a mounting bearing 8 with a suitable height can be selected. Alternatively, the height of the upper surface of the mounting bearing 8 can be adjusted by inserting steel or plastic plates. The mounting bearing 8 is made of an elastomer with a hardness of, for example, 68 Shore A. Part of the weight of the roadway slab element 2 is transferred to this mounting bearing 8 by the crossbeam 3. Fig. 4 Figure 1 shows a situation with a mounting bearing 8 compressed by the weight of the roadway slab element 2. A sealing component 7 with a square cross-section is arranged on the top surface 15 of the longitudinal beam 11 between the mounting bearing 8 and the longitudinal joint 4.

[0050] The Fig. 5 Figure 1 shows a vertical section through a longitudinal beam 11 and a transverse beam 3 of a roadway slab element 2. The sealing component 7, which is positioned under the transverse beam 3, has a triangular cross-section. The underside of the transverse beam 3 is positioned higher than the underside of the slab 5 above the top surface 15 of the longitudinal beam 11. The distance between the side surfaces 6 of the slabs 5 is greater than the width of the longitudinal beam 11. This allows for the compensation of construction tolerances that may occur during the manufacture of the longitudinal beams 11 and the roadway slab elements 2 when the roadway slab elements 2 are laid.

[0051] The Fig. 6 shows one of the Fig. 4 The corresponding vertical section is shown after the displacement of at least one sealing element 7. The sealing element 7 contacts the side surface 6 of the plate 5. The longitudinal joint 4 between the top surface 15 of the longitudinal beam 11 and the side surface 6 of the plate 5 of the roadway slab element 2 is sealed by the sealing element 7. When the topping concrete 9 is poured, the sealing element 7 is pressed laterally against the side surface 6 of the plate 5 and against the top surface 15 of the longitudinal beam 11 by the concrete pouring pressure. This is advantageous because it ensures the sealing function of the sealing element 7. In this embodiment, the sealing element 7 consists of a concrete that has at least the same strength as the concrete used for the production of the longitudinal beams 11 and the roadway slab elements 2.This is advantageous because it allows the entire height of the deck slab 1 in the section adjacent to the longitudinal beam 11 to be used for the static verifications in the transverse direction. When using a sealing strip, the statically usable height of the deck slab 1 in the design section must be reduced by the height of the compressed sealing strip. Another advantage of using a sealing component 7 compared to a sealing strip is that the governing cross-section for the verification of the cantilever slab lies in the section adjacent to the longitudinal beam 11. When using a sealing strip, the length of the cantilever slab for the static verifications is increased by the width of the sealing strip.

[0052] The Fig. 7 shows one of the Fig. 5 corresponding vertical section after moving the sealing component 7. The triangular cross-sectional shape of the sealing component 7 is advantageous for filling the gap between the top 15 of the longitudinal beam 11 and the bottom of the crossbeam 3 in the area between the mounting bearing 8 and the vertical side surface 6 of the plate 5.

[0053] A second embodiment of the method according to the invention is described in the Fig. 8 depicted.

[0054] The longitudinal beam 11 and the plate 5 of the roadway slab element 2 have chamfers 43. The chamfers 43 have the cross-sectional shape of an isosceles triangle with one right angle. The two sides of equal length are 10 mm long. The hypotenuse has a length of 14.1 mm. Fig. 8 This shows that the shear reinforcement 31 can be installed next to the sealing elements 7. In this example, the sealing elements 7 consist of concrete that has a higher strength than the concrete of the longitudinal beam 11. Therefore, the verification of the concrete compression struts in the webs of the longitudinal beam 11 can be carried out without reducing the web width.

[0055] The lower transverse reinforcement 34 is bent upwards in the slab 5. This facilitates the installation of the lower transverse reinforcement 34 in the roadway slab element 2 and allows for the arrangement of a sealing component 7 with a significant height. The lower transverse reinforcement 34 has a loop at its end. This enables a shorter lap splice with reinforcement that can be arranged in the topping concrete 9 above the deck slab 14.

[0056] Alternatively, the transverse reinforcement 34 could terminate in front of the side surface 6 of the slab 5. The butt reinforcement for the lower transverse reinforcement 34 of the slab 5 could be installed after the sealing element 7 has been installed, at a distance of, for example, 10 mm above the surface of the slab 5. In this alternative embodiment, the butt reinforcement for the lower transverse reinforcement 34 would be located in the topping concrete 9. An advantage of this alternative embodiment would be that no transverse reinforcement 34 is located above the longitudinal joint 4 when the sealing element 7 is installed, thus simplifying the installation of the sealing element 7.

[0057] One of the Fig. 8 The corresponding embodiment according to the state of the art, as implemented at the Pinkabach Bridge in Austria in 2022, is described in the Fig. 9 The roadway slab elements 2 were supported on sealing strips with a width of 30 mm and a height of 20 mm. The height of the sealing strips after the roadway slab elements were placed was 15 mm. The distance between the side surfaces 6 of the slabs 5 above the longitudinal beam 11 was 2900 mm. This distance was 100 mm less than the width of the longitudinal beam 11, which was 3000 mm, because the width of the sealing strips (30 mm), the width of the chamfer (10 mm), and a 10 mm overhang of the slab 5 over the sealing strip on both sides of the longitudinal beam had to be taken into account. If sealing strips with a width of 50 mm had been used and an overhang of 15 mm had been included, the distance between the side surfaces 6 of the slabs 5 would have been 150 mm less than the width of the longitudinal beam. In the embodiment according to the prior art, compared to the one in the Fig. 8 Several disadvantages can be identified in the embodiment of the invention as shown: 1. For geometric reasons, the outer shear reinforcement 31 of the longitudinal beam 11 could not be extended upwards and had to be replaced by additional shear reinforcement 31, which was arranged approximately in the middle of the web. 2. The width of the compression struts for the shear verifications had to be reduced by the width of the sealing strip. 3. The statically usable depth of the deck slab for the static verifications of the deck slab 2 in the transverse direction was reduced compared to that in Fig. 8 The solution shown is reduced by the height of the sealing strip. 4. The cantilevered length of the roadway slab for the static verifications of roadway slab 2 was reduced compared to that in the Fig. 8 The solution shown is increased by the width of the sealing strip.

[0058] A third embodiment of the inventive method for manufacturing the roadway slab 1 of a steel-concrete composite bridge is described in the Fig. 10 and in the Fig. 11 depicted.

[0059] The longitudinal beam 11 is made of steel. Headed studs 41 are welded to the top surface of the longitudinal beam 11. The underside of the plate 5 is positioned slightly lower than the top surface 15 of the longitudinal beam 11. The side surface 6 of the plate 5 has a recess 46 to ensure a reliable shear bond between the roadway slab elements 2 and the concrete layer 10 after the concrete of layer 10 has hardened. Producing a first layer 10 of concrete before applying the topping concrete 9 is advantageous because the roadway slab elements 2 then act in composite action with the longitudinal beam 11, thereby increasing the bending stiffness of the longitudinal beam 11. In this example, the headed studs 41 are designed to ensure a reliable bond with both the concrete layer 10 and the topping concrete 9. Alternatively, headed studs 41 of different heights could also be used.

[0060] In this example, the sealing component 7 consists of a plastic with an angled cross-section. The sealing component 7 is fastened by fixings 44 on the top surface 15 of the longitudinal beam 11 and next to the side surface 6 of the plate 5. The fixings 44 can, for example, consist of cement mortar. A specific quantity, for example 250,000 mm³, of cement mortar can be manually applied at intervals of one meter to create the fixings 44.

[0061] A fourth embodiment of the inventive method for manufacturing a roadway slab 1 is described in the Fig. 12 and in the Fig. 13 depicted.

[0062] The Fig. 12 Figure 7 shows that the sealing element 7 has a rectangular cross-section. The sealing element 7 is made of fiber-reinforced concrete. The sealing element 7 is attached to the top surface 15 of the longitudinal beam 11 and to the side surface 6 of the plate 5 using adhesive 42. Silicone or polyurethane, for example, can be used as the adhesive 42. Alternatively, the adhesive 42 could also be applied over the sealing element 7 and next to the side surface 6 of the plate 5, similar to a silicone joint. In this way, adhesive 42 could also be applied next to the sealing element 7 and on the top surface 15 of the longitudinal beam 11.

[0063] The Fig. 13 This shows that the mounting bearing 8 is installed on the top side 15 of the longitudinal beam 11 directly next to the longitudinal joint 4. Together with the one in the Fig. 12 The sealing component 7 shown thus achieves a reliable seal of the longitudinal joint 4.

[0064] A fifth embodiment of the inventive method for manufacturing a roadway slab 1 is described in the Fig. 14 and in the Fig. 15 depicted.

[0065] The Fig. 14 Figure 1 shows that a hose 39 is attached to the top surface 15 of a longitudinal beam 11 using adhesive 42. The hose 39 is positioned such that part of it projects beyond the top surface 15 of the longitudinal beam 11.

[0066] In the Fig. 15 It is shown that after the roadway slab elements 2 are laid, a curable material 40 is injected into the hose 39. In this example, a cement mortar is used as the curable material 40. After the cement mortar has hardened, the longitudinal joint 4 between the longitudinal beam 11 and the roadway slab elements 2 is reliably sealed.

[0067] A sixth embodiment of the inventive method for manufacturing a roadway slab 1 is described in the Fig. 16 and in the Fig. 17 depicted.

[0068] The Fig. 16 shows that a hose 39 is placed flush with the outside of the cover plate 14 on the top surface 15 of a longitudinal beam 11.

[0069] In the Fig. 17 It is shown that after the roadway slab elements 2 are laid, a curable material 40 is injected into the hose 39. In this example, an epoxy resin is used as the curable material 40. After the epoxy resin has hardened, the longitudinal joint 4 between the longitudinal beam 11 and the roadway slab elements 2 is reliably sealed.

[0070] In this example, the underside of the crossbeam 3 is positioned at the same height as the underside of the panel 5 in the area of ​​the longitudinal joint 4. The distance between the side surfaces 6 of the panels 5 is 40 mm less than the width of the longitudinal beam 11 at the top 15. The curable material 40 is therefore partially located beneath the underside of the panel 5. Advantageously, in this embodiment, only a small portion of the curable material 40 projects beyond the longitudinal beam 11. This minimizes the risk of the curable material 40 falling off at a later date, for example, after 100 years.

[0071] A seventh embodiment of the inventive method for manufacturing a roadway slab 1 is described in the Fig. 18 depicted.

[0072] In this embodiment, the distance between the side surfaces of a first plate 5 and a second plate 5, which are arranged at an angle of 0° to 20° to the longitudinal axis of the bridge 21, is equal to the width of the longitudinal beam 11 at its upper surface. The longitudinal joint 4, which is necessary to compensate for manufacturing tolerances of the longitudinal beam 11 and the roadway slab element 2, is arranged between the upper surface 15 of the longitudinal beam and the underside of the roadway slab element 2.

[0073] After placing the roadway slab elements 2 on the mounting supports 8, a curable material 40 with a high viscosity is applied in the area of ​​the longitudinal joint 4 on the top surface 15 of the longitudinal beam 11 and next to the side surface 6 of the slab 5. In this example, the curable material 40 consists of a foam concrete with a bulk density of 2000 kg / m³ and a compressive strength of 25 N / mm². The foam concrete is pumpable and has a high viscosity. The foam concrete does not need to be compacted after installation. The longitudinal joint 4 is reliably sealed by the foam concrete.

[0074] Alternatively, a repair mortar could be used instead of foam concrete. A suitable repair mortar is manufactured by ARDEX GmbH, Witten, Germany, under the product name ARDEX B16. This repair mortar has a compressive strength of 48 N / mm² when hardened.

[0075] An eighth embodiment of the inventive method for manufacturing a roadway slab 1 is described in the Fig. 19 depicted.

[0076] In this example, the sealing component 7 consists of a deformable material with a low modulus of elasticity, for example, closed-cell polyethylene foam. Before installation, the sealing component 7 has a circular cross-section. Such a sealing component 7 is also referred to as a sealing cord. Fig. 19Figure 7 shows that the sealing element 7 is partially pressed into the longitudinal joint 4 to seal it. An advantage of this embodiment is that the sealing work for the longitudinal joint 4 can be carried out from the top of the roadway slab elements 2 and is not dependent on the outside temperature at the installation location 23. A disadvantage is that the statically usable cross-sectional height of the roadway slab 1 is reduced in the transverse direction in the area of ​​the sealing element 7. List of reference symbols

[0077] 1. Roadway slab 2. Roadway slab element 3. Crossbeam 4. Longitudinal joint 5. Slab 6. Side face of a slab 7. Sealing component 8. Mounting bearing 9. Top layer 10. Layer 11. Longitudinal beam 12. Wall slab 13. Base slab 14. Cover slab 15. Top of a longitudinal beam 21. Bridge 22. Pillar 23. Installation location 31. Shear reinforcement 34. Transverse reinforcement 39. Hose 40. Curing material 41. Headed stud dowel 42. Adhesive 43. Chamfer 44. Fixing 46. Recess

Claims

1. Method for manufacturing a roadway slab (1) with at least one cantilever for a bridge (21) with at least one longitudinal beam (11) made of reinforced concrete, prestressed concrete, or structural steel, wherein the method comprises the following steps: a. providing roadway slab elements (2), - wherein a roadway slab element (2) comprises at least two slabs (5) and at least one crossbeam (3) and preferably two crossbeams (3); - wherein the slabs (5) are made of reinforced concrete or prestressed concrete; - wherein the at least one crossbeam (3) is made of reinforced concrete, prestressed concrete, or structural steel; - wherein the slabs (5) are formed with four corner points in plan view; - wherein the at least two slabs (5) are connected by the at least one crossbeam (3); - wherein the at least one crossbeam (3) is arranged in the ground plan at an angle of 70° to 90° to the longitudinal axis of the bridge (21); - wherein the at least one crossbeam (3) is arranged above the slabs (5) in the region of the slabs (5); - wherein two opposite side surfaces (6) of a plate (5) are arranged at an angle of 70° to 90° to the longitudinal axis of the bridge (21); - wherein the two remaining opposite side surfaces (6) of each slab (5) are arranged at an angle of 0° to 20° to the longitudinal axis of the bridge (21); and - wherein at least one side surface (6) of a first slab (5) and one side surface (6) of a second slab (5) are spaced apart from each other and these side surfaces (6) are arranged at an angle of 0° to 20° to the longitudinal axis of the bridge (21); b. Placing at least one roadway slab element (2) on the at least one longitudinal beam (11); c. Applying the concrete overlay (9) to the at least one roadway slab element (2) to produce a construction section of the roadway slab (1); d. if necessary, repeating step c or steps b and c to produce a further construction section of the roadway slab (1); characterized in that e. at least two mounting bearings (8) are arranged on the upper side (15) of the at least one longitudinal girder (11); f. the at least one crossbeam (3) of the at least one roadway slab element (2) is placed on the mounting bearings (8); and g. at least part of a longitudinal joint (4) between the at least one longitudinal beam (11) and the at least one roadway slab element (2) is sealed by a sealing component (7), wherein the sealing component (7) is arranged over the upper side (15) of the at least one longitudinal beam (11) and at least part of the sealing component (7), and preferably the entire sealing component (7), is installed next to a side surface (6) of a slab (5) of a roadway slab element (2) that is arranged at an angle of 0° to 20° to the longitudinal axis of the bridge (21).

2. Method according to claim 1, characterized in that the sealing component (7) forms a component of the finished roadway slab (1).

3. Method according to one of claims 1 or 2, characterized in that all longitudinal joints (4) between the at least one longitudinal beam (11) and the at least one roadway slab element (2) are sealed by sealing components (7).

4. Method according to one of claims 1 to 3, characterized in that in a roadway slab element (2), the distance between the side surfaces (6) of a first slab (5) and a second slab (5), which are arranged at an angle of 0° to 20° to the longitudinal axis of the bridge (21), is such that, after the roadway slab element (2) has been placed on the at least one longitudinal beam (11) at an installation site (23), the distance is greater than the width reduced by 60 mm and preferably greater than the width of the at least one longitudinal beam (11).

5. Method according to one of claims 1 to 4, characterized in that a sealing component (7) is made of concrete, fiber-reinforced concrete, high-strength concrete, ultra-high-strength concrete, reinforced concrete, cement mortar, plastic, foam, or steel.

6. Method according to one of claims 1 to 5, characterized in that a sealing component (7) has a square, rectangular, triangular, trapezoidal, circular, wedgeshaped, angular, or polygonal cross-section.

7. Method according to one of claims 1 to 6, characterized in that at least one sealing component (7) is placed on the upper side (15) of at least one longitudinal beam (11) and the at least one sealing component (7) is displaced in the direction of the side surface (6) of the slab (5) of the at least one roadway slab element (2) after at least one roadway slab element (2) has been placed on the upper side (12) of the at least one longitudinal beam (11) until the longitudinal joint (4) between the upper side (15) of the at least one longitudinal beam (11) and the side surface (6) of the slab (5) of the roadway slab element (2) is sealed in the region of the sealing component (7).

8. Method according to one of claims 1 to 6, characterized in that a sealing component (7) is made of a material that can be deformed by hand and has a low modulus of elasticity, and the sealing component (7) is partially pressed into the longitudinal joint (4) between the at least one longitudinal beam (11) and the at least one roadway slab element (2).

9. Method according to one of claims 1 to 6, characterized in that a sealing component (7) made of a foam or a soft elastomer is attached to the upper side (15) of the at least one longitudinal beam (11) at at least one point above which a crossbeam (3) is arranged in the final state and which is located near a longitudinal joint (4), a sealing component (7) made of foam or a soft elastomer is attached before a road panel element (2) is placed on top.

10. Method according to one of claims 1 to 6, characterized in that a hose (39) is placed on an upper side (15) of a longitudinal beam (11) in the area of the longitudinal joint (4), and after the roadway slab elements (2) have been laid on the at least one longitudinal beam (11), a curable material (40), preferably cement mortar, is pressed into the tube (39).

11. Method according to one of claims 1 to 6, characterized in that in the area of a longitudinal joint (4) on the upper side (15) of a longitudinal beam (11) and next to the side surface (6) of a slab (5) of a roadway slab element (2) on the upper side (15) of a longitudinal beam (11), a curable material (40) with a high viscosity is arranged.

12. Method according to one of claims 1 to 10, characterized in that at least one sealing component (7) is attached with adhesive (42) to the upper side (15) of the at least one longitudinal beam (11) and / or to the side surface (6) of a slab (5) of a roadway slab element (2).

13. Method according to one of claims 1 to 12, characterized in that a sealing component (7) is held in position by a fixing (44) made of mortar or concrete, which is applied to the upper side (15) of a longitudinal beam (11).

14. Method according to one of claims 1 to 13, characterized in that the height of the upper sides of the mounting bearings (8) arranged on the upper side (15) of the at least one longitudinal beam (11) is set up in accordance with the plan specifications before the roadway slab elements (2) are laid.

15. Method according to one of claims 1 to 14, characterized in that the concrete overlay (9) is applied in two layers (10), wherein the upper surface of the first layer (10) is arranged approximately as high as the upper surface of the slabs (5) of the roadway slab elements (2).