Structure for guiding a monorail track

Abstract

The present invention relates to a structure (1) for guiding a monorail track, comprising a superstructure embodied as a monorail support (2), a substructure (3) on which the monorail support (2) is supported, and a bearing arrangement (4) which is arranged between the monorail support (2) and the substructure (3). The bearing arrangement (4) comprises a support plate (5), which is firmly connected to the monorail support (2) and projects beyond it on both sides in the transverse direction, a bearing base (6), which is firmly connected to the substructure (3), two support structures, which are firmly connected to the bearing base (6) and surround the support plate (5) on two opposite sides in the transverse direction, and two claws, which are each firmly connected to one of the two support structures (12) and partially overlap the support plate (5) in the transverse direction. At least one lower bearing (24) embodied as a spherical bearing, cup bearing, cylindrical bearing, tilting bearing or linear tilting bearing is arranged between the carrier plate (5) and the bearing base (6). Two upper bearings (25) are arranged laterally in the transverse direction on opposite sides of the monorail support (2) next to said support between the claws and the support plate (5). The at least one lower bearing (24), the upper bearing (25) and the bearing arrangement (4) each have a degree of rotational freedom in the transverse direction of the monorail support (2) (y-axis).

Description

[0001] Structure for guiding a monorail

[0002] The present invention relates to a structure for guiding a monorail track comprising a superstructure designed as a monorail support, a substructure on which the monorail support is supported, and a bearing arrangement which is arranged between the monorail support and the substructure.

[0003] A monorail is a railway used for passenger or freight transport that runs on a single narrow track, also known as a monorail girder, (monorail) rail, or (monorail) undercarriage. The monorail girder is typically made of reinforced concrete or steel.

[0004] A structure for guiding a monorail of the type described above often has a monorail support which is mounted on supports and supported by bearing arrangements on substructures (often designed as pillars).

[0005] If the monorail girder is supported by only two bearing arrangements (i.e., one bearing arrangement at each end of the monorail girder), it is called a single-span girder. If, however, the girder extends over at least three bearing arrangements, it is a multiple-span girder. A joint typically forms between two monorail girders that adjoin each other at their longitudinal ends. This joint is also called a butt joint and must be traversed by a passing monorail train.

[0006] Following the usual convention, in the context of this publication the x-axis points in the direction of the longitudinal extension of the monorail support (longitudinal direction of the monorail support), the y-axis runs horizontally transversely to the longitudinal extension of the monorail support (transverse extension / transverse direction of the monorail support), while the z-axis marks the vertical.

[0007] The bearing arrangement of such a structure typically has no translational degrees of freedom along the y-axis and the z-axis. However, the thermal expansion of the monorail girder in its longitudinal extent (along the x-axis) is typically permitted. This is usually achieved by supporting the monorail girder on the substructure by means of several bearing assemblies, with exactly one of these bearing assemblies being designed as a fixed bearing (and thus having no translational degree of freedom along the x-axis), while all other bearing assemblies are designed as loose bearings (and thus have one translational degree of freedom along the x-axis).

[0008] Since the monorail girder deflects to a certain extent when a monorail train passes over it, it is advantageous if the bearing arrangement of a structure of the type described above has a rotational degree of freedom about the y-axis. However, the bearing arrangement should not have any rotational degree of freedom about the x-axis or, if applicable, the z-axis.

[0009] Preventing the monorail girder from twisting around the x-axis (i.e. preventing the bearing arrangement from rotating around the x-axis) presents a particular challenge for structures designed to guide monorail trains. This is because the monorail concept, according to which the monorail train is significantly wider than the narrow monorail girder / carriage beam, means that on the one hand large torques act on the monorail girder around the x-axis and on the other hand even a slight twisting of the bearing arrangement around the x-axis leads to a considerable deflection (tilting) of the monorail train. The bearing arrangement must therefore be suitable for transferring large torques around the x-axis from the monorail girder to the substructure with minimal bearing play.

[0010] Structures for guiding monorail tracks of the type described above have been known in the state of the art for many years.

[0011] For example, document CN 103696362 A describes a bearing assembly used in such a structure. The monorail track beam is connected to a bearing plate ("track beam 9"), which rests on two elastic support assemblies ("support assembly 2"). These support assemblies transmit the vertical force (in the z-direction) exerted by the monorail beam, dampen shocks and vibrations, and prevent harsh contact between the monorail beam and the substructure, thereby reducing noise and vibration.

[0012] The freedom of movement of the monorail travel beam and the bearing plate in the y-direction is limited by support blocks (3) arranged on both sides. Pressure plates (5) arranged on both sides overlap the bearing plate from above.

[0013] JP 2003 184 004 A discloses a structure for guiding monorail tracks with four bearing assemblies arranged at the four outer corners of the superstructure of the structure. The superstructure of the structure has two parallel monorail running beams that are connected to each other by cross braces, whereby rotation of the two running beams about their respective x-axis is prevented and corresponding rotational moments can be kept away from the bearing assemblies. The bearing assemblies are therefore each constructed in such a way that, during normal operation, forces in the y- and z-directions can be transmitted between the superstructure and substructure, but not torques about the x-axis.Against this background, the object of the present invention is to provide a structure for guiding a monorail of the type described at the outset, which is characterized by improved practical suitability, in particular with regard to service life, economic efficiency, resource requirements and travel comfort.

[0014] This object is achieved by a structure for guiding a monorail according to claim 1 and according to claim 23.

[0015] The structure for guiding a monorail track according to claim 1 comprises a superstructure designed as a monorail support, a substructure on which the monorail support is supported, and a bearing arrangement arranged between the monorail support and the substructure. The bearing arrangement comprises

[0016] - a support plate which is firmly connected to the monorail support and projects beyond it on both sides in the transverse direction,

[0017] - a bearing base which is firmly connected to the substructure, two support structures which are firmly connected to the bearing base and which enclose the support plate in the transverse direction on two opposite sides, two claws which are each firmly connected to one of the two support structures and which partially overlap the support plate in the transverse direction,

[0018] - at least one lower bearing, which is arranged between the carrier plate and the bearing base and is designed as a spherical bearing, pot bearing, cylindrical bearing, tilting bearing, or linear tilting bearing, and two upper bearings, which are arranged in the transverse direction on opposite sides of the monorail carrier laterally next to it between the claws and the carrier plate, wherein the at least one lower bearing, the upper bearings and the bearing arrangement each have a rotational degree of freedom in the transverse direction of the monorail carrier (y-axis).

[0019] In this way, a structure can be realized that is flat and wide in the transverse direction (relative to the monorail girder). Torques about the x-axis of the monorail girder are thus introduced into the substructure via a large lever arm via the bearing arrangement, by transferring an upward lifting force from the support plate to one of the two claws and a downward sinking force from the support plate via at least one subbearing to the bearing plate. Due to the relatively large lever arm, the forces transferred are relatively low, which enables a less material-intensive and therefore cheaper and more resource-efficient realization of the structure.Preferably, the extension of the support plate in the transverse direction (transverse extension of the support plate) is at least 1.2 times (particularly preferably at least 1.3 times) as large as the extension of the monorail support in the transverse direction (transverse extension of the monorail support). In this way, particularly large lever arms can be realized.

[0020] The present invention explicitly departs from the prior art described at the outset in that the carrier plate is supported on the substructure by means of a relatively rigid base bearing (spherical bearing, pot bearing, cylindrical bearing, tilting bearing) and no elastic support device is used. In this way, the bearing play of the bearing arrangement (in particular with regard to a rotation of the carrier plate about the x-axis) can advantageously be considerably reduced. A spherical bearing (also called spherical plain bearing, spherical bearing or ball-spherical bearing) comprises a concave lower part with a (spherical) spherical

[0021] (spherical segment-shaped) concave recess and a convex upper part accommodated therein with a convex spherical cap-shaped balling. Upper part and lower part can move against each other along three rotational degrees of freedom (i.e. along the x, y and z axes). To reduce the frictional resistance when the upper part rotates relative to the lower part, a (cap-shaped) sliding body is typically arranged between the two parts. The counter-rotating components of the bearing touch each other in a contact surface. The contact surface moves within the sliding surface (of the rotation).

[0022] A cylindrical bearing (also called a cylindrical plain bearing) is largely similar in design to a (ball) spherical bearing, with the difference that both the concave recess of the lower part and the cluster of the upper part, as well as the sliding body, are designed in the shape of a cylindrical segment. The cylindrical bearing is arranged in such a way that the cylinder axes of the recess and the cluster are oriented in the y-direction (i.e., in the transverse direction). Thus, the lower bearing, designed as a cylindrical bearing, has one rotational degree of freedom along the y-axis.

[0023] It goes without saying that both spherical bearings and cylindrical bearings can also be used in a horizontally mirrored configuration. For these horizontally mirrored bearings, the terms "upper part" and "lower part" should be interchanged accordingly.

[0024] The tilting bearing, on the other hand, has a so-called thrust piece, whose curved surface, depending on the bearing type, is designed as a spherical section (point tilting bearing) or a cylindrical section (linear tilting bearing). This curved surface is in contact with a so-called tilting plate, allowing rotational degrees of freedom along two horizontal axes (point tilting bearing) or along one horizontal axis (linear tilting bearing).

[0025] A pot bearing comprises a bearing pot with a disc enclosed within it, the so-called cushion, and a cover supported on the cushion. Under high pressure, the cushion behaves like an incompressible fluid and allows tilting movements of the cover and thus of the superstructure resting on it.

[0026] In this way it can be ensured that the cover (almost) does not sink into the cushion under purely vertical load and the pot bearing therefore (almost) does not give way in the z-direction. The cushion is advantageously made of natural rubber and / or has a diameter of 150 to 250 mm. The use of these rigid base bearings helps to largely prevent the support plate from twisting about the x-axis and thus from tipping the monorail train sideways. In addition, vertical sinking of the support plate (e.g. when a monorail train passes over the associated travel beam) is largely prevented, so that no vertical offset forms between two adjacent travel beams at the butt joint. This can significantly reduce the bumping or rattling when driving over the butt joint, which significantly benefits travel comfort.Surprisingly, travel comfort is increased precisely by moving away from the elastic support devices proposed in the prior art.

[0027] For the sake of completeness, it should be mentioned at this point that directional information such as "transverse direction", "transverse extension" or "longitudinal direction", "longitudinal extension" always refer to the orientation of the monorail support - even if there is no explicit reference to the monorail support.

[0028] In this case, the claws particularly advantageously overlap in the longitudinal direction (of the monorail support) by at least 60%, preferably at least 80%, particularly preferably at least 90% of the support plate.

[0029] In this way, the upward lifting force acting between the carrier plate and the claws can be transmitted to at least 60%, 80%, or 90% of the longitudinal extent of the carrier plate. The stresses occurring in the carrier plate are thus reduced. This also reduces the (elastic) deformation of the carrier plate induced by the lifting force, further reducing the bearing clearance of the bearing arrangement relative to a rotation of the monorail carrier / carrier plate around the x-axis.

[0030] Advantageously, the at least one sub-bearing has a vertical deflection of no more than 1.5 mm, in particular no more than 1.0 mm, in the serviceability limit state according to DIN EN 1990:2010-12. The vertical deflection in the serviceability limit state according to DIN EN 1990:2010-12 represents a measure of the stiffness of the at least one sub-bearing.

[0031] The smaller the vertical subsidence in the serviceability limit state according to DIN EN 1990:2010-12, the greater the stiffness of at least one sub-bearing.

[0032] The vertical subsidence is determined in the limit state of the

[0033] Serviceability according to DIN EN 1990:2010-12, by considering the structure according to the invention in the serviceability limit state according to DIN EN 1990:2010-12 and determining the vertical settlement relative to a reference position of at least one sub-bearing. The reference position of the sub-bearing corresponds to the state in which the sub-bearing is loaded neither by the support slab nor by the monorail girder.

[0034] Depending on the project-specific requirements, the vertical settlement of at least one sub-bearing in the serviceability limit state according to DIN EN 1990:2010-12 can be influenced by the dimensioning of the sub-bearing, whereby an increase in the pressure area of ​​at least one sub-bearing is accompanied by a reduction in the vertical settlement.

[0035] Alternatively, the stiffness of the at least one subbearing can also be defined via the maximum pressure during intended operation (i.e., in the serviceability limit state of the structure according to the invention according to DIN EN 1990:2010-12). The maximum pressure of the at least one subbearing during intended operation is defined as the quotient of the maximum vertical load on the at least one subbearing during intended operation (i.e., in the serviceability limit state of the structure according to the invention according to DIN EN 1990:2010-12) and the (smallest) pressure area of ​​the at least one subbearing.

[0036] When limiting the maximum pressure, all pressure surfaces within the at least one subbearing must be taken into account. A spherical or cylindrical bearing with only rotational degrees of freedom has a single pressure surface that moves within the rotational sliding surface. If the spherical or cylindrical bearing also has a translational degree of freedom, it also has a further pressure surface that moves within the translational sliding surface (plane sliding surface). The pressure surface to be considered for a subbearing is therefore in particular the contact surface of a plane (in particular chambered) sliding body with the adjacent bearing components, said contact surface moving within a plane sliding surface. The plane sliding body enables a translational degree of freedom for the subbearing and is described in EN 1337-2: 2004, Section 6.2.1.1 as a "Flat PTFE sheet".In the case of spherical and cylindrical bearings, the "projected area of ​​the curved sliding surface" A according to EN 1337-7:2004 (4) point 3.2.1 is also a pressure area to be considered, and in the case of pot bearings, the contact area between the pot bearing cover and the cushion.

[0037] Advantageously, the maximum pressure of the at least one sub-bearing during normal operation is a maximum of 60 MPa, in particular a maximum of 40 MPa. This constitutes a particularly rigid bearing within the meaning of the present invention, so that the advantages described above can be realized to a particularly high degree.

[0038] According to a further preferred embodiment of the invention, the at least one support is designed as a spherical bearing, cylindrical bearing, tilting bearing, or linear tilting bearing. Due to their specific design, such bearings have a defined axis of rotation around the y-axis, which also allows the rotation of the entire bearing arrangement around the y-axis to be more defined and precisely planned.

[0039] It is particularly advantageous for at least one subbearing to be designed as a spherical bearing or cylindrical bearing. The use of spherical bearings or cylindrical bearings allows for the best possible utilization of the available space, which can be beneficial for a flat and compact design of the bearing arrangement.

[0040] According to a further preferred embodiment of the structure according to the invention, the upper bearings are designed as cylindrical bearings or tilting bearings (in particular as linear tilting bearings).

[0041] In this way it is possible to ensure that the upper bearings each have a rotational degree of freedom along the y-axis with a defined axis of rotation. This also defines the axis of rotation of the entire bearing arrangement around the y-axis more precisely, which benefits the controllability of the behavior of the bearing arrangement. The inventive use of rigid lower bearings makes the use of rigid upper bearings (with defined axes of rotation) possible in the first place. This is because the rigid lower bearings almost prevent the carrier plate from sinking under load. This also means that the distance between the carrier plate and the claws remains constant and rigid upper bearings which do not have any elastic elements to compensate for a change in distance can be used.

[0042] Advantageously, the at least one lower bearing and the two upper bearings each have a translational degree of freedom in the longitudinal direction (x-axis) of the monorail support and optionally a translational degree of freedom in the transverse direction (y-axis) of the monorail support.

[0043] This applies regardless of whether the entire bearing arrangement is designed as a floating bearing or a fixed bearing. In both cases, it is advantageous if the upper bearing and at least one lower bearing do not transmit any forces in the plane spanned by the x- and y-axes during normal operation. This is because constraints within the respective upper or lower bearing that could be detrimental to service life can be avoided.

[0044] In a particularly preferred manner, the translational degree of freedom of the at least one lower support and the upper support in the longitudinal and / or transverse direction of the monorail support is provided by means of at least one sliding pair. Such sliding pairs can comprise flat, chambered sliding bodies, which are arranged in particular between the support plate and an upper part of the lower support or between one of the claws and an upper part of the upper support. The sliding bodies can be made in particular from PTFE (polytetrafluoroethylene) or UHMWPE (ultra-high molecular weight polyethylene).

[0045] Furthermore, it can advantageously be provided that the upper bearings and / or the at least one lower bearing can be preloaded in order to change the bearing clearance of the bearing arrangement.

[0046] Adjusting the preload of the upper or lower bearing means that the extension of the upper or lower bearing can be adjusted in the z-direction to eliminate any existing bearing play, which benefits the service life of the bearing in question as well as the entire bearing arrangement and travel comfort. In this context, a pot bearing designed as a stroke bearing can be used, whose preload (or stroke) can be changed by injecting a special silicone material.

[0047] According to a further advantageous embodiment of the invention, a sliding plate, particularly made of stainless steel, is arranged between the carrier plate and the support structures. The sliding plates serve to transmit forces in the transverse direction (along the y-axis) between the carrier plate and the support structure. In this way, such forces can be transmitted between the superstructure and substructure without having to be guided through the upper bearings or the at least one lower bearing, which enables compact, resource-saving dimensioning of the bearings.

[0048] Advantageously, the claws are designed as claw plates. It can be provided that the claw plates and the support structures each represent individual components that are firmly connected to one another by screwing or welding.

[0049] According to a further advantageous embodiment of the invention, the bearing base, the two support structures, and the two claws are each designed as separate components, with the bearing base, one of the two support structures, and one of the two claws being firmly screwed together by means of (at least) one threaded rod. In this way, the manufacturing process for the individual components can be simple and cost-effective, since complex geometries can be dispensed with (in favor of simple geometries).

[0050] Advantageously, the bearing base and the support structures have corresponding groove-shaped recesses in a contact area, wherein one of the groove-shaped recesses in the bearing base and the corresponding groove-shaped recess in a support structure together accommodate a feather key. This allows large horizontal (shear) forces to be transmitted between the support structures and the bearing base in a very space-saving and simple manner. It is immediately clear to a person skilled in the art that the dimensions of the corresponding recesses and the feather keys must be coordinated with one another. Groove-shaped recesses that extend along the y-axis are particularly suitable for transmitting forces along the x-axis. Forces along the y-axis are preferably transmitted by means of groove-shaped recesses that extend along the x-axis.

[0051] The fixed connection of the monorail support to the support plate is further preferably effected in that the bearing arrangement comprises two support blades arranged parallel to one another, wherein the support blades are fixedly connected to the support plate and form a U-shaped receptacle with the support plate, in which the monorail support is embedded, in that the monorail support is partially enclosed by the support blades on two opposite transverse sides.

[0052] With the help of the support blades, a particularly strong and torsion-resistant connection can be created between the monorail support and the support plate, whereby the rotational play of the monorail support about its longitudinal axis (x-direction) can be reduced to a minimum.

[0053] Furthermore, the support blades and the support plate are particularly preferably firmly connected to one another by means of welded joints or screw connections.

[0054] The first variant with a welded connection can be designed as a so-called in-situ variant. The monorail travel beam is connected to the support plate on site by reinforcing and concreting the area of ​​the monorail travel beam above the support plate on site (i.e. in-situ). The U-shaped section made up of the support plate and the welded-on support blades acts as formwork. The second variant with a screw connection can be designed as a so-called precast variant. The monorail travel beam is then firmly connected to the support blades and, if necessary, a separate base plate in the factory by grouting to form a single unit. This unit is then connected to the support plate using screws, which can shorten assembly times.

[0055] If the monorail travel beam overcomes a gradient and is thus arranged inclined in its longitudinal extent relative to the horizontal, according to a further advantageous embodiment it can be provided that the support blades are inclined in the longitudinal direction of the monorail beam (relative to the normal on the xy plane), in particular by a longitudinal inclination angle of less than 20 °.

[0056] If the longitudinal inclination of the support blades corresponds to the gradient-related inclination of the monorail support relative to the horizontal, it can be achieved in this way that the support blades extend advantageously perpendicular to the longitudinal extent of the monorail support.

[0057] In curved sections of a monorail line, the associated monorail supports are typically inclined about their x-axis toward the curve center. This inclination is also referred to as the transverse inclination of the monorail support. The upper running surface of the monorail support is inclined relative to the support plate. In this context, it may be advantageous for the support blades to be inclined in the transverse direction of the monorail support (relative to the normal on the xy plane), in particular by a transverse inclination angle of less than 20°.

[0058] Advantageously, it can also be provided that the

[0059] Claws, the support structures and the bearing base are firmly connected to each other by means of screw connections or welded joints.

[0060] According to a further advantageous embodiment of the invention, the bearing base comprises a bearing plate and a plurality of anchor bolts firmly connected to the bearing plate, by means of which the bearing base is anchored in the substructure. Particularly preferably, the anchor bolts are designed as headed bolts and / or as coarse-threaded reinforcing steel bolts.

[0061] Furthermore, it can advantageously be provided that the structure has exactly two sub-bearings.

[0062] Furthermore, it can be provided that the at least one lower bearing is arranged transversely between the two upper bearings, whereby the two upper bearings and the at least one lower bearing do not overlap in the transverse direction (in a vertical projection). The resulting central introduction of vertical forces from the at least one lower bearing via the bearing plate into the substructure can have a positive effect on the load situation within the substructure.

[0063] As already explained at the beginning, it is common practice to support monorail beams relative to the substructure via (at least) two bearing assemblies, with exactly one of these bearing assemblies being designed as a fixed bearing (without a translational degree of freedom in the x-direction) and the other bearing assemblies being designed as a loose bearing (with a translational degree of freedom in the x-direction). The bearing assembly of the present invention can be designed as either a fixed bearing or a loose bearing with only minor design adjustments to the support plate. All other components of the bearing assembly can be identical for both bearing types. In this way, production costs can be reduced and manufacturing quality can be increased as unit numbers increase.

[0064] For this purpose, according to an advantageous embodiment of the invention, the support plate has a projection on each side in the transverse direction, which is received by a corresponding recess in the two support structures, so that the bearing arrangement prevents the translation of the support plate in the longitudinal direction (x-direction) of the monorail support and thus acts as a fixed bearing.

[0065] It should be pointed out again at this point that even with such a bearing arrangement, which is designed as a fixed bearing, the upper bearings and the at least one lower bearing can each have a translational degree of freedom in the x-direction. In this way, forces along the x-axis between the monorail support and the substructure can be transmitted (only) via the projections of the support plate and the recesses in the support structures - and not via the upper and lower bearings. The upper and lower bearings are therefore exposed to lower loads, which has a beneficial effect on their service life and enables a more compact design.

[0066] Alternatively, according to another embodiment, it can be provided that the carrier plate has no projections on the sides in the transverse direction and the bearing arrangement has a translational degree of freedom in the longitudinal direction (x-direction) of the monorail carrier and thus acts as a loose bearing.

[0067] The two variants of the bearing arrangement (fixed bearing vs. loose bearing) therefore only differ in that the support plate has or does not have said projections. The object of the invention is further achieved by a structure for guiding a monorail track according to claim 23, which comprises a superstructure designed as a monorail support, two substructures on which the monorail support is supported, and a first bearing arrangement designed as a fixed bearing according to claim 20 and a second bearing arrangement designed as a loose bearing according to claim 21, wherein the bearing arrangements are each arranged between the monorail support and one of the two substructures.

[0068] Five exemplary embodiments of the invention are explained in more detail below with reference to the drawing.

[0069] Fig. 1 shows a first embodiment of the structure according to the invention in a frontal sectional view,

[0070] Fig. 2 shows a bearing arrangement of a second embodiment of the structure according to the invention in a perspective oblique view,

[0071] Fig. 3 shows the bearing arrangement according to Fig. 2 in a frontal sectional view,

[0072] Fig. 4 shows the bearing arrangement according to Fig. 2 in a side sectional view,

[0073] Fig. 5 shows the bearing arrangement according to Fig. 2 in a plan view,

[0074] Fig. 6 is an enlarged section of the frontal sectional view according to Fig. 3 of the right lower bearing of the bearing arrangement,

[0075] Fig. 7 is an enlarged section of the left upper bearing of the bearing arrangement according to Fig. 2 in a lateral sectional view, Fig. 8 is a perspective oblique view of the left claw plate and the left support structure of the bearing arrangement according to Fig. 2,

[0076] Fig. 9 shows a bearing arrangement of a third embodiment of the structure according to the invention in a perspective oblique view,

[0077] Fig. 10 the bearing arrangement according to Fig. 9 in a frontal sectional view,

[0078] Fig. 11 shows a bearing arrangement of a fourth embodiment of the structure according to the invention in a lateral sectional view, and Fig. 12 shows a bearing arrangement of a fifth embodiment of the structure according to the invention in a front sectional view.

[0079] As shown in Figure 1, the structure 1 according to the invention comprises a superstructure designed as a monorail support 2 and a substructure 3 on which the monorail support 2 is supported. Referring to the frontal sectional views according to Figures 1 and 3, the longitudinal extension (longitudinal axis) of the monorail support (x-axis) runs perpendicular to the plane of the drawing, the transverse extension (transverse axis) of the monorail support runs horizontally in the plane of the drawing (y-axis), and the z-axis runs vertically in the plane of the drawing. If components are referred to below as right or left components, these positional details refer to their relative position in the frontal sectional view as shown in Figures 1 and 3.

[0080] The bearing assembly 4 is arranged between the monorail support 2 and the substructure 3. The bearing assembly 4 has a support plate 5 and a bearing base 6, which are each firmly connected to the substructure 3 and to the monorail support 2, respectively. In particular, Figures 2 to 5 show that the bearing base 6 has a bearing plate 7 and several anchor bolts 8.1 firmly connected thereto, by means of which the bearing base 6 is firmly connected or anchored to the substructure 3 by casting.

[0081] The support plate 5 is firmly welded to two support blades 9 arranged parallel to one another and forms with these a U-shaped receptacle 10 into which the monorail support 2 is embedded, in that the monorail support 2 is partially enclosed by the support blades 9 on two opposite transverse sides.

[0082] Support strips 11 are welded between the support blades 9 and the support plate 5 in order to further increase the stability of the connection between the components.

[0083] The support blades 9 are each designed as rectangular plates with two long edges 9 . 1 and two short edges 9 . 2 and are arranged in a support blade plane which is spanned by the x-axis and the z-axis. The orientation of the support blades 9 is defined in the context of the present invention by the orientation of the long edges 9 . 1 . The long edges 9 . 1 of the support blades 9 (and thus also the support blades 9 ) run parallel to the normal on the x-y plane. The longitudinal inclination angle and the transverse inclination angle of the support blades 9 is therefore each 0 °.

[0084] The support plate 5 and the support blades 9 have anchor bolts 8 . 2 , by means of which the support plate 5 and the support blades 9 can be firmly anchored to the monorail support 2 by casting.

[0085] The bearing arrangement 4 further comprises two support structures 12 and two claws designed as claw plates 13. The bearing base 6, one of the two support structures 12 and one of the two claw plates 13 are each firmly screwed together by means of threaded rods 14. Each support structure 12 comprises a support plate 15, an inner support wall 16 arranged perpendicular to the support plate 15 and facing the carrier plate, two support ribs 17 arranged perpendicular to the inner support wall and two support columns 18 facing away from the carrier plate, wherein the individual components are welded to one another and / or to the support plate 15. The support plates 15 and the bearing base 6 have corresponding groove-shaped recesses 20 in their respective contact areas 19, wherein one of the groove-shaped recesses 20 of the bearing base 6 and the corresponding groove-shaped recess 20 of the support plates 15 together accommodate a feather key.In particular, in the detailed view of Figure 8, the groove-shaped recesses 20 on the side of the support plate 15 facing the bearing base can be seen.

[0086] The support structures 12 - and in particular the two inner support walls 16 - enclose the support plate 5 in the transverse direction (of the monorail support 2) on two opposite sides. The support plate 5 has a projection 5.1 on each of the two sides in the transverse direction, which is received by a corresponding recess 16.1 in the two support walls 16, so that through the interlocking of projections 5.1 and recesses 16.1 the bearing arrangement 4 prevents the translation of the support plate 5 in the longitudinal direction (x-direction) of the monorail support 2 and thus acts as a so-called fixed bearing. In the area of ​​the recesses 16.1 of the support walls 16, sliding plates 21 made of stainless steel are provided in order to prevent direct contact between the support walls and the support plate.

[0087] The claw plates 13 project beyond the supporting walls 16 in

[0088] Towards the monorail support 2 and thus partially overlap the support plate 5 in the transverse direction. Between the claw plates 13 and the support plate 5, transport locks 23 can be seen, which are attached to receptacles 22 and must be removed after the bearing arrangement 4 has been connected to the substructure 3 and superstructure 2 before commencing normal operation.

[0089] According to Figure 5, the longitudinal extension of the support plate L5 (of the monorail support 2) is 500 mm, and the longitudinal extension of the claw plates L13 is 486 mm each. Thus, the claw plates 13 each overlap approximately 97% (=486 mm / 500 mm) of the support plate 5 in the longitudinal direction.

[0090] Two lower bearings 24 designed as spherical bearings are arranged between the support plate 5 and the bearing plate 7 of the bearing base 6. Between the claw plates 13 and the support plate 5, an upper bearing 25 designed as a cylindrical bearing is arranged laterally next to the monorail support 2 on opposite sides of the support plate 5 in the transverse direction.

[0091] As can be seen in particular in the enlarged section of the right-hand sub-bearing 24 shown in Figure 6 (from the frontal sectional view according to Figure 3), each of the sub-bearings 24 designed as a spherical bearing comprises a concave upper part 26 with a concave spherical recess, a corresponding convex lower part 27 with a convex spherical cap-shaped ball and a sliding plate 28.

[0092] Between the sliding plate 28, the convex lower part 27 and the concave upper part 28 there is arranged a dome-shaped or flat sliding body 29 made of PTFE (polytetrafluoroethylene) or UHMWPE (ultra-high molecular weight polyethylene). The sliding bodies 29 are each accommodated in a corresponding chamber of the sliding plate 28 or the concave upper part 26 in order to prevent a (translational) displacement of the respective sliding body 29 relative to the chambered component. In this way the upper part 26 can be moved relative to the lower part 27 along the three rotational degrees of freedom. The lower part 27 is translationally displaceable relative to the sliding plate 28 in the horizontal plane (i.e. along the x-axis and the y-axis). The sub-bearing 24 thus has three rotational degrees of freedom and two translational degrees of freedom in the longitudinal direction and transverse direction of the monorail support 2.

[0093] The sliding plate 28 is secured against translational displacement relative to the bearing plate 7 of the bearing base 6 by means of a first thrust washer 30.1. For this purpose, the sliding plate 28 and the bearing plate 7 of the bearing base have corresponding recesses on the mutually facing sides, which are suitable for jointly receiving the first thrust washer 30.1 (comparable to a feather key).

[0094] In a similar manner, the upper part 26 is secured against translational displacement relative to the support plate 5 by means of a second thrust washer 30.2. Here, too, the upper part 26 and the support plate 5 have corresponding recesses for the second thrust washer 30.2. In order to adapt the distance between the support plate 5 and the bearing base 6 to the application-specific requirements, a compensating plate 31 is additionally arranged between the upper part 26 and the support plate 5, which likewise provides a recess for the second thrust washer 30.2.

[0095] Figure 7 shows an enlarged section of the left upper bearing 25 of the bearing assembly 4 of the second embodiment in a lateral sectional view, which would result if an observer were to look at the sectioned upper bearing along the y-axis. The section shows only one half of the upper bearing 25 and is limited to the left by the axis of symmetry of the upper bearing 25.

[0096] The upper bearings 25, designed as preloadable cylindrical bearings, are each arranged between a claw plate 13 and the carrier plate 5 and each have a concave lower part 32 with a cylinder segment-shaped concave recess, a convex upper part 33 with a cylinder segment-shaped convex ball, and two wedge plates 34. Between the claw plate 13, the upper part 33, and the lower part 32, a sliding body 35 made of PTFE or UHMWPE is provided. The sliding bodies 35 are each received in a corresponding chamber of the claw plate 13 or the concave lower part 32 and are additionally fixed there by means of screws 36.

[0097] The concave lower part 32 has two wedge-shaped cutouts on its side facing the carrier plate, in each of which one of the two wedge plates 34 is arranged. The distance between the two wedge plates 34 can be changed by means of a preload device 37, with pins 38 limiting the minimum and maximum distance. If the distance between the two wedge plates 34 is now reduced by means of the preload device 37, the lower part 32 is raised, which is accompanied by a preload of the upper bearing 25 (and thus of the entire bearing arrangement 4).

[0098] Figures 9 and 10 show a bearing arrangement 4 of a third exemplary embodiment of the structure 1 according to the invention. The bearing arrangement 4 of the third exemplary embodiment differs from that of the second exemplary embodiment essentially only in the type of connection of the monorail girder 2 to the support plate 5: The bearing arrangement of the second exemplary embodiment (according to Figure 2) is also referred to as an in-situ variant. In this case, the support blades 9 and the support plate 5 are welded together, and the U-shaped holder 10 comprising the support blades 9 and the support plate 5 functions as formwork into which the monorail girder 2 is concreted on site.

[0099] In the case of the bearing arrangement 4 according to the third exemplary embodiment (according to Figures 9 and 10), which is also referred to as the precast variant, the monorail support (carriage beam) 2 is cast into a unit in the factory with the support blades 9 and a separate base plate 39, so that on the construction site this unit only needs to be screwed to the support plate using screws 40.

[0100] The bearing arrangement 4 of a fourth exemplary embodiment of the structure 1 according to the invention, shown in Figure 11, differs from the second exemplary embodiment in particular in that the support blades 9 are inclined in the longitudinal direction of the monorail girder 2. The support blades 9 are each designed as trapezoidal plates, with the two long edges 9.1 running parallel to one another. The long edges 9.1 of the support blades 9 (and thus also the support blades) enclose a longitudinal inclination angle LW of 3.4° with the normal N to the xy plane in the longitudinal direction of the monorail girder 2.

[0101] The bearing arrangement 4 of a fifth exemplary embodiment of the structure 1 according to the invention shown in Figure 12 differs from the second exemplary embodiment in that the support blades 9 are inclined in the transverse direction of the monorail girder 2. For this purpose, the support blades 9 are each designed as rectangular plates, each with two long parallel

[0102] Edges 9.1 and short edges 9.2. Above the claw plate 13, the long edges 9.1 of the support blades (and thus also the support blades 9) enclose a transverse inclination angle QW of approximately 3° with the normal N to the xy plane in the transverse direction of the monorail girder 2.

Claims

Claims 1. Structure (1) for guiding a monorail track comprising a superstructure designed as a monorail support (2), a substructure (3) on which the monorail support (2) is supported, a bearing arrangement (4) which is arranged between the monorail support (2) and the substructure (3), wherein the bearing arrangement (4) comprises - a support plate (5) which is firmly connected to the monorail support (2) and projects beyond it on both sides in the transverse direction, - a bearing base (6) which is firmly connected to the substructure (3), two support structures (12) which are firmly connected to the bearing base (6) and which surround the support plate (5) in the transverse direction on two opposite sides, two claws which are each firmly connected to one of the two support structures (12) and partially overlap the support plate (5) in the transverse direction, - at least one lower bearing (24) which is arranged between the support plate (5) and the bearing base (6) and is designed as a spherical bearing, pot bearing, cylindrical bearing, tilting bearing or linear tilting bearing, and two upper bearings (25) which are arranged in the transverse direction on opposite sides of the monorail support (2) laterally next to the latter between the claws and the support plate (5), wherein the at least one lower bearing (24), the upper bearings (25) and the bearing arrangement (4) each have a rotational degree of freedom in the transverse direction of the monorail support (2) (y-axis).

2. Structure (1) according to claim 1, wherein the claws in the longitudinal direction each have at least 60%, preferably at least 80%, particularly preferably at least 90% of the carrier plate (5) overlap.

3. Structure (1) according to one of the preceding claims, wherein the at least one sub-bearing (24) has a vertical depression of at most 1.5 mm, in particular at most 1.0 mm, in the serviceability limit state according to DIN EN 1990:2010-12.

4. Structure (1) according to one of claims 1 to 3, wherein the maximum pressure of the at least one sub-bearing (24) during normal operation is a maximum of 60 MPa, in particular a maximum of 40 MPa.

5. Structure (1) according to one of the preceding claims, wherein the at least one sub-bearing (24) is designed as a spherical bearing, cylindrical bearing, tilting bearing or linear tilting bearing.

6. Structure (1) according to one of the preceding claims, wherein the at least one sub-bearing (24) is designed as a spherical bearing or cylindrical bearing.

7. Structure (1) according to one of the preceding claims, wherein the upper bearings (25) are designed as cylindrical bearings or tilting bearings.

8. Structure (1) according to one of the preceding claims, wherein the at least one lower bearing (24) and the two upper bearings (25) each have a translational degree of freedom in the longitudinal direction (x-axis) of the monorail support (2) and optionally have a translational degree of freedom in the transverse direction (y-axis) of the monorail support (2).

9. Structure (1) according to claim 7, wherein the translational degree of freedom of the at least one sub-bearing (24) and the Upper bearing (25) in the longitudinal direction and / or transverse direction of the monorail support (2) is provided by means of at least one sliding pair.

10. Structure (1) according to one of the preceding claims, wherein the upper bearings (25) and / or the at least one lower bearing (24) are prestressable.

11. Structure (1) according to one of the preceding claims, wherein a sliding plate (21), in particular made of stainless steel, is arranged between the carrier plate (5) and the support structures (12).

12. Structure (1) according to one of the preceding claims, wherein the claws are designed as claw plates (13).

13. Structure (1) according to one of the preceding claims, wherein the bearing base (6), the two support structures (12) and the two claws are each designed as separate components, and the bearing base (6), one of the two support structures (12) and one of the two claws are firmly screwed together by means of a threaded rod (14).

14. Structure (1) according to one of the preceding claims, wherein the bearing base (6) and the support structures (12) have corresponding groove-shaped recesses (20) in a contact area (19), wherein in each case one of the groove-shaped Recesses (20) of the bearing base (6) and the corresponding groove-shaped recess (20) of a support structure (12) together accommodate a feather key.

15. Structure (1) according to one of the preceding claims, wherein the bearing arrangement (4) comprises two support blades (9) arranged parallel to one another, wherein the support blades (9) are firmly connected to the support plate (5) and with the Support plate (5) forms a U-shaped receptacle (10) into which the monorail support (2) is embedded, in that the monorail support (2) is partially enclosed by the support blades (9) on two opposite transverse sides.

16. Structure (1) according to claim 15, wherein the support blades (9) and the support plate (5) are firmly connected to one another by means of welded joints or by means of screw connections.

17. Structure (1) according to one of claims 15 or 16, wherein the support blades (9) are inclined in the longitudinal direction of the monorail support (2) relative to the normal (N) on the xy plane, in particular by a longitudinal inclination angle (LW) of less than 20°.

18. Structure (1) according to one of claims 15 to 17, wherein the support blades (9) are inclined in the transverse direction of the monorail support (2) relative to the normal (N) on the xy plane, in particular by a transverse inclination angle (QW) of less than 20°.

19. Structure (1) according to one of the preceding claims, wherein the claws, the support structures (12) and the bearing base (6) are firmly connected to one another by means of screw connections or by means of welded connections.

20. Structure (1) according to one of the preceding claims, wherein the bearing base (6) has a bearing plate (7) and a plurality of anchor bolts (8.1) firmly connected thereto, by means of which the bearing base (6) is anchored in the substructure (3).

21. Structure (1) according to one of claims 1 to 20, wherein the support plate (5) has a projection (5.1) on both sides in the transverse direction, which projection is formed by a corresponding recess (16.1) in the two Support structures (12) are accommodated so that the bearing arrangement (4) prevents the translation of the support plate (5) in the longitudinal direction (x-direction) of the monorail support (2) and thus acts as a fixed bearing.

22. Structure (1) according to one of claims 1 to 20, wherein the support plate (5) has no projections (5.1) on the sides in the transverse direction and the bearing arrangement has a translational degree of freedom in the longitudinal direction (x-direction) of the monorail support (2) and thus acts as a loose bearing.

23. Structure (1) for guiding a monorail track comprising a superstructure designed as a monorail support (2), two substructures (3) on which the monorail support (2) is supported, and a first bearing arrangement (4) designed as a fixed bearing according to claim 21 and a second bearing arrangement (4) designed as a loose bearing according to claim 22, wherein the bearing arrangements (4) are each arranged between the monorail support (2) and one of the two substructures (3).

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