DE29520577U1 - Track superstructure - Google Patents

Description

Track superstructure Description

The present invention relates to a track superstructure. In particular, the present invention relates to a track superstructure such as is used for so-called "grass tracks" in tram construction.

In a known track superstructure for such "grass tracks", on a subsurface (in particular HGT layer) or if necessary on a frost protection layer at a predetermined distance

Concrete beams are laid one after the other in a longitudinal direction of the track superstructure, essentially oriented transversely to the longitudinal direction of the track superstructure. The distance between successive concrete beams is approx. 2.5 m. A base concrete layer made of so-called aggregate concrete (drain concrete base layer) is then produced over the concrete beams, for example using a slip formwork machine. This base concrete layer is permeable to water to ensure that water that seeps through a layer of grass added as a finish does not remain on the base concrete layer, but can drain through it.

Before the base concrete layer has hardened, iron bars are inserted into the base concrete layer in the areas in which concrete rail beams are subsequently manufactured on the base concrete layer. The iron bars are inserted in particular into the gaps between the successive concrete beams. A section of the iron bars remains outside the base concrete layer. These sections can then be used, for example, to connect longitudinal reinforcement made of reinforcing bars and/or a reinforcement cage, for example by tying or the like, before the concrete rail beams are manufactured on the base concrete layer. Since the

Since the concrete layer is permeable to water, the anchoring irons must be covered with an impermeable layer in the areas where they are immersed in the concrete layer in order to prevent corrosion of the anchoring irons.

After the rail beams, reinforced with the plug-in irons and the longitudinal reinforcement, have been manufactured and hardened, a rail is attached to each rail beam in the usual way. To complete such a "grass track", a layer of filler gravel is then placed over the supporting concrete layer and a layer of humus for growing grass is placed on top of the filler gravel layer.

The connecting irons have in this well-known track superstructure in

In conjunction with the base concrete layer, the task is, on the one hand, to prevent the rails and their respective rail beams from shifting across the longitudinal direction of the track superstructure, for example in curves when a train travels over the track system. Furthermore, the expansion force between the two rails caused by a train traveling over the rails must be absorbed via the connecting irons and the base concrete layer. This means that a force coupling between the two rails runs via the rail beam of one rail, the connecting irons in the rail beam of one rail and in the base concrete layer, the base concrete layer, the connecting irons in the rail beam of the other rail and the rail beam of the other rail. However, since the base concrete layer only consists of aggregate concrete and its force absorption capacity is limited, the reinforced concrete beams must be provided to prevent the base concrete layer from breaking in the area between the two rails.

However, with this known track superstructure there is the problem that the provision of reinforced concrete beams on the subsoil before the concrete layer is made is, on the one hand, material- and labour-intensive and, on the other hand, the subsequent

the slipform paver that moves across the subsoil is hindered in its operation by the concrete beams that are stretched out across the subsoil, perpendicular to the longitudinal direction of the track superstructure. Furthermore, inserting the connecting irons means additional material and labor expenditure, so that this known track superstructure can only be completed at relatively high cost and labor expenditure.

In contrast, the object of the present invention is to provide a track superstructure, in particular for trams, which has sufficient stability while being simple and cost-effective to manufacture. According to the invention, this object is achieved by a track superstructure, in particular for trams, comprising: a base layer lying on a prepared subsurface and running in a track superstructure longitudinal direction, in particular a moisture-permeable base layer, rail beams made of concrete arranged at a distance from one another transversely to the track superstructure longitudinal direction on the base concrete layer, a rail on each of the rail beams fixed to the respective rail beam and running in the track superstructure longitudinal direction, wherein at least one of the two rail beams is coupled to the base layer by first coupling means for positive force transmission between the base layer and the rail beam transversely to the track superstructure longitudinal direction, and wherein the two rail beams are coupled to one another by second coupling means for direct force transmission between the two rail beams transversely to the track superstructure longitudinal direction.

In the track superstructure according to the invention, since the first coupling means directly provide a positive force transmission between the base layer and the rail beams, no additional means, such as the prior art plug-in irons, are required to fix the rail beams to the base layer. The transverse force coupling between the individual rails, i.e. between the individual

Rail beams are directly secured by the second coupling means. The force transmission path between the two rails in the track superstructure according to the invention does not go over the base layer as in the prior art, but directly from one rail beam over the second coupling means to the second rail beam, without the base layer being interposed. It is therefore possible in the track superstructure according to the invention to omit the concrete beams or other reinforcing elements in the base layer, whereby on the one hand a slipform paver producing the base layer is not hindered in its operation by concrete beams or the like lying on the prepared subsurface, and on the other hand the material costs are significantly reduced compared to the prior art.

The first coupling means preferably comprise at least one transverse force transmission projection on the rail beam or on the supporting layer, preferably integrally formed, running in the longitudinal direction of the track superstructure.

In a first embodiment, it can be provided that the first coupling means comprise a coupling base section running in the longitudinal direction of the track superstructure, protruding upwards from the supporting layer, which is arranged in a gap formed between the inner sides of the two rail beams facing each other, wherein a width of the coupling base section transverse to the longitudinal direction of the track superstructure essentially corresponds to the width of the gap. By forming such a

so base section between the rail beams, the width of which corresponds to the distance between the rail beams, it is ensured that, for example, transverse forces occurring when a train travels over the track structure cannot lead to a displacement of the entire track, since when transverse forces occur, at least one of the rail beams always presses against the coupling base section and thus in its

movement transverse to the longitudinal direction of the track superstructure.

In addition, it is possible for the first coupling means to each comprise a coupling base section running in the longitudinal direction of the track superstructure and protruding upwards from the supporting layer in the area of the outer sides of the rail beams facing away from one another. In this embodiment too, when transverse forces occur, one of the rail beams always comes into contact with the corresponding coupling base section, which can prevent the entire track structure from shifting.

It is also possible for the first coupling means for each rail beam to comprise at least one coupling rib on the supporting layer, running in the longitudinal direction of the track superstructure, in an area intended to support the corresponding rail beam, and at least one corresponding coupling groove in each rail beam in a support surface intended to support the supporting layer. By providing the coupling rib on the supporting layer, which engages in a corresponding coupling groove of the respective rail beam, each of the rail beams is secured against lateral displacement when transverse forces occur by positive engagement with the supporting layer.

Alternatively, it is possible for the first coupling means for each rail beam to form a coupling groove in the base layer running in the longitudinal direction of the track superstructure in a

so the area intended for the support of the corresponding rail beam as well as at least one corresponding coupling rib on each rail beam on a support surface intended for support on the supporting layer. Even with this design of the first coupling means, each of the rail beams is secured against lateral displacement by positive engagement with the supporting layer.

In order to be able to provide a simple and cost-effective way of directly coupling the two rails, it is proposed that the second coupling means comprise a plurality of cross-connecting elements arranged one after the other in the longitudinal direction of the track superstructure at a predetermined distance, running essentially transversely to the longitudinal direction of the track superstructure, the cross-connecting elements being integrated into the rail beams in the area of opposite ends of the same for force-transmitting coupling with them. The cross-connecting elements thus generate a direct force coupling between the two rail beams, so that, for example, spreading forces generated when a tram travels over the rails, which move the rails away from each other, cannot lead to a displacement of the rail beams.

It is advantageous if the cross-connection elements run outside the base layer. On the one hand, this significantly simplifies the production of the base layer using a slipform paver, and on the other hand, it means that the coupling between the two rail beams is further away from the base layer and is therefore more effective.

In particular, if a coupling base section is provided on the outer sides of the rail beams 2s, it is advantageous if the respective ends of the cross-connecting elements protrude beyond the outer sides of the rail beams transversely to the longitudinal direction of the superstructure to rest on the respective coupling base sections. The cross-connecting elements then rest directly on the corresponding coupling base section and no further spacer elements need to be provided to hold the cross-connecting elements above the supporting layer.

Furthermore, it is advantageous if the cross-connecting elements are fixed in position on the base layer, preferably by means of insertable fastening clamps. This can prevent

that during the subsequent production of the rail beams by a slipform paver, the cross-connecting elements lying on the base layer are displaced.

As an alternative to laying the cross-connecting elements on the base layer, it is also possible for the cross-connecting elements to be embedded in the respective coupling base sections. This in turn simplifies the production of the rail beams using a slipform paver. On the one hand, by embedding the cross-connecting elements in the coupling base sections, the cross-connecting elements are again fixed to the base layer. On the other hand, after embedding the cross-connecting elements in the coupling base sections, no further

is parts are pushed upwards over the base sections at regular intervals. This means that no corresponding rubber sleeves need to be provided on the slipform paver, which could then shift when driving over the cross-connecting elements.

It is advantageous if the top of the cross-connection elements is essentially flush with the surface of the respective coupling base. This ensures that, on the one hand, there are no obstacles protruding for the slipform paver and, on the other hand, that the force coupling between the two rail beams takes place as close to the rails as possible.

In order to prevent the cross-connecting elements from corroding due to the effects of water or the like in the areas where they are not integrated into the rail beams and are therefore not protected against corrosion, it is proposed that the cross-connecting elements outside the rail beams are preferably coated with plastic.

In order to obtain the highest possible stability of the track superstructure according to the invention at acceptable manufacturing costs,

It is proposed that the predetermined distance between the cross-connecting elements is in the range of 0.8 m to 3 m, preferably in the range of 1 m to 2.5 m.

In order to provide a sufficient force connection between the rail beams, it is suggested that the cross-connection elements are preferably formed by reinforcing bars with a diameter in the range of 16mm to 28mm, best around 20mm.

If a longitudinal reinforcement formed from longitudinal reinforcement elements is also provided in each of the rail beams, wherein the longitudinal reinforcement elements are preferably connected to the respective transverse connecting elements in the region of their ends

is connected, sufficient longitudinal stability of the rail beams is also ensured. The longitudinal reinforcement elements can be placed on the end sections of the cross-connection elements already lying on the base layer before the rail beams are manufactured and are thus already held in a suitable position for installation in the respective rail beams.

Since the force transmission between the respective rail beams takes place via the second coupling means and since the force transmission between the rail beams and the base layer takes place via positive interlocking, it is proposed that no reinforcement is provided in the base layer. This makes it easier to produce the base layer using a slipform paver. In addition, the manufacturing costs of the track superstructure according to the invention can be reduced in comparison to the prior art.

Advantageously, the supporting concrete layer comprises a drainage concrete layer with a pore content of at least 10 vol-%, preferably at least 15 vol-%.

The invention is described in detail below with reference to the accompanying drawings, which illustrate preferred embodiments.

5 ES 10 Fig 15 Fig shows: Fig Fig . 1 Fig . la . 2 . 3 . 4

a cross section through a first embodiment

a track superstructure according to the invention;

a view corresponding to Fig. 1

a modification of the first embodiment

shape;

a cross section through a second embodiment

a track superstructure according to the invention;

a cross section through a third embodiment

a track superstructure according to the invention;

a cross section through a fourth embodiment

of a track superstructure according to the invention.

Fig. 1 shows a cross section through a first embodiment of a track superstructure 10 according to the invention. The track superstructure 10 comprises a base concrete layer 12 lying on a prepared subsurface (not shown), e.g. a hydraulically bound base layer (HGT). As shown schematically in Fig. 1, the base concrete layer 12 consists of porous aggregate concrete with a pore content of more than 15 vol.%. The base concrete layer 12 is thus permeable to water and moisture. The base concrete layer 12 can, for example, be manufactured in a continuous manner using a slipform paver moving on the prepared subsurface. On an upper side 14 of the base concrete layer 12, the base concrete layer 12 has a coupling base section 16 which protrudes upwards from the upper side 14. The coupling base section 16 can be manufactured integrally with the base concrete layer 12 by appropriate design of the slipform paver.

• » · · ti

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Before the base concrete layer 12 hardens, cross-connecting elements 18 are placed on it in such a way that they extend essentially transversely to the longitudinal direction of the track superstructure, and that cross-connecting elements 18 immediately following one another in the longitudinal direction of the track superstructure are spaced apart by a distance of between 0.8 and 3 m. In order to secure the cross-connecting elements 18 against displacement on the base concrete layer 12, they are slightly pressed into the base concrete layer 12 so that an upper side 20 of the cross-connecting elements is flush with a surface 22 of the coupling base section 16. After the base concrete layer 12 has hardened, the cross-connecting elements 18 are then fixed in the coupling base section 16 in such a way that they can no longer be displaced inadvertently.

Longitudinal reinforcement elements, such as longitudinal reinforcement bars 28 and/or reinforcement cages 30, are subsequently placed on the respective end regions 24, 26 of the cross-connection elements 18, which protrude laterally beyond the coupling base section 16, and if necessary connected to the cross-connection elements 18, for example by welding.

Two rail beams 32, 34 are then manufactured on the top side 14 of the base concrete layer 12. The rail beams 32, 34 can in turn be manufactured from concrete using a slipform paver that moves in the longitudinal direction of the track superstructure. The reinforcements 28, 30 and the end areas 24, 26 of the cross-connecting elements 18 are then integrated into the rail beams 32, 34 and thus serve to reinforce them.

As can be seen in Fig. 1, the rail beams 32, 34 are manufactured in such a way that they directly abut the coupling sock section 16 with their inner side 36 or 38 in the lateral direction.

After the rail beams 32, 34 have hardened, rails 40, 42 are cut in a known manner, if necessary with intermediate storage

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elastic layers 44, 46, attached to the rail beams 32, 34.

Subsequently, a filling gravel layer 48 is applied to the top side 14 of the base concrete layer 12, and a humus layer 50 is arranged on the filling gravel layer 48. The humus layer 50 is used for growing grass 52. Such track superstructures, as described above with reference to Fig. 1, can be used for example in urban areas for trams, where increasingly larger green areas are required. Since water can pass through the humus layer 50 or the filling gravel layer 48, the base concrete layer 12 is made of porous aggregate concrete, as described above, in order to prevent water from collecting on the top side 14 of the base concrete layer 12. Furthermore, a geotextile layer 54 can be arranged between the filling gravel layer 48 and the supporting concrete layer 12 in order to prevent the penetration of tiny particles from the humus layer 50 or the filling gravel layer 48 into the supporting concrete layer 12 and thus blocking the pores of the supporting concrete layer 12. The cross-connecting elements 18 are preferably coated with plastic in the area in which they are not integrated into the rail beams 32. This has the purpose of preventing the cross-connecting elements 18 from corroding in these areas, which are exposed to moisture due to the porosity of the supporting concrete layer 12 or the filling gravel layer 48.

The coupling base section 16 provided on the top side 14 of the supporting concrete layer 12 or the cross-connecting elements 18 connecting the rail beams 32, 34 directly to one another provide first and second coupling means, which ensure that the rail beams 32, 34 are securely positioned on the supporting concrete layer 12. The cross-connecting elements 18 serve to absorb forces acting directly between the rails 40, 42 or the rail beams 32, 34, without transmitting these forces into the supporting concrete layer.

C ·

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layer 12. Spreading forces occurring between the rails 40, 42 when driving on the track system are thus absorbed by the connecting elements 18 without any significant load being placed on the supporting concrete layer 18. The embedding of the cross-connecting elements 18 in the coupling base section 16 between the rail beams 32, 34 has on the one hand due to the only slight impression of the cross-connecting elements 18 in the coupling base section IS and on the other hand due to the porosity of the supporting concrete layer 12

Î no force coupling between the cross-connecting elements 18 and the base concrete layer 12 results. Forces transmitted by the cross-connecting elements 18 are therefore not introduced into the base concrete layer 12. The reinforcement of the base concrete layer provided for in the state of the art can therefore be replaced by

is concrete beams are omitted.

In addition, the coupling base section arranged between the rail beams 32, 34 serves to prevent the two rail beams 32, 34 from moving together transversely to the longitudinal direction of the track superstructure. Forces that could cause such a movement occur, for example, as centrifugal forces when a train travels along the track system in curves. Since the transverse forces that arise are absorbed by the direct, positive transverse force coupling between the coupling base section 16 and the rail beams 32, 34, no additional connecting elements, such as the plug-in irons in the prior art, are required.

Fig. la shows a modification of the embodiment of the track superstructure according to the invention shown in Fig. 1. In Fig. la, elements that correspond to elements in Fig. 1 are designated with the same reference numerals. The embodiment of Fig. la is modified in that the cross-connecting elements 18 are each inserted with their end regions 24, 26 into the longitudinal reinforcement elements of the rail beams formed from reinforcement cages 30 and longitudinal reinforcement bars 28.

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till »-

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32, 34 extend into it. This means that, in contrast to the embodiment shown in Fig. 1, in which the longitudinal reinforcement elements formed from longitudinal reinforcement bars 28 and reinforcement cages 30 are placed on the end regions 24, 26 of the cross-connecting elements 18, in the modification of Fig. 1a the cross-connecting elements 18 are arranged higher with respect to the longitudinal reinforcement elements and thus the rail beams 32, 34. This has the consequence that the base region 16 on which the cross-connecting elements 18 are placed

&iacgr;&ogr; are higher above the top of the supporting concrete layer 12 than is the case with the embodiment of Fig. 1. In this embodiment, the cross-connecting elements 18 can be installed at any height adapted to the static requirements, regardless of the installation position of the

Longitudinal reinforcement elements are introduced into the rail beams 32, 34. In the cross-sectional view of Fig. 1a, the reinforcement cages 30 shown in the respective rail beams 32, 34 are located behind the cutting plane formed by the drawing plane. For this reason, the reinforcement cages 30 are drawn with broken lines.

A second embodiment of the track superstructure according to the invention is shown in Fig. 2. Since this embodiment essentially corresponds to the embodiment of Fig. 1, only the differences will be discussed below. Elements that correspond to elements of the embodiment of Fig. 1 are designated with the same reference numerals. In the embodiment of Fig. 2, no coupling base section is provided between the rail beams 32, 34. Instead, a coupling base section 58 or 60 is provided on the outer sides 54, 56 of the rail beams 32, 34 on the upper side 14 of the supporting concrete layer 12, which directly adjoins the rail beams 32, 34. These coupling base sections 58, 60 can, like the coupling base section, be made of a steel or plastic material.

3s Base section 16 of Fig. 1, already during the production of the base concrete layer 12 by the slipform paver, integral with the base concrete layer 12.

Before the rail beams 32, 34 are manufactured, transverse connecting elements 18 are again placed on top. In the embodiment of Fig. 2, however, the transverse reinforcement elements 18 are not pressed into the not yet hardened base concrete layer 12. Instead, they are placed on the essentially hardened base concrete layer 12 and fixed in their end areas 24, 26 to the base concrete layer 12 by fastening clamps 62, 64 that can be shot into the base concrete layer 12. The slipform paver that then manufactures the rail beams 32, 34 must be provided with elastic rubber aprons in its lower sections so that when it drives over transverse connecting elements 18 lying on the base concrete layer 12, it can deform elastically in its lower areas and adapt to the transverse connecting elements 18 protruding above the top 14 of the base concrete layer 12.

As can be seen in Fig. 2, the length of the cross-connecting elements 18 is selected such that they can rest with their end regions 24, 26 on the coupling base sections 58, 60. Here too, the cross-connecting elements are protected against corrosion in their sections not integrated into the rail beams 32, 34 by a plastic coating.

The embodiment of Fig. 2 can also achieve a coupling between the rail beams 32, 34 through the cross-connecting elements 18 without the need for force transmission through the supporting concrete layer 12. The transverse force coupling between the rail beams and the supporting concrete layer is also achieved by the positive interlocking of the rail beams directly with the coupling base sections of the supporting concrete layer 12 without the need for additional coupling elements. The embodiment of Fig. 2 thus has the same advantages as the embodiment described with reference to Fig. 1.

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Fig. 3 shows a further embodiment of the track superstructure 10 according to the invention. The track superstructure of Fig. 3 corresponds essentially to that of Fig. 1, so that again only the differences will be discussed. Elements that correspond to elements of the embodiment of Fig. 1 are designated with the same reference numerals. As can be seen in Fig. 1, the supporting concrete layer 12 has coupling grooves 72, 74 in its areas 68, 70 intended to support the rail beams 32, 34. These coupling grooves 72, 74

Ø can in turn be formed during the production of the base concrete layer 12 by a slipform paver. During the subsequent production of the rail beams 34, the concrete of the rail beams then flows into the coupling grooves 72, 74, so that coupling ribs 82, 84 are formed on the support surfaces 78, 80 of the rail beams 32, 34, which engage in the coupling grooves 72, 74. This again creates a positive transverse force coupling directly between the rail beams 32, 34 and the base concrete layer 12 without the need for additional elements.

As in the previous embodiments, the rail beams 32, 34 are again directly coupled by cross-connection elements 18. However, since in the embodiment of Fig. 3 no upwardly protruding coupling base sections are provided, spacer elements 76 are provided to hold the cross-connection elements 18 at a predetermined distance from the supporting concrete layer 12, which also serve to fix the position of the cross-connection elements 18 on the supporting concrete layer 12. Spreading forces that act between the individual rail beams 32, 34 or tilting moments that occur when a train travels over the rails are thus again absorbed directly by the cross-connection elements without being introduced into the supporting concrete layer 12.

In Fig. 4, a further embodiment of the track superstructure 10 according to the invention is shown. This embodiment

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corresponds essentially to the embodiment of Fig. 3, so that again only the differences will be discussed. Elements that correspond to elements of the embodiment of Fig. 1 are designated with the same reference numerals. In the embodiment of Fig. 4, coupling ribs 86, 88 are provided in the areas 68, 70 of the base concrete layer 12 intended for supporting the rail beams 32, 34. These can in turn be formed integrally by the slipform paver when the base concrete layer 12 is manufactured. During the subsequent manufacture of the rail beams 32, 34, coupling grooves 90, 92 are formed on the support surfaces 78, 80 of the rail beams 32, 34, into which the coupling ribs 86, 88 engage after the concrete of the rail beams 32, 34 has hardened. The rail beams 32, 34 are thus again secured against the action of transverse forces on the load-bearing concrete layer 12 by direct positive engagement with the load-bearing concrete layer 12 without the interposition of additional coupling elements.

The coupling of the individual rail beams 32, 34 against spreading forces is, as in the previous embodiments, again provided by cross-connecting elements 18. In this embodiment, the cross-connecting elements 18 can be placed on the coupling ribs 86, 88 after the base concrete layer 12 has been finished, so that they already have a distance from the top 14 of the base concrete layer 12. In addition or alternatively, however, spacer elements 76 can also be provided in this embodiment, by means of which the cross-connecting elements 18 are kept at a distance from the base concrete slab 12. The spacer elements 76 are particularly advantageous if the distance from the top 14 of the base concrete layer 12 is to be greater than the height of the coupling ribs 86, 88.

In all embodiments of the present invention described with reference to Figs. 1-4, the rails or the corresponding rail beams of the track superstructure are protected against

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spreading or tipping forces that occur when a train travels over the track superstructure are secured by the cross-connecting elements. Since in all embodiments the cross-connecting elements are arranged essentially above the supporting concrete layer or are only slightly embedded in a coupling base section, the force coupling between the individual rail beams is provided as far above the supporting concrete layer as possible, so that the coupling efficiency is additionally increased. Furthermore, since the force is prevented from being introduced into the supporting concrete layer, it is subject to significantly lower loads, so that on the one hand no reinforcement has to be provided in the supporting concrete layer and on the other hand the risk of damage to the supporting concrete layer due to force effects is very low.

Furthermore, the two rail beams are secured against joint transverse displacement, for example in curves, by positively interlocking with the supporting concrete layer. This means that no additional coupling means are required, which reduces production costs.

Although only certain embodiments are shown in the figures, it is self-evident that different elements of the embodiments can be connected to one another. For example, the cross-connecting elements 18 of Fig. 1 can be fastened to the coupling base section 16 by means of insertable fastening clamps or the like without being pressed into the concrete layer. Furthermore, in the embodiment of Fig. 2, spacer elements can be provided in the middle area of the cross-connecting elements 18 in order to prevent the cross-connecting elements from sagging in this area. In the embodiments of Figs. 2 and 4, the cross-connecting elements can be easily pressed into the base concrete layer 12 before it hardens, so that its position is fixed without any additional means.

Claims (18)

ft ♦ * · ■> · - 18 - Claims 1. Track superstructure {10), in particular for trams, comprising: a base layer lying on a prepared subsurface and running in a longitudinal direction of the track superstructure (12), in particular a moisture-permeable base concrete layer (12), rail beams (32, 34) made of concrete arranged at a distance from one another on the base layer (12) transversely to the longitudinal direction of the track superstructure and running in the longitudinal direction of the track superstructure, is - on each of the rail beams (32, 34) there is a rail (40, 42) fixed to the respective rail beam and running in the longitudinal direction of the track superstructure, at least one of the two rail beams (32, 34) being coupled to the supporting layer (12) by first coupling means (16; 58, 60; 72, 74, 82, 84; 86, 88, 90, 92) for positive force transmission between the supporting layer (12) and the rail beam (32, 34) transversely to the longitudinal direction of the track superstructure, and the two rail beams (32, 34) being coupled to one another by second coupling means (18) for direct force transmission between the two rail beams (32, 34) transversely to the longitudinal direction of the track superstructure. 2. Track superstructure according to claim 1, characterized in that the first coupling means (16; 58, 60; 72, 74 82 84; 86, 88, 90, 92) comprise at least one transverse force transmission projection (16; 58, 60; 82, 84; 86, 88) which is preferably integrally formed on the rail beam (32, 34) or on the supporting layer (12) and runs in the longitudinal direction of the track superstructure. - 19 - 3. Track superstructure according to claim 2, characterized in that the first coupling means (16) comprise a coupling base section extending in the longitudinal direction of the track superstructure and projecting upwards from the supporting layer (12). (16) which is arranged in a gap formed between mutually facing inner sides (36, 38) of the two rail beams (32, 34), wherein a width of the coupling base section (16) transverse to the longitudinal direction of the track superstructure corresponds essentially to the width δ of the gap. 4. Track superstructure according to claim 2 or 3, characterized in that the first coupling means (58, 60) each comprise a longitudinally extending is comprised of a coupling base section (58, 60) projecting upwards from the supporting layer (12) in the region of mutually opposite outer sides (54, 56) of the rail beams (32, 34). 5. Track superstructure according to claim 1 ₁ 2, 3 or 4, characterized in that the first coupling means (8 6, 88, 90, 92) for each rail beam (32, 34) comprise at least one coupling rib (86, 88) running in the longitudinal direction of the track superstructure on the supporting layer (12) in an area provided for supporting the corresponding rail beam (32, 34) and at least one corresponding coupling groove (90, 92) in each rail beam (32, 34) in a support surface (78, 80) provided for supporting the supporting layer (12). 6. Track superstructure according to claim 1, 2, 3 or 4, characterized in that the first coupling means (72, 74, 82, 84) for each rail beam (32, 34) comprise a coupling groove (72, 74) extending in the longitudinal direction of the track superstructure in the supporting layer (12) in an area (68, 70) provided for supporting the corresponding rail beam (32, 34) and at least one corresponding coupling » # · &Lgr; 0 0 0 0 Φ * - 20 - rib (82, 84) on each rail beam (32, 34) on a support surface (78, 80) intended to rest on the supporting layer (12). 7. Track superstructure according to one of claims 1-6, characterized in that the second coupling means (18) comprise a plurality of transverse connecting elements (18) which follow one another at a predetermined distance in the longitudinal direction of the track superstructure and run essentially transversely to the longitudinal direction of the track superstructure, the transverse connecting elements (18) being integrated into the rail beams (32, 34) in the region of opposite ends (24, 26) thereof for force-transmitting coupling with them. is 8. Track superstructure according to claim 7, characterized in that the transverse connecting elements (18) run outside the supporting layer (12). 9. Track superstructure according to claim 4 and claim 7 or 8, characterized in that respective ends of the cross-connecting elements project beyond the outer sides (54, 56) of the rail beams (32, 34) transversely to the track superstructure longitudinal direction for resting on the respective coupling base sections (58, 60). 10. Track superstructure according to claim 7, 8 or 9, characterized in that the cross-connecting elements (18) are fixed in position on the supporting layer (12), preferably by means of shoot-in fastening clamps (62, 64). 11. Track superstructure according to one of claims 3 or 4 and one of claims 7, 8 or 9, characterized in that the cross-connecting elements (18) are embedded in the respective coupling base sections (16). 12. Track superstructure according to claim 11, characterized in that an upper side (20) of the transverse connecting elements (18) - 21 - substantially flush with a surface (22) of the respective coupling base sections (16). 13. Track superstructure according to one of claims 7 to 12, characterized in that the cross-connecting elements (18) outside the rail beams (32, 34) are preferably coated with plastic. 14. Track superstructure according to one of claims 7 to 13, characterized in that the predetermined distance between the cross-connecting elements (18) is in the range from 0.8 m to 3 m, preferably in the range from 1 m to 2.5 m. 15. Track superstructure according to one of claims 7 to 14, characterized in that the cross-connecting elements (18) are preferably formed by reinforcing bars with a diameter in the range of 16 mm to 28 mm, best of all around 20 mm. 16. Track superstructure according to one of claims 7 to 15, further comprising a longitudinal reinforcement formed from longitudinal reinforcement elements (28, 30) in each of the rail beams (32, 34), wherein the longitudinal reinforcement elements (28, 30) are preferably connected to the respective transverse connecting elements (18) are connected in the region of their ends. 17. Track superstructure according to one of the preceding claims, characterized in that no reinforcement is provided in the base layer (12). 18. Track superstructure according to one of the preceding claims, characterized in that the supporting layer (12) is a drain concrete layer with a pore content of at least 10 vol-%, preferably at least 15 vol-%.