Modular beam, rigid formwork module and modular assembly process of overhead transport track superstructure

Abstract

The invention provides a modular beam, the rest of which has a constant cross-section except for an end plate, and the end plate is used for accommodating two notches. The modular beam is provided with a bottom and a side wall, and the side wall is provided with a groove used for installing a plate. Holes used for fixing the track and the track guardrail are formed in the top of the modular beam. And the plate forms a top cover of the propelling pipeline. The invention further provides a rigid formwork module, the rigid formwork module comprises a base structure, an outer formwork and a lateral structure are installed on the base structure, and the lateral structure is supported through a connector. A cross beam for hanging the inner mold is supported at the upper part of the outer mold. The assembling process comprises the steps of assembling the components, positioning the beam on the stand column, performing concrete pouring on the beam end and the like.

Description

TECHNICAL FIELD

[0001] The present invention relates to the field of automated people transportation, in particular to a modular beam for elevated track superstructure, a rigid formwork module for concrete casting of the modular beam, and a modular assembly process for assembling the elevated track superstructure. The elevated track superstructure is used for moving of transportation vehicles, preferably the transportation vehicles are provided with driving force by a pneumatic system. BACKGROUND

[0002] Automated people transportation systems belong to a guided transportation mode, aiming to realize the movement of people in a short or medium distance range. Such systems usually have the feature of using light vehicles, which can run on a track or a wheeled structure on an elevated track or other forms of tracks, and the operation is mostly closed line, with usually short intervals between classes. Automated people transportation systems can provide fast and reliable transportation services for a large number of passengers. In addition, the automation degree of the automated people transportation system is high, and the centralized control is adopted for various operation elements of the system, including vehicle operation, traffic management and maintenance management, etc., so that the system has high performance in efficiency and safety. The energy structure of the system can be based on renewable energy, so it is a more environmentally friendly transportation option. Automated people transportation systems can be an effective alternative to traditional public transportation in various scenarios, providing more personalized and fast services for passengers. At the same time, the system is also one of the feasible ways to alleviate urban traffic congestion, which can provide fast and efficient transportation services in urban key corridors, and is also a safe and flexible transportation mode. Another advantage of the automated people transportation system is that it can be connected with other transportation modes, such as buses, subways and high-speed railways, etc., so as to build a more efficient and integrated multimodal transportation network.

[0003] Among the various types of automated passenger transport systems developed, those that use pneumatic systems as the driving force stand out. According to the technology disclosed in patents BR102017014747, BRPI0901119, BRPI0805188, BR102018074144-6, US2019225241, BRPI9814160, US6076469, US5845582 and US4658732, pneumatic transport systems are an automated solution that uses a permanent (preferably elevated) track with a hollow pipe inside, which contains an artificially generated air flow that is used to push or pull a propulsion plate attached to a mast on a vehicle or a vehicle. The vehicle travels on a conventional track, while the air pressure that provides propulsion is generated by fixed propulsion units, which are usually integrated into stations for passenger boarding and flow. Typically, the track section near the station is equipped with a secondary propulsion pipe parallel to the main propulsion pipe, allowing the air flow to be directed to two different locations, thereby increasing the efficiency of the system. This type of system can operate under positive or negative pressure conditions, with high system efficiency due to the reduction in the weight of the vehicle itself, which not only reduces the load on the elevated track and foundation, but also reduces the energy consumption of the electric fan and simplifies the technical structure of the vehicle in terms of braking and suspension systems. With lower implementation and operating costs, pneumatic transport systems are an efficient and feasible solution for public transportation in various scenarios.

[0004] An elevated line for automated passenger transport is a transport infrastructure that extends above ground level, usually supported by columns and support beams, also known as superstructure in this application. One of the main advantages of an elevated line is that it does not interfere with ground vehicle and pedestrian traffic, thus avoiding congestion and reducing travel time. In addition, compared to underground lines, elevated lines are more economical and time-efficient to build, as they do not require excavation and tunnel construction. The elevated line is less affected by weather factors such as rain and floods, and can provide passengers with a panoramic view of the city, making travel more comfortable and enjoyable. In addition, the use of an elevated track for automated passenger transport can minimize the area occupied by the line, freeing up valuable space for other uses in the city.

[0005] In terms of structure, an elevated line is composed of a series of elevated bridge sections built with reinforced concrete (usually prestressed concrete) connected in sequence, using prefabricated components. The use of prefabricated components not only significantly improves construction speed, ensures good forming quality and structural assembly accuracy of components, but also maximizes the dependence on professional labor and eliminates the need for temporary structural systems, thereby reducing overall construction costs.

[0006] Precast construction of concrete structures refers to the construction process in which the entire project or its components are built outside the implementation site. The most effective way to achieve the goal of building system industrialization is to transfer the work that was originally done directly on the construction site to a controlled environment. This not only improves production efficiency, ensures construction quality, and improves the working conditions of employees, but also allows for greater application of technical solutions, such as automation.

[0007] According to the United Nations, approximately 1 billion people worldwide do not have access to adequate transportation services, with women, the elderly, and low-income groups being the most affected. In terms of specific countries, the International Public Transport Federation reports that Brazil ranks third in the world in terms of public transportation shortages, with only 22% of the population having access to quality services. The report also reveals that other developing countries such as India and South Africa face significant challenges in providing public transportation. Despite this, many cities around the world have invested or plan to invest in public transportation solutions to improve service accessibility and quality. Compared to traditional construction systems, building elevated precast transportation systems can be a more sustainable alternative. According to the Brazilian Industrialized Concrete Construction Association, precast systems can reduce construction periods by up to 50%, reduce waste generation, improve construction process precision, and have better durability. In addition, precast systems comply with the principles of lean production, which aims to reduce waste and maximize efficiency throughout the process.

[0008] Currently, the design concept for the construction of the superstructure of transportation systems (applicable to various transportation modes) generally includes three categories: cast-in-place construction, steel structure construction, and universal and large-scale precast construction.

[0009] For the construction of superstructures based on cast-in-place beam formation, in addition to slower construction speed and the need to implement additional controls due to the need to set up a support system, there are also unavoidable additional risks from temporary structures that not only inherently cause material loss but also adversely affect the occupational health of construction personnel involved in such projects. In addition, for application scenarios that require high precision, such as automated passenger systems using pneumatic propulsion, the tolerance range must be kept very small to ensure the normal operation of the system and meet all safety requirements.

[0010] For steel structural designs of superstructures, although the self-weight is usually lower than that of concrete structures, it is ultimately difficult to fully exploit certain structural advantages that can enhance overall efficiency, such as the benefit of utilizing the hyperstatic condition between beam spans, and the structural integrity with supporting columns. In addition, steel structures can be limited in the transportation of certain long members due to logistical constraints, and can be subject to restrictions on member weight and size by traffic regulations. Another important aspect of steel structural superstructure applications is the use of more complex support devices that need to be specifically designed according to the requirements of the degrees of freedom defined by the release project. In addition to the above characteristics, the cost of steel structural solutions is often higher than that of other structural forms, mainly due to the lack of tax advantages.

[0011] Regarding the characteristics of the prefabricated system of conventional concrete superstructures, which are usually developed by manufacturers to meet mass production of components, and do not include additional dimensional control requirements in their design for the automated personnel transportation system driven by pneumatic energy. The conventional solutions currently used to meet the special geometric requirements of pneumatic systems usually do not achieve high-quality and efficient forming of the beam body, resulting in low-quality components and increased manufacturing costs. Typically, prefabricated concrete components used in superstructures adopt an "I" cross-sectional geometry, which is suitable for multi-beam structural systems or structural types that use ribbed slabs (small segments that make up box girders, usually used in cable-stayed or suspended structural systems), rather than box girders with continuous openings at the top, which are essential for the normal operation of pneumatic transportation systems. Another aspect not considered in current prefabrication systems is the geometric characteristics necessary to meet the hyperstatic structural condition, including load distribution between the cross sections of the beam body and between the beam and the supporting columns. In addition, in conventional prefabrication methods, there is no dimensional adjustment method controlled by an automated system. SUMMARY

[0012] In a first aspect, the invention provides a modular box girder and a slab arranged on the modular box girder, both of which are prefabricated components that form an elevated track by assembly. The cross section of the modular box girder remains constant along its entire length, except for the end plates, which have a greater wall thickness to accommodate two notches that act as a mold during the final assembly step to consolidate the modular box girder with the column. The modular box girder is composed of a bottom or lower flange and side walls, with grooves on the inside of the side walls to create space for the installation of the slab.

[0013] In a second aspect, the present invention provides a rigid formwork module for casting a modular beam, comprising an aligned bracket base structure and lateral structures. The base structure is provided with an outer form consisting of a sheet, which is preferably folded into a "U" shape. The lateral structures are provided with respective support bars. The lateral structures of the outer form are supported on joints, allowing the lateral structures to be tilted outward to assist the release of the component. At the top of the outer form, there is a support beam for suspending an inner form to form a push pipe and a cantilever slab, and, where applicable, a template for embedded parts for rail fasteners, guardrails and other rail accessories.

[0014] In a third aspect, the present invention provides a process for the modular assembly of elevated rail track superstructure, using modular box beams, comprising the steps of: Assembling a central formwork for forming the lower flange and the modular beam web; Assembling an end plate formwork for forming the ends of the modular box beam; Assembling the reinforcement and embedded parts for casting the modular beam; Casting the modular beam concrete; Assembling a sheet formwork for forming the upper flange, closing the internal pipe and its upper slot; Assembling the sheet reinforcement; Sheet concrete casting; Assembling guardrails and fences; Transporting the beam to the assembly site; Lifting the beam above the support columns; Mounting the beam on the columns; Casting the existing space (slot) at the end of the adjacent beam to ensure complete connection of the beam to the support column and the adjacent beam frame.

[0015] The process proposed in the present invention is based on the principles of standardization and versatility, and combines the advantages of both prefabrication and conventional factory prefabrication and on-site casting construction systems. The process uses prefabricated components in all sections, while performing cast-in-place concrete construction at the support points to integrate the components into a whole, thereby seeking structural continuity and over-determined conditions. Thus, by integrating the structure, a frame structure is formed along the line consisting of continuous spans, which are separated by expansion joints arranged according to the forces generated by temperature changes.

[0016] Although technically possible to make the propulsion duct as a single piece and already validated in practice, from the concept of lean manufacturing, it is more advisable to divide the forming process into several steps due to the special geometry of the duct. This step-by-step approach avoids the great effort required to form the semi-hermetic inner space necessary for the efficient air flow in the upper structure, which can be considered a difficult operation. In addition, there are difficulties in assembling the propulsion duct, meeting the required tolerances, mainly due to the inherent complexity of the inner mold during assembly and disassembly, especially when it is necessary to form curved sections.

[0017] The process for the modular assembly of the upper structure of a pneumatic conveying system consists of manufacturing the beam body with reinforced concrete and dividing its cross section in two along the vertical axis of the propulsion duct, thus allowing different concrete pours in several stages. The parts are joined only at the assembly site on the support columns, using structural resins and ensuring the correct distribution of loads between the beam body and the columns.

[0018] The proposed typical beam precast process consists of three steps, one for each concrete pour. The first two steps are performed at a specific location (either at the factory or at the construction site) for the completion of the beam body; the last step is performed during the installation of the beam body on the support columns to achieve the hyperstatic state of the structure.

[0019] In the first stage, the part consisting of the lower flange of the beam body, two webs and corbels is produced, thus forming the bottom and the side walls of the propulsion duct. Each web is provided with a cantilevered plate and initial reinforcement to enable the connection with the second stage part. During the same pour, the road guardrail is built as part of the corbels. If the bottom-up assembly is used, it also includes the pre-embedded parts of the track accessories, the pre-embedded parts of the safety guardrails and the bolts of the track fasteners. The first stage forming part has a uniform cross section along its length, except for the end plates, which are thickened at the webs to form two notches that function as molds for the third stage concrete pour.

[0020] Wherever possible, the formwork should be of standard length. For straight sections of the beam, these forms can be adapted to larger segments to optimize assembly time and to better meet construction tolerances. If the beam contains curved sections, any track geometry can be reproduced by adjusting the angle of the formwork modules. In this way, polygons approximating circular curves, horizontal and vertical transition curves, ramps, superelevations and combinations thereof can be combined. It is important to note that the smaller the radius of curvature, the smaller the module size should be used to ensure that the polygon is sufficiently smooth to avoid damaging the perimeter seal between the pusher plate and the pusher duct and to prevent the passage from being completely blocked. If the length of the beam is not an integer multiple of the standard module length, additional cross-sectional modules need to be configured. On the other hand, due to the different cross-sections, the end plates of the beam require specific standard modules. Before the concrete is poured, the joints between the formwork modules, whether straight or curved sections, need to be sealed, preferably with an elastic material. In addition, the modular design also needs to take into account the weight and logistics of the job.

[0021] When the power pack is installed below the elevated track, in certain specific applications, the secondary pusher duct is arranged directly below the primary pusher duct. To separate the two, a metal partition made of steel or other material with similar mechanical resistance and weather resistance is preferably used to form two independent air chambers for the pneumatic propulsion system. To achieve this assembly, depending on the number to be manufactured, a special formwork can be used or an additional structure that can be adapted to the same set of standard molds used to manufacture the primary duct, allowing it to be flexibly applied to specific scenarios.

[0022] Automation is used as a method to regulate the final geometry of the formwork, which involves the use of sensors and actuators to control the position of the modules that make up the formwork group. This adjustment is achieved through coordinate programming calculations based on the design of the track geometry. The actuators used are preferably hydraulic, but pneumatic or electric types can also be used. The adjustment of the modules that make up the shape of the beam can also be done manually using threaded levelers. In this case, the formwork layout and design dimension verification needs to be done with the help of a topographic team, and a team dedicated to the adjustment needs to be equipped, which will confirm the adjustments through new topographic measurements before the final positioning of the modules for pouring.

[0023] In the second stage of pouring, the construction of the pusher duct is completed by profiling the plates that make up the roof of the beam and forming the upper flange of the beam, including the chamfering of the duct slots and the addition of the embedded parts for sealing, to meet the requirements of the semi-sealed state.

[0024] Preferably, a metal formwork or a concrete precast slab is used as the basis for carrying out this step. The formwork or precast slab is attached at one end to the cantilevered plate formed in the first stage and at the other end is suspended by a tie rod fixed to a crossbeam fixed to the concrete structure.

[0025] After the formwork process is completed in stages and the guardrails are installed on the ground, the beam body can be transported, hoisted and positioned and installed on the support column. The support column provides a specific steel framework to achieve permanent connection with the superstructure or the beam body.

[0026] After the beam body assembly of the specified number of spans is completed according to the project design requirements, the third concrete pouring is performed to achieve the overall consolidation of the structure. This pouring stage utilizes the notches on the end plates without the need for additional formwork. The previously installed guardrails provide convenience for overhead work and increase the safety of subsequent construction activities. For the columns adjacent to the expansion joints, segmented design is required to accommodate the force generated by the thermal expansion of each group of continuous spans.

[0027] Compared with the prior art, the purposes of the present application achieve the following advantages: 1) The present application eliminates the need for an inner mold when manufacturing the propulsion duct, thereby improving the precision of the components; this feature is crucial for the normal operation of a pneumatic propulsion system that requires sealing between segments.

[0028] 2) The components produced in the first two concrete pouring stages have perfect symmetry, which is beneficial for their logistics transportation.

[0029] 3) The design of the fixed formwork can be adjusted to a position-adjustable formwork, thereby enabling the automated production of beam bodies with arbitrary geometrical shapes, which in turn improves the process precision, significantly shortens the construction time and eliminates rework. In addition, this also greatly reduces the labor costs for mold adjustment and handling.

[0030] 4) In the second stage pouring construction, the upper flange of the beam body is formed using a metal formwork or a prefabricated plate and is suspended by a pull rod connected to a crossbeam fixed to the track anchor. This technology ensures high precision and high speed during the construction process.

[0031] 5) In the third stage pouring construction, the connection pouring of the beam body and the column can be performed using the extended notches left at the end of the beam body during the first stage pouring without the need for additional special formwork. This technology not only reduces material and labor costs but also shortens the construction time of this stage.

[0032] 6) This scheme makes it possible to construct secondary propulsion ducts for underground and surface power units by using the formwork used to manufacture the main propulsion duct and making necessary adaptive adjustments for this purpose.

[0033] 7) After completing the concrete pouring of all three stages, the structure system will be converted into a statically indeterminate system, thereby generating economic benefits and reducing displacement under load. BRIEF DESCRIPTION OF DRAWINGS

[0034] For a full understanding of the present invention, reference should be made to the following detailed description taken in connection with the accompanying drawings, in which:

[0035] Figure 1 Isometric view of a prior art overhead track for a pneumatic conveying system.

[0036] Figure 2 Isometric view of a prior art overhead track for a pneumatic conveying system.

[0037] Figure 3 Isometric view of a prior art overhead track for a pneumatic conveying system.

[0038] Figure 4 Isometric view of a prior art overhead track for a pneumatic conveying system.

[0039] Figure 5 Isometric view of a prior art overhead track for a pneumatic conveying system.

[0040] Figure 6 Isometric view of a prior art overhead track for a pneumatic conveying system.

[0041] Figure 7 Isometric view of a prior art overhead track for a pneumatic conveying system.

[0042] Figure 8 Isometric view of a prior art overhead track for a pneumatic conveying system.

[0043] Figure 9 Isometric view of a prior art overhead track for a pneumatic conveying system.

[0044] Figure 10 Isometric view of a prior art overhead track for a pneumatic conveying system.

[0045] Figure 11 Isometric view of a prior art overhead track for a pneumatic conveying system.

[0046] Figure 12 Isometric view of a prior art overhead track for a pneumatic conveying system.

[0047] Figure 13 Isometric view of a prior art overhead track for a pneumatic conveying system. DETAILED DESCRIPTION

[0048] Figure 1The prior art pneumatic transport system is shown, which includes a typical overhead track consisting of box girders 1, which form the superstructure and perform the functions of both the vehicle track 3 and the air duct of the pneumatic propulsion system. To show the internal structure, the box girders 1 are partially cut and their side walls are removed. The box girders 1 are supported on the columns 2 to withstand the forces exerted by the transport vehicles 3. Along the overhead track, at intervals, there are power units 4, which are part of the pneumatic propulsion system. The transport vehicles 3 are firmly mounted with two mast assemblies, which support the propulsion plates 31 and are responsible for converting the air flow circulating in the main propulsion duct 11 into motion and protecting the transport vehicles 3 from catastrophic derailment and overturning. The air flow is generated by stationary electric fans 41, which form the power units 4. On the overhead track, there are tracks 5 and their corresponding fixtures, installed are the sealing elements 12 of the duct slots, and there are safety barriers 6.

[0049] Figure 2 The box girders 1 of the prior art are shown in detail, the slot 13 of the main propulsion duct 11 is a longitudinal opening in the center of the upper flange of the box girders 1, which is left free for the masts of the propulsion plates 31 of the transport vehicles 3. The slot 13 is sealed by two elastic material sheets 12 fixed on its chamfers.

[0050] Figure 3 The box girders 1 of the invention and the panel 7 cast in situ at a specific predetermined location are shown in the form of an exploded perspective view. The cross-section of the box girders 1 remains constant along their entire length, except at the end plates 14, which have a greater wall thickness to accommodate two notches 15, which act as a mold during the final assembly phase, consolidating the box girders 1 with the columns 2. The box girders 1 consist of a bottom or lower flange 16 and side walls 17, the inner side of which is provided with grooves 18, thus forming spaces for the installation of the panel 7. The top surface 19 of the box girders 1 is provided with holes, in which there are anchored rows of embedded elements for the fixation of the tracks 5 and fasteners for the rail barriers 20. The function of the rail barriers 20 is to prevent accidental collisions of the vehicle wheels. On the outer side of the rail barriers 20, there are attached rail barrier embedded elements 6 for subsequent assembly.

[0051] The panel 7 constitutes the top cover of the main propulsion duct 11, i.e. the upper flange of the box girders 1, which forms the central slot 13, thus forming two identical areas of embedded elements for the installation of the sealing elements.

[0052] Figure 4 With Figure 5A rigid formwork module 30 for a box girder 1 is shown, which constitutes the first stage of the straight girder manufacturing process. The rigid formwork module 30 comprises a base structure 31 and a side structure 33. The base structure 31 has a formwork 32 placed on it, which is preferably folded into a "U" shape. The side structure 33 is provided with respective support struts 34. The side structure 33 of the formwork 32 is supported on a joint 35, which allows the side structure 33 to be tilted outwards to assist the release of the component. The top of the formwork 32 has a support beam 36, which suspends an inner form 37 to create the main propulsion duct and cantilever slab, and, where applicable, the formwork for the pre-embedded elements for rail fasteners, guardrails and other rail accessories.

[0053] Preferably, as shown in Figure 4 the bottom 38 of the inner form 37 is split in two at a 45° angle and held in the closed position by locking means 39. When the locking means 39 are opened, the inner form 37 is released, thus facilitating the release of the cast box girder 1.

[0054] Figure 6 、 Figure 7 and Figure 8 A preferred arrangement of a first stage adjustable formwork module for a full or partial curved girder is shown. In this configuration, a mobile carriage 41 is added, which provides each module with the freedom of pitch, roll and yaw. To calibrate the formwork module 40, each module is equipped with four horizontal actuators 42 and four vertical actuators 43. The horizontal actuators 42 connect the formwork 32 to the support struts 34 of the base structure 31, and the vertical actuators 43 connect the mobile carriage 41 to the base structure 31. The movement of the four horizontal actuators 42 and the four vertical actuators 43 is predefined according to the track design by calculation. A gimbal joint 44 is provided at the centre of the arrangement of vertical actuators 43, which serves to optimize the load distribution on the mobile carriage 41 without limiting its movement.

[0055] Figure 9 With Figure 10 A formwork module for the second stage slab 7 is shown, which is suitable for a girder body of any geometry (straight or curved) and is positioned and installed on the first stage box girder 1. A duct roof mould 50 is provided flush with the recess 18 and supported on a lower cross beam 51, which forms a chamfer of the duct slot 52 at the centre of the cross section of the duct roof mould 50. A tie rod 53 connects the lower cross beam 51 to an upper cross beam 54, which is fixed to the precast concrete structure.

[0056] Figure 11End plates 14 of adjacent span beams sharing the same column 2 are shown. The end plates 14 have sufficient contact area so that no support means of any kind is required. The arrangement of notches 15 forms a female-female fitting configuration, constituting a formwork within which the box beam 1 and the starting reinforcement of the column 2 are lapped, filling their volume by pouring concrete, achieving the integral connection of the three structures.

[0057] Figure 12 A cross section of a box beam 1 equipped with a secondary propulsion duct 21 is shown, which is used to achieve the station maneuver in specific application scenarios, i.e. the intake and exhaust of the fans through openings in the lower back of the superstructure. The secondary propulsion duct 21 is highlighted in the figure with a hatched area, and a plate 22 made of metal or other material is used as a separate element from the main propulsion duct 11. The beam with secondary propulsion duct uses the same formwork as the conventional beam at all manufacturing stages, achieving the connection of the auxiliary element at the bottom by using flanges.

[0058] Figure 13 A flowchart of the process of modular assembly of the elevated transport track superstructure, used for the movement of vehicles, preferably using a pneumatic system to generate the driving force, is shown. The process comprises the following steps: 1. Center form assembly and automated dimensional adjustment: assembly of the center form for shaping the lower flange and the shape of the core of the beam to be built; this process is automated to ensure the alignment of the form and its adjustment to the correct dimensions required for the construction of the beam.

[0059] 2. End plate form assembly: assembly of the form for shaping the ends of the beam and already provided with the notches required for the final pouring stage.

[0060] 3. Reinforcement and embedded elements assembly for beam pouring: assembly of the reinforcement cage and embedded elements for the first pouring stage; the reinforcement cage has a structural function and the embedded elements are used to fix other structures to the concrete.

[0061] 4. Beam concrete pouring: first stage concrete pouring; pouring of the concrete into the form and shaping it according to the shape of the bottom of the beam.

[0062] 5. Formwork assembly for plate pouring: assembly of the form for the second pouring stage; this form is an additional part of the previous form, used to ensure the final shape of the beam, forming the upper flange and closing the internal ducts and their upper slots.

[0063] 6. Reinforcement assembly for plate pouring: assembly of the reinforcement cage for the second pouring stage; this reinforcement cage is an additional part of the previous reinforcement cage, used to ensure the anchoring connection of the upper flange with the previously shaped structure.

[0064] 7. Panel concrete pouring: Perform the second stage of concrete pouring; pour the concrete into the formwork and shape it according to the final shape of the beam body, achieving the connection of the beam body with the geometry of the panel.

[0065] 8. Guardrail and fence assembly: Install the necessary guardrails and seals to ensure safety during the subsequent assembly stages.

[0066] 9. Transportation to the assembly site: Transport the beam body to the designated assembly location.

[0067] 10. Beam body hoisting: Hoist the beam body to the correct height for positioning on the support column.

[0068] 11. Beam body positioning on the column: Accurately position the beam body on the support column.

[0069] 12. Pouring and process completion: Perform the third and final stage of concrete pouring to ensure the complete connection of the beam body with the support column and the adjacent beam body frame, forming a hyperstatic structure condition; after this stage is completed, the beam body construction process is complete.

Claims

1. Modular beam for the superstructure of an overhead transport track, comprising a box beam (1) supported by uprights (2) to withstand the loads exerted by the transport vehicles (3), characterized in that: - the box beam (1) has a constant cross section along its entire length, except for the end plates (14), which have a greater wall thickness to accommodate two slots (15) for the final concrete pouring of the overhead track; - the box beam (1) is composed of a lower flange (16) and lateral walls (17), the inner side of which is provided with grooves (18) for the mounting of panels (7); - the top surface (19) of the box beam (1) is provided with holes in which are anchored rows of embedded parts for the fixing of the track (5) and fasteners for the mounting of the track parapet (20); - the panels (7) constitute the top cover of the main propulsion duct (11), which delimits a central channel (13).

2. The modular beam of claim 1, wherein, - the box beam (1) is equipped with secondary propulsion ducts (21), separated from the main propulsion duct (11) by panels (22).

3. A rigid formwork module for use in casting the modular beam of claim 1, characterised in that, - the rigid formwork module comprises a base structure (31) on which is arranged an outer form (32) composed of panels, preferably folded into a "U" shape; the lateral structures (33) are provided with respective support bars (34), the lateral structures (33) of the outer form (32) being supported on joints (35) that allow the lateral structures (33) to be tilted outwards to assist the demoulding process of the element; - on the top of the outer form (32) there is a support crosspiece (36) for the suspension of an inner form (37) to form the main propulsion duct (11) and the cantilevered panels, and, where applicable, the formwork for the embedded parts of the track fasteners, parapet and other track accessories.

4. The rigid formwork module of claim 3, wherein, - the bottom (38) of the inner form (37) is divided in two halves at a 45° angle and is held in the closed position by locking means (39); when this locking means (39) is opened, the inner form (37) is released, thus facilitating the demoulding of the poured box beam (1).

5. The rigid formwork module of claim 3, wherein, - there is also included a mobile carriage (41) that provides the degrees of freedom of pitch, roll and yaw to each module; each module is equipped with four horizontal actuators (42) that connect the outer form (32) to the support bars (34) of the base structure (31) and four vertical actuators (43) that connect the mobile carriage (41) to the base structure (31); in the centre of the arrangement of the vertical actuators (43) there is a universal joint (44) to distribute the loads it sustains without limiting the movement of the mobile carriage (41).

6. The rigid formwork module of claim 3, wherein, The formwork modules of the plate member (7) are calibrated on the box girder (1) so that the pipe roof mould (50) is flush with the recess (18) and supported on the lower cross beam (51) and forms a chamfer of the pipe slot (52) in the centre of the cross section of the pipe roof mould (50); the pipe roof mould (50) is provided with a pull rod (53) for connecting the lower cross beam (51) with the upper cross beam (54), wherein the upper cross beam (54) is supported on the concrete structure of the box girder (1).

7. Process for the modular assembly of the superstructure of an overhead transport track, using the modular beam according to claim 1, characterized in that, The method comprises the following steps: 1) assembling and dimensioning the central formwork for the shape of the lower flange and the core of the girder; 2) assembling the end plate formwork for forming the end of the girder and with a slot for the pouring of the end of the track; 3) assembling the reinforcement and the embedded parts for the pouring of the modular girder; 4) pouring of the concrete of the girder; 5) assembling the formwork for the pouring of the plate member forming the upper flange, closing the internal pipes and the upper slot thereof; 6) assembling the reinforcement of the plate member; 7) pouring of the concrete of the plate member; 8) assembling the guardrails and the barriers; 9) transporting the girder to the assembly site of the elevated track; 10) hoisting the girder above the top of the column; 11) positioning and installing the girder on the column; and 12) pouring of the slot at the end of the girder and connecting it with the supporting column and the frame of the adjacent girder.

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