Railways: surface track – Pedestals – Concrete block
Reexamination Certificate
2000-10-06
2003-04-29
Morano, S. Joseph (Department: 3617)
Railways: surface track
Pedestals
Concrete block
Reexamination Certificate
active
06554199
ABSTRACT:
BACKGROUND OF THE INVENTION
The invention relates to a trackway for land traffic vehicles, preferably for magnetic levitation tracks, such as TRANSRAPID, with pre-assembled trackway beams, which are disposed on substructures produced by in situ concrete construction or pre-assembled construction and have at least one hollow, reinforced longitudinal pre-stressed concrete beam and trackway panels, which extend transversely to the pavement, protrude on both sides beyond the pre-stressed concrete longitudinal beam and are produced as separate components.
Such a trackway is known from German Patent Publication No. DE 298 09 580 U1 in which the trackway longitudinal beams consist of steel.
Similarly to the steel construction, which has also been proposed but is disadvantageous because of the corrosion susceptibility and the increased noise emission and its resulting disadvantageous effect on the surroundings, other previous pre-assembled concrete trackway supports are basically constructed so that a hollow, reinforced pre-stressed concrete longitudinal beam is provided with a trapezoidal cross section, the upper larger base leg of which is extended left and right. A trackway support of this type is shown in German Patent Publication No. DE 41 15 936 A1. Usually, the extension is designed as far as the total width of the trackway, so that only the trackway-side components of the supporting and guiding system of the trackway (side guiding rails, gliding ledges and stator packages) have to be mounted.
Such a pre-stressed concrete longitudinal beam can be produced reasonably economically only as a shaken molded concrete part, which makes a fanned out reinforcement necessary, particularly at the ends. This in turn requires practically a complete cross section in the end region for accommodating the reinforcing steel, and wall thicknesses of at least 30 to 40 cm are required also in the hollow and middle regions, in order to ensure the required strength in the shaken concrete construction. These difficulties, in principal, also arise in a hybrid construction, for which the lateral arms of the pre-stressed concrete longitudinal beams are not designed for the full width of the trackway and, instead, are shortened somewhat. True to size steel elements are bolted to the shortened arms in an expensive manner and, in turn, form or hold the trackway-side components of the supporting and guiding system. Here also, the pre-stressed concrete longitudinal beam with the shortened arms must be produced by shaking in a mold; once again, this is associated with the difficulties with the increased weight described above. Such an increased weight is undesirable not only with respect to be increased material costs, but particularly also because of the difficulty of handling the pre-assembled parts during the installation at the construction site.
SUMMARY OF THE INVENTION
It is therefore an object of the invention to configure a trackway for magnetic levitation tracks of the type named above in such a manner, that the pre-stressed longitudinal beams can be produced more easily, less expensively and with lesser wall thicknesses and therefore a lesser weight.
In accordance with the invention, this objective is accomplished by constructing the pre-stressed concrete longitudinal beam or beams as pre-stressed concrete pipes, produced by molding concrete by centrifugal action and with flat upper supporting shoulders for the trackway panels.
By separating the beam element from trackway panels, which can be made from reinforced concrete as well as from steel plate, that is, by doing without concreting the supporting legs for the trackway laterally to the pre-stressed concrete longitudinal beams, the pre-stressed concrete longitudinal beam can be produced as an essentially tubular, symmetrical component, which has been molded by centrifugal action. Not only is it possible to produce thinner walls when employing the centrifugal technique for producing the beam, but a continuously hollow supporting beam is obtained in this manner, which offers a large continuous space for laying cables and supply pipelines. Moreover, the supporting shoulders should be formed by reinforcing ribs protruding laterally beyond the essentially cylindrical tubular shape. These reinforcing ribs cannot be compared with the flanges of the previous trackway beams, which protrude more by an order of magnitude. Due to these protruding ribs for achieving a somewhat larger supporting surface, the imbalance of the beam, which can, as will still be discussed further below, be compensated for further during the manufacturing process by other measures, can be kept small enough so that a simple centrifugal concrete manufacturing process is possible.
In contrast to constructions with pre-assembled trackway beams about 20 m to 31 m long, the trackway panels, in a further development of the invention, are to consist of a plurality of spaced-apart individual trackway panels, which are short in the direction of the trackway, preferably being about 6 m in length. These panel segments can be exchanged significantly more quickly and dismantled individually from the type beams for maintenance and repair. They are therefore repair friendly, especially when produced from steel plate in the preferred construction. In contrast to the existing trackway panels, which are concreted on directly, they are milled easily in machines and therefore can be machined accurately. In much the same way as with the existing beam joist systems, the individual panels for forming a trackway panel can be bolted easily and permanently to the pre-stressed concrete supporting pipes. It should be emphasized as a further advantage that the individual panels can be mounted accurately.
The division of the trackway panel of a pre-assembled trackway beam, which is about 20 m to 31 m in length, into a plurality of individual panels thus has the advantage of a simpler and also more accurate machining of these individual panels and an easier handling. Moreover, the division of the trackway panel into individual panels offers the advantage that a simpler transverse inclination of the trackway can be achieved in curves and, in particular, the transition regions between the sections of different inclination can be configured more simply.
The large temperature differences generally occurring in trackway beams (at the top, the trackway panel becomes hot due to the incident sunlight, while the pre-stressed concrete longitudinal beam underneath is in the shade and therefore remains cool) and the high stresses resulting therefrom can be intercepted better by trackway panels, which are bolted on and advantageously also divided into individual panels, than by trackway panels, which are connected monolithically with the trackway support. Compared to a steel trackway, which is also lighter in weight and for which the longitudinal beam can also be constructed as a steel beam, the noise resonance behavior of the trackway in accordance with the invention is significantly better and, above all, corrosion protection is not required.
In the case of an elevated trackway, for which so-called A supports generally are used, the pre-stressed concrete supporting pipe, which is disposed centrally to the trackway panel, should be supplied with supporting brackets, which are concreted on subsequently, for resting on the supporting pillars. For this purpose, threaded bushings, into which anchoring rods, protruding into a supporting brackets, can be screwed, may be embedded in the pre-stressed concrete pipes. Moreover, in the region in which they rest on the supporting bracket, the pre-stressed concrete supporting pipes additionally may have a roughened surface, so that by these means also a better connection between the pre-stressed concrete supporting pipe and the supporting bracket is ensured.
To camber the trackway laterally in curved sections, intermediate wedges can be introduced between the supporting shoulders of the pre-stressed concrete pipes and the trackway panels or, especially when the cambering is extensive in
Flessner Hermann C.
Mohr Winfried
Werner Rolf J.
Jordan and Hamburg LLP
McCarry, Jr. Robert J.
Morano S. Joseph
Pfleiderer Infrastrukturtechnick GmbH & Co., KG
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