Classifications

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

Definitions

• the present invention relates to a concrete girder of a magnetic levitation train, comprising two side girders which are connected to one another at least in sections and form a guideway for the magnetic levitation train, each side girder having at least one overhang and a reaction rail of the drive of the magnetic levitation train running in the longitudinal direction of the concrete girder being arranged on the overhang .
• DE 10 2008 005 888 A1 discloses a magnetic levitation train with a track that contains a plurality of carriers, which are arranged one behind the other in a direction of travel and are provided with stator packs.
• a vehicle contains a first magnet system, which forms a long-stator linear motor with the stator packets and which, during operation of the vehicle, is spaced apart from the stator packets by a support gap that causes it to float.
• the guideway supports have a comparatively large length of z. B. have about 9 m to 25 m and are usually only slightly or not at all curved, the side parts of the carrier are designed as a polygon and only the upper flange enclosing the vehicle table of the carrier is designed according to the radii of the route. Viewed over the length of the beam, this creates free spaces of different sizes, with the differences increasing as the curve radius decreases. According to DE 10 2008 005 888 A1, this is disadvantageous for the transmission of the sound onto the roadway.
• a guideway support is known from DE 10 2013 111 268 A1, in which the support device of the vehicle is guided in a cavity of the guideway support. Two C-shaped side beams are connected to each other at the lower overhang. A reaction rail is arranged below the upper projection and cooperates with a stator of the vehicle. A sliding surface of the carrier is provided on the lower projection, on which the vehicle can sit. None is disclosed in this document regarding the construction of the guideway support in curved sections.
• the object of the present invention is therefore to create a concrete support for a magnetic levitation train with reaction rails arranged thereon, which also enables operation of the magnetic levitation train without any problems in curved sections and avoids the disadvantages mentioned above.
• the concrete beam of a magnetic levitation train comprises two side beams which are connected to one another at least in sections.
• the side supports are preferably designed and arranged relative to one another in such a way that they form a cavity which is open at least at the top and in which a vehicle of the magnetic levitation train can be guided along the side supports.
• the vehicle's passenger cabins are located above the concrete beam, while the vehicle's drive and load-bearing elements are guided on the two side beams.
• the side supports thus form a track for the vehicle of the magnetic levitation train.
• Each side support has at least one projection, which protrudes from a substantially vertically arranged web of the side support.
• a reaction rail of the drive of the magnetic levitation train running in the longitudinal direction of the concrete support is arranged on the projection, in the case of several projections in particular on the upper projection in the installed state.
• the drive is therefore based on the short-stator design, with the short-stator on the vehicle and the reaction rail on the guideway.
• the reaction rail of the side support is formed from a large number of reaction rail elements lined up next to one another. Each of the reaction rail elements is formed in a straight line. This is also the case in curve sections.
• the concrete support is curved at least about its vertical and/or transverse axis and/or twisted about its longitudinal axis.
• the reaction rail accordingly forms a polygon from the individual reaction rail elements on the curved concrete support in the vertical and/or transverse direction.
• the proposed design of the concrete girder and the track allows for a comfortable, jerk-free and energy-saving operation of the magnetic levitation vehicle.
• the load-bearing capacity of the concrete girder is optimally utilized, since the reaction rail elements only form short sections of the polygon and therefore always have a sufficiently large overlap with the stator arranged in the vehicle.
• the attachment of the short reaction rail elements to the side supports can also be carried out easily and stably with regard to construction, assembly and replacement. Individual curvatures of the concrete beam, both horizontally and vertically, therefore have no effect on the design of the reaction rail elements. These can be manufactured and made available in large series and consistently. It is also possible to exchange defective reaction rail elements without any problems. It is particularly advantageous if the projections of the two side supports face each other.
• the reaction rail elements are arranged below the projections. This enables the reaction rail elements to be accommodated very stably on the side supports. In addition, the reaction rail elements are largely protected from environmental influences at this point. For example, rain and snow are kept off the reaction rail members by the overhangs covering the reaction rail members.
• the two side supports are each essentially C-shaped with two projections and the reaction rail with its reaction rail elements is arranged on the underside of the upper projection
• the side supports have a very stable construction.
• the side supports are very torsion-resistant due to their C-shaped design.
• the open ends of the projections of the two side beams point towards each other.
• the two projections can take on different tasks in relation to carrying the vehicle.
• the upper projection can accommodate the corresponding support and drive elements of the vehicle, in particular while driving, while the lower projection can carry the vehicle, in particular when it is stationary. Further projections on the side support are not ruled out as a result.
• the side supports can because it can also be double-T-shaped. It is essential in this advantageous embodiment that at least two projections of the two side supports face each other.
• reaction rail is arranged on the surface of the upper projection that faces the lower projection.
• the reaction rail is therefore located above the short stator of the vehicle in relation to the vehicle being guided in the guideway. To propel the vehicle, the vehicle is lifted toward the reaction rail and thereby levitates.
• the reaction rail is also arranged at this point so that it is protected from the effects of the weather, such as rain or snow.
• adjacent, consecutive reaction rail elements are spaced apart from one another in the longitudinal direction of the side support. Due to the distance between adjacent reaction rail elements, changes in length caused by different ambient temperatures acting on the concrete support and the reaction rail elements, or also temperature changes in the reaction rail elements during operation of the short-stator drive, become harmless. Damage to the reaction rail elements as a result is not to be expected.
• the distance is preferably chosen so large that the expected changes in length do not lead to contact between adjacent, consecutive reaction rail elements or to an impermissibly large distance between the adjacent reaction rail elements. It is particularly advantageous if the distance is less than 100 mm, preferably less than 10 mm. If the distance were too great, un- interruptions occur when driving the magnetic levitation vehicle. If the distance is too short, there could be problems with damage caused by changes in the length of the reaction rail elements.
• reaction rail elements are provided on the side support on the outside of the curve than on the side support on the inside of the curve. This makes it possible for reaction rail elements of the same type to always be used. Different lengths of the reaction rail elements are not necessary.
• the respective reaction rail element has a length of between 1 m and 6 m, preferably approximately 2 m.
• a polygon is formed in curved sections of the track, which is able to deviate only insignificantly from the curved line of the track. This also results in only a small offset between the reaction rail elements and the stator of the vehicle. The operation of the vehicle is thus also energy-efficient and made possible for the passengers in the vehicle in a comfortable manner.
• the length of the reaction rail elements of a side support plus the distance provided between the reaction rail elements is an even-numbered part of the support length. Since the length of the reaction rail elements should preferably always be the same, the distance between successive reaction rail elements of a side support is varied in this way in such a way that the reaction rail elements used in a side support are arranged flush on the side supports or at most with a corresponding distance, which the magnetic levitation vehicle can still drive over are. It is also advantageous if the reaction rail element is fastened to the upper projection with screws.
• reaction rail element Fast assembly of the reaction rail element is made possible by screwing the reaction rail element to the upper projection of the respective side support. In this way, damaged reaction rail elements can also be replaced quickly and easily. Prefabricated and standardized screw holes in the side members also speed up assembly and replacement of the reaction rail elements.
• reaction rail element is arranged on a bearing area of the upper projection.
• the support area is designed in such a way that the reaction rail or the respective reaction rail element rests against a defined surface of the upper projection.
• the surface is preferably designed in such a way that the reaction rail can be stably attached to the cantilever.
• the bearing area has a horizontal and/or a vertical stop surface for the reaction rail or the reaction rail elements. Forces that have to be absorbed by the reaction rail when the vehicle is driven can be transferred to the overhang of the side member by the stop surface. A shifting of the reaction rail relative to the side support is avoided.
• the stop surface is designed as a continuous or as an interrupted polygon, so that the straight reaction rail elements can rest flat on the projection or in sections.
• the bearing area is machined.
• the reaction rail can be positioned very precisely on the projection of the side support. preferably where the horizontal and/or the vertical abutment surface is machined completely or in sections, in particular milled or ground.
• the bearing area is shorter than the corresponding length of the reaction rail. This reduces the bearing surface to be machined in the bearing area and the reaction rail can still be attached to the overhang in a statically determined manner.
• a sliding surface is arranged on the projection, in particular on the lower projection. If emergency braking is required, the magnetic levitation vehicle can set down on this sliding surface and glide to a standstill. It is therefore also advantageous if the sliding surface is made of a wear-resistant material, such as stainless steel. The sliding surface can also serve to ensure that a current collector of the vehicle slides along the sliding surface and thus picks up the current made available on the route there.
• a conductor rail is combined with the sliding surface. After the stator arranged in the vehicle has to be supplied with electricity in the case of a short-stator drive, this can be done by means of the busbar on the lower projection of the side support. The vehicle contacts the power rail with a corresponding pantograph and is supplied with power.
• a sliding surface is preferably integrated in the conductor rail. The vehicle can sit on the sliding surface at a stop or touch down to brake and slide on it to a standstill. This may be necessary in the event of a power failure or in the event of an intended stop, for example in a train station.
• the sliding surface and/or the conductor rail is curved in accordance with the curvature of the concrete support. After the vehicle is guided along the curved concrete beam, the sliding and/or the power consumption on the rail take place particularly reliably when the conductor rail, like the concrete support, is curved.
• the conductor rail is arranged on receptacles, in particular on sills of the lower projection, in particular with a clamping device.
• This enables the conductor rail to be fastened reliably and easily to the concrete girder or to the side girder of the concrete girder.
• the conductor rail possibly together with the sliding surface, can be attached to the projection or preferably to the sleeper provided for this purpose, like a railway rail in a known manner.
• a bearing for the concrete girder is arranged on an end region of the side girder and/or on a connecting element.
• a fixed bearing can be arranged at one end and a sliding bearing can be arranged at the other end of one side support or a free bearing can be arranged at each of the two ends.
• the concrete beam, in which both side beams are connected to one another at least in sections, and thus form a unit, can thus be stored in a statically determined manner.
• the first side beam has, for example, a fixed bearing and a plain bearing, two free bearings are arranged on the second side beam of the concrete beam. This allows the concrete girder to expand without tension occurring with its bearing.
• one side support it is also possible for one side support to have a fixed bearing and a free bearing, while a slide bearing and a free bearing are arranged on the other side support.
• a fixed bearing and a free bearing are arranged at one end of the concrete girder and a plain bearing and a free bearing are arranged at the other end of the concrete girder.
• These bearings can be arranged either on the side supports or on connecting elements on which the side supports are connected to one another in sections.
• the bearings of the concrete girder are arranged at an incline on the concrete girder for an elevation of the concrete girder in curved sections. This makes it possible for supports or bases, on which the concrete support is supported, to be produced in a largely standardized manner at the contact points with the concrete support.
• the concrete girder is preferably designed according to the above description, it being possible for the features mentioned to be present individually or in any combination.
• Figure 1 is a front view of a concrete beam according to the invention
• FIG. 2a is a front view of the upper projection of a side support
• FIG. 2b shows a front view of the lower projection of a side support
• Figure 3 shows a section III of the concrete beam from Figure 1 and
• FIG. 4 shows a section IV of the concrete beam from FIG.
• the same reference symbols are used for features that are identical and/or at least comparable in their design and/or mode of operation compared to other exemplary embodiments of this application. If these are not explained again in detail, their design and/or mode of action corresponds to the design and mode of action of the features already described above.
• Position information such as top or bottom or top or bottom, refers to the position in the intended, usable installation state.
• FIG. 1 shows an end view of an example of a concrete beam 1 according to the invention.
• a side beam 2 produced as a precast concrete part is arranged on each of the two lateral edges of the concrete beam 1 .
• Each of the side brackets 2 is C-shaped with an upper projection 3 and a lower projection 4 .
• the two open ends of the projections 3 and 4 point towards each other.
• the side supports 2 are arranged at a distance from one another and are connected in sections with a connecting element 5 .
• the connecting element 5 is preferably made of concrete and fixes the two side supports 2 in the desired position relative to one another.
• a cavity 6 is created between the two side supports 2 as a result of their arrangement.
• the passenger cabin of the magnetic levitation vehicle 7 is located above the concrete beam 1 .
• a reaction rail 8 is arranged on the underside of the upper projection 3 of each side beam 2 . It is attached to the upper projection 3 with screws 9.
• 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 side support 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 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 as a separate component.
• Two bearings are arranged on the underside of the lower projection 4 of each side support 2 .
• a fixed bearing 14 without degrees of freedom is arranged below the side support 2 shown on the left.
• the concrete beam 1 is defined via this fixed bearing 14, for example fastened to a base or a support on the subsoil.
• a free bearing 15 is arranged below the side member 2 shown on the right.
• the free bearing 15 allows the concrete beam 1 to move with two degrees of freedom. Changes in length of the concrete beam 1 in the transverse direction can thus be accommodated without tension.
• the fixed bearing 14 and the free bearing 15 are each arranged on an inclined bracket 16 .
• the bracket 16 makes it possible for the concrete beam 1 to be placed on a counter bearing which is aligned horizontally, for example. A corresponding base or support can thus be used at the interface to the concrete beam 1 always be executed in the same way. Only the individually manufactured concrete beam 1 forms the exact course of the route in the horizontal and vertical directions.
• FIG. 2a A front view of the upper projection 3 of one of the side supports 2 is shown in FIG. 2a.
• the reaction rail element 8.1 which is an element of the reaction rail 8 from FIG. 1, is fastened with screws 9 on the underside of the upper projection 3.
• the screws 9 protrude through the upper projection 3 so that the reaction rail element 8.1 can be mounted and checked from above.
• the reaction rail element 8.1 rests against a horizontal stop surface 17 of a support area.
• This bearing area is preferably machined mechanically on the stop surface 17, in particular milled or ground, as a result of which it forms a defined bearing surface for the reaction rail element 8.1.
• reaction rail element 8.1 can assume a position in which the stator of the magnetic levitation vehicle 7 can interact with the reaction rail element 8.1 with as little loss as possible for driving the magnetic levitation vehicle 7.
• the reaction rail element 8.1 is also in lateral contact with a vertical stop surface 18 of the upper projection 3. In particular when the magnetic levitation vehicle 7 is cornering, this ensures that the reaction rail element 8.1 maintains its position on the upper projection 3 and the forces that occur can be transferred to the concrete support 1.
• the illustration clearly shows that the bearing area of reaction rail element 8.1 on stop surfaces 17 and 18 is shorter than the corresponding length of reaction rail element 8.1. This reduces the area to be processed and processing costs and time can be saved.
• FIG. 2b shows a front view of the lower projection 4 of one of the side beams 2 of the concrete beam 1.
• Thresholds 12 shown on the upper side of the lower projection 4 Thresholds 12 shown.
• the threshold 12 can either be fastened as a separate component on the lower projection 4 . However, it can also be designed as an integral element of the lower projection 4 .
• the conductor rail 10 and thus optionally also the sliding surface 13 are fastened to the sleeper 12 by means of the clamping device 11 .
• the clamping device 11 By clamping the conductor rail 10 on the sleeper 12, changes in length which occur as a result of heating the conductor rail 10 or the concrete support 1 or side support 2 can be compensated for. If the clamping force is overcome by the changes in length, the conductor rail 10 moves on the lower projection 4 without being damaged.
• 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.
• FIG. 3 shows a section III of the concrete support 1 from FIG. It thus shows a view from below of the upper projections 3 of the concrete beam 1.
• the concrete beam 1 is curved in the horizontal direction.
• a multiplicity of reaction rail elements 8.1 of the reaction rail 8 are fastened to each side support 2.
• Each reaction rail element 8.1 is screwed to the upper projection 3 with four screws 9. It lies against the support area 17 and the stop surface 18 of the respective upper projection 3 .
• the concrete beam 1 or the side beams 2 are curved.
• the side support 3 on the inside of the curve has a length L, for example.
• the reaction rail elements 8.1 are designed in a straight line and thus form a polygon which is approximated to the curved concrete beam 1.
• the individual reaction rail elements 8.1 each have the same length l.
• the side rail 2 located in the inner part of the curve is shorter than the side rail 2 located in the outer part of the curve.
• the reaction rail elements 8.1 of both the inner side support 2 and the outer side support 2 each have the same length l.
• the distance a between two consecutive reaction rail elements 8.1 on the side support 2 on the inside of the curve is therefore less than the distance A between two subsequent reaction rail elements 8.1 on the side support 2 on the outside of the curve.
• the length I of the reaction rail elements 8.1 is between 1 and 6 meters, preferably 2 meters.
• the distance a or A should be less than 100 millimeters, preferably less than 10 millimeters, in order to ensure trouble-free propulsion of the magnetic levitation vehicle 7 .
• the preferred length I of the reaction rail elements 8.1 of a side support 2 plus the intended distance a or A between the reaction rail elements 8.1 is an even part of the support length L.
• the reaction rail elements 8.1 thus end with the side supports 2 in each case. There are no overlapping reaction rail elements 8.1 at the joint of two consecutive side beams 2.
• FIG. 4 shows a section IV of the concrete beam 1 from FIG.
• the side support 2 has a curvature in the vertical direction. If required, this curvature can also be Be present in the side support 2 in combination with the horizontal curvature according to FIG. Alternatively, of course, the horizontal or vertical curvature can also be provided alone in the side support 2 if required. A twisting of the side supports 3 in their longitudinal direction is also possible alone or in addition. The respective shape of the side supports 3 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 sills 12 can also be simply machined attachment points on the side beam, which are designed largely flush with the lower overhang.
• 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 side support 2 .
• the side support 2 is connected to its adjacent side support 2 (not shown here) with the connecting element 5 .
• the connecting element 5 is arranged at the two ends of the side support 2 .
• several of these connecting elements 5 can also be provided along the side support 2 in order to create a stable connection between the two side supports 2 .
• the concrete girder or the guideway girder is preferably made in several parts.
• the connecting elements 5 can be individually manufactured components that are connected to the side supports 2 .
• more than two side supports 2 are also possible, with several of the side supports 2 being connected to one another in the longitudinal direction.
• a bearing is arranged on consoles 16. The fixed bearing 14 from FIG.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Architecture (AREA)
• Civil Engineering (AREA)
• Structural Engineering (AREA)
• Railway Tracks (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=79287869

Family Applications (1)

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• 2020
  • 2020-12-23 DE DE102020134832.0A patent/DE102020134832A1/de active Pending
• 2021
  • 2021-11-10 TW TW110141769A patent/TW202224978A/zh unknown
  • 2021-12-15 WO PCT/EP2021/085795 patent/WO2022136037A1/de active Application Filing
  • 2021-12-15 EP EP21839876.6A patent/EP4244425A1/de active Pending
  • 2021-12-15 CN CN202180086250.XA patent/CN116888325A/zh active Pending

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