EP1597434A1 - Fahrbahn für magnetschwebebahnen und herstellungsverfahren dafür - Google Patents
Fahrbahn für magnetschwebebahnen und herstellungsverfahren dafürInfo
- Publication number
- EP1597434A1 EP1597434A1 EP04701342A EP04701342A EP1597434A1 EP 1597434 A1 EP1597434 A1 EP 1597434A1 EP 04701342 A EP04701342 A EP 04701342A EP 04701342 A EP04701342 A EP 04701342A EP 1597434 A1 EP1597434 A1 EP 1597434A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- cross member
- girder
- cross
- roadway
- guideway
- 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.)
- Granted
Links
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
- E01B25/305—Rails or supporting constructions
Definitions
- the invention relates to a carriageway for magnetic levitation trains (MSB), with a resting on bearings or supports and extending in the direction of travel supporting structure with system components arranged thereon for carrying and guiding a vehicle.
- MSB magnetic levitation trains
- brackets are attached to two long sides of a carrier, which are used to fasten an attachment.
- the brackets are made with oversize on surfaces that are used to fasten add-on parts, so that position errors of the carrier with regard to the desired gradients can be compensated for by reworking.
- the formation of the route and gradient in the permissible tolerances is carried out by the overall system, i.e. each carrier must be individually adapted to these requirements.
- the high-precision manufacture of large-span structures and the inevitable associated post-processing to meet the requirements for MSB traffic increase the effort for the production.
- the object of the invention is to provide a roadway which on the one hand meets the high requirements for dimensional accuracy and on the other hand is economical to manufacture.
- the supporting structure consists essentially of a standardized prefabricated part and the system components are components of a guideway which is placed on the supporting structure.
- the system components are components of a guideway which is placed on the supporting structure.
- Magnetic levitation trains are the system components of horizontal support surfaces, vertical side guide surfaces and stators.
- the invention therefore pursues the concept of building a carriageway from two component groups, namely the supporting structure and the guideway, which are connected to one another in such a way that only the components of the second group define the final position of the route. Only they are in direct "contact" with the vehicle. Therefore, the structure, a heavy component with large dimensions, can be subject to less stringent dimensional accuracy requirements. The tolerances of the route, which is smaller and therefore easier to handle, are subject to the strict requirements Requirements that have to be met for the vehicle system
- This construction method offers the essential advantage of being able to compensate for the perfection of the previous assembly, here the supporting structure, when assembling the following group, namely the track.
- the components of both assemblies can be manufactured on site as well as in the factory as finished parts. So far, the production of prefabricated parts adapted to the route of the route in the factory has mainly been preferred.
- at least the supporting structure now consists essentially of a standardized finished part. Standardized prefabricated parts are to be understood as components that always have the same dimensions regardless of the route parameters at their installation location in the route.
- the use of such prefabricated parts for the supporting structure not only enables the large and heavy components of the guideway system to be manufactured particularly economically, but also reduces the logistical effort and more flexible handling of the prefabricated parts both in the manufacturing plant and on the construction site and for maintenance. They can be pre-produced, stored and delivered to the construction site in any order. Even with a small amount of finished parts in stock, damaged or destroyed parts can be exchanged without any significant delay.
- An advantage of the present invention is therefore the economical production of a guideway for MSB with the customary and achievable requirements for its components for realizing a competitive principle of construction. Depending on the requirements of the system components, different levels of precision in the manufacture of the system components can be distinguished.
- the structure must meet certain, already relatively narrowly defined basic criteria with regard to shape retention, deformation and torsion, coordinated with the load influences as well as with the requirements from shrinkage, creep and forced temperature.
- the track as an essential part of the system unit, however, is subject to significantly higher conditions and must meet very high standards in terms of tolerance due to the system requirements.
- the basic idea of one grows from the different requirements of the individual levels Modular system, the individual parts of which are matched to the respective requirements and tasks, and thus material and system-oriented optimization of individual components takes place. This basic idea derives on the one hand from the structure, which must meet basic static dynamic conditions and requirements, and on the other hand from the actual travel path, which must have sufficient adjustment and adjustment options in order to be able to meet the requirements of narrow tolerance limits.
- a solid structure of simple design is thus supplemented by a path which is very variable in its adjustment and assembly properties to form a full roadway girder which fulfills all the favorable properties of a structure of simple construction and a path with high precision in the state of use.
- the structure is understood as a bridge structure and the guideway as a separate unit that compensates for the inaccuracy of the structure and is assembled and completed with high accuracy. This makes it possible to comply with the significantly stricter requirements for the support system and the track, especially for MSB.
- the structure comprises a reinforced concrete beam, preferably prestressed in its longitudinal direction, in particular one with a hollow box cross section.
- This technology enables components to be manufactured that are lightweight in relation to their span.
- the supporting structure comprises a single-field or two-field beam. This advantage is reflected in lower transport costs and easier installation.
- the structure of the structure as a girder on individual foundations or supports must be provided above all if the foundation is problematic or if the road surface is clearly above ground level.
- an alternative embodiment of the invention provides that the structure is a strip foundation. A large-scale load transfer into the subsoil can significantly reduce the effort for foundation measures; The production of the structure can also be rationalized in this variant by using prefabricated parts.
- the lane can basically be divided into any number of assemblies.
- a three-part construction of the carriageway according to the invention consisting of the supporting structure and a cross member and system components having a track, which comprises transverse members arranged transversely to the direction of travel and at a distance from one another, has long sides and end faces, with a system carrier being attached to at least one of the end faces of a cross member is.
- a cross member is to be understood as a component which is arranged with its main extent transverse to the direction of travel on the supporting structure and absorbs and receives the forces from the system supports the structure forwards.
- a system carrier is to be regarded as a system carrier, which comprises several system components arranged linearly next to one another.
- the various structural supports or assemblies are combined according to the invention by a stacked construction.
- the structure or roadway girder is added and finally the system girder to the complete guideway, which meets the requirements for accuracy and dimensional accuracy of the final MSB guideway.
- High demands on the accuracy and dimensional accuracy during production are only made on system parts of the last expansion stage, i.e. on the system carriers.
- Inaccuracies in the primary support system are compensated for when the subsequent support system is installed.
- the tolerances of the primary support system can therefore be chosen larger than those of the subsequent system. Compensation of any kind of deviations, such as lowering of the supports, lack of dimensional accuracy or imperfections, is possible within the modular assembly.
- the route and gradient can be mapped and the position and altitude can be adjusted by arranging the respective module systems.
- the top of the structure is intended for fastening the cross members.
- compartments are formed on the structure, in which the cross members are inserted.
- the compartments can be formed as recesses in the top of the structure or be formed by upstands. In any case, they determine the position of the crossbeams more or less precisely through their arrangement.
- the cross member can be manufactured on the construction site and thus adapted to the routing requirements. Or it can be manufactured as a finished part in the factory in accordance with the routing specifications determined on site.
- An advantageous embodiment of the invention therefore provides that the cross member is also a standardized finished part. For them, too, the advantages of industrial production of identical parts in large quantities and the associated logistics advantages can be used.
- the cross member as a secondary structure must meet higher dimensional stability requirements than the primary structure. These requirements of consistently high quality must also be met, especially in series production under the favorable manufacturing conditions of a production facility.
- the cross beams of the carriageway according to the invention can also be created in one of the designs mentioned above for the structure, the choice of design of the cross beam depending on the possibility of connecting the cross beam to the structure. It is advantageous if the cross member to be mounted on a concrete beam is a reinforced concrete beam that is preferably prestressed in its longitudinal direction.
- the cross member can also be equipped with a slack steel reinforcement, a preload to avoid tensile forces in the However, concrete increases the lifespan of the cross member above average. When choosing concrete as a building material, it is also easy to attach the crossbeam using grouting or in-situ concrete.
- the prestress in the crossbeam can be applied using the technologies known in prestressed concrete construction.
- the cross member has single-rod anchors with an immediate bond as tendons, because the installation of cladding tubes and their subsequent pressing can be dispensed with.
- the system carriers for carrying and guiding the vehicle are attached to the front of each cross member. Any suitable fastening such as screws, dowels, etc. is basically conceivable for this.
- An advantageous embodiment of the invention is when the cross member has head plates for attaching the system carriers to its end faces.
- the length of a cross member is determined by the required width of the route minus the construction width of the system carrier measured transversely to the direction of travel.
- the head plates, which represent the stop levels of the system girders can already be positioned very precisely in the factory under ideal working conditions and the exact length of the cross girders can thus be produced with high precision. This means that there is no need to correct their position in the longitudinal direction of the crossmember when installing the system carrier.
- Anchor plates for the tendons are required to apply the prestressing force in the cross member.
- the head plates are at the same time anchor plates in the prestressing of the cross beams. This double function of the head plates saves a component and its assembly and thus simplifies and reduces the cost of manufacture.
- an advantageous alternative to the aforementioned embodiment provides that the head plate is at the same time an anchor plate for the slack reinforcement of the crossbeams.
- the head or anchor plates have devices both for applying the pretensioning force and for fastening the system carriers. Because the coupling of the forces introduced via the system beams with those from the prestressing via the head plates represents a very economical construction of the reinforcement arrangement.
- connection of the system carrier to the cross member must also be tensile and compressive forces.
- Transfer lateral forces This can be done by positive, non-positive or a combination of both.
- it has the cross member facing away from the head plates on a structure that is in positive engagement with a corresponding surface of a connection plate on the system carrier.
- An advantageous embodiment of the structure is fluted, ribbed, pinned, toothed or only roughened. In this way, the surface design creates a non-positive connection of the system carrier to the cross member. It also enables a certain tolerance compensation in the vertical direction if, according to a further advantageous embodiment of the invention, the fastening of the system carrier has elongated holes.
- An alternative embodiment of the invention for retrofitting the system carrier to the cross member provides that the system carriers are connected monolithically to the cross member via built-in parts. This results in a pre-assembly of the guideway as rust from cross beams and system girders in the factory and the block-by-block installation of the guideway on the supporting structure. This means that an assembly step in the factory can be anticipated and saved there under more favorable conditions than on the construction site. In this way, the inspection and maintenance work required on the coupling of cross members and system carriers is no longer necessary for operational safety.
- a cross member according to an embodiment of the invention that is alternative to a prestressed cross member has sections concreted only at end regions and a steel girder, for example a structural steel framework, in a central region. Factory pre-tensioning is not required with such a cross member, but in addition to the better bonding effect, it is lighter and thus leads to savings, at least during transport.
- the cross member is essentially made of steel.
- the cross member is in a central area of its long sides with composite agents, e.g. Head bolt, equipped. This cross member is also lighter than one made of concrete and thus leads to savings in transport and processing
- the crossbeam therefore has additional reinforcement bars arranged transversely to its longitudinal direction and at a distance from one another as connecting reinforcement. Additional reinforcement can be inserted in the middle section of the slack-reinforced cross member with a structural steel framework. Separate receptacles must be provided for this in the preloaded cross member. In the case of steel cross beams, the additional reinforcement bars can advantageously be welded on. Depending on the respective materials of these components, any fastening can be considered for fastening the crossbeam to the structure.
- a last advantageous embodiment of the device according to the invention provides that the cross member is fastened to the supporting structure in a monolithic combination by in-situ concrete supplementation.
- the fixation of the cross beams by means of in-situ concrete can be infinitely adjusted to their required position and can also be used successfully if deviations from the target condition occur on the mounting surfaces of the components, for example as a result of minor damage.
- this fastening method can be applied equally to all types of crossmember, so that the types of crossmember can be changed as desired within the course of the route without having to change devices or tools for fastening the different crossmembers.
- a method for producing a carriageway for magnetic levitation trains with a structure resting on bearings or supports and extending in the direction of travel and a guideway arranged thereon with system components arranged thereon for carrying and guiding a vehicle which comprises the following steps : a) Manufacture of the structure as a standardized precast element with lower accuracy, b) Laying the structure on supports or bearings as the primary structure, c) Placing and adjusting the guideway on the structure as a secondary structure and d) Fixing the position of the guideway on the structure at a higher level Accuracy.
- the inventive method is therefore based on the construction of the roadway from a primary and a secondary structure.
- the secondary structure i.e. the track that includes the system components for the vehicle, is placed on the primary structure. It is not the primary structure that determines the final position of the vehicle's system components, but rather the secondary structure, because only this is in "contact" with the vehicle.
- the carriageway is assembled on site in several steps in the manner of a modular system for the supporting structure and track.
- the carriageway girder (the supporting structure) is only the primary supporting structure in the overall system of the modular system and, as such, less stringent requirements are placed on the carriageway girder (the supporting structure). In contrast to other procedures and lanes, there are no special requirements for the component.
- the girder (the supporting structure)
- a special manufacturing method can therefore be dispensed with.
- the guideway is placed on the structure, which is a primary structure of the carriageway.
- the route can be manufactured both on site and in a precast plant.
- An advantageous embodiment of the invention provides that the guideway is also essentially produced from standardized prefabricated parts. This means that the advantages of industrial production of standardized finished parts, namely consistently high quality with large quantities, can also be exploited on the track.
- standardized components offer logistical advantages not only in manufacturing, but also in transport, interim storage, installation and maintenance.
- the construction of the carriageway girder in a modular system is much easier because the necessary formwork does not have to be adjusted.
- When transporting and installing there is no need to pay attention to sensitive built-in parts or connection system carriers. Moving the carriers and installing them on site is exact, but not with high precision. Inaccuracies in position can always be compensated for within the guideway structure. It is therefore not necessary, as with existing systems, to install a heavy guideway beam with the highest precision on site.
- the simple carriageway girder (the supporting structure) is installed at the installation site without increased demands on the positional accuracy. It is not necessary to rework the carriageway girder (the supporting structure) on site, as is necessary with existing systems.
- the advantage of the construction process in the modular system therefore favors the manufacturing process of the finished parts: largely standardized finished parts are used, which, depending on the affiliation to a component group to be processed sooner or later in the construction process, are manufactured with less or higher accuracy.
- the time-consuming production of high-precision parts is reduced to that of the system components of the vehicle. This keeps the high demands on these components away from the heavy and large components of the structure.
- the structure is to be understood on the one hand as supporting structures that are usually also used in bridge construction. It is therefore generally subject to slight restrictions with regard to material or dimensions.
- An advantageous embodiment of the invention consists in the fact that the supporting structure comprises a girder, which is manufactured as a prestressed one- or two-field girder from reinforced concrete.
- the choice of the span and span of the girder depends on its dimensions and depends on the boundary conditions to be observed, for example the route and the transport options.
- the pre-tension serves to prevent tensile loads caused by deformations due to dead weight and / or subsequent loading.
- the structure can also be understood to mean constructions that do not allow the load to be transferred selectively, as in the case of the bridge structures, but rather linearly.
- An alternative embodiment of the invention therefore provides that the structure is manufactured as a strip foundation. In general, this does not have to be founded as deeply, which reduces the effort for earthwork.
- the manufacture of this type of structure can also be rationalized by using prefabricated parts.
- the building hardly protrudes above the ground level, which makes it easier to fit into the landscape.
- the route can take many forms. In any case, on the one hand, he must provide the system components for the vehicle in a functionally appropriate manner and in the desired routing parameters. This is advantageously done by a system carrier, which comprises several linearly arranged system components. On the other hand, it must be possible to mount it on the structure in such a way that the intended alignment, gradient and inclination can be achieved.
- the guideway is essentially made of cross members, which are arranged transversely to the direction of travel and at a distance from one another and have long sides and end faces, system carriers being fastened to the end faces.
- This design enables high-precision routing on the basis of the coarse-grained structure, because each individual cross member can be adjusted in terms of height and cross slope on the structure. It can therefore be used particularly advantageously, for example, in curves with a variable radius, that is to say in clothoid areas, or sections of track with changes in inclination.
- the dimensions of the crossmember as an essential part of the guideway are subject to very narrow tolerance ranges.
- the cross member is also a highly stressed component. Therefore, according to an advantageous embodiment of the invention, the cross beams are prestressed in a fitted bed. The preload reduces deformation under load and increases the service life of the components.
- the compact components can be mass-produced economically in standardized dimensions. Because of the possibility of adapting each individual cross member to the routing parameters, any routing can still be achieved.
- the cross girder in the overall system of the modular system is the primary structure with low requirements for accuracy
- the cross girder is the concrete component with the highest demands on manufacturing precision.
- the component is very compact in size and series production is possible in large numbers, the requirements, unlike other methods and roads, are not included in a large component variable dimensions, but in the context of series production continuously and on a large number of identical components.
- the technology used in prestressed concrete construction can be used to preload the cross beams.
- the cross members are pretensioned with single-rod anchors with an immediate bond, because with this pretensioning method the installation and subsequent pressing of cladding tubes can be dispensed with.
- anchor plates which also serve as head plates for connecting the system carriers, are arranged on their end faces for prestressing the crossbeams. This measure reduces the use of materials and the manufacturing costs. Compensation of the perfection of the cross member is still possible in the factory through the option of reworking the front head plates. There is no need to adapt the system components on site.
- the cross members can also be manufactured as semi-finished parts without prestressing, the cross members being concreted only at end sections and leaving a steel girder free in a central area.
- the semi-finished parts then preferably have a reinforcing steel framework.
- a further advantageous embodiment of the invention provides that the crossbeams are made from steel.
- composite materials e.g. Head bolt, welded on. Due to their lower weight, these crossbeams lead to savings in transport and installation.
- the finished or semi-finished part of simple design is manufactured in large quantities in industrial mass production.
- the high demands on dimensional accuracy and quality can be met by industrial production.
- the low weight of the component allows easy handling during transport and assembly. It is also possible to dispense with on-time production compared to other methods and lanes, since the component due to its dimensions and weight is also suitable for prefabrication in stock and can then be called up as required.
- Even sections of the line with an unchanged cross-section can generally be created from individual cross beams, on the front sides of which the system beams are mounted. Because of the unchanged dimensions in such areas, however, it is advisable to prefabricate the guideway as a grate from several cross members and one system carrier on the end faces.
- the assembly of the guideway is much easier, because instead of the time-consuming adjustment of each individual cross member on the top of the structure, only the grate has to be adjusted. It can be installed in advance either under the advantageous conditions, for example, in a hall in the factory or near the installation location on a flat underlay.
- the guideway can also be constructed from plates or surface structures with a preferably rectangular plan, in which the system carriers are attached to two opposite sides, preferably the long sides. This type of construction is particularly useful in station areas.
- the fastening of the cross members or the grate to the structure can be simplified by providing fastening devices on the structure at regular intervals.
- the travel path has compartments or recesses on its upper side facing the vehicle, into which the crossbeams of a grate or the crossbeams are inserted individually.
- the compartments can be formed in the spaces between cuboids, which are arranged at a distance from each other on the top of the structure. Alternatively, they can also be formed between comparable upstands.
- the compartments already indicate the approximate position of the cross members, which simplifies the pre-assembly.
- An advantageous embodiment of the invention provides that the position of each cross member is adjusted with regard to height and / or cross slope.
- the alignment parameters of the gradients are thus produced with high accuracy and regardless of inaccuracies in the structure.
- the position of the system beams can also be essentially predetermined, so that they no longer have to be measured separately.
- a suitable fastening must be selected to secure the position of the adjusted cross members.
- it can consist of a screw connection or clamping.
- the cross members are braced in the longitudinal direction of the guideway girder.
- the bracing devices can be supported on the adjacent cross member, so that several cross members are braced with one another and the last ones against an abutment. If the crossbeams are in compartments, each individual crossbeam can be clamped between the vertical walls facing its side faces and thus secured in its adjusted position.
- the adjusted position of the guideway or crossmember is permanently fixed.
- the guideway or crossbeam is made of reinforced concrete, it is advantageous that the position of the crossbeam or grate is fixed by the installation of in-situ or grouting concrete to map the route and the gradient of the space curve of the carriageway.
- This method represents a simple and extremely resilient fastening of the guideway.
- the in-situ concrete addition improves the static load-bearing capacity of the carriageway by creating a composite load-bearing effect between the structure and the crossbeam, i.e. between the primary and secondary structures, in the longitudinal and transverse directions.
- the in-situ concrete therefore has a statically load-bearing function.
- the cross member and the supporting structure connects the cross member and the supporting structure to a monolithic component, namely the roadway, so that the dimensions of the components of the roadway can be dimensioned smaller, and the overall supporting structure of the roadway can be calculated more easily. This ensures compliance with the deformation criteria.
- the amount of in-situ or grouting concrete required to fasten concrete cross beams can be significantly reduced when using compartments, recesses or upstands on the structure.
- the in-situ concrete supplement in the sleeper compartments does not connect highly stressed support points, individual fastenings by potting to the supporting structure, but rather the flat-mounted sleeper or the cross member is only fixed precisely and non-positively and connected to the supporting structure to form a monolithic component.
- the load transfer at the individual support point, the mounting of the stator bar, is guaranteed via the finished part of the crossbeam and is manufactured in the factory with high quality.
- the load is transferred via the flat load transfer of the cross member or sleeper base and flank into the upper chord of the structure. No negative influences on the in-situ concrete network can be determined from dynamic loading.
- Fig.2 a cross section and a longitudinal section through a guideway girder as
- FIG. 3 two sectional views through a precast cross member in reinforced concrete construction without
- FIG. 4 two sectional views with a precast cross member in reinforced concrete construction with
- Fig. 5 two sectional views through a semi-finished cross member in reinforced concrete construction with connecting reinforcement
- FIG. 6 shows three views of a cross member made of steel; 7 shows a section through a guideway girder according to FIG. 1 or FIG. 2 without transverse inclination; 8 shows a section through a guideway girder with a transverse incline; 9 shows sections through guideway girders with different cross inclinations; 10 detailed views of the attachment of the system carrier to a cross member; Fig. 11 top view and side view of adjusted and braced cross member according to Fig. 3 without
- Fig. 12 Top view and side view of adjusted and braced cross member according to Fig. 4 with
- Fig. 13 polygonal arrangement of single span beams in the arch and tub and Fig. 14: possible deviations of the actual position of the structure from the target position.
- FIG. 1 shows a guideway girder 1 according to the invention for a magnetic levitation railway in concrete construction. It comprises a supporting structure 2 and a travel path 3.
- the supporting structure 2 rests on bearings 5 via a cross member 4.
- the tag structure 2 can be mounted on a support (not shown) in the elevated construction.
- the travel path 3 is divided into individual cross members 6, on the end faces 7 of which system supports 8 are arranged, which have slide strips 9, side guide surfaces 10 and stators 11.
- the actual structure 2, the carriageway girder, is a prestressed concrete hollow box cross-section with vertical webs 12. For design reasons, these can also be designed with a 7: 1 tightening.
- the static system of the structure 2 is a two-field girder with a span of 12.40 m and a transport length of 24.80 m.
- the carriageway girder 2 is produced as a pure supporting structure without a system girder for the actual guideway 3 in the precast plant in formwork with a fitted bed and with combined prestressing from an immediate and subsequent combination.
- the carrier 2 receives about 80% of its pretension as a pretension in the immediate bond through individual strands, not shown, only 20% of the pretension are required through pretension with a subsequent bond.
- a slack steel reinforcement also not shown, is only required in the web 12 for the absorption of the thrust and the torsion. In the remaining cross-section, the slack steel reinforcement is otherwise constructive, e.g. to minimize cracks.
- the carriageway girder 2 can also be designed as a single-field girder according to FIG. 2 with a span of 12.40 m. 70% of the prestressing is required by prestressing with subsequent bonding, the cross section is given a 25% greater height.
- 4 fillers 43 are suspended or concreted between the cross members.
- the traverses 4, in particular in connection with a linear mounting of the carriageway girder 2 can also be continuously concreted on instead of only at the ends of the carriageway girder 2.
- the prestressing concept for beams according to FIG. 1 and FIG. 2 is selected so that the design criteria, minimizing the deformation, are met.
- the carriageway girder 2 is prestressed true to shape, so that 3 deformations cannot arise from the dead weight or from the subsequent loading due to the construction of the guideway.
- the cross-section Under constant load and preload, the cross-section is centrally overpressed and shows no deformation as a deflection.
- the cross-section, the tendon guide and the arrangement of the strands in the immediate bond are selected so that there is no deflection from creep deformation. Only a minimal shortening of the beam due to creep is possible.
- the finished part 2 according to FIG. 1 is produced in the fitted bed with the total length of the two-field beam.
- Cross bulkheads in the column area are not necessary.
- the carriageway girder 2 is supported by a crossbeam (cross member) 4, which enables the necessary spreading of the bearings 5.
- the cross members (the cross members) 4 and the load transfer from the bearings 5 no transverse bulkhead is required. It is also possible to dispense with the formation of an end plate at the end of the beam for anchoring the tendons and strands. An end plate is retrofitted to the beam ends in the box girder only for design reasons.
- the simple design, vertical webs 12, clear cross-sectional geometry, a large proportion of prestressing with immediate connection and the omission of transverse bulkheads enable economical series production of standardized roadway girders 2. Since the roadway girders 2 are always straight in shape, they can be manufactured as prefabricated parts in the formwork are made without adapting the girder formwork to route specifications. A dead weight of approx. 55 tons allows economical transport and assembly of the carriageway girder 2 as a two-field girder.
- cutouts 14 are provided over the entire cross-sectional width at a distance of 1.033 m - the predetermined system dimension for the arrangement of the stators 11.
- the recesses 14 have a depth of approximately half the thickness of the upper flange 13 and a width of approximately 30 cm.
- the recesses 14 are used to accommodate cross members 6, similar to the thresholds of the classic wheel-rail superstructure.
- the recesses 14 are aptly referred to as threshold compartments. Two examples of the design of the cutouts or compartments 14 are shown in FIGS. 11 and 12a, 12b
- cross beams 6 Centrally prestressed reinforced concrete beams, so-called cross beams 6, with a length of 2.20 m are inserted into these sleeper compartments 14.
- the cross members 6 are shown by way of example in FIGS. 3a and 3b. They are prestressed by single-rod anchors 16, which are connected to end plates 7 on the end faces 7 of the cross members 6 and are surrounded by shear reinforcement brackets 36. Threaded sleeves 32 are flanged to the head plates 15, which are connected to the sinkers 16 in a tensile manner. They serve on the one hand to transmit the prestressing force to the single-rod anchor 16 during the manufacture of the crossbeams 6, and on the other hand to receive screws 27 for fastening the system supports 8 in the final state (cf. FIG. 9a).
- the cross members 6 are prestressed in the pre-fabricated bed in the pre-fabricated bed under specified manufacturing and curing conditions.
- the connection or top plates 15 made of steel or cast steel for receiving the MSB functional level (slide bar 9, side guide 10, stator 11, not shown in FIG. 3) are already installed in the factory on the end faces 7 of the crossmember 6.
- the cross member 6 including the built-in parts are manufactured industrially with the highest quality and greatest accuracy.
- the cross member 6 is the concrete component with the highest requirements for dimensional accuracy.
- the system width of the MSB system in the transverse direction, the y direction according to FIG. 1, is set at exactly 2800 mm via the width of the cross member 6. It is therefore necessary for the component cross member 6 to be required to meet the highest manufacturing requirements.
- the carrier 6 between the two steel head plates 15, which serve to receive the system carrier 8, must have an exact length of 2200 mm.
- the cross member 6 must absorb the forces from the system carrier 8 via screw connections described in more detail below and lead them to the roadway carrier 2.
- the cross member 6 is also prestressed in the fitted bed.
- the peculiarity of the pre-tensioning is characterized in that single-rod anchors 16 with an immediate bond are used, which use the end plates 15 for fastening the system carriers 8 as anchor plates.
- Slack steel reinforcement is only required for structural accuracy and suitability for use.
- the cross member 6 can also be dimensioned with slack reinforcement using BSt 500 S.
- BSt 500 S the advantages of prestressed concrete while avoiding decompression under traffic increase the durability disproportionately.
- the combination of anchoring the forces introduced with the prestressing is the most economical conception of the reinforcement arrangement.
- the dimensions of the cross member 6 are very favorable for a finished part. Similar to the production of prestressed concrete sleepers for conventional track construction, the MSB cross member 6 can be mass-produced in industrial quantities. Quality assurance measures and routine processes in industrial production enable compliance with the required tolerance and quality. The low weight and the selected dimensions enable simple and efficient handling during transport and storage, but above all during assembly.
- a cross member 6 " can also be manufactured as a prefabricated part according to FIGS. 5a and 5b.
- a structural steel framework 17 made of horizontal reinforcing steel bars 31, vertical shear reinforcement 36 and diagonal shear reinforcement 37 is arranged in the central region of the cross member 6 " and only the ends of the cross member 6 " In this case, prestressing cannot be introduced into the crossbeam 6 " , the girder 6 " is then reinforced with structural steel.
- an additional composite effect takes place in the sleeper compartment 14. Also one is Additional inserted reinforcement (connecting reinforcement) 18 in the longitudinal direction of the path is possible in this area.
- FIG. 6 shows an alternative embodiment of a cross member 6 '"made of steel. It consists of two spaced webs 39, which are connected to one another at their end faces via two head plates 15 ' and at their end regions by flanges 40.
- the flanges 40 allow a central region of the Cross member 6 ' "freely, with which this is either inserted into a sleeper compartment 14 of the structure 2 or freely placed on the structure 2 and poured there by means of in-situ concrete addition.
- head bolts 41 are welded in the central region of the cross member 6 '" .
- the composite effect is improved by additionally welding connection reinforcement 18 ' in the central area, which is also integrated into the in-situ concrete supplement.
- the cross member 6 is brought to the correct height and cross slope via vertical spindles 19.
- Horizontal spindles 20 clamp the cross member 6 within the sleeper compartment 14 and secure its position in the longitudinal direction of the path.
- the cross member 6 is clamped to the roadway support 2 via two threaded rods 21, 16 mm in diameter, which are not absolutely necessary.
- the threaded rods 21 serve as tie rods and are subsequently screwed into connection sleeves 22 in the upper flange 13 of the carriageway girder 2.
- Elongated holes 23 are arranged in the sleepers 6, through which the threaded rods 21 protrude.
- the brackets 6 are then clamped with lock nuts 24.
- in-situ concrete 30 in the sleeper compartment 14 to produce the composite effect with the carriageway girder 2.
- the cross member 6 is connected to the upper flange 13 of the road beam 2 via two tie rods 21.
- the in-situ concrete supplement 30 transmits compressive forces, the tie rods 21 generate additional bracing via the threaded rods 21. It is always ensured that the in-situ concrete composite remains in the pressure load range from the load changes. Tractive forces cannot arise, damaging effects of load changes with sign changes in the in-situ concrete network from train to pressure are not generated.
- the in-situ concrete composite is always overpressed, and the stresses caused by the grouting due to flat storage are low.
- the reinforcement in the longitudinal direction of the track, the connecting reinforcement 18, can increase the bond effect of the in-situ concrete supplement 30.
- connection reinforcement 18 arranged in the longitudinal direction of the track, the reinforcement in the central region of the cross member 6, is connected to the track support 2 in specially designed sleeper compartments 14 by the in-situ concrete supplement.
- the cross members 6 are aligned in the sleeper compartments 14 in the course of assembly. It is possible to adjust the position in the transverse direction and in height.
- the cross members 6 need only be aligned slightly in the longitudinal direction of the carriageway, since there is a predetermined rough fixation by the sleeper compartments 14.
- the crossbeams 6 are fixed in their position via spindles 19, 20 and screws 21. Then the non-positive connection of the cross member 6 with the carriageway girder 2 by an in-situ concrete supplement 30 within the sleeper compartment 14.
- the cross members 6 are cast within the supporting plate (top chord 13) and transmit the forces in the concrete composite.
- connection between the sleeper compartment 14 and the cross member 6 takes place as in-situ concrete supplement 30 with standardized and known materials, in particular normal concrete B 35.
- the durability of the composite joints can be increased even further by a seal.
- FIGS. 12 c and 12 d illustrate the assembly of the guideway 3 on a guideway girder 2 without recesses 14.
- the guideway girder 2 has a flat surface on the upper side of the upper chord 13 facing the guideway 3, on which the cross girder 6 "by means of spindles 19
- the connection reinforcement 18 has been supplemented analogously to FIGS. 12a, 12b, the cross members 6 and the supporting structure are monolithically connected to one another with in-situ concrete.
- suspension bodies 42 In order to close the remaining openings between the cross member 6 ′′, the longitudinal edge of the upper belt 13 and the system component carrier 8, after the system component carrier 8 has been installed, suspension bodies 42 are installed.
- the suspension bodies 42 prevent additional sound radiation from the carriageway when the train crosses.
- the route 3, cross member 6 with system carrier 8, can follow the radius or the transition arch (clothoid arch) exactly due to the possible eccentricity on the guideway carrier 2.
- the cross member 6 according to FIG. 7 can be inclined by up to 1.8 ° in the transverse direction of the travel path 3 and displaced in its height by up to 10 cm.
- 14a shows a schematic side view of a guideway girder 1 with the desired position of the guideway 3, an undesired deflection of the Structural structure 2. This can be repaired by a greater thickness of the casting or the in-situ concrete 30 under the cross member 6 or the grate.
- the in-situ concrete supplement 30 in the sleeper compartments 14 does not connect highly stressed support points, namely individual fastenings, to the supporting structure 2 by casting, but rather the flat-mounted sleeper 6 is only fixed in an exact position and non-positively.
- the load transfer at the individual support point, namely at the receptacle of the strator bar, is guaranteed via the prefabricated part, the cross member 6, and is manufactured in the factory with high quality.
- the load is transferred via the flat load transfer of the sleeper base and flank to the top chord 13. No negative influences on the in-situ concrete can be expected from dynamic loads.
- the sleeper compartments 14 can be individually equipped with the cross members 6. However, it makes sense to lay system units consisting of cross beams 6 and the system beams 8 on the left and right similar to a track grate. This significantly reduces assembly and adjustment work.
- the head plates 15 serve - as shown in detail in Fig. 10a - for receiving the system carrier 8 of the magnetic levitation functional level and have threads for this.
- the head plate 15 in the cross member 6 takes place in the factory under conditions of industrial, stationary production with a high degree of quality and accuracy.
- the head plate 15 is anchored in the cross member 6 via reinforcing steel rods 31 or single rod anchors welded to the head plate 15 on the concrete side
- the connecting plate serves as a head plate 15 for the central prestressing of the cross member 6.
- the plate 15 is additionally provided with a horizontally running tooth structure 33 (2.5 / 2.5 / 2, 5 mm), which enables a positive and thus non-positive contact to the connection plate 26 of the system carrier 8.
- the screws 27 are mainly subjected to tension.
- the tooth structure enables tolerance compensation of up to 5 mm up and down in the z direction.
- the MSB functional level determined from the system technology in technical and geometrical terms is manufactured as a welded steel structure with the required mounting points for the stators 11.
- the complete system unit is supplied with a delivery length of 3.10 m to 12.40 m.
- the system carrier 8 consists of two steel plates 9, 10 which are continuously welded at right angles to one another in the longitudinal direction of the travel path.
- the upper steel plate forms the slide bar 9 or set-down rail on which the vehicle is set down
- the side steel plate forms the side guide rail 9 for precise steering of the vehicle.
- the L-shaped steel profile is braced by additional web plates 25 every 1.033 m. They carry a connection plate 26 on the side, with which the system carrier 8 is mounted on the head plate 15 of the crossmember 6 and the receptacle 28 for the stator packs 11 at the bottom.
- the connection plate 26 and the receptacle 28 for the stators 11 are welded to the web plates 25.
- the system carrier 8 is a steel component which can be connected with the usual connecting means, e.g. high-strength screws, is attached to the head plate 15 of the cross member 6.
- connecting means e.g. high-strength screws
- the pre-stressed high-strength screw connection according to the standard is not a special solution and is approved for the absorption of dynamic loads.
- Elongated holes are provided in the connection plate 26 of the system carrier 8, so that there is the possibility of displacing the system carrier 8 up or down in the vertical direction by up to 5 mm.
- the plate 26, like the head plate 15, is additionally provided with a horizontally extending tooth structure 33 (1/1 / 1 mm) for a positive and thus non-positive contact to the head plate 15 of the system carrier 8.
- the tooth structure 33 enables tolerance compensation of 1 mm to 5 mm up and down in the z direction.
- 10a shows an example of the attachment of a system carrier 8 to a cross member 6 with a vertical offset upwards, so that the surface of the slide bar 9 projects beyond the surface of the cross member 6.
- 10d shows a top view of a head plate 15 with tooth structure 33.
- the element for receiving the stator packs 11, the base plate 28, is welded to the web plates 25 and the connection plate 26 and is arranged at the bottom of the system carrier 8.
- the stator assembly 11 is fastened to the base plate 28 by means of 4 screws 38. Corresponding threads for receiving the screws are provided in the base plate 28.
- the carrier plate 29 of the stator packs 11, which are fastened to the base plate 28, can also be formed with elongated holes, so that there is an adjustment possibility in the transverse direction. 10b shows a horizontal displacement of the stator 11 to the outside, that is to say away from the travel beam 2.
- the offset in the transverse direction is used to map the route for arches or
- Transition arch realized by assembling the carriageway 3 and aligning the cross members 6 in a modular system. There are therefore no measures for the actual adjustment required. However, in order to create a redundant system, the subsequent adjustment option can also be implemented in the transverse direction.
- the system carriers 8 are manufactured with lengths of 3.10 m, which corresponds to the length of a stator package, up to a total length of 12.40 m or 24.80 m.
- the route or the gradient is depicted with the system carrier 8, small system units can be produced without twisting, depending on the required route elements. Long system units are useful on a straight line or with a constant curvature.
- System carrier 8 is manufactured in the hall.
- the requirements for the high accuracy of the component can be met by industrial production.
- Each carriageway girder 2 is the same, the routing does not have to be taken into account when manufacturing the carriageway girder 2. No modifications to the component are necessary, neither in the factory nor on the construction site.
- the carriageway girder 2 is simple and solid, its dimensions are not subject to increased requirements, and the tolerances from precast construction must be observed.
- the system carrier 8 is manufactured in a stationary industrial production facility. High accuracy and quality of component 8 can be achieved economically.
- the system carriers 8 can be distinguished into a few basic types and are manufactured in large numbers for each type.
- the modular system 8 is the last system component to be installed, which has to meet the highest requirements for accuracy. It is therefore designed as a steel component, since the required high precision is met by the selected material and the manufacturing method of the steel construction.
- the system carrier 8 is the component with the highest demands on manufacturing precision. Due to the system-specific requirements of the MSB technology, which must be met by all known systems, the advantages compared to existing systems are not to be found in the manufacture of the system carrier 8, but in the modular system of the entire guideway. Due to the selected manufacturing method, the system dimension is already determined in the transverse direction of the travel path 2 by the cross member 6, an adjustment to set the exact travel path width of 2800 mm is not necessary. No further measures are required after the crossbeams 6 have been laid exactly. The system carrier 8 can be fastened to the cross member 6, there is no need to rework the connecting structure on site.
- the adjustability can be limited to just one degree of freedom, since all other system dimensions have already been met by the selected modular principle in the course of assembling the system components.
- the possibility of correction in the z direction is retained retrospectively, the system carrier 8 can on the Connection plate 26 can be moved up or down.
- an adjustment in the transverse direction of the route 3 is also possible.
- the large and heavy component of the guideway girder 2 can be transported and assembled without special precautions.
- the carriageway girder 2 is placed exactly on the bearings 5, a fine adjustment and a fine leveling are not necessary.
- the use of elastomeric bearings is also possible, since even deflection of the bearings 5 due to bearing compression under its own weight is subsequently compensated for by the mounting of the carriageway 3.
- the cross members 6 are already connected to the system carriers 8 and form units in sections.
- the laying of the pre-assembled grate, consisting of crossbeams 6 and system girders 8, is aligned on the carriageway girder 2, and the position in the route and gradient is precisely measured.
- the cross member 6 is exactly adjusted by the described adjusting spindles 19, 20.
- the assembly is similar to that in the track construction of the wheel-rail system. Assembly units of certain lengths are adjusted and precisely fixed in position
- the overall advantage of the modular system is the alignment advantage. It is possible to lay the carriageway girder 2 polygonally to map radii and transition arches. It is not necessary to manufacture the roadway girders 2 with a radius or transition bend (clothoid).
- the alignment to the route is carried out by aligning the cross beams 6 on the carriageway beam 2.
- the cross beams 6 are offset on the carriageway beam 2 in the transverse direction.
- Fillets such as tubs and crests are not shown in the lane girder 2. This can be made in a straight line and is laid as a polyline following the height band.
- An adaptation to the required altitude is made by installing the cross member 6.
- Inaccuracies in the primary support system 2 are compensated for when the subsequent support system is installed.
- the tolerances of the primary support system 2 can therefore be selected to be greater than those of the subsequent system. It is possible to compensate for deviations of any kind (column lowering, lack of dimensional accuracy, imperfections ...) within the modular assembly.
- the route and gradient can be mapped by arranging the module systems. LIST OF REFERENCE NUMBERS
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Railway Tracks (AREA)
- Machines For Laying And Maintaining Railways (AREA)
Description
Claims
Applications Claiming Priority (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10301050 | 2003-01-14 | ||
DE10301050 | 2003-01-14 | ||
DE10321047 | 2003-05-10 | ||
DE10321047A DE10321047B4 (de) | 2003-01-14 | 2003-05-10 | Fahrbahn für Magnetschwebebahnen und Herstellungsverfahren dafür |
PCT/DE2004/000021 WO2004063466A1 (de) | 2003-01-14 | 2004-01-12 | Fahrbahn für magnetschwebebahnen und herstellungsverfahren dafür |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1597434A1 true EP1597434A1 (de) | 2005-11-23 |
EP1597434B1 EP1597434B1 (de) | 2007-12-19 |
Family
ID=32714787
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP04701342A Expired - Lifetime EP1597434B1 (de) | 2003-01-14 | 2004-01-12 | Fahrbahn für magnetschwebebahnen und herstellungsverfahren dafür |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP1597434B1 (de) |
AT (1) | ATE381639T1 (de) |
DE (1) | DE502004005750D1 (de) |
WO (1) | WO2004063466A1 (de) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN104452483B (zh) * | 2014-12-09 | 2016-08-17 | 中铁第四勘察设计院集团有限公司 | 中低速磁悬浮交通工程低置线路曲线承轨梁结构 |
CN104480803B (zh) * | 2014-12-11 | 2017-01-11 | 中铁第四勘察设计院集团有限公司 | 中低速磁浮铁路低置线路连续拱形承轨梁结构及施工方法 |
CN104911964B (zh) * | 2015-06-25 | 2017-03-22 | 中铁第四勘察设计院集团有限公司 | 一种磁浮交通曲线轨道梁 |
KR101669437B1 (ko) * | 2016-04-18 | 2016-10-27 | 한국철도기술연구원 | 침목매립형 거더 및 그 시공방법 |
CN109706801A (zh) * | 2019-01-31 | 2019-05-03 | 中铁磁浮交通投资建设有限公司 | 一种磁浮轨道交通曲线地段砌块式承轨梁及其施工方法 |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3837774C1 (de) * | 1988-11-08 | 1990-05-31 | Hochtief Ag Vorm. Gebr. Helfmann, 4300 Essen, De | |
DE3902949A1 (de) * | 1989-02-01 | 1990-08-09 | Thyssen Industrie | Fahrwegtraeger fuer magnetbahnen |
DE19619866C2 (de) * | 1996-05-17 | 2003-10-02 | Boegl Max Bauunternehmung Gmbh | Fahrweg für Magnetbahnzüge |
JPH1046503A (ja) * | 1996-08-05 | 1998-02-17 | H S S T Kaihatsu Kk | 磁気浮上走行車両の防振レール支持構造 |
DE19919703C2 (de) * | 1999-04-30 | 2001-05-23 | Pfleiderer Infrastrukturt Gmbh | Fahrweg für Transrapid |
WO2002075051A2 (de) * | 2001-02-12 | 2002-09-26 | Lina Lichius | Fahrweg für spurgeführte fahrzeuge |
-
2004
- 2004-01-12 AT AT04701342T patent/ATE381639T1/de not_active IP Right Cessation
- 2004-01-12 WO PCT/DE2004/000021 patent/WO2004063466A1/de active IP Right Grant
- 2004-01-12 EP EP04701342A patent/EP1597434B1/de not_active Expired - Lifetime
- 2004-01-12 DE DE502004005750T patent/DE502004005750D1/de not_active Expired - Lifetime
Non-Patent Citations (1)
Title |
---|
See references of WO2004063466A1 * |
Also Published As
Publication number | Publication date |
---|---|
EP1597434B1 (de) | 2007-12-19 |
WO2004063466A1 (de) | 2004-07-29 |
DE502004005750D1 (de) | 2008-01-31 |
WO2004063466B1 (de) | 2004-09-10 |
ATE381639T1 (de) | 2008-01-15 |
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