EP0410153B1 - Tragkonstruktion für den Fahrweg eines spurgebundenen Fahrzeugs, insbesondere einer Magnetschwebebahn - Google Patents

Tragkonstruktion für den Fahrweg eines spurgebundenen Fahrzeugs, insbesondere einer Magnetschwebebahn Download PDF

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Publication number
EP0410153B1
EP0410153B1 EP90112187A EP90112187A EP0410153B1 EP 0410153 B1 EP0410153 B1 EP 0410153B1 EP 90112187 A EP90112187 A EP 90112187A EP 90112187 A EP90112187 A EP 90112187A EP 0410153 B1 EP0410153 B1 EP 0410153B1
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EP
European Patent Office
Prior art keywords
support
abutment surfaces
equipment
construction according
attachment bodies
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP90112187A
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German (de)
English (en)
French (fr)
Other versions
EP0410153A1 (de
Inventor
Hans Georg Raschbichler
Luitpold Miller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ThyssenKrupp Technologies AG
Original Assignee
Thyssen Industrie AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Thyssen Industrie AG filed Critical Thyssen Industrie AG
Priority to AT90112187T priority Critical patent/ATE75509T1/de
Publication of EP0410153A1 publication Critical patent/EP0410153A1/de
Application granted granted Critical
Publication of EP0410153B1 publication Critical patent/EP0410153B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • E01B25/30—Tracks for magnetic suspension or levitation vehicles
    • E01B25/32—Stators, guide rails or slide rails

Definitions

  • the invention relates to a support structure for the track of a track-bound vehicle, in particular a magnetic levitation train, with a support, at least one piece of equipment and a device for accurately fitting the attachment to the support, the equipment being provided with a functional surface running according to the route and the device on Carrier attached connector body with holes, formed on the connector bodies, arranged according to the course of the functional surface, first stop surfaces, trained on the equipment part, interacting with the first stop surfaces and second fastening screws inserted into the holes for fastening the equipment part to the connector bodies.
  • the invention relates to a method for producing such support structures.
  • Concrete or steel construction routes for track-bound vehicles consist of a large number of supporting structures that follow one another along the route, on which all the equipment parts are mounted that are required for the operation of the vehicles, in particular for carrying, guiding, driving, braking, etc.
  • each supporting structure has a rigid support to which functional parts in the form of lateral guide rails, reaction rails of a long stator motor or the like are attached to functional surfaces.
  • the Carriers are mounted on supports anchored in foundations, measured using customary geodetic methods and then fixed, while the equipment parts are attached to the supports in such a way that their functional surfaces lie exactly on the paths prescribed by the route after the supports have been fixed to the supports.
  • the actual coordinates of the individual points of the functional surfaces may be a maximum of a few millimeters from the respective setpoints, i.e. their theoretical path related X, Y and Z coordinates differ.
  • the supporting structures were initially designed so that the exact position of the equipment parts on the supports had to be produced in a special adjustment step and after the supports had been fixed on the supports (ZEV-Glas. Ann. 105, 1981, No. 7/8, pages 205-215). This made it possible to allow the usual manufacturing tolerances and to subsequently correct the resulting deviations between the target and actual values of the functional surfaces by adjustment.
  • the countersinks and tapped holes for each individual supporting structure are taken into account, taking into account their bearing points on the supports and the other routing regulations (target coordinates of the functional surfaces, assigned routes) section or the like) drilled in such a way that when using spacers of the same length and identical pieces of equipment, the correct position for the functional surfaces is obtained regardless of whether the pieces of equipment are attached to the supporting structure before or after assembly.
  • the known supporting structure makes it necessary to bring the equipment parts parallel to the axes of the countersinks and threaded bores to the connection bodies. This is not always possible or at least associated with difficulties, in particular if, in order to create a redundant and diverse fastening system, form-fitting connecting elements are additionally provided, which are joined perpendicular to the axes of the countersinks or threaded bores (cf. EP-A-0411314 by the same applicant by the same Day) and to prevent the equipment from falling even if the fastening screws fail.
  • the spacer sleeves are additional assembly parts that increase the manufacturing and assembly costs of the entire route.
  • the dynamic behavior that can be achieved by the known type of fastening is not optimal, because the equipment parts can only be fastened to the supports via intermediate pieces and not directly.
  • the invention has for its object to improve the supporting structure of the type mentioned in such a way that the equipment parts are attached directly to the connector body with the omission of the spacer sleeves and during assembly can also be moved transversely to the threaded holes for the fastening screws without this the basic advantages with regard to compliance with the alignment requirements must be waived.
  • a method for producing such support structures is to be specified.
  • the support structure according to the invention is characterized in that the first stop surfaces are formed on projections of the connecting bodies projecting in the direction of the equipment parts and the second stop surfaces bear against the first stop surfaces.
  • the process for the manufacture of such a supporting structure in which in a first process stage the girders with the tolerances customary in steel and concrete construction and the equipment parts with the tolerances required by the routing regulations and in a subsequent operation following the first process stage, the bores in the connecting bodies with the Tolerances required by the routing provisions are inventively characterized in that the carrier is provided with the lugs having the lugs during the first process stage, the lugs being longer than the greatest length required within the route, and that the first stop surfaces in the downstream operation with the tolerances required by the routing regulations are machined by machining the approaches.
  • the equipment parts can also be easily positioned by displacements transverse to the axes of the threaded bores for the fastening screws. Nevertheless, the advantage remains that the first stop surfaces and the threaded holes can be produced using a computer-controlled, cutting tool and thus taking into account all routing regulations and therefore the functional surfaces are automatically arranged in line with the route after tightening the fastening screws.
  • the supporting structure according to the invention is described below using the example of a magnetic levitation train that is driven by a long stator motor. It goes without saying that the supporting structure can also be adapted to other track-bound transport systems with appropriate modifications.
  • the guideway is composed of a plurality of supporting structures which are arranged one behind the other in the longitudinal direction of the route and have a length of, for. B. have about 24 m.
  • Each support structure contains at least one laterally projecting support 1 and is supported on supports, not shown, which are anchored in foundations.
  • Each carrier 1 usually contains a plurality of pieces of equipment 2, the z. B. consist of grooved laminated core of the long stator motor and z. B. have a length of 2 m.
  • windings 3 are inserted, which are fed with three-phase current of variable amplitude and frequency.
  • the excitation field of the long stator motor is generated by support magnets 4, which move with a along the route, only schematic in Fig. 1 Table 5 indicated vehicle are connected and each consist of a magnetic core 6 and an excitation winding 7.
  • the support magnets 4 also provide the excitation field of the long stator motor.
  • the equipment parts 2 are provided on supports 1 attached to both sides of the support structure and the support magnets 4 are provided on both sides of the vehicle 5.
  • the undersides of all pieces of equipment 2 form functional surfaces 8, to which the pole surfaces of the magnetic cores 6 with a floating and moving vehicle 5 have a predetermined distance 9 of z. B. must have 10 mm. Compliance with this distance is ensured by appropriate control systems.
  • the functional surfaces 8 must therefore be arranged parallel to the route with small tolerances and adjoin one another with a slight offset at the joints between the individual pieces of equipment 2.
  • the supports 1 shown in FIGS. 2 to 6 and manufactured in steel construction are provided on their underside with connecting bodies 11 spaced in the longitudinal direction of the route in the form of web plates arranged transversely to the route, to which the equipment parts 2 are fastened with fastening screws 12.
  • the connecting bodies 11 are provided with in the direction of the equipment parts 2, here with projections 14 projecting downwards or protruding from the actual carrier 1 and extending perpendicular to the direction of the route, the free end surfaces of which form first stop surfaces 15 (FIGS. 2 and 6).
  • the lugs 14 and the adjoining parts of the connecting bodies 11 each have a bore 16 (FIG. 5) for receiving one of the fastening screws 12 each.
  • the bore 16 is preferably a threaded bore into which the fastening screws are screwed in without the use of nuts.
  • the equipment parts 2 are provided on their sides facing the connecting bodies 11, here on their upper sides, with cross members 17, the Form or have top surfaces of second stop surfaces 18 (FIGS. 2 and 6) and run exactly parallel to the functional surface 8 of the respective equipment part 2.
  • the cross members 17 are preferably firmly connected to the equipment parts 2, for example with the aid of positive tongue and groove connections and additional gluing, and the stop surfaces 18 are preferably all at the same distance from the functional surfaces 8.
  • the distances between the crossbeams 17 in the longitudinal direction of the route correspond to the distances between the connecting bodies 11 and the lugs 14.
  • each piece of equipment 2 according to FIG. 2 has two cross members 17 and each cross member 17 has two bores 19, the distance between the bores 19 of each cross member 17 corresponding to the distance between the bores 16 of the connecting bodies 11. Therefore, each piece of equipment according to FIG. 2 is fastened to the associated carrier 1 with the aid of four fastening screws 12.
  • the stop surfaces 15 and 18 are placed against each other, the bores 19 are aligned with the bores 16 and then the fastening screws 12 are turned in until their heads rest firmly on the undersides of the cross members 17.
  • the approach of the piece of equipment 2 to the approaches 14 can be done practically from any side.
  • the relative position of the lugs 14 on each individual support structure is selected so that when all support structures are lined up correctly along the travel path and after the predetermined fixation of the supports 1 on the supports, the functional surfaces 8 of all equipment parts 2 lie on the area prescribed by the routing and At the joints of the individual pieces of equipment or the supporting structures, there is no offset of the functional surfaces in any direction beyond the permissible values.
  • the height offset should be negligible, while the lateral offset can usually be a few millimeters.
  • the functional surfaces 8 of the individual pieces of equipment 2 and thus also the associated stop surfaces 15 and 18 preferably lie in planes, so that the entire functional surface of each support structure is formed in the manner of a polygon from a plurality of flat functional surfaces 8.
  • the resulting deviations of the actual values from the target values are tolerable in view of the large radii of curvature of the usual routes.
  • the stop surfaces 15 belonging to any piece of equipment 2 may otherwise lie in the same plane, but also in different planes. In the latter case, the stop surfaces 18 would have to be arranged in correspondingly different planes.
  • the first stop surfaces 15, which are effective as reference surfaces for the position of the functional surfaces, are preferably produced in that the carrier 1 is provided with the connection bodies during the production process and these already have the projections 14.
  • the lugs 14 are given a length which is slightly greater than the longest lug 14 required within the entire travel path.
  • the approaches 14 are preferably processed analogously to known methods (US Pat. No. 4,698,895) in a work step following the manufacturing process of the supporting structure by means of computer-controlled tools.
  • FIGS. 7 to 11 provides a fastening device which is redundant and diverse and, in addition to the embodiment according to FIGS. 2 to 6, has a device which prevents the equipment parts from falling even if all fail Fixing screws 12 limited to a preselected value.
  • This device preferably has positive-locking fasteners which are not loaded during normal operation and which only become effective when the fastening screws fail.
  • FIGS. 7 to 11 corresponds with regard to the positioning of the equipment parts 2 on the carriers 1 of the embodiment according to FIGS. 2 to 6 except for the difference that the approaches and first stop surfaces are not are molded directly onto the connector body.
  • connecting bodies 21 are provided with holes 22 in which round rods 23 z. B. are fixed by welding.
  • the free ends of the round rods 23 protruding from the bores 22 form projections 24 (FIGS. 7 and 11) projecting over the connecting bodies 21, the end surfaces of which are the first stop surfaces 25 (FIG. 11).
  • the connecting bodies 21 each have two recesses 26 with axes parallel to the stop surfaces 25 and bores 27 which are formed in the exemplary embodiment in the round rods 23, have axes perpendicular to the stop surfaces 25 and preferably consist of threaded bores.
  • the equipment parts 2 are provided with cross members 28, which have second stop surfaces 29 (FIG. 11) and in this respect correspond to the cross members 17.
  • the traverses 28 are, however, provided with molded or otherwise attached webs 30 (FIG. 11) which are arranged perpendicular to the stop surfaces 29 and extend in the direction of the connecting bodies 21.
  • webs 30 At these webs 30 are bolt-shaped securing elements 31 z. B. attached by welding, the axes of which run parallel to the stop surfaces 28.
  • the spacing of the securing elements 31 corresponds to the spacing of the recesses 26.
  • the cross sections of the recesses 26 are preferably somewhat larger than the outer cross sections of the securing elements 31. On the one hand, this simplifies the assembly of the equipment parts 2 and, on the other hand, enables the associated equipment part 2 to be lowered or offset by a defined value if both fastening screws 12 of a cross member 28 break e.g. B. maximum 2 mm to 3 mm. As a result, a corresponding height offset between the adjacent functional surfaces 8 occurs in the area of the joint to the neighboring piece of equipment, which is visible from the outside. Therefore, double screw breaks can be determined by driving down the route by means of a measuring train or the like and can be repaired immediately. Alternatively, it is possible to equip each vehicle with a distance sensor or the like, which responds to a height offset at the joints of adjacent pieces of equipment 2, so that each vehicle can automatically check the route for any errors.
  • the securing elements 31 are expediently produced in such a way that they are located at identical locations in all pieces of equipment 2 and have the same shape and size.
  • the recesses 26 by means of a computer-controlled tool, for. B. a drilling tool, during the production of the holes 27 and the stop surfaces 25 attached in line with the route.
  • a computer-controlled tool for. B. a drilling tool
  • the axes of the recesses 26 are formed parallel and at such distances from the first stop surfaces 25 as the distances of the axes of the securing elements 31 from the second stop surfaces 29 correspond.
  • This can be done in a simple manner in that the device known per se (US Pat. No. 4,698,895) is provided with a further tool and in the production of the recesses 26 of any connecting body 21 during the subsequent operation, the coordinates required for controlling the tool the stop surfaces 25 of the same connection body 21 are related.
  • Carriers 35 made in concrete construction, having a slack reinforcement 34 can also be arranged on their underside, as shown in FIGS. 12 and 13, also with connecting bodies 36 spaced in the longitudinal direction of the route, preferably made of steel, in the form of transverse to the route Neten web plates are provided.
  • the connecting bodies 36 have at one end of middle sections 37 preferably flange-like mounting plates 38 and at the other ends of the middle sections 37 the lugs 14 and 24 corresponding lugs 39 forming the first stop surfaces, to which the equipment parts 2 are fastened by means of the screws 12.
  • the mounting plates 38 are poured into the concrete during the manufacture of the supports 35 and, as the reference numeral 40 in FIGS. 12 and 13 indicates, preferably firmly connected to the reinforcement 34. Otherwise, the arrangement can be made according to FIGS. 1 to 11.
  • the mounting plates 38 are preferably poured into the concrete in such a way that their undersides are flush with the underside of the carrier 35.
  • the middle sections 37 can be kept very short or completely absent and the lugs 39 can be molded directly onto the mounting plates 38. This results in a mechanically very stable and compact design.
  • the carrier 35 can be provided with recesses in the area of the lugs 39, which facilitate the attachment of the tools required for machining the lugs 39.
  • the invention is not limited to the exemplary embodiments described, which can be modified in many ways.
  • it is not necessary to form the bores 16, 27 for the fastening screws 12 in the lugs 14 or round rods 23. Rather, it would also be possible to attach them to other areas of the connecting bodies 11, 21 and equipment parts 2 lying outside the stop surfaces 15, 25.
  • it is possible to provide more or less than four fastening screws 12 or more than two cross members 17, 28 for fastening an equipment part 2.
  • the number of pieces of equipment 2 provided per carrier can also be freely selected in principle.
  • other items of equipment e.g. B. from Fig.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)
  • Connection Of Plates (AREA)
  • Vibration Prevention Devices (AREA)
  • Conveying And Assembling Of Building Elements In Situ (AREA)
EP90112187A 1989-07-25 1990-06-27 Tragkonstruktion für den Fahrweg eines spurgebundenen Fahrzeugs, insbesondere einer Magnetschwebebahn Expired - Lifetime EP0410153B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT90112187T ATE75509T1 (de) 1989-07-25 1990-06-27 Tragkonstruktion fuer den fahrweg eines spurgebundenen fahrzeugs, insbesondere einer magnetschwebebahn.

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE3924557 1989-07-25
DE3924557 1989-07-25
DE3928277A DE3928277C1 (enrdf_load_stackoverflow) 1989-07-25 1989-08-26
DE3928277 1989-08-26

Publications (2)

Publication Number Publication Date
EP0410153A1 EP0410153A1 (de) 1991-01-30
EP0410153B1 true EP0410153B1 (de) 1992-04-29

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP90112187A Expired - Lifetime EP0410153B1 (de) 1989-07-25 1990-06-27 Tragkonstruktion für den Fahrweg eines spurgebundenen Fahrzeugs, insbesondere einer Magnetschwebebahn

Country Status (6)

Country Link
US (1) US5370059A (enrdf_load_stackoverflow)
EP (1) EP0410153B1 (enrdf_load_stackoverflow)
JP (1) JP2684439B2 (enrdf_load_stackoverflow)
CN (1) CN1038267C (enrdf_load_stackoverflow)
CA (1) CA2021653C (enrdf_load_stackoverflow)
DE (2) DE3928277C1 (enrdf_load_stackoverflow)

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ATE197206T1 (de) * 1996-02-12 2000-11-15 Thyssen Transrapid System Gmbh Verfahren zur herstellung einer elektromagnetischen baugruppe für eine magnetschwebebahn
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DE102004012746A1 (de) 2004-03-15 2005-10-06 Thyssenkrupp Transrapid Gmbh Magnetanordnung für ein Magnetschwebefahrzeug
DE102004012748A1 (de) 2004-03-15 2005-10-06 Thyssenkrupp Transrapid Gmbh Magnetanordnung für ein Magnetschwebefahrzeug
DE102004013690A1 (de) 2004-03-18 2005-10-06 Thyssenkrupp Transrapid Gmbh Magnetschwebefahrzeug mit Luftfedersteuerung
DE102004018308A1 (de) 2004-03-19 2005-10-06 Thyssenkrupp Transrapid Gmbh Magnetschwebebahn mit einer Vorrichtung zur berührungslosen, induktiven Übertrangung von Energie von einem Fahrweg auf ein Magnetschwebefahrzeug
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Also Published As

Publication number Publication date
US5370059A (en) 1994-12-06
JP2684439B2 (ja) 1997-12-03
JPH0366801A (ja) 1991-03-22
CA2021653A1 (en) 1991-01-26
CN1038267C (zh) 1998-05-06
EP0410153A1 (de) 1991-01-30
DE59000105D1 (de) 1992-06-04
CA2021653C (en) 1999-07-06
DE3928277C1 (enrdf_load_stackoverflow) 1990-12-13
CN1049884A (zh) 1991-03-13

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