EP1597434B1 - Track for magnetically levitated railway and method for the production thereof - Google Patents

Abstract

Disclosed is a track support for magnetically levitated railways, comprising a supporting framework that extends in the direction of travel, rests on bearings or props, and is provided with system components which are arranged thereupon and support and guide a vehicle. According to the invention, the system components are part of a track that is placed upon the supporting framework. Also disclosed is a production method for said track support that is made of standardized parts and can thus be produced and assembled in an inexpensive manner.

Description

The invention relates to a carriageway for magnetic levitation railways, with resting on bearings or supports and extending in the direction of travel structures with thereto arranged system components for supporting and guiding a vehicle, according to the preamble of claim 1, and to a method for their preparation.

Such a roadway is from the WO 02/075051 A and the JP 10-46503 A already known.

From the WO 01/11143 A a track system is known in which brackets are attached to two longitudinal sides of a carrier, which serve to attach an attachment. On surfaces that serve the attachment of attachments, the brackets are made with oversize, so that positional errors of the carrier with respect to the desired gradient can be compensated by post-processing. For positionally accurate assembly and final production of the track system on site, it is therefore necessary to produce components with the highest precision and to rework them. The formation of the route and the gradient in the permissible tolerances is carried out by the overall system, ie each carrier must be individually adapted to these requirements. The high-precision production of structures of large span and the inevitable related post-processing to meet the requirements of traffic increase the cost of manufacturing.

The object of the invention is to provide a roadway, on the one hand meets the high demands on the dimensional accuracy and on the other hand is economically favorable to manufacture.

This object is achieved in a roadway with the features of claim 1.

The invention thus pursues the concept of constructing a roadway from two component groups, namely the supporting structure and the track, which are connected to one another such that only the components of the second group define the final position of the route. Only they are in direct "contact" with the vehicle. On the structure, a heavy component with large dimensions, therefore lower requirements can be made in terms of dimensional accuracy; the tolerances of the guideway, which is smaller and therefore easier to handle, on the other hand, are subject to the strict requirements that must be observed for the vehicle system. This design offers as a significant advantage the ability to compensate for imperfections of the previous module, here the structure, during assembly of the following group, namely the track.

The components of both assemblies can be manufactured both on site at the construction site as well as in the factory as finished parts. So far, the production of prefabricated parts adapted to the course of the track is predominantly preferred in the factory. According to the teaching of the invention, at least the supporting structure consists essentially of a standardized finished part. Standardized precast parts are to be understood as components that always have the same dimensions regardless of the routing parameters at their installation location in the route. The use of such finished parts for the structure not only enables a particularly economical production of the large and heavy components of the infrastructure system, but also a reduced logistics costs and a more flexible handling of the finished parts both in the factory and on the construction site and during maintenance. They can be pre-produced, stored and delivered to the site in any order. Even with a small amount of prefabricated finished parts are damaged or destroyed parts without significant delay interchangeable.

An advantage of the present invention is thus the economical production of a guideway for a magnetic levitation railways with the customary and achievable requirements of its components for the realization of a competitive principle of construction. Depending on the requirements of the system components, different levels of precision in the manufacture of the system components can be distinguished.

The structure must meet certain, already relatively narrowly defined basic criteria with regard to dimensional accuracy, deformation and torsion, adapted to the load effects as well as to the requirements of shrinkage, creep and temperature compulsion. The infrastructure as an essential part of the system unit, however, is subject to significantly higher conditions and must meet very high standards of tolerance due to the system requirements. From the different requirements of the individual levels arises the basic idea of a Modular system whose individual parts are tailored to the respective requirements and tasks, and thus a material and system-oriented optimization of individual components takes place. This basic idea is derived firstly from the structure, which must meet basic static dynamic conditions and requirements, and secondly from the actual infrastructure, which must have sufficient adjustment and adjustment to meet the requirements of tight tolerance limits can.

According to the invention, therefore, a solid structure of simple design is complemented by a very variable in its adjustment and mounting properties track to a full-fledged roadway that meets all the favorable characteristics of a structure simple design and a track with high precision in use. In the present concept, the structure is understood as a bridge structure and the infrastructure as a separate unit that compensates for the inaccuracy of the structure and assembled and finished with high accuracy. This makes it possible, in economic construction, the much stricter requirements for the support system and the infrastructure, especially for a maglev, comply.

For the structure of the roadway according to the invention, both a steel and a steel composite construction can be selected. According to an advantageous embodiment of the invention, however, the structure comprises a, preferably in its longitudinal direction prestressed, reinforced concrete beams, in particular those with hollow box cross-section. Because in this technology, components can be manufactured with low weight in relation to their span. According to a further advantageous embodiment of the invention, the structure comprises a single-field or two-field carrier. This advantage is reflected in lower transport costs and easier installation.

A construction of the structure as a support on individual foundations or supports is to be provided in particular if the ground is problematic or the road runs well above ground level. For ground-level carriageways, an alternative embodiment of the invention provides that the supporting structure is a strip foundation. By means of a large-area load transfer into the underground, the effort for foundation measures can be significantly reduced; the production of the structure can also be rationalized in this variant by the use of finished parts.

The roadway can basically be divided into any number of assemblies. It proves to be advantageous a three-part structure of the roadway according to the invention of supporting structure and a cross member and system components having infrastructure that transversely to the direction and spaced from each other comprises cross members having long sides and end faces, wherein at least one of the end faces of a cross member, a system support is attached , Under a cross member is a component to understand, which is arranged with its main extension transverse to the direction of travel on the structure, which absorbs forces from the system carriers and to the structure passes on. As a system carrier is to be considered a carrier comprising a plurality of linearly juxtaposed system components.

In principle, the modular system, the various structural support or assemblies are combined by a stack construction according to the invention. Starting from a simple primary structure, the supporting structure or roadway carrier, a supplementation by the cross member and finally by the system carrier to the complete infrastructure, which meets the requirements for accuracy and dimensional accuracy of the final infrastructure. High demands on the accuracy and dimensional accuracy in the production are made only to system parts of the last stage, ie to the system carrier. Inaccuracies of the primary support system, each compensated during assembly of the following support system. The tolerances of the primary support system can therefore be selected larger than those of the respective subsequent system. The compensation of deviations of any kind, such as support lowering, missing dimensional accuracy or imperfections, is possible within the modular assembly. The illustration of the route and the gradient and an adaptation to the position and altitude can be done by arranging the respective module systems.

The top of the structure is intended for attachment of the cross member. According to an advantageous embodiment of the invention, compartments are formed on the structure in which the cross member are inserted. The subjects may be formed as recesses in the top of the structure or formed by Aufkantungen. In any case, they determine by their arrangement more or less exactly the position of the cross member.

Similar to the structure, different production options are also available for the crossbeam: it can be manufactured on the construction site and thus adapted to the routing requirements. Or it can be manufactured in the factory as a finished part in accordance with the routing requirements determined on the construction site. An advantageous embodiment of the invention therefore provides that the cross member is a standardized finished part. For them, the advantages of industrial production of the same parts in high quantities and the associated logistics advantages can be exploited. The cross member as a secondary structure must meet higher dimensional stability requirements than the primary structure. These requirements of consistently high quality are also and especially in mass production under the favorable production conditions of a production facility to meet.

Also, the cross member of the carriageway according to the invention can be created in one of the above mentioned in the structure, the choice of construction of the cross member of the possibility of connecting the cross member with the structure depends. Thus, it is advantageous if the cross member to be mounted on a concrete beam is preferably a prestressed reinforced concrete beam in its longitudinal direction. Although the cross member may also be equipped with a Schlaffstahlbewehrung, a bias to avoid tensile forces in However, concrete increases the life of the cross member above average. In the choice of concrete as a building material also a simple attachment of the cross member by means of potting or in-situ concrete is possible.

The bias in the cross member can be applied by the technologies known in prestressed concrete. According to an advantageous embodiment of the invention, the cross member Einstabanker with immediate bond as tendons, because so can be dispensed with the installation of ducts and their subsequent pressing.

At the end faces of each cross member, the system carrier for supporting and guiding the vehicle are attached. For this, basically any suitable attachment such as screws, dowels, etc. is conceivable. An advantageous embodiment of the invention, it is when the cross member for attachment of the system carrier has at its end faces top plates. Thus, the length of a cross member is determined by the required width of the guideway minus the measured construction width of the system carrier transversely to the direction of travel. The head plates, which represent the stop levels of the system carriers, can already be positioned very accurately in the factory under ideal working conditions and thus the exact length of the cross members can be produced with high precision. This can be omitted in the assembly of the system carrier a correction of their position in the longitudinal direction of the cross member.

To apply the preload force in the cross member anchor plates for the tendons are necessary. According to an advantageous embodiment of the invention, the top plates are at the same anchor plates in the bias of the cross member. This dual function of the head plates leads to the saving of a component and its assembly and thus to simplify and reduce manufacturing costs.

However, if the cross members are equipped with a Schlafstahlbewehrung, so provides an advantageous embodiment of the aforementioned embodiment, that the top plate is also an anchor plate for the flaccid reinforcement of the cross member. Thus, even with a Schlafstahlbewehrung the cross member can use a dual function of the top plates, which leads to a simplification and thus to savings and a reduction in production.

Consequently, it is also advantageous if the head or anchor plates have devices both for applying the biasing force and for fastening the system carrier. Because the coupling of the introduced via the system carrier forces with those from the bias on the top plates represents a very economical construction of the reinforcement arrangement.

In addition to tensile and compressive forces, the connection of the system carriers to the cross member must also transmit lateral forces. This can be done by form, adhesion or a combination of both. In an advantageous embodiment of the invention, which has the cross member opposite side of the head plates on a structure which is in positive engagement with a corresponding surface of a connection plate on the system carrier. An advantageous embodiment of the structure is corrugated, ribbed, donated, toothed or just roughened. The surface design thus creates a transverse force-locking system of the system carrier on the cross member. It also also allows a certain tolerance compensation in the vertical direction, if according to a further advantageous embodiment of the invention, the attachment of the system carrier has slots.

An alternative embodiment of the invention for retrofitting the system carrier to the crossbeam provides that the system carriers are monolithically connected to the crossbeam via built-in components. This results in a pre-assembly of the guideway as a rust of cross members and system beams in the factory and the block-wise installation of the track on the structure. Thus, an assembly step can be anticipated in the factory under more favorable conditions than on the site and saved there. In this way, eliminates the need for operational safety review and maintenance work on the coupling of cross member and system carriers.

In order to achieve a particularly good bond between the cross member and the structure, has a cross member after an alternative to a prestressed cross member embodiment of the invention only at end portions concreted sections and in a central region a steel beam, for example, a structural steel framework on. A factory bias is omitted in such a cross member while, in addition to the better bonding effect, it is lighter and thus leads to savings, at least during transport.

An alternative to Stahbeton cross member embodiment provides that the cross member is made essentially of steel. In order to achieve a good bond between the crossbeam and a concrete structure, the crossbeam is in a central region of its longitudinal sides with Verbundmittein, e.g. Headbolt, equipped, Also this crossbeam is lighter compared to such a concrete and thus leads to savings in transport and processing

In both a prestressed and a limp-reinforced or a cross member made of steel is to ensure a good bond between him and the structure. According to an advantageous embodiment of the invention, the cross member therefore transverse to its longitudinal direction and at a distance from each other arranged additional reinforcing bars as connection reinforcement. In the limp reinforced crossbeam with a structural steel framework additional reinforcement can be inserted in its middle section. When prestressed cross member for separate recordings are provided. With the steel cross member, the additional reinforcing bars can advantageously be welded.

For the attachment of the cross member on the structure is in principle depending on the respective materials of these components, any attachment into consideration. A last advantageous embodiment of the inventive device provides that the cross member is mounted on the structure by Ortbetonergänzung In a monolithic composite. The fixation of the cross member using in-situ concrete is infinitely adaptable to their required position and even then successfully used when deviations from the nominal state occur on mounting surfaces of the components, for example due to minor damage. In addition, this method of attachment is equally applicable to all cross member types, so that within the route the cross member types can be changed as desired, without having to change devices or tools for mounting the different cross member.

1. a) Herstellen des Tragwerks mit geringerer Genauigkeit,
2. b) Verlegen des Tragwerks auf Stützen oder Lagern als Primärtragwerk,
3. c) Aufsetzen und Justieren des Fahrwegs auf dem Tragwerk als Sekundärtragwerk und
4. d) Fixieren der Lage des Fahrwegs auf dem Tragwerk in höherer Genauigkeit, wobei die Lage der Querträger durch den Einbau von Ort- oder Vergussbeton fixiert wird, wodurch ein statisch wirksammer, monolitischer Verbund zwischen Querträger und Tragwerk hergestellt wird.

The object mentioned at the outset is also achieved by a method for producing a carriageway for magnetic levitation railroads with a support structure resting on bearings or supports and extending in the direction of travel and a track arranged thereon with system components for supporting and guiding a vehicle, comprising the following steps:

1. a) producing the structure with less accuracy,
2. b) Laying the structure on supports or bearings as a primary structure,
3. c) placing and adjusting the track on the structure as a secondary structure and
4. d) fixing the position of the guideway on the structure in higher accuracy, wherein the position of the cross member is fixed by the installation of local or Vergussbeton, whereby a statically effective, monolithic bond between the cross member and the structure is made.

The inventive method is thus based on the structure of the roadway from a primary and a secondary structure. For this purpose, the secondary structure, ie 'the track, which includes the system components for the vehicle, placed on the primary structure. It is not the primary structure that determines the final position of the system components of the vehicle, but rather the secondary structure, because only this is in "contact" with the vehicle.

The roadway is inventively assembled in several steps in the manner of a modular system for structure and infrastructure on site. The roadway carrier or the structure is in the overall system of the kit only the primary structure and as such lower requirements are placed on the carriageway. Unlike other procedures and roadways, there are no special requirements for the component.

For example, it is not necessary to adapt the structure to the route and the gradient during production. It is also not necessary to install accurately positioned built-in components or precisely fitting connection system carriers in the supporting structure. On a special production method can therefore be omitted. So it is particularly not necessary to produce the carrier (the structure) under climatically consistent conditions. Rather, it can the structure is manufactured in series as a standardized finished part. If it is created as a single-span or double-span support, the advantages of industrial finished part production include the possibility of transporting the structure via the public road network.

On the structure, which is a primary structure of the roadway, the infrastructure is placed according to the invention. The production of the track can be done both on site and in a precast plant. An advantageous embodiment of the invention provides; that the infrastructure is also essentially made of standardized finished parts. Thus, the advantages of an industrial production of standardized finished parts, namely consistently high quality in large quantities, can also be utilized in the infrastructure. In addition, standardized components offer logistics advantages not only in production, but also in transport, intermediate storage, installation and maintenance.

The production of the roadway carrier in the modular system is much easier, since the necessary formwork does not have to be adapted. When transporting and mounting, care must be taken not to pay attention to sensitive installation parts or connection system supports. The placing of the supports, the installation on site, takes place exactly, but not with high precision. Within the track structure position inaccuracies can always be compensated. It is therefore not necessary, as in existing systems, to install a heavy-gauge track carrier with the highest precision on site. In the described modular system, the simple roadway carrier (the structure) is laid at the installation without increased demands on the positional accuracy. A post-processing of the roadway carrier (the structure) on site, as required in existing systems, is not required.

The advantage of the construction method in the modular system thus favors the manufacturing process of the finished parts: there are largely standardized finished parts are used, which, depending on their affiliation to a in the construction process sooner or later to be processed component group, are produced with lower or higher accuracy. The complex production of high-precision parts is reduced only to the system components of the vehicle. Thus, the high demands on these components are kept away in particular from the heavy and large components of the structure.

Under the structure are on the one hand support structures to understand, which are also commonly used in bridge construction. It is thus subject in principle to small restrictions in terms of material or dimensions. An advantageous embodiment of the invention is that the supporting structure comprises a carrier which is produced as a prestressed single or double field beam of reinforced concrete. The choice of the span and span of the carrier due to its dimensions and takes place depending on to be observed boundary conditions, for example, the route and the transport options. The bias serves to prevent tensile loads due to deformations of its own weight and / or subsequent load.

On the other hand, under the structure also such constructions can be understood that do not allow the load dissipation selectively as in the case of Brückebauwerke but linear. An alternative embodiment of the invention therefore provides that the structure is manufactured as a strip foundation. This generally does not have to be founded so deeply, which reduces the cost of earthworks. The production of this structural variant can also be rationalized by the use of prefabricated parts. In addition, the structure hardly protrudes beyond the ground level, making it easier to fit into the landscape.

The track can take many forms. In any case, on the one hand, he must provide the system components for the vehicle functionally and in the desired routing parameters. This is advantageously done by a system carrier comprising a plurality of linearly arranged system components. On the other hand, it must be able to be mounted on the structure in such a way that the intended alignment, gradient and inclination can be realized. In order to meet these requirements, according to an advantageous embodiment of the invention, the route is essentially made transversely to the direction of travel and at a distance from each other arranged cross member having long sides and end faces, being attached to the end faces system carrier. This construction allows a high-precision realization of the routing on the basis of the rough-grained structure, because each individual cross member can be adjusted in terms of altitude and bank on the structure. It is therefore particularly advantageous, for example, in curves with variable radius, ie in clothoid areas, or sections usable with inclination changes.

While lower requirements are placed on the tolerances to be met by the structure, the dimensions of the crossbeam as an essential component of the infrastructure are subject to very narrow tolerance ranges. When choosing the material and construction of the cross member, it must also be taken into account that the cross member is at the same time a heavily loaded component. Therefore, according to an advantageous embodiment of the invention, the cross member are biased in a clamping bed. The pre-stress reduces deformation under load and increases the service life of the components. In standardized dimensions, the compact components can be mass-produced economically. Nevertheless, because of the possibility of adapting each individual cross member to the routing parameters, any desired alignment can be achieved.

If the roadway carrier in the overall system of the modular system is the primary structure with low accuracy requirements, on the other hand the crossbeam is the concrete component with the highest demands on manufacturing precision. However, since the component is very compact in size and mass production in large numbers is possible, the requirements are in contrast to other procedures and roads not on a large component with variable dimensions, but in the context of mass production continuously and to meet a variety of the same components.

For biasing the cross member can be made of the technology known in prestressed concrete technology. According to a further advantageous embodiment of the invention, the cross member are biased with single rod anchors with immediate bond, because in this biasing process can be dispensed with the installation and the subsequent compression of ducts.

It is particularly advantageous if, for the purpose of prestressing the cross members, anchor plates are arranged on their end faces, which also serve as top plates for connecting the system carriers. This measure reduces material usage and manufacturing costs. The compensation of imperfections of the cross member is possible by the option of post-processing the front head plates still in the factory. An adaptation of the system components on site can be dispensed with altogether.

According to an advantageous alternative to the manufacturing process as a finished part, the cross member can be produced as a semi-finished part without bias, the cross member are only concreted at end portions and leave a steel beam in a central area. In the middle region between the end sections, the semi-finished parts then preferably have a reinforcing steel truss. In this construction method, the middle area of each cross member is supplemented with in situ concrete only on the construction site. As a result, a particularly good composite of the cross member is achieved with the structure. The composite in the direction of travel can be further increased by additionally inserted in the middle of each cross member extending connection reinforcement.

As an alternative to the production of the cross beams made of reinforced concrete provides a further advantageous embodiment of the invention, that the cross member are made of steel. To ensure the bond between the cross member and the structure after introduction of the Ortbetonergänzung be on the long sides of the cross member composite means, e.g. Head bolt, welded. These cross beams lead to savings in transport and installation due to their lower weight.

The prefabricated or semi-finished part of simple design is produced in mass production in large quantities. The high demands on dimensional accuracy and quality can be met by industrial production. The low weight of the component allows easy handling during transport and installation. Also can be dispensed with a punctual production compared to other procedures and lanes, since the component due to its dimensions and weight is also suitable for prefabrication in stock and then retrievable as required.

Even sections with an unchanged cross section can be basically create from individual cross members, on the front sides of the system carriers are mounted. Because of the dimensions unchanged in such areas, however, it makes sense to prefabricate the track as a rust of several cross members and one system carrier on the front pages. Especially when it comes to straight sections, so the installation of the track is much easier, because instead of the complex adjustment of each cross member on the top of the structure only the grate must be adjusted. It may be previously either under the advantageous conditions e.g. a hall in the factory or near the installation site are only mounted on a flat surface.

As an alternative to a grate, the track can also be constructed of plates or surface structures with preferably rectangular ground plan, in which the system carriers are mounted on two opposite sides, preferably the long sides. This construction method is particularly suitable in station areas.

The attachment of the cross member or the grate on the structure can be simplified by fastening devices are provided on the structure at regular intervals. For structural and cross beams made of concrete provides an advantageous embodiment of the invention that the track on its side facing the vehicle fan or recesses, in which the cross member of a grate or the cross member are individually inserted. The compartments can be formed in the interstices of cuboids, which are arranged at a distance from each other on top of the structure. Alternatively, they can also be formed between comparably arranged laminations. The compartments already indicate the approximate location of the cross members, which simplifies pre-assembly.

An advantageous embodiment of the invention provides that the position of each cross member is adjusted in terms of height and / or bank angle. Thus, the routing parameters of the gradient are produced with high accuracy and independent of inaccuracies of the structure. With the adjustment of the cross member, the position of the system carrier can be essentially predetermined, so that they no longer have to be measured separately.

To secure the position of the adjusted cross member, a suitable fastening is to be selected. It can for example consist of a screw connection or clamping. According to an advantageous embodiment of the invention, the cross member are braced in Fahrwegträgerlängsrichtung. In this case, the bracing devices can be supported on the adjacent cross member, so that a plurality of cross members are braced against each other and the last one against an abutment. If the cross members lie in compartments, each individual cross member can be clamped between the vertical walls facing its side surfaces and thus secured in its adjusted position.

Depending on the material chosen for the structure and the track, the adjusted position of the track or the cross member is permanently attached. If the track or the cross member made of reinforced concrete, it is advantageous to the fact that the position of the cross member or the grate is fixed by the installation of local or Vergussbeton to map the route and the gradient of the space curve of the road. This method provides a simple and extremely resilient attachment of the driveway. The in-situ concrete supplement improves the static bearing effect of the roadway by making a composite supporting effect between the structure and cross member, ie between primary and secondary structures, in the longitudinal and transverse directions. The in-situ concrete therefore assumes a static load-bearing function in addition to securing the position of the guideway in the position required for realizing the space curve. It connects the crossmember and the structure to a monolithic component, namely the carriageway, so that the dimensions of the components of the carriageway can be dimensioned smaller, and the entire structure of the carriageway can be calculated more easily. This ensures compliance with the deformation criteria. The required for the attachment of concrete crossbeam Ort- or Vergussbetonmenge can be significantly reduced when using trays, recesses or upstands on the structure.

In contrast to other solutions are here not highly stressed bases, individual fastenings connected by potting with the structure by Ortbetonergänzung in the emerging subjects, but the surface mounted threshold or the cross member fixed only in a precise position and non-positively and connected to the structure to a monolithic component.

The load transfer at the single support point, the recording of the stator bar, is ensured by the prefabricated part of the crossbeam and manufactured at the factory with high quality. The load transfer takes place via the surface load transfer of the cross member or threshold sole and flank in the upper flange of the structure. From dynamic load no negative influences on the Ortbetonverbund can be determined.

Fig. 1:

einen Querschnitt und einen Längsschnitt durch einen Fahrwegträger als Zweifeldsystem;

Fig. 2:

einen Querschnitt und einen Längsschnitt durch einen Fahrwegträger als Einfeldsystem;

Fig. 3:

zwei Schnittansichten durch einen Fertigteil-Querträger in Stahlbetonbauweise ohne Anschlussbewehrung;

Fig. 4:

zwei Schnittansichten durch einen Fertigteil-Querträger in Stahlbetonbauweise mit Anschlussbewehrung;

Fig. 5:

zwei Schnittansichten durch einen Halbfertigteli-Querträger in Stahlbetonbauweise mit Anschlussbewehrung;

Fig. 6:

drei Ansichten eines Querträgers aus Stahl;

Fig. 7:

einen Schnitt durch einen Fahrwegträger nach Fig. 1 oder Fig. 2 ohne Querneigung;

Fig. 8:

einen Schnitt durch einen Fahrwegträger mit Querneigung;

Fig. 9:

Schnitte durch Fahrwegträger mit unterschiedlichen Quemeigungen;

Fig. 10:

Detailansichten der Befestigung der Systemträger an einem Querträger;

Fig. 11:

Draufsicht und Seitenansicht justierter und verspannter Querträger nach Fig. 3 ohne Anschlussbewehrung;

Fig. 12:

Draufsicht und Seitenansicht justierter und verspannter Querträger nach Fig. 4 mit Anschlussbewehrung;

Fig. 13:

polygonale Anordnung von Einfeldträgern in Bogen und Wanne und

Fig. 14:

mögliche Abweichungen der Ist-Lage des Tragwerks von der Soll-Lage.

The invention will now be described in more detail by way of example with reference to the drawings in principle by way of example. Show it:

Fig. 1:

a cross section and a longitudinal section through a guideway carrier as a two-field system;

Fig. 2:

a cross section and a longitudinal section through a guideway carrier as a single-field system;

3:

two sectional views through a prefabricated cross member in reinforced concrete construction without connecting reinforcement;

4:

two sectional views through a prefabricated cross member in reinforced concrete construction with connection reinforcement;

Fig. 5:

two sectional views through a Halbferteli cross member in reinforced concrete construction with connection reinforcement;

Fig. 6:

three views of a cross member made of steel;

Fig. 7:

a section through a guideway carrier of Figure 1 or Figure 2 without bank.

Fig. 8:

a section through a guideway carrier with bank;

Fig. 9:

Cuts through guideway beams with different cross-strokes;

Fig. 10:

Detailed views of the attachment of the system carrier to a cross member;

Fig. 11:

Top view and side view adjusted and braced cross member of Figure 3 without connection reinforcement.

Fig. 12:

Top view and side view of adjusted and braced cross member of Figure 4 with connecting reinforcement.

Fig. 13:

polygonal arrangement of single-field beams in bow and tub and

Fig. 14:

possible deviations of the actual position of the structure from the desired position.

Fig. 1 shows a track support 1 according to the invention for a magnetic levitation train in concrete construction. It comprises a support structure 2 and a track 3. The structure 2 rests on a cross member 4 on bearings 5. Instead of the background shown here the Tagwerk 2 can be stored in an elevated construction on a (not shown) support. The track 3 is divided into individual cross members 6, at the end faces 7 system carrier 8 are arranged, the slide strips 9, side guide surfaces 10 and stators 11 have.

The actual structure 2, the carriageway, is a prestressed concrete box cross section with vertical bars 12. For design reasons, these are also with a suit of 7: 1 form.

The static system of the structure 2 is a two-field beam with a field span of 12.40 m and a transport length of 24.80 m. The roadway 2 is made as a pure structure without system support of the actual track 3 in the precast plant in formwork with fitted bed and with combined bias of immediate and subsequent composite. About 80% of its bias receives the carrier 2 as a preload in the immediate composite by individual strands, not shown, only 20% of the bias voltage are required by pre-stress with subsequent composite. A Schlaffstahlbewehrung also not shown is required only in the web 12 for receiving the thrust and torsion. In the remainder of the cross-section, the slat steel reinforcement is otherwise constructive, e.g. for minimizing cracking, required.

As an alternative, the roadway carrier 2 can also be designed as a single-field carrier according to FIG. 2 with a span of 12.40 m. 70% of the preload is required by pre-stressing with subsequent bonding, the cross-section is replaced by 25% greater height. In order to reduce the sound radiation of the roadway when crossing a train, 4 filler 43 are suspended or concreted between the trusses. Alternatively, the trusses 4, in particular in conjunction with a linear bearing of the roadway carrier 2, instead of only at the ends of the roadway carrier 2 also be continuously concreted.

The pretension concept for beams according to FIGS. 1 and 2 is chosen such that the design criteria, minimization of the deformation, are met. The roadway 2 is biased true to form, so that neither from the own weight still from the subsequent load due to the structure of the track 3 deformations can occur. Under constant load and preload, the cross section is centered and has no deformation as a deflection. The cross-section, the tendon guide and the arrangement of the strands in the immediate composite are chosen so that no deflection from creep occurs. Only a minimal carrier shortening due to creep is possible.

The finished part 2 according to FIG. 1 is produced in the fitted bed with the total length of the two-field support. Transverse bulkheads in the column area are not necessary. At the bearing points of the roadway carrier 2 is supported by a cross member (traverse) 4, which allows the necessary spread of the bearing 5. Also in the area of the cross member (the trusses) 4 and the load transfer from the bearings 5 no transverse bulkhead is required. Likewise, the anchoring of the tendons and strands can be dispensed with the formation of an end plate at the end of the carrier. Only for structural reasons, an end plate is retrofitted to the carrier ends in the hollow box.

The simple design, vertical bars 12, clear cross-sectional geometry, high proportion of bias with immediate bond and the elimination of transverse bulkheads allow economical mass production of standardized roadway 2. Since the roadway 2 are always rectilinear in shape, they can be prepared as a finished part in the formwork are without adaptation of the carrier formwork to routing specifications. A dead weight of about 55 tons allows economical transport and installation of the roadway carrier 2 as a two-field carrier.

The tolerances of the DIN standards and the ZTV-K for the shell of the carriage 2 are met. All connection dimensions and their tolerances at the interfaces to the cross members 6 and the system carriers 8 are set so that the requirements of the overall system are met. The high demands on the dimensional accuracy of the guideway 3 are met by its subsequent construction, so that must be made to the carriageway 2 relatively easy to be complied with dimensional requirements in the factory.

The requirements for the accuracy of the formwork dimensions are based on the general requirements for industrial precast construction. This means that for the production of the roadway carrier 2 no extremely accurate dimensional stability is required. Tolerance dimensions of ± 1 cm in the longitudinal direction, transverse direction and in relation to the overall height are acceptable and thus minimize the effort in the manufacture of finished parts to a standard degree regardless of the requirements of the magnetic high-speed railway infrastructure.

In the top flange 13 of the roadway carrier 2 are at a distance of 1.033 m - the predetermined system size for the arrangement of the stators 11 - recesses 14 over the entire cross-sectional width provided. The recesses 14 have a depth of about half the thickness of the upper flange 13 and a width of about 30 cm. The recesses 14 serve to receive roadway cross members 6, similar to the thresholds of the classic wheel-rail superstructure. The recesses 14 are properly referred to as threshold subjects. Two examples of the configuration of the recesses or compartments 14 are shown in FIG. 11 and FIGS. 12a, 12b

In these threshold compartments 14 centric prestressed reinforced concrete beams, so-called cross member 6, are inserted with a length of 2.20 m. The cross members 6 are shown by way of example in FIGS. 3a and 3b . They are biased by Einstabanker 16, which are connected to the end faces 7 of the cross member 6 on head plates 15 and surrounded by shear reinforcement brackets 36. At the top plates 15 threaded sleeves 32 are flanged, which are connected to the traction anchors 16 tensile. On the one hand, they serve to transfer the pretensioning force to the single-rod anchors 16 during the production of the transverse supports 6, and on the other hand to receive screws 27 for fastening the system supports 8 in the final state (compare FIG. 9a).

The cross member 6 are biased under specified manufacturing and Aushärtbedingungen in finished mortar in the clamping bed. Already in the factory are on the end faces 7 of the cross member 6, the connection or head plates 15 made of steel or cast steel for receiving the functional level (slide bar 9, side guide 10, stator 11, not shown in Fig. 3) installed. The cross members 6 including the built-in parts are industrially manufactured with the highest quality and highest accuracy.

The cross member 6 is the concrete component with the highest demands on dimensional accuracy. Over the width of the cross member 6, the system width of the magnetic levitation system in the transverse direction, the y-direction shown in FIG. 1, set with exactly 2800 mm. It is therefore necessary that the component cross member 6 highest production requirements are required. Thus, the support 6 between the two steel head plates 15, which serve to receive the system carrier 8, have an exact length of 2200 mm. The cross member 6 must absorb the forces from the system carrier 8 via screw connections described in more detail below and derive them to the roadway carrier 2.

The cross member 6 is also biased in the clamping bed. The peculiarity of the registered bias is characterized in that Einstabanker 16 are used with immediate composite, which use the end plates 15 of the attachment of the system carrier 8 as anchor plates. A Schlafstahlbewehrung is only structurally required for form-fidelity and serviceability. Basically, the cross member 6 is only slack reinforced with BSt 500 S dimensioned. However, the advantages of prestressed concrete while avoiding decompression under traffic increase the durability disproportionately. The combination of the anchoring of the introduced forces with the prestressing is the most economical conception of the reinforcement arrangement.

The dimensions of the cross member 6 (length 2.20 m, width about 0.30 m and height about 0.20 m) are very favorable for a finished part. Similar to the production of prestressed concrete sleepers for conventional track construction, the crossbeam 6 can be mass-produced in large quantities. Quality assurance measures and routine processes of industrial production enable compliance with the required tolerance and quality. The low weight and the selected dimensions enable easy and efficient handling during transport and storage, but above all during assembly.

A cross member 6 "can also be produced as a component part according to Figures 5a and 5b ." In the middle region of the cross member 6, a structural steel framework 17 consisting of horizontal reinforcing steel rods 31, vertical shear reinforcement 36 and diagonal shear reinforcement 37 is arranged and only the ends of the cross member 6 ". In this case, prestressing can not be introduced into the crossbeam 6 ", the support 6" is then fluffily reinforced with structural steel In the area of the structural steel framework 17, an additional composite effect in the sleeper compartment 14 takes place in the course of in-situ concrete supplementation additional inserted reinforcement (connection reinforcement) 18 in the longitudinal travel direction in this area possible.

Fig. 6 shows an alternative embodiment of a cross member 6 '''made of steel. It consists of two spaced webs 39, which are connected at their ends by two head plates 15 'and at their end regions by flanges 40 together. The flanges 40 leave a central region of the cross member 6 '''free, with which this either inserted into a sleeper compartment 14 of the structure 2 or placed freely on the structure 2 and cast there by Ortbetonergänzung. To ensure the bond between the cross member 6 '''and structure 2 head bolt 41 are welded in the central region of the cross member 6''. The composite effect is improved by additional connection reinforcement 18 'is welded in the central area, which is also integrated into the Ortbetonergänzung.

For the assembled state, shown in Fig. 7, the cross member 6 is brought via vertical spindles 19 to the correct height and bank. Horizontal spindles 20 clamp the cross member 6 within the sleeper compartment 14 and secure its position in the longitudinal direction of travel. According to 7, the cross member 6 via two - not absolutely necessary - threaded rods 21, diameter 16 mm, clamped to the carriageway carrier 2. The threaded rods 21 serve as tie rods and are subsequently screwed into connection sleeves 22 in the upper flange 13 of the roadway carrier 2. In the sleepers 6 long holes 23 are arranged through which the threaded rods 21 protrude. With lock nuts 24, the carrier 6 are then braced.

Subsequently, the installation with in-situ concrete 30 in the sleeper compartment 14 for producing the composite effect with the roadway carrier 2. The simple variant, casting a cross member 6 without connection reinforcement 18 in the sleeper compartment 14, are used. In this case, no separate reinforcement for the transmission of the composite forces is required. The cross member 6 is connected via two tie rods 21 with the top flange 13 of the roadway carrier 2. The Ortbetonergänzung 30 transmits compressive forces, the tie rods 21 generate additional tension on the threaded rods 21. It is always ensured that the Ortbetonverbund remains from the load changes in the pressure load range. Tensile forces can not arise, damaging effects of load changes with change of sign in Ortbetonverbund from train to pressure are not generated. The cast-in-situ composite is always overpressed, moreover, the stresses of grouting due to areal storage are low.

To increase the composite effect, the above-described cross member 6 "can be used with structural steel framework 17 in the middle region according to Fig. 5. The structural steel framework 17 in the middle region of the cross member 6" is in the zone of Ortbetonergänzung 30. By additionally inserted reinforcement in Fahrweglängsrichtung, the connection reinforcement 18, the composite effect of Ortbetonergänzung 30 can be increased.

But it is also possible to manufacture and install a prestressed cross member 6 'with connection reinforcement 18 according to FIG. 4. This cross member 6 'differs from the cross member 6 shown in FIG. 3 only in the additional arrangement of the connection reinforcement 18 at right angles to the longitudinal extension of the cross member 6'. The threshold compartment 14 is shown in FIG. 12 for the arrangement of the connection reinforcement 18 and the overlap with the reinforcement from the top flange 13 form. The arranged in Fahrweglängsrichtung connection reinforcement 18, the reinforcement in the central region of the cross member 6 is connected in specially trained threshold compartments 14 by the Ortbetonergänzung with the carriageway carrier 2. The advantages of the prestressed cross member 6 and the increase in the composite effect by connection reinforcement 18 in the sleeper compartment 14 can thus be combined.

The cross member 6 are accurately aligned in the threshold compartments 14 in the course of assembly. An adjustment of the position in the transverse direction and the height is possible. In the longitudinal direction of the road, the cross member 6 must be aligned only slightly, since a predetermined coarse fixation by the threshold compartments 14 is present here. About spindles 19, 20 and screws 21, the cross member 6 are fixed in position. Subsequently, the non-positive connection of the cross member 6 with the carriageway carrier 2 by a Ortbetonergänzung 30 within the sleeper compartment 14. The cross member 6 are encapsulated within the support plate (top flange 13) and transmit the forces in the concrete composite.

In principle, the bond between sleeper compartment 14 and cross member 6 takes place as Ortbetonergänzung 30 with standardized and known materials, in particular normal concrete B 35. The durability of the composite joints can be further increased by a seal.

12 c and 12 d illustrate the assembly of the travel path 3 on a guideway carrier 2 without recesses 14. The guideway carrier 2 has on the guideway 3 facing upper side of the upper flange 13 a flat surface on which the cross member 6 "by means of spindles 19 After supplementing the connection reinforcement 18 analogously to FIGS. 12a, 12b, the cross members 6 and the supporting structure are connected monolithically to one another with in-situ concrete.

In order to close off the remaining openings between the cross members 6 ", the longitudinal edge of the upper flange 13 and the system component carrier 8, suspension elements 42 are mounted after assembly of the system component carrier 8. The suspension bodies 42 prevent additional sound radiation of the roadway when the train passes.

Fig. 13 shows the arrangement of the standardized linear guideway beams 2 in curves (Fig. 13a) and well areas (Fig. 13b). Because the guideway beams 2 do not completely realize the alignment, an adaptation takes place by placing the guideway 3. When laying the cross beams 6, it is possible to align them eccentrically in the transverse direction on the roadway carrier 2 by up to 12 cm. In this way, within the route 3 from the system carrier 8 and cross member 6, the routing can be adjusted, while the roadway carrier 2 always follows in a straight line in the form polygonal the Trassierungsradius. So it is possible that the smallest routing radius of R = 350 m is mapped with a polygonal laid guideway. The track 3, cross member 6 with system carrier 8, by the possible eccentricity on the guideway carrier 2, the radius or the transition arc (cloth arc) follow exactly. The same applies to the image of bank and elevation band. Due to the option of adjusting the cross member 6, it is possible, despite straight roadway 2 (primary structure) to build the track also locationally respect. Bank and altitude. For this purpose, the cross member 6 can be inclined as shown in FIG. 7 by up to 1.8 ° in the transverse direction of the track 3 and moved up to 10 cm in its altitude.

This flexibility of modular design can also be used to compensate for imperfections of the structure 2. Fig. 14a shows in a schematic side view of a guideway carrier 1 with the Soillag of the guideway 3 an undesirable deflection of the This can be repaired by a greater thickness of the grout or in-situ concrete 30 under the cross member 6 or the rust.

Fig. 14b shows a tilting of the structure 2, as it may occur, for example due to lowering of the support. Also, this deviation is the of the desired position of the structure 2 can be compensated when placing the guideway 2 in the manner described above.

In Fig. 14c , a displacement of the structure 2 is shown in a schematic plan view. Even in spite of such a deviation, the desired routing can be produced by mounting the cross members with an eccentricity when the track 3 is being constructed in the area in question.

In contrast to other solutions 14 here not highly stressed bases, namely individual fastenings are connected by potting with the structure 2 by the Ortbetonergänzung 30 in the threshold compartments, but the surface-mounted threshold 6 only fixed in a precise position and non-positively. The load transfer at the single base, namely on the recording of the Strator, is on the finished part, the cross member 6, guaranteed and factory made with high quality. The load transfer takes place via the surface load transfer of the Schwellensohle and flank in the upper flange 13. From dynamic load, no negative effects on the Ortbetonverbund are expected.

The threshold compartments 14 can be equipped individually with the cross members 6. However, it makes sense to lay system units consisting of cross members 6 and the system carrier 8 left and right similar to a track grid. The assembly and adjustment work can be significantly reduced.

The top plates 15 serve - as shown in detail in Fig. 10a - for receiving the system carrier 8 of the magnetic levitation function level and have this thread. The installation of the top plate 15 in the cross member 6 takes place in the factory under conditions of industrial, stationary production with a high degree of quality and accuracy. The anchorage of the top plate 15 in the cross member 6 via concrete on the top plate 15 welded reinforcing steel bars 31 and Einstabanker 16 and threaded sleeves 32 for the introduction of the biasing force from the Einstabankern 16. The terminal plate serves as a top plate 15 for the centric bias of the cross member 6. Die Plate 15 is additionally provided with a horizontally extending tooth structure 33 (2.5 / 2.5 / 2.5 mm), which allows a positive and thus transverse force-locking contact with the connection plate 26 of the system carrier 8. The screws 27 are mainly claimed to train. The tooth structure allows a tolerance compensation of up to 5 mm in the z-direction upwards and downwards.

The functional level defined by the system technology in technical and geometrical terms is manufactured as a welded steel construction with the required receiving points for the stators 11. The complete system unit is delivered with a delivery length of 3.10 m to 12.40 m in length.

The system carrier 8 according to FIG. 10a consists of two steel plates 9, 10 which are continuously welded to one another at right angles in the longitudinal direction of the travel path. The upper steel plate forms the slide bar 9 or Absetzschiene on which the vehicle is discontinued, the side steel plate forms the side guide rail 9 for accurate tracking steering of the vehicle. By additional web plates 25 every 1,033 m, the L-shaped steel profile is stiffened. They carry laterally a connecting plate 26, with which the system support 8 is mounted on the top plate 15 of the cross member 6 and below the receptacle 28 for the stators packets 11. The terminal plate 26 and the receptacle 28 for the stators 11 are welded to the web plates 25.

The system carrier 8 is a steel component which is fastened to the head plate 15 of the cross member 6 by the usual connection means, eg high-strength screws. For fixing the system carrier 8 6 six screws 27 type M 16 grade 10.9 are respectively arranged on the top plates 15 of the cross member. The prestressed high-strength screw connection according to standard is not a special solution and is approved for the absorption of dynamic loads. In the connection plate 26 of the system carrier 8 slots are provided so that the possibility for displacement of the system carrier 8 up or down in the vertical direction by up to 5 mm. The plate 26 is - like the head plate 15 -additionally provided with a horizontally extending tooth structure 33 (1/1/1 mm) for a positive and thus transverse force-locking contact with the top plate 15 of the system carrier 8. The tooth structure 33 allows in the z-direction tolerance compensation of 1 mm to 5 mm up and down. FIG. 10a shows by way of example the attachment of a system carrier 8 to a cross member 6 with a vertical offset upward, so that the surface of the slide strip 9 projects beyond the surface of the cross member 6. FIG. 10 d shows a plan view of a top plate 15 with tooth structure 33.

The element for receiving the stators packets 11, the base plate 28, is welded to the web plates 25 and the connection plate 26 and arranged at the bottom of the system carrier 8. About 4 screws 38, the stators package 11 is attached to the base plate 28. In the base plate 28 corresponding threads for receiving the screws are provided. The carrier plate 29 of the stators packets 11, which are fastened to the base plate 28, can also be formed with oblong holes, so that there is an adjustment possibility in the transverse direction. In Fig. 10b is a horizontal displacement of the stator 11 to the outside, ie away from the Fahrwergträger 2 shown.

Basically, the offset in the transverse direction for imaging the route at arch or transitional arc by mounting the roadway 3 and aligning the cross member 6 in the modular system is realized. There are therefore no measures for the actual adjustment required. However, to create a redundant system, but the subsequent adjustment can be realized in the transverse direction here.

The system carriers 8 are manufactured with lengths of 3.10 m, which corresponds to the length of a stators package, up to a total length of 12.40 m or even 24.80 m. With the system carrier 8, the route or the gradient is displayed, small system units can be made depending on the required routing elements, without distortion. Long system units make sense on a straight line or at a constant curvature.

The production of the system carrier 8 takes place in the hall. The requirements for the high accuracy of the component can be met by industrial manufacturing.

The advantages of the carrier 1 constructed like a modular system can be summarized as follows: Each roadway carrier 2 is the same, no consideration has to be given to the routing during the production of the roadway carrier 2. No modifications to the component are necessary, either at the factory or at the construction site. The roadway 2 is simple and solid, its dimensions are no increased demands, the tolerances of precast are to be met.

The production of the system carrier 8 takes place in a stationary industrial manufacturing plant. High accuracy and quality of the component 8 can be achieved so economically. The system carriers 8 are to be distinguished in a few basic types and are produced in large quantities per type. The system carrier 8 is the modular system last to be installed system component, which has to meet the highest requirements for accuracy. It is therefore designed as a steel component, since the required high precision is met by the chosen material and the manufacturing method of steel construction.

The system carrier 8 is the component with the highest requirements, the manufacturing precision. Due to the system-specific requirements of the magnetic levitation railway technology, which must be met by all known systems, the advantages over existing systems are not found in the production of the system support 8, but in the modular system of the total travel. As a result of the chosen method of production, the system dimension has already been determined in the transverse direction of the travel path 2 by the cross member 6, an adjustment in order to set the exact track width of 2800 mm is dispensed with. There are no further measures after the exact laying of the cross member 6 is required. The system carrier 8 can be attached to the cross member 6, reworking of the adjacent construction on site is eliminated. The adjustability can be limited to only one degree of freedom, since all other system dimensions have already been met by the selected modular principle in the course of assembly of the system components. The correction option in the z-direction is subsequently obtained, the system support 8 can at the Connection plate 26 are moved up or down. Optionally, an adjustment in the transverse direction of the guideway 3 is possible.

The large and heavy component of the guideway carrier 2 can be transported and mounted without special precautions. For the roadway carrier 2 is exactly stored on the bearings 5, a Felnjustierung and a fine leveling are not necessary. Also, the use of Elastomerlagem is possible because even a compression of the bearing 5 due to storage compression under its own weight is subsequently compensated by the assembly of the lane 3.

The cross member 6 are already connected to the system carriers 8 and form sections units. The laying of the pre-assembled grate, consisting of cross member 6 and system carriers 8, is aligned on the carriageway carrier 2, and measured the location in the route and Gradiente exactly. By the described adjusting spindles 19, 20 of the cross member 6 is adjusted exactly. The assembly is similar to the track construction of the wheel-rail system. Mounting units of certain lengths are adjusted and fixed in position exactly.

Up to the composite with the in-situ concrete a readjustment is possible. Subsequent alignment of the system carrier 8 in the vertical direction is always maintained. The orientation of the stator packs 11 in the transverse direction is optionally provided.

The overall advantage of the modular system is the routing advantage. It is possible to depict radii and transitional arch, the roadway carrier 2 polygonal. A production of the roadway carrier 2 with radius or transition arc (clothoid) can be omitted. The adaptation to the route is carried out by the alignment of the cross member 6 on the roadway carrier 2. The cross member 6 are arranged offset on the roadway carrier 2 in the transverse direction. The same benefit is also valid for the altitude band. Fillets such as tubs and crests are not displayed in the carriage 2. This can be made straight and is laid as a polygon following the height band following. An adaptation to the required altitude takes place via the mounting of the cross member. 6

Inaccuracies of the primary support system 2 are compensated respectively during assembly of the following support system. The tolerances of the primary support system 2 can therefore be selected larger than those of the respective subsequent system. The compensation of deviations of any kind (support reduction, lack of dimensional stability, imperfections, etc.) within the modular assembly is possible. The mapping of route and gradient can be done by arranging the modular systems.

LIST OF REFERENCE NUMBERS

1

guideway beams

2

Structure

3

roadway

4

traverse

5

camp

6

crossbeam

7

Front side of the cross member 6

8th

element

9

Slide Strip

10

Side guide rail

11

stator

12

vertical bridge

13

upper chord

14

Recess or compartment

15

headstock

16

rod anchors

17

Structural steel truss

18

connection reinforcement

19

vertical spindle

20

horizontal spindle

21

threaded rod

22

Connection sleeve in the upper flange 13

23

Long hole in the cross member 6

24

locknut

25

web plate

26

connecting plate

27

screw

28

Base plate or mounting plate for stator 11

29

support plate

30

Potting, in-situ concrete

31

Reinforcing steel bar

32

Threaded sleeve in the cross member 6

33

horizontal tooth structure

34

Slot in the connection plate 26th

35

Slot in the support plate 29th

36

Vertical shear reinforcement

37

Diagonal shear reinforcement

38

Fixing screws for stators 11

39

web

40

flange

41

studs

42

hitching

43

packing

Claims (31)

1. A carriageway for magnetic levitation trains, which carriageway comprises supporting structures (2) resting on bearings or bridge bearings, which supporting structures (2) extend in the direction of travel and have arranged on them system components (8) for supporting and guiding vehicles, wherein the system components (8) form part of a guideway (3) which is placed on the supporting structures (2) and which comprises transverse support elements (6) which are arranged across the direction of travel and spaced apart from each other, characterised in that the transverse support elements (6) are attached to the supporting structure (2) by means of supplementary site-mixed concrete in a monolithic connection.
2. The carriageway according to claim 1, characterised in that the supporting structure (2) essentially comprises a standardised prefabricated component.
3. The carriageway according to claim 1 or 2, characterised in that the supporting structure (2) comprises a reinforced concrete support element, preferably a reinforced concrete support element that is prestressed in its longitudinal direction.
4. The carriageway according to claim 1, characterised in that the supporting structure (2) is a continuous foundation.
5. The carriageway according to any one of the above claims, characterised in that the transverse support elements (6) comprise longitudinal sides and front faces (7), wherein on the front faces (7) a system support element (8) is attached.
6. The carriageway according to claim 5, characterised in that the transverse support element (6) is a standardised prefabricated component.
7. The carriageway according to any one of the above claims, characterised in that the transverse support element (6) comprises non-prestressed steel reinforcement.
8. The carriageway according to claim 5 or 6, characterised in that the transverse support element (6) is a reinforced concrete support element, preferably a reinforced concrete support element that is prestressed in its longitudinal direction.
9. The carriageway according to claim 8, characterised in that the transverse support element (6) comprises single rod anchors (16) with immediate connection as prestressing elements.
10. The carriageway according to any one of claims 5 to 9, characterised in that the front faces (7) of the transverse support element (6) comprise end plates (5) for attaching the system support elements (8).
11. The carriageway according to claim 10, characterised in that the end plates (15) at the same time also serve as anchor plates for prestressing the transverse support elements (6).
12. The carriageway according to claim 11, characterised in that thee end plates (15) comprise devices for applying the prestressing force and for attaching the system support elements (8).
13. The carriageway according to any one of claims 10 to 12, characterised in that the sides of the end plates (15) facing away from the transverse support element (6) comprise a structure (33) into which a corresponding surface of the system support element (8) establishes a form closure.
14. The carriageway according to claim 13, characterised in that the structure (33) is furrowed, ridged, dimpled, serrated or simply roughened.
15. The carriageway according to any one of claims 5 to 14, characterised in that the attachment of the system support elements (8) to the transverse support element (6) comprises elongated holes (34).
16. The carriageway according to any one of claims 5 to 9, characterised in that the system support elements (8) are monolithically connected to the transverse support element (6) by way of mounting parts.
17. The carriageway according to any one of claims 5, 6, 10, or 13 to 16, characterised in that the transverse support element (6) comprises concreted sections only on end regions, while in a middle region it comprises a steel girder, preferably a framework design made of constructional steel.
18. The carriageway according to any one of claims 5, 6, 10, or 13 to 15, characterised in that the transverse support element (6) is essentially made of steel.
19. The carriageway according to any one of claims 5 to 18, characterised in that the transverse support element (6) comprises additional reinforcement rods (18), arranged across its longitudinal direction and spaced apart from each other, as a connection reinforcement.
20. A method for producing a carriageway for magnetic levitation trains, which carriageway comprises a supporting structure (2) resting on bearings or bridge bearings, which supporting structure (2) extends in the direction of travel and has arranged on it a guideway (3) with system components (8), arranged thereon, for supporting and guiding a vehicle, wherein the guideway (3) is essentially produced from transverse support elements (6) arranged across the direction of travel and spaced apart from each other, which method comprises the following steps:

    a) Producing the supporting structure (2) that requires little accuracy;

    b) Installing the supporting structure (2) on supports or bearings (5) as a primary supporting structure;

    c) Placing and adjusting the guideway (3) on the supporting structure (2) as a secondary supporting structure; and

    d) Fixing the position of the guideway (3) on the supporting structure (2) with greater accuracy by putting into place site-mixed or site-poured concrete (30) which results in the establishment of a statically effective and monolithic connection between the transverse support element (6) and the supporting structure (2).
21. The method according to claim 20, characterised in that the guideway (3) and/or the supporting structure (2) is essentially produced from standardised prefabricated components.
22. The method according to claim 20 or 21, characterised in that the supporting structure (2) comprises a support element according to claims 2 and 3 which in step a) is produced as a prestressed prefabricated one-field or two-field support element.
23. The method according to claim 20 or 21, characterised in that in step a) the supporting structure (2) is produced as a continuous foundation.
24. The method according to any one of claims 20 to 23, characterised in that the transverse support elements (6) comprise longitudinal sides and front faces (7), wherein system support elements (8) ara attached to the front faces (7).
25. The method according to any one of claims 20 to 24, characterised in that the transverse support elements (6) are made of concrete and are prestressed in a prestressing bed.
26. The method according to any one of claims 20 to 25, characterised in that the transverse support elements (6) are prestressed with single rod anchors (16) with imediate connection.
27. The method according to any one of claims 20 to 26, characterised in that for the purpose of prestressing the transverse support elements (6), anchor plates are arranged at their front faces (7), which anchor plates also serve as end plates (15) for connecting the system support elements (8).
28. The method according to any one of claims 20 to 24, characterised in that the transverse support elements (6) are concreted only at their end sections while in a middle region leaving a steel girder exposed, preferably a girder design made of constructional steel/
29. The method according to any one of claims 20 to 24, characterised in that the transverse support elements (6) are made of steel.
30. The method according to any one of claims 20 to 29, characterised in that in step a) the guideway (3) is prefabricated as a grid comprising several transverse support elements (6) with longitudinal sides and front faces (7) and one system support element (8) each on the front faces (7).
31. The method according to any one of claims 20 to 30, characterised in that in step c) the position of each transverse support element (6) is adjusted in relation to its height and/or transverse inclination so as to form the line layout and gradient of the spatial curve of the carriageway.

Images