US20030116692A1 - Support for a travel-way of a track guided vehicle - Google Patents

Support for a travel-way of a track guided vehicle Download PDF

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Publication number
US20030116692A1
US20030116692A1 US10/129,999 US12999902A US2003116692A1 US 20030116692 A1 US20030116692 A1 US 20030116692A1 US 12999902 A US12999902 A US 12999902A US 2003116692 A1 US2003116692 A1 US 2003116692A1
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United States
Prior art keywords
accord
foregoing
flange
flanges
mold
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.)
Abandoned
Application number
US10/129,999
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English (en)
Inventor
Dieter Reichel
Erich Lindner
Ralf Waidhauser
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 Bauunternehmung GmbH and Co KG
Original Assignee
Max Boegl Bauunternehmung GmbH 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
Priority claimed from DE10133318A external-priority patent/DE10133318A1/de
Application filed by Max Boegl Bauunternehmung GmbH and Co KG filed Critical Max Boegl Bauunternehmung GmbH and Co KG
Assigned to MAX BOGL BAUUNTERNEHMUNG GMBH & CO. KG reassignment MAX BOGL BAUUNTERNEHMUNG GMBH & CO. KG ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: LINDNER, ERICH, REICHEL, DIETER, WAIDHAUSER, RALF
Publication of US20030116692A1 publication Critical patent/US20030116692A1/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • 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
    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the present invention concerns a support (hereinafter, a beam) for a travel-way of a track guided vehicle, especially a magnetically levitated railway, said beam being constructed of concrete, especially being of precast concrete, having in its longitudinal extension a continuously running first flange connected to likewise longitudinally running webs and at the end of each web, remote from the said first flange, having second flanges, whereby, on the said flanges of one of the beams, which flanges, as seen in cross-section, are distanced one from the other, add-on fixtures for the guidance of the vehicle can be placed, and the invention concerns itself also with a mold for the casting of the said beam.
  • WO 01/11142 has disclosed a beam for magnetically levitated travel-ways with an first flange possessing webs, onto which first flange are placed consoles to fasten the said add-on fixtures for the vehicle.
  • the consoles are screwed onto the first flange or are so placed during the original pour.
  • the said fixtures affixed to the console include the frames along with the horizontal and vertical guides for the vehicle.
  • the beam itself comprises one solid concrete body or, in an advantageous embodiment the beam is made of sections of hollow cross-section.
  • second flanges At the edge of the web(s) remote from the first flange of the beam, are placed second flanges, these extending essentially transversely away from the beam.
  • a beam has been made, which, for most cases of its application, has a sufficient rigidity against torsional stresses, since each second flange, which generally serves as a lower flange, is so designed, that it contributes by means of its marked transverse extension to the torsional structural strength of the beam.
  • the webs are connected together by means of closure plates.
  • the closure plates serve on the one hand for increasing torsional rigidity, and on the other hand they enable providing a connection to the neighboring beam.
  • the connection to the adjacent beam can be of such a kind, that a considerably strong connection is created, whereby two or more beams act in common as a compartmentalized beam.
  • the beam-end closure plates are so designed, that they accept an underpinning for the beam.
  • an advantageous force-flow path is created from the beams into the pillar supports upon which they are held in place.
  • a further increase of the torsional stiffness of the beam is achieved, wherein in the hollow space, at least one bulkhead is placed which binds the webs together.
  • the said bulkhead is a means of increasing the torsional stiffness of the beam.
  • more bulkheads can be provided, whereby the torsional stiffness of the beam is correspondingly increased.
  • the bulkheads are, advantageously, predominately placed at equal distances from one another.
  • a beam would be provided with three bulkheads.
  • the bulkheads in this case, occupy the entire cross section of the beam hollow space.
  • the bulkheads are placed in the area of a transverse pretensioning member for the beam, and/or in the area of the said add-on components, this latter especially being consoles for the guidance of the vehicle.
  • the beam is reinforced in those areas, in which, for example, the accessory components are affixed to the beam by means of consoles. A closed flow of force would in this case result without an essential increase of the total weight of the beam.
  • the second flanges, especially the lower flanges, in the area of the hollow space are connected with each other, following the manufacture of the beam, by a base plate.
  • the base plate can completely close off the hollow space, so that once again a closed hollow body is created. In many cases of application, however, it can be sufficient if the base plate is principally placed in sequential sections along the beam.
  • the base plate is incorporated in concrete.
  • This connection is of such a manner, that once again a torsion resistant form of the beam is achieved, which is particularly justified by the high requirements in the construction of beams for magnetically levitated railways.
  • the base plate can be of metal or plastic, especially fabricated as a frame. This enables a simplified mounting and demounting of the base plate.
  • the base plate is at least partially designed to carry load, then the torsion resistance is further increased. If prestressing elements are placed in the beam, then a sufficient resistance to bending for the foreseen applications of the beam may be achieved
  • the hollow space of the beam is put to use for the placement of central tensioning members.
  • the tensioning members are longitudinally arrayed in an advantageous manner.
  • the central tensioning members therein are thermally insulated in a simple manner so that the temperature gradient of the beam can be advantageously controlled and the thermal distortion of the beam clearly reduced in comparison with conventional beams.
  • the closure plates In order to make possible an abutment for the tensioning pressure of the pretensioning elements, advantageously, the closure plates, especially in the area of the hollow space, exhibit steel plates.
  • the beam is not only, inventively bend and torsion resistant, but in this way makes possible that the magnetically levitated vehicles traveling at extreme velocities on the beam can be operated comfortably with the least possible flow disturbances or flow impacts. Moreover such a construction contributes to energy savings during the operation of the said vehicle.
  • a beam is designed in such a manner, that those surfaces exposed to the radiation of the sun and/or the weight of the beam on the first flange and such radiation and loading on the second flanges are similar to one another, then, in a particularly advantageous manner, a goal has been reached, that a lower temperature gradient obtains within the beam.
  • a heat absorbing and/or reflecting surface on a beam can also be created by a coat of paint. In this way, the different thermal characteristics of the beam are very simply controlled.
  • the second flanges Because of the fact, that the second flanges extend themselves relatively far beyond the accompanying webs, they can be put to use as a travel-way for additional vehicles, especially inspection or service vehicles.
  • the vehicles can, in such a case, ride on the upper side of the second flanges and for example monitor or measure the add-on fixtures for the magnetically levitated track.
  • the first flange i.e. upper flange
  • the first flange i.e. upper flange
  • Lines circulating a heat transfer fluid have proven themselves as a means for heat equalization.
  • the heat from the more strongly heated areas of the beam is transported to the less heated areas.
  • the transport through the lines can be effected by pumps or passive means based on gravity.
  • cooling and/or heating elements are of advantage. These cooling/heating elements, which, for instance, can be operated by means of solar cells, can likewise, upon need hold the temperature gradients within the beam at a low level and thus, to a large extent, avoid deformation of the beam.
  • a mold which is a combination of individual modules, so that, by the exchange of a single module, a plurality of different beams can be made.
  • the travel way could be made out of a multiplicity of beams combined together.
  • These beams have, in general, the same shape.
  • individual differences in the beams are necessary.
  • the modules for the compensation of length upon the stress release of the tensioning elements, during the mold release of the beam are connected together in a sliding manner. If, at the time of the demolding of the beam, the tension of the tensioning elements is released, then the concrete of the beam is compressed and beam is thereby shortened. This action can lead to a jamming of the concrete part in the mold. In order to avoid this, the modules are slidingly connected, one to the other, so that a release of the mold module even with released tension members is still possible.
  • a beam By means of the insertion of different modules for different consoles, a beam can be adapted for the specified course of the track line. Beams, which are borne on different underpinnings can be erected by means of different consoles in optional positions.
  • the support consoles which, in accord with the requirements, incorporate load bearing plates which are horizontal, inclined, or offset to one another, can be custom made very quickly.
  • the modules in the area of, the base consoles have recesses for the acceptance of the mounting connections, said plates being provided with openings for grouting or ventilating purposes.
  • FIG. 1 a cross-section of a beam
  • FIG. 2 a longitudinal section of a beam without the bulkhead
  • FIG. 3 a longitudinal section of a beam with a bulkhead
  • FIG. 4 a longitudinal section of a beam with two bulkheads
  • FIG. 5 a longitudinal section of a beam with stub bulkheads
  • FIG. 6 a cross-section of another beam
  • FIG. 7 a cross-section of another beam
  • FIG. 8 a sketched mold with a beam
  • FIG. 9 an alternative core piece
  • FIG. 10 a longitudinal section of a beam with its mold
  • FIG. 10 a a longitudinal section of a beam with an alternative mold
  • FIG. 11 a cross-section of a beam with its mold
  • FIG. 11 a a cross-section of a beam with an alternative mold
  • FIG. 12 a cross-section of a further beam
  • FIG. 13 a longitudinal section of the beam of FIG. 12;
  • FIGS. 14, 15 a cross-section of another beam.
  • FIG. 1 is presented a cross-section of a beam in accord with the invention.
  • the beam possesses an upper flange 2 as well as two lower flanges 3 and 3 ′.
  • Upper flange 2 and lower flanges 3 , 3 ′ are respectively bound together with webs 4 , 4 ′.
  • attachment plates can be placed, but are not shown.
  • Functional elements can be attached to these said attachment plates. The functional elements are affixed for the guidance of a track-traveling vehicle.
  • the beam 1 is a concrete manufactured component, which essentially, is of precast concrete, end, when needed, is delivered to the construction site in a ready state, that is, prefabricated.
  • the lower flanges 3 , 3 ′ extend themselves outward in a direction away from the connecting webs 4 , 4 ′ toward the outside. By this means, a relatively high, torsional rigidity is achieved for the open beam 1 .
  • the lower flanges 3 , 3 ′ are designed to be very heavy, so that the torsional rigidity is also increased by this means.
  • the webs 4 , 4 ′ are connected with a closure plate 5 f.
  • a basic load bearing plate 6 is provided, which coacts with (not shown) bearings and fittings.
  • the beam 1 can, with this, be located in exact alignment on a corresponding underpinning.
  • the bottom reinforcement plate 7 for instance, can be screwed in or otherwise bound to the beam 1 , either releasably or non-releasably. It is important in any case, that the bottom reinforcement plate 7 strengthen the beam 1 in regard to its resistance to twist.
  • reinforcing bars 9 are placed in the upper flange 2 and in the lower flanges 3 , 3 ′.
  • the beam 1 can, moreover, for instance be made of steel-fiber impregnated concrete, whereby yet additional structural strength can be obtained.
  • the closure plate 5 has in place preparatory fittings for the connection of the beam 1 with additional beams. Beyond this, recesses for pretensioning elements are also provided.
  • the closure plates 5 serve for the anchorage of projections for the said pretensioning elements, by means of which the beam 1 is brought into the pre-specified shape in regard to its deflection behavior.
  • In the tension niches 11 are, in like manner, elements for the tensioning of the beam 1 or for the connection of several beams 1 .
  • FIG. 2 In FIG. 2 is shown a partially section profile view of the beam 1 .
  • the upper flange 2 and the web 4 are of one piece with the closure plates 5 , 5 ′.
  • the load bearing plates 6 , 6 ′ are placed on the closure plates 5 , 5 ′.
  • the closure plates 5 , 5 ′ as well as the plates 6 , 6 ′ are designed of different thickness.
  • the beam 1 is coupled with another beam, whereby, by corresponding jointing, a multicompartment beam is created.
  • the base plate 7 is located in the area of the lower flange 3 .
  • the base plate 7 completely closes off the intervening space between the webs 4 , 4 ′ and reaches from one end closure plate 5 to the other end closure plate 5 ′. In this way, for the first time since the manufacture of the actual beam, a closed hollow space is created therein.
  • a beam of this type possesses a torsion rigidity, which corresponds, essentially, to the rigidity of conventional beams.
  • a beam 1 is presented again in a profile view, which has no base plate 7 .
  • a bulkhead 13 is provided which is placed in the middle of the beam 1 .
  • the bulkhead 13 binds the webs 4 , 4 ′ as well as the lower flanges with one another, whereby a displacement of the webs 4 , 4 ′ and the lower flanges 3 , 3 ′ in relation to one another is predominately avoided.
  • a beam 1 of this type is adequate in many cases for the foreseen installation as a beam for a magnetically levitated railway.
  • FIG. 4 is presented a further embodiment example of the invention.
  • the beam possesses two bulkheads 13 . Between the two bulkheads 13 is placed a bottom reinforcement plate 7 ′.
  • This bottom reinforcement plate 7 ′ reaches, principally, from one bulkhead 13 to the other bulkhead 13 .
  • the zone between the bulkhead 13 and the closure plates 5 , 5 ′ are, on the contrary, made without a bottom plate.
  • a beam 1 of this kind possesses, contrary to the beam of the FIG. 3, an increased torsional rigidity.
  • FIG. 5 exhibits a part of a longitudinal section of a beam with stub bulkheads 13 .
  • These bulkheads are principally placed in the upper area of the hollow space.
  • consoles 14 are provided, on which the (not shown) appurtenant fixtures for the guidance of the vehicle are affixed.
  • the consoles 14 which are anchored in the concrete by means of reinforcing rods, bring about, by means of the stub bulkheads 13 , an excellent introduction of force into the beam 1 .
  • the stub bulkheads 13 in this arrangement cause, besides an increase in the rigidity of beam 1 , also furnish an optimized fastening for the vehicle guidance fittings onto the beam 1 .
  • FIG. 6 is presented a further embodiment example of a beam 1 .
  • the lower flanges 3 and 3 ′ of the beam 1 are so designed, that their upper sides serve as a travel-way for an inspection vehicle or a construction vehicle. On this upper side of the lower flanges 3 , 3 ′, sufficient room is available to place a running track for the said vehicle.
  • the bulkheads 13 which, in the presentation of FIG. 5 are represented in sectional view, are generally found in the upper part of the hollow space and receive, for this reason, the flow of force which is inwardly conducted by the consoles 14 into the beam 1 and thus into the webs 4 , 4 ′ and the lower flanges 3 , 3 ′.
  • solar cells 20 are installed on the webs 4 ′.
  • This mode of construction assumes, that the web 4 ′ is more exposed to the radiation of the sun than is the web 4 .
  • This compensating for the heat is effected by the solar cells 20 and a conductor 21 which is associated therewith.
  • the conductor 21 conveys a heat transfer fluid from the sunshine impacted side of the beam 1 to that side which lies in the shade.
  • FIG. 7 a further alternative of a beam 1 is shown in cross section.
  • the lower flange is comprised of a single construction component, while the upper flange 2 , 2 ′ is separated into two sections.
  • the open space in this arrangement, is accessible from the top of the beam 1 .
  • the hollow space of the beam 1 is closed.
  • tension reinforcement rods 9 are respectively incorporated in the outer areas.
  • the special aspect is, that the said reinforcement rods 9 are still accessible after the installation of the beam 1 , and adjustments of the beam 1 in the y and z directions is possible.
  • This adjustment in the y and z directions is done through a corresponding post-tensioning of the individual tensioning rods 9 , whereby the beam 1 is aligned in a specified manner. In this way, for instance, upon the sinking of footings at the ground, or other changes in the stretch of travel, an exact adjustment of the beam 1 to the requirements of the travel-way can be undertaken.
  • the adjustment can be accomplished in an especially delicate and exact manner by the installation of temperature dependent, controlled compression, which, for the compensation of the deformation of the beam 1 by one sided heating of the relevant tensioning members 9 , correspondingly apply more or less stress.
  • the compression means can be connected to corresponding solar cells.
  • FIG. 8 shows the sketch of a modularly built up type of mold for a beam 1 in cross-section.
  • the mold is consists of a basic frame 31 , on which the rest of the mold module is constructed.
  • the final mold module comprises the core parts 32 a and 32 b as well as t side mold parts 33 a , 33 ′ a and 33 b and 33 ′ b .
  • the individual modules are set, one on the other, and can be exchanged for another type of module with very little effort. Moreover, it is possible, to insert filling pieces, which recesses in the beam 1 can hold.
  • FIG. 9 In FIG. 9 is shown an alternative core piece 32 ′ a for the mold of FIG. 8.
  • a beam is obtained which exhibits stub bulkheads.
  • the short (stub) bulkheads which were obtained by means of recesses in the core piece 32 ′ a (indicated by the dashed line), represent, essentially, a formation similar to that of the presentations of the FIGS. 5, 6.
  • FIG. 10 is a longitudinal section of a beam with its mold sketched in.
  • the core pieces 32 c and 32 d are built on the base framing 31 , as well as the end mold parts 34 and 34 ′.
  • a beam 1 of a defined length can be made. If a shorter beam 1 is required, then, in accord with FIG. 10 a , the core piece 32 d is displaced by the core piece 32 ′ d and the end moldings 34 ′, representing the desired length of the beam 1 are placed offset on the base framing 31 .
  • FIGS. 11 and 11 a show a section of a mold in the area of the load bearing console plates 6 .
  • the load bearing plate 6 does not run orthogonally to the axis of the beam 1 .
  • a mold module 31 a of the basic framing 31 is provided. As seen in the FIG. 11 regarding Module 31 a , a slight inclination of the beam 1 is desired.
  • bearing fittings are placed on which the beam 1 is to rest.
  • the bearing plates 16 are anchored in the concrete of the load bearing plate 6 with setbolts.
  • the module 31 ′ a is so designed, that the bearing plates 16 run parallel, but considerably offset in height to one another. Even this is, again, to be brought about by a simple exchange of a module on the base frame 31 .
  • FIG. 12 is presented an additional embodiment of the invented beam 1 .
  • On the upper flange 2 which runs transverse to the longitudinal axis of the beam 1 , and on the ends of said upper flange, where, in a manner not shown, consoles for the fastening of the function planes for the magnetically levitated railway are placed, are two webs 4 , 4 ′ spaced apart from one another. Between the two webs 4 , 4 ′, there is formed a hollow space of the beam 1 , which runs essentially throughout the entire length of said beam 1 . This hollow space, in any case, could be interrupted for additional reinforcement of the beam 1 by means of bulkheads.
  • the lower flanges 3 , 3 ′ extend themselves toward the outside of the beam 1 .
  • the lower flange 3 , 3 ′ show somewhat the same thickness as the webs 4 , 4 ′. Because of the outspread shape of the lower flanges 3 , 3 ′, a greater rigidity of the beam 1 is achieved. By means of an appropriate slanted construction of the outer surface of the lower flanges 3 , 3 ′, the effect is gained that snow and ice are less apt to cling to the structure. Winter operation then become possible.
  • the lower flanges 3 , 3 ′ are connected to each other by bulkheads 13 . This also contributes to an increased structural strength of the beam 1 .
  • the bulkheads 13 are individually apportioned along the longitudinal extent of the beam 1 .
  • the bulkheads 13 are installed in one of the operational steps following the actual manufacturing procedure of the beam 1 .
  • individual modules of the mold locate above the bulkheads 13 in the hollow space of the beam 1 .
  • these move in the longitudinal direction of the beam 1 and thus migrate into the hollow space between the individual bulkheads 13 from whence they can be withdrawn from the beam 1 .
  • this longitudinal sliding of the corresponding mold modules is very easily carried out.
  • a further work step for the making of the beam 1 with the bulkheads 13 is, on this account, not necessary. The manufacture of the beam 1 can then be carried out quickie and economically.
  • FIG. 13 shows a section through the beam, along the dashed line of FIG. 12. It is obvious from this illustration, that the bulkheads 13 , are principally located in the lower part of the beam 1 , in the area of the lower flanges 3 , 3 ′. In the area of the webs 4 , 4 ′, a hollow space is formed inside the beam 1 . The effect of this hollow space is, that for the manufacture of the beam 1 , principally, there is less need for consumption of material. Moreover, because of the hollow space, room is provided in which supply lines can be laid.
  • the beam 1 is closed off by closure plates 5 , 5 ′ at the longitudinal ends. In the closure plates 5 , 5 ′ an anchorage for tensioning members or connection members to additional beams 13 can be provided. These connections are not shown.
  • FIGS. 14, 15 are shown further embodiments of beams, which can be made very quickly and economically by means of modular construction.
  • By the exchange of individual mold areas it is possible to create a multitude of different beams 1 , which resemble one another. This is done by the application of changed mold modules.
  • a lower beam 1 can be made, which principally has an upper flange 2 and lower flange 2 , 2 ′.
  • This kind of beam for instance, can be employed for construction work where bridges are concerned.
  • the beam 1 is constructed of minimum height.
  • the beam 1 is poured without a hollow space. This is easily a possibility with the invented mold, since corresponding mold modules can be removed from the mold and this a lower, by full volume beam 1 can be made.
  • the bulkheads 10 can either be full wall thickness or provided with penetrative openings. It is of advantage, if the bulkheads 10 , even like the closure plates 5 , 5 ′ exhibit demolding slopes, so that a mold part in the inlay work of the beam 1 can be removed from below out of the said beam 1 .
  • the base plate 7 can be of concrete or metal, and can also possess openings, especially for inspection purposes or for the removal of the mold or mold parts.
  • the said base plate can be concreted in or, for example, fastened in place with screws.
  • a thrust resistant connection between the base plate 7 and the beam 1 can be made.
  • the base plate 7 can be so installed, that a mold can be applied from the outside, and, by means of hoses, concrete can be injected into the hollow space and so build the bottom plate.
  • the base plate 7 can, for example, also be made, wherein the beam 1 is set into a concrete bed, which by means of the reinforcing rods extending out of the beam 1 , after the setting of the concrete, is bound fast with the beam 1 and closes off the hollow space.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structural Engineering (AREA)
  • Civil Engineering (AREA)
  • Architecture (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Power Engineering (AREA)
  • Electromagnetism (AREA)
  • Railway Tracks (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
  • Photovoltaic Devices (AREA)
  • Bridges Or Land Bridges (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Non-Mechanical Conveyors (AREA)
  • Vibration Prevention Devices (AREA)
US10/129,999 2000-09-12 2001-09-01 Support for a travel-way of a track guided vehicle Abandoned US20030116692A1 (en)

Applications Claiming Priority (14)

Application Number Priority Date Filing Date Title
DE10045336.8 2000-09-12
DE10045336 2000-09-12
DE10064724.3 2000-12-22
DE10064724 2000-12-22
DE10111918.6 2001-03-13
DE10111918 2001-03-13
DE10120909.6 2001-04-30
DE10120909 2001-04-30
DE10133318A DE10133318A1 (de) 2000-09-12 2001-07-12 Fahrwegträger
DE10133316A DE10133316A1 (de) 2000-09-12 2001-07-12 Träger
DE10133318.8 2001-07-12
DE10133337A DE10133337A1 (de) 2000-09-12 2001-07-12 Träger für ein spurgebundenes Hochgeschwindigkeitsfahrzeug
DE10133337.4 2001-07-12
DE10133316.1 2001-07-12

Publications (1)

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US20030116692A1 true US20030116692A1 (en) 2003-06-26

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US10/129,999 Abandoned US20030116692A1 (en) 2000-09-12 2001-09-01 Support for a travel-way of a track guided vehicle
US10/129,997 Expired - Fee Related US6782832B2 (en) 2000-09-12 2001-09-01 Support for a track-guided high-speed vehicle

Family Applications After (1)

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US10/129,997 Expired - Fee Related US6782832B2 (en) 2000-09-12 2001-09-01 Support for a track-guided high-speed vehicle

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US (2) US20030116692A1 (OSRAM)
EP (3) EP1317581B1 (OSRAM)
JP (3) JP3910533B2 (OSRAM)
CN (3) CN100547162C (OSRAM)
AR (3) AR030602A1 (OSRAM)
AT (2) ATE345419T1 (OSRAM)
AU (5) AU2002213873A1 (OSRAM)
BR (3) BR0113538A (OSRAM)
CA (3) CA2422116A1 (OSRAM)
CZ (2) CZ2003626A3 (OSRAM)
DE (2) DE50113706D1 (OSRAM)
EA (3) EA004356B1 (OSRAM)
HU (3) HUP0301989A3 (OSRAM)
PL (1) PL360854A1 (OSRAM)
WO (3) WO2002022955A1 (OSRAM)

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CN102079981A (zh) * 2009-11-27 2011-06-01 中冶成工上海五冶建设有限公司 一种焦炉装煤车轨道和支撑梁的连接结构及方法

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