A modular beam, a rigid form module and a method for modular assembly of a superstructure of an elevated transport track

Abstract

The beam (1) has a constant cross-section, except for its headers (14) to accommodate two recesses (15). The beam (1) has a bottom (16) and side walls (17) with a recess (18) for fitting boards (7); comprising a top (19) with holes for fastening rails (5) and a guardrail (20). The boards (7) form a roof of a propulsion duct (11). The rigid form module (30) comprises a base structure (31) on which outer moulds (32) and side structures (33) sit. Said structures (33) are supported on joints (35). On the tops of the outer moulds (32), cross members (36) for suspending inner moulds (37) are supported. The method comprises steps for assembling the above components and positioning the beam on pillars and concreting the ends of the beams.

Description

MODULAR BEAM, RIGID FORMWORK MODULE AND MODULAR ASSEMBLY PROCESS OF ELEVATED TRANSPORT RAILWAY SUPERSTRUCTURE Technological sector of the invention

[0001] The present invention relates to the field of automated transportation of people, more specifically to a modular beam for elevated track superstructure, rigid formwork module for concreting the beam and its modular assembly process of the elevated track superstructure used for moving transport vehicles, preferably with driving force generated by a pneumatic system. State of the art

[0002] Automated passenger transport systems are a type of guided transportation system designed to move people over short or medium distances. They utilize lightweight rolling stock that runs on rails or wheels on elevated tracks or other types of tracks, operating in closed circuits with typically very short travel intervals. They are designed to provide fast and reliable transportation for large volumes of passengers. Furthermore, automated passenger transport systems are highly automated, with centralized control of all aspects of the system, including vehicle movement, traffic management, and maintenance. This allows them to operate with a high level of efficiency and safety. Their energy matrix can be obtained from renewable sources, making them a more environmentally friendly transportation option.Automated passenger transport systems can be an effective alternative to traditional public transportation in various contexts, providing a more personalized and faster service for passengers. They can also be a solution to reduce traffic congestion in urban areas, providing fast and efficient transportation in strategic corridors, in addition to being a safe and flexible transportation option. Another advantage of automated passenger transport systems is that they can be integrated with other modes of transportation, such as buses, subways, and high-speed trains, providing a more efficient and integrated intermodal transportation network.

[0003] Among the various types of automated transportation systems Among the developed people, the system that uses a pneumatic system as a driving force stands out. According to patents BR 10 2017 014747, BR PI 09011 19, BR PI 0805188, BR 10 2018 074144-6, US 2019 / 225241, BR PI 9814160, US 6,076,469, US 5,845,582 and US 4,658,732, the pneumatic transport system is an automated solution that uses a permanent track, preferably elevated, with a hollow duct containing an artificially generated air flow to push or pull a propulsion plate connected to a mast fixed to the vehicle or undercarriage. The vehicle travels on conventional railway tracks and the air pressure for propulsion is produced by stationary powertrains, generally integrated into the stations used for boarding, disembarking and passenger movement.Track sections near stations are typically equipped with a secondary propulsion duct, which runs parallel to the main duct, allowing the airflow to be directed to two different positions, improving operational efficiency. This type of system can operate with positive or negative pressures and is highly efficient due to the reduction in the vehicle's own weight, resulting in less load on elevated tracks and foundations, lower energy consumption for electric fans, and technical simplification of the rolling stock in terms of braking and suspension systems. With reduced implementation and operating costs, the pneumatic transport system becomes a highly viable alternative for public transportation in various contexts.

[0004] An elevated line for automated people movers is a transportation infrastructure that extends above ground, usually supported by pillars and support beams, also referred to in this document as a superstructure. One of the main advantages of elevated lines is that they do not interfere with vehicle and pedestrian traffic, avoiding congestion and reducing travel times. Furthermore, an elevated line is more economical and faster to build than an underground line, as it eliminates the need for excavations and tunnels. Elevated lines are less affected by weather factors, such as rain and flooding, and allow passengers panoramic views of the city, making the journey more pleasant and comfortable. Furthermore, the use of elevated tracks for automated people movers allows the line's footprint to be minimized, freeing up valuable space for other uses in the city.

[0005] Structurally, an elevated line consists of a sequence of viaducts constructed of reinforced concrete, usually with the use of precast elements. The use of prefabricated construction elements ensures faster construction, good finishes, and precision in the assembly of structures. It also minimizes the need for specialized labor and eliminates the need for temporary structural systems, reducing overall construction costs.

[0006] Precasting or prefabrication of concrete structures is a construction process in which the work, or part of it, is executed off-site. The most effective way to industrialize construction systems is to transfer the work performed directly on-site to controlled environments, offering more efficient production processes, higher quality, better working conditions for employees, and greater potential for the use of technological solutions, such as automation.

[0007] According to the United Nations (UN), approximately 1 billion people worldwide lack access to adequate transportation services, with women, the elderly, and low-income populations being the most affected. Regarding specific countries, a report by the International Union of Public Transport (UITP) found that Brazil has the third largest public transportation deficit in the world, with only 22% of the population having access to quality service. The same report also revealed that other developing countries, such as India and South Africa, also face significant challenges regarding public transportation provision. However, many cities around the world have made or planned investments in public transportation solutions to improve accessibility and service quality. Building elevated and prefabricated transportation systems can be a more sustainable alternative compared to conventional construction systems.According to the Brazilian Association of Industrialized Concrete Construction (ABCIC), prefabricated systems reduce construction time by up to 50%, generate less waste, enable greater precision in the construction process, and are more durable. Furthermore, prefabricated systems are consistent with the principles of Lean Manufacturing, which aims to reduce... waste and maximizing efficiency in all processes.

[0008] The concepts of current solutions for the construction of superstructures for transport systems, in general and covering various transport modes, are basically made up of constructions cast in situ, structural steel constructions and prefabricated constructions in a generic and scale manner.

[0009] Regarding the construction of superstructures based on on-site beam casting, in addition to the slower execution speed and the need for several additional controls due to the formwork, they always present additional risks arising from the temporary structures used, such as material losses, as well as losses associated with the occupational health of the professionals involved in this type of project. Furthermore, for precision applications such as pneumatically propelled automated passenger transport, the tolerance ranges become extremely high to maintain proper system operation and all safety requirements.

[0010] For superstructures designed with structural steel, despite generally having a lower self-weight than concrete structures, they ultimately fail to fully realize some structural advantages that can be applied to increase the efficiency of the assembly, such as the use of gains from the hyperstatic condition between beam spans and structural solidification with the support columns. They may present logistical limitations regarding the transportation of some long parts and weight / dimension limitations imposed by traffic codes. Another relevant aspect of the application of structural steel superstructures is the need for more elaborate support devices, defined according to the needs for releasing the degrees of freedom defined in the design. In addition to the characteristics already mentioned, their cost ends up being higher than other solutions, mainly due to tax disadvantages.

[0011] In association with the characteristics of conventional concrete superstructure precasting systems, they are usually developed by their manufacturers to handle a large volume of parts and do not present in their designs the additional needs for dimensional control imposed by the automated human system that employs the Pneumatic energy as the driving force. Current solutions, in general, to meet the unique geometry of the pneumatic system, would not provide satisfactory and efficient beam molding, resulting in poor part quality and increasing manufacturing costs. Precast concrete parts used in superstructures generally have "I" geometries, intended for use in structural systems with multiple beams or with segments (small sections that form a box girder, generally used in cable-stayed or suspended structural systems), rather than a box girder with a continuous opening at the top, a geometry essential for the proper functioning of the pneumatic conveying system.Another aspect not considered in current precast systems is the geometrical requirements required to meet hyperstatic structural conditions, with load distribution between beam spans and support columns. Conventional precast methods also lack automated dimensional adjustment methods. Novelty and Purpose of the Invention

[0012] A primary objective of the present invention is a modular box-type girder and a plate placed on said girder, both precast, which are assembled to form the elevated track. The cross-section of the girder is constant throughout its length, except at the headwalls, which have a thicker wall to accommodate two niches that act as a mold to secure the girders to the columns during the final assembly stage. The girder consists of a bottom or lower flange and side walls with a recess on their inner side, creating a space for the girders to fit together.

[0013] A second objective of the invention is a rigid formwork module for concreting the modular beam. It consists of a base structure, like aligned trestles, on which are placed the external molds composed of plates, preferably bent in a "U" shape, and lateral structures with their respective struts. The lateral structures of the external molds are supported by joints, allowing them to be tilted outward, aiding the process of stripping the formwork. The tops of the external molds are supported by crossbars, whose purpose is to suspend the internal molds for forming the propulsion duct and the console, as well as the templates. insects from rail fastenings, guardrails and other track accessories, where applicable.

[0014] A third objective of the invention is a modular assembly process for the superstructure of the elevated transport track using beams, which comprises the following steps: - Assembly of the central forms that will give the shape of the lower flange and webs of the modular beam to be molded; - Assembly of the headboard forms that will be responsible for shaping the ends of the beam; - Assembly of reinforcement and insects for concreting the modular beam; - Concreting of the modular beam; - Assembly of the plate shapes that form the upper flange and the closure of the internal duct and its respective upper slit; - Assembly of plate reinforcements; - Concreting of the slabs; - Installation of guardrails and fences; - Transportation of the beams to the assembly site; - Lifting the beams above the support pillars; - Assembly of the beam on the pillars; and - Concreting of the spaces (niches) existing at the ends of the adjacent beams to ensure that the beams are completely connected to the support pillars, as well as to the neighboring beam frames.

[0015] The proposed process is based on the principles of standardization and versatility, leveraging the benefits of each construction system: precast or conventional prefabrication and in-situ casting. Precast elements are used in all sections, while concreting is simultaneously applied to the supports to solidify the elements, ensuring structural continuity and hyperstatic stability. As a result, structural solidification creates frame structures along the line, consisting of continuous spans separated by expansion joints arranged according to the stresses generated by temperature variations.

[0016] Although it is technically possible to execute the propulsion duct as a single piece, as demonstrated in practice, the peculiar geometry of the duct From a Lean Manufacturing perspective, it is more advisable to divide the molding process into several stages. This division avoids the considerable effort required to create the semi-hermetic interior required for efficient air movement in the superstructure, which can be characterized as a non-trivial step. Additionally, there are difficulties in assembling the duct with the necessary tolerances due to the complications related to the assembly and disassembly of the internal molds, especially when it comes to creating curved sections.

[0017] The modular superstructure assembly process for a pneumatic conveying system consists of manufacturing reinforced concrete beams and dividing their cross-section along the vertical axis of the propulsion duct, resulting in distinct concreting operations performed in multiple stages. The final joining of the parts occurs only at the assembly site on the support pillars, using structural resin to ensure proper load distribution between the beams and pillars.

[0018] The proposed process for precasting a typical beam consists of three stages, each corresponding to a concrete pour. The first two stages are performed at a specific location, either in a factory or at the construction site, to assemble the beams, while the last stage is performed during the assembly of the beams on the support columns, to make the structure hyperstatic.

[0019] In the first stage, a piece composed of the beam's lower flange, the two webs, and the corbels is produced, thus forming the bottom and sides of the propulsion duct. Each web has a console and starter reinforcement to enable the connection of the second stage pieces. In the same concreting process, the guardrails are constructed as part of the corbels. The inserts for the track accessories, as well as those for the safety guardrails and the rail fastening bolts, are included if the bottom-up assembly method is adopted. The piece has a uniform cross-section along its length, except at the headwalls, which are appropriately widened at the webs to allow the creation of two niches that serve as molds for the third concreting stage.

[0020] Whenever possible, formwork should be standardized in length. For straight beams, these forms can be modulated into larger segments to to optimize assembly times and meet construction tolerances more easily. In cases where the beams have curved sections, it is possible to reproduce any track geometry by adjusting the angular configuration of the formwork modules. This allows for polygons that approximate circular curves, horizontal and vertical transition curves, ramps, superelevations, and their combinations. It is important to note that the smaller the radius of curvature, the smaller the module used should be to ensure a polygon that is smooth enough to avoid damaging the peripheral seal between the propulsion plate and the propulsion duct and preventing its complete obstruction. For beams whose lengths are not multiples of the standard modules, a complementary sectioned module is required. Beam headboards require specific standard modules due to their unique cross-section.Before concreting, for both straight and curved sections, the joints between the formwork modules are sealed, preferably with elastomeric materials. Furthermore, modularization takes into account the weight and logistics of the process.

[0021] When powertrains are installed below the elevated track, in some specific applications, the secondary propulsion duct is positioned immediately below the main duct. To separate them, a metal plate made of steel or another material with similar mechanical and weather resistance is preferably used, creating two independent air chambers for the pneumatic propulsion system. To produce this assembly, depending on the quantity to be manufactured, specialized molds or an additional structure are used that can be adapted to the same standard mold set used to manufacture the main duct, making it versatile for specific applications.

[0022] Automation is used to adjust the final geometry of formwork and involves the use of sensors and actuators to control the position of each module that makes up the assembly. This adjustment is made by programming the coordinates computer-aided, using the geometric design of the line as a basis. The actuators used are preferably hydraulic, but pneumatic and electric options can be employed. The adjustment of each module that makes up the beam formwork can also be done manually, using threaded levelers. In this case, the assistance from a topography team for the template and checking of project measurements and a team dedicated exclusively to adjustments, which will be confirmed through new topography before the modules are definitively locked in the final position for concreting.

[0023] In the second concreting stage, the construction of the propulsion duct is completed by molding the plates that form the beam roof and finishing the beam's upper flange, including creating the duct slot chamfers and adding inserts for sealing and meeting the semi-hermetic condition.

[0024] Preferably, metal forms or concrete pre-slabs are used as the base for this stage. The forms or pre-slabs are connected at one end to the console formed in the first stage and, at the other end, suspended by a tie rod that is attached to a crossbar fixed to the concrete structure.

[0025] After the staged molding process is completed and the guardrails are installed on the ground, the beam is ready to be transported, lifted and positioned on the support pillars, which provide specific reinforcement for a permanent connection with the superstructure or beams.

[0026] After the number of spans stipulated in the design is completed, a third concreting pour is performed to ensure structural solidity. Using the headwall niches eliminates the need for additional formwork for this concreting stage. Pre-installed guardrails facilitate working at height and provide greater safety for subsequent activities. For columns adjacent to expansion joints, these are sectioned to accommodate the stresses arising from the thermal expansion of each set of continuous spans. Advantages and technical effects of the invention

[0027] The objects of the invention result in the following advantages over the state of the art: 1) Eliminates the need to use internal molds to manufacture the propulsion duct, increasing the precision of the parts, a characteristic that is essential for the correct functioning of the pneumatic propulsion system that requires sealing between the sections. 2) Parts produced in the first two concreting stages are perfectly symmetrical, contributing to its logistics. 3) The fixed formwork design can be adapted to create forms with adjustable positioning, enabling the automated production of beams with any geometry, resulting in increased process accuracy, significantly reduced turnaround time, and the elimination of rework. Furthermore, it significantly reduces personnel costs for mold adjustment and handling. 4) In the second concreting stage, the beam's upper flange is constructed using metal formwork or precast slabs, suspended by tie rods connected to a crossbar fixed to the rail anchors. This technique ensures high precision and speed. 5) In the third concreting stage, it is possible to eliminate the use of special forms for concreting connections between beams and columns by utilizing the elongated niches left at the ends of the beams during the first concreting stage. This technique reduces material and personnel costs, as well as shortening the process time for this stage. 6) It makes it possible to build a secondary propulsion duct for underground and terrestrial powerplant groups, using the molds used in the manufacture of the main duct with the necessary adaptations for this purpose. 7) After concreting the 3 stages, the structural system becomes hyperstatic, generating economic advantages and reducing displacements under loads. List of attached drawings

[0028] In order for the present invention to be fully understood and put into practice by any technician in this technological sector, it is described in a clear, precise and sufficient manner, based on the attached drawings, listed below, which illustrate preferred forms of execution of the objects of the invention: FIG. 1 - perspective of the elevated track of a state-of-the-art pneumatic transport system; FIG. 2 - front view of the beam with details of the state-of-the-art pneumatic transport system; FIG. 3 - exploded view of the parts of the first and second stages of the assembly process of the invention; FIG. 4 - perspective of the first stage formwork module for straight beam; FIG. 5 - front view of the first stage formwork module for straight beam; FIG. 6 - perspective of the first stage formwork module for curved beam; FIG. 7 - front view of the first stage formwork module for curved beam; FIG. 8 - perspective detail of the mobile cradle of the first stage formwork module for curved beam; FIG. 9 - perspective of the formwork module of the second stage for beam; FIG. 10 - front view of the second stage formwork module for beam; FIG. 11 - top view of the third stage forms on the beam support; FIG. 12 - Front view of a beam option with secondary propulsion duct; and FIG. 13 - Flowchart of the modular manufacturing process of the track superstructure.

[0029] Figure 1 illustrates the state-of-the-art pneumatic transportation system comprising a typical elevated track formed by box-type beams (1) that compose the superstructure and serve as the vehicle's track (3) and the air duct for the pneumatic propulsion system. The beam (1) is partially cut, that is, without the side wall to allow viewing of its interior. The beam (1) is supported on pillars (2) to withstand the force promoted by the transport vehicle (3). Powerplants (4) that integrate the pneumatic propulsion system are installed spaced along the elevated track. Firmly attached to the vehicle (3) are two mast assemblies that support propulsion plates (31), responsible for converting the air flow circulating in the main propulsion duct (11) into motion and protecting the vehicle (3) against catastrophic derailment and overturning.The flow is generated from stationary electric fans (41) that make up the powertrains (4). The rails (5) and their respective fixings are laid on the elevated track, the duct opening seals (12) are assembled and the safety guardrails (6) are installed.

[0030] Figure 2 details the beam (1) of the state of the art, whose slot (13) of the propulsion duct (11), which characterizes a longitudinal opening in the center of the upper flange of the beam (1), left to give free passage to the mast (32) of the propulsion (31) of the vehicle (3). The slit (11) is sealed by two sheets of elastomeric material (12) fixed to its chamfers.

[0031] Figure 3 shows an exploded perspective view of the beam (1) of the invention with the plates (7) resulting from the concreting carried out in a specific, predetermined location. The cross-section of the beam (1) is constant throughout its length, except at the headboards (14), which have a thicker wall to receive two niches (15) that act as a mold to secure the beams (1) to the pillars (2) during the last assembly stage. The beam (1) consists of the bottom or lower flange (16) and side walls (17) with a recess (18) on its inner side, forming a space for fitting the plates (7). The beam (1) has a top surface (19) equipped with holes, in which the rows of inserts for fixing the rails (5) are anchored, as well as the guardrail (20), whose function is to defend against an unlikely collision with a vehicle wheel. The guardrail inserts (6) are fixed to the external face of the guardrail (20) for future assembly.

[0032] The plates (7) form the roof of the propulsion duct (11) or upper flange of the beam (1), which define a central slot (13), characterizing two identical pieces that receive the seal inserts (12).

[0033] Figures 4 and 5 illustrate a rigid formwork module (30) for concreting the beam (1), constituting the first stage of the straight beam manufacturing process. The rigid module (30) consists of a base structure (31) on which are placed the external molds composed of plates (32), preferably bent in a “U” shape, and lateral structures (33) with their respective struts (34). The lateral structures (33) of the external molds (32) are supported on joints (35), allowing them to be tilted outwards, aiding the part demolding process. On the tops of the external molds (32) are supported crossbars (36) whose purpose is to suspend the internal molds (37) to form the propulsion duct and the console, as well as the insert templates for the rail fixings, guardrails and other track accessories, when applicable.

[0034] Preferably, as illustrated in detail in figure 4, the bottom (38) of the internal mold (37) is sectioned in half at a 45° angle and locked in the closed position by means of a lock (39) which, when opened, distensions the internal mold, facilitating the process of deforming the concreted beam (1).

[0035] Figures 6, 7, and 8 show a preferred arrangement that employs an adjustable first-stage formwork module for fully or partially curved beams. In this construction option, a mobile cradle (41) is added, providing degrees of freedom for pitch, roll, and yaw of each module. To adjust the formwork (40), each module is equipped with four horizontal actuators (42) and four vertical actuators (43). The horizontal actuators (42) connect the outer mold (32) to the struts (34) of the base structure (31). The vertical actuators (43) link the mobile cradle (41) to the base structure (31). All movements of the actuators (42 and 43) are previously computationally defined according to the track design. At the center of the arrangement of the vertical actuators (43), a universal mobile joint (44) is inserted, whose task is to improve the distribution of loads on the mobile cradle (41) without restricting its movement.

[0036] Figures 9 and 10 show the formwork module of the plates (7) of the second stage, for beams of any geometry (straight or curved) fitted on the beam (1) of the first stage. Leveled with the recess (18), the duct roof mold (50) rests on a lower crosspiece (51) and generates the chamfers of the duct slot (52) in the center of the section. Tie rods (53) connect the lower crosspiece to the upper crosspiece (54), attached to the preexisting concrete structure.

[0037] Figure 11 shows the beam heads (14) of adjacent spans sharing the same column (2). The heads (14) have a contact area such that the use of support devices of any kind is unnecessary. The arrangement of the niches (15) defines a female-female fit, constituting a formwork within which the starting reinforcements of the beams (1) and column (2) overlap to connect the three structures by filling the volume with concrete.

[0038] Figure 12 represents the cross-section of a beam (1) equipped with a secondary propulsion duct (21) for station maneuvers in applications in which the intake and discharge of the fans occur through openings in the lower back of the superstructure. The secondary propulsion duct (21) is highlighted in the figure by a hatched region and a metal plate or other type of material (22) serves as a means of separation from the main duct (11). The same forms as those of the conventional beam are used in all stages of manufacturing the beam with secondary duct, through the use of flanges that allow you to attach a complement to the bottom.

[0039] Figure 13 illustrates the flowchart of the modular assembly process for the elevated transport track superstructure, used for vehicle movement, preferably with pneumatically generated driving force. The process comprises the following steps: 1. Automated assembly and dimensional adjustment of central forms: assembly of the central forms that will give the shape of the lower flange and webs of the beam to be built; this operation is automated to ensure that the forms are aligned and adjusted to the correct dimensions for the construction of the beam; 2. Assembly of the head forms: assembly of the forms that will be responsible for shaping the ends of the beam and which already have the niches necessary for the final concreting stage; 3. Assembly of reinforcement and inserts for concreting the beam: assembly of reinforcement and inserts that will be used in the first phase of concreting; the reinforcement has a structural function and the inserts have the function of fixing other structures to the concrete; 4. Concreting the beam: the first concreting phase is carried out; the concrete is poured into the forms and shaped according to the shape of the lower part of the beam; 5. Assembling the forms for concreting the slabs: assembling the forms that will be used in the second stage of concreting; these forms are in addition to the forms from the previous stage, ensuring the final shape of the beam, forming the upper flange and closing the internal duct and its respective upper slot; 6. Assembly of the plate reinforcement: assembly of the reinforcement that will be used in the second phase of concreting; these reinforcements are in addition to the reinforcements from the previous stage, ensuring the embedding of the upper flange into the previously molded structure; 7. Concreting the plates: the second stage of concreting is carried out; the concrete is poured into the forms and shaped according to the final shape of the beam, connecting the geometries of the beams and plates; 8. Installation of guardrails and fences: the necessary guardrails and fences are added to ensure safety in later stages of Assembly; Transportation to the assembly site: The beam is transported to the specified location for assembly; . Hoisting the beam: The beam is hoisted to the correct height for positioning on the support pillars; . Positioning the beam on the pillars: The beam is correctly positioned on the support pillars; and . Concreting and completion of the process: The third and final concreting phase is performed to ensure that the beam is completely connected to the support pillars as well as the neighboring beam frames, establishing the hyperstatic structural condition; after this stage is completed, the beam construction process is complete.

Claims

CLAIMS 1. MODULAR BEAM for elevated transport track superstructure comprising box-type beams (1) supported on pillars (2) to withstand the effort promoted by the transport vehicle (3), characterized in that the beam (1) has a constant cross-section throughout its length, except at the headboards (14) which have a greater wall thickness to receive two niches (15) for the final concreting of the elevated track, the beam (1) consisting of the lower flange (16) and side walls (17) with a recess (18) on its inner side for fitting the plates (7), the beam (1) having a top surface (19) equipped with holes, in which the rows of inserts for fixing the rails (5) and fixings for the guardrail (20) are anchored, with the plates (7) forming the roof of the propulsion duct (11) which define a central slot (13).

2. MODULAR BEAM, according to claim 1, characterized in that the beam (1) is equipped with a secondary propulsion duct (21) that is separated from the main duct (11) by a plate (22).

3. RIGID FORM MODULE for concreting the beam defined in claim 1, characterized by comprising a base structure (31) on which the external molds composed of plates (32), preferably bent in a “U” shape, and lateral structures (33) with their respective struts (34) are placed, with the lateral structures (33) of the external molds (32) supported on joints (35) allowing them to be tilted outwards, aiding the process of removing the formwork from the part, and at the tops of the external molds (32) are supported crossbars (36) whose purpose is to suspend the internal molds (37) to form the propulsion duct and the console, as well as the insert templates for fixing the rails, guardrails and other track accessories, when applicable.

4. RIGID FORM MODULE, according to claim 3, characterized in that the bottom (38) of the internal mold (37) is sectioned in half at a 45° angle and locked in the closed position by a lock (39) which, when opened, distensions the internal mold, facilitating the process of deforming the concreted beam (1).

5. RIGID FORM MODULE, according to claim 3, characterized by having a mobile cradle (41) that provides degrees of freedom for pitching, rolling and yawing of each module, each module being equipped with four horizontal actuators (42) and four vertical actuators (43), with the horizontal actuators (42) connecting the external mold (32) to the struts (34) of the base structure (31) and the vertical actuators (43) linking the mobile cradle (41) to the base structure (31), having in the center of the arrangement of the vertical actuators (43) a universal mobile joint (44) for distributing loads on the mobile cradle (41) without restricting its movement.

6. RIGID FORM MODULE, according to claim 3, characterized be the formwork module of the plates (7) fitted on the beam (1), the duct ceiling mold (50) being level with the recess (18) and supported on a lower crosspiece (51) and generating the chamfers of the duct slot (52) in the center of the section and having tie rods (53) that connect the lower crosspiece to the upper crosspiece (54) that is supported on the concrete structure of the beam.

7. MODULAR ASSEMBLY PROCESS OF TRACK SUPERSTRUCTURE TRANSPORT ELEVATOR employing beams defined in claim 1, characterized understand the following steps: 1) Assembly and dimensional adjustment of the central forms that define the shape of the lower flange and beam webs; 2) Assembly of the head forms that shape the ends of the beam and that have niches for the final concreting of the track; 3) Assembly of reinforcement and inserts for concreting the beam; 4) Concreting the beam; 5) Assembly of the forms for concreting the plates that form the upper flange and closing the internal duct and its respective upper slit; 6) Assembly of the plate reinforcements; 7) Concreting of the slabs; 8) Installation of guardrails and fences; 9) Transportation of the beam to the elevated track assembly site; 10) lifting the beam above the top of the pillars; 11) Positioning of the beam on the pillars; and 12) Concreting of the niches at the ends of the beams and joining them to the supporting pillars and to the frames of adjacent beams.

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