Concrete support of a magnetic levitation train

Abstract

A concrete support (1) of a magnetic levitation train comprises two side supports (2), which are interconnected at least in part and form a travel path for the magnetic levitation train. Each side support (2) has at least one protrusion (3, 4), and on the protrusion (3) a reaction rail (8) of the drive of the magnetic levitation train is disposed, the reaction rail running in the longitudinal direction of the concrete support (1). The reaction rail (8) of the side support (2) is formed of a plurality of reaction rail elements (8.1) strung together. Each of the reaction rail elements (8. 1) is straight. For curve segments, the concrete support (1) is curved at least about its vertical axis and / or transverse axis and / or is twisted about its longitudinal axis, and on the curved concrete support (1) the reaction rail (8) forms, in the vertical direction and / or transverse direction, a polygon composed of the individual reaction rail elements (8.1).

Description

[0001] The present invention relates to a concrete support for a magnetic levitation train comprising two side supports which are at least partially connected to each other and form a track for the magnetic levitation train, wherein each side support has at least one cantilever and a reaction rail of the drive of the magnetic levitation train extending in the longitudinal direction of the concrete support is arranged on the cantilever.

[0002] From DE 10 2008 005 888 A1, a magnetic levitation train is known with a guideway containing a plurality of supports arranged one behind the other in a single direction of travel, each equipped with stator assemblies. A vehicle contains a first magnet system which, together with the stator assemblies, forms a long-stator linear motor and which, during operation of the vehicle, is spaced apart from the stator assemblies by a support gap that induces the levitation state. There are gaps between the side sections of the support and the stator assemblies and windings, which, in the exemplary embodiment, are mounted on both sides of the guideway. While the distances between the side sections and the stator assemblies are constant throughout a straight section of the guideway, in curved sections of the guideway, the distances depend on the curve radii. This is a consequence of the fact that the guideway supports have a comparatively large length, e.g., approximately...The girders have spans of 9 m to 25 m and are generally only slightly or not at all curved. The girder's side sections are designed as polygonal ribs, and only the vehicle platform of the girder, which encloses the top chord, is shaped according to the radii of the track. This results in varying clearances along the girder's length, with the differences increasing as the curve radius decreases. According to DE 10 2008 005 888 A1, this is detrimental to the transmission of sound to the track. It is also detrimental to the girder's structural integrity and the operation of the linear motor, where it is crucial that the support gap and the overlap of the magnet system with the stator assemblies remain as consistent as possible. Furthermore, connecting the straight girder side sections to the individually curved top chords is a complex process.

[0003] From DE 10 2013 111 268 A1, a track support is known in which the vehicle's support structure is guided in a cavity of the track support. Two C-shaped side supports are connected to each other at the lower cantilever. A reaction rail is arranged below the upper cantilever, which interacts with a stator of the vehicle. A sliding surface is provided on the lower cantilever of each support, on which the vehicle can rest. This document does not disclose the design of the track support in curved sections.

[0004] CN 108 330 753 A discloses a magnetic levitation track system comprising a pillar, a magnetic rail, an aluminum induction plate, and a trough support. The trough support is guided laterally by two U-beam units through the lower wing end of the U-beam. A conductor rail, corresponding to the magnetic rail, is mounted on the lower wing of the U-beam.

[0005] DE 43 22 074 A1 discloses a design for straight roadway elements in which two I-beams with longer inner upper legs are connected by profiles. The document discloses stators for curved roadway elements, which are arranged at fastening points to correspond with bores of retaining devices.

[0006] EP 1 070 786 A2 discloses a steel or concrete girder. This girder is designed for the construction of a track system for a magnetic levitation train. It has at least two parallel stators for a long-stator linear drive. Furthermore, three types are proposed for the central stator stacks between the inner and outer stator sections: "first," "second," and "third" stator stacks. The length of the "first" stator stacks corresponds to the standard dimension, while the "second" stacks are longer and the "third" stacks are shorter than the "first."

[0007] The object of the present invention is therefore to create a concrete support for a magnetic levitation train with reaction rails arranged on it, which enables the operation of the magnetic levitation train even in curved sections without problems and avoids the aforementioned disadvantages.

[0008] The problem is solved by a concrete support for a magnetic levitation train with the features of claim 1.

[0009] The concrete support structure for a magnetic levitation train according to the invention comprises two side supports that are connected to each other, at least partially. The side supports are preferably designed and arranged relative to each other such that they form a cavity that is open at least upwards, within which a vehicle of the magnetic levitation train can be guided along the side supports. The passenger cabins of the vehicle are located above the concrete support structure, while the drive and support elements of the vehicle are guided along the two side supports. The side supports thus form a track for the vehicle of the magnetic levitation train.

[0010] Each side girder has at least one cantilever extending from a substantially vertical web of the girder. A reaction rail for the magnetic levitation train's drive system, running longitudinally along the concrete girder, is located on the cantilever, and in the case of multiple cantilevers, particularly on the uppermost cantilever when installed. The drive system thus uses a short-stator design, with the short stator located on the vehicle and the reaction rail on the track. The reaction rail of the side girder is formed from a multitude of reaction rail elements connected in series. Each reaction rail element is straight. This is also the case in curved sections. In contrast, the concrete girder is curved around its vertical and / or transverse axis and / or twisted around its longitudinal axis in curved sections.Accordingly, the reaction rail forms a polygon from the individual reaction rail elements on the curved concrete beam in the vertical and / or transverse direction.

[0011] The proposed design of the concrete beam and the track enables comfortable, smooth, and energy-efficient operation of the magnetic levitation vehicle. The load-bearing capacity of the concrete beam is optimally utilized because the reaction rail elements form only short sections of the polygon, thus ensuring a consistently sufficient overlap with the stator located within the vehicle. Furthermore, the attachment of the short reaction rail elements to the side beams is simple and stable in terms of design, assembly, and replacement. Individual curvatures of the concrete beam, both horizontally and vertically, therefore have no impact on the design of the reaction rail elements. These can be mass-produced and supplied with consistent quality. Replacing defective reaction rail elements is also straightforward.

[0012] It is particularly advantageous if the cantilevers of the two side supports face each other. This allows the magnetic levitation train to be guided between the two side supports. The support and drive elements of the magnetic levitation train, especially the reaction rails, located along the track, engage with the corresponding components of the vehicle. This enables a very compact design for the magnetic levitation train.

[0013] In a further advantageous embodiment of the invention, the reaction rail elements are arranged below the cantilevers. This enables a very stable mounting of the reaction rail elements on the side supports. Furthermore, the reaction rail elements are largely protected from environmental influences at this location. For example, rain and snow are kept away from the reaction rail elements by the cantilevers that cover them.

[0014] In an advantageous embodiment of the invention, if the two side supports are each essentially C-shaped with two cantilevers, and the reaction rail with its reaction rail elements is arranged on the underside of the upper cantilever, a very stable construction of the side supports is achieved. Due to their C-shaped design, the side supports are very torsionally rigid. Preferably, the open ends of the cantilevers of the two side supports point towards each other. The two cantilevers can perform different functions with regard to supporting the vehicle. For example, the upper cantilever can accommodate the corresponding load-bearing and drive elements of the vehicle, particularly during travel, while the lower cantilever can support the vehicle, particularly when stationary. Further cantilevers on the side support are not precluded by this. For example, the side supports can each also be T-shaped.The essential feature of this advantageous design is that at least two cantilevers of the two side beams face each other.

[0015] It is particularly advantageous if the reaction rail is arranged on the surface of the upper cantilever facing the lower cantilever. With respect to the vehicle guided in the track, the reaction rail is thus located above the vehicle's short stator. To move the vehicle, it is lifted towards the reaction rail and therefore hovers. Furthermore, the reaction rail is protected from the elements, such as rain or snow, at this location.

[0016] Adjacent, consecutive reaction rail elements are spaced apart along the longitudinal direction of the side beam. This spacing between adjacent reaction rail elements compensates for changes in length caused by differing ambient temperatures affecting the concrete beam and the reaction rail elements, as well as temperature changes within the reaction rail elements themselves during operation of the short stator drive. Damage to the reaction rail elements is not expected as a result.

[0017] The spacing is preferably chosen to be large enough that the expected changes in length do not lead to contact between adjacent, successive reaction rail elements or to an unacceptably large distance between adjacent reaction rail elements. It is particularly advantageous if the spacing is less than 100 mm, preferably less than 10 mm. If the spacing were too large, interruptions in the propulsion of the magnetic levitation vehicle could occur. If the spacing were too short, problems with damage due to changes in length of the reaction rail elements could arise.

[0018] On the outer side support of the curve, the reaction rail elements are spaced further apart than on the inner side support. This allows for the use of identical reaction rail elements throughout the curve. Different lengths of reaction rail elements are therefore unnecessary.

[0019] It is also advantageous if the respective reaction rail element has a length between 1 m and 6 m, preferably approximately 2 m. When using such reaction rail elements, a polygon is formed in curved track sections, which is able to deviate only minimally from the curved line of the track. This results in only a small offset between the reaction rail elements and the vehicle's stator. The vehicle's operation is thus energy-efficient and comfortable for the passengers.

[0020] To align with the lengths of the side supports and prevent overlaps of the reaction rail elements at the ends of the side supports, it is advantageously provided that the length of the reaction rail elements of a side support, plus the intended spacing between the reaction rail elements, is an even fraction of the support length. Since the length of the reaction rail elements should preferably always be the same, this allows the spacing between successive reaction rail elements of a side support to be varied such that the reaction rail elements used in a side support are flush with the side supports or, if necessary, arranged with a suitable gap that can still be traversed by the magnetic levitation vehicle.

[0021] It is also advantageous if the reaction rail element is attached to the upper cantilever with screws. Screwing the reaction rail element to the upper cantilever of the respective side support enables quick assembly. This also allows for the quick and easy replacement of damaged reaction rail elements. Pre-drilled and standardized screw holes in the side supports further accelerate the assembly and replacement of the reaction rail elements.

[0022] It is also advantageous if the reaction rail element is arranged at a support area of ​​the upper cantilever. The support area is designed such that the reaction rail or the respective reaction rail element rests against a defined surface of the upper cantilever. This surface is preferably designed so that the reaction rail can be securely attached to the cantilever.

[0023] It is also advantageous if the support area has a horizontal and / or a vertical contact surface for the reaction rail or reaction rail elements. This contact surface allows forces that the reaction rail must absorb during vehicle propulsion to be transferred into the cantilever of the side support. This prevents the reaction rail from shifting relative to the side support. In particular, it is advantageous if the contact surface is designed as a continuous or interrupted polygon, so that the straight reaction rail elements can bear against the cantilever either fully or in sections.

[0024] It is also advantageous if the bearing area is machined. In this case, the reaction rail can be positioned very precisely on the cantilever of the side support. Preferably, the horizontal and / or vertical stop surface is completely or partially machined, in particular by milling or grinding.

[0025] It is particularly advantageous if the support area is shorter than the corresponding length of the reaction rail. This reduces the contact area to be machined at the support point, and the reaction rail can still be statically determinately attached to the cantilever.

[0026] Furthermore, it is advantageous if a sliding surface is arranged on the cantilever, particularly on the lower cantilever. In the event of an emergency stop, the magnetic levitation train can then rest on this sliding surface and glide to a standstill. It is therefore also advantageous if the sliding surface is made of a wear-resistant material, such as stainless steel. The sliding surface can also serve as a platform for the train's pantograph to glide along it, thus drawing current from the track.

[0027] It is particularly advantageous if a conductor rail is combined with the sliding surface. Since the stator in a short-stator drive must be supplied with power, this can be achieved via the conductor rail on the lower projection of the side support. The vehicle contacts the conductor rail with a suitable current collector and is supplied with power. Preferably, a sliding surface is integrated into the conductor rail. The vehicle can rest on the sliding surface when stopped or use it for braking and slide to a standstill. This may be necessary in the event of a power failure or in the case of an intended stop, for example, in a train station.

[0028] It is also extremely advantageous if the sliding surface and / or the conductor rail is curved to match the curvature of the concrete beam. Since the vehicle is guided along the curved concrete beam, sliding and / or current collection at the rail can be particularly reliable if the conductor rail, like the concrete beam, is curved.

[0029] It is advantageous if the conductor rail is mounted on supports, particularly on sleepers of the lower cantilever, especially using a clamping device. This allows for reliable and simple attachment of the conductor rail to the concrete beam or to the side beam of the concrete beam. The conductor rail, optionally together with the sliding surface, can be attached to the cantilever or, preferably, to the sleeper provided for this purpose, similar to a railway track. The preferably clamped conductor rail to the sleeper allows for harmless thermal expansion of the conductor rail without causing damage. Furthermore, this method simplifies the installation of the conductor rail.

[0030] It is also advantageous if a bearing for the concrete beam is arranged at one end of the side beam and / or at a connecting element. In one embodiment, the bearing can consist of a fixed bearing at one end and a sliding bearing at the other end of one side beam, or a free bearing at each end. The concrete beam, in which both side beams are at least partially connected and thus form a unit, can therefore be supported in a statically determinate manner. While the first side beam, for example, has a fixed bearing and a sliding bearing, the second side beam of the concrete beam has two free bearings. This allows for expansion of the concrete beam without causing stress on its supports. Of course, it is also possible for one side beam to have a fixed bearing and a free bearing, while the other side beam has a sliding bearing and a free bearing.

[0031] It is also advantageous to have a fixed bearing and a free bearing at one end of the concrete beam and a sliding bearing and a free bearing at the other end. These bearings can be located either on the side beams or on connecting elements where the side beams are section by section connected to each other.

[0032] It is also particularly advantageous if the bearings of the concrete beam are arranged at an angle to allow for camber in curved sections. This makes it possible for the columns or foundations on which the concrete beam rests to be manufactured in a largely standardized manner at the contact points with the concrete beam.

[0033] The concrete beam is preferably designed according to the preceding description, whereby the mentioned features may be present individually or in any combination.

[0034] Further advantages of the invention are described in the following exemplary embodiments. These show: Figure 1 a front view of a concrete beam according to the invention, Figure 2a a front view of the upper projection of a side beam, Figure 2b a front view of the lower projection of a side beam, Figure 3 a section III of the concrete beam made of Figure 1 and Figure 4 a section IV of the concrete beam made of Figure 1 .

[0035] In the following description of the alternative embodiments shown, the same reference numerals are used for features that are identical and / or at least comparable in their design and / or function to other embodiments of this application. Unless these are explained in detail again, their design and / or function corresponds to the design and function of the features already described above. Positional references, such as top or bottom, or upper or lower surface, refer to the position in the intended, usable installed state.

[0036] Figure 1Figure 1 shows an end view of an example of a concrete beam 1 according to the invention. A side beam 2, manufactured as a precast concrete element, is arranged at each of the two lateral edges of the concrete beam 1. Each of the side beams 2 is C-shaped with an upper cantilever 3 and a lower cantilever 4. The two open ends of the cantilevers 3 and 4 point towards each other. The side beams 2 are spaced apart from one another and are connected section by section by a connecting element 5. The connecting element 5 is preferably made of concrete and fixes the two side beams 2 in the desired position relative to each other.

[0037] A cavity 6 is created between the two side girders 2 by their arrangement. A magnetic levitation vehicle 7, indicated by a dashed line, is propelled and guided within this cavity 6. The passenger cabin of the magnetic levitation vehicle 7, on the other hand, is located above the concrete girder 1.

[0038] A reaction rail 8 is arranged on the underside of the upper cantilever 3 of each side support 2. It is fastened to the upper cantilever 3 by screws 9. The reaction rail 8 is part of a linear motor that lifts, supports, and drives the magnetic levitation vehicle 7. The reaction rail 8 interacts with a short stator (not shown) located in the magnetic levitation vehicle 7.

[0039] A conductor rail 10 is arranged on the upper surface of the lower cantilever 4 of each side support 2. The conductor rail 10 is attached to a sleeper 12 by means of a clamping device 11. A plurality of such sleepers 12 are attached along the upper surface of the lower cantilever 4 or preferably integrated into the lower cantilever 4. The magnetic levitation vehicle 7 draws the current required for propulsion from the conductor rail 10 in a manner not shown. The conductor rail 10 also has a sliding surface 13 on which the magnetic levitation vehicle 7 can brake and / or come to rest. The sliding surface 13 can be integrated into the conductor rail or attached to the conductor rail 10 as a separate component.

[0040] Two bearings are arranged on the underside of the lower cantilever 4 of each side beam 2. In the illustration of the Figure 4Only one bearing is visible for each side beam 2. A fixed bearing 14, with no degrees of freedom, is arranged below the side beam 2 shown on the left. The concrete beam 1 is defined by this fixed bearing 14, for example, by being attached to a base or a column on the substrate. A free bearing 15 is arranged below the side beam 2 shown on the right. The free bearing 15 allows the concrete beam 1 to move with two degrees of freedom. Changes in length of the concrete beam 1 in the transverse direction can thus be accommodated without prestressing.

[0041] In the embodiment shown here, the fixed bearing 14 and the free bearing 15 are each arranged on an inclined bracket 16. The bracket 16 allows the concrete beam 1 to be placed on a counter bearing, for example, one that is horizontally oriented. A corresponding base or support can thus always be of the same design at the interface with the concrete beam 1. Only the individually manufactured concrete beam 1 therefore precisely follows the alignment of the track in both the horizontal and vertical directions.

[0042] In Figure 2aFigure 1 shows a front view of the upper cantilever 3 of one of the side supports 2. The reaction rail element 8.1, which is an element of the reaction rail 8 from Figure 1, is attached to the underside of the upper cantilever 3 by screws 9. The screws 9 protrude through the upper cantilever 3, allowing the reaction rail element 8.1 to be mounted and inspected from above. The reaction rail element 8.1 rests against a horizontal stop surface 17 of a support area. This support area is preferably machined at the stop surface 17, in particular milled or ground, thus forming a defined bearing surface for the reaction rail element 8.1. This is particularly advantageous so that the reaction rail element 8.1 can assume a position in which the stator of the magnetic levitation vehicle 7 can interact with the reaction rail element 8.1 for the propulsion of the magnetic levitation vehicle 7 with minimal loss.The reaction rail element 8.1 rests laterally against a vertical stop surface 18 of the upper cantilever 3. Particularly during cornering maneuvers of the magnetic levitation vehicle 7, this ensures that the reaction rail element 8.1 maintains its position against the upper cantilever 3 and that the resulting forces can be transferred into the concrete beam 1. The illustration clearly shows that the bearing area of ​​the reaction rail element 8.1 at the stop surfaces 17 and 18 is shorter than the corresponding length of the reaction rail element 8.1. This reduces the area to be machined, saving machining costs and time.

[0043] Figure 2bFigure 1 shows an end view of the lower cantilever 4 of one of the side girders 2 of the concrete girder 1. A plurality of identical sills 12 arranged along the upper surface of the lower cantilever 4 are shown. The sill 12 can either be attached to the lower cantilever 4 as a separate component or it can be formed as an integral element of the lower cantilever 4.

[0044] The conductor rail 10, and consequently also the sliding surface 13, is attached to the sill 12 by means of the clamping device 11. Clamping the conductor rail 10 to the sill 12 compensates for changes in length caused by heating of the conductor rail 10 or the concrete beam 1 or side beam 2. If the clamping force is overcome by these changes in length, the conductor rail 10 moves along the lower cantilever 4 without being damaged.

[0045] The conductor rail 10 serves, on the one hand, to draw the current required to drive the magnetic levitation vehicle 7. On the other hand, the conductor rail 10 also has the sliding surface 13 on which the magnetic levitation vehicle 7 can rest. To brake the magnetic levitation vehicle 7, particularly for a scheduled stop, for example in a station, but especially when the linear drive is de-energized, the vehicle is no longer held in a levitating state, but rests on the sliding surface 13 of the conductor rail 10. The conductor rail 10, which is made of a material that has particularly good electrical conductivity, for example aluminum, is therefore preferably equipped with a friction-resistant material, for example steel, on the sliding surface 13.

[0046] In Figure 3 is a section III of the concrete beam 1 from Figure 1The figure shows a view from below of the upper cantilevers 3 of the concrete beam 1. According to this figure, the concrete beam 1 is curved in the horizontal direction. A plurality of reaction rail elements 8.1 of the reaction rail 8 are attached to each side beam 2. Each reaction rail element 8.1 is screwed to the upper cantilever 3 with four screws 9. It rests against the bearing area 17 and the stop surface 18 of the respective upper cantilever 3.

[0047] As can be seen from this illustration, the concrete beam 1 and the side beams 2 are curved. The inner side beam 3, for example, has a length L. The reaction rail elements 8.1, on the other hand, are straight and thus form a polygon that approximates the curved concrete beam 1. The individual reaction rail elements 8.1 each have the same length I. The side beam 2 located in the inner part of the curve is shorter than the side beam 2 located in the outer part of the curve. The illustration in Figure 3However, this is not to scale. The differences in actual side supports 3 are far less pronounced. The reaction rail elements 8.1 of both the inner and outer side supports 2 each have the same length I. The distance a between two successive reaction rail elements 8.1 on the inner side support 2 is therefore less than the distance A between two consecutive reaction rail elements 8.1 on the outer side support 2. The length I of the reaction rail elements 8.1 is between 1 and 6 meters, preferably 2 meters. The distance a or A should be less than 100 millimeters, preferably less than 10 millimeters, to ensure trouble-free propulsion of the magnetic levitation vehicle 7. The preferred length I of the reaction rail elements 8.1 of a side support 2 plus the intended distance a or A between the reaction rail elements 8.1 is an even fraction of the beam length L. Thus, the reaction rail elements 8.1 are abutted by the side beams 2. No reaction rail elements 8.1 overlap at the joint of two consecutive side beams 2.

[0048] Figure 4 shows section IV of concrete beam 1 from Figure 1 In particular, one of the two side beams 2, manufactured as a precast concrete element, is shown here. According to this illustration, side beam 2 has a curvature in the vertical direction. This curvature can, if required, also be combined with the horizontal curvature according to... Figure 3The horizontal or vertical curvature can be present in side support 2. Alternatively, the horizontal or vertical curvature can, of course, also be provided in side support 2 alone, if required. Twisting of the side support 3 in its longitudinal direction is also possible, either alone or additionally. The specific shape of the side support 3 depends in particular on the alignment of the track.

[0049] A plurality of reaction rail elements 8.1 are attached to the upper cantilever 3 with screws 9. They are spaced apart from each other at a distance A. This ensures that thermal expansion does not cause damage to the reaction rail elements 8.1.

[0050] A plurality of sleepers 12 are arranged on the lower cantilever 4. The conductor rail 10 is attached to each of the sleepers 12 by means of the clamping device 11. The sleepers 12 can also be simply machined attachment points on the side beam, which are largely flush with the lower cantilever. The conductor rail 12 and, if applicable, the guide rail 13 arranged on it, is bent in a horizontal and / or vertical and / or twisted direction according to the curvature of the side beam 2.

[0051] The side beam 2 is connected to its adjacent side beam 2 (not shown) by the connecting element 5. In this embodiment, the connecting element 5 is arranged at both ends of the side beam 2. Of course, several of these connecting elements 5 can also be provided along the side beam 2 to create a stable connection between the two side beams 2. The concrete beam or roadway beam is preferably constructed in multiple sections. The connecting elements 5 can be individually manufactured components that are connected to the side beams 2. In particular, more than two side beams 2 are also possible, with several of the side beams 2 being connected to each other longitudinally.

[0052] At each end of side support 2, a bearing is arranged on brackets 16. The fixed bearing 14 is located at the left end of side support 2. Figure 1With this fixed bearing 14, the side beam 2, and thus the entire concrete beam 1, is fixed to the substrate, a column, or a base without any degree of freedom. At the right end of the side beam 2 is a sliding bearing 19, which preferably has only one degree of freedom. This allows longitudinal expansion of the side beam 2, and thus of the concrete beam 1, without prestressing. Through its interaction with the two free bearings 15 of the adjacent side beam 2 (see Figure 1 ) expansion of the concrete beam 1 in all directions is possible without causing tension or damage.

[0053] The present invention is not limited to the embodiments shown and described. Modifications within the scope of the claims are possible, as is a combination of the features, even if these are shown and described in different embodiments. Reference symbol list

[0054] 1 Concrete beam 2 Side beam 3 Upper cantilever 4 Lower cantilever 5 Connecting element 6 Cavity 7 Magnetic levitation vehicle 8 Reaction rail 8.1 Reaction rail element 9 Screws 10 Conductor rail 11 Clamping device 12 Sill 13 Sliding surface 14 Fixed bearing 15 Free bearing 16 Bracket 17 Stop surface 18 Stop surface 19 Sliding bearing L Length of side beam L Length of reaction rail element A, a Spacing

Claims

1. Concrete girder of a magnetic levitation railway, comprising - two side girders (2) which are connected to one another at least in sections and form a guideway for the magnetic levitation railway, - wherein each side girder (2) has at least one cantilever (3, 4) and, at the cantilever (3), a reaction rail (8) of the drive of the magnetic levitation railway extending in the longitudinal direction of the concrete girder (1) is arranged, - wherein the concrete girder (1) is curved for curved sections at least about its vertical and / or transverse axis and / or twisted about its longitudinal axis, characterized in that - the reaction rail (8) of the side girder (2) is formed from a multiplicity of reaction rail elements (8.1) arranged in series, - each of the reaction rail elements (8.1) is of straight design, - the individual reaction rail elements (8.1) each have the same length (I), and - the reaction rail (8) on the curved concrete girder (1) forms, in the vertical and / or transverse direction, a polygon from the individual reaction rail elements (8.1), - adjacent reaction rail elements (8.1) have, in the longitudinal direction of the side girder (2), a distance (a, A) from one another, and - on the outer-curve side girder (2) greater distances (A) between the reaction rail elements (8.1) are provided than on the inner-curve side girder (2).

2. Concrete girder according to the preceding claim, characterized in that the two side girders (2) are each substantially C-shaped with two cantilevers (3, 4) and the reaction rail (8) is arranged on the underside of the upper cantilever (3).

3. Concrete girder according to one or more of the preceding claims, characterized in that the distance (a, A) is less than 100 mm, preferably less than 10 mm.

4. Concrete girder according to one or more of the preceding claims, characterized in that the reaction rail element (8.1) has a length (I) between 1 m and 6 m, preferably of about 2 m.

5. Concrete girder according to one or more of the preceding claims, characterized in that the length (I) of the reaction rail elements (8.1) of a side girder (2), plus the intended distance (a, A) between the reaction rail elements (8.1), is an even-numbered part of the girder length (L).

6. Concrete girder according to one or more of the preceding claims, characterized in that the reaction rail element (8.1) is arranged in a bearing region of the cantilever (3).

7. Concrete girder according to one or more of the preceding claims, characterized in that the bearing region has a horizontal and / or a vertical abutment surface (17, 18) for the reaction rail (8).

8. Concrete girder according to one or more of the preceding claims, characterized in that the bearing region is mechanically machined.

9. Concrete girder according to one or more of the preceding claims, characterized in that the bearing region is shorter than the corresponding length of the reaction rail (8).

10. Concrete girder according to one or more of the preceding claims, characterized in that a sliding surface (13) is arranged on the cantilever (3, 4), in particular on a further cantilever (4).

11. Concrete girder according to one or more of the preceding claims, characterized in that a conductor rail (10) is combined with the sliding surface (13).

12. Concrete girder according to one or more of the preceding claims, characterized in that the sliding surface (13) and / or the conductor rail (10) are bent in accordance with the curvature of the concrete girder (1).

13. Concrete girder according to one or more of the preceding claims, characterized in that the conductor rail (10) is arranged, in particular clamped, on receptacles, in particular on sleepers (12) of the lower cantilever (4).

14. Concrete girder according to one or more of the preceding claims, characterized in that the concrete girder (1) is of multipart design, in particular with more than two side girders (2) and a plurality of connecting elements (5) for the side girders (2).

15. Concrete girder according to one or more of the preceding claims, characterized in that a bearing for the concrete girder (1) is arranged on an end region of the side girder (2) and / or on a connecting element.

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