JPH06261427A - Track structure for magnetic levitation vehicle and construction method therefor - Google Patents

Abstract

PURPOSE: To provide track structure for a magnetic levitation vehicle and a method for constructing track structure. CONSTITUTION: Track structure is provided with a pair of unit equipment parts constructed as function modules 8 protruded from lower structure 3, stators 12, travel tracks 14 and guide tracks 16, for example. Function faces 13, 15 and 17 for a magnetic levitation vehicle are installed in the unit equipment parts. The stators 12 are all buried in a material 19 whose pressure tightness is hardened in a completely longitudinal direction except for the function face 13. The hardened material 19 is connected to the function modules 8 and reduces travel loads P, Pv and PH operating on the unit equipment parts 12, 14 and 16.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a track structure for a magnetically levitated vehicle according to the general concept of claim 1 and a track structure according to claim 7 of the claim. Regarding the method to build.

[0002]

Magnetically levitated vehicles require specially designed track structures. This track structure is in wide terrain and usually consists of track girders made of steel, reinforced concrete or PC-concrete constructed in an elevated fashion as single track girders. These track girders are provided with so-called equipment parts, which carry, guide, drive, brake, transmit data to the central command room and supply current to the vehicle. The necessary functional surface is formed. Corresponding track structures are also laid in the tunnel section. Since the equipment part must be caught and hugged by the vehicle in order to function, the equipment part is provided on the structural part projecting from the girder structure, which is relative to the equipment part. It is directed to the outside ("outside hug") by the high-speed rail traffic rules, and to the inward ("inside hug") according to the traffic rules for passenger suburbs.

Due to the special drive system and the high traveling speed of the vehicle, these equipment parts must be positioned extremely accurately. In this case, especially in the case of a track girder made of concrete, it is necessary to balance or correct the construction error of the girder structure that generally occurs in the concrete structure. Therefore, in the case of a known track provided with a track girder made of PC-concrete for an electromagnet type high-speed railway, first, a stator is provided, and then laterally depending on the lower edge of the stator. A sliding surface is formed on the upper side of the projecting floor slab for emergency lowering movements, and finally the side guide track is fixed (see German Patent 37 16 260). The lateral guide tracks are first provided with the mutual spacing required for mounting, in this position fixedly held to one another for assembly, then positioned with respect to the track girder, adjusted and finally fixed to the track girder. . These side guide rails are fixed to track girders, which are welded to an anchor body made of steel and placed in concrete, or anchor bolts inserted in recesses are hardened to the peripheral surface. This is done by pouring possible materials.

In the case of this known track, various methods can be used for mounting the equipment part in various places with high precision. That is, the construction of the girder itself takes place in a concrete factory, in which the stator is installed, the sliding strips are molded outwards, while the lateral guideways are installed for the first time in the working position.
The immobile mounting of the equipment parts further results in that these equipment parts have to be dismantled in order to perform the necessary cleaning work, which is often difficult.

Regardless of whether the transport system is carried out in the outer hull or in the inner hull manner on the equipment part of the device, the running load of the vehicle is laterally from the track girder in any case. It must be received in the protruding structural parts. This load is received under different load conditions and different positions and different eccentric conditions. This mostly steel structural part is formed around the skirt to ensure the hug function of the vehicle, so that it is possible to avoid significant lateral bending stresses in the individual operating conditions. Muru. Another problem, especially in high-speed transportation systems, is that they often generate vibrations accompanied by noise.

[0006]

On the basis of the above background, the problem underlying the invention is to reduce the bending stress in the lateral direction of projecting structural parts in a track structure of the type mentioned at the outset. It is an object of the invention to provide a track structure which allows for a reduction of the equipment part and a damping of the noise due to the running of the vehicle, and a method for making this track structure.

[0007]

The above-mentioned problems can be solved by the features described in claims 1 and 7 of the claims.

Further advantageous configurations of the arrangement according to the invention are described in the claims 2-6. The basic idea of the invention is that the stator provided in the projecting area of the structural part carrying the equipment part must cooperate with its functional surface, i.e. the corresponding part of the vehicle. It is to be embedded in at least the load-bearing material which is hardened except the lower surface. In this way, the stator is completely covered, protected from corrosion and damage in the unlikely event that vibrations are prevented, and even if vibrations occur, they are not only dampened, but also in the area of the stator. The structural height determined by the height can be used to improve the rigidity of the structural portion that plays a crucial role in the deformation of the cross section.
This significantly reduces the bending stress in the lateral direction. Due to its pressure resistance and critical shear stress, the hardening material contributes to the reduction of the load and contributes to buffering the structural part. Reinforcing bar reinforcements are housed within the material that hardens to receive and transmit tensile forces.

The above advantages are obtained not only when the track girder has a steel plate structure and the structural part carrying the equipment mounting part is at the same time a part of the track girder, for example, a superstructure of this track girder. , Even if these structural parts form a ready-made functional module with the equipment part and each of these modules is integrally fixed to this undercarriage so that each module is adjustable relative to the undercarriage To be In this case, another advantage of the invention is obtained, namely that the precision requirements for the substructure are reduced. There are two separate elements that can be used to construct a track structure, one is a substructure that is built with coarser precision according to civil engineering conventions and practices, such as track girders or tunnel bottoms or troughs on flat land trackways and The division into a longitudinal stator and a functional module with an edge running surface, which is built under high precision requirements according to the rules of mechanical manufacture and electrotechnique, allows for the economical construction of the girder. This is because a large tolerance is allowed in.

The provision of structural parts for fixing to the undercarriage makes it possible to combine the equipment parts together into functional modules, which can be constructed separately, for the subsequent adjustability, and also for the interchangeability of the functional modules, eg The advantage is that it is possible to replace only the functional module while leaving the girder intact when the equipment part is damaged.

By embedding the longitudinal stator in a hardening material when forming the structural part from steel, it is certainly possible to use a composite structure as a part of which any material with a specific strength can be used. It can be constructed, but of course it can also be formed from a material which hardens the structure itself, namely concrete, and accordingly it is possible to utilize all construction methods known in all reinforced concrete or PC-concrete constructions. it can.

Hereinafter, the present invention will be described in detail with reference to the embodiments illustrated in the accompanying drawings.

[0013]

1 to 3 systematically show a track structure for a magnetically levitated vehicle according to the present invention. The elevated track is formed on a number of track girders 1 of the same style, which are formed as free-standing girders, and the substructure carrying the track girders is a longitudinal girder made of reinforced concrete or PC-concrete. 2, the stringer forms a trough-shaped cross section with the bent stringer web 3. The stringer 2 carries a bracket 4 at its end,
With this bracket, it is mounted on the main body 6 of the support body 7 which is laid on the ground through the support portion 5. The equipment part of the track with the functional surface for the magnetically levitated vehicle is provided in a special function module 8, which is located above the stringer web 3 at the edge of the girder. Are provided so as to project inwardly towards each other and are thus associated with this stringer web. Therefore, this configuration is suitable for a vehicle having an action area inside, that is, a vehicle whose drive mechanism captures the equipment part from the inside. The vehicle body contour of the vehicle is shown by a broken line.

FIG. 1 shows a cross section of the track, FIG. 2 shows the structure of the track in the support area, whereas FIG. 3 shows details III.
As a result, one sectional view of the functional module 8 in which the positions and arrangements of the equipment equipment portion and the functional surface are clearly shown is shown. This functional module 8 comprises a steel plate 9, which is fixed to the stringer web 3 by means of screws 10. The steel plate 9 projects from the inner surface 11 of the longitudinal girder web 3. The steel plate carries the equipment part of the track in this area, which is provided with a functional surface.

First, a vertically long stator 12 is provided in this equipment part.
This vertical stator is fixed to the lower side of the steel plate 9 with, for example, screws. Lower surface 13 of the vertically long stator 12
Form the first functional surface. When the vehicle is traveling due to the attractive force of the magnet, the load P of the vehicle acts via the vertically long stator 12. The steel plate 9 forms a running rail 14 in a region projecting inward so as to cover the vertically long stator 12. The wheel running surface 15 formed on the upper part is a second functional surface. In this region, the guide force-emergency travel corresponding to the resultant force Pv via the rubber roller during travel-emergency travel, i.e. the total vehicle load is applied in the absence of the stator structure. Side guide rails 16 are provided in the area below the steel plate 9. The outer surface 17 of this guide rail is the third functional surface. During travel, the rubber roller acts on this outer surface in order to transmit a lateral guiding force, the resultant force of which is indicated by reference sign PH.

The air space surrounding the stator 12, that is, the air space that is closed by the steel plate 9, the inner space by the side guide rails 16 and the outer space by the vertical legs of the angle section 18, is fixed. It is filled with a material 19 which has the same surface as the child lower surface 13 and is completely hardened. This material 19, which completely encloses the stator 12, comprises a reinforced concrete structure of the functional module 8 so that at least its cross section transmits forces,
In this embodiment, it is connected to the steel plate 9. This hardening material 19 is chosen and so arranged that the steel plate 9 is stiff in the lateral direction under the action of the vehicle loads P and Pv. The material itself, as long as it has the required properties in terms of strength and bonding with steel structural parts,
It may be a synthetic substance. It is particularly advantageous to use concrete, whether it comprises a liquid binder, ie Portland cement, or a synthetic resin-based engagement material.

1 to 3 are for general description of the present invention, other embodiments according to the present invention will be described below based on other drawings. The present invention is not fundamentally for a special embodiment of a track girder. 4 to 6,
The invention is illustrated with a track girder 1a of steel construction. FIG. 4 shows a cross section of the track girder. The steel plate 9a is welded to the stringer web 3a. This stringer web forms the upper structure of the track girder 1a.
The substructure of the same also comprises a steel plate 20. The girder webs 3a are connected to the girders 21 so that a substantially trough-shaped carrying cross section is formed. As shown in FIG.
The hardening material 19 surrounds the stator 12 and at the same time assists the rigidity of the upper steel plate 9a in the lateral direction when a vehicle load is applied, as in FIG.

A further reduction of the deformation of the steel plate 9a in the lateral direction--as shown in FIG. 5--is that the region 22 beside the stator 12 is also filled with a hardening material 19. Anchor 2
3 ensures a solidification between the filling material and the steel structure. Area 22
For this, a hardening material 19 similar to that in the peripheral area of the stator is selected. For cost reasons, it is also possible to select vibration-insensitive concrete at this location, for example silicon concrete, instead of polymer concrete or synthetic resin.

FIG. 6 also shows a "functional module with a stator" and a "carrying substructure", which have already been shown in FIGS. 1 to 3, in a track girder of a steel structure and which cooperate to form a track girder. It shows the division of functions. The balancing of requirements for different accuracies is provided by the adjustable screw connection 10. In order to transmit the forces acting between the two elements which act in the running state, a filling 24 of cement mortar or synthetic resin mortar, which simultaneously reinforces the track girder in the longitudinal direction, is placed.

FIG. 7 shows the cross section of the track girder 1 again. The undercarriage of this track girder consists of a PC-concrete girder 2, on each of which a girder web 3 is equipped with a functional module 8--similar to that already described in connection with FIG. There is. In this embodiment, adjustment of this functional module 8 and rough striking structure of track girder 1, ie PC
-Explain the fixing to the concrete girder 2. The individual phases of this immobilization are illustrated in Figures 8-10.

When building the functional module 8 separately from the PC-concrete girder 2, a connecting surface is prepared on the lower side 25 of the steel plate 9. This connecting surface is a horizontal functional surface within a narrow tolerance range,
That is, they are parallel to the surface provided with the wheel running surface 15 and the lower surface 13 of the stator at a constant distance from these surfaces. Steel embedded members 26, 27 are embedded on the upper side of the vertical girder web 3 of the PC-concrete girder 2, and these steel embedded members belong to the connection surface provided in the functional module 8 and from the top surface. It is protruding. Before assembling the functional module 8, these steel burying members 26, 27
Are prepared with exact dimensions corresponding to the design geometry of the runway and the geometry of the arrangement of the connecting surfaces with respect to the surface of the equipment part. This state is shown in FIG.

After the functional module 8 is placed on the steel burying members 26, 27 (see FIG. 9), the steel plate 9 is penetrated to form a fixing hole 28, and the steel burying members 26, 27 are provided with a blind hole 29. Is drilled and threaded. The thread then connects the functional module 8 with the stringer web 3 of the track girder 1 with the pretensioned screw 10 (see FIG. 10).

A predetermined size of the steel embedding members 26, 27 is obtained by penetrating the steel plate 9 of the functional module 8 together with a fixing hole 28 and a blind hole 29 in the steel embedding members 26, 27. This way of joining by means of which it is possible to fit these steel embedding members 26, 27 into the center of the hole 29 with very little difference, therefore these steel embedding members 26, 27 are markedly edged. It can be installed with as few dimensions as possible without projecting.

Further, as can be seen from FIG. 10, finally, the filling material 24 having pressure resistance in the intermediate air space around the steel embedding members 26 and 27 between the steel plate 9 and the rough striking structure, that is, the longitudinal girder web 3. , For example, filled with mortar. This filling material 2
4 acts as an additional pressure-bearing surface for the transmission of bending moments from loads acting in an eccentric manner on the functional module 8. This pressure receiving surface reduces the shearing force induced by the static cooperation of both structural parts due to the connection between the molding member on the lower side of the functional module 8 and the molding member on the surface of the stringer web 3.

The building materials PC-concrete and steel have different deformation behaviors. That is, concrete shrinks and causes creep, but the above phenomenon is not observed in steel materials. Sunlight induces different temperatures and different deformations in steel and concrete. This creates a large force between the PC-concrete girder and the functional module made of steel. This force requires a fixing structure at the girder end. Such a fixing structure is shown in FIGS. 11 and 12.

The fixing of the functional module 8 in the region between the girder ends corresponds to the cross section VIIIc-VIIIc in FIG. 10, but in FIG. 11 the section line IXa-IX in FIG.
FIG. 12 shows such end fusing in the longitudinal section of FIG. In order to form such an end fixing portion, one steel anchor body 30 is concrete-cast from the upper side at the end of the stringer web 3. This anchor body is fixed in the stringer web 3 on the lower side by means of a tooth-shaped part 31 for better force transmission and additionally by a tensioning member 32. The fixing body 30 has a space 33 having an open upper surface, in which a carrying member 34 connected to the steel plate 9 of the functional module 8 is engaged. On the other hand, the carrying 34 is provided with a reaction surface 35 and a space 33.
Is in contact with the end wall of. On the opposite side, carry 3
A filler 36 is provided between the inner wall 4 and the other end wall of the space 33. The screw 37 serves for an additional connection between the steel plate 9 and the fuser 30. By such end fixing, track girder 1
The bearing cooperation of the functional module 8 therein is achieved. That is, for example, the pre-tension is before the function module 8 is installed,
For example, it can be achieved by expanding due to heat and being incorporated in this expanded state.

If the different temperature-dependent deformations of the steel functional module and the steel or PC-concrete substructure are not converted into forces, that is to say when the cooperating support is desired, the functional module is moved longitudinally. It is possible to connect with the substructure so as to slide with. An example of such a longitudinally sliding connection is shown in FIGS. 13, 14 and 15.

In the embodiment according to FIG. 13, the steel plate 9 of the functional module 8 is reinforced by a double-positioned steel plate 37 in the region above the stringer web 3b, so that The bending stress is small.

For fixing the functional module 8 to the lower structure, a steel pipe 38 having a lower cover and an internal thread, which is placed in the stringer web 3b, is used for assembling the functional module 8. It has been cut to the correct height. By interposing a sliding layer between the steel pipe 38 and the functional module 8, mutual slidability is guaranteed. A screw 1 in which the functional module 8—as in the embodiment of FIGS. 8, 9 and 10—is screwed into the thread of the steel pipe 38.
It is held by 0. The free extension length of the screw 10 in the steel tube 38 allows for a constant pretension and bending without damage. The perforation of the holes in the steel plate 9 of the functional module 8 required for inserting the screws 10 is carried out according to the dimensions of the cut steel pipe 38. Function module 8 and stringer web 3
The gap between the upper sides of b is closed on the outside by a gap 39 against the ingress of moisture. Inside, this gap is protected against moisture by the shape of the stator carrier.

The functional module 8 thus supported at least in a limited longitudinally slidable manner has at least a central structure, for example by means of screws, to reduce the braking force exerted without a free extension and with a substructure. Requires a non-sliding connection to.

In the embodiment according to FIG. 14, the functional module 8 with the steel plate 9 is similar in that the rail rails are secured to the stringer webs 3b of the PC-concrete girder and to the PC-concrete sleeper in a similar manner. , That is, via an elastic clamp. In this case, a laterally oriented U-shaped profile 40 is used as a receiving surface in the upper end face of the stringer web 3b, on which a sliding layer 41 is provided. The U-shaped profile 40 lies in a recess in which the mortar has been cast, as can be seen from the cross section of FIG. Elastic clamp 42 and screw 4
By fixing the steel plate using 3 and 3, the functional module 8 can be integrally fixed by sliding.

Formed from a completely hardened material, not a steel material with a stator embedded in the hardened material of the functional module, in the context of a steel or PC-concrete girder substructure. Of course, it does make sense. The plot type for this structure is shown in FIG.
And shown in FIG. In this embodiment, the track girder 1 consists of a substructure, namely a PC-concrete girder 2 with a girder web 3. The functional module 8a consists of a long-running structural part 47, which suitably extends over the entire length of the track girder 1, prefabricated with a flat rectangular cross section in a stiffening material such as concrete. A notch 44 is formed in the area used to secure the functional module 8a to the upper side of the stringer web 3, and a screw 45 is inserted through this notch, which screw corresponds to FIG. It acts as a screw stop for the steel burying members 26, 27 in a manner similar to that described in relation. The stator 12 is embedded in the region of the lower edge portion in the region projecting from the inner wall 11 of the stringer web 3 of the functional module 8a. The wheel running surface and the side guide surface are formed on an angled running track 46, which running track is provided on the free end surface of the prefabricated structural part 47. Also in this embodiment, a mortar layer 48 is provided to improve the transmission of forces between the functional module 8a and the upper side of the stringer web 3.

A series of modified configurations of this configuration are shown in FIGS.
It is shown in FIG. FIG. 19 shows how far the flange 49 ′ of the running track 49, which in this case consists of a T-shaped steel profile, has reached into the body of the prefabricated structural part 50. A reinforcing bar 51 is welded to the flange portion 49 ′ as a lateral reinforcing bar, and the reinforcing bar is connected to the vertical reinforcing bar 52. In the embodiment according to FIG. 20, an angle-shaped running track 53 is connected in a steel plate 54, which covers the entire upper side of a ready-made portion 55, and a thrust anchor 56 is used to provide this ready-made structure. Part 5
Associated with the curable material forming 5.

In the embodiment shown in FIGS. 19 and 20, the replaceable fixing portion of the functional modules 8b and 8c by the screwable anchor 57 is shown, but the functional module is basically a ready-made member. This functional module as a prefabricated structural part 58 is limited to the projecting part of 8d, and is connected to the connecting rebar bar 59 and the connecting rebar 60 projecting from the longitudinal girder web 3 in the girder body 61 which is subsequently concrete-cast. It becomes possible to do.

FIG. 22 and FIG. 23 show a cross-sectional view and a vertical girder sectional view of an embodiment for fixing the end portion between the PC and the concrete girder, which is formed as described above, and the functional module. In the case of this embodiment, the vertical tension member 6 fixed in the end fixing portion 63 in the vertical girder web 3 by a method known per se.
2 is shown. In order to transmit the shear force exerted by the functional module 8a, the sliding strips 6 are provided in the stringer web 3.
An anchor body 65 made of steel penetrating 4 is driven. Similarly, the sliding strip 64 made of steel is rigidly connected to the inclined stirrup rebar 66, for example, by welding. The anchor body 65 comprises a through hole 67 for the longitudinal tension member 62. The head of the anchor body 65 projects into the notch 68 in the functional module 8a.

It is advantageous to provide the functional module on the PC-concrete girder so that its height position can be modified and therefore this functional module does not have to be replaced. Because of the height adjustment of the device, it seems impossible to configure this device to transmit the horizontal force between the functional module and the PC-concrete girder during the adjustment process, so It is advantageous to configure this device so that it does not transmit horizontal forces even when the vehicle is running. If this is not the case, the static system and in this case also the deformation behavior must be modified during height adjustment. The device for height adjustment and the horizontal force transmitter therefore consist of two separate members, as shown in FIGS. 24 and 25, along the longitudinal side of the girder. The tension / pressure anchor according to FIG. 24 receives vertical forces during vehicle driving conditions and adjustments, allowing height adjustment. The slip bar according to FIG. 25 receives the horizontal forces that occur in any situation.

As can be seen from FIG. 24, within the substructure,
That is, a cylinder 70 is cast in the longitudinal girder web 3 of the PC-concrete girder 2, which has a hole 71 with an internal thread 72 in its lower region and an inner hole 71 in its upper region. It has a relatively large diameter hole 73 with threads 74. A cylindrical body 75 with an external thread 76 is screwed into the hole 73. The functional module 8a is supported on the upper edge of the cylindrical body through a steel plate 77. The cylindrical body 75 is fixed to the screw hole 73 by a lock nut 78. The cylindrical body 75 is inserted into the screw hole 73.
It is possible to change the height of the functional module 8a to various heights by screwing in and out at various positions. The lower edge 79 of the functional module 8a is shown in a fixed position, while the maximum height of the undercarriage is shown at position 80 and the lowest position is shown at position 81. The tension-resistant connection of the functional module 8a to the undercarriage 2 is made by means of bolts 82, which are holes 8 in the functional module 8a.
3 through-through the cylindrical body 75-into the hole 71 of the cylindrical body 70. A nut 85 that acts on the underlay 86 is provided in the notch 84 at the upper end of the bolt 82.

One embodiment of the device for receiving the shearing force generated when the distance between the lower edge functional module and the upper edge lower structure shown in FIG. 24 is different is shown in FIG.
5 shows. This device comprises a lower part 87 made of a steel plate 88.
And a force transmitter 89. The steel plate 88 is fitted in the upper edge of the lower structure 2. A vase-shaped upper part 90 is inserted in the lower side of the functional module 8a, which upper part is fitted exactly to the force-transmitting body 89, and in accordance with different height intervals, this force-transmitting is varied. It is slid on the body. By adapting this force transmitter 89 to the vase-shaped upper part 90,
Shear force is absolutely transmitted at any height position.

Two functional modules 8 are shown in FIGS.
a and a cross-section and a side view showing how the static cooperation between the PC and the substructure consisting of PC-concrete girder 2 statically cooperates and is configured as a track girder 1. . In this case, both functional modules 8a are respectively advantageous, here only slidingly connected to the lower structure at the girder ends, while the other connection between the functional module and the lower structure is slidable. . Due to this, the functional module 8a between the advantages, ie between the end fixing parts of the embodiment according to FIG. 27, acts as the pulling side or the pressing side.

The application of the present invention is not limited to the elevated track as described above, but can be applied to, for example, a trough-shaped track laid underground in the same method and, of course, in a tunnel. Two examples of tunnel sections are shown in FIGS. 28 and 29. In the embodiment according to FIG. 28, both functional modules 8a are fixed on a lower structure 91, which is connected to a tunnel bottom 92. To dampen vibrations and noise, it is also possible to form a trough 93 and to flexibly support this trough on a correspondingly formed tunnel bottom 92 by means of an elastic bearing 94 (see FIG. 29).

In this case, the problem of functional module fixation is less important than in the case of elevated tracks. Because, on the one hand, the functional module can be formed like an endless rail, and costly end anchoring is only necessary for large intervals, while on the other hand it works between the functional module and in this case the concrete structure. This is because the force exerted does not induce undesired deformation due to the consistent bearing of the substructure.

[0042]

As described above, according to the present invention, not only is the stator completely covered and protected from corrosion and in some cases damage, but the structural height existing in the area of the stator is It can be used to improve the rigidity of the structural portion that plays a crucial role in the deformation of the cross section. This reduces bending stress, especially in the lateral direction. The hardening material reduces the load due to its pressure resistance and critical shear stress.

[Brief description of drawings]

FIG. 1 is a cross-sectional view of a track structure for an internal inclusion type vehicle according to the present invention having a PC-concrete track girder.

FIG. 2 is a partial view of the track structure in the area of the support.

FIG. 3 is an enlarged view of an equipment portion forming a functional surface of the track structure, which is the detail II of FIG. 1.

FIG. 4 is a cross-sectional view of a track structure including a steel track girder.

FIG. 5 is a detailed view of an embodiment of a functional module made of steel.

FIG. 6 is a detailed view of an example of a functional module made of steel.

FIG. 7 is a cross-sectional view of a track structure including a track girder made of PC-concrete.

FIG. 8 is a diagram showing a state in which the functional module is fixed to the track girder according to FIG. 7.

9 is a view showing a state in which the functional module is fixed to the track girder according to FIG. 7.

10 is a diagram showing a state in which the functional module is fixed to the track girder according to FIG. 7;

11 is a vertical cross-sectional view taken along the section line IX-IX in FIG.

12 is a cross-sectional view of the end fixing of the functional module taken along section line bb of FIG. 11. FIG.

FIG. 13 is a partial view of a configuration for longitudinally movably fixing a functional module made of steel to a track girder made of PC-concrete.

FIG. 14 is a partial view of a configuration for longitudinally movably fixing a steel functional module to a PC-concrete track girder.

FIG. 15 is a partial view of a structure for longitudinally movably fixing a functional module made of steel to a track girder made of PC-concrete.

FIG. 16 is a partial view of a configuration for movably fixing a functional module made of steel in a longitudinal direction to a track girder made of PC-concrete.

FIG. 17 is a cross-sectional view of a track girder with a functional module formed as a filling material.

FIG. 18 is an enlarged view of the functional module according to FIG.

FIG. 19 is a diagram of another example of a functional module.

FIG. 20 is a diagram of another embodiment of a functional module.

FIG. 21 is a diagram of another embodiment of the functional module.

FIG. 22 is a cross-sectional view of end fusing of a functional module.

FIG. 23 is a vertical cross-sectional view of the end fixing of the functional module.

FIG. 24 is a partial view of a configuration for fixing the functional module to the track girder in a tensile strength resistance, a pressure resistance, a limit shear stress, and a height changeable.

FIG. 25 is a partial view of a configuration for fixing the functional module to the track girder with tensile strength resistance and pressure resistance, with limit shear stress, and height changeable.

FIG. 26 is a cross-sectional view of a track structure in which a functional module is connected only at an end with a substructure and forms a track girder with the substructure.

FIG. 27 is a longitudinal sectional view of a track structure in which a functional module is connected only to an end portion with a substructure and forms one track girder with the substructure.

FIG. 28 is a diagram of an embodiment of a track structure according to the present invention in a tunnel section.

FIG. 29 is a diagram of an example of a track structure according to the present invention in a tunnel section.

[Explanation of symbols]

 1 Track Girder 2 Lower Structure (PC-Concrete) 3 Longitudinal Girder Web 4 Bracket 5 Supporting Part 6 Support Head 6 Support 8 Functional Module 9, 20, 59 Steel Plate 10, 43 Screw 11 Inner Surface 12 Vertical Stator 13 Fixed Lower child edge 14 Track 15 Wheel running surface 16 Side guide rail 17 Side guide surface 18 Angle section 19,22 Hardening material 21 Cross beam 23,56,57 Anchor 24 Mortar filler 26,27 Component embedded body 28 Fixed Hole 29 Blind hole 30 Anchor body 31 Tooth-like portion 32 Tension member 35 Reaction surface 40 U-shaped-shaped material rail 44 Notch portion 48 Midule layer 50 Preformed portion 59 Connection reinforcing bar 60 Connection reinforcing bar 63 End fixing portion 70, 75 Cylindrical body 80 Maximum height 81 Minimum height 89 Force transmitter 92 Tunnel bottom

Front page continuation (71) Applicant 592105066 Magnet Bahn Geselsyaft Mitte Besienlektel Haftsung Federal Republic of Germany, Schutalnberg, Emslanderstraße, 3 (72) Inventor Herbert Schiambeck, Federal Republic of Germany, Andechs, Kessel Wake , 6 (72) Theodore Baumann, Federal Republic of Germany, Ismaning, Metz Gerfertwake, 13 (72) Inventor Deita Hirigges, Federal Republic of Germany, Neuried, Ammer Seestraße, 31 (72) Inventor, Reinhard Rampermann Republic, Syutarnberg, Gross Clock Nelstraße, 6 (72) Inventor Cristian Rosin, Federal Republic of Germany, Reichling, Untergasse, 25

Claims (6)

[Claims] 1. Equipment parts having functional surfaces such as longitudinal stators, running and / or guiding tracks or similar structures, which parts laterally approach each other from the undercarriage. Directionally or in a direction away from each other and is fixed in position exactly on a pair of structural parts which are embraced by the vehicle for traveling and in this case form a functional surface for the vehicle of the stator. In a track structure for a magnetically levitated vehicle, in which the lower side is present in the lower region of the protruding structural part, the stator (12) is completely and longitudinally hardened except for functional surfaces. A material (19) that is at least load-bearing capable of being coherently embedded and that is present in the form of a bond with, or forms, the protruding structural part, Equipment equipment part A track structure for a magnetically levitated vehicle, wherein the track structure is configured to perform a carrying function when a traveling load (P) acting on the vehicle disappears. 2. The projecting structural part forms an equipment part and an off-the-shelf functional module (8) whose dimensions are adhered to, the functional module as a whole with respect to the substructure (2). 2. Track structure according to claim 1, characterized in that it is adjustably and load-bearing and / or structurally fixable to this substructure. 3. For transmitting shear forces between the equipment part and the material to be hardened at the end of the functional module (8) and / or between the functional module (8) and the undercarriage (3). Track structure according to claim 2 or 3, characterized in that it is provided with an additional buried structure part (30, 34). 4. The functional module (8) consists of an upper steel plate (9) as a composite structure, on which the equipment (part), in particular a stator (19) embedded in a hardening material (19). 12) is fixed, characterized in that
The track structure according to any one of 1 to 3. 5. A material (1) in which the functional module (8) is at least mainly cured as a prefabricated structural part (50).
The track structure according to any one of claims 2 to 4, which is formed from 9). 6. A method for constructing a track structure, in which a functional module (8) is provided with a connecting surface with small and constant tolerances, the corresponding substructure being made of steel in the substructure. Connection with oversize (2
6,27), firstly dimensioning the connecting parts (26,27) belonging to the connecting surface for adjusting the functional module (8) with respect to the substructure (2), and then the function Positioning the module (8) with respect to the undercarriage (2), drilling fixing holes through the functional module (8) into the connecting parts (26, 27), cutting off the last thread part and finally working Method for constructing a track structure, characterized in that a module (8) is connected to a substructure with bolts (10).