WO2002075051A2

WO2002075051A2 - Guideway for track-guided vehicles

Info

Publication number: WO2002075051A2
Application number: PCT/EP2002/001440
Authority: WO
Inventors: Lina Lichius
Original assignee: Lina Lichius
Priority date: 2001-02-12
Filing date: 2002-02-12
Publication date: 2002-09-26
Also published as: DE20220631U1; WO2002075051A3

Abstract

The invention relates to a guideway support for magnetic levitation systems, comprising a top side (8), which faces the vehicles, and comprising two lateral fastening surfaces (14), which are arranged at a predetermined distance from one another and transversal to the longitudinal direction of the guideway, which extend along the same, and which are provided for fastening functional components. The guideway support also comprises an underside, which can be placed on a substructure or at ground level. The guideway support is formed out of a base support (2) and of steel track plates (3), which are produced separately therefrom and which can be placed on and fastened to the base support (2). The top sides (8) of the track plates (3) form the top side of the guideway support (1), and the underside of the base support (2) forms the underside of the guideway support (1). The width of each track plate (3) corresponds to the predetermined distance between the fastening surfaces (14) and each track plate (3) forms these fastening surfaces (14). Each track plate (3) is shorter than the base support (2) and its sides, which are transversal to the longitudinal direction of the guideway, are provided with coupling elements (20, 21, 17). Said coupling elements permit adjacent track plates (3) to be joined to one another in the form of hinge-like joints and can pivot with regard to one another about a pivotal axis extending along the plane of the track plates.

Description

Track for guided vehicles

The present invention relates to guideway supports for forming a guideway for track-guided vehicles, in particular for magnetic levitation trains, with an upper side facing the vehicles in the operating state, two lateral fastening surfaces arranged at a predetermined distance from one another transversely to the longitudinal direction of the guideway and extending along these for fastening functional components, and with an underside that can be placed on a substructure or at ground level. The invention also relates to dowels for use in such guideway supports and to methods for producing and repairing a guideway for track-guided vehicles.

Track-guided high-speed vehicles, such as. B. maglev trains, need tracks with very tight tolerances for their operation. The guideways are composed of individual guideway girders arranged in a row, which are made of prestressed concrete or steel. So-called functional components are fastened to the side surfaces of the guideway beams running in the longitudinal direction of the path, which, in the case of the magnetic levitation railway, include, for example, guide and support devices, the stator package and the drive winding. The functional components of prestressed concrete beams are cast into the concrete. In the case of steel girders, they are welded to the steel structure. In order to meet the high tolerance requirements for the route as a whole, not only the functional components have to be manufactured very precisely, but also the route supports.

To achieve the dimensional accuracy of the prestressed concrete and steel girders, these are mechanically processed before the functional components are attached. This must be done in large special works due to the large dimensions of the carrier and can only be realized with the use of complex devices, with large, expensive processing machines and with many manual correction operations. This precise processing is also location-specific, so that high costs for the transport of the finished beams to the installation site can occur.

The object of the present invention is to produce a route for track-guided vehicles more economically while maintaining very narrow tolerances.

According to the invention, this object is achieved in a guideway girder of the type mentioned at the outset in that it is formed from a base girder and roadway plates made of steel which are separately produced and which can be placed on and fastened to the base girder, the upper sides of the roadway panels forming the top of the guideway girder and the underside of the base girder forms the underside of the guideway girder that the width of each carriageway slab corresponds to the predetermined spacing of the fastening surfaces and that each carriageway slab forms these fastening surfaces, and that each carriageway slab is shorter in the longitudinal direction of the guideway than the basic girder and coupling elements on its sides running transverse to the guideway longitudinal direction has, with which adjacent roadway plates in the form of hinge-like joints can be connected to one another and, in the state not yet fastened to the base support, can be pivoted relative to one another about a pivot axis, ie e runs along the carriageway slab level.

The design of the guideway girder as a basic girder and roadway plates which are produced separately therefrom and which are shorter than the basic girder and made of steel bring considerable technical and economic advantages over the known guideway girders. The separation and a relatively short design of individual steel road plates enables those parts to which the functional components are attached and which therefore have to meet the high tolerance requirements correspond in size to conventional steel components and therefore also on conventional processing machines, in particular CNC machines. Milling / boring machines, can be precisely and finished. Preservation is also common Preservation facilities possible. The precisely machined carriageway slabs can be variably attached to the base support relative to the base support within such limits that there is no longer any need for increased tolerance requirements for the base support. All material-specific influences on the base beams, such as creep and shrinkage in concrete or shrinking and deformation during welding, have a considerably smaller influence on the tolerances in the level of the functional components and thus on the production process. The tolerances customary in concrete or steel construction are compensated for with the precisely machined steel road slabs. This means that special factories are not necessary for the manufacture of the carriageway slabs or for the manufacture of the basic beams; rather, they can be produced in conventional and also in several different concrete and steel construction companies, which means that construction times can be significantly shorter than before. Mass production of the carriageway slabs and the basic beams is possible, and this without any local constraint, so that with the progressive construction of the guideway, the respective manufacturing plants can be changed and thus the transport routes to the installation site are kept as short as possible.

The system-related narrow dimensional tolerances for each individual guideway girder can be achieved in that the guideway slabs are made of steel in their full guideway width and can be machined precisely. The road slabs are completely machined in width, length and to accommodate the functional components. The tolerances for the mounting surface or functional level of the guide, drive and support system can thus be achieved without any significant differences.

The coupling elements ensure the required tolerance transition from slab to slab in height, width and length. Each coupling connection is made according to the inner or Machined outer diameter of the respective track section to measure. Since the roadway plates can be connected to one another by means of these coupling elements or hinge-like joints are a very simple assembly of the carriageway slabs on the base beams is achieved. Only the first track slab must be aligned and measured with regard to its position in all directions and angles of the room. The following roadway plates are connected in a hinge-like manner to the previous roadway plate, so that the roadway plate can only be pivoted about a pivot axis relative to the previous roadway plate and is otherwise positively guided. Thus, the road slab to be assembled only has to be pivoted into its correct height position about the pivot axis in order to assume its predetermined target position overall. Since every single track slab is machined to size, including the distance and shape of the mounting surfaces for the functional components and the edges with the coupling elements running transversely to the longitudinal direction of the track, all other tolerances are except for the tolerances with regard to the altitude with the coupling of a track slab to the previous track slab Fulfills. Due to the mechanically precisely machined, positively guided connection of the individual carriageway slabs, the carriageway is created in the prescribed guideway geometry and in the prescribed tolerance requirements.

For track-bound high-speed vehicles, such as. B. maglev trains, requirements with regard to accuracy can be realized on every route. Due to the fact that the carriageway slabs are separate from the base support and relatively short, guideways can also be implemented on any existing traffic route. Once the basic supports or foundations have been created for the carriageway slabs, the carriageway slab can be installed.

In a preferred embodiment, the base support is made of reinforced concrete or prestressed concrete. The noise emission is relatively low with this material.

The base carrier advantageously has dowel nuts in its upper side, into which a track slab in the laid-on state for transmitting a push and pull Engage dowel screws between the track slab and the base support, which can be screwed into the dowel nuts. As a result, the carriageway slabs can be connected in a simple manner to the base support in a manner that is resistant to shear and tension.

In an alternative embodiment, the base support can also advantageously be made of steel, for example as a steel welded part or as a cast steel welded part. These materials have a high fatigue strength.

In this case, the base supports are preferably screwed to the roadway plates.

In a favorable development of the invention, the roadway plates are produced as a welded part, as a cast part or as a welded cast part. This variability ensures the best possible adaptation to the specific requirements for the carriageway slabs as well as to the given manufacturing options. As construction work progresses, it is possible to change the production of the carriageway slabs without any problems if this seems sensible due to the proximity to an existing manufacturing plant on site.

In a preferred embodiment of the invention, the carriageway slabs are all rectangular and of equal length for a straight section of the route. In this way, series production is possible, which further reduces manufacturing costs.

The roadway plates are advantageously trapezoidal for a curved route section, the edges running transversely to the longitudinal route direction being inclined at a respectively predetermined angle to the longitudinal route direction. With these measures, a radius in the guideway and any desired cross slope can be easily achieved.

The roadway plates are preferably approximately 2800 mm wide and up to approximately 3000 mm long. This extends every lane plate over the full usual track width for magnetic levitation trains. A length of the carriageway slabs of up to about 3 m ensures, on the one hand, easy handling when precisely machining the fastening surfaces and the coupling elements, since they can be machined on existing processing machines of customary size. On the other hand, the carriageway slabs can form a polygon without violating the accuracy requirements, since the changes in radius and inclination are negligibly small over a length of around 3000 mm.

Each carriageway slab advantageously has four measuring points on its upper side, which are each arranged near a corner of the carriageway slab. As a result, the position of each slab can be measured in a simple manner. It can thus be determined with little effort whether the respective track slab has already reached its desired position or not.

In a preferred embodiment of the invention, the hinge-like joints have bolts, particularly preferably conical bolts. This makes it easy to achieve the high level of accuracy with which the narrow tolerance specifications are easier to maintain. This also considerably reduces the assembly effort.

In a preferred development of the invention, each carriageway slab has cutouts in its upper side, in which solar cells can be fastened. This can generate electricity and so z. B. a magnetic levitation train can be operated more cost-effectively.

In a preferred embodiment of the invention, the base support is part of an existing building, in particular a building. With this measure, guideway supports according to the invention can also be formed, for example, in a station area, in particular already existing train stations can be used. The invention also includes dowels with the features of claim 15. Due to the formation of the annular recess around the opening of the Saσk threaded bore and the engagement of the dowel shaft in this recess, the dowel shaft is tightened into the recess when the dowel screw is tightened drawn. There it forms a positive connection in the direction of thrust, which can transmit high shear forces.

In this case, the radially inner wall of the depression preferably tapers radially inwards towards its opening. This ensures that the dowel shaft fits against the wall without play.

The second end of the dowel shaft preferably has a thickening projecting radially outward. As a result, an increased absorption of tensile or lifting forces is achieved.

In a favorable further development of the invention, the inner wall of the dowel shaft has an internal thread which can be brought into screw engagement with the external thread of a screw, the external diameter of the threaded part of the screw being larger than the external diameter of the blind threaded bore. With these measures, a so-called press-off screw can be screwed into the dowel shaft when the dowel screw has been removed. With the help of the jacking screws, the track slab can be lifted a gap from the base frame.

The present invention also includes methods for producing a guideway for track-guided vehicles with the steps according to claim 19 or 20.

According to the method of claim 19, the base beams and road slabs are transported as separate components to the construction site to their installation location. First, the first basic carrier is then brought into its target position. The first carriageway slab is then laid on this base support, ie brought into its target position and fastened to the base carrier in this target position. The following carriageway slabs are used to assemble them with the previous carriageway slab the hinge-like joints articulated. As a result, the road slabs are inevitably brought into their target position, with the exception of their altitude or pitch. This is determined by pivoting about the pivot axis in relation to the previous carriageway slab. The carriageway slabs are therefore positively guided up to their longitudinal inclination by the coupling to the previous carriageway slab, whereby the assembly effort is significantly reduced. In this embodiment, the base beams are therefore laid separately and the road slabs are later laid on them.

As an alternative, each basic girder with a corresponding number of carriageway slabs can also be pre-assembled into a guideway girder in a factory. For this it is necessary that a first carriageway slab is laid on each base support, i. H. is measured in all three spatial directions and angles. The further carriageway slabs to be laid on the respective basic girder are then hinged to the preceding carriageway slab and then pivoted into their desired vertical position or desired longitudinal inclination and fastened on the basic girder. The prefabricated guideway girders, i.e. H. The individual base frames with the pavement slabs laid and fastened on them are then transported to the installation site and assembled there in their desired position. It is also conceivable here that the adjacent carriageway slabs of adjacent guideway girders are first laid on site on the base girders and attached to them.

Regardless of the methods described, at least some of the functional components are preferably fastened to the fastening surfaces of the carriageway slabs prior to the laying of the carriageway slabs on the base supports. This further simplifies the manufacture of the route. Since the road slabs are easy to handle in the still separate state, they can easily be brought into a position favorable for fastening the functional components or even transported to the functional components, which considerably reduces the assembly effort. Within the scope of the invention, a method for replacing roadway plates made of steel, according to claim 22, for a roadway, which was produced according to one of claims 19 to 21, is also proposed. The steel roadway slabs, which are independent of the substructure, make it possible to lay every track with a precise fit, to use adapter pieces and to replace defective parts. By freezing the carriageway slabs to be replaced, temperature-related constraining forces to the neighboring carriageway slabs are largely reduced, so that the frictional forces that have to be overcome when inserting the carriageway slab to be replaced are also as low as possible.

The invention is explained in more detail below by way of example with reference to the accompanying drawings. Show it:

1 shows a cross-sectional view through a guideway carrier according to the invention along line I-I in Figure 2;

Figure 2 is a partially sectioned side view - along line II-II in Figure 1;

Figure 3 is a partial cross-sectional view of a guideway beam according to the invention along line III-III in Figure 4;

FIG. 4 shows a plan view of roadway plates of a roadway support according to the invention;

Figure 5 is a partial cross-sectional view in the area of a dowel nut and dowel screw;

Figure 6 is a partial cross-sectional view in the area of a dowel nut and jack screw.

A guideway carrier 1 for a magnetic levitation train is shown in the figures as an exemplary embodiment. It has a base support 2 and roadway plates 3, which are fastened thereon and manufactured separately.

Base carrier 2 and roadway plates 3 for a straight section of the route are generally in cross section to one Vertical axis 4 and in the longitudinal direction of the path to a longitudinal axis 5 symmetrical.

The base support 2 is made of prestressed concrete and has 6 dowel nuts 32 on its upper side, into which dowel screws 33 are screwed. These dowel screws 33 are poured with a second concrete 34 in order to fasten the carriageway slabs 3 on the base support 2 in a manner that is resistant to pull and shear. This attachment is described in more detail below.

The basic carrier 2 can be, for example, a single-field or a two-field carrier. Its length is preferably an integer multiple of the length of a carriageway slab 3 or designed such that a carriageway slab joint is always arranged above a base beam joint.

Depending on the route, the basic beams 2 are produced as a straight basic beam or with a predetermined radius and with a predetermined transverse inclination.

The roadway plates 3 shown in the figures are welded steel constructions. The upper side 8 of a carriageway slab 3 forms a carriageway plate 9 which, in the illustrated case of a carriageway slab 3 for a straight section of the carriageway, is essentially rectangular and, in the case of a carriageway plate for a curved section of the carriageway, is essentially trapezoidal. A recess 11 is arranged at each of the transverse edges 10 which run transversely to the longitudinal direction of the travel path and extends on both sides of the longitudinal axis 5 or line of symmetry over a total of approximately half the width of the plate to approximately the outer quarter points.

On both longitudinal edges 12 of the carriageway sheet 9 running in the longitudinal direction of the track, a continuous side sheet 13 extending in the longitudinal direction of the track is welded, the outer side of which facing away from the carriageway plate 3 forms a fastening surface 14 for functional components. Such functional components are such. B. the stator package, the drive winding, guide and support devices.

At a predetermined distance inwards from the side plates 13, a longitudinal stiffener 15 is welded to the underside 16 of the carriageway plate 9 parallel to each of these. These longitudinal stiffeners 15 have a web 17 and a lower flange 18. Each lower flange 18 is designed as a so-called stator profile. Between each lower flange 18 and adjacent side plate 13, binding plates 19 are welded at predetermined intervals, which ensure the stability and dimensional accuracy of the side plates 13.

At one end of each web 17 of the longitudinal stiffeners 15, a pair of opposite brackets 20 are welded in transverse direction, which protrude beyond the transverse edge 10 of the carriageway sheet 9 and are provided with transverse through-holes that are aligned with one another and through which a bolt 21 can be inserted. The respective other end of the web 17 of the longitudinal stiffeners 15 also protrudes beyond the associated transverse edge 10 of the carriageway sheet 9 and is provided with a through bore running in the transverse direction, through which a bolt 21 can also be inserted. All through holes of a transverse edge 10 are aligned.

In the installed or assembled state of the carriageway slabs 3, the protruding webs 17 of the longitudinal stiffeners 15 protrude as far into between the two brackets 20 of the adjacent carriageway slab 3 or the pair of brackets 20 lies on both sides of the respective brace 17 of the adjacent carriageway slab 3 so that the Through holes of the tabs 20 and the webs 17 are aligned with each other and a bolt 21 can be inserted through the through holes of a pair of tabs 20 and a web 17.

The bolt 21 can be designed conically for easier insertion and better centering. At its end facing the interior of the carriageway slabs 3 he has a head 22 which comes to rest against the tab 20 facing him. The other end facing the side plate 13 or the outside of the carriageway slab 3 is provided with a screw thread onto which a nut 23 is screwed. The bolt 21 is tightened with a predetermined torque.

At a predetermined distance from the transverse edges 10 of the carriageway sheet 9 and seen in the middle in the longitudinal direction of the carriageway 9, transverse struts 24 are welded to the underside 16 of the carriageway sheets 9. These transverse stiffeners 24 also have a web 25 which is welded to the carriageway sheet 9 and a lower flange 26. Web 25 and lower flange 26 of the transverse struts 24 are welded to the web 17 and lower flange 18 of the longitudinal ribs 15, respectively.

A rectangular recess or opening 27 is formed in the carriageway sheet 9 between two transverse struts 24 and the longitudinal struts 15. The dowel nuts 32 and dowel screws 33 are arranged in the cavities formed under these openings 27. The cavity underneath is poured out with concrete through the openings 27 in order to cast the dowel screws 33 and at the same time to reduce the noise emission. Additional components, such as solar cells for operating the magnetic levitation railway, can also be accommodated in these openings 27.

The doweling is shown in Figure 5. A predetermined number of dowel nuts 32 are concreted into the top 6 of the base support 2 in the region of the openings 27 in a predetermined arrangement. In its top, each dowel nut 32 has a threaded bore 35 into which an end of the dowel screw 33 provided with an external thread 36 can be screwed. The other end of the dowel screw 33 is provided with a head 37.

In its top, each dowel nut 32 also has an annular recess 38 into which the lower end of one Dowel shaft 39 engages. The dowel shaft 39 has at its upper end a first thickening 40, which forms a support surface for the head 37 of the dowel screw 33 with its upper side.

In the vicinity of its lower end, the dowel shaft 39 has a second, annular, radially outwardly projecting thickening 41 which, like the first thickening 40, is concretely anchored in the concreted state, ie. H. trains against lifting.

The first thickening 40 projects radially beyond the head 37 of the dowel screw 33 and is provided on its radially ^' outer surface with an external thread 42 which is in screw engagement with a dowel sleeve 44 provided with an internal thread 43. By suitably turning the dowel sleeve 44, the top 45 thereof is adjusted so that it is flush with the top of the second concrete 34 to be cast.

In the central area of its longitudinal extension, the dowel shaft 39 has an internal thread 46, the inside diameter of which is larger than the outside diameter of the dowel screw 33, so that this 33 can be inserted through this area with the internal thread 46 without any problems.

This internal thread 46 is intended to come into screw engagement with the external thread 47 of a press-off screw 48. The outer diameter of the threaded part of the pressing screw 48 is larger than the outer diameter of the threaded bore 35 in the dowel nut 32, so that the pressing screw 48 comes to rest on the top of the dowel nut 32.

To replace a carriageway slab 3, the dowel screws 33 are removed from the dowel shafts 39 and the pressing screw 48 is screwed into them. By screwing in the pressing screw 48 until it touches the dowel nuts 32 and then screwing it further, the road surface plate 3 from the base support 2, so that a gap 49 is formed.

In its upper side 8, the carriageway sheet 9 has a measuring point 28, ie a total of four measuring points 28, above the crossing points of the longitudinal stiffeners 15 and the outer transverse stiffeners 24, in order to be able to specifically measure the carriageway slab 3.

At a predetermined distance from the inwardly facing side of the longitudinal stiffeners 15, 2 support plates 29 are arranged under the transverse stiffeners 24 in the upper side 6 of the base support, which are anchored in the base support 2 via anchoring elements 7. The anchoring elements 7 are designed as anchor loops, which are each welded onto the support plate 29. For stiffening in this area or for introducing the load into the transverse stiffener 24, stiffening plates 30 are welded above the anchor loops 7 to the top of the lower flange 26 and to the web 25 of the transverse stiffener 24.

Between the longitudinal stiffeners 15, additional stiffening or load introduction plates can be welded into the transverse stiffeners 24 at suitable points, preferably at the points where local stress peaks can occur, such as e.g. B. at the edge of the base support 2 or in the middle.

In the example shown, the width of the carriageway slab 3 from the outside to the outside or from the fastening surface 14 to the fastening surface 14 is 2800 mm. The length of a carriageway slab 3 between the articulation points or pin axes is 3000 mm. The height from the lower edge of the side plate 13 to the top of the carriageway plate 9 is 328 mm.

The production of a route with the route supports 1 described above is explained in more detail below. In a first method, the base beams 2 and carriageway slabs 3 are transported separately to the installation site and only joined together there. In a second alternative, the basic Carrier 2 and roadway plates 3 joined together in a factory to form prefabricated guideway girders 1, which are transported to the installation site in the prefabricated state.

In both cases, the joining together of base support 2 and roadway slabs 3 is basically the same. The difference is that in the second possibility, the first road plate 3 on each base support 2 must be completely newly measured, i.e. H. in all three spatial directions and angles, while with the first option only the very first slab 3 on the first base support 2 has to be completely measured, since all following slab 3 can be articulated to the previous one and are therefore positively guided, even with a transition from one basic support 2 to the next (already installed) basic support 2. However, it may be necessary to remove the bolts 21 from the coupling connections at predetermined intervals in order to avoid constraining forces in the longitudinal direction of the travel path in the operating state.

If the base support 2 and roadway slabs 3 are transported separately to the installation site, the first base support 2 is first installed in its target position at ground level or on pillars. Thereafter, further base supports 2 can be installed in connection with the first and at the same time the first roadway plate 3 can be laid on the first base support 2.

This first carriageway slab 3 is measured with the aid of its four measuring points 28 in all three spatial directions and angles so that it lies in its desired position. The roadway plates 3 and base support 2 are separated by a separating film 50 which rests on the top of the base support 2. The dowel screws 33 are inserted through the dowel shafts 39 and screwed into the dowel nuts 32 on the upper side 6 of the base support 2, penetrating the separating film 50 and tightened with a predetermined torque. In order to fasten the carriageway slab 3 on the base support 2, the dowel screws 33 and dowel shafts 39 are passed through the openings 27 with in-situ concrete or a suitable one Potted fastening material. Each subsequent carriageway slab 3 is connected in an articulated manner to the previous carriageway slab 3 which has already been laid, in that a bolt 21 is inserted through the through bores of each pair of link plates 20 and longitudinal stiffening web 17 of the mutually facing ends of adjacent carriageway slabs 3. This bolt 21 is inserted through the elongated opening 31, which is formed by the recesses 11 in the carriageway sheets 9 of adjacent carriageway plates 3, into the through bores of the brackets 20 and webs 17 of the longitudinal braces 15. A nut 23 is then screwed onto the screw thread of each bolt 21 from the respective outside and each bolt 21 is tightened with a predetermined torque.

The mounting surfaces 14 and the coupling elements, i.e. H. the through holes in the tabs 20 and in the webs 17 of the longitudinal stiffeners 15 and the bolts 21 are machined precisely on conventional processing machines in order to achieve the specified dimensions with the specified tolerances.

The roadway plates 3 are thus connected to one another in an articulated manner, similar to the links in a chain.

Through this hinge-like joint connection of adjacent carriageway slabs 3, the following carriageway slab 3 is forcibly installed through the previous carriageway slab 3 up to its height or longitudinal inclination, so that during assembly only this longitudinal inclination is adjusted by a corresponding pivoting about the joint or bolt axis and must be measured using the four measuring points 28. The mechanically processed, positively guided connection of the individual steel carriageway plates 3 creates the guideway in the prescribed guideway geometry and in the prescribed tolerance requirements.

Alternatively, the guideway girders 1 can be individually preassembled in a factory by laying and fastening the carriageway slabs 3 on the basic girders 2, which are still separate from one another, in the same manner as described above become. As already mentioned above, the first carriageway slab 3 must be completely measured on each base support 2. The subsequent carriageway slabs 3 can then be installed in a positively driven manner again. The prefabricated guideway girders 1 are brought to the installation location and are mounted there in their desired position.

Claims

claims

1.

Track support for forming a track for track-guided vehicles, in particular for magnetic levitation trains, with an upper side facing the vehicle in the operating state, two lateral, transverse to the longitudinal direction of the track at a predetermined distance and extending along these mounting surfaces for attaching functional components, and with a bottom that can be placed on a substructure or at ground level, characterized in that it is formed from a base support (2) and road slabs (3) made of steel, which are made separately and can be placed on and attached to the base support (2), the top sides (8 ) of the carriageway slabs (3) form the top of the guideway girder (1) and the underside of the base girder (2) forms the underside of the guideway girder (1) that the width of each carriageway slab (3) corresponds to the specified distance of the mounting surfaces (14) and each fa hrbahnplatte (3) forms these fastening surfaces (14), and that each carriageway plate (3) is shorter in the longitudinal direction of the path than the base support (2) and has on its sides transverse to the longitudinal direction of the coupling elements (20, 21, 17) with which neighboring Roadway plates (3) can be connected to one another in the form of hinge-like joints and, when not yet fastened to the base support (2), can be pivoted relative to one another about a pivot axis which runs along the plane of the roadway plate.

Second

Track support according to claim 1, characterized in that the base support (2) is made of reinforced concrete or prestressed concrete.

Third

Track support according to claim 2, characterized in that the base support (2) has dowel nuts (32) in its upper side (6) into which, in the laid-on state, a roadway plate (3) for transmitting a thrust force between the roadway plate (3) and the base support ( 2) Can engage dowel screws (33) which can be screwed into the dowel nuts (32).

4th

Track support according to claim 1, characterized in that the base support (2) is manufactured as a steel welded part or as a cast steel welded part.

5th

Track support according to claim 4, characterized in that the base support (2) is screwed to the track slabs (3).

6th

Track support according to one of claims 1 to 5, characterized in that the track plates (3) are produced as a welded part, as a cast part or as a welded cast part.

7th

Track support according to one of claims 1 to 6, characterized in that the track slabs (3) for a straight track section are all rectangular and of equal length.

8th.

Track carrier according to one of claims 1 to 6, characterized in that the roadway plates (3) are trapezoidal for a curved track section, the edges (10) running transversely to the longitudinal track direction being inclined at a respectively predetermined angle to the longitudinal track direction.

9.

Track carrier according to one of claims 1 to 8, characterized in that the track plates (3) are approximately 2800 mm wide and up to approximately 3000 mm long.

10th

Track carrier according to one of claims 1 to 9, characterized in that each track plate (3) has four measuring points (28) on its upper side (8), each of which is arranged near a corner of the track plate (3).

11th

Track support according to one of claims 1 to 10, characterized in that the hinge-like joints have bolts (21).

12th

Track support according to one of claims 1 to 11, characterized in that each track plate (3) has recesses (27) in its upper side (8) in which solar cells can be fastened.

13.-

Track support according to one of claims 1 to 12, characterized in that the base support (2) is part of an existing structure.

14th

Track support according to claim 13, characterized in that the base support (2) is part of a building.

15th

Dowels for the shear-resistant connection of a prefabricated concrete component to a component cast in situ on one of its surfaces, in particular for use in a guideway girder according to claim 3 or one of claims 6 to 14 in conjunction with claim 3, with a dowel nut (32), the a blind threaded bore (35) and an annular recess extending around it (38) and is provided for concreting into a surface of the prefabricated component, a dowel screw (33), one end of which is provided with an external thread (36) and forms a screw connection with the blind threaded bore (35) and the latter the other end has a radially projecting head (37), and with a hollow, cylindrical dowel shaft (39), the inside diameter of which is larger than the outside diameter of the outside thread (36) of the dowel screw (33) and which has a first end which can be inserted into the recess (38) and has a second end (40) which forms a contact surface for the head (37) of the dowel nut (32), the dowel shaft

(39) is intended for casting in in-situ concrete.

16th

Dowel according to claim 15, characterized in that the radially inner wall of the recess (38) tapers radially inwards towards its opening.

17th

Dowel according to claim 15 or 16, characterized in that the second end of the dowel shaft (39) has a radially outwardly projecting thickening (40).

18 ..

Dowel according to one of claims 15 to 17, characterized in that the inner wall of the dowel shaft has an internal thread (46) that can be brought into screw engagement with the external thread (47) of a screw (48), the external diameter of the threaded part (47 ) of the screw (48) is larger than the outer diameter of the blind threaded bore (35).

19th

Method for producing a guideway for track-guided vehicles, in particular for magnetic levitation trains, with the following steps: a) providing base supports (2) and steel carriageway plates (3) according to one of claims 1 to 14 at the installation location; b) assembling at least a first base support (2) in its desired position; c) laying a first carriageway slab (3) on the first base support (2) in its desired position and securing the carriageway slab (3) on the base support (2); d) Laying each subsequent carriageway slab (3) on the corresponding base support (2) by hinging it to the previous carriageway slab (3), pivoting it into its desired height and then fastening it to the base support (2).

20th

Method for producing a guideway for track-guided vehicles, in particular for magnetic levitation trains, with the following steps: a) providing base supports (2) and carriageway slabs (3) made of steel according to one of claims 1 to 14 in a plant; b) Prefabrication of guideway girders (1) in the factory, each with the following steps: ba) Laying a first carriageway slab (3) on a base girder (2) in its desired position and fastening the carriageway slab

(3) on the base support (2); bb) laying further carriageway slabs (3) on the base support (2), in that each subsequent carriageway slab (3) is hingedly connected to the previous carriageway slab (3), pivoted into its desired height and then fastened to the base support (2); c) transporting the prefabricated guideway girders (1) to the installation site; d) Assemble each guideway girder (1) in its target position.

21.

A method according to claim 19 or 20, characterized in that at least some of the functional components are fastened to the fastening surfaces (14) of the carriageway slabs (3) before the carriageway slabs (3) are laid on the base supports (2).

22nd

Method for exchanging roadway plates (3) made of steel in a route made according to the method according to one of claims 15 to 17 for track-guided vehicles, in particular magnetic levitation trains, the hinge joints being formed by bolts (21), with the following steps: a) removing the bolt (21) from the articulated connections; b) detaching the carriageway slab (3) to be replaced from the base support (2); c) removing the slab (3) to be replaced; d) deep-freezing the carriageway slab to be changed (3); e) placing the carriageway slab (3) to be changed on the base support (2); f) Allowing the exchanged carriageway slab (3) to warm up. g) inserting the bolts (21) into the articulated connections to the adjacent roadway plates (3); h) attaching the replaced track plate (3) to the base support (2);