WO2003104562A1

WO2003104562A1 - Precast concrete part and method

Info

Publication number: WO2003104562A1
Application number: PCT/DE2003/000156
Authority: WO
Inventors: Roland Weber
Original assignee: RWP Gesellschaft für Baustellenautomatisierung mbH
Priority date: 2002-06-01
Filing date: 2003-01-20
Publication date: 2003-12-18

Abstract

The invention relates to a railroad concrete tie having interspaced track supporting areas and a concrete connecting piece situated therebetween. The invention provides that the concrete connecting piece is provided with ordinary reinforcement.

Description

Title: Precast Concrete and Process

description

The priority is claimed from PCT / EP 02/08144, filing date July 22, 2002, which was filed with effect for Trinidad and Tobago.

Priority is also claimed from DE 102 43 083.7, filing date September 16, 2002, from DE 102 47 596.2, filing date October 11, 2002, from DE 102 51 850.5, filing date November 7, 2002, from DE 102 50 283.8 , Filing date October 28, 2002.

The present invention relates to what is claimed in the preamble and is therefore concerned with the rotary formwork of precast concrete parts, in particular with railway sleepers.

There are a number of elongated precast concrete parts, each of which can be installed in large numbers for a building without changing one another. These include ram piles for the foundation formation, noise protection wall elements, crosswise sleeper rib constructions, transoms for high-bay warehouses etc. and in particular track sleepers, which are laid in large numbers for modern railway lines.

A large number of load changes occur on railroad sleepers due to the very large number of axles that roll quickly over the sleepers and on which, for example for freight trains, there are very high dynamic loads. Even under this frequent load change there is no destruction or impairment of the safety of the component. Components are typically used which have spaced-apart track support areas corresponding to the required track width, these two blocks being kept at the correct distance from one another by connecting elements. Such thresholds are known for example from DE 195 08 108 AI, DE 195 29 024 AI, DE GBM 295 00 039, DE 199 57 223 AI, DE 190 09 507 AI.

DE 190 09 507 typically proposes that the reinforcement elements be formed with prestressed concrete. Railway sleepers of this type have hitherto been produced in sleeper plants in which a large number of sleepers can be produced using the circulating method or stenter frame method, it being possible to provide the required (prestressing) or steel-reinforced concrete reinforcement in this plant. Production in swell plants is cheap if a large number of locations can be reached from this plant over short distances, i.e. the plant is centrally located. In the production of sleepers for decentralized track paths, however, other manufacturing options would be desirable, which are particularly investment-friendly and / or mobile. It is also desirable to achieve a manufacturing technique that can also be used in large numbers for others, in particular both elongated and non-elongated precast concrete parts.

The object of the present invention is to provide something new for commercial use.

The solution to this problem is claimed in an independent form. Preferred embodiments can be found in the subclaims.

The present invention thus proposes, in a first basic concept, a railway concrete sleeper with spaced-apart track support areas and a concrete connecting piece in between, in which it is provided that the concrete connecting piece is reinforced with slack.

A first essential aspect of the present invention therefore lies in the knowledge that the spaced-apart track support areas can be held securely in their position by a slack-reinforced concrete connecting piece, regardless of their high dynamic load due to trains traveling over them. This longitudinal reinforcement allows tensile forces to be transmitted between the rails and ensures the stability of the track position.

This makes it possible to design according to DIN 1045 or other international concrete construction regulations and not exclusively to use the railway-specific standards such as international concrete construction regulations and no longer to fall back on the CEM, which deal with slack reinforcement. This is particularly advantageous because the CEM standards, etc. can only be complied with expensively, but with the invention the clearly defined crack behavior of the components according to the invention can nevertheless ensure the required high level of safety and readiness for use in the area of fatigue strength. This means that, with the same level of safety, steel and concrete can be significantly more cost-effectively optimized, in particular a choice of concrete qualities up to typically B -25 / B -35, which is particularly which is preferred, since it is already sufficiently frost-resistant and durable. It is also preferred to arrange an exclusive limp reinforcement of the concrete connector.

It is sufficient if the concrete connection piece is reinforced in one layer, which simplifies production and lowers production costs. Single-layered also means reinforcement elements that are directly one above the other but are provided without stirrups.

The reinforcement will typically be made of corrugated steel, which prevents the reinforcement from shaking loose under the dynamic load. In addition, the static crack behavior can already be calculated exactly according to DIN 1045. There is no longer any reason to fear that problems will arise from the slack reinforcement of the concrete connector during continuous operation, since extensive experience exists, particularly in the area of limited steel stresses, for example below 18 kN / cm ² . This also applies to the support blocks.

While, for example, conventionally manufactured reinforcement mats or baskets can be formed and used by means of helical spot welding, it is particularly preferred if the reinforcement is carried out with a dynamic mat, i.e. a steel insert mat, which is formed only from crossing bars, which are only in certain crossing points , which are preferably in the area of low tractive force coverage, but are not welded to one another at all crossing points. The arrangement of additional bars can then be provided at welding points on the edge. Such reinforcement is inexpensive and ensures that even with very high load changes the steel stresses at the welding points do not endanger the load-bearing capacity. Comparatively small steel diameters of, for example, 6 to 8 mm in diameter or less are preferred, which reduces the undesirable crack expansion and distributes the cracks more finely, even without having to resort to the expensive demands of a CEM for a minimum torque without cracks.

Compared to the well-known two-block sleepers with their connecting pieces made of steel profiles, the concrete bridge ensures that the tracks are easier to walk on by construction and maintenance staff, which represents a further advantage in operation.

It is particularly preferred if the concrete connector has a floor clearance during operation, especially if the sleeper is laid on a ballast track bed. The floor spacing of the concrete connection piece at least in a partial area prevents the threshold from spreading i.e. As a result, there can no longer be any bearing pressure in the middle of the threshold, which leads to different bearing pressures that are difficult and / or expensive to control, that is to say essentially bending moments with changing signs.

It is particularly preferred if there is a shelled area in the area of the floor spacing, that is to say the threshold is formed from two sides, namely on the track support areas on the top side and on the floor side in the area of the concrete connecting piece. This can be achieved when manufacturing in the rotary formwork process in a horizontal position by using an insert in a formwork that is different from the is poured under the laterally applied concrete. For this reason, it is preferred if a concrete mass suitable for flowing under a formwork, in particular self-compacting concrete and / or easily compactable concrete and / or at least concrete with a liquid consistency, for example KF according to DIN 1045, is used. It is obvious that precisely where technologically more complex types of concrete are not available, the comparatively simpler flow concrete can be used, for example in emerging or developing countries.

The lateral support blocks or swell blocks of the railway concrete sleeper are preferably also reinforced with only one mat, in particular a dynamic mat, and thus absorb the tensile forces from an explosive device on the sleeper river. The reinforcement can be basket-shaped, in particular two baskets can be bent, which in particular overlap at the ends at the top inside. Alternatively, there can be bars converging on the inside at the bottom. Such stirrup or basket reinforcements or suspensions may in particular be required in addition, but should be limited due to the effort involved in laying them.

The formwork can be made considerably easier if the vertical walls of the sleepers have an inclination of about 1:20. If the incline is over 1:40, the formwork is not made much easier; if it is below 1:10, there is no further relief, but an unhelpful change in shape due to walls that are too flat does.

Protection is also claimed for a method of manufacturing an elongated precast concrete element, particularly one Railway sleeper, it being provided that near the construction site, in particular at a simply equipped production site, if necessary and preferably also under the open sky, a slack reinforcement, in particular a dynamic mat, is inserted into a reversible form and poured with concrete. It was recognized here that the rotary shell production of the invention preferred for railway sleepers can also be used for other elongated precast concrete parts such as driven piles, purlins and the like.

The elongated precast concrete parts can be manufactured face to face and / or long side to long side in a rotary mold. The rotary formwork preferably has an asymmetrical rolling foot, opposite from which it can be lifted with a crane. A corresponding asymmetrical shape in relation to the direction of rolling or rolling can, unlike in the case of a circular or elliptically symmetrical shape, reliably avoid instability when turning, since the point of attachment, the center of gravity of the concrete part and the anchorage point of the crane lie vertically in a line. To increase occupational safety, this is particularly preferred when tower cranes or mobile cranes are to be used for shifting using the same method. Such a procedure is again advantageous because mobile cranes are inexpensive and are readily available everywhere. The mobile truck crane can, in particular, move in the direction of rotation without a claw to rotate the usually heavy formwork and thus shorten the lever arm. For the sake of disclosure, it should be mentioned that there are alternative turning options such as a so-called Rotomat. It is preferred if, when turning, an end position securing of the parts in the formwork is provided, in particular by means of an entanglement. This prevents the concrete parts from coming loose during turning. It avoids devices on the intermediate webs that either thicken them and make them harder to clean, or that create problems when stripping over joints and edges.

In a particularly preferred embodiment, the formwork can be spindle-supported. In this way, simple stripping without pressure loading by hammers etc. is achieved, for example, using impact wrenches or the like.

It should be noted that even elongated precast concrete parts under 3 m can be formed transversely to the longitudinal direction of the rotating shell, especially if they are positioned side by side. It is particularly preferred if a typical two-block sleeper with a length of 80 + 64 + 80 (= 2.24 m) is manufactured, instead of the usual 2.40 / 2.60 m B58 / B70-

Threshold. Such a procedure makes it easier to evenly fill and / or clear excess concrete of the form, especially in the case of railway sleepers with a formwork element, and still allows drafty work.

It is possible for a top formwork to be provided on the formwork from above, that is to say an insert which can be flowed under, control holes being provided in particular on the top formwork or the insert means, through which there can be a visual inspection in order to check whether actually Concrete has poured under the formwork. It is particularly preferred to use a free flowing concrete such as flowing concrete, self-compacting concrete and / or easily compactable concrete with formwork to be used together. This ensures that there is good mold filling.

The formwork form can be slightly inclined with an actuator to facilitate the inflow of concrete under a cover formwork and / or vibrated with a vibrating actuator. The actuator is preferably attacked on one side of the formwork form while it can sit opposite. In this way, a flow of the concrete "downhill" is supported.

With regard to the precast concrete lengths, it should be noted that a typical two-block sleeper with a length of 80 + 64 + 80 cm (= 2.24 m) is manufactured instead of the 2.40 / 2.60 m usual B 58 / B70 sleeper. When long thresholds are replaced by short ones, there is usually no need to rework the embankment shoulder with mineral mixture, etc., as a rule.

In a particularly preferred variant, the shape can be cleared from the top, which ensures that a sufficiently uniform surface is also achieved on the top areas that are not under a formwork, which moreover ensures that the shape is completely filled. It should be noted that it is also possible to use a profiled clearing blade without cover formwork, so that the use of stiffer concrete consistencies with large tolerances of the profiling may be necessary. The clearing arrangement can be provided with a storage drum or the like, via which concrete is selectively added during clearing can be used to achieve the exact form filling especially in the final process.

A movable broaching system can be provided which serves for clearing off excess concrete and / or in particular when the clearing blade is folded away, for inserting reinforcement and / or for selectively adding concrete in the final call from a storage drum or the like, which can be tilted into an open position and / or in the case of threshold production or the like is used for the assembly of swell sets, especially by means of

Impact wrenches. The clearing blade can preferably be folded back or dismantled for inserting reinforcement and is otherwise arranged on a sliding yoke to enable tilting, clearing clearing movements. The multifunctionality reduces the reinforcement transport costs on the construction site and / or the total transport costs of the material to be brought to the construction site, which also contributes if the drive motor of the clearing unit is removable and is designed to drive further units such as lifting traverses etc.

For easier cleaning, the sleeper blocks in particular can be rectangular and only separated by a thin web.

In a particularly preferred variant, a formwork form is used which has a stable, preferably also torsionally stiff turning frame, on which two asymmetrical roller feet are provided and on which several formwork chambers are provided in an independent form. These formwork chambers are preferably assembled modularly, which enables the production of smaller series even in conventional building construction with the arrangement described. In this way, purlins, beams or long supporting pieces can be produced if buildings made of appropriately arranged, repetitive structures are used. The formwork elements can be combined in various ways, which allows flexible pre-assembly of a rotary mold, for example in a warehouse for component formwork modules, after which it is possible to manufacture exactly the required, different parts from one another at the construction site. It should be noted that in the individual formwork modules that are attached to a rotary formwork frame, in particular height-adjustable shelves can be used instead of known insert boxes. Preferred elements are all elements particularly known from frame formwork. The well-known from PCT / EP02 / 08144 rotation scarf method for mass production ^'is now also applicable to small series.

The invention is described below and for example with reference to the drawing. In this shows:

Fig. 1 shows a railroad tie according to the present

Invention with indicated track bed and rails, FIG. 2 shows a top view of a form of formwork for precast concrete sleepers, FIG. 2a shows a detail of the formwork,

3 shows a top view of a correspondingly designed, modular formwork form for a small building series, FIG. 4 shows a sectional view of FIG. 2, FIG. 5 shows a turning grate as a formwork frame, 7 shows a multifunction device which can be used in the method for inserting reinforcement, clearing excess concrete, for metering concrete in the final call and for assembling concrete part equipment.

1, a railway concrete sleeper 1, generally designated 1, comprises two spaced-apart track support blocks 2a, 2b for supporting the two rails 3a, 3b and a concrete connecting piece 4 in between, which has a slack reinforcement 5.

The railroad concrete sleeper 1 in FIG. 1 is generally straight-edged at the foot, which allows smaller chamber distances and reduces the cleaning effort after concreting, the foot surface is larger than the top, with a fall of about 1:20.

The track support areas 2 or track support blocks serve to support the rails 3 on a track bed 6 and are provided in their interior with a single dynamic reinforcement mat 7a, 7b. The wheel load is transferred to the mat's tension support via a pressure explosive device. This dynamic reinforcement mat consists of a steel braid, whereby the braid-forming wires are not welded to each other at each crossing point of the braid, but only at the edges where the weakening of the fatigue strength can be accepted, especially if dimensioning takes place in such a way that the Edge bar is lost. The attachment of the rails three to the track support areas is conventional per se and need no longer be described here. It should be noted that fastening can take place via elements which engage in cast-in anchoring means.

The concrete connecting piece 4 is spaced from the ballast-formed track bed 6 over the entire width, the clear height H being approximately 60-70 mm. This distance is sufficient to avoid spreading and a central pressure. The upper side 4a of the concrete connecting piece, which is at the top during operation, is lower than the upper sides of the track 2al, 2bl of the track support areas 2a, 2b to save material. In the interior of the 70 - 100 mm thick concrete connecting piece 4, a single dynamic reinforcement mat 5 is provided, which has additional bars attached to the edge areas with welding points and is thus able to provide sufficient rigidity and, in the event of the inevitable changing bending moments, for example from changes in position Ensure crack limitation. Like the dynamic mat in the track support areas 7a, 7b, the dynamic mat 5 in the concrete connecting piece 4 is also made of corrugated structural steel. The concrete thickness is sufficient for long-term corrosion-preventing structural steel covering.

2, the rotary formwork 8 can be rotated about the axis 9 by means of a crane acting on a lifting point 10. This lifting point 10 is placed on a lever arm to reduce the crane hook load, which places it at a distance from the formwork. The lever arm is optionally attached to one of the two side edges, which allows it to be turned around both edges. The rotary formwork is designed so that - a large number of railway concrete sleepers are manufactured at the same time can be, in the illustrated embodiment, two concrete sleepers adjoin each other on the longitudinal side.

The rolling foot 9 of the rotary formwork 8 is formed in such a way that "striking through the formwork" in an approximately vertical position is avoided due to the turning. To prevent the striking through, the foot has an asymmetry which is not clearly recognizable in the corresponding FIG. 5 for reasons of drawing; This figure shows a turning grate 120 with a detachable lifting arm for the crane hook attack and lateral unrolling roller feet 125. The asymmetry is to be selected so that in the critical load state after concreting, the hook point 10, the center of gravity and the unwinding point lie in one line when passing through the vertical. A carrier grate 130 transmits the hook load 10 to the opposing unrolling feet 125a, the top and bottom plates 140 constructively ensure torsional rigidity when centering. The formwork chambers fastened thereon are shown in FIG.

Further details of the formwork can be seen in Fig. 2a. The corresponding parts or areas of the railroad tie of FIG. 1 are also drawn in as far as is necessary for a better understanding of the invention. It should now be noted in particular that the walls 2a2, 2a3 and 2b3, 2a3 of the railway sleeper are beveled and accordingly the formwork 8 also has corresponding bevels 8a2, 8a3. To simplify the form of the formwork, an outer wall consists of a straight sheet or a sheet bent only around one axis. The floor plate is also made from just one sheet that is bent and axis that is otherwise straight. It should be noted that only one side of the track support area is drawing. Likewise, there is a bevel on the walls in the area of the floor spacing, as indicated by the reference symbol H, compare 4al, 4a2 in order to make it easier to remove the formwork from the slab formwork.

The free area is effected here by a cover formwork 11 which extends over the entire length of the rotary formwork. A ventilation hole 11a is provided in the cover formwork 11, through which it can be checked whether concrete has penetrated the entire area of the concrete web. The cover formwork is also designed to serve as a position lock when turning.

The entire rotary formwork is seated on one side on an actuator 12, as indicated in FIG. 2a, which produces a gradient from chamber 9 to chamber 10 on the concreting side of the parallel concrete mixer.

With this shape, the railway concrete sleeper of Fig. 1 is manufactured as follows:

After applying a release agent, the dynamic reinforcement mats 5, 7 are inserted. Fig. 1 shows these as separate mat pieces; Fig. 2a shows as an alternative how only a curved mat can be used. This requires the use of spacers for formwork, as is known per se. Likewise, the threshold dowels 13 are plugged onto bulges 14 as required.

Now the formwork 11 is attached and anchored to the rotary formwork. Flowable concrete is then poured into the areas of the track support areas. After entering bring the same into chamber 9, the actuator 12 is lifted and thus the concrete is evenly brought under the cover formwork 11 to flow in the direction of chamber 10. The uniform inflow is controlled through the control opening 11a. The compaction is supported by an external vibrator (not shown).

After an even distribution of concrete has been achieved, excess concrete is moved with a profiled clearing blade in the longitudinal direction of the formwork and, if necessary, concrete is poured in from a drum moved with the clearing blade of the multifunction device, which avoids problems if the concrete truck does not dose precisely in the final call. This clearing blade can be moved in particular by motor and / or hydraulically. The various views of FIG. 7 show the clearing device 100 which can also be used for inserting reinforcements and for mounting sleeper equipment. The clearing blade (FIG. 7c) which can be folded up for inserting reinforcements can be seen, which is arranged on a slide yoke 102 with play for pushing clearing movement without tilting is. In front of the clearing blade 102, a drum that can be filled with concrete is arranged so that concrete flows selectively into the formwork for the final call on its tilting. The undercarriage is driven and connected to a portal so high that it is possible to insert reinforcement, cf. Fig. 7c. 7b shows the introduction of concrete equipment.

The time required for the concrete to harden is waited for. Then a hook of the mobile crane is attached to the attachment point 10 and the shape is raised. This is done with a short crane boom while simultaneously moving the mobile crane in the direction of turn, while the rotary tion form is rolled over the roll-off foot 9. The asymmetrical shape of the roll-off foot 9 prevents striking through in the area of the almost vertical position and thus ensures a high level of work safety. The cover formwork prevents the precast concrete parts from falling out of the rotary formwork, with additional and / or alternatively reinforcements for securing the position (not shown). After the rotary formwork has been turned over, formwork removal can be achieved by inserting formwork means, for example with impact wrenches, or by actuating external vibrators. The railway concrete sleepers now lie with their upper side, ie the track support areas 2al, 2bl, towards the upper side and only need to be driven essentially horizontally to the installation site. This facilitates further handling at the site, where the sleeper set can also be fitted. Otherwise, the assembly can take place at the manufacturing site with the support of the impact wrenches hanging on the multifunction device.

FIG. 3 shows that in the rotary formwork frame 120 it is not absolutely necessary to exclusively manufacture railway sleepers, the variety of the finished part geometry 220 only being indicated. While it is possible to manufacture railway concrete sleepers in solid forms due to their large number of pieces required, it may also be possible to provide a rotary formwork frame on which modular formwork forms, for example also made from cold-formed plastic molded parts produced using the rotational process, are also provided are interchangeable to produce different shapes, which is particularly useful with changing threshold geometries and designs. The tolerance-sensitive self-adjusting Entrainment points for attaching the threshold anchors are preferably not replaced on a rigid and rigid floor construction.

It can be seen in FIG. 6 that modular formwork forms 100 to formwork module 101 with spacings 102a, b (104) of the lower edge to frame 103, which are caused by spacer sleeves 106, can be spaced apart from frame 103, as well as the difference - Loan widths 108. This also shows how load-bearing plates 107 can be provided between different precast concrete parts in such a way that they transfer the load onto the turning frame.

Although the spacing of the side plates 107 is variable, the support area 110 for the pull-off level of the clearing blade remains 1-2 cm, which facilitates easy cleaning. It should be noted that in ^'simple applications, the parts 105 and 107 can be made of wood.

Claims

claims

1. Railway concrete sleeper with spaced-apart track support areas and a concrete connecting piece in between, characterized in that the concrete connecting piece is reinforced with slack.

2. Railway concrete sleeper according to the preceding claim, characterized in that the concrete connecting piece is reinforced only slack.

3. Railway concrete sleeper according to one of the preceding claims, characterized in that the slack movement is dimensioned, that the sleeper is dimensioned without taking into account a bending moment which is to be carried without cracks and / or the sleeper according to state II is reinforced and / or dimensioned according to conventional concrete prices ,

4. Railway concrete sleeper according to the preceding claim, characterized in that the concrete connecting piece is reinforced in one layer.

5. Railway concrete sleeper according to the preceding claim, characterized in that the reinforcement with ribbed

Steel is formed.

6. Railway concrete sleeper according to one of the preceding claims, characterized in that a dynamic mat is provided for reinforcement.

7. Railway concrete sleeper according to one of the preceding claims, characterized in that the concrete connecting piece in operation has a floor spacing, in particular with ballastable track bed, in particular over at least 75%, preferably 100% of the concrete connecting piece width.

8. Railway concrete sleeper according to the preceding claim, characterized in that the concrete connecting piece to the track bed in the area of the ground clearance has a shelled surface.

9. Railway concrete sleeper according to one of the preceding claims, characterized in that the concrete connecting piece is formed from a concrete mass suitable for flowing under a formwork, in particular self-compacting concrete and / or easily compactable concrete and / or concrete of the consistency KF or more liquid.

10. Railway concrete sleeper according to one of the preceding claims, characterized in that the support blocks are reinforced with only one mat, in particular a dynamic mat and / or a continuous, in particular in the track block area bent one-piece reinforcement mat is arranged in the threshold.

11. Railway concrete sleeper according to one of the preceding claims, characterized in that a wall slope of between 1:10 to 1:40 is provided, in particular by 1:20.

12. A method for producing a particularly elongated precast concrete element, in particular a railway sleeper according to one of the preceding claims, characterized in that near the construction site, a slack reinforcement, in particular a dynamic mat, is inserted into a reversible form and poured with concrete.

13. The method according to any one of the preceding claims, characterized in that the slack reinforcement is provided for the support or track blocks and the opposite support blocks are connected by steel connecting means such as a single or more pipes and / or steel angles.

14. The method according to the preceding method claim, characterized in that a plurality of elongated precast concrete parts are made side by side or one behind the other in a mold, preferably over 4, particularly preferably over 20 parts per formwork are arranged side by side.

15. The method according to any one of the preceding method claims, characterized in that the prefabricated concrete parts can be formed in a rotary mold and rotated via an asymmetrical rolling foot.

16. The method according to the preceding claim, characterized in that the attack of a crane takes place on an extension lever.

17. The method according to the preceding method claim, characterized in that a mobile truck crane, in particular especially without claws to turn in the direction of travel.

18. The method according to one of the preceding procedural claims, characterized in that an end position securing is provided for the turning process.

19. The method according to any one of the preceding method claims, characterized in that a spindle-operated comprehensive stripping aid is provided and / or an external vibrator is used.

20. The method according to any one of the preceding method claims, characterized in that the elongated precast concrete parts are switched transversely to the longitudinal direction of the rotating shell.

21. The method according to any one of the preceding method claims, characterized in that an insert is provided from the top of the formwork, which can be underflowed by concrete, wherein control openings are preferably provided in the insert for controlling the underflow of concrete.

22. The method according to any one of the preceding method claims, characterized in that a self-compacting concrete and / or lightly compacting concrete and / or concrete is not used stiffer than KF.

23. The method according to any one of the preceding method claims, characterized in that the formwork form to facilitate the influx of concrete into the whole Formwork volume into it, in particular for underflowing an insert, a vibrator and / or an actuator which brings the formwork into an inclined position is actuated on the mold.

24. The method according to any one of the preceding method claims, characterized in that the shape is cleared from its upper side in particular at least substantially flush with the surface.

25. Formwork form with a stable, in particular torsionally stiff turning frame with in particular two asymmetrical rolling feet and detachable formwork chambers arranged thereon, in particular with a wooden box which increases torsional rigidity.

26. Formwork form in particular according to the preceding claim, characterized in that several, in particular laterally displaceable chambers, which are particularly narrow above, in particular with height-adjustable floors and / or insert boxes, are provided releasably on a turning frame.

27. Formwork form according to one of the preceding claims, characterized in that at least one insert is provided with releasable connecting means between the turning frame and components of the chambers and / or between the components of the chambers themselves.

28. Form of scarf according to the preceding claim, characterized in that the connecting means is selected from clamps, bolts, screws, wedges, claws.

29. Formwork according to one of the preceding formwork claims, characterized in that a joint seal between chamber components is provided, which is preferably elastic, in particular formed by rubber, and / or by triangular strips.

30. Form of form according to one of the preceding claims, characterized in that a lever arm is provided on the rotary formwork, which is longer than the formwork and is designed for attack with a tower crane.

31. broaching arrangement for executing a bottom formwork method according to any one of the preceding claims, wherein excess concrete is cleared and / or missing concrete is replenished, characterized in that a clearing blade for pushing excess concrete and / or a concrete storage drum for the selective addition of missing concrete in the end area and / or an insert for reinforcement material and / or assembly means for concrete part equipment are provided.

32. broaching arrangement according to the preceding claim, characterized in that it is designed with a drive which can be dismantled for driving other construction site machines.