U.S. patent application number 10/129999 was filed with the patent office on 2003-06-26 for support for a travel-way of a track guided vehicle.
Invention is credited to Lindner, Erich, Reichel, Dieter, Waidhauser, Ralf.
Application Number | 20030116692 10/129999 |
Document ID | / |
Family ID | 27561721 |
Filed Date | 2003-06-26 |
United States Patent
Application |
20030116692 |
Kind Code |
A1 |
Reichel, Dieter ; et
al. |
June 26, 2003 |
Support for a travel-way of a track guided vehicle
Abstract
The invention relates to a concrete support (1) for a travel way
of a track-guided vehicle, particularly a magnetically levitated
train, that is provided, in particular, as a precast concrete part.
According to the invention, webs (4, 4') extending in a
longitudinal direction of the support (1) are arranged on a first
flange (2) also extending in a longitudinal direction of the
support (1). A second flange (3, 3') is arranged on the end of the
webs (4, 4') that is located at a distance from the first flange
(2). Add-on pieces for guiding the vehicle can be arranged on the
ends of one of the flanges (2; 3, 3'), said ends being interspaced
in the cross-section of the support (1). A second flange (3, 3') is
respectively arranged on each end of the webs (4, 4') that is
located at a distance from the first flange (2), whereby these
second flanges (3, 3'), starting from the end of the webs (4, 4'),
extend essentially up to outer side of the support (1). Means for
effecting a heat compensation, particularly a heat exchange, are
provided between the first flange (2) and the second flange (3,
3'). The formwork is composed of individual modules (31, 32, 33,
34) so that a multitude of different supports (1) can be produced
by interchanging individual modules.
Inventors: |
Reichel, Dieter; (Neumarkt,
DE) ; Lindner, Erich; (Auerbach, DE) ;
Waidhauser, Ralf; (Neumarkt, DE) |
Correspondence
Address: |
Stephen E Bondura
Dority & Manning
Post Office Box 1449
Greenville
SC
29602-1449
US
|
Family ID: |
27561721 |
Appl. No.: |
10/129999 |
Filed: |
October 7, 2002 |
PCT Filed: |
September 1, 2001 |
PCT NO: |
PCT/EP01/10100 |
Current U.S.
Class: |
248/694 |
Current CPC
Class: |
Y02T 90/16 20130101;
E01B 25/30 20130101; E01B 25/305 20130101; B60L 13/00 20130101;
E01B 25/32 20130101; B60L 2200/26 20130101 |
Class at
Publication: |
248/694 |
International
Class: |
F16M 011/00 |
Foreign Application Data
Date |
Code |
Application Number |
Sep 12, 2000 |
DE |
100 45 336.8 |
Dec 22, 2000 |
DE |
100 64 724.3 |
Mar 13, 2001 |
DE |
101 11 918.6 |
Apr 30, 2001 |
DE |
101 20 909.6 |
Jul 12, 2001 |
DE |
101 33 337.4 |
Jul 12, 2001 |
DE |
101 33 318.8 |
Jul 12, 2001 |
DE |
101 33 316.1 |
Claims
Claimed is:
1. A support (hereinafter "beam") for a travel-way for a track
guided vehicle, in particular a magnetically levitated railway, of
concrete, in particular a pre-cast concrete component, having a
first flange (2) placed thereon, running in the longitudinal
direction of the beam (1), also webs (4, 4') likewise running in
the longitudinal direction of the beam (1) and, on that end of the
webs (4, 4') remote from the first flange (2) are located second
flanges (3, 3'), whereby, added construction parts for the guidance
of a vehicle can be placed on the ends of the flanges (2; 3, 3'),
which ends are distanced from one another, therein characterized,
in that on each end of the webs (4, 4') remote from the first
flange (2), respectively, a second flange (3, 3') is placed,
whereby this second flange (3, 3') extends itself outward from the
end of the webs (4, 4') essentially to the outside of the beam
(1).
2. A beam in accord with claim 1, therein characterized, in that
the webs (4, 4') in the area of the second flanges (3, 3') are
further distanced from one another than in the area of the first
flange (2) so that the beam (1), of this manufacture, can be
released from the mold at least partially from the side of the
second flanges (3, 3').
3. A beam in accord with one of the foregoing claims, therein
characterized, in that the first flange (2) is an upper or lower
flange (2) and the second flanges (3,3') are lower or upper flanges
(3, 3') of the beam (1).
4. A beam in accord with one of the foregoing claims, therein
characterized, in that the cross sectional center of gravity of the
beam (1) is to be found at the mean height of the cross
section.
5. A beam in accord with one of the foregoing claims, therein
characterized, in that closure plates (5, 5'), which bind the webs
(4, 4') with one another are placed on the ends of the beam (1)
6. A beam in accord with one of the foregoing claims, therein
characterized, in that on the closure plates (5, 5') are placed
bearing console plates (6, 6') for the beam (1).
7. A beam in accord with one of the foregoing claims, therein
characterized, in that in the hollow space at least one bulkhead
(13) is placed, which binds the webs (4, 4') together.
8. A beam in accord with one of the foregoing claims, therein
characterized, in that the bulkheads (13) are placed in the area of
a transverse pretensioning member of the beam (1), and/or in the
area of the add-on fixtures, especially the console (14) for the
guidance of the vehicle.
9. A beam in accord with one of the foregoing claims, therein
characterized, in that the bulkheads (13) principally bind together
a part of the webs (4, 4').
10. A beam in accord with one of the foregoing claims, therein
characterized, in that after the manufacture of the beam (1), the
second flanges (3, 3') in the area of the hollow space, are at
least are partially connected together, by means of a bottom plate
(7).
11. A beam in accord with one of the foregoing claims, therein
characterized, in that the bottom plate (7) is encased in
concrete.
12. A beam in accord with one of the foregoing claims, therein
characterized, in that the bottom plate (7) consists of metal,
plastic, or concrete, especially in the shape of a framelike
construction.
13. A beam in accord with one of the foregoing claims, therein
characterized, in that the bottom plate (7) is designed as at least
partially a load bearing plate.
14. A beam in accord with one of the foregoing claims, therein
characterized, in that the bottom plate (7) is so connected to the
beam (1) as to resist torsion therewith.
15. A beam in accord with one of the foregoing claims, therein
characterized, in that in the beam (1) pretensioning elements are
present.
16. A beam in accord with one of the foregoing claims, therein
characterized, in that, in the outer zones of the flanges (2; 3,
3') is placed a tension reinforcement rod (9) without
connection.
17. A beam in accord with one of the foregoing claims, therein
characterized, in that the central tension member is placed in the
hollow space.
18. A beam in accord with one of the foregoing claims, therein
characterized, in that the central tension member is thermally
insulated.
19. A beam in accord with one of the foregoing claims, therein
characterized, in that, in at least one of the closure plates (5,
5'), especially in the area of the hollow space, tension recesses
(11) are provided.
20. A beam in accord with one of the foregoing claims, therein
characterized, in that in at least one of the closure plates (5,
5'), especially in the area of the hollow space, steel plates (10)
for the anchorage of the tension bars for the pretensioning
elements are provided.
21. A beam in accord with one of the foregoing claims, therein
characterized, in that the beam (1) is a part of a multicompartment
beam, wherein a plurality of precisely aligned beams (1) are
connected together in a pretensioned manner.
22. A beam in accord with one of the foregoing claims, therein
characterized, in that the first flange and/or the second flanges
(2; 3,3') are designed to be airflow favorable in regard to the
vehicle, with predominant avoidance of cross-sectional changes
attributable to the vehicle.
23. A beam in accord with one of the foregoing claims, therein
characterized, in that the surfaces and/or the bulk of the beam (1)
on the first flange (2) and on the second flanges (3, 3') which are
exposed to sun radiation are similar to have a low temperature
gradient.
24. A beam in accord with one of the foregoing claims, therein
characterized, in that at least parts of the outside of the beam
(1) possess a heat absorbing and/or reflecting surface.
25. A beam in accord with one of the foregoing claims, therein
characterized, in that at least parts of the outside of the beam
(1) possess a coat of paint.
26. A beam in accord with one of the foregoing claims, therein
characterized, in that at least, to parts of the outside of the
beam (1) shading elements have been furnished.
27. A beam in accord with one of the foregoing claims, therein
characterized, in that the first flange or second flanges (2; 3,
3') is/are designed to be a travel-way for further vehicles,
especially vehicles for construction, inspection or assistance.
28. A beam in accord with one of the foregoing claims, therein
characterized, in that between a first flange and a second flange,
means for heat compensation, in particular means for heat transfer
is provided.
29. A beam in accord with one of the foregoing claims, therein
characterized, in that for heat equalization a control and
regulatory system, in particular with sensors and pumps is
provided.
30. A beam in accord with one of the foregoing claims, therein
characterized, in that the means for heat equalization are lines
with heat transfer liquids, especially oil, which circulate either
actively or passively through the said lines.
31. A beam in accord with one of the foregoing claims, therein
characterized, in that the means for heat equalization are cooling
or heating elements.
32. A beam in accord with one of the foregoing claims, therein
characterized, in that by means of temperature dependent controlled
compression, especially by single side warming of the relevant
tensioning members (9), the beam (1) is deformable.
33. A beam in accord with one of the foregoing claims, therein
characterized, in that the compression is connected with
appropriate solar cells and/or sun collectors.
34. A mold for a support (1) (hereinafter, "beam") for a travel-way
for a track guided vehicle, in particular a magnetically levitated
railway, of concrete, in particular being a pre-cast concrete
component, having a first flange (2) placed thereon, running in the
longitudinal direction of the beam (1) also having webs (4, 4')
placed thereon, likewise running in the longitudinal direction of
the beam (1) and with second flanges (3, 3') on those ends of the
said webs (4, 4') distal from the first flange (2), whereby, on one
of the mutually distanced ends of the flanges (2; 3, 3') auxiliary
add-on fixtures for the guidance of the vehicle can be placed,
especially for the making of a beam (1) in accord with one of the
foregoing claims, therein characterized, in that the mold is
composed of individual modules (31, 32, 33, 34), so that by the
exchanging of individual modules a plurality of differing beams (1)
can be manufactured.
35. A mold in accord with the foregoing claim, therein
characterized, in that the modules for the compensation of length
upon the release of the tension members during the demolding are
slidably connected with one another.
36. A mold in accord with one of the foregoing claims, therein
characterized, in that the module make possible various load
bearing, projecting consoles.
37. A mold in accord with one of the foregoing claims, therein
characterized, in that the module in the area of the load bearing
plates is equipped with bearing plates (16).
38. A mold in accord with one of the foregoing claims, therein
characterized, in that the module in the area of the projecting
consoles possesses recesses with grout and aeration openings for
the reception of the bearing plate.
39. A mold in accord with one of the foregoing claims, therein
characterized, in that the modules make possible differing beam
lengths.
40. A mold in accord with one of the foregoing claims, therein
characterized, in that the modules make possible different
formulations of hollow space.
41. A mold in accord with one of the foregoing claims, therein
characterized, in that the modules, make possible differing
bulkheads (13) in regard to number, shape.
Description
DESCRIPTION
[0001] The present invention concerns a support (hereinafter, a
beam) for a travel-way of a track guided vehicle, especially a
magnetically levitated railway, said beam being constructed of
concrete, especially being of precast concrete, having in its
longitudinal extension a continuously running first flange
connected to likewise longitudinally running webs and at the end of
each web, remote from the said first flange, having second flanges,
whereby, on the said flanges of one of the beams, which flanges, as
seen in cross-section, are distanced one from the other, add-on
fixtures for the guidance of the vehicle can be placed, and the
invention concerns itself also with a mold for the casting of the
said beam.
[0002] For example, WO 01/11142 has disclosed a beam for
magnetically levitated travel-ways with an first flange possessing
webs, onto which first flange are placed consoles to fasten the
said add-on fixtures for the vehicle. The consoles are screwed onto
the first flange or are so placed during the original pour. The
said fixtures affixed to the console include the frames along with
the horizontal and vertical guides for the vehicle. The beam itself
comprises one solid concrete body or, in an advantageous embodiment
the beam is made of sections of hollow cross-section.
[0003] For an economical construction of the travel-way for the
magnetically levitated vehicle track, the beams are, in part, more
than 30 meters long. The requirements of the beam are very severe
in connection with exactness of form and stability of shape, in
order that the functionality of the magnetic levitated travel-way
is to be in any way assured. Consequently, it has always been
foreseen in the mode of construction for this component, that the
beam must be very rigid and torsion free. In order to effect a
still better behavior of the beam in relation to the guidance of
the magnetic levitation track, even multi-compartmentalized beams
have been employed. Beams of this type are made either of one
piece, or mostly, based on transport considerations, made in
multiple sections and subsequently coupled together on the site.
These components are indeed optimal for the usage of beams for
magnetic levitation railways, although the manufacture thereof,
because of mold-release work, is very expensive in time and labor
costs, because, after the mold releasing of the hollow bodies, the
end closure plates must be inset or openings must be provided in
the end plates, which would necessitate a complicated inner mold
pattern.
[0004] Thus, it is the purpose of the present invention, to create
a beam for a travel-way of a magnetic levitation track, which can
fulfill the high requirements of such a magnetic levitation track
and in spite of this, can be quickly and economically
manufactured.
[0005] This purpose is achieved by a beam with the features of the
independent claims.
[0006] In accord with the invention, at the edge of the web(s)
remote from the first flange of the beam, are placed second
flanges, these extending essentially transversely away from the
beam. By means of this flanging, a beam has been made, which, for
most cases of its application, has a sufficient rigidity against
torsional stresses, since each second flange, which generally
serves as a lower flange, is so designed, that it contributes by
means of its marked transverse extension to the torsional
structural strength of the beam.
[0007] In the case of a particular advantageous embodiment of the
invention, there exists between the webs a hollow space, which is
open at the side of the second flange. The webs in the area of the
second flanges are further spaced from each other than they are in
the area of the first flange This allows the beam to be at least
partially released from a mold along the second flange. On this
account the beam can be quickly and economically made. A expensive
disassembly of an inner mold structure, in order to remove it from
the end faces of the beam, or the placing of slanted construction
for demolding in the central interior of the considerably small
hollow space is thus avoidable.
[0008] It is advantageous, in regard to the flexural stiffness of
the beam, when the first flange is an upper flange and the second
flange is a lower flange. In special cases, this can be
reversed.
[0009] If the center of gravity of the cross-section be located in
the area of an average cross-sectional height, then, by means of no
increase in weight of the beam, or by substantially less increase,
a greater flexural rigidity of the beam can be achieved. The
consequence of this is an increase in the first natural
frequency-and simultaneously a reduction in deflection upon
loading, both of which react positively on the dynamics of the
travel motion.
[0010] In the course of the manufacture of the beam, it is not
necessary, following the fashioning of the hollow space, to cast on
an additional plate on the ends of the beam, in order to bring
about a connection if compartmentalization is to be carried out. By
means of this extra concrete procedure, the manufacture of the
entire beam in accord with the state of the technology is clearly
extended timewise as compared with the present invented formation
of the beam, since in the case of the present invention, these
closure plates, if they are required, can be immediately provided.
Waiting for the concrete of the beam to set, until finally the
closure plates can be concreted in, is no longer necessary.
[0011] The beam is, in this respect, so designed, that the
demolding operation can be executed along the longitudinal sides
and largely without the destruction of the molds. The beam exhibits
no closed hollow spaces, but can, because of its design, especially
that of the lower flange, which extends itself outward of the beam,
supplies sufficient torsional rigidity. Thus the beam is
appropriate for magnetically levitated railways and in spite of
this, possesses the length-of-span which has already proven
functional up to this time.
[0012] A further advantage of the invented beam upon the
manufacture, is found in that, the beam reinforcing rod structure
can be prefabricated before the pour of the beam. The extensive
prefab reinforcement can then, for example, be set caplike on the
inner mold structure. Moreover, it is possible, because of the
shape of the beam and its molding, to mix a stiffer consistency of
the concrete during the pour. This has a positive effect on the
concrete quality and favors lower costs. Beyond this, a high
strength concrete or a high strength lightweight concrete can be
employed.
[0013] Advantageously, at the ends of the beam, the webs are
connected together by means of closure plates. The closure plates
serve on the one hand for increasing torsional rigidity, and on the
other hand they enable providing a connection to the neighboring
beam. The connection to the adjacent beam can be of such a kind,
that a considerably strong connection is created, whereby two or
more beams act in common as a compartmentalized beam.
[0014] It is particularly of advantage, if the beam-end closure
plates are so designed, that they accept an underpinning for the
beam. By this means an advantageous force-flow path is created from
the beams into the pillar supports upon which they are held in
place.
[0015] A further increase of the torsional stiffness of the beam is
achieved, wherein in the hollow space, at least one bulkhead is
placed which binds the webs together. By the use of the bulkhead, a
movement of the web and the lower flange toward one another is
avoided. The said bulkhead is a means of increasing the torsional
stiffness of the beam. In accord with the need, more bulkheads can
be provided, whereby the torsional stiffness of the beam is
correspondingly increased. The bulkheads are, advantageously,
predominately placed at equal distances from one another. To be a
particularly torsion resistant beam, a beam would be provided with
three bulkheads. The bulkheads, in this case, occupy the entire
cross section of the beam hollow space. In other embodiments,
provision can also be made, that the bulkheads exhibit openings or
function principally as struts, so that openings are present,
allowing service lines and/or tension apparatuses to be run through
the open spaces.
[0016] It is of particular advantage, if the bulkheads are placed
in the area of a transverse pretensioning member for the beam,
and/or in the area of the said add-on components, this latter
especially being consoles for the guidance of the vehicle. In such
a case, the beam is reinforced in those areas, in which, for
example, the accessory components are affixed to the beam by means
of consoles. A closed flow of force would in this case result
without an essential increase of the total weight of the beam.
[0017] It can frequently be sufficient to obtain an adequate
structural strength of the beam, if the bulkheads connect a portion
of the webs together. In this case also, both weight and material
for the beam is saved.
[0018] In order to achieve an extraordinarily high torsional
rigidity, it can be of advantage, if the second flanges, especially
the lower flanges, in the area of the hollow space, are connected
with each other, following the manufacture of the beam, by a base
plate. The base plate can completely close off the hollow space, so
that once again a closed hollow body is created. In many cases of
application, however, it can be sufficient if the base plate is
principally placed in sequential sections along the beam.
[0019] This can produce a sufficient torsion rigidity, whereby the
manufacture of the base plate is made simpler.
[0020] Advantageously the base plate is incorporated in concrete.
In this matter, provision can be made, that at the webs, i.e. at
the connection of the lower flanges, steel connections extend
outside of the concrete of the beam, on which the base plate is
mounted, that is to say, is concreted in. This connection is of
such a manner, that once again a torsion resistant form of the beam
is achieved, which is particularly justified by the high
requirements in the construction of beams for magnetically
levitated railways.
[0021] Alternatively, the base plate can be of metal or plastic,
especially fabricated as a frame. This enables a simplified
mounting and demounting of the base plate.
[0022] If the base plate is at least partially designed to carry
load, then the torsion resistance is further increased. If
prestressing elements are placed in the beam, then a sufficient
resistance to bending for the foreseen applications of the beam may
be achieved
[0023] It is of particular advantage, if a tensioning reinforcement
is placed in the outer area of the flanges. By means of such a
tension reinforcement, especially when it can be readjusted either
before or after the mounting of the beam and is not restrained, the
beam can be deformed in the y and z directions and thereby be very
accurately trimmed. For the readjustment, it is of advantage, if
even after the mounting of the beam, the tension adjustments, for
instance in the hollow spaces of the beam are accessible.
[0024] Advantageously the hollow space of the beam is put to use
for the placement of central tensioning members. The tensioning
members are longitudinally arrayed in an advantageous manner.
Further, the central tensioning members therein are thermally
insulated in a simple manner so that the temperature gradient of
the beam can be advantageously controlled and the thermal
distortion of the beam clearly reduced in comparison with
conventional beams. For the stressing of the pretensioning
elements, provision has advantageously been made, that in at least
one of the closure plates, tensioning recesses have be placed,
especially in the area of the hollow space.
[0025] In order to make possible an abutment for the tensioning
pressure of the pretensioning elements, advantageously, the closure
plates, especially in the area of the hollow space, exhibit steel
plates.
[0026] If the beam is a part of a compartmentalized beam system,
wherein a plurality of trued-up beams are connected with one
another, then a construction system particularly capable of load
carrying and exact in its tolerance accuracy has been created.
[0027] If upper and lower flanges, in relation to the vehicle, are
favorable from a streamlined standpoint, with a predominate
avoidance of the cross-sectional changes attributable to the said
vehicle, then the beam is not only, inventively bend and torsion
resistant, but in this way makes possible that the magnetically
levitated vehicles traveling at extreme velocities on the beam can
be operated comfortably with the least possible flow disturbances
or flow impacts. Moreover such a construction contributes to energy
savings during the operation of the said vehicle.
[0028] If a beam is designed in such a manner, that those surfaces
exposed to the radiation of the sun and/or the weight of the beam
on the first flange and such radiation and loading on the second
flanges are similar to one another, then, in a particularly
advantageous manner, a goal has been reached, that a lower
temperature gradient obtains within the beam. This means that the
heating of the beam in the neighborhood of the first flange as well
as in the area close to the second flanges is done very evenly, and
thus it is avoided that the first flange or the second flanges
experience greater expansion than do the other beams. A bending of
the beam because of uneven heating is thus, generally speaking,
avoided to a great extent.
[0029] For the creation of a state of equal heating and
corresponding expansion of the beam, provision has been made, that
at least parts of tie outside of the beam possess a heat absorbing
or reflecting surface. In this way, for instance, a varying
radiation of the sun on the individual parts of the beam can be
compensated for, which results in an equalized expansion
throughout.
[0030] A heat absorbing and/or reflecting surface on a beam can
also be created by a coat of paint. In this way, the different
thermal characteristics of the beam are very simply controlled.
[0031] If, at least, parts of the outer side of the beam are
subject to shading elements, then, again through this measure a
lower temperature gradient of the beam is attained. The operating
characteristics of the beam can be regulated in this way against
the most varying radiation of the sun.
[0032] Because of the fact, that the second flanges extend
themselves relatively far beyond the accompanying webs, they can be
put to use as a travel-way for additional vehicles, especially
inspection or service vehicles. The vehicles can, in such a case,
ride on the upper side of the second flanges and for example
monitor or measure the add-on fixtures for the magnetically
levitated track. Again, it is possible that the first flange (i.e.
upper flange) can be employed for the same function.
[0033] 1. In a manner in accord with the invention, with a beam of
the above described kind, between a first flange and a second
flange, provision has been made for means for heat compensation, in
particular, employing heat exchange. If the beam, is unevenly
heated, for example, by radiation from the sun, then, because of
the thereby arising temperature gradients, undesirable deformation
occurs. The exact aligned structural elements no longer possesses
the required precision, so the operation of, for example, a
magnetically levitated track could not be safely assured. By means
of the arrangement of heat compensation or heat exchange means, it
now becomes possible, that, in the case of a more strongly heated
first flange, the heat, which thereby arises, is conducted to the
second flanges, whereby these flange are also heated and expand in
the same manner as the first flange. The heat can be specifically
conducted into those areas of the beam, which apparently are heated
to a lesser degree or which possess more mass of material and thus
require a longer time for warming/cooling. For this purpose,
advantageously, a control or regulating system, particularly with
sensors and pumps can be provided.
[0034] Lines circulating a heat transfer fluid, particularly oil,
have proven themselves as a means for heat equalization. By means
of these lines the heat from the more strongly heated areas of the
beam is transported to the less heated areas. The transport through
the lines can be effected by pumps or passive means based on
gravity.
[0035] As an effective means for the heat compensation, cooling
and/or heating elements are of advantage. These cooling/heating
elements, which, for instance, can be operated by means of solar
cells, can likewise, upon need hold the temperature gradients
within the beam at a low level and thus, to a large extent, avoid
deformation of the beam.
[0036] In accord with the invention, in the following, for the
manufacture of a beam of a travel-way for beam of a track guided
vehicle, in particular for a magnetically levitated track, a mold
is proposed, which is a combination of individual modules, so that,
by the exchange of a single module, a plurality of different beams
can be made. Especially in the construction of magnetically
levitated railways, then the travel way could be made out of a
multiplicity of beams combined together. These beams have, in
general, the same shape. In accord with the particular surrounding
conditions, in which the beams are to be erected or the special
course of the proposed rail line, individual differences in the
beams are necessary. By means of the proposed mold construction, it
is now possible, that beams, which fundamentally have the same
shape, can still be individually characterized by the switching of
individual modules. By means of the mode of modular construction, a
rapid manufacture of the carrier is possible, since the alteration
of the mold construction from one form to another can be carried
out in a very short time. The modular mode of construction of the
mold concerns both the longitudinal and cross-sectional formation
of the beam.
[0037] It has proven itself as advantageous, that the mold be
comprised of a basic framing, a therewith connected, exchangeable
core piece, and a movable side piece. Further elements of the mold
can be provided for the projecting consoles and surfaces as well as
for the casting at the beam ends. With these individual elements,
which, if required, can be subdivided into partial modules, a very
flexible, individual manufacture of altered shape beams can be
obtained.
[0038] It is of particular advantage, if the modules for the
compensation of length upon the stress release of the tensioning
elements, during the mold release of the beam, are connected
together in a sliding manner. If, at the time of the demolding of
the beam, the tension of the tensioning elements is released, then
the concrete of the beam is compressed and beam is thereby
shortened. This action can lead to a jamming of the concrete part
in the mold. In order to avoid this, the modules are slidingly
connected, one to the other, so that a release of the mold module
even with released tension members is still possible.
[0039] By means of the insertion of different modules for different
consoles, a beam can be adapted for the specified course of the
track line. Beams, which are borne on different underpinnings can
be erected by means of different consoles in optional
positions.
[0040] The support consoles, which, in accord with the
requirements, incorporate load bearing plates which are horizontal,
inclined, or offset to one another, can be custom made very
quickly.
[0041] Advantageously, the modules in the area of, the base
consoles have recesses for the acceptance of the mounting
connections, said plates being provided with openings for grouting
or ventilating purposes.
[0042] By means of, for example, long cores or side pieces,
different beam lengths can be produced by the invented modular
construction manner of the mold without any substantial rework
costs for the said mold. Especially, when the core pieces are
comprised of additional subdivided modules, then, under certain
circumstances, it is a requirement, to remove single inner module
pieces and the set the end pieces together. By this means, and in a
very simple manner, beams which are alterable in length can be
made.
[0043] Through different formulations of the core pieces, it is
possible to very simply manufacture different shapes of the said
hollow spaces. In this way, for instance, according to need,
different radii or reinforcement elements can be provided in the
hollow space, whereby, in various cases of loading, very individual
beams can be created.
[0044] It is very advantageous, if the module, in regard to number,
shape, and size make possible the formation of individual
bulkheads. Even in this case, an individual adaptation to the beam
to different conditions is very easily created.
[0045] Further advantages of the invention are to be found in the
following embodiment examples. There is shown in:
LIST OF DRAWINGS
[0046] FIG. 1 a cross-section of a beam;
[0047] FIG. 2 a longitudinal section of a beam without the
bulkhead;
[0048] FIG. 3 a longitudinal section of a beam with a bulkhead;
[0049] FIG. 4 a longitudinal section of a beam with two
bulkheads;
[0050] FIG. 5 a longitudinal section of a beam with stub
bulkheads;
[0051] FIG. 6 a cross-section of another beam;
[0052] FIG. 7 a cross-section of another beam;
[0053] FIG. 8 a sketched mold with a beam;
[0054] FIG. 9 an alternative core piece;
[0055] FIG. 10 a longitudinal section of a beam with its mold;
[0056] FIG. 10a a longitudinal section of a beam with an
alternative mold;
[0057] FIG. 11 a cross-section of a beam with its mold;
[0058] FIG. 11a a cross-section of a beam with an alternative
mold;
[0059] FIG. 12 a cross-section of a further beam;
[0060] FIG. 13 a longitudinal section of the beam of FIG. 12; and
in
[0061] FIGS. 14, 15 a cross-section of another beam.
[0062] In FIG. 1, is presented a cross-section of a beam in accord
with the invention. The beam possesses an upper flange 2 as well as
two lower flanges 3 and 3'. Upper flange 2 and lower flanges 3, 3'
are respectively bound together with webs 4, 4'. On the upper
flange 2, attachment plates can be placed, but are not shown.
Functional elements can be attached to these said attachment
plates. The functional elements are affixed for the guidance of a
track-traveling vehicle. The beam 1 is a concrete manufactured
component, which essentially, is of precast concrete, end, when
needed, is delivered to the construction site in a ready state,
that is, prefabricated.
[0063] The lower flanges 3, 3' extend themselves outward in a
direction away from the connecting webs 4, 4' toward the outside.
By this means, a relatively high, torsional rigidity is achieved
for the open beam 1. The lower flanges 3, 3' are designed to be
very heavy, so that the torsional rigidity is also increased by
this means. On the ends of the beam 1, the webs 4, 4' are connected
with a closure plate 5f.
[0064] In spite of a beam 1 being of considerable length, the
closure plate 5, with the aid of laterally extended lower flanges
3, 3', and with the connection of webs 4, 4' above the lower
flange, prevents unreliable twisting of the beam during passage of
a vehicle.
[0065] In the area of the closure plate 5 a basic load bearing
plate 6 is provided, which coacts with (not shown) bearings and
fittings. The beam 1 can, with this, be located in exact alignment
on a corresponding underpinning.
[0066] In order to create a particularly torsion resistant beam 1,
which possesses a hollow space between the webs 4, 4', and which,
in spite of this advantage, is very simple and easily made, the
beam 1 of FIG. 1 possesses an additional bottom reinforcement plate
7. The bottom reinforcement plate 7 extends itself between the
lower flanges 3, 3' and is bound with these by means of reinforcing
bars 8. The bottom reinforcement plate 7, which, likewise, is made
of concrete, is encapsulated in concrete with a reinforcement 8
which extends into the open space of beam 1. This can, for example,
also be done after the installation of various built-in
construction components in the beam 1, whereby accessibility of the
hollow space of the beam 1 for mounting purposes is improved. The
bottom reinforcement plate 7, for instance, can be screwed in or
otherwise bound to the beam 1, either releasably or non-releasably.
It is important in any case, that the bottom reinforcement plate 7
strengthen the beam 1 in regard to its resistance to twist.
[0067] For increasing the structural strength of the beam 1,
reinforcing bars 9 are placed in the upper flange 2 and in the
lower flanges 3, 3'. The beam 1 can, moreover, for instance be made
of steel-fiber impregnated concrete, whereby yet additional
structural strength can be obtained.
[0068] Further, the closure plate 5 has in place preparatory
fittings for the connection of the beam 1 with additional beams.
Beyond this, recesses for pretensioning elements are also provided.
The closure plates 5 serve for the anchorage of projections for the
said pretensioning elements, by means of which the beam 1 is
brought into the pre-specified shape in regard to its deflection
behavior. In the tension niches 11 are, in like manner, elements
for the tensioning of the beam 1 or for the connection of several
beams 1.
[0069] In FIG. 2 is shown a partially section profile view of the
beam 1. The upper flange 2 and the web 4 are of one piece with the
closure plates 5, 5'.
[0070] On the closure plates 5, 5' the load bearing plates 6, 6'
are placed. The closure plates 5, 5' as well as the plates 6, 6'
are designed of different thickness. On the thinner closure plate
5, the beam 1 is coupled with another beam, whereby, by
corresponding jointing, a multicompartment beam is created. In the
area of the lower flange 3, the base plate 7 is located. In the
embodiment example of FIG. 2, the base plate 7 completely closes
off the intervening space between the webs 4, 4' and reaches from
one end closure plate 5 to the other end closure plate 5'. In this
way, for the first time since the manufacture of the actual beam, a
closed hollow space is created therein. A beam of this type
possesses a torsion rigidity, which corresponds, essentially, to
the rigidity of conventional beams.
[0071] In FIG. 3 a beam 1 is presented again in a profile view,
which has no base plate 7. For the acquisition of rigidity of this
beam 1, a bulkhead 13 is provided which is placed in the middle of
the beam 1. The bulkhead 13 binds the webs 4, 4' as well as the
lower flanges with one another, whereby a displacement of the webs
4, 4' and the lower flanges 3, 3' in relation to one another is
predominately avoided. A beam 1 of this type, as far as its
torsional rigidity is concerned, is adequate in many cases for the
foreseen installation as a beam for a magnetically levitated
railway.
[0072] In FIG. 4 is presented a further embodiment example of the
invention. In this case the beam possesses two bulkheads 13.
Between the two bulkheads 13 is placed a bottom reinforcement plate
7'. This bottom reinforcement plate 7' reaches, principally, from
one bulkhead 13 to the other bulkhead 13. The zone between the
bulkhead 13 and the closure plates 5, 5' are, on the contrary, made
without a bottom plate. A beam 1 of this kind possesses, contrary
to the beam of the FIG. 3, an increased torsional rigidity. As an
alternative, it is always possible to place the bottom reinforcing
plate 7 in the areas between the bulkhead 13 and the closure plates
5, 5', or even to insert this independent of the position of the
bulkheads 13.
[0073] FIG. 5 exhibits a part of a longitudinal section of a beam
with stub bulkheads 13. These bulkheads are principally placed in
the upper area of the hollow space. At the ends of the upper flange
2, and in the area of the stub bulkheads 13, consoles 14 are
provided, on which the (not shown) appurtenant fixtures for the
guidance of the vehicle are affixed. The consoles 14, which are
anchored in the concrete by means of reinforcing rods, bring about,
by means of the stub bulkheads 13, an excellent introduction of
force into the beam 1. The stub bulkheads 13 in this arrangement
cause, besides an increase in the rigidity of beam 1, also furnish
an optimized fastening for the vehicle guidance fittings onto the
beam 1.
[0074] In FIG. 6 is presented a further embodiment example of a
beam 1. The lower flanges 3 and 3' of the beam 1 are so designed,
that their upper sides serve as a travel-way for an inspection
vehicle or a construction vehicle. On this upper side of the lower
flanges 3, 3', sufficient room is available to place a running
track for the said vehicle.
[0075] The bulkheads 13, which, in the presentation of FIG. 5 are
represented in sectional view, are generally found in the upper
part of the hollow space and receive, for this reason, the flow of
force which is inwardly conducted by the consoles 14 into the beam
1 and thus into the webs 4, 4' and the lower flanges 3, 3'.
[0076] In accord with FIG. 6, solar cells 20 are installed on the
webs 4'. This mode of construction assumes, that the web 4' is more
exposed to the radiation of the sun than is the web 4. Thus, it is
to be expected, that that the side of the web 4' is more heated and
thus contributes to a deformation of the beam 1, if no heat
equalization is carried out. This compensating for the heat is
effected by the solar cells 20 and a conductor 21 which is
associated therewith. The conductor 21 conveys a heat transfer
fluid from the sunshine impacted side of the beam 1 to that side
which lies in the shade. By the means noted above, the web 4 and
the lower flange 3 are likewise now heated. This, in turn lead to
the fact, that the heat expansion on both sides of the beam 1 is
similar, and thus the deformation of the beam 1 remains in a
tolerable range. A like heat equalization can occur between the
upper flange 2 and the lower flanges 3, 3', if a transport of heat,
is carried out, for instance from the upper flange 2 to the lower
flanges 3, 3' by a corresponding routing of the conductor 21.
Alternative to the presented solar cells 20, it is possible, to
carry out the insulation or the heat absorption of the beam 1 by
means of coatings, thermal insulation elements, cooling or heating
elements, as well as shading apparatuses.
[0077] In FIG. 7 a further alternative of a beam 1 is shown in
cross section. In the case of this beam, the lower flange is
comprised of a single construction component, while the upper
flange 2, 2' is separated into two sections. The open space, in
this arrangement, is accessible from the top of the beam 1. By
means of a plate 7, the hollow space of the beam 1 is closed. In
the flanges 2, 2' and 3, tension reinforcement rods 9 are
respectively incorporated in the outer areas. By the placement of
these reinforcement rods 9 in the outer area of the flanges 2, 2',
3, the special aspect is, that the said reinforcement rods 9 are
still accessible after the installation of the beam 1, and
adjustments of the beam 1 in the y and z directions is possible.
This adjustment in the y and z directions is done through a
corresponding post-tensioning of the individual tensioning rods 9,
whereby the beam 1 is aligned in a specified manner. In this way,
for instance, upon the sinking of footings at the ground, or other
changes in the stretch of travel, an exact adjustment of the beam 1
to the requirements of the travel-way can be undertaken. The
adjustment can be accomplished in an especially delicate and exact
manner by the installation of temperature dependent, controlled
compression, which, for the compensation of the deformation of the
beam 1 by one sided heating of the relevant tensioning members 9,
correspondingly apply more or less stress. The compression means
can be connected to corresponding solar cells.
[0078] FIG. 8 shows the sketch of a modularly built up type of mold
for a beam 1 in cross-section. The mold is consists of a basic
frame 31, on which the rest of the mold module is constructed. The
final mold module comprises the core parts 32a and 32b as well as t
side mold parts 33a, 33'a and 33b and 33'b. The individual modules
are set, one on the other, and can be exchanged for another type of
module with very little effort. Moreover, it is possible, to insert
filling pieces, which recesses in the beam 1 can hold.
[0079] In FIG. 9 is shown an alternative core niece 32'a for the
mold of FIG. 8. By means of exchange of the core pieces 32a by the
core piece 32'a, a beam is obtained which exhibits stub bulkheads.
The short (stub) bulkheads, which were obtained by means of
recesses in the core piece 32'a (indicated by the dashed line),
represent, essentially, a formation similar to that of the
presentations of the FIGS. 5, 6.
[0080] In FIG. 10 is a longitudinal section of a beam with its mold
sketched in. On the base framing 31 are built the core pieces 32c
and 32d, as well as the end mold parts 34 and 34'. With a
construction of this kind of individual mold module, a beam 1 of a
defined length can be made. If a shorter beam 1 is required, then,
in accord with FIG. 10a, the core piece 32d is displaced by the
core piece 32'd and the end moldings 34', representing the desired
length of the beam 1 are placed offset on the base framing 31.
[0081] It is quite plain to see, that by means of two very simple
erection operations, it is possible to create different beams 1.
This possesses the substantial advantage, that in the construction
of a multiplicity of beams 1 for a specific stretch of travel-way,
in a very simple way individual beams 1 can be prefabricated,
without undertaking any great rework measures on the molds.
[0082] In order to avoid bracing and the like between the cores 32c
and 32d during the relieving of the tension of the reinforcing bar
for the beam 1, provision has been made, that the core pieces 32c
and 32d are placed movable to one another. By this means, a jamming
of the core pieces 32c and 32d in the relieved beam 1 need not be
feared.
[0083] FIGS. 11 and 11a show a section of a mold in the area of the
load bearing console plates 6. In order to make possible an
inclination of the beam 1 onto prefabricated fittings, provision
can be made that the load bearing plate 6 does not run orthogonally
to the axis of the beam 1. In order to attain this, once again, a
mold module 31a of the basic framing 31 is provided. As seen in the
FIG. 11 regarding Module 31a, a slight inclination of the beam 1 is
desired. In the load bearing plate 6 bearing fittings are placed on
which the beam 1 is to rest. The bearing plates 16 are anchored in
the concrete of the load bearing plate 6 with setbolts.
[0084] In accord with the embodiment as shown in FIG. 11a, the
module 31'a is so designed, that the bearing plates 16 run
parallel, but considerably offset in height to one another. Even
this is, again, to be brought about by a simple exchange of a
module on the base frame 31.
[0085] Alternative to, or in addition to the embodiments of the
mold presented here, it is also possible, that on one base framing
31, a plurality of beams 1 can be placed. Thus it is also possible
that on one base frame 31 either a longer beam 1, or two short
beams 1 can be made. This can be effected, in that different core
pieces 32 and additional end mold parts 34 can be used, which are
setup on the said base framing 31.
[0086] In FIG. 12 is presented an additional embodiment of the
invented beam 1. On the upper flange 2, which runs transverse to
the longitudinal axis of the beam 1, and on the ends of said upper
flange, where, in a manner not shown, consoles for the fastening of
the function planes for the magnetically levitated railway are
placed, are two webs 4, 4' spaced apart from one another. Between
the two webs 4, 4', there is formed a hollow space of the beam 1,
which runs essentially throughout the entire length of said beam 1.
This hollow space, in any case, could be interrupted for additional
reinforcement of the beam 1 by means of bulkheads. On the ends
remote from the upper flange 2 of the webs 4, 4', are the lower
flanges 3, 3'. The lower flanges 3, 3' extend themselves toward the
outside of the beam 1. The lower flange 3, 3' show somewhat the
same thickness as the webs 4, 4'. Because of the outspread shape of
the lower flanges 3, 3', a greater rigidity of the beam 1 is
achieved. By means of an appropriate slanted construction of the
outer surface of the lower flanges 3, 3', the effect is gained that
snow and ice are less apt to cling to the structure. Winter
operation then become possible. The lower flanges 3, 3' are
connected to each other by bulkheads 13. This also contributes to
an increased structural strength of the beam 1. The bulkheads 13
are individually apportioned along the longitudinal extent of the
beam 1.
[0087] The bulkheads 13 are installed in one of the operational
steps following the actual manufacturing procedure of the beam 1.
Alternatively, it can be provided, that by an appropriate
subdivisioning of the mold, individual modules of the mold locate
above the bulkheads 13 in the hollow space of the beam 1. Upon
release of the beam from the mold, these move in the longitudinal
direction of the beam 1 and thus migrate into the hollow space
between the individual bulkheads 13 from whence they can be
withdrawn from the beam 1. By means of the invented separation of
the of the mold into individual modules, this longitudinal sliding
of the corresponding mold modules is very easily carried out. A
further work step for the making of the beam 1 with the bulkheads
13 is, on this account, not necessary. The manufacture of the beam
1 can then be carried out quickie and economically. The same
methods using mold subdivision into modules, can be applied to the
installation of base plates 7a (not shown), which are only
installed on a part of the beam 1. In a relation operation, by
means of a longitudinal sliding of the mold, the hollow space above
the base plate 7 can be retained and the corresponding mold module
removed from the beam laterally, beside the base plate 7. Here
again is a very rapid and economical manufacture of a beam with an
integrated base plate 7 made possible.
[0088] FIG. 13 shows a section through the beam, along the dashed
line of FIG. 12. It is obvious from this illustration, that the
bulkheads 13, are principally located in the lower part of the beam
1, in the area of the lower flanges 3, 3'. In the area of the webs
4, 4', a hollow space is formed inside the beam 1. The effect of
this hollow space is, that for the manufacture of the beam 1,
principally, there is less need for consumption of material.
Moreover, because of the hollow space, room is provided in which
supply lines can be laid. The beam 1 is closed off by closure
plates 5, 5' at the longitudinal ends. In the closure plates 5, 5'
an anchorage for tensioning members or connection members to
additional beams 13 can be provided. These connections are not
shown.
[0089] In the FIGS. 14, 15 are shown further embodiments of beams,
which can be made very quickly and economically by means of modular
construction. By the exchange of individual mold areas, it is
possible to create a multitude of different beams 1, which resemble
one another. This is done by the application of changed mold
modules. Thus, in accord with FIG. 4, a lower beam 1 can be made,
which principally has an upper flange 2 and lower flange 2,2'. This
kind of beam, for instance, can be employed for construction work
where bridges are concerned.
[0090] For the laying of a travel-way without pillars, it is
frequently convenient, if the beam 1 is constructed of minimum
height. For this purpose, it is advantageous if the beam 1 is
poured without a hollow space. This is easily a possibility with
the invented mold, since corresponding mold modules can be removed
from the mold and this a lower, by full volume beam 1 can be
made.
[0091] Further, not shown embodiment examples are likewise within
the scope of the invention. Thus it is entirely possible, that more
bulkheads 10 than are shown here are installed with and without
bottom plates 7. The bulkheads 10 can either be full wall thickness
or provided with penetrative openings. It is of advantage, if the
bulkheads 10, even like the closure plates 5, 5' exhibit demolding
slopes, so that a mold part in the inlay work of the beam 1 can be
removed from below out of the said beam 1. The base plate 7 can be
of concrete or metal, and can also possess openings, especially for
inspection purposes or for the removal of the mold or mold parts.
The said base plate can be concreted in or, for example, fastened
in place with screws. By means of an appropriate shaping of the
connection points, a thrust resistant connection between the base
plate 7 and the beam 1 can be made. The base plate 7 can be so
installed, that a mold can be applied from the outside, and, by
means of hoses, concrete can be injected into the hollow space and
so build the bottom plate. The base plate 7 can, for example, also
be made, wherein the beam 1 is set into a concrete bed, which by
means of the reinforcing rods extending out of the beam 1, after
the setting of the concrete, is bound fast with the beam 1 and
closes off the hollow space.
[0092] For the deformation of the beam, a targeted heating of the
tensioning elements can be carried out, whereby the necessary,
reliable tolerances of the beam can be adhered to.
* * * * *