WO2008019671A1 - Bande de circulation pour trains à sustentation magnétique - Google Patents

Bande de circulation pour trains à sustentation magnétique Download PDF

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Publication number
WO2008019671A1
WO2008019671A1 PCT/DE2007/001447 DE2007001447W WO2008019671A1 WO 2008019671 A1 WO2008019671 A1 WO 2008019671A1 DE 2007001447 W DE2007001447 W DE 2007001447W WO 2008019671 A1 WO2008019671 A1 WO 2008019671A1
Authority
WO
WIPO (PCT)
Prior art keywords
carriageway
stator
longitudinal
longitudinal beams
track
Prior art date
Application number
PCT/DE2007/001447
Other languages
German (de)
English (en)
Inventor
Richard Buba
Simon Kröniger
Matthias Scholz
Helmut Wolf
Rainer Nietiedt
Bernhard Rust
Original Assignee
Ssf Ingenieure Gmbh Beratende Ingenieure Im Bauwesen
H.F. Wiebe Gmbh & Co. Kg
Wittfeld Gmbh
Ludwig Freytag Gmbh & Co. Kommanditgesellschaft
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 Ssf Ingenieure Gmbh Beratende Ingenieure Im Bauwesen, H.F. Wiebe Gmbh & Co. Kg, Wittfeld Gmbh, Ludwig Freytag Gmbh & Co. Kommanditgesellschaft filed Critical Ssf Ingenieure Gmbh Beratende Ingenieure Im Bauwesen
Publication of WO2008019671A1 publication Critical patent/WO2008019671A1/fr

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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 invention relates to a carriageway for magnetic levitation railways (MSB), comprising a supporting structure extending in the direction of travel and a track arranged thereon, which comprises system components.
  • the structure can be designed for different spans and be stored selectively on supports or linear on a strip foundation.
  • the infrastructure is formed in the assembled state as a rust of longitudinal and transverse elements and completed in the finished state by means of in-situ concrete by a monolithic composite to a support plate and fixed to the structure. In the final state, the track thus represents a mainstay of the roadway.
  • the roadway is also composed of a supporting structure and a track. Because only the track with the MSB vehicle comes into contact and the roadway is made up of several superimposed sections, lower tolerance requirements can be placed on the structure than the guideway.
  • the track is made up of solid reinforced concrete or steel cross beams and longitudinal steel system component beams.
  • the system component carriers represent the interface to the vehicle and include slide rails, side guide rails and stators. They are manufactured with the highest precision.
  • the cross beams are individually pre-assembled on the structure, adjusted and then monolithically connected with in-situ concrete with each other and with the structure. Subsequently, the system component carriers are mounted on the end faces of the cross member.
  • the manufacturing method can be simplified by forming laying sections of a plurality of cross members and two system component carriers each.
  • This object is achieved in a roadway of the type mentioned above in that also a rust is formed, but in the direction of travel, carrying longitudinal beams made of concrete and transversely thereto extending mounting brackets comprises as cross members.
  • the invention thus turns away from a construction in which the load-bearing elements extend transversely to the direction of travel, both in the assembled and in the final state, which thus simulates, as it were, a conventional ballast track. Rather, it pursues the principle of rust in the assembled state in the Essentially composed of longitudinally extending support elements, which are interconnected only by transverse mounting aids. They are superimposed linearly on the structure and form a border area of the future infrastructure.
  • the longitudinal beams can be easily manufactured as concrete or reinforced concrete components. Already during their manufacture, the mounting brackets can be easily integrated, namely with concrete. This facilitates and reduces the cost of producing the rust.
  • the fastenings for the sliding strips, the side guide rails and the stator packs can be done with known fasteners on the long sides, the top and the supernatant underside of the longitudinal beams, without any structural restrictions on the arrangement of the attachment.
  • the longitudinal beams represent standardized finished parts of the same design. This is particularly useful in those sections of the road in which it has unchanged routing parameters, ie, for example, on straight sections, in stations and at constant curve radii.
  • a laying unit thus forms a partial finished part of prefabricated longitudinal beams and mounting brackets, which is completed only on site by in-situ concrete to a support plate.
  • a standardized production of the laying unit in large quantities additionally reduces the production costs of the roadway.
  • the Montageaussteifened connecting each two longitudinal beams together have only the task of holding the longitudinal beams in the required relative position to each other and to form a grid as a laying unit.
  • they can consist both of reinforcing steel lattice beams and of rolled steel profiles. Both variants can also represent standardized and therefore cost-effective components.
  • a reinforcing steel lattice girder they contribute to a good bond between the partial prefabricated grate and the subsequently cast in situ concrete.
  • the laying unit has a length in the direction of travel of about three meters.
  • Tracks for maglev trains have radii from 350 meters up.
  • a prefabrication of the laying units to a length of about three meters has the advantage that they can be used with this length unchanged for the production of common radii. Because these radii can be in sections of about three Meters length can be created as a polygon without exceeding the prescribed tolerances.
  • the length of such a laying unit is advantageously selected as a multiple of the length of a stator core. As a result, joints between the stator packs coincide with those between the laying units. Since a stator pack has a length of approx. 1.03 meters, the result is a favorable length of a laying unit of approx. 3.1 meters.
  • the longitudinal beams represent the outer edge of the guideway. Due to the design of the MSB vehicle, which encompasses both sides of its guideway in its edge region, the guideway must protrude laterally beyond the structure. In this area, the system components are arranged on the track, namely the sliding strips or Absetzmati on its upper side, the side guide rails on the long sides and the stator at the bottom.
  • the sliding strip can be mounted as a separate component on the longitudinal beams.
  • the sliding strip is integrated in the upper side of the longitudinal beams. This means that it is already created during the production of the longitudinal beams, so that a separate assembly step for the attachment of the slide bar is unnecessary. It can be designed as a steel plate, which is already concreted in the production of the longitudinal beams on the upper side with it.
  • the steel plate may have anchoring elements on its side facing the longitudinal beam, with which it integrates into the concrete of the longitudinal beam.
  • the slide strip may consist of a T-shaped steel profile according to a further advantageous embodiment of the invention, which integrates with its vertical web in the longitudinal beams.
  • the profile can be formed from a double T-beam, which is divided in the middle of the bridge lengthwise.
  • the T-shaped carrier parts obtained therefrom can then be inserted into a formwork in which the longitudinal beams are concreted overhead, ie with their future top side downwards. If the web of the T-shaped rolled section is produced with shark-fin-shaped or dovetail-like recesses, a particularly good and durable bond with the precast reinforced concrete part can be achieved.
  • the steel sliding strip can also represent an anchor plate as part of a mounting of the stator packs described below.
  • the slide bar but not necessarily designed as a separate steel part.
  • the top of prefabricated longitudinal beams which are produced in the precast plant in a standardized process, can be carried out with great care particularly dense and even.
  • the top of the longitudinal beam itself can serve as a sliding strip.
  • the longitudinal beams can also be made overhead, so with their future top down.
  • fastening means for fastening the system components are integrated in the longitudinal beams.
  • Fasteners as an integral part of the longitudinal beams eliminate subsequent attachment, in particular their casting. You also avoid the associated cost and quality disadvantages. In addition, higher accuracies can be achieved at the factory than when mounting the system components under site conditions. Both separate fasteners for the system components as well as a common attachment can be provided.
  • the longitudinal beams on their long sides head plates as components of the fastening means for a side guide rail.
  • the head plates provide a simple mounting interface and also offer the possibility for a tolerance compensation. For this they can still later, that is, before mounting the side guide rail, edited. They thus represent an editable connection part, with the help of which the required spacing of the side guide rails can be achieved to each other accurately. Their distance represents a first relevant measure, namely the system width of the MSB system. At the same time they form a flat contact surface for the side guide rails on the support plate. They serve the defined transmission of the pressure forces from the attachment of the lateral guide rails in the concrete. Finally, they act as a spacer of several Einstabanker and combination sleeves with each other during assembly.
  • the head plates can be concreted on, for example, by means of a connection reinforcement, simple composite means such as head studs or by means of mounting brackets on the longitudinal sides of the longitudinal beams already during their production. Your pre-assembly leads to a reduction of the assembly steps.
  • the attachment of two with respect to the direction of travel opposite each other side guide rails by a high-tensile anchorage by means of Einstabanker by means of Einstabanker.
  • the single rod anchors run parallel to the mounting brackets.
  • At their ends are arranged cherriesmuffen that embed in the top plates and form interfaces for a high-tensile fastening of the side guide rails. This represents a particularly reliable connection, since occurring compressive forces on the top plates can be easily removed from the concrete, while tensile forces can be removed more favorably from the metallic one-bar anchors.
  • the single-rod anchors with the attached combination sleeves can be cast in as concrete fasteners together with the mounting brackets in the longitudinal beams.
  • the head plates can be loosely attached to the combination sleeves or attached to them. When installing, they serve as exact spacers of the combination sleeves or the single rod anchors to each other.
  • the combination sleeves can thus combine several functions in itself, namely the attachment of the side guide rail on the one hand and the head plates on the other. This results in a lower material, assembly and manufacturing costs, which reduces the manufacturing cost of the infrastructure.
  • the side guide rails are attached by means of pre-tensioned screws to the combination sleeves.
  • This attachment offers a particularly high level of safety because it is insensitive to vibrations.
  • the MSB vehicle surrounds the track at its edges. Because of the high speeds of the vehicle, particularly high accuracies or tight tolerances must be maintained at this interface.
  • the system width of the guideway which is defined by the distance of the side guide rails, represents the distance between the slide bar on the top of the guideway and the stator packs on its underside, the so-called forceps measure, another relevant measure Top of the longitudinal beams are formed, so the attachment of the stator at the bottom of the driveway is of particular importance.
  • stator packets perform about the same task as the top plates, namely to allow a defined distance, which can be subsequently changed as tolerance compensation by processing the base plate.
  • it represents a defined level contact surface of the stator packet on the guideway. They can be pressed into the still fresh concrete in the head beams made overhead. As a result, their rich and flat investment is ensured on the longitudinal beam, without the contact surface would have to be processed on the longitudinal beam.
  • the foot plates are attached via tensile or composite anchors in the concrete.
  • Anchor bolts, head bolt dowels or reinforcing loops can serve as tie rods.
  • the foot plates can already be concreted on the prefabricated reinforced concrete elements during the production of the longitudinal beams. This simplifies the assembly of the foot plates, because a complex assembly step for subsequent attachment of the foot plates deleted.
  • stator packs supporting and driving tasks. Their attachment is therefore of particular importance.
  • biased screws are used to attach the stator to the longitudinal beams.
  • the stator packs are thus fastened particularly reliable, because they do not loosen even with a vibrating load.
  • the Befestigu ⁇ gsstoff, so the abutment for the prestressed anchoring screws can be formed in different ways in the longitudinal beam.
  • the fastening means for the stator packs extending perpendicularly to the base plates comprise tubular sleeves with cap nuts at their ends and a horizontally extending armature plate, which are already embedded in the production of the longitudinal beams.
  • the foot plates, the parallel anchor plates including the cap nuts and the tube sleeves connecting them can be preassembled and concreted in as a unit.
  • stator packs may be bolted by anchoring screws in internal threads of the foot plates or in tube sleeves with an internal thread which are fastened to the foot plates. Then, the foot plate at the same time represents an anchor plate for the composite or tie rods. This reduces the cost of pre-assembly of a separate anchor plate with tube sleeves and cap nuts.
  • the tube sleeves can already be attached to the steel sliding strip, which is embedded in concrete. They can be welded to the sliding strip and are therefore embedded in concrete together with the sliding strip during the production of the longitudinal beams. A separate pre-assembly and positioning of the tube sleeves before the concreting of the longitudinal beam is unnecessary. With an internal thread in the tube sleeves or in holes in the slide strip, the cap nuts can be omitted. The slide bar next to it can also take over the function of an anchor plate.
  • the attachment of the stator therefore has a redundancy and the possibility of error disclosure.
  • the stator can be mounted in addition to the above-described fasteners on two vertically superimposed plates, which hold together by a dovetail groove and tongue connection with little play.
  • the upper of the two plates can represent the foot plate described above and in turn be anchored separately in the concrete.
  • FIG. 1 shows a cross section and a longitudinal section through a guideway carrier as a 1-field
  • FIG. 2 shows a cross section and a longitudinal section through a guideway carrier as a coupled 2-field system with greater span and discrete storage
  • FIG. 3 shows a cross section, a plan view and a view of a laying unit
  • FIG. 4 shows a cross section through a track carrier with bank
  • FIG. 5 detailed representations of the fasteners of the system components to the
  • Figure 6 a schematic representation of the support structure in a perspective view
  • Figures 1a and 1b show a finished track carrier 1 for a magnetic levitation train (MSB) in concrete construction in longitudinal and cross-section.
  • the structure 2 comprises a hollow box section of prestressed concrete with slightly inclined webs 16, a top flange 17 and a bottom flange 19 and rests on bearing supports 4 on bearings 5.
  • the camp 5 is due to unspecified supports, since Figure 1 shows an elevated construction.
  • the track 3 represents the so-called system components 11, 13, 15, the interface to the MSB vehicle.
  • the system components 11, 13, 15 are attached to a support plate 14, which is divided into precast reinforced concrete parts 6 as a longitudinal beam and an in-situ concrete slab 7.
  • a support plate 14 which is divided into precast reinforced concrete parts 6 as a longitudinal beam and an in-situ concrete slab 7.
  • Each two transverse to the direction opposite each other finished parts 6 are connected to each other via steel lattice girder 27 as mounting brackets.
  • the slide strip 11 is formed on the top 10 of the finished parts 6 .
  • the slide strip 11 is formed at the bottom 22 foot plates 12 are attached.
  • the third system component a stator 15, fixed.
  • the finished state of the guideway 3 is shown in the right half of FIG. 1b.
  • the plate 7 is created by Ortbetonerganzung It represents a continuous continuous component, on the one hand, the finished parts 6 with the support plate 14 and on the other hand monolithically connects the support plate 14 with the structure 2
  • the static system of the structure 2 in Figure 1 is a 1-Feldtrager with a field span of 12.40 m It is made without the track 3 in a formwork with tensioning bed and combined bias of immediate and subsequent composite
  • the Spanngliedbowung for the structure 2 so chosen that under cross-section and constant loads, the cross section zent ⁇ sch overprinted and the structure 2 has almost no deflection of concrete creep
  • the structure 2 can also be produced as a 2-field truss with individual support widths of 12.40 m or 24.80 m as shown in FIG. 2. It can already be formed in the factory as a 2-field truss system or assembled on the construction site from two 1-field truss systems Its structural height and cross-sectional dimensions are adapted to the static boundary conditions and the required rigidity.
  • the structure 2 is preferably made in the factory from two 1-Felddite ⁇ nhe ⁇ ten 40 and biased because of the Trageriss of the entire structure and biased Only at the site are two 1-Felddite ⁇ nhe ⁇ ten 40 to a supporting structure 2 as the 2nd
  • an in-situ concrete grout in the form of an in-situ concrete center crossbeam 36 and continuance tendons 37 are required for coupling both of the 1-field enclo- sure units 40 to a continuous static system
  • the 1-field trusses 40 are transported to the installation site and laid on a central support 41, the two 1-field truss 40 are connected by the Ortbetonffenquertrager 36 Before concreting the Ortbetonffenquertragers 36, the Hullrohre are connected to each other and the continuity tensioning members 37 are retracted After the in-situ concrete center crossbeam 36 is hardened, the continuity tensioning member 37 is prestressed.
  • the tolerances of the relevant DIN standards and the ZTV-ING for the structure 2 can be well met.
  • the requirements for the accuracy of the structural dimensions of the structure 2 are met in accordance with the general requirements for industrial precast construction. This means that for the production of Structure 2 Extremely accurate dimensional accuracy is not required Tolerance dimensions of 1 cm in the longitudinal and transverse direction as well as in relation to the overall height are acceptable, thus minimizing the costs of prefabrication and assembly to a standard level, regardless of the requirements of the MSB infrastructure Connection dimensions and their tolerances at the interfaces to the precast reinforced concrete parts 6 and the in-situ concrete slab 7 are set so that the requirements for the overall system of the lane 1 are met
  • the high demands on the dimensional accuracy of the guideway 3 are met by its subsequent structure, so that the Structure 2 nu r lower and relatively easy to comply with dimensional requirements in the factory and during assembly must be made
  • the track 3 is constructed in individual sections from laying units 23.
  • a laying unit 23 comprises two prefabricated reinforced concrete elements 6 as long beams. They are arranged in edge areas of the structure 2 and are provided with assembly aids, namely the lattice girders 27 made of reinforcing steel (FIGS. 3a and 3b) or rolled steel profiles 28 (see FIG. 6), connected to one another. Two prefabricated reinforced concrete elements 6 facing one another thus form a very stable laying unit 23. The prefabricated reinforced concrete elements 6 are also connected to one another in the transverse direction via a connection reinforcement 26
  • the precast concrete elements 6 are reversed, ie with the top 10 down, concreted to achieve on the top 10 a good surface quality in terms of flatness and density
  • the base plates 12 carry on the bottom 22 of the finished parts.
  • the dimensions of the laying unit 23 of the precast reinforced concrete parts 6 and the lattice girders 27 with the top plates 9 is thus in the width of 2,740 mm, in length, however, the 3-fold system length of the stator, namely 3,096 mm. These dimensions are very low due to their compactness for factory production. Therefore, the laying units 23 can be mass-produced in large numbers. Quality assurance measures and routine processes of industrial production enable compliance with the required tolerance and quality. The low weight and the selected dimensions allow easy and efficient handling during transport, storage and assembly as well as dimensionally accurate adjustment.
  • a laying unit 23 according to Figure 3 thus consists of two reinforced concrete precast elements 6, four lattice girders 27, each longitudinal side 8 four head plates 9 and nine base plates 12 per reinforced concrete precast 6. It also has four vertical spindles 24 and optionally at least two horizontal spindles 25.
  • the finished parts 6 thus represent longitudinal beams as extending in the direction of travel construction elements of the guideway 3, which at the same time one of the system components, namely the wear strips 11, and provide for the remaining system components, the side guide rail 13 and the stator 15, the fasteners.
  • the production of the travel path 3 will be explained with reference to FIG.
  • the pre-assembly state of the laying units 23, as they are produced in the factory (cf., FIG. 3), is shown in the left-hand half of the picture. For mounting, they are brought to the required height and in the necessary bank on the vertical spindles 24, which sit on top of the top flange 17 of the structure 2 (see also Figure 3c).
  • the horizontal spindles 25 brace the laying units 23 laterally against assembly abutment 42 and allow a horizontal displacement of the laying units 23 in the cross-track direction
  • the mounting abutment 42 for the horizontal spindles 25 form Agriculturegeruste which are temporarily attached to the two webs 16 of the structure 2 If the laying units 23 are strained in Fahrwegslangsoplasty, so may not shown horizontal spindles on the composite means 18 ( Figure 6) tap
  • the concreting of the in-situ concrete slab 7 takes place for producing the composite effect with the structure 2.
  • the in-situ concrete is in the width of the structure 2 and up to the height He fixed the laying unit 23 in all three spatial directions, so sets the routing of the lane 1 with altitude, radius and bank fixed composite means 18, Namhch bracket made of reinforcing steel, from the upper flange 17 of the structure.
  • connection reinforcement 26 in the longitudinal and transverse direction a static unit, namely the monolithic support plate 14
  • Be the assembly aids as reinforcing steel lattice
  • the support plate 14 in turn is monolithically connected to the structure 2, so that the entire roadway 1 forms a monolith in the finished state.
  • the remaining system components are mounted the side guide rails 13 on the top plates 9 and the stator 15 on the foot plates 12 This final production state is shown in the right half of FIG. 4
  • FIGS. 5a to 5h show examples of the fastening of the system components 11, 13, 15 in detail. All of them have the fastening of the side guide rails 13 clamped with prestressed high-strength screws 39 against the top plates 9.
  • the combination sleeves 29 serve as anchoring element for the screws 39.
  • Figure 5c shows the attachment of the sozenungsschiene 13 in a longitudinal section
  • a pair of Einstabanker 20 each connect a pair of head plates 9 between them runs the lattice girder 27, although no compelling contribution to the attachment of the Sofarungsschiene 13, but provides the stability of the laying unit 23.
  • the attachment of the stator 15 is arranged, namely one anchor plates 38 with two cap nuts 30 ( Figure 5a), the tube sleeves 21 with the anchoring screws 31 and a base plate 12.
  • Parallel to the Einstabankern 20 and the lattice girder 27 extends still before or behind the anchor plates 38, the connection reinforcement 26th
  • FIGS. 5a to 5c show a first attachment possibility of the stator packs 15.
  • the stator packets 15 are fastened with anchoring screws 31 directly in the precast reinforced concrete part 6. They pass through the base plate 12, the cast-in tube sleeves 21 and the anchor plate 38 and engage in the thread of the also cast-in cap nuts 30 a.
  • the cap nuts 30 forward the transmitted via the anchoring screws 31 tensile force on the anchor plates 38, which run in the finished part 6 in concrete parallel to the base plates 12.
  • Each two tubular sleeves 21 meet an anchor plate 38, of which one each to the right and left of the lattice girder 27 and a pair of Einstabankern 20 are arranged.
  • the anchor plates 38 form an abutment in the precast reinforced concrete part 6.
  • stator 15 are thus pressed against the base plate 12 at the bottom 22 of the precast reinforced concrete parts 6. They are also attached to the foot plates 12.
  • the foot plates 12 have, on their underside facing the stator core 15, a milled-in groove 32 into which a dovetail-shaped spring 33 engages the stator core 15 with little play.
  • the foot plate 12 is in turn anchored via tie rods 34 in the finished part 6. It serves as a defined contact surface for the stator 15.
  • stator 15 is thus redundant. They are on the one hand anchored directly in the finished part 6 and on the other hand indirectly via the tongue and groove joint 32, 33 and the base plates 12 connected to the finished part 6. Failure one or more anchoring screws 31, the stator 15 is still held by the tongue and groove joint 32, 33 with the tie rod 34 to the base plate 12. Because of the low clearance of this attachment, the stator pack 15 sags slightly, so that on the one hand while the operation of MSB is not compromised, on the other hand, the faulty attachment due to the positional deviation of the stator 15 can be quickly detected and repaired.
  • Figures 5d to 5f represent an alternative second mounting option of the stator 15 is also in this attachment, the foot plate is secured by means of a tie rod 34 in the finished part 6.
  • the fundamental difference to the first attachment is that the anchoring screw 31, the stator 15 at least indirectly attached to the base plate 12 instead of directly on the finished part 6.
  • the abutment for the anchoring screw 31 is thus in the base plate 12.
  • Figure 5d shows both possibilities, which are shown in detail in Figures 5e and 5f. In both cases, the anchoring screw 31 is significantly shorter than in the attachment of Figure 5a to 5c.
  • the stator 15 is bolted directly to the base plate 12 by a very short anchoring screw 31 in a bore with an internal thread 45 in the base plate 12 engages.
  • the stator 15 is fixed to the base plate 12 by a short anchoring screw 31 engages through the base plate 12 into the internal thread of a quiver-shaped tube sleeve 46.
  • the tube sleeve 46 is welded to the base plate 12 and protrudes into the finished part 6 in the final state.
  • FIGS. 5g and 5h A third possibility for mounting the stator packs 15 are shown in FIGS. 5g and 5h.
  • the abutment for the anchoring screw 31 is in this variant in an anchor plate 43, which also represents a separately formed slide strip 11.
  • the anchoring screws 31 thus pass through the base plate 12 and in concreted tubular sleeves 21 through the finished part 6 and open into an internal thread 44 in the steel sliding strip 11 a.
  • the slide strip 11 accordingly consists of a T-shaped rolled section 47. It is cast in with the vertical web in the finished part 6.
  • shark-fin-shaped recesses 48 (FIG. 5k) or dovetail-shaped recesses 49 (FIG. 5I) are disengaged from the web. Through the recesses 48, 49 extend the upper iron of the lattice girders 27, so that their position is not affected by the roll profile 47.
  • Figure 6 illustrates the structure of the lane 1 with attachments of the system components 11, 13, 15 according to Figures 5a to 5c for clarity and illustration of its individual parts in four sections in principle.
  • the sections have in each case the length of a laying unit 23, but do not give the actual manufacturing steps.
  • the upper flange 17 carries on its upper side, on which the track 3 is constructed, the composite means 18, which ensure the bond between the in-situ concrete slab 7 of the support plate 14 and the supporting structure 2.
  • the factory-made structure 2 as a standardized component on the site.
  • the second section from the front represents the steel components that are cast in with the manufacture of the prefabricated reinforced concrete elements 6.
  • These include the rolled steel profiles 28 as mounting brackets, on whose end faces the top plates 9 are located. They are connected to each other via the combination sleeves 29 by the Einstabanker 20.
  • the rolled steel profiles 28 and the Einstabanker 20 with the combination sleeves 29 and the top plates 9 form a pre-assembly, another pre-assembly includes a base plate 12, two tube sleeves 21 with two cap nuts 30 and an anchor plate 38.
  • the above-mentioned built-in parts are wholly or partially cast in the precast reinforced concrete parts 6.
  • the laying unit 23 is brought via vertical spindles 24 from the top 10 of the finished parts 6 in the required altitude and bank. Via horizontal spindles 25, the laying unit 23 is brought horizontally into the required pathing position.
  • the mounting abutment 42 of the horizontal spindles 25 are part of working scaffolding, which are temporarily attached to the lateral webs 16 of the structure 2!
  • the final section of Figure 6 represents the finished lane 1.
  • the in-situ concrete slab 7 supplements the laying unit 23 to a continuous monolithic support plate 14, which is also monolithically connected by the in-situ concrete slab 7 with the supporting structure 2.
  • the top 10 of the finished part 6 at the same time represents the slide strip 11 for the MSB vehicle.
  • the side guide rail 13 is mounted on the top plates 9.
  • the lane 1 is thus composed of several components in the manner of a kit whose tolerance requirements increase gradually. It is crucial that the supporting structure 2, as the first continuous component of the roadway 1, does not come into direct contact with the MSB vehicle during operation. It may therefore be subject to lower accuracy requirements. Because the high tolerance requirements of the MSB system are ensured by the second component, track 3. This flexibility of modular construction with two levels of requirements, the structure 2 and the track 3, can also be used to compensate for imperfections of the structure 2, for example, positional deviations in the transverse and vertical direction or of counterbores. LIST OF REFERENCE NUMBERS

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  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)

Abstract

L'invention concerne une bande (1) de circulation pour des trains à sustentation magnétique comprenant un ouvrage (2) porteur qui s'étend dans le sens du déplacement et une voie (3) de circulation disposée sur celui-ci et qui comprend des composants (11, 13, 15) du système. Selon l'invention, la voie (3) de circulation à l'état monté est réalisée sous la forme d'une grille (23) constituée d'éléments longitudinaux et transversaux qui, lorsqu'elle est terminée, est complétée au moyen de béton coulé sur place par un composé monolithique pour former une dalle (14) porteuse et fixée à l'ouvrage (2) porteur. L'objet de l'invention est perfectionné en ce que la grille (23) comprend des poutrelles (6) porteuses longitudinales en béton qui s'étendent dans le sens du déplacement et des renforts (27, 28) de montage qui s'étendent transversalement par rapport à celles-ci.
PCT/DE2007/001447 2006-08-18 2007-08-16 Bande de circulation pour trains à sustentation magnétique WO2008019671A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006038888.7 2006-08-18
DE200610038888 DE102006038888B3 (de) 2006-08-18 2006-08-18 Fahrbahn für Magnetschwebebahnen

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WO2008019671A1 true WO2008019671A1 (fr) 2008-02-21

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CN103485244B (zh) * 2013-09-29 2016-08-17 中铁二院工程集团有限责任公司 中低速磁浮交通整体式道床轨道结构
DE102020134829A1 (de) 2020-12-23 2022-06-23 Max Bögl Stiftung & Co. Kg Fahrwegträger einer Magnetschwebebahn
CN113373785B (zh) * 2021-06-30 2022-10-18 中铁第四勘察设计院集团有限公司 一种大跨度高速磁浮桥梁的梁缝分散结构

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