WO2004033798A1 - Procede de realisation d'une liaison a concordance positionnelle avec une voie de circulation - Google Patents

Procede de realisation d'une liaison a concordance positionnelle avec une voie de circulation Download PDF

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Publication number
WO2004033798A1
WO2004033798A1 PCT/EP2003/008275 EP0308275W WO2004033798A1 WO 2004033798 A1 WO2004033798 A1 WO 2004033798A1 EP 0308275 W EP0308275 W EP 0308275W WO 2004033798 A1 WO2004033798 A1 WO 2004033798A1
Authority
WO
WIPO (PCT)
Prior art keywords
tendon
carrier
attachment
travel path
track
Prior art date
Application number
PCT/EP2003/008275
Other languages
German (de)
English (en)
Inventor
Dieter Reichel
Ralf Waidhauser
Original Assignee
Max Bögl Bauunternehmung GmbH & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Max Bögl Bauunternehmung GmbH & Co. KG filed Critical Max Bögl Bauunternehmung GmbH & Co. KG
Priority to AU2003255301A priority Critical patent/AU2003255301A1/en
Publication of WO2004033798A1 publication Critical patent/WO2004033798A1/fr

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • E01B25/30—Tracks for magnetic suspension or levitation vehicles
    • E01B25/305—Rails or supporting constructions

Definitions

  • the present invention relates to a method for establishing a positionally accurate connection on a guideway for a track-bound vehicle, in particular a magnetic levitation train, between a carrier and at least one substantially continuous and longitudinally extending attachment part for guiding, which is attached to the carrier directly or by means of brackets of the vehicle, the attachment having guide and / or drive elements and a corresponding travel path.
  • DE 41 15 936 A1 discloses a carrier for a guideway for magnetic levitation vehicles.
  • the add-on parts which are referred to as a functional module, are adjusted as a whole relative to the guideway girder and releasably and non-positively attached to it. They are either attached to attachments that are firmly connected to the concrete girder, or are clamped to the guideway girder using tension rods.
  • the tensioning rods extend longitudinally and can thus be tensioned through the upper cover plate of the guideway girder.
  • a tie rod is responsible for tightening two function modules that run parallel to one another and are each arranged at one end of the cover plate of the carrier.
  • the disadvantage here is that the ends of the tie rods are very difficult to access. They protrude into the function module and are very difficult to tighten mechanically due to the limited space. In addition, it is almost impossible to check whether the pretensioning is still sufficient during operation of the track, since the anchoring of the tension rods is hardly visible.
  • the object of the present invention is therefore to provide a method for producing a guideway and a corresponding guideway, as a result of which the attachment of add-on parts to the guideway girder can be carried out easily and is controllable.
  • an attachment is attached to a carrier directly or by means of brackets.
  • the attachment runs in the longitudinal direction of the carrier and has guide and / or drive elements.
  • the guide elements are, in particular, side guide rails and slide strips. Stators for the magnetic drive serve as drive elements.
  • the attachment is attached directly or indirectly to the support by means of the brackets with a horizontally and / or vertically distorted tendon.
  • the attachments and brackets do not have to have recesses specifically for the pretension and thus their actual function must be restricted.
  • the tendon which runs essentially transversely to the longitudinal axis of the beam and usually in the area of the upper flange of the beam, tensions the bracket or the attachment particularly reliably. This is particularly the case if each tendon is used to fasten only one bracket or only one attachment.
  • the resilience of the The tendon is introduced alone in a console or an attachment and is therefore completely. available in this area.
  • only one bracket or add-on part is affected and not, as in the conventional design, both opposite brackets / add-on parts. If a bracket is tensioned with a plurality of tendons, it is advantageous if they are distorted essentially symmetrically to one another at least in one plane. The introduction of force is hereby positively influenced again.
  • the tendon is advantageously tensioned on the end of the tendon facing away from the attachment. This enables the clamping devices to be arranged in a particularly simple manner. In the area of the console or the attachment part, only a simple anchoring of the tendon is required. The actual tensioning process and the fixing of the tensioned tendon take place in an area of the carrier which is easily accessible.
  • the tendon is tensioned at the end facing the attachment. This is particularly the case when the bracket is first attached to the carrier and then the attachment is mounted on the bracket.
  • the fixed bearing of the tendon is in this case at the end of the tendon facing away from the attachment or the console. For example, it can already be firmly anchored in the carrier during the manufacture of the carrier. For a later, possibly necessary replacement of the tendon, it is also advantageous here if the tendon with its fixed bearing ends at an accessible point of the carrier and can therefore be exchanged from this point.
  • a travel path according to the invention for a track-bound vehicle, in particular a magnetic levitation train has a carrier and at least one attachment part which is fastened to the carrier directly or by means of brackets.
  • the attachment is used to guide the vehicle, which is why guide and / or drive elements are arranged on the attachment in its longitudinal direction.
  • the add-on part or the bracket is fastened to the carrier with a horizontal and / or vertically distorted tendon. By warping the tendon, at least one end of the tendon is in an area in which it can be tensioned very easily and inspected later.
  • a tendon is assigned to only one bracket or add-on part by the distortion of the tendon. While one end of the tendon fixes the bracket or the attachment to the carrier, the other end of the tendon is moved within the scope of an allowable bending of the tendon in an area of the carrier where it is easily accessible.
  • the carrier is a precast concrete part.
  • the tendon can be laid in the precast concrete element by means of cladding tubes inserted during the casting of the beam.
  • One end of the tendon can alternatively be fixed in the precast concrete during casting and protrude from the precast concrete for later clamping of a bracket or the add-on part.
  • the tendon is advantageously a tension wire, a tension rod or a tension wire.
  • Tendons are particularly suitable for use as a tendon according to the invention.
  • the prestressing strands can be bent relatively easily and can therefore be installed horizontally and / or vertically warped in the carrier.
  • the prestressing strands can be wire strands or multiple strands can be used.
  • a monostrand usually has seven wires. Bundles with several mono strands are called multiple strands. In individual applications, it can be advantageous to use several monostrands to achieve a uniform tension and to ensure a temporary load-bearing capacity of the bracket or the add-on part by the remaining tendons if one tendon fails.
  • the tensioning member must be tensioned at a point on the carrier at which there is sufficient space for the tensioning device.
  • the fixed anchor is arranged on the console or the attachment.
  • the tendon is formed on the end facing the attachment in such a way that a tension anchor can be attached.
  • the bracket or the attachment is clamped to the bracket or the attachment itself. This is particularly suitable when an open bracket is used, so that the tensioning device can be attached here. After tightening, the attachment is then advantageously attached to the console.
  • the tensioning anchor advantageously consists of tensioning wedges.
  • the wedges work together with a cone and, in particular, clamp the tensioning cords tightly in the pre-tensioned state.
  • the tendon ends on the outside of the carrier opposite the add-on part the fixing of the tendon and possibly the tensioning of the tendon from the outside of the carrier can be carried out very easily.
  • the inspection of the tendon is very easy, since it is often possible to assess at a glance whether the tendon is prestressed or released.
  • a pilaster strip is advantageously arranged at which the tendon ends.
  • the tendon is made of fiber-reinforced plastic.
  • the bending of the tendon according to the invention is hereby particularly easy to implement.
  • the attachment part in particular the side guide element, has openings.
  • the tensioning device can be attached to the tensioning element through these openings.
  • Such an opening can also be advantageous in the case of tension from the other end of the tendon. In this case, the insertion and, if necessary, the replacement of the tendon through the openings of the side guide element are particularly easy to carry out.
  • FIG. 1 shows a top view of a carrier with brackets
  • FIG. 2 shows a side view of FIG. 1
  • Figure 3 is a plan view of a carrier with attachments
  • FIG. 4 shows a side view of FIG. 3
  • Figure 5 is another plan view of a carrier with consoles
  • FIG. 6 shows a side view of FIG. 5.
  • FIG. 1 shows a plan view of a section of a carrier 1 in the area of brackets 2.
  • the carrier 1 is usually much longer than shown here and has a plurality of brackets 2 on each side at regular intervals.
  • the consoles 2 are usually arranged opposite one another.
  • brackets 2 On the brackets 2 add-on parts are arranged in a manner not shown, on which the guide and drive elements for a vehicle guided along the carrier 1 are attached.
  • the attachments are screwed onto head plates 3 of the brackets 2.
  • the head plates 3 are fastened to a base plate 5 via webs 4.
  • Knags 6 are provided on the side of the base plate 5 facing away from the head plates 3. Thrust is introduced from the attachments and the bracket 2 into the carrier 1 via the lugs 6. These therefore ensure that the bracket 2 is positively anchored in the carrier 1.
  • the console 2 shown here is made from a rolled section.
  • two Z-shaped rolled profiles are welded together in the area of the base plate 5.
  • the wall thickness of the area of the z-profile forming the base plate 5 is made thicker than the area of the head plate 3. From this thicker wall thickness, the lug 6 is milled after the rollers. In this way an optimal shape can be achieved.
  • the peg 6 can also be welded to the z-profile. However, this is not so advantageous compared to the machining of the lug 6 since a Higher manufacturing costs are required and this enables a better introduction of force.
  • the bracket 2 In order to fix the brackets 2 firmly to the support 1 and to avoid cracks between the bracket and the concrete of the support 1 and in the concrete, the bracket 2 is clamped to the support 1 with tendons 11-18.
  • Each console 2 is thus fastened to the carrier 1 via four tendons.
  • the tendons 11 - 18 each consist of monostrands. The advantage of the monostrands is that there are several strands and if one strand fails, the others can take over the load-bearing capacity for a certain time.
  • the arrangement in cross-section of the console 2 is structurally more favorable, so that less clamping force is required than with, for example, central clamping.
  • Each tendon 11-18 has a fixed bearing 21-28 with which the tendon 11-18 is anchored in the concrete of the beam 1.
  • Wedge sleeves 31-38 are arranged at the other end of the tendon 11-18.
  • the respective tendons 11-18 are tensioned via the wedge sleeves 31-38 and their tension is fixed by wedges. As a result, the brackets 2 are pressed firmly against the carrier 1.
  • each tendon 11-18 is laterally distorted in the present solution.
  • the tendons 11-18 are arranged at least partially in an arc shape.
  • the arc has a radius which does not exceed the permissible curvature of the tendons 11-18. When using strands, this permissible radius is usually larger than when using tension rods or tension wires.
  • the lateral warping of the tendons 11-18 has the essential advantage that the accessibility to the fixed bearings 21-28 or the wedge sleeves 31-38 is significantly facilitated.
  • safety is increased, since two brackets 2 are not held simultaneously with one tendon 11-18, and thus only one bracket 2 is affected if one of the tendons 11-18 fails.
  • the tendons 11-18 project through openings in the base plates 5 of the brackets 2 and through the wedge sleeves 31-38 from the bracket 2.
  • the tendon 11-18 is gripped and stretched by a tensioning device on the respective projection. After a predetermined stretch has been reached, this position of the tendon 11-18 is fixed and the tension is permanently maintained. The tensioning device can then be removed again.
  • FIG. 2 shows a cross section through the carrier 1.
  • the carrier 1 the upper side of which is only shown here, consists of webs 7 and an upper chord 8.
  • the tendons 11-18 essentially run in the upper chord 8, on the outer edges of which the brackets 2 are fastened are.
  • the tendons 11 - 18 are also partially curved in this plane. The warping of the tendons 11-18 in both the horizontal and vertical directions ensures that the tendons 11-18 can be guided past one another, even though the actual tensioning points are opposite one another on the carrier 1.
  • the fixed bearings 21-28 of the tendons 11-18 are arranged on the outside of the carrier 1, at the transition between the webs 7 and the upper flange 8.
  • the fixed camp 21-28 can be checked very simply by this arrangement, for example by visual inspection alone, to determine whether the pretension is maintained.
  • the inspection can also be carried out very quickly and easily.
  • the tendons 11-18 run in cladding tubes (not shown) within the concrete of the beam 1. This ensures that the tendons 11-18 can move freely within the concrete body, starting from the fixed bearing.
  • the cladding tubes and the tendons 11-18 are greased and sealed or poured with cement paste.
  • the tendons or strands can be inserted in a shrink tube in which they are concreted. As a result, they are well protected against corrosion and still movable, since the shrink tube is connected to the concrete and the tendon can be moved within the shrink tube.
  • reinforcement with an immediate bond can be used.
  • the tensioning element 11-18 When using tensioning rods, contrary to the embodiment shown here, it is also possible to design the tensioning element 11-18 not only partially in the form of an arc, but completely in an arcuate manner. This enables the tension rod to be inserted into the sleeve, even if it cannot be bent so much in order to be able to follow an uneven course of the sleeve. It may be advantageous to chamfer the area on the base plate 5 on which the wedge sleeves 31-38 are seated in order to obtain a right-angled fit of the wedge sleeves 31-38 with respect to the course of the tendons 11-18. In addition to using the wedge sleeves 31 - 38 shown here, it is also possible to provide the bracket 2 with a wedge seat.
  • attachments 40 and 40 ' are clamped directly to the carrier 1.
  • the attachments 40 and 40 ' which are designed differently to represent different exemplary embodiments, each have a fastening plate 41.
  • the fastening plate 41 lies against a compensating joint 42.
  • the attachments 40 and 40 ' are fastened to the carrier 1 via the tendons 11-18.
  • the tendons 11-18 are in turn laterally distorted in the horizontal and vertical directions, so that each tendon 11-18 is only responsible for one attachment 40.
  • the add-on parts 40, 40 ' are provisionally attached and aligned on the carrier 1 with the aid of corresponding auxiliary devices.
  • the carrier 1 has been stored for a certain time so that the corresponding dimensional changes have already occurred during the shrinking and creeping.
  • the compensating joint 42 is filled with filler material, for example mortar or plastic. This creates an exact connection point between the carrier 1 and the attachments 40, 40 '.
  • the auxiliary device can then be removed. This creates a very exact and positionally accurate attachment of the attachments 40, 40 'to the carrier 1.
  • connection is both form-fitting by pouring the compensating joint 42 and non-positively by the attachment of the attachments 40, 40 'by the tendons 11-18.
  • the design of the attachments 40 and 40 ' is shown differently in the area of the fastening points.
  • the attachment 40 has an opening 43, the arrangement of the wedge sleeves on the attachment 40 'is provided in a laterally closed space.
  • the opening 43 allows easy access to the wedge sleeves with clamping tools.
  • the disadvantage here is that the opening 43 is arranged in the side guide rail of the add-on part 40 and thus possibly impairs the operability of the add-on part 40.
  • the opening 43 may have to be closed after assembly in order to be able to guide a vehicle which runs over the attachment 40 unimpeded.
  • the attachment 40 ' has an uninterrupted side guide rail.
  • the accessibility to the wedge sleeves is disadvantageous, since this is only possible from below.
  • Figure 4 shows a cross section through the carrier 1 of Figure 3. It is shown again how the add-on parts 40 and 40 'are pressed onto the compensating joint 42 with the tendons 11-18 and are thus connected to the carrier 1 in a positive and non-positive manner , The tendons 11 - 18 are again partially curved so that they can be tensioned independently.
  • FIG. 5 shows a further exemplary embodiment of the invention, in which brackets 2 are fastened to the carrier 1 via tendons 11-18.
  • the tendons 11-18 do not run to the opposite outside of the beam 1, but end in a cavity between the webs 7 and the top flange 8 of the beam 1.
  • the bearings 21-28 are arranged on the brackets 2.
  • the tendons 11 - 18 run essentially in an arc shape up to a support surface in the cavity of the carrier 1.
  • the wedge sleeves 31 - 38 are arranged on the support surface. about 18 is sufficiently tensioned and the spline sleeve 31 about "- - clamping devices that have been introduced into the cavity of the carrier 1, the tendons 11 may.
  • Be fixed 38 This can be seen in particular from Figure 6 it is usually in the cavity of the bracket 1 sufficient space. Available to be able to tension the tendons 11 - 18.
  • the support for the wedge sleeves 31 - 38 can either be in contact with a corresponding continuous design of the cavity of the respective console 2. For inspection and maintenance of the tensioning device, it is advantageous if openings are provided at regular intervals on the supports 1 in order to be able to get into the cavity.
  • the brackets can be strained to the carrier with one central, two or four symmetrically inside or outside the two webs or three evenly distributed tendons.
  • the consoles can be any, i.e. can be attached independently of the opposite console.
  • the brackets can be arranged offset to one another in radii.

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

Abstract

L'invention concerne un procédé de réalisation d'une liaison à concordance positionnelle avec une voie de circulation d'un véhicule sur rail, notamment d'un train à sustentation magnétique, entre un support (1) et au moins un élément rapporté (40) essentiellement continu, s'étendant dans le sens longitudinal du support (1), fixé directement ou par l'intermédiaire de consoles (2) au support, destiné à guider le véhicule, ledit élément rapporté (40) présentant des éléments de guidage et/ou d'entraînement. Le procédé selon l'invention est caractérisé en ce que l'élément rapporté (40) ou les consoles (2) sont fixés au support (1) par l'intermédiaire d'un élément de serrage (11-18) déformé horizontalement et/ou verticalement. L'invention concerne également une voie de circulation correspondante.
PCT/EP2003/008275 2002-09-13 2003-07-26 Procede de realisation d'une liaison a concordance positionnelle avec une voie de circulation WO2004033798A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2003255301A AU2003255301A1 (en) 2002-09-13 2003-07-26 Method for producing a precisely positioned connection to a travel way

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10242743.7 2002-09-13
DE2002142743 DE10242743A1 (de) 2002-09-13 2002-09-13 Verfahren zum Herstellen einer lagegenauen Verbindung an einem Fahrweg für ein spurgebundenes Fahrzeug sowie Fahrweg

Publications (1)

Publication Number Publication Date
WO2004033798A1 true WO2004033798A1 (fr) 2004-04-22

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ID=31724763

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2003/008275 WO2004033798A1 (fr) 2002-09-13 2003-07-26 Procede de realisation d'une liaison a concordance positionnelle avec une voie de circulation

Country Status (4)

Country Link
CN (1) CN1306118C (fr)
AU (1) AU2003255301A1 (fr)
DE (1) DE10242743A1 (fr)
WO (1) WO2004033798A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102148084A (zh) * 2011-01-25 2011-08-10 中国人民解放军国防科学技术大学 常导吸引型磁浮列车用梁式结构电磁铁
US8695667B2 (en) 2008-12-22 2014-04-15 Compagnie Generale Des Etablissements Michelin Method of manufacturing a tire bead and tire bead
US8973318B2 (en) 2010-01-29 2015-03-10 Precast Advanced Track Limited Modular slab and modular surface system
CN105970744A (zh) * 2016-07-05 2016-09-28 北京交通大学 一种用于悬挂式单轨交通轨道梁的底座

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10353948A1 (de) * 2003-11-18 2005-06-16 Max Bögl Bauunternehmung GmbH & Co. KG Träger für ein spurgebundenes Fahrzeug und Konsole

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4115936A1 (de) 1991-05-16 1992-11-19 Dyckerhoff & Widmann Ag Aus stahl- oder spannbeton bestehender traeger fuer einen fahrweg fuer magnetschwebefahrzeuge
DE4115935A1 (de) * 1991-05-16 1992-11-19 Dyckerhoff & Widmann Ag Fahrwegkonstruktion fuer magnetschwebefahrzeuge
EP0987370A1 (fr) * 1998-09-14 2000-03-22 Max Bögl Bauunternehmung GmbH & Co. KG Méthode précise de positionnement et de connection des stators d'une voie pour véhicule à lévitation magnétique et sa structure de support
DE10038852A1 (de) * 2000-08-04 2002-02-14 Boegl Max Bauunternehmung Gmbh Vorrichtung zur kraftschlüssigen Befestigung einer Konsole an einem Trägergrundkörper

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4115936A1 (de) 1991-05-16 1992-11-19 Dyckerhoff & Widmann Ag Aus stahl- oder spannbeton bestehender traeger fuer einen fahrweg fuer magnetschwebefahrzeuge
DE4115935A1 (de) * 1991-05-16 1992-11-19 Dyckerhoff & Widmann Ag Fahrwegkonstruktion fuer magnetschwebefahrzeuge
EP0987370A1 (fr) * 1998-09-14 2000-03-22 Max Bögl Bauunternehmung GmbH & Co. KG Méthode précise de positionnement et de connection des stators d'une voie pour véhicule à lévitation magnétique et sa structure de support
DE10038852A1 (de) * 2000-08-04 2002-02-14 Boegl Max Bauunternehmung Gmbh Vorrichtung zur kraftschlüssigen Befestigung einer Konsole an einem Trägergrundkörper

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8695667B2 (en) 2008-12-22 2014-04-15 Compagnie Generale Des Etablissements Michelin Method of manufacturing a tire bead and tire bead
US8973318B2 (en) 2010-01-29 2015-03-10 Precast Advanced Track Limited Modular slab and modular surface system
US9574346B2 (en) 2010-01-29 2017-02-21 Precast Advanced Track Limited Modular slab and modular surface system
CN102148084A (zh) * 2011-01-25 2011-08-10 中国人民解放军国防科学技术大学 常导吸引型磁浮列车用梁式结构电磁铁
CN105970744A (zh) * 2016-07-05 2016-09-28 北京交通大学 一种用于悬挂式单轨交通轨道梁的底座

Also Published As

Publication number Publication date
DE10242743A1 (de) 2004-03-18
CN1306118C (zh) 2007-03-21
AU2003255301A1 (en) 2004-05-04
CN1681996A (zh) 2005-10-12

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