Patent Application
20240301631
The present invention relates to a track support of a magnetic levitation railway and to the production method thereof, wherein the track comprises at least two substantially parallel longitudinal beams, wherein each longitudinal beam has a cross-section with at least one projection, and the projections of parallel longitudinal beams are substantially aligned with each other, and wherein a receiving point for reaction rails for driving and/or guiding and/or supporting a magnetic levitation train is provided at the projection of each longitudinal beam.
A track structure for magnetic levitation vehicles including equipment parts that have functional surfaces, such as long stators, running and/or guide rails or the like, which are attached with precise positioning to structural parts that project, oriented toward each other or away from each other, in pairs laterally from a substructure and are to be straddled by the vehicle, is known from DE 41 15 935 A1. The stators are located with the undersides thereof, which form the functional surfaces for the vehicle, in the lower region of the projecting structural parts. With the exception of the functional surfaces, the stators are embedded, completely and continuously in the longitudinal direction, in a curing material, which can be at least subjected to compressive stress and which is combined with the projecting structural parts or forms them. The material is able to assume a supporting function when it comes to transferring the traffic loads acting on the equipment parts. The longitudinal beams are connected to each other by brackets, by way of which they rest via bearings on pilings built on the ground or by a cross beam. As a result, an approximately trough-shaped support cross-section is created. The longitudinal beams, the brackets and the cross beams are standard parts. The track design is customized by embedding the stators in the curing material.
The disadvantage with this design is that the equipment parts that have the functional surfaces have to be precisely aligned at the supports of the substructure and fixed. This is very time-consuming during the production of the track structure to ensure that the functional surfaces are precisely positioned. Replacing the functional surfaces if the equipment parts have to be exchanged is also a very complex task.
A track support for a magnetic levitation railway is likewise known from CN 101481893 A. Here, various exemplary embodiments of such a track support are described. In some exemplary embodiments, projections are provided at the longitudinal beams of the track support, at which drive elements for the vehicle are arranged. Parallel longitudinal beams, however, are not connected to each other in this case. Aligning the longitudinal beams with the route of the magnetic levitation railway is a very complex task since only very small tolerances of the parallel drive elements are permissible.
It is therefore the object of the present invention to avoid the disadvantages of the state of the art, and to create a track support and the production method thereof, which can be produced with high precision and customized to the route of the track.
The object is achieved by a track support and by a method for producing such a track support having the features of the independent claims.
The track support according to the invention of a magnetic levitation railway has at least two substantially parallel longitudinal beams. The longitudinal beams are preferably made of concrete, in particular as precast concrete parts. Each of the longitudinal beams has a cross-section including at least one projection. The projections of parallel longitudinal beams are substantially aligned with each other and preferably extend horizontally. A receiving point for reaction rails for driving and/or guiding and/or supporting a magnetic levitation railway vehicle is arranged at the projection of each longitudinal beam. According to the invention, the two longitudinal beams are connected to a cross-member, at least at one of the axial ends thereof. At least one of the two cross-members is an edge cross-member that is arranged in an end region of the longitudinal beams, and at least one of the longitudinal beams and/or at least one of the cross-members has a bearing for the track support.
Each longitudinal beam is accordingly composed so as to have a substantially vertical rib and a preferably substantially horizontal projection which is arranged thereon and integrated with the rib. As a result, a stable unit for the longitudinal beam is created. The reaction rails for driving and/or guiding and/or supporting the magnetic levitation railway vehicle can be arranged at this stable unit with precise positioning. In this way, it is possible to replace the reaction rails without difficulty for service work. The old reaction rails are removed from the longitudinal beam, and the new reaction rails are arranged in the same position at the projection. The longitudinal beam, including the rib thereof and the projection thereof, can be custom-produced for a predetermined location on the route of the magnetic levitation railway.
The cross-members in the end region of the parallel longitudinal beams bring about further stabilization of the longitudinal beams and position these with respect to each other. As a result, overall a custom track support is produced, which is nonetheless substantially made of standard parts and only few custom-produced components. It suffices, for example, for the longitudinal beams to be custom-produced, while the cross-members are standard parts. The reaction rails can likewise be standard parts, which are attached to the projections of the longitudinal beams at customized positions.
Since one of the cross-members is an edge cross-member arranged in an end region of the longitudinal beams, it is very easily possible to connect consecutive longitudinal beams on the route. The edge cross-members can be connected to each other or be used for a stable mounting of the longitudinal beams on the ground.
It is advantageous when rail pads are arranged at least at one of the projections. The rail pads are used to attach rail to the longitudinal beams. The rails can be used to supply the magnetic levitation railway vehicle with power and to set the magnetic levitation railway vehicle down when de-energized. Due to the arrangement of the rail pads at least at one of the projections of the longitudinal beams, preferably at the lower projection, but generally also at the upper projection, it is possible to exactly assign the rail pads, and thus the rails, to the positions of the reaction rails. It is not necessary to adjust the positions of the rails and of the reaction rails at the construction site. This can already be carried out when the longitudinal beams are or the track support is being prepared in a manufacturing facility. This enables a significantly more precise production of the track support since the production can be carried out at a substantially constant ambient temperature. The tolerances achievable thereby are considerably better than when produced at the construction site, which is exposed to temperature and weather conditions.
It is particularly advantageous when at least one of the longitudinal beams is divided into segments, in particular longitudinal segments. The longitudinal beam can be produced in lengths that can be easily transported from the production site to the construction site. The individual segments are subsequently joined at the construction site to form the longitudinal beam. This can take place by way of tendons, for example.
It is also extremely advantageous when the track support, in the longitudinal direction thereof, has at least two consecutive, parallel longitudinal beams, which are connected to at least one cross-member serving as a center cross-member. The center cross-member establishes a defined and stable connection of two consecutive longitudinal beams. As a result, a double beam can be created, which has excellent stability and nonetheless requires fewer bearing points.
It is advantageous when the cross-members are designed as an in-situ concrete topping of the parallel longitudinal beams and/or as a precast concrete part. An in-situ concrete topping has the advantage that an exact installation of the longitudinal beams with respect to each other can be customized. In particular when the longitudinal beams have differing curvatures, the longitudinal beams can be optimally connected by the in-situ concrete topping, preferably between the two longitudinal beams. If, in contrast, the cross-members are produced as precast concrete parts, they have the advantage that they can be regularly produced. The connection to the longitudinal beams is preferably carried out at the end faces of the longitudinal beams. So as to enable the individual configuration of the track support, the contact points between the longitudinal beams and the cross-members produced as precast concrete parts are preferably to be customized in the longitudinal beams.
It is also advantageous when the cross-members are arranged between two projections that are oriented toward each other. In this case, a particularly good connection between the cross-members and the longitudinal beams is made possible. In particular when produced of in-situ concrete, the cross-members can be encased in concrete between the precisely positioned longitudinal beams.
It is furthermore advantageous when the cross-members are arranged at the ends of the longitudinal beams, and in particular at the end faces thereof. This arrangement of the cross-members is in particular an obvious choice when the cross-members are produced as precast concrete parts. The cross-members can then be bolted to the ends of the longitudinal beams, for example using tendons.
In addition, it is advantageous when the bearings of the track carrier are spherical bearings. By mounting the track support in spherical bearings, the necessary mobility of the track support for linear expansion or deformations when the magnetic levitation railway vehicle passes over the track support can be compensated for very well.
It is also advantageous when sealing elements and/or centering elements are arranged between the longitudinal beams and/or between the longitudinal beams and the cross-members. The sealing elements can protect adjacent longitudinal beams against weather conditions. In particular when the longitudinal beams are connected by tendons, the sealing elements prevent moisture from reaching the tendons and from these becoming permanently damaged. As a result of the centering elements, it is possible for adjacent longitudinal beams, or longitudinal beams and cross-members, to be connected to each other with precise positioning. This in particular simplifies assembly. In addition, however, it is also ensured that displacements of the individual components with respect to each other during operation of the track support can be reliably prevented.
It is also advantageous when the end faces of the longitudinal beams and/or of the cross-members are machined, and in particular ground and/or milled. In this way, for example, it is possible to produce the centering elements, but also the interfaces between adjacent longitudinal beams or between longitudinal beams and cross-members or between adjacent cross-members, very well and with very precise tolerances. The material of the longitudinal beam and/or of the cross-members is machined at the accordingly provided contact points and can be produced with a tolerance that otherwise is only customary in steel construction.
Additional advantages arise when a contact plate for the connection to a longitudinal beam or a cross-member is arranged at least at one of the longitudinal beams and/or at least one of the cross-members, in particular at one of the end faces of the longitudinal beam and/or of the cross-member. The contact plate can be made of steel, for example, and be encased in concrete during production of the longitudinal beam or of the cross-member. Due to the contact plate, the interface between adjacent longitudinal beams or adjacent cross-members or between cross-members and longitudinal beams can be produced with great precision. The transitions between these adjacent components can thus be created in a stable manner and without offset with respect to each other.
It is also extremely advantageous when the joint between the longitudinal beams and the cross-members is designed as a dry joint. The dry joint prevents mortar, for example, from having to be provided between the longitudinal beams and the cross-members to close a potential gap. A dry joint can be produced significantly more quickly since the mortar does not have to cure before the components can be moved again during the production process. The interfaces of the components are already created such that the adjacent components directly contact each other.
It is furthermore advantageous when the longitudinal beams and/or the cross-members are connected to each other by way of tendons. The connection by way of the tendons brings about stable and durable coupling of the components.
It is advantageous when the tendons are arranged in a garland-shaped manner in the track support. The garland-shaped guidance of the tendons brings about optimal force introduction of the tendons into the components of the track support. As a result, very long track supports can be created.
It is furthermore advantageous when the longitudinal beams are manufactured corresponding to an intended routing of the track, deviating from a straight line, in particular in a twisted and/or horizontally and/or vertically bent manner. In this way, the track support can be custom-created for a predetermined location in the route of the track. Only the longitudinal beams have to be custom-produced. In a preferred embodiment, the remaining components of the track support can be standard components having a consistent shape and length in each case.
It is also advantageous when conductor and/or set-down rails are attached on at least one of the projections and/or at least one of the cross-members. The conductor rails make it possible to supply the magnetic levitation railway vehicles with power. The vehicles have pick-up elements, which can glide along the conductor rail, for example, and through which electrical current that is present in the conductor rails can be conducted into the vehicle. Set-down rails have the advantage that the vehicle can be stopped in a defined position. The vehicle, which in general is not supported by the drive elements when stopped, is lowered onto the set-down rails in the process. Using appropriate elements at the vehicle which correspond to the set-down rails, it is also possible for the set-down rails to be used to brake the vehicle, in particular in the event of an emergency.
In a method according to the invention for producing a track support of a magnetic levitation railway, at least two substantially parallel longitudinal beams are provided. Each of the longitudinal beams has a cross-section having at least one projection, and the projections are aligned with each other. Preferably, they are substantially horizontally aligned. A receiving point for reaction rails for driving and/or guiding and/or supporting a magnetic levitation railway vehicle is arranged at the projection of each longitudinal beam. According to the invention, the two longitudinal beams are connected to a cross-member at least at one of the axial ends thereof. The longitudinal beams are made of concrete as precast concrete parts. The length of the longitudinal beams and the bend of the longitudinal beams are produced in accordance with the installation location thereof in the routing of the track. In this way, customized longitudinal beams are created. Thereafter, at least two of the longitudinal beams are connected by way of a cross-members, wherein at least one of the two cross-members is an edge cross-member arranged in the end region of the longitudinal beams, and at least one of the longitudinal beams and/or at least one of the cross-members can receive a bearing for the track support. This type of production makes it possible to produce a customized track support, despite using many standard components. It is possible to very quickly and cost-effectively repair such a track support, for example by replacing the reaction rails arranged thereon or by replacing other like components that are installed in the track support. As a result, the precision of the track support is very high, both during production and during a potentially necessary replacement of individual components of the track support. The magnetic levitation railway can thus be comfortably operated, and if it should be necessary to replace some components, the operation only has to be interrupted for a short duration.
It is also advantageous when rail pads are produced at least at one of the projections. The rail pads make it possible to attach conductor rails or set-down rails. Due to the arrangement of the rail pads at least at one of the projections, stable attachment of the rails to the longitudinal beams is made possible. As a result, the vehicle weight that these rails may be subject to can be reliably borne by the longitudinal beams, and thus by the track support. It is not necessary to brace the vehicle in any other way, outside of the track support.
It is also advantageous when the cross-member is poured between the longitudinal beams from in-situ concrete. In this case, the cross-member can be adapted to the individual shape of the longitudinal beams. As a result, a stable and durable connection of the longitudinal beams to cross-members thus produced is possible.
Particular advantages are achieved when the longitudinal beam and/or the cross-member are poured as precast concrete parts, extruded and/or printed.
The production as a precast concrete part can be carried out with high dimensional precisions since it is possible in a manufacturing facility, under exclusion of different weather conditions. To produce the precast concrete part, the part can be poured into a mold in the conventional manner. It is also possible, however, in particular for the longitudinal beam to be extruded since the longitudinal beam has a substantially constant cross-section over the length thereof. It is also possible to print the cross-member, or the longitudinal beam, from concrete.
It is also extremely advantageous when the cross-members are produced as precast concrete parts and connected by way of tendons to the end faces of the longitudinal beams. The cross-members and longitudinal beams are pressed against one another by the tendons, thereby forming a unit. As a result, very long, extremely stable and durable track supports having precise tolerances can be produced.
It is also advantageous when the end face of each longitudinal beam and/or of each cross-member and/or the receiving points for the reaction rails and/or the rail pads are machined, in particular ground and/or milled. As a result of the machining operation, it is possible to produce the end faces, at which the longitudinal beams and/or the cross-members are connected to an adjacent part, with very precise tolerances. Overall, a very stable and precise track support is created in this way.
The track support and the production method thereof are preferably designed in accordance with the above description, wherein the described features can be present individually or in any combination.
Further advantages of the invention are described in the following exemplary embodiments. The drawings in each case show schematic illustrations:
In the following description of the illustrated alternative exemplary embodiments, features that, compared to other exemplary embodiments of the present application, are identical and/or at least comparable in terms of the embodiment and/or mechanism of action thereof are denoted by the same reference numerals. If these are not explained again in detail, the embodiment thereof and/or the mechanism of action thereof correspond to the embodiment and mechanism of action of the features that have already been described above. Position information, such as top and bottom, or top side and underside, refer to the position in the intended ready-to-use installed state.
As a result of the arrangement of the two longitudinal beams 2, a cavity 6 arises therebetween. A magnetic levitation vehicle 7, which is only indicated by a dotted line, is driven, supported and guided in this cavity 6. In contrast, the passenger cabin of the magnetic levitation vehicle 7 is located above the track support 1.
A reaction rail 8 is arranged at the underside of the upper projection 3 of each longitudinal beam 2. The reaction rail is attached to the upper projection 3 by way of bolts 9. The bolts 9 protrude through the upper projection 3, so that the reaction rail 8 can be mounted and checked from above. The reaction rail 8 is part of a linear motor, which lifts, supports and drives the magnetic levitation vehicle 7. In the process, the reaction rail 8 cooperates with a short stator, which is arranged in the magnetic levitation vehicle 7 and is not shown.
A conductor rail 10 is arranged at the top side of the lower projection 4 of each longitudinal beam 2. The conductor rail 10 is attached to a tie 12 by means of a clamping device 11. A plurality of such ties 12 is attached along the top side of the lower projection 4 or preferably integrated into the lower projection 4. The magnetic levitation vehicle 7 picks up the electrical current required for driving at the conductor rail 10 in a manner that is not shown. Moreover, the conductor rail 10, which also serves as a set-down rail here, has a sliding surface 13, on which the magnetic levitation vehicle 7 is able to brake and/or be set down. The sliding surface 13 can be integrated into the conductor rail or be attached as a separate component to the conductor rail 10 or the longitudinal beam 2.
By clamping the conductor rail 10 onto the tie 12, changes in length that arise due to heating of the conductor rail 10 or of the track support 1 or longitudinal beam 2 can be compensated for. When the clamping force is overcome due to the changes in length, the conductor rail 10 is displaced on the lower projection 4 without being damaged.
The conductor rail 10 is used to pick up the electrical current required for driving the magnetic levitation vehicle 7. Additionally, the conductor rail 10 also has the sliding surface 13, on which the magnetic levitation vehicle 7 can be set down. For decelerating the magnetic levitation vehicle 7, in particular for a scheduled stop, for example at a train station, especially, however, when the linear drive is de-energized, the vehicle is no longer kept in the levitated state, but is supported on the sliding surface 13 of the conductor rail 10 or set-down rail. The conductor rail 10, which is made of a material that, in particular, has good current conductivity, for example aluminum, is therefore preferably equipped with a friction-resistant material, for example steel, at the sliding surface 13 so as to also serve as a set-down rail.
Two bearings are in each case arranged at the underside of the lower projection 4 of each longitudinal beam 2. In the illustration of
The cross-member 5 can be produced as an in-situ concrete part or as a precast concrete part. It is essential that the custom-produced track support 1 maps the precise course of the route in the horizontal and vertical directions. In the exemplary embodiment of the invention shown here, the cross-member 5 is designed as an in-situ concrete part. The two longitudinal beams 2 can, for example, be produced so as to be bent corresponding to the requirements of the route and can be connected to the cross-member 5, which is poured between the two longitudinal beams 2. The fixed connection between the longitudinal beams 2 and the cross-members 5 can be created by way of a corresponding reinforcement, which is not shown.
A plurality of reaction rail elements 8.1 is connected to the upper projection 3 by way of bolts 9. These are spaced apart from each other at a distance A. In this way it is ensured that linear expansions do not cause damage to the reaction rail elements 8.1.
A plurality of ties 12 is arranged at the lower projection 4. The conductor rail 10 is attached to each of the ties 12 by way of the clamping device 11. The ties 12 can also be simple machined attachment points at the longitudinal beam 2, which are designed to be substantially flush with the lower projection 4. The conductor rail 12, and possibly the sliding rail 13 arranged thereon, is curved in the horizontal and/or vertical and/or twisted directions, corresponding to the curvature of the longitudinal beam 2.
In this exemplary embodiment, the track support 1 comprises two edge cross-members 5.1, which connect the two longitudinal beams 2 to each other in the end region of the longitudinal beams 2. Of course, it is also possible for several of these or similar cross-members 5 to be provided along the longitudinal beam 2 so as to create a stable connection of the two longitudinal beams 2 with each other.
A respective bearing is arranged in the region of the ends of the longitudinal beam 2. The fixed bearing 14 from
In this exemplary embodiment, as in the exemplary embodiment of
A dry joint can be present at the contact points K between the longitudinal beams 2 and the edge cross-members 5.1 or the center cross-member 5.2. This means that the contact points K are designed and machined so as to directly fit each other. The required shaping can be carried by means of machining operations, for example by means of milling or grinding of the end faces, at points at which contact with the adjacent segment is intended.
Furthermore, it becomes clear from the illustration of
It is furthermore apparent from the illustration of
The illustration of
Contact plates 23 are arranged at the end faces of the longitudinal beams 2. The contact plates 22 enable a defined contact with an adjacent segment. A corresponding contact plate 22 is preferably also arranged at the adjacent segment, for example a further longitudinal beam 2 or a cross-member 5, whereby these segments can be reliably and durably connected to each other.
The present invention is not limited to the shown and described exemplary embodiments. Modifications within the scope of the claims are possible, and it is possible to arbitrarily combine the features, even if these are shown and described in different parts of the description or the claims or in different exemplary embodiments, provided that no conflict with the teaching of the independent claims arises.
| Number | Date | Country | Kind |
|---|---|---|---|
| 102020134829.0 | Dec 2020 | DE | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2021/085794 | 12/15/2021 | WO |
