EP4244424A1 - Support de voie destiné à un train à sustentation magnétique - Google Patents

Support de voie destiné à un train à sustentation magnétique

Info

Publication number
EP4244424A1
EP4244424A1 EP21839875.8A EP21839875A EP4244424A1 EP 4244424 A1 EP4244424 A1 EP 4244424A1 EP 21839875 A EP21839875 A EP 21839875A EP 4244424 A1 EP4244424 A1 EP 4244424A1
Authority
EP
European Patent Office
Prior art keywords
longitudinal
guideway
beams
longitudinal beams
crossbeams
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.)
Pending
Application number
EP21839875.8A
Other languages
German (de)
English (en)
Inventor
Stefan Boegl
Bert Zamzow
Majed Nheili
Pascal Burger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Max Boegl Stiftung and Co KG
Original Assignee
Max Boegl Stiftung and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Max Boegl Stiftung and Co KG filed Critical Max Boegl Stiftung and Co KG
Publication of EP4244424A1 publication Critical patent/EP4244424A1/fr
Pending legal-status Critical Current

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 present invention relates to a guideway support for a magnetic levitation train and its manufacturing method, the guideway comprising at least two longitudinal supports running essentially parallel, each longitudinal support having a cross-section with at least one overhang and the overhangs of longitudinal supports running parallel being essentially aligned with one another and on the Cantilever of each longitudinal member is arranged a receiving point for reaction rails for driving and / or guiding and / or carrying a magnetic levitation vehicle.
  • DE 41 15 935 A1 discloses a guideway construction for magnetic levitation vehicles with equipment parts having functional surfaces, such as long stators, running and/or guide rails or the like, which cantilever in pairs laterally from a substructure towards or away from one another and are to be encompassed by the vehicle in the exact position are attached.
  • the stators with their undersides forming the functional surfaces for the vehicle are located in the lower area of the projecting structural parts. Except for the functional surfaces, the stators are completely and continuously embedded in a hardening material, which can be subjected to at least pressure, which is connected to the cantilevered structural parts or forms them. The material is able to take on a supporting function when dissipating the traffic loads acting on the equipment.
  • the longitudinal beams are connected to each other by brackets, with which they rest on bearings on supports founded on the ground, or by a cross beam. This results in an approximately trough-shaped cross-section of the beam.
  • the side members, consoles and cross members are standard parts.
  • the track construction is individualized by embedding the stators in the hardening material.
  • the disadvantage of this design is that the pieces of equipment having functional surfaces have to be precisely aligned and fixed to the supports of the substructure. This requires a great deal of time when producing the guideway construction in order to ensure the exact positioning of the functional surfaces. The replacement of the functional surfaces in the case of a renewal of the equipment is very expensive.
  • CN 101481893 A also discloses a guideway support for a magnetic levitation train.
  • a guideway support for a magnetic levitation train.
  • projections are provided on the longitudinal beams of the guideway beam, on which projections drive elements for the vehicle are arranged.
  • parallel longitudinal beams are not connected to one another.
  • the alignment of the longitudinal beams on the route of the magnetic levitation train is very complex, since only very small tolerances of the drive elements running parallel are permissible.
  • the object of the present invention is therefore to avoid the disadvantages of the prior art and to create a guideway support and its manufacturing method, which can be manufactured with high accuracy and customized for the route of the guideway.
  • the guideway support according to the invention of a magnetic levitation train has at least two longitudinal supports running essentially parallel.
  • the longitudinal beams are preferably made of concrete, in particular as a precast concrete part, manufactured.
  • Each of the side rails has a cross-section with at least one overhang.
  • the projections of the parallel longitudinal members are essentially aligned with one another and preferably run horizontally.
  • a receiving point for reaction rails for driving and/or guiding and/or carrying a magnetic levitation vehicle is arranged on the overhang of each longitudinal beam.
  • the two longitudinal beams are connected to a crossbeam at least at one of their axial ends. At least one of the two crossbeams is an edge crossbeam arranged in an end region of the longitudinal beams and at least one of the longitudinal beams and/or at least one of the crossbeams has a bearing for the guideway beam.
  • each longitudinal beam is constructed in such a way that it has a substantially vertical web and a preferably substantially horizontal overhang arranged thereon and made integral with the web.
  • the reaction rails for driving and/or guiding and/or carrying the magnetic levitation vehicle can be arranged in a precise position on this stable structural unit. Replacing the reaction rails for repair work is therefore possible without any problems.
  • the old reaction rails are removed from the stringer and the new reaction rails are repositioned at the same position on the cantilever.
  • the longitudinal member with its web and its projection can be manufactured individually for a predetermined point in the route of the magnetic levitation train.
  • the crossbeams in the end area of the parallel longitudinal members bring about further stabilization of the longitudinal members and position them in relation to one another.
  • an individual guideway support is thus produced, which is nevertheless essentially formed from standard parts and only a few individually produced components.
  • the longerons are custom made, while the transoms are standard parts.
  • the reaction rails can be standard parts that are attached to individualized positions on the overhangs of the longitudinal beams.
  • one of the crossbeams is an edge crossbeam arranged in an end region of the longitudinal beams, the connection of longitudinal beams that follow one another in the route is very easily possible.
  • the edge crossbeams can be connected to each other or used for stable mounting of the longitudinal beams on the ground.
  • rail supports are arranged on at least one of the projections.
  • the rail supports are used to attach rails to the longitudinal beams.
  • the rails can be used to supply power to the magnetic levitation vehicle and to set the magnetic levitation vehicle down when it is de-energized.
  • By arranging the rail supports on at least one of the overhangs of the side members, preferably on the lower overhang, but in principle also on the upper overhang an exact assignment of the rail supports and thus the rails to the positions of the reaction rails is possible.
  • the tolerances that can be achieved are significantly better than with production on site, which is exposed to temperature and weather influences.
  • the longitudinal members is divided into segments, in particular longitudinal segments.
  • the longitudinal member can be made in lengths, which from the production site to the construction site can be easily transported.
  • the individual segments are then assembled at the construction site to form the longitudinal beam. This can be done with tendons, for example.
  • the guideway support has at least two consecutive, parallel longitudinal supports in its longitudinal direction, which are connected to at least one crossbeam as a central crossbeam.
  • the center crossbeam creates a defined and stable connection between two consecutive side members. A double carrier can thus be created which is very good in terms of stability and yet requires fewer bearing points.
  • the crossbeams are designed as in-situ concrete additions to the parallel longitudinal beams and/or as precast concrete parts.
  • An in-situ concrete supplement has the advantage that the longitudinal beams can be individually aligned with one another.
  • the longitudinal beams can be optimally connected by the addition of in-situ concrete, preferably between the two longitudinal beams.
  • the crossbeams are manufactured as precast concrete parts, they have the advantage that they can be manufactured as standard.
  • the connection to the side members is preferably made at the end faces of the side members.
  • the contact points between the longitudinal beams and the crossbeams produced as prefabricated concrete parts should preferably be individualized in the longitudinal beams.
  • the crossbeams are arranged between two projections directed toward one another. In this case, a particularly good connection of the crossbeams to the longitudinal beams is made possible.
  • the crossbeams can be concreted in between the longitudinal beams which are arranged in a precisely positioned manner.
  • the crossbeams are arranged at the ends of the longitudinal beams, in particular on their end faces. This arrangement of the crossbeams is particularly useful when the crossbeams are manufactured as precast concrete parts. The crossbeams can then be screwed to the ends of the longitudinal beams, for example with tendons.
  • the bearings of the track carrier are spherical bearings.
  • sealing elements and/or centering elements are arranged between the longitudinal beams and/or between the longitudinal beams and the cross beams. Adjacent longitudinal members can be protected from the effects of the weather by the sealing elements. Especially when the longitudinal beams are connected to tendons, the sealing elements prevent moisture from getting to the tendons and damaging them in the long term.
  • the centering elements make it possible for adjacent longitudinal members or also longitudinal members and crossbeams to be connected to one another in a precisely positioned manner. In particular, the assembly is facilitated. In addition, however, it is also ensured that displacements of the individual components relative to one another can be reliably prevented during operation of the guideway support.
  • the end faces of the longitudinal beams and/or the crossbeams are machined, in particular ground and/or milled.
  • the centner elements but also the interfaces between adjacent longitudinal beams or between longitudinal beams and crossbars or between adjacent crossbars very well and be manufactured with very high tolerances.
  • the material of the side member and/or the crossbeam is machined at the appropriately provided contact points and can be manufactured with a tolerance which is otherwise only common in steel construction.
  • a contact plate for connection to a longitudinal beam or a transverse beam is arranged on at least one of the longitudinal beams and/or at least one of the transverse beams, in particular on one of the end faces of the longitudinal beam and/or the transverse beam.
  • the contact plate can be made of steel, for example, and concreted in during the manufacture of the longitudinal beam or the cross beam.
  • the contact plate enables the interface between adjacent longitudinal beams or adjacent transverse beams or between transverse beams and longitudinal beams to be produced very precisely. The transitions between these adjacent components can thus be created in a stable manner and without offset from one another.
  • the joint between the longitudinal beams and the crossbeam is designed as a dry joint.
  • the dry joint prevents, for example, mortar having to be placed between the longitudinal beams and the crossbeams in order to close any gaps.
  • the production with a dry joint can be done much faster, since the mortar does not have to harden before the components can be moved again in the production process.
  • the interfaces of the components are already established in such a way that the adjacent components make direct and immediate contact.
  • the longitudinal beams and/or the crossbeams are connected to one another with tendons.
  • the connection with the tendons results in a stable and permanent coupling of the components.
  • the tendons are arranged in the form of a garland in the guideway girder.
  • the garland-shaped guidance of the tendons results in an optimal transmission of force from the tendons to the components of the track girder. Very long guideway supports can be created with it.
  • the longitudinal beams are manufactured according to an intended routing of the roadway, deviating from a straight line, in particular twisted and/or bent horizontally and/or vertically.
  • the guideway support can be created individually for a predetermined point in the route of the guideway. Only the side members have to be manufactured individually.
  • the other components of the guideway support can be standard components, each with the same shape and length.
  • current and/or setting rails are attached to at least one of the projections and/or at least one of the crossbeams.
  • the power rails enable the magnetic levitation vehicles to be powered.
  • the vehicles have pick-up elements that can slide along the busbar, for example, and as a result of which current that is present in the busbars can be conducted into the vehicle.
  • Set-down rails have the advantage that the vehicle can be stopped in a defined position.
  • the vehicle which is usually not carried by the drive elements when stationary, sinks onto the set-down rails. With appropriate elements on the vehicle, which correspond to the set-down rails, it is also possible for the set-down rails to be used to brake the vehicle, particularly in the event of an emergency stop.
  • each of the side rails has a cross-section with at least one overhang and the overhangs are aligned with each other. They are preferably aligned essentially horizontally.
  • a receiving point for reaction rails for driving and/or guiding and/or supporting a magnetic levitation vehicle is arranged on the overhang of each longitudinal beam.
  • the two longitudinal beams are connected to a crossbeam at least at one of their axial ends.
  • the longitudinal beams are made of concrete as a precast concrete part. The length of the longitudinal beams and the bending of the longitudinal beams are made according to their installation location in the track layout.
  • At least two of the longitudinal beams are then connected to crossbeams, with at least one of the two crossbeams being an edge crossbeam arranged in the end region of the longitudinal beams and at least one of the longitudinal beams and/or at least one of the crossbeams being able to accommodate a bearing for the guideway beam.
  • This type of production makes it possible for an individualized guideway support to be produced despite the use of many standard components.
  • Such a guideway support can be repaired very quickly and inexpensively, for example by replacing the reaction rails arranged on it or by replacing other identical components that are installed in the guideway support.
  • the accuracy of the guideway support is therefore very high, both during manufacture and in the event that individual components of the guideway support are replaced.
  • the operation of the magnetic levitation train can therefore be carried out comfortably and, if the replacement of some components should be necessary, only with short-term interruptions.
  • rail supports are produced on at least one of the cantilevers.
  • the rail supports enable the attachment of busbars or drop-down rails.
  • stable attachment of the rails to the longitudinal beams is made possible.
  • the vehicle weight that can weigh on these rails can therefore be reliably taken up by the longitudinal beams and thus by the guideway beam. No other support for the vehicle outside of the guideway beam is required.
  • the crossbeam is cast between the longitudinal beams made of cast-in-place concrete.
  • the crossbeam can be adapted to the individual shape of the side members. A stable and permanent connection of the longitudinal beams with crossbeams produced in this way is thus possible.
  • the longitudinal member and/or the crossbeam is cast, extruded and/or printed as a prefabricated concrete part.
  • the production as a precast concrete part can be carried out with very high dimensional accuracy, since it is possible in a production hall with the exclusion of different weather conditions.
  • To produce the precast concrete part it can either be poured into a mold in a conventional manner.
  • the longitudinal member in particular it is also possible for the longitudinal member in particular to be extruded, since the longitudinal member has a cross-section which remains essentially the same over its length. It is also possible to print the cross beam or the longitudinal beam made of concrete.
  • crossbeams are manufactured as prefabricated concrete parts and are connected to the end faces of the longitudinal beams with tendons.
  • the tendons press the crossbeams and longitudinal beams together and thus form a unit. This means that very long, extremely stable and durable guideway supports with precise tolerances can be produced.
  • each longitudinal member and/or each crossbeam and/or the receiving points for the reaction rails and/or the rail supports are machined, in particular which are ground and/or milled. Machining enables the end faces to be manufactured with very precise tolerances, on which the longitudinal beams and/or the crossbeams are connected to an adjacent component. Overall, this results in a very stable and precise guideway support.
  • the guideway support and its manufacturing method are preferably designed according to the preceding description, with the features mentioned being able to be present individually or in any combination.
  • FIG. 1 shows a front view of a guideway support according to the invention
  • FIG. 2 shows a vertical section through a guideway support according to the invention with a horizontal curvature
  • FIG. 3 shows a plan view of a guideway support with a horizontal curvature according to the invention
  • FIG. 4 shows a horizontal section through a guideway support according to the invention
  • FIG. 5 shows a plan view of a guideway support according to the invention
  • FIG. 6 shows a vertical section through a guideway support according to the invention according to FIG. 5,
  • FIG. 7 shows an end view of a guideway support according to the invention according to FIG. 6 and Figure 8 is an end view of two side members.
  • Position information such as top or bottom or top or bottom, refers to the position in the intended, usable installation state.
  • FIG. 1 shows a front view of an example of a guideway support 1 according to the invention.
  • a longitudinal beam 2 made as a precast concrete part is arranged on each of the two lateral edges of the guideway beam 1 .
  • Each of the side members 2 is C-shaped with an upper projection 3 and a lower projection 4 .
  • the two open ends of the projections 3 and 4 face each other.
  • the longitudinal beams 2 are arranged at a distance from one another and are connected in sections to a crossbeam 5 .
  • the crossbeam 5 is preferably made of concrete and fixes the two longitudinal beams 2 in the desired position relative to one another.
  • a cavity 6 is formed between the two longitudinal beams 2 as a result of their arrangement.
  • a magnetic levitation vehicle 7 which is indicated by a broken line, is driven, carried and guided.
  • the passenger cabin of the magnetic levitation vehicle 7 is located above the guideway support 1 .
  • a reaction rail 8 is arranged on the underside of the upper projection 3 of each longitudinal beam 2 . It is attached to the upper projection 3 with screws 9. The screws 9 protrude through the upper projection 3, so that the reaction rail 8 is mounted from above and can be controlled.
  • the reaction rail 8 is part of a linear motor which lifts, supports and drives the magnetic levitation vehicle 7 .
  • the reaction rail 8 interacts with a short stator (not shown) arranged in the magnetic levitation vehicle 7 .
  • a busbar 10 is arranged on the upper side of the lower projection 4 of each longitudinal beam 2 .
  • the conductor rail 10 is fastened to a sleeper 12 by means of a clamping device 11 .
  • a plurality of such sills 12 are fixed along the top of the lower cantilever 4 or preferably integrated into the lower cantilever 4 .
  • the magnetic levitation vehicle 7 picks up the current required for the drive from the conductor rail 10 in a manner that is not shown.
  • the conductor rail 10, which also serves as a set-down rail here has a sliding surface 13 on which the magnetic levitation vehicle 7 can brake and/or set down.
  • the sliding surface 13 can be integrated into the busbar or attached to the busbar 10 or the longitudinal member 2 as a separate component.
  • the conductor rail 10 is used on the one hand to tap off the current required to drive the magnetic levitation vehicle 7 .
  • the conductor rail 10 also has the sliding surface 13 on which the magnetic levitation vehicle 7 can set down.
  • the conductor rail 10 which consists of a material which has good electrical conductivity in particular, for example aluminum, is therefore preferably equipped on the sliding surface 13 with a friction-resistant material, for example steel, in order to also serve as a settling rail.
  • Two bearings are arranged on the underside of the lower projection 4 of each side member 2 .
  • a fixed bearing 14 without degrees of freedom is arranged below the longitudinal member 2 shown on the left.
  • the guideway support 1 is fastened in a defined manner to the subsoil via this fixed bearing 14 , for example on a base or a support.
  • a free bearing 15 is arranged below the longitudinal member 2 shown on the right.
  • the free bearing 15 allows the track carrier 1 to move with two degrees of freedom. Changes in length of the guideway girder 1 in the transverse direction can thus be accommodated without tension.
  • the transom 5 can be made as an in-situ concrete component or as a precast concrete part. It is essential that the individually manufactured guideway support 1 maps the exact course of the route in the horizontal and vertical directions.
  • the crossbeam 5 is designed as an in-situ concrete component.
  • the two longitudinal beams 2 can, for example, be produced bent according to the requirements of the route and connected to the crossbeam 5, which is cast between the two longitudinal beams 2.
  • the fixed connection between the longitudinal beams 2 and the crossbeams 5 can be produced with a corresponding reinforcement, not shown.
  • FIG. 2 shows a section II of the guideway support 1 from FIG.
  • the side member 2 has a curvature in the vertical V direction. If required, this curvature can also be Combination with a horizontal curvature H according to Figure 3 in the or the longitudinal member / n 2 be present. Alternatively, the horizontal or the vertical curvature V, H can of course also be provided alone in the longitudinal beam 2 if required. In addition, twisting of the side members 2 in their longitudinal direction is also possible. The respective form of the longitudinal beams 2 depends in particular on the routing of the roadway.
  • reaction rail elements 8.1 are fastened with screws 9 to the upper projection 3. They are at a distance A from one another. This ensures that linear expansions do not cause any damage to the reaction rail elements 8.1.
  • a large number of sleepers 12 are arranged on the lower projection 4 .
  • the conductor rail 10 is attached to each of the sleepers 12 with the clamping device 11 .
  • the sleepers 12 can also be simply machined fastening points on the side member 2, which are designed largely flush with the lower projection 4.
  • the conductor rail 12 and optionally the slide rail 13 arranged thereon is bent in the horizontal and/or vertical and/or twisted direction corresponding to the curvature of the longitudinal beam 2 .
  • the track support 1 comprises two edge crossbeams 5.1, which connect the two longitudinal supports 2 to one another in the end region of the longitudinal supports 2.
  • these or similar crossbeams 5 can also be provided along the longitudinal beam 2 in order to create a stable connection between the two longitudinal beams 2 .
  • a bearing is arranged in each case.
  • the fixed bearing 14 from FIG. 1 is located at the left end of the longitudinal beam 2 .
  • the longitudinal beam 2 and thus the entire guideway beam 1 is relative to the ground or a support or a Base fixed without degrees of freedom.
  • a plain bearing 16 which preferably has only one degree of freedom. This allows longitudinal expansion of the longitudinal beam 2 and thus of the guideway beam 1 without bracing. Due to the interaction with the two free bearings 15 of the adjacent longitudinal beam 2 (see FIG. 1), an expansion of the guideway beam 1 in all directions is possible without tension or damage occurring.
  • FIG. 3 shows a plan view of a guideway support 1 according to the invention with a horizontal curvature H.
  • the guideway support 1 is designed as a double support. This means that in the longitudinal direction of the track carrier 1, two longitudinal carriers 2 are arranged one after the other and are connected to one another.
  • the horizontal curvature H is produced by curved longitudinal beams 2.
  • the edge crossbeams 5.1 arranged in the end areas of the longitudinal members 2 are arranged between the two longitudinal members 2 at the ends of the double member.
  • the central cross beam 5.2 bridges the two longitudinal beams 2 at the point at which the two longitudinal beams 2 abut one another in the longitudinal direction of the guideway beam 1.
  • the middle cross beam 5.2 thus creates a stable connection both of the longitudinal beams 2 running parallel to one another and of the longitudinal beams 2 which are adjacent to the guideway beam 1 in the longitudinal direction.
  • Figure 4 shows a horizontal section through a guideway girder 1 according to the invention.
  • This guideway girder 1 is also a double girder, similar to the guideway girder 1 from Figure 3.
  • the horizontal section through the longitudinal girders 2 clearly shows the sleepers 12 on the lower projections 4 of the longitudinal girders 2 to recognize.
  • the middle crossbeam 5.2 is again arranged in order to connect the four longitudinal beams 2 to one another.
  • the edge crossbar 5.1 are in contrast to the embodiment of Figure 3 performed differently. While the edge crossbeams 5.1 of FIG. 3 were only arranged between the longitudinal members 2, in the exemplary embodiment of FIG.
  • the edge crossbeams 5.1 thus also form the transition to the next adjacent guideway beams 1, not shown here.
  • the transition can take place both through direct contact between the adjacent track supports 1 and through a gap which is provided between the adjacent track supports 1 .
  • the elements for mounting the guideway beam 1 on supports for example, can be arranged both on the longitudinal beams 2 and on the edge crossbeams 5.1.
  • the crossbeams 5 are also made of in-situ concrete in this embodiment and connect the positioned longitudinal beams 2 to one another by being cast and hardened between the longitudinal beams.
  • FIG. 5 shows a plan view of a track support 1 according to the invention.
  • the guideway girder 1 is designed as a double girder.
  • the edge crossbeams 5.1 close the longitudinal beams 2 towards the ends of the guideway beam 1.
  • the central crossbeam 5.2 is arranged between two consecutive longitudinal beams 2 at their end faces.
  • the edge crossbars 5.1 and the center crossbar 5.2 are designed in such a way that they also essentially have the cross-sectional shape of the longitudinal members 2 at their contact points.
  • the edge crossbeams 5.1 and the center crossbeam 5.2 thus also include, for example, thresholds 12, which are not visible here but are shown in FIG.
  • the crossbeams 5 can be individually manufactured precast concrete parts that are connected to the longitudinal beams 2 .
  • more than two longitudinal beams 2 are possible, where several of the longitudinal beams 2 are connected to one another in the longitudinal direction, here with the interposition of the center crossbeam.
  • more than two longitudinal members 2 can be lined up with several central cross members 5.2.
  • FIG. 6 shows a vertical section through a track support 1 according to the invention as shown in FIG.
  • the lengths of the two longitudinal beams 2 shown are drawn in section.
  • the bearings 14 and 16 are arranged on the edge crossbeams 5.1.
  • the middle crossbeam 5.2 has no bearing elements.
  • a clamping element 20 is provided in order to create a corresponding connection between the individual segments of the guideway girder 1 at their contact points K.
  • the tendon 20 runs in the form of a garland through all segments of the guideway girder 1 .
  • edge crossbeams 5.1, the center crossbeam 5.2 and the longitudinal beams 2 are firmly pressed together.
  • a corresponding course of the tensioning element 20 in the guideway girder 1 can, for example, also cause the guideway girder 1 to be superelevated, whereby the guideway girder 1 is deformed into a largely horizontal plane when the magnetic levitation vehicle passes through its load. An unfavorable deflection of the track carrier 1 when the magnetic levitation vehicle passes over it is thus avoided and the driving comfort is thereby increased.
  • several of the tendons 20 run in the guideway girder 1 . However, it is also possible that not all tendons 20 run through the entire guideway girder 1 . It is also possible that only the edge crossbeams 5.1 are clamped to the adjoining longitudinal beams 2 with tendons.
  • a dry joint may be present at the contact points K of the longitudinal beams 2 with the edge crossbeams 5.1 or the central crossbeam 5.2.
  • the necessary shaping can be done by means of mechanical processing, for example by milling or grinding the end faces at points where contact with the adjacent segment is intended.
  • FIG. 7 shows a front view of a guideway support 1 according to the invention as shown in FIG.
  • the reaction rail 8 is fastened to the underside of the upper projection 3 .
  • the reaction rail 8 rests against a horizontal stop surface 17 of a support area.
  • This support area is preferably mechanically processed on the stop surface 17 , in particular milled or ground, as a result of which it forms a defined support surface for the reaction rail 8 .
  • This is particularly advantageous so that the reaction rail 8 can assume a position in which the stator of the magnetic levitation vehicle 7 can interact with the reaction rail 8 with as little loss as possible for driving the magnetic levitation vehicle 7 .
  • the reaction rail 8 is also in lateral contact with a vertical stop surface 18 of the upper projection 3 .
  • FIG. 7 shows not only the end face of the guideway support 1, but also the end face of the edge crossbeam 5.1.
  • the cross-section of the edge crossbar 5.1 is bracket-shaped. At the edges, it essentially corresponds to the cross-sectional shape of the adjoining longitudinal member 2.
  • the Edge crossbeam 5.1 over the entire width of the guideway beam 1.
  • fastenings for the reaction rail 8 are provided on the underside of the edge crossbeam 5.1, which corresponds to the underside of the upper projection 3 of the longitudinal beam 2.
  • sills 12 for fastening the busbars 10 are arranged on the underside of the cavity 6 of the edge crossbeam 5.1, which corresponds to the upper side of the lower projection 4 of the longitudinal beam 2.
  • centering elements 21 are provided on the end faces of the crossbeams 5 .
  • the centner elements 21 can be formed, for example, in the shape of a truncated cone. They therefore fit into corresponding centering elements 21 of adjacent segments of the guideway support 1 or adjacent guideway support 1 . This ensures that the adjacent segments or guideway supports 1 fit together with a precise shape and thus enable a magnetic levitation vehicle 7 to travel over them without any problems.
  • the end face of the crossbeam 5 is preferably machined, in particular contact points K with adjacent segments or track supports 1 being processed in order to ensure small tolerances between the adjacent segments or track supports 1 .
  • FIG. 8 shows a front view of two longitudinal beams 2 facing each other. From this representation it can be seen that the two C-shaped longitudinal beams 2 are spaced apart from one another. They are only held together by the crossbars 5 described above. Apart from the C-shaped cross-section shown here, other cross-sections are of course also possible. For example, a side member 2 is also possible in which only one projection 3 or 4 is provided. It is only important that the cross beams 5 according to the invention connect the longitudinal beams 2 accordingly and result in a stable guideway beam 1 .
  • Contact plates 23 are arranged on the end faces of the longitudinal beams 2 .
  • the contact plates 22 allow a defined contact with an adjacent segment.
  • a corresponding contact plate 22 is preferably also arranged on the adjacent segment, for example a further longitudinal beam 2 or a cross beam 5, as a result of which these segments can be connected to one another reliably and permanently.

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  • 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)

Abstract

La présente invention concerne un support de voie destiné à un train à sustentation magnétique et un procédé de fabrication de celui-ci. Ledit rail comprend au moins deux supports longitudinaux sensiblement parallèles (2) dont chacun comprend une section transversale avec au moins une saillie (3, 4) et lesdites saillies (3, 4) de supports longitudinaux parallèles (2) sont sensiblement alignées les unes avec les autres, et sur la saillie (3) de chaque support longitudinal (2) un point de réception est destiné à des rails de réaction (8) pour entraîner et/ou guider et/ou supporter un train à sustentation magnétique (7). Les deux supports longitudinaux (2) sont reliés au moins par une de leurs extrémités axiales à un élément transversal (5). Au moins l'un des deux éléments transversaux (5) est un élément transversal de bord (5.1) disposé dans une zone d'extrémité du support longitudinal (2) et au moins l'un des supports longitudinaux (2) et/ou au moins l'un des éléments transversaux (5) présente un montant (14, 15, 16) pour le support de voie (1).
EP21839875.8A 2020-12-23 2021-12-15 Support de voie destiné à un train à sustentation magnétique Pending EP4244424A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020134829.0A DE102020134829A1 (de) 2020-12-23 2020-12-23 Fahrwegträger einer Magnetschwebebahn
PCT/EP2021/085794 WO2022136036A1 (fr) 2020-12-23 2021-12-15 Support de voie destiné à un train à sustentation magnétique

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EP4244424A1 true EP4244424A1 (fr) 2023-09-20

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EP21839875.8A Pending EP4244424A1 (fr) 2020-12-23 2021-12-15 Support de voie destiné à un train à sustentation magnétique

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EP (1) EP4244424A1 (fr)
CN (1) CN116888324A (fr)
DE (1) DE102020134829A1 (fr)
TW (1) TW202224979A (fr)
WO (1) WO2022136036A1 (fr)

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DE2239656A1 (de) * 1972-08-12 1974-02-28 Maschf Augsburg Nuernberg Ag Fahrbahnkoerper fuer hochleistungsschnellbahnen
US5291834A (en) * 1989-09-23 1994-03-08 Magnetbahn Gmbh Rail for magnetic levitation vehicle
DE4115935C2 (de) 1991-05-16 1996-11-07 Dyckerhoff & Widmann Ag Fahrwegkonstruktion für Magnetschwebefahrzeuge
DE4318771A1 (de) 1993-06-05 1994-12-08 Magnetbahn Gmbh Verfahren zur Erzielung knickfreier Fahrbahnübergänge und lagegenauer Fahrwegträger, insbesondere für Magnetschwebebahn
DE19936756A1 (de) 1999-08-09 2001-02-15 Boegl Max Bauunternehmung Gmbh Fahrweg eines spurgebundenen Fahrzeuges
WO2003008709A1 (fr) 2001-07-16 2003-01-30 Max Bögl Bauunternehmung GmbH & Co. KG Procede, cadre de consoles et coffrage destines a la fabrication d'un support
DE102004032979A1 (de) 2004-07-08 2006-01-26 Max Bögl Bauunternehmung GmbH & Co. KG Träger
CN2878478Y (zh) 2005-10-26 2007-03-14 同济大学 后张预应力节段预制装配式槽型梁
DE102006038888B3 (de) 2006-08-18 2008-04-10 Schmitt Stumpf Frühauf und Partner Ingenieurgesellschaft im Bauwesen mbH Fahrbahn für Magnetschwebebahnen
CN101481893A (zh) 2008-01-08 2009-07-15 李葛亮 轮轨磁悬浮通用技术
CN108330753A (zh) 2018-01-31 2018-07-27 成都市新筑路桥机械股份有限公司 一种磁悬浮交通轨道系统
CN111188231A (zh) * 2020-02-21 2020-05-22 中国五冶集团有限公司 一种磁悬浮轨道梁后浇段钢筋套筒连接结构及连接工艺

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TW202224979A (zh) 2022-07-01
DE102020134829A1 (de) 2022-06-23
CN116888324A (zh) 2023-10-13
WO2022136036A1 (fr) 2022-06-30

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