EP0141212B1 - Rail for a monorail suspension track - Google Patents

Abstract

1. A rail for monorail suspension tracks with preferably electrically driven running gear (1), comprising rail portions (2, 3; 34; 40) interconnected by connecting elements and each comprising a bottom and a top sectional head (4, 5, 32, 33) having a U-shaped cross-section including a channel (8) opening towards the other sectional head and a web (6) connecting the sectional heads to one another, the web (7) of the top sectional head (4) being constructed as a running surface (16) for running and bearing rollers (17) and flanges (9, 10) on the sectional heads being externally constructed as guide surfaces (18) for guide rollers (19) of the running gear, characterised in that flanges (9, 10) of the sectional heads (4 and/or 5, 32 and/or 33) have grooves (20) extending on the channel side in the longitudinal direction of the rail at least in the end regions of each rail portion (2, 3; 34; 40) and the connecting elements are constructed as sectional fishplates (22, 42) insertable into successive channels (8) of each pair of adjacent rail portions (2, 3; 34, 40), the fishplates having longitudinal ribs (30, 45) engaging in the grooves (20) for aligning the running surfaces (16) of the rail portions (2, 3; 34; 40) and the fishplates also being expandable for aligning the guide surfaces (18) of the rail portions (2, 3; 34; 40).

Description

The invention relates to a travel rail for monorails with preferably electrically driven trolleys, consisting of rail sections connected to one another by means of connecting elements, each of which has a lower and an upper profile head with a U-shaped cross section, including a channel that is open to the other profile head, and one that connects the profile heads to one another have connecting rail web, the web of the upper profile head as a running surface for rollers and idlers and flanges of the profile heads are formed on the outside as guide surfaces for guide rollers of the trolleys.

Such a travel rail is known from DE-B-2 516 420, the profile heads of which are arranged eccentrically to the rail web, since the latter connects the flanges arranged on the same side of the profile heads and located in one plane. Adjacent rail sections are connected by means of connecting plates which are screwed onto the back of the rail webs facing away from the profile heads and which at the same time serve to suspend the running rail. The connecting plates are bent off above and below their screw fastenings, together with the rail webs, to remove the profile heads in order to align the running surfaces of the rail sections. Due to this eccentric arrangement of the profile heads to the rail web, a correspondingly high bending moment arises when loaded, which, when driving over successive rail sections, due to the fact that the connecting plates are fastened to the rear of the rail webs, causes the adjacent profile heads to evade one after the other. With other types, when each rail joint is run over, both rail sections are offset from one another, so that running over is only possible with strong vibrations. Another disadvantage is that the rear side of the rail sections receiving the connecting plates cannot accommodate supply and control devices which no longer have any space on the other side of the rail.

A travel rail of the type mentioned above is also known from DE-C-3 019 301. Here, the rail web of each rail section is arranged centrally to the profile heads, to which a hood is placed to form a hollow profile, the top of which forms the running surface. To connect adjacent rail sections, inner connecting plates are used which are inserted in the space of Q-shaped cross section defined by the professional heads and the rail web and, due to their height, engage behind the free flanges of the profile heads. The width of these inner connecting plates is smaller than the opening of the Q-shaped space, so that they can be inserted into this space at any point on the rail section. This results in the need to have two inner connecting plates for each rail joint, i.e. one for each of the adjacent rail sections. Both inner connecting plates are then screwed to an outer connecting plate placed on the outside of the free flanges of the profile heads and covering the rail joint.

With this type of connection, an offset-free alignment of the treads is not possible, since the inner connecting plates within the Q-shaped space must be arranged with play, in particular with respect to the height direction, in order to be able to be rotated after insertion into the cavity in order to reach behind the free flanges . In addition, three individual parts with two different shapes are required. This increases the storage costs to an undesirable extent. Another disadvantage arises from the arrangement of the inner connecting plates with play in the Q-shaped space. As a result, they tend to tilt so that the fastening screws and the assigned through holes in the outer connecting plate are rarely in line. This leads to the time-consuming and cumbersome assembly of the travel rail. In addition, connecting pins bridging the respective joint are arranged in the hollow profiles as an additional safeguard against offset of the running rail ends. The disadvantage here is that these connecting pins can only be inserted into the hollow profiles from the ends of the rail sections. This requires a clearance fit that does not allow sufficient alignment of the rail sections. Furthermore, the storage costs increase through the use of this additional connecting pin.

Connecting elements for connecting J-shaped rail sections which are designed as internal runners and are therefore non-generic are also known from DE-U-7 346 004. These rail sections have lower and upper hollow profiles which are open at the bottom and at the top by forming longitudinal slots. To connect adjacent rail sections, the connecting elements designed as pins can only be pushed into the cavities from the ends of the rail sections, since the width of the longitudinal slots is less than that of the hollow profiles. The pins are then fixed in position by means of fastening screws which pass through holes in the flanges and in the pins. It follows from this that the pins have to be inserted into the cavities with play, and with sufficient to compensate for the manufacturing tolerances, and thus do not allow precise alignment of the rail sections.

Connecting elements are also known which can be pushed into the cavities of extruded profiles, in particular handrail profiles, from the ends thereof and can be expanded in such a way that they with sloping surfaces on sloping projections of the profiles. This frictional connection cannot necessarily transmit larger forces, so that in such a case the adjacent profiles move to form a shoulder on the joint.

It is an object of the invention to develop a travel rail of the type mentioned at the outset such that, with simple and quick installation, a practically perfect alignment of the rail sections with respect to one another is possible without the risk of an offset occurring on the rail joints, even under permanent load.

This is achieved in that the flanges of the profile heads have, at least in the end regions of each rail section, grooves on the channel side in the longitudinal direction of the rail, and in that the connecting elements are designed as professional brackets which can be inserted into successive channels of two adjacent rail sections and which engage in the grooves to align the running surfaces of the rail sections Have longitudinal ribs and which are expandable for aligning the guide surfaces of the rail sections.

As a result of the longitudinal ribs engaging the grooves as a result of the spreading and the profile tabs resting on the flanges, the rail sections are aligned very precisely with one another. A further improvement in the alignment accuracy results from the arrangement of the profile tabs in the immediate vicinity of the surfaces to be aligned, i.e. in the channels. Overall, the rail sections are practically completely aligned with each other. The profile tabs engage positively and non-positively on the rail sections, so that both high lateral forces and high longitudinal forces can be transmitted. The number of profile brackets used per rail joint can be selected according to the height dimensions of the rail sections and the loads to be absorbed. Profile straps are used in all channels at high loads, but less in lower loads. At low loads in the longitudinal direction, it is also possible to use non-expandable profile tabs, which then only rest in a positive fit on the inside of the flanges. By extending the profile tabs, the forces to be absorbed can be increased. This results in a system that can be adapted to a wide variety of operating conditions and that prevents the rail sections from evading each other even under permanent loads. Due to the arrangement of the profile tabs within the channels, the rail web is free on both sides to accommodate a large number of supply and control devices etc.

As a further advantage, the expandable profile tabs have the option of being inserted into the channels at any point on the rail sections. There is no need to insert the profile tabs into the channels from the ends of the rail sections. This results in simple and quick installation.

Advantageously, in order to increase the static friction and thus the forces which can be transmitted in particular in the longitudinal direction of the rails, the outer surfaces of the profile flaps assigned to the flanges of the profile heads are roughened. This can also take the form of knurling. In this case, the profile tabs are made of a material with greater hardness than the flanges of the profile heads. When the profile flaps are spread, this knurling is pressed into the flanges of the profile heads, which creates an additional connection.

In its end regions, each expandable profile tab preferably has a longitudinal slot which runs parallel to the vertical axis of the rail sections through the profile tab and in which a spreading arrangement is attached.

According to an alternative embodiment, each expandable profile tab can be designed in the form of two tab halves which are separated by a longitudinal slot which extends over their entire length and parallel to the vertical axis of the rail sections.

The expansion arrangement advantageously comprises a slot widening and an expansion screw that can be screwed into the same, both of which are conically tapered relative to one another in the screwing direction. For example, a conical expansion screw can be screwed into a cylindrical slot extension. However, the reverse training is also possible.

In this context, it is expedient to arrange a conical bushing for receiving the cylindrically shaped expansion screw in the slot extension.

At high loads, the profile tabs and possibly the cone bushings advantageously consist of high-strength material, preferably steel.

At low loads, however, the profile tabs and, if necessary, the conical bushings can be made of plastic material with high damping properties and sufficient strength. Here, for example, it is favorable to use a thread that has not been cut out in the slot extension or in the conical bushing.

For easier assembly, it is advantageous to design the profile tabs in such a way that they can be inserted into the respective channel until they rest against the web. In this case, the longitudinal ribs of the profile tabs are automatically arranged at the same height as the grooves.

According to a development of the invention, the grooves and the longitudinal ribs can be substantially rounded trapezoidal with the narrower parallel sides as the groove base or as the back of the longitudinal ribs. This makes it easier for the longitudinal ribs to slide into the grooves when the profile tabs are spread.

To further increase the adaptability of the system, the flanges arranged on the same side of the profile heads of each rail section and the rail web connecting them can lie in one plane.

Such an arrangement can be developed for very high loads by symmetrical formation of the rail sections to the rail web. The possibility thus created of using a larger number of profile lugs for alignment ensures that the high alignment accuracy is maintained even under continuous load.

The profile tabs are preferably designed to bridge expansion joints in the rail sections. In this context, it is expedient to press the profile tabs arranged in the lower and upper channels into the channels by means of at least one support spring supported on these and on the rail web. This support spring is advantageously used in the central, non-expandable area of the profile tabs.

Advantageously, a substantially U-shaped reinforcement profile, the flanges of which close a lower and upper channel of a rail section and are supported on the rail web, is screwed to its web on the rail web. In addition to strengthening the rail section itself, this measure ensures that the high accuracy of the rail alignment is maintained even in continuous operation under high loads.

According to a further development of the invention, the profile tabs can each be provided with at least one horizontal arm which moves away from the rail web, at the end of which a suspension bracket acts to hold the running rail. This means that the entire length of the rail is also free on the side used for suspension to accommodate supply and control devices etc.

• Fig. 1 eine schematisch dargestellte perspektivische Ansicht einer Einschienenhängebahn mit erfindungsgemässer, im Stossbereich zweier benachbarter Schienenabschnitte quergeschnittener Fahrschiene,
• Fig. 2 die in Fig. 1 quergeschnittene Fahrschiene - ohne Versorgungseinrichtungen - mit eingesetzten und gespreizten Profillaschen in vergrösserter Darstellung,
• Fig. 3 einen Querschnitt des in Fig. 2 dargestellten Schienenabschnittes ohne Profillaschen,
• Fig. 4 eine Draufsicht zweier in Fig. 2 dargestellter Schienenabschnitte ohne Profillaschen im Stossbereich,
• Fig. 5 eine Draufsicht der in den Fig. 1 und 2 dargestellten Profillasche im ungespreizten Zustand,
• Fig. 6 eine Draufsicht der in Fig. 5 dargestellten Profillasche im gespreizten Zustand,
• Fig. 7 eine Draufsicht eines anderen Ausführungsbeispieles einer Profillasche im gespreizten Zustand,
• Fig. 8 eine im Stossbereich quergeschnittene Fahrschiene gemäss einem zweiten Ausführungsbeispiel mit eingesetzten und gespreizten Profillaschen,
• Fig. 9 eine im Stossbereich quergeschnittene Fahrschiene gemäss einem dritten Ausführungsbeispiel mit eingesetzten Profillaschen, und
• Fig. 10 eine im Stossbereich quergeschnittene Fahrschiene gemäss einem vierten Ausführungsbeispiel.
• Fig. 1 zeigt ein an einer erfindungsgemässen Fahrschiene verfahrbares Fahrwerk 1 einer elektrischen Einschienenhängebahn.

The invention is described in more detail below using four exemplary embodiments with reference to the accompanying drawing. Show it:

• 1 shows a schematically illustrated perspective view of a monorail monorail with a travel rail according to the invention which is cross-sectioned in the joint region of two adjacent rail sections,
• 2 shows the cross-section of the running track in FIG. 1 - without supply facilities - with inserted and spread profile straps in an enlarged view,
• 3 shows a cross section of the rail section shown in FIG. 2 without profile tabs,
• 4 shows a top view of two rail sections shown in FIG. 2 without profile tabs in the joint area,
• 5 is a plan view of the profile flap shown in FIGS. 1 and 2 in the unexpanded state,
• 6 is a plan view of the profile tab shown in FIG. 5 in the spread state,
• 7 is a plan view of another embodiment of a profile tab in the spread state,
• 8 shows a cross-section of the travel rail in the butt region according to a second exemplary embodiment with inserted and spread profile straps,
• Fig. 9 is a cross-section in the butt area according to a third embodiment with inserted profile tabs, and
• Fig. 10 is a cross section cut in the butt area according to a fourth embodiment.
• 1 shows a carriage 1 of an electrical monorail overhead conveyor that can be moved on a travel rail according to the invention.

As also shown in FIGS. 2 to 4, the travel rail consists of interconnected rail sections 2, 3, each of which consists of an upper profile head 4, a lower profile head 5 and a vertical rail web 6 connecting both profile heads 4 and 5. Both profile heads 4 and 5 are each designed as a U-profile with a horizontal web 7 and two vertically oriented flanges parallel to one another and arranged in such a way that the channels 8 enclosed by them are open to the other channel. In the present exemplary embodiment, the rail web 6 connects the flanges 9 shown on the left in FIGS. 1 to 3. The free flanges parallel to this are provided with the reference number 10. The flanges 9 have a larger thickness dimension than the flanges 10 and than the rail web 6. The latter is arranged approximately in the vertical center plane of the flanges 9 and connected to them by conical transitions. The trapezoidal groove formed on the rear side of the travel rail facing away from the channels 8 is provided with the reference symbol 11. The essentially Ω-shaped space defined on the front of the running rail is provided with the reference symbol 12, both channels 8 being components of this space.

1, six busbars 13 are arranged in the trough 11, completely filling it. Further control and supply devices can be arranged in the Ω-shaped room 12, as shown by a supply cable 14.

The surface of the web 7 of the upper profile head 4 is designed as a running surface 16 for a running and supporting roller 17 of the chassis 1. The outer sides of the flanges 9 and 10 of the lower profile head 5 serve as guide surfaces 18 for guide rollers 19 of the chassis 1. The outer sides of the flanges 9, 10 of the upper profile head 4 are also designed as guide surfaces 18 for further guide rollers, not shown here. In the present exemplary embodiment, the running gear 1 is arranged on the rear of the running rail. If necessary, the chassis 1 each but also run on the opposite side of the rail.

The running rail itself consists of drawn steel in the present exemplary embodiment. But it is also possible to weld the rail web to the two profile heads. The rail sections can also be made from extruded aluminum.

The flanges 9 and 10 of both profile heads 4 and 5 have on their inside, i.e. on the channel side, each have a groove 20 running in the longitudinal direction of the rail, which is incorporated in the two end regions of each rail section 2, 3 - see also FIG. 4 -. If necessary, the groove 20 can also extend over the entire length of the rail sections. The grooves 20 of each profile head 4 or 5 are at the same distance from the respective web 7. Each groove 20 is essentially trapezoidal in cross section, the bottom of the groove being the narrower parallel side of the trapezoid. The transitions from the inside of the flange 9, 10 to the inclined groove walls and from these to the groove base are rounded.

For connecting two adjacent rail sections 2, 3, i.e. To produce a rail joint 21, an expandable profile tab 22 is inserted into the channels 8 of both profile heads 4, 5 on the mutually facing end sections of the rail sections 2, 3. Each profile tab 22 is provided in both end regions with a longitudinal slot 23 which runs parallel to the flanges 9, 10 - see also FIGS. 5, 6. The non-slotted central region 24 of the profile flap 22 bridges the rail joint 21. The end of each longitudinal slot 23 facing the central region 24 ends in a bore 25. Approximately half of each longitudinal slot 23 is provided with an expansion arrangement.

In principle, each expansion arrangement consists of an expansion screw which can be screwed into a slot extension of the longitudinal slot 23 and which can be screwed into the respective web 7 of the profile head 4, 5. The slot widening and the expansion screw have a cone tapering relative to one another in the screwing direction.

FIGS. 5 and 6 show a slot extension designed as a through bore 27 with a cylindrical thread for receiving an expansion screw with a tapered thread, not shown here.

In Fig. 2 a self-locking conical bushing 28 with thread is used as an alternative in the slot extension. The expansion screw has a cylindrical thread and is provided with the reference number 29.

As can be clearly seen from FIGS. 5 and 6, each profile tab 22 has a rib 30 on both sides approximately in the region of each longitudinal slot 23, the cross section of which corresponds to that of the grooves 20. In the unexpanded state - see FIG. 5 - these end regions taper in plan view, in the expanded state - see FIG. 6 - on the other hand, they run parallel to the flanges 9, 10 and the grooves 20 such that each of them is in successive channels 8 of two adjacent ones Rail sections 2, 3 inserted profile tab 22 with their end areas non-positively against the inner sides of the flanges 9, 10 of the corresponding profile heads 4, 5, 'whereby the flanges 9, 10 of the two adjacent rail sections 2, 3 are aligned flush with each other. At the same time, due to their cross-sectional configuration in the grooves 20, the ribs 30 arranged in a non-positive and positive manner bring about an alignment of the webs 7 of the adjacent rail sections, so that the rail joint 21 is designed to be offset-free overall. The running and support roller 17 and the guide rollers 19 of the chassis 1 can run over the rail joints 21 without vibration.

Alternatively, it is also possible to use grooves with groove walls running parallel to the webs 7 and complementary ribs with a height that is below the depth of the grooves. With such a design, the ribs rest on the groove walls, so that they only cause an alignment of the webs 7 of the profile heads 4, 5 as a result of this positive connection.

The profile tabs 22 can be inserted into the channels 8 from the Q-shaped space 12 because they are expandable and their ribs 30 are only formed in the expandable end regions. This results in a particularly simple and quick assembly. It is of course also possible to form the ribs 30 over the entire length of the profile tabs 22. However, this then requires insertion from the ends of the rail sections 2, 3.

However, profile tabs with ribs formed over their entire length can also be inserted into the channels 8 from the Q-shaped space 12 at any point if they are divided into two by a continuous longitudinal slot 41. Such a profile tab 42 is shown schematically in Fig. 7 in the spread state. Both tab halves 43, 44 can be inserted individually into two successive channels 8 of two adjacent rail sections 2, 3 and aligned with one another in the longitudinal direction by shifting in the channel in such a way that expansion screws can be screwed into the slot extensions 27. Of course, it is also possible to join the two tab halves 43, 44 together before inserting them into the channel 8, to insert the expansion screws with or without a conical bushing into the slot extensions, and then to insert the profile tab 42 assembled in this way from the ends of the rail sections 2, 3. The ribs of the profile tab 42 are provided with the reference symbol 45.

The profile tab 22, 42 and possibly the cone bushings 28 can be formed from high-strength material, such as steel, or from plastic material, with high damping properties with sufficient strength. In the latter case, the threads of the through bores 27 or the conical bushings 28 are preferred not cut out on their end sections.

FIG. 8 shows a second exemplary embodiment of the travel rail with rail sections 40. Here, the profile heads 4, 5 are arranged on the opposite side of the rail web 6 as in FIG. 2. The flanges 9 and 10 have the same width as the rail web 6, so that its side facing away from the Q-shaped space 12 is flush with the outer sides of the flanges 9. This eliminates the channel 11 shown in the first embodiment. To produce the rail joints 21, the same profile tabs 22, 42 with the same spreading arrangement as in FIGS. 1 to 7 are used. In contrast to the previous exemplary embodiment, the flanges 10 are designed to extend somewhat further towards one another, so that the profile tabs 22, 42 including the expansion screws 29 are completely accommodated in the channels 8. As a further difference from the previous exemplary embodiment, an essentially U-shaped support spring 31 is used. Their flanges provided with holes are screwed together with the mutually facing sides of the profile tabs 22, 42 by means of the expansion screws 29. Your web rests under tension of the total height of the rail web 6. It is thereby achieved that the profile tabs 22, 42 are pressed against the webs 7 of the profile heads 4, 5. As a result, higher lateral forces can be absorbed.

In Fig. 9, the running rail with rail sections 34 is formed symmetrically to the rail web 6 with an upper profile head 32 and a lower profile head 33, each of which has a channel 8 on both sides of the rail web 6. In other words, this track contains four channels. A profile tab 35 is inserted into each channel, which, in contrast to the previous exemplary embodiments, cannot be expanded. On each side of the rail web 6 a support spring 36 similar to the support spring 31 is arranged with the same function. Both support springs 36 are screwed together through the rail web 6.

FIG. 10 shows a travel rail which corresponds to that shown in FIG. 9. For their stiffening, an essentially U-shaped reinforcement profile 37 is arranged on one side of the running rail in such a way that its flanges 38 support the channels 8 in a closing manner on the rail web 6 and are screwed to the rail web 6 with an offset 39 which is removed from the rail web 6 . For alignment, an expandable profile tab 22 or 42 and a non-expandable profile tab 35, the latter in the lower profile head 33, are inserted into the channels 8 facing away from the reinforcement profile 37. No profile tabs are inserted in the channels 8 closed by the reinforcement profile 37, since a certain alignment effect is also brought about by the reinforcement profile 37. 9 and 10, all flanges are provided with the reference number 10.

The invention relates not only to the exemplary embodiments shown. For example, non-parallel flanges can be used. It is conceivable to arrange the groove in the respective flange such that the web of the profile head forms the upper or lower groove wall. Expansion elements other than expansion screws, for example secured pins, can also be used.

Claims (18)

1. A rail for monorail suspension tracks with preferably electrically driven running gear (1), comprising rail portions (2, 3; 34; 40) interconnected by connecting elements and each comprising a bottom and a top sectional head (4, 5, 32, 33) having a U-shaped cross-section including a channel (8) opening towards the other sectional head and a web (6) connecting the sectional heads to one another, the web (7) of the top sectional head (4) being constructed as a running surface (16) for running and bearing rollers (17) and flanges (9, 10) on the sectional heads being externally constructed as guide surfaces (18) for guide rollers (19) of the running gear, characterised in that flanges (9, 10) of the sectional heads (4 and/or 5, 32 and/or 33) have grooves (20) extending on the channel side in the longitudinal direction of the rail at least in the end regions of each rail portion (2, 3; 34; 40) and the connecting elements are constructed as sectional fishplates (22, 42) insertable into successive channels (8) of each pair of adjacent rail portions (2, 3; 34, 40), the fishplates having longitudinal ribs (30, 45) engaging in the grooves (20) for aligning the running surfaces (16) of the rail portions (2, 3; 34; 40) and the fishplates also being expandable for aligning the guide surfaces (18) of the rail portions (2, 3; 34; 40).

2. A rail according to claim 1, characterised in that the end regions of each expandable sectional fishplate (22) each have a continuous longitudinal slot (23) extending through the fishplate (22) parallel to the vertical axis of the rail portions (2, 3; 34; 40) and holding an expansion device.

3. A rail according to claim 1, characterised in that each expandable sectional fishplate (42) is constructed in the form of two fishplate halves (43, 44) separated by a longitudinal slot (41 ) and expansion devices extending along their entire length and parallel to the vertical axis of the rail portions (2, 3; 34; 40).

4. A rail according to claim 2 or 3, characterised in that the expansion device comprises a slot enlargement and an adjustable screw screwable into the enlargement, the enlargement and the screw both being formed relative to one another with a cone tapering in the screwing-in direction.

5. A rail according to claim 2 or 3, characterised in that the expansion device comprises a slot enlargement and a conical socket (28) disposed in it and a cylindrical adjustment screw (29) screwable into the conical socket (28).

6. A rail according to any of claims 1 to 5, characterised in that the sectional fishplates (22, 42, 35) and if required the conical sockets (28) are made of high-strength material, preferably steel.

7. A rail according to at least one of claims 1 to 5, characterised in that the sectional fishplates (22, 42, 35) and if required the conical sockets (28) are made of plastics having high anti-vibration properties and adequate strength.

8. A rail according to at least one of claims 1 to 7, characterised in that the sectional fishplates (22, 42, 45) can be inserted into the corresponding channel (8) until they abut the web (7).

9. A rail according to at least one of claims 1 to 8, characterised in that the grooves (20) and the longitudinal ribs (30, 45) are substantially rounded trapezia in shape, their narrower parallel sides forming the base of the groove and the back of the longitudinal rib (30,45) respectively.

10. A rail according to at least one of claims 1 to 9, characterised in that the flanges (9) disposed on the same side of the sectional heads (4, 5) of each rail portion (2, 3; 40) and the web (6) connecting them lie in the same plane.

11. A rail according to at least one of claims 1 to 9, characterised in that the rail portions (34) are disposed symmetrically with respect to the web (6).

12. A rail according to at least one of claims 1 to 11, characterised in that the fishplates are constructed so as to bridge expansion joints in the rail portions.

13. A rail according to at least one of claims 1 to 12, characterised in that the fishplates (22, 42,

35) disposed in the bottom and top channels (8) of a rail portion (34; 40) are pressed into the channels (8) by at least one spring (31, 36) bearing against the fishplates (22, 42, 35) and against the web (6).

14. A rail according to at least one of claims 1 to 13, characterised in that a substantially U-shaped reinforcing section member (37) has flanges (38) which close a bottom and top channel (8) of at least one rail portion (34) and bear against the rail web (6), whereas the web (39) of the reinforcing member is screwed to the rail web (6).

15. A rail according to at least one of claims 1 to 14, characterised in that each fishplate has at least one horizontal arm extending away from the rail web and attached at its end to a suspension strap for holding the rail.

16. A rail according to at least one of claims 1 to 15, characterised in that the outer surfaces of the sectional fishplates associated with the flanges (9, 10) of the sectional heads (4, 5, 32, 33) are roughened.

17. A rail according to at least one of claims 1 to 6 and 8 to 16, characterised in that the sectional fishplates (22, 42) are made of a harder material than the flanges (9, 10) of the sectional heads (4, 5,32,33).

Images