Method for producing a roadway deck for a bridge

Abstract

The method for producing a roadway deck (1) having at least one overhang for a bridge (21) having at least one longitudinal girder (11) made of reinforced concrete, prestressed concrete or structural steel comprises the following steps: a. providing roadway deck elements (2); b. placing at least one roadway deck element (2) on the at least one longitudinal girder (11); c. applying the concrete topping (9) to the roadway deck element (2) for producing a construction portion of the roadway deck (1); d. where appropriate, repeating step c or steps b and c for producing further construction portions; characterized in that e. at least two mounting bearings (8) are arranged on the upper side (15) of the longitudinal girder (11); f. at least one transverse beam (3) is placed on the mounting bearings (8); and g. a longitudinal joint (4) between the longitudinal girder (11) and the roadway deck element (2) is sealed by means of a sealing component (7) which is installed over the upper side (15) of the longitudinal girder (11) and next to a lateral surface (6) of a slab (5) of a roadway deck element (2).

Description

[0001] Method for producing a deck slab for a bridge

[0002] 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 concrete topping.

[0003] When constructing steel-concrete composite bridges, at least one longitudinal beam is manufactured from structural steel in a first step. When constructing bridges with longitudinal beams made of reinforced or prestressed concrete, it is also possible to produce the longitudinal beams in a first step and the deck in a second step. Such a construction method is described, for example, in AT 524664 B1.

[0004] Road slabs can be constructed using in-situ 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 site using a transfer 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 construction phases of the road slab can be constructed in one week.

[0005] Faster construction of the road slab is possible if road slab elements are used.

[0006] The production of a roadway slab with prefabricated roadway 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 roadway 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 formed with four corner points in plan view. At least two slabs are connected by at least one crossbeam arranged above the slabs in the area of ​​the slabs. The at least one crossbeam is arranged in plan view at an angle of 70° to 90° to the longitudinal axis of the bridge. Two opposite side surfaces of a slab are arranged at an angle of 70° to 90° and the two remaining side surfaces are arranged 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, which are arranged at an angle of 0° to 20° to the longitudinal axis of the bridge, have a distance from one another which is 100 mm to 150 mm smaller than the width at the top of the at least one longitudinal beam.

[0007] Fig. 20 of DE 2520105 A1 shows an example in which a longitudinal beam with a plate-shaped cross-section is produced in a formwork after the roadway slab elements have been laid. Fig. 21 of DE 2520105 A1 shows an example in which a longitudinal beam with a trough-shaped cross-section is produced in a formwork after the roadway slab elements have been laid on the construction site in in-situ concrete. In these two examples, construction inaccuracies, i.e. deviations between the actual shape of the roadway slab elements and the planned shape, are compensated for by adapting the formwork of the longitudinal beam to the actual shape of the roadway slab elements.

[0008] In the examples shown in Fig. 9 to Fig. 12 of DE 2520105 A1, the longitudinal beams are manufactured first, and then the roadway slab elements are placed on the longitudinal beams. Construction inaccuracies that occur during both the manufacture of the longitudinal beams and the manufacture of the roadway slab elements are compensated for by sealing strips. The sealing strips are placed between the top side of the longitudinal beams and the bottom side of the roadway slab elements.

[0009] These sealing strips are made of an elastomer and have three functions:

[0010] The first function involves transferring the weight of the roadway slab elements to the at least one longitudinal beam. The sealing strips serve as mounting supports for the roadway slab elements on the at least one longitudinal beam.

[0011] The second function concerns the creation of a gap between the top side of at least one longitudinal beam and the bottom side of the cross beams of the roadway slab elements. This gap of, for example, 15 mm is necessary to reliably fill the gaps between the top side of at least one longitudinal beam and the bottom side of the cross beams with concrete when placing the concrete topping of the roadway slab. If these gaps are not filled with concrete, voids remain in the roadway slab. Voids in a roadway slab are not permitted because water can accumulate in them, which can trigger uncontrollable corrosion processes in the reinforcing steel.

[0012] The third function concerns the sealing of the longitudinal joints between at least one longitudinal beam and the roadway slab elements.

[0013] Typical 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 steel-concrete composite bridges. The precast slabs are typically supported in a statically determinate manner and have maximum spans of 3 to 4 m.

[0014] The weight of the roadway slab elements and the weight of the concrete topping on the sealing strips results in a reduction in the height of the sealing strips from 20 mm to 13 to 16 mm. This leaves 4 to 7 mm available to compensate for construction inaccuracies.

[0015] In the embodiment shown in Fig. 9 of DE 2520105 A1, a road slab element rests on two sealing strips. If the construction inaccuracies of the longitudinal beam and a road slab element are small in the longitudinal direction, the two sealing strips can be used to seal the two longitudinal joints.

[0016] In the embodiments of DE 2520105 A1 shown in Fig. 10 to Fig. 12, a roadway slab element rests on four to six sealing strips. Due to the statically indeterminate support of the roadway 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 roadway slab elements, or the height differences that can result from different deflections of the longitudinal beams due to the load from their own weight and the weight of the roadway slab elements. With statically indeterminate support of the roadway slab elements on the longitudinal beams, the longitudinal joints cannot be reliably sealed by sealing strips. In this case, when the topping concrete is applied to the roadway slab elements, concrete would leak through the longitudinal joints.If concrete leaks out uncontrollably through the longitudinal joints during the application of the topping concrete, the concreting process must be stopped.

[0017] Precast concrete elements in building construction are stored directly on supporting components. One example is the storage of precast slabs on reinforced concrete joists. 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 tensioned load-bearing elements with a statically determined bearing arrangement. Before the topping concrete is applied, precast slabs are supported by yokes spaced 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.

[0018] Deck slab elements are larger and heavier than precast slabs. For example, for the two-track Jauntal Bridge in Austria, deck slab elements with a width of 3.7 m, a length of 12.54 m, and a weight of 15 tons were planned. In contrast to the procedure for precast slabs, direct support of large-format and heavy deck slab elements on the supporting longitudinal beams is not possible because this would result in concrete spalling, voids under the outer beams, and leaky longitudinal joints. Therefore, the support of the deck slab elements was planned with sealing strips according to the procedure described in DE 2520105 A1.Because the testing engineer's concerns regarding the tightness of the longitudinal joints when applying the topping concrete to the road slab elements could not be dispelled, the road slab was ultimately constructed using a conventional construction method with in-situ concrete.

[0019] 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 of the longitudinal joints with sealing strips can work for bridges with a single longitudinal girder if very high requirements for the accuracy of the dimensions of the longitudinal girder and the deck slab elements are met. An example of this is the single-track railway bridge over the Pinkabach in Austria, where deck slab elements were installed for the first time. Further options for sealing the longitudinal joint between the at least one longitudinal girder and a deck slab made of prefabricated concrete elements are shown in EP 0 745 740 A1, EP 1 065 316 B1 and US 2005 / 0011148 A1.

[0020] EP 0 745 740 A1 discloses a method for producing a deck slab for a steel-concrete composite bridge, in which prefabricated concrete elements are inserted onto sliding bearings fastened to the top side of the longitudinal beams. Shear studs are then mounted on the longitudinal beams in recesses provided in the prefabricated concrete elements. In the next step, sealing strips are installed between the top side of the longitudinal beams and the underside of the prefabricated concrete elements. In the final step for producing the deck slab, the volume between the top side of the longitudinal beams and the underside of the prefabricated concrete elements, as well as in the recesses, is filled with grouting mortar. The sealing strips can only be installed from the underside of the deck slab and therefore requires the provision of scaffolding.Pressing the sealing strips into the longitudinal joints between the longitudinal beams and the prefabricated concrete elements must be done manually and is therefore time-consuming.

[0021] A similar process is shown in EP 1 065 316 B1. Prefabricated concrete elements are supported on longitudinal beams on bearings built into the concrete elements. The longitudinal joints between the longitudinal beams and the concrete elements are manually sealed with sealing strips under the roadway slab.

[0022] The construction of a road slab from precast concrete elements on reinforced or prestressed concrete longitudinal beams is demonstrated in US 2005 / 0011148 A1. The precast concrete elements can be precisely aligned in height using 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. To install the formwork elements beneath the road slab, scaffolding is required. Attaching the formwork elements with adhesive or anchor rods is time-consuming.

[0023] It is therefore an object of the present invention 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 method enables reliable sealing of the longitudinal joint between the longitudinal girders and the roadway slab elements in the case of usual construction inaccuracies and rapid construction progress.

[0024] A further object of the present invention is to increase the static usable height of the roadway slab in the transverse direction in the region of the longitudinal joints between the at least one longitudinal beam and the slabs of the roadway slab elements in comparison to the known embodiment with sealing strips.

[0025] A further 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 in comparison to the known embodiment with sealing strips.

[0026] The method according to the invention for producing a deck 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,

[0027] - wherein a roadway slab element comprises at least two slabs and at least one crossbeam and preferably two crossbeams;

[0028] - the slabs are made of reinforced concrete or prestressed concrete;

[0029] - wherein the at least one crossbeam is made of reinforced concrete, prestressed concrete or structural steel;

[0030] - the panels are designed with four corner points in the floor plan;

[0031] - wherein the at least two plates are connected by the at least one crossbeam;

[0032] - 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;

[0033] - wherein the at least one crossbeam is arranged in the region of the plates above the plates;

[0034] - wherein two opposite side surfaces of a plate are arranged at an angle of 70° to 90° to the longitudinal axis of the bridge;

[0035] - the two remaining opposite side surfaces of each plate being arranged at an angle of 0° to 20° to the longitudinal axis of the bridge; and

[0036] - wherein at least one side surface of a first plate and one side surface of a second plate are spaced apart from one another 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 beam; c. applying the topping concrete to the at least one deck slab element to produce a construction section of the deck slab; d. if necessary, repeating step c or steps b and c to produce a further construction section of the deck slab; wherein according to the invention e. at least two assembly bearings are arranged on the upper side of the at least one longitudinal beam. f. the at least one cross beam of the at least one deck slab element is placed on the assembly bearings; 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 over the upper side 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, which is arranged at an angle of 0° to 20° to the longitudinal axis of the bridge, of a plate of a deck slab element.

[0037] The sealing component advantageously forms part of the finished road slab. If the sealing component has a strength at least equal to that of the concrete of the road slab elements, this is advantageous for the static analysis in the transverse direction of the road slab. In this case, the static effective height of the road slab in the transverse direction in the area of ​​the sealing components corresponds to the distance from the center of gravity of the upper transverse reinforcement to the underside of the road slab. In this case, the static analysis for the road slab in the transverse direction can advantageously be performed in the sections on the outer sides of the wall panels of at least one longitudinal beam.

[0038] In the method according to the invention, it may 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.

[0039] 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 the distance, after the roadway slab element has been laid on the at least one longitudinal beam at the installation site, 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.

[0040] A sealing component can be made of concrete, fiber concrete, high-performance concrete, ultra-high-performance concrete, reinforced concrete, cement mortar, plastic, foam or steel.

[0041] Advantageously, a sealing component can have a square, rectangular, triangular, trapezoidal, circular, wedge-shaped, angular or polygonal cross-section.

[0042] A particularly advantageous application of the method according to the invention is made possible if at least one sealing component is placed on the upper side of at least one longitudinal member and the at least one sealing component is displaced, after at least one roadway slab element has been placed on the upper side of the at least one longitudinal member, in the direction of the side surface of the slab of the at least one roadway slab element until the longitudinal joint between the upper side of the at least one longitudinal member and the side surface of the slab of the roadway slab element is sealed in the region of the sealing component.

[0043] In the method according to the invention, it may be advantageous if a sealing component is produced from a hand-deformable material with 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 roadway slab element.

[0044] In the method according to the invention, it can be advantageous if a sealing component made of a foam or a soft elastomer is fastened on the upper side of the at least one longitudinal member at at least one point above which a crossbeam is arranged in the final state and which is located near a longitudinal joint, before a roadway slab element is placed on it.

[0045] 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 region of the longitudinal joint. After the roadway slab elements have been placed on the at least one longitudinal beam, a hardenable material, preferably cement mortar, is pressed into the hose.

[0046] Advantageously, a hardenable material with a high viscosity can be arranged in the area of ​​a longitudinal joint on the upper side of a longitudinal beam and next to the side surface of a plate of a roadway slab element.

[0047] When applying the method according to the invention, a sealing component can advantageously be fastened with adhesive to the upper side of the at least one longitudinal member and / or to the side surface of a plate of a roadway plate element.

[0048] In the method according to the invention, it may 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 member and a plate of the at least one roadway plate element.

[0049] When applying the method according to the invention, it may be advantageous if a sealing component is held in its position by a fixation made of cement mortar or concrete, which is applied to the upper side of a longitudinal member.

[0050] When applying the method according to the invention, it can be advantageous if the height of the upper sides of the assembly bearings, which are arranged on the upper side of the at least one longitudinal member, is set according to the plan specifications before the roadway slab elements are laid down.

[0051] In a particularly advantageous embodiment of the method according to the invention, the topping concrete is applied in two layers, the upper side of the first layer being arranged approximately as high as the upper side of the slabs of the roadway slab elements.

[0052] The deck slab elements are made of reinforced concrete. High-strength or ultra-high-strength concrete can also be used in the manufacture of the deck slab elements. The deck slab elements can also be manufactured with prestressing, for example, with immediate bonding, with post-bonding, or without bonding. The crossbeams of the deck slab elements can also be made of structural steel.

[0053] Reinforcing steel can be used for the roadway slab elements. Non-metallic reinforcement, such as fiberglass rods or carbon fiber composite fabrics, could also be used.

[0054] Further details, features, and advantages of the invention will become apparent from the following explanations of exemplary embodiments schematically illustrated in the drawings Fig. 1 to Fig. 19. In the drawings:

[0055] Fig. 1 is a view of the installation site for producing a construction section of a deck slab for a bridge according to a first embodiment of the invention after installing two longitudinal beams made of prestressed concrete;

[0056] Fig. 2 is a view of the installation location of the first embodiment of the invention after laying seven roadway slab elements;

[0057] Fig. 3 is a view of the installation location of the first embodiment of the invention after application of a topping concrete to the roadway slab elements;

[0058] Fig. 4 is a vertical section along the section line IV-IV shown in Fig. 2;

[0059] Fig. 5 is a vertical section along the section line VV shown in Fig. 2;

[0060] Fig. 6 shows a vertical section corresponding to Fig. 4 after the sealing component has been moved;

[0061] Fig. 7 shows a vertical section corresponding to Fig. 5 after the sealing component has been moved;

[0062] Fig. 8 is a vertical section corresponding to Fig. 4 of a second embodiment of the invention;

[0063] Fig. 9 is a vertical section corresponding to Fig. 8 according to an embodiment of the prior art;

[0064] Fig. 10 is a vertical section corresponding to Fig. 4 of a third embodiment of the invention;

[0065] Fig. 11 shows a vertical section corresponding to Fig. 10 after the application of a first layer of topping concrete; Fig. 12 shows a vertical section corresponding to Fig. 4 of a fourth embodiment of the invention;

[0066] Fig. 13 is a vertical section of the fourth embodiment of the invention corresponding to Fig. 5;

[0067] Fig. 14 is a vertical section corresponding to Fig. 4 of a fifth embodiment of the invention before laying the roadway slab elements;

[0068] Fig. 15 shows a vertical section corresponding to Fig. 5 of the fifth embodiment according to the invention after the roadway slab elements have been laid and after the sealing component has been activated;

[0069] Fig. 16 is a vertical section corresponding to Fig. 4 of a sixth embodiment of the invention before laying the roadway slab elements;

[0070] Fig. 17 shows a vertical section corresponding to Fig. 5 of the sixth embodiment according to the invention after the roadway slab elements have been laid and after the sealing component has been activated;

[0071] Fig. 18 is a vertical section corresponding to Fig. 5 of a seventh embodiment of the invention and

[0072] Fig. 19 is a vertical section corresponding to Fig. 5 of an eighth embodiment of the invention.

[0073] A first embodiment of the method according to the invention is shown in Figures 1 to 7.

[0074] The individual work steps for the construction of a construction section of the deck 1 of a multi-span bridge 21 are schematically illustrated in Fig. 1 to Fig. 3. For the sake of clarity, the reinforcement, tendons, installation equipment, scaffolding, and fall protection devices are not shown in these drawings.

[0075] In the first step, as shown in Fig. 1, two longitudinal beams 11 made of prestressed concrete are transported to the installation site 23 using a transfer device and placed in their final position on the pillars 22. The two longitudinal beams each have a box-shaped cross-section formed by a base plate 13, two wall plates 12, and a cover plate 14.

[0076] In the second work step, as shown in Fig. 2, seven roadway slab elements 2 for the entire construction section are placed on the longitudinal beams 11 using the placing device. Subsequently, part of the reinforcement of the roadway slab 1 is laid on the roadway slab elements 2 at the installation location 23. For the speed of the construction process, it is particularly advantageous if the laying work for the reinforcement at the installation location 23 is reduced to a minimum. Therefore, the underlying transverse reinforcement, the underlying longitudinal reinforcement, part of the upper transverse reinforcement, and the shear reinforcement are preferably already incorporated into the roadway slab elements 2 in the precast plant. In the third work step, as shown in Fig. 3, a topping concrete 9 is applied to seven roadway slab elements 2.

[0077] Fig. 4 shows a vertical section through a longitudinal beam 11 and a slab 5 of a roadway slab element 2. The reinforcement of the longitudinal beam 11 and the roadway slab elements 2 is not shown in Fig. 4 and the following Fig. 5 to Fig. 7 for the sake of clarity. An assembly bearing 8 was installed on the upper side 15 of the longitudinal beam 11. Before installing the assembly bearing 8, it can be advantageous if the actual height at the upper side 15 of the longitudinal beam 11 at the point where the assembly bearing 8 is to be installed is determined and compared with the planned height. To compensate for the deviation in the height, an assembly bearing 8 with a suitable height can be selected. Alternatively, the height of the upper side of the assembly bearing 8 can be adjusted by inserting steel plates or plastic plates. The assembly 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 applied to this mounting support 8 by the crossbeam 3. Fig. 4 shows a situation with a mounting support 8 compressed by the weight of the roadway slab element 2. A sealing component 7 with a square cross-section is arranged between the mounting support 8 and the longitudinal joint 4 on the upper side 15 of the longitudinal member 11.

[0078] Fig. 5 shows a vertical section through a longitudinal beam 11 and a crossbeam 3 of a roadway slab element 2. The sealing component 7, which is arranged beneath the crossbeam 3, has a triangular cross-section. The underside of the crossbeam 3 is arranged higher above the top side 15 of the longitudinal beam 11 than the underside of the slab 5. 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 laying the roadway slab elements 2.

[0079] Fig. 6 shows a vertical section corresponding to Fig. 4 after the displacement of at least one sealing component 7. The sealing component 7 touches the side surface 6 of the slab 5. The longitudinal joint 4 between the upper side 15 of the longitudinal beam 11 and the side surface 6 of the slab 5 of the roadway slab element 2 is sealed by the sealing component 7. When the topping concrete 9 is added, the sealing component 7 is pressed laterally against the side surface 6 of the slab 5 and against the upper side 15 of the longitudinal beam 11 by the concreting pressure. This is advantageous because it ensures the sealing function of the sealing component 7. In this exemplary embodiment, the sealing component 7 consists of a concrete which has at least the strength of 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 next to the longitudinal beam 11 to be used for the static analysis of the deck slab 1 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 decisive cross-section for the analysis of the cantilever slab is in the section next to the longitudinal beam 11. When using a sealing strip, the length of the cantilever slab for the static analysis is increased by the width of the sealing strip.

[0080] Fig. 7 shows a vertical section corresponding to Fig. 5 after the sealing component 7 has been moved. The triangular cross-sectional shape of the sealing component 7 is favorable for filling the space between the upper side 15 of the longitudinal member 11 and the underside of the crossbeam 3 in the area between the mounting bearing 8 and the vertical side surface 6 of the plate 5.

[0081] A second embodiment of the method according to the invention is shown in Fig. 8.

[0082] The longitudinal beam 11 and the slab 5 of the roadway slab element 2 have chamfers 43. In cross-section, the chamfers 43 have the shape of an isosceles triangle with a right angle. The two equal sides are 10 mm long. The hypotenuse has a length of 14.1 mm. Fig. 8 shows that the shear reinforcement 31 can be installed next to the sealing components 7. In this example, the sealing components 7 are made of concrete, which 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.

[0083] 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 high height. The lower transverse reinforcement 34 has a loop at the end. This enables a shorter overlap joint with reinforcement that can be arranged in the topping concrete 9 above the cover slab 14.

[0084] Alternatively, the transverse reinforcement 34 could end before 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 installation of the sealing component 7 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 arranged in the topping concrete 9. An advantage of this alternative embodiment would be that when installing the sealing component 7, no transverse reinforcement 34 is arranged above the longitudinal joint 4, which makes the work for installing the sealing component 7 easier.

[0085] A prior art embodiment corresponding to Fig. 8, as implemented for the Pinkabach Bridge in Austria in 2022, is shown in Fig. 9. The deck 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 deck slab elements were placed in place 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 above 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 a projection of 15 mm had been planned, the distance between the side surfaces 6 of the plates 5 would be 150 mm smaller than the width of the longitudinal member. The prior art embodiment has several disadvantages compared to the embodiment according to the invention shown in Fig. 8:

[0086] 1. The outer shear reinforcement 31 of the longitudinal beam 11 could not be extended upwards for geometric reasons and had to be replaced by an additional shear reinforcement 31, which was arranged approximately in the middle of the web.

[0087] 2. The width of the compression struts for the shear analysis had to be reduced by the width of the sealing strip.

[0088] 3. The statically usable height of the deck slab for the static analysis of deck slab 2 in the transverse direction was reduced by the height of the sealing strip compared to the solution shown in Fig. 8.

[0089] 4. The cantilevered length of the deck slab for the static analysis of deck slab 2 was increased by the width of the sealing strip compared to the solution shown in Fig. 8.

[0090] A third embodiment of the method according to the invention for the production of the deck slab 1 of a steel-concrete composite bridge is shown in Fig. 10 and Fig. 11.

[0091] The longitudinal beam 11 is made of steel. Shear studs 41 are welded to the top side of the longitudinal beam 11. The underside of the plate 5 is arranged somewhat lower than the top side 15 of the longitudinal beam 11. The side surface 6 of the plate 5 has a recess 46 in order to achieve 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 thus act in conjunction with the longitudinal beam 11, thereby increasing the flexural rigidity of the longitudinal beam 11. In this example, the shear studs 41 are designed such that a reliable bond can be created between the concrete layer 10 and the concrete topping 9. Alternatively, shear studs 41 of different heights could also be used.

[0092] In this example, the sealing component 7 consists of a plastic with an angular cross-section. The sealing component 7 is secured by fasteners 44 on the upper side 15 of the longitudinal member 11 and next to the side surface 6 of the plate 5. The fasteners 44 can, for example, consist of cement mortar. A specific quantity of, for example, 250,000 mm 3 Cement mortar can be placed manually at a distance of one meter to create the fixings 44.

[0093] A fourth embodiment of the method according to the invention for producing a roadway slab 1 is illustrated in Fig. 12 and Fig. 13. Fig. 12 shows that the sealing component 7 has a rectangular cross-section. The sealing component 7 is made of fiber-reinforced concrete. The sealing component 7 is fastened with adhesive 42 to the upper side 15 of the longitudinal member 11 and to the side surface 6 of the slab 5. Silicone or polyurethane, for example, can be used as the adhesive 42. Alternatively, the adhesive 42 could also be applied over the sealing component 7 and next to the side surface 6 of the slab 5, similar to a silicone joint. In this way, an adhesive 42 could also be applied next to the sealing component 7 and on the upper side 15 of the longitudinal member 11.

[0094] Fig. 13 shows that the mounting bearing 8 is installed on the upper side 15 of the longitudinal member 11 directly next to the longitudinal joint 4. Together with the sealing component 7 shown in Fig. 12, this ensures reliable sealing of the longitudinal joint 4.

[0095] A fifth embodiment of the method according to the invention for producing a roadway slab 1 is shown in Fig. 14 and Fig. 15.

[0096] Fig. 14 shows that a hose 39 is attached to the upper side 15 of a longitudinal member 11 with adhesive 42. The hose 39 is placed in such a way that a portion of the hose 39 protrudes over the upper side 15 of the longitudinal member 11.

[0097] Figure 15 shows that after the roadway slab elements 2 have been laid, a hardenable material 40 is pressed into the tube 39. In this example, a cement mortar is used as the hardenable material 40. After the cement mortar hardens, the longitudinal joint 4 between the longitudinal beam 11 and the roadway slab elements 2 is reliably sealed.

[0098] A sixth embodiment of the method according to the invention for producing a roadway slab 1 is shown in Fig. 16 and Fig. 17.

[0099] Fig. 16 shows that a hose 39 is placed on the upper side 15 of a longitudinal member 11 flush with the outside of the cover plate 14.

[0100] Figure 17 shows that after the roadway slab elements 2 have been laid, a curable material 40 is pressed into the tube 39. In this example, an epoxy resin is used as the curable material 40. After the epoxy resin hardens, the longitudinal joint 4 between the longitudinal beam 11 and the roadway slab elements 2 is reliably sealed.

[0101] In this example, the underside of the crossbeam 3 in the area of ​​the longitudinal joint 4 is arranged at the same height as the underside of the plate 5. The distance between the side surface 6 of the plates 5 in this example is 40 mm smaller than the width of the longitudinal beam 11 at the top 15. The hardenable material 40 is therefore partially arranged under the underside of the plate 5. Advantageously, in this embodiment, only a small part of the hardenable material 40 is arranged cantilevered over the longitudinal beam 11. This minimizes the risk of the hardenable material 40 falling down at a later point in time, for example after 100 years.

[0102] A seventh embodiment of the method according to the invention for producing a roadway slab 1 is shown in Fig. 18.

[0103] 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 the top. The longitudinal joint 4, which is required to compensate for manufacturing tolerances of the longitudinal beam 11 and the deck plate element 2, is arranged between the top side 15 of the longitudinal beam and the underside of the deck plate element 2.

[0104] After placing the roadway slab elements 2 on the mounting supports 8, a hardenable material 40 with a high viscosity is applied in the area of ​​the longitudinal joint 4 on the upper side 15 of the longitudinal beam 11 and next to the side surface 6 of the slab 5. In this example, the hardenable material 40 consists of foam concrete with a bulk density of 2000 kg / m 3 and a compressive strength of 25 N / mm 2The foam concrete is pumpable and has a high viscosity. It does not require compaction after installation. Longitudinal joint 4 is reliably sealed with the foam concrete.

[0105] 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 B 16. This repair mortar has a compressive strength of 48 N / mm² when cured. 2 on.

[0106] An eighth embodiment of the method according to the invention for producing a roadway slab 1 is shown in Fig. 19.

[0107] In this example, the sealing component 7 consists of a deformable material with a low modulus of elasticity, for example, a closed-cell polyethylene foam. The sealing component 7 has a circular cross-section before installation. Such a sealing component 7 is also referred to as a sealing cord. Fig. 19 shows that the sealing component 7 is partially pressed into the longitudinal joint 4 in order to seal the longitudinal joint 4. The advantage of this exemplary embodiment is that the work for sealing the longitudinal joint 4 can be carried out from the upper side of the roadway slab elements 2 and is not dependent on the outside temperature at the installation location 23. A disadvantage is that the static usable cross-sectional height of the roadway slab 1 in the transverse direction is reduced in the region of the sealing component 7. List of reference symbols

[0108] Road slab

[0109] F ahrbahnpl attenel em ent crossbeam

[0110] Longitudinal joint

[0111] plate

[0112] Side surface of a plate sealing component

[0113] Assembly warehouse concrete topping

[0114] layer

[0115] Longitudinal beam wall panel

[0116] Base plate cover plate

[0117] Top of a longitudinal beam bridge

[0118] Pillar installation location

[0119] Shear reinforcement Transverse reinforcement Hose hardenable material Headed studs Adhesive

[0120] chamfer

[0121] Fixation deepening

Claims

Patent claims: Method for producing a roadway slab (1) with at least one projection for a bridge (21) with at least one longitudinal beam (11) made of reinforced concrete, prestressed concrete or structural steel, the method comprising 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 plates (5) are formed in plan with four corner points; - wherein the at least two plates (5) are connected by the at least one crossbeam (3); - wherein the at least one crossbeam (3) is arranged in 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 in the region of the plates (5) above the plates (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 plate (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 plate (5) and one side surface (6) of a second plate (5) are spaced apart from one another 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 topping concrete (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 (i); characterized in that e. at least two mounting bearings (8) are arranged on the upper side (15) of the at least one longitudinal beam (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 a portion 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 installed over the upper side (15) of the at least one longitudinal beam (11) and at least a portion of the sealing component (7), and preferably the entire sealing component (7), is installed adjacent to a side surface (6) of a plate (5) of a roadway slab element (2), which is arranged at an angle of 0° to 20° to the longitudinal axis of the bridge (21). Method according to claim 1, characterized in that the sealing component (7) is a component of the finished roadway slab (I). 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). 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 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 designed such that the distance, after laying the roadway slab element (2) on the at least one longitudinal beam (II) at the installation location (23), is greater than the width reduced by 60 mm and preferably greater than the width of the at least one longitudinal member (11). Method according to one of claims 1 to 4, characterized in that a sealing component (7) is made of concrete, fiber concrete, high-strength concrete, ultra-high-strength concrete, reinforced concrete, cement mortar, plastic, foam or steel. Method according to one of claims 1 to 5, characterized in that a sealing component (7) has a square, rectangular, triangular, trapezoidal, circular, wedge-shaped, angular or polygonal cross-section. 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 member (11), and the at least one sealing component (7), after at least one roadway slab element (2) has been placed on the upper side (12) of the at least one longitudinal member (11), is displaced in the direction of the side surface (6) of the plate (5) of the at least one roadway slab element (2) until the longitudinal joint (4) between the upper side (15) of the at least one longitudinal member (11) and the side surface (6) of the plate (5) of the roadway slab element (2) is sealed in the region of the sealing component (7). Method according to one of claims 1 to 6, characterized in that a sealing component (7) is produced from a hand-deformable material with a small modulus of elasticity and the sealing component (7) is partially pressed into the longitudinal joint (4) between the at least one longitudinal member (11) and the at least one roadway slab element (2).Method according to one of claims 1 to 6, characterized in that, before a roadway slab element (2) is placed on 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 a foam or a soft elastomer is fastened. Method according to one of claims 1 to 6, characterized in that, on an upper side (15) of a longitudinal beam (11) in the region of the longitudinal joint (4), a hose (39) is placed, and after the roadway slab elements (2) have been placed on the at least one longitudinal beam (11), a hardenable material (40), preferably a cement mortar, is pressed into the hose (39).Method according to one of claims 1 to 6, characterized in that a hardenable material (40) with a high viscosity is arranged in the region of a longitudinal joint (4) on the upper side (15) of a longitudinal member (11) and next to the side surface (6) of a plate (5) of a roadway slab element (2) on the upper side (15) of a longitudinal member (11). Method according to one of claims 1 to 10, characterized in that at least one sealing component (7) is fastened with adhesive (42) to the upper side (15) of the at least one longitudinal member (11) and / or to the side surface (6) of a plate (5) of a roadway slab element (2). 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 member (11).Method according to one of claims 1 to 13, characterized in that the height position of the upper sides of the assembly bearings (8) which are arranged on the upper side (15) of the at least one longitudinal member (11) is determined before the laying of the. Road slab elements (2) are installed according to the plan specifications. Method according to one of claims 1 to 14, characterized in that the topping concrete (9) is applied in two layers (10), the upper side of the first layer (10) being arranged approximately as high as the upper side of the slabs (5) of the road slab elements (2).

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