EP2870289B1 - Rail arrangement - Google Patents

Rail arrangement Download PDF

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Publication number
EP2870289B1
EP2870289B1 EP13753543.1A EP13753543A EP2870289B1 EP 2870289 B1 EP2870289 B1 EP 2870289B1 EP 13753543 A EP13753543 A EP 13753543A EP 2870289 B1 EP2870289 B1 EP 2870289B1
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EP
European Patent Office
Prior art keywords
rail
groove
arrangement according
filler profile
head
Prior art date
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Active
Application number
EP13753543.1A
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German (de)
French (fr)
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EP2870289B8 (en
EP2870289A2 (en
Inventor
Bernd Pahl
Tobias TOCZKOWSKI
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sealable Solutions GmbH
Original Assignee
Daetwyler Sealing Technologies Deutschland GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by Daetwyler Sealing Technologies Deutschland GmbH filed Critical Daetwyler Sealing Technologies Deutschland GmbH
Priority to PL13753543T priority Critical patent/PL2870289T3/en
Publication of EP2870289A2 publication Critical patent/EP2870289A2/en
Publication of EP2870289B1 publication Critical patent/EP2870289B1/en
Application granted granted Critical
Publication of EP2870289B8 publication Critical patent/EP2870289B8/en
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/02—Rails
    • E01B5/08—Composite rails; Compound rails with dismountable or non-dismountable parts
    • E01B5/10—Composite grooved rails; Inserts for grooved rails
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/02—Rails
    • E01B5/12—Rails with a foot serving as a sleeper
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B15/00—Guards for preventing a person's foot being trapped in grooved rails
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/02—Fastening rails, tie-plates, or chairs directly on sleepers or foundations; Means therefor

Definitions

  • the invention relates to a rail arrangement for wheeled rail vehicles.
  • Rail arrangements for wheeled rail vehicles are basically known. Examples are in the DE 100 11 468 B4 . DE 103 02 521 A1 . DE 44 11 833 A1 . DE 198 01 583 A1 and WO 92/05313 A1 described. Such rail assemblies often include grooved rails in which a groove is formed in the rail head, which receives the flange. Grooved rails are for example also from the DE 10 2004 018 914 A1 . DE 10 2004 054 794 B3 . DE 20 2004 017 132 U1 . DE 20 2005 004 107 U1 . DE 479 362 . DE 499 056 . DE 608 258 . DE 812 674 . DE 564 508 and EP 1 462 570 A1 known.
  • the groove is a potential source of danger for road users such as cyclists, whose tires can get caught in the groove, resulting in regular, sometimes serious accidents. Even for pedestrians, such as women with pointed heels or old people, the passage of roads with such rails is not without problems.
  • EP 2 298 991 A1 it is proposed to glue a preferably made of plastic, eg foamed polyurethane, existing protective insert in the groove. From the DE 87 07 445 U1 is also known to fix a filling profile of rubber or rubber-like material by means of retaining lips and bonding in the groove.
  • the object of the present invention is therefore to reduce the risk of accidents in connection with grooved rails especially for cyclists and pedestrians reliable than before.
  • the rail assembly according to the invention solves the problem by a combination of a comparatively deep groove and arranged in the groove filling profile in a rail foot, and thus the groove bottom, facing elastically deformable part B and a rail head, and thus the groove opening and the flange, pointing comparatively hard or solid part A is divided.
  • the elastic properties of the elastically deformable part B are naturally matched to the pressures or weight forces which are usually exerted by wheel flanges of rail vehicles and for example cyclists, so that a deformation of the elastically deformable part B substantially only by the rail vehicle and not by a two-wheeled vehicle For example, bicycle, and / or one Pedestrian is effected.
  • the hardness / strength of the part A is adjusted accordingly to the occurring changing pressures or forces.
  • the groove-side flank of the running rail and the groove-side flank of the guide rail can be turned upwards, i. for groove opening, forming easy-opening angles, e.g. form an angle of at most 1-5 °, preferably at most 1-3 ° or at most 1-2 °.
  • the flanks can also run essentially parallel to one another.
  • it is particularly preferred if the groove-side flank of the running rail and the groove-side flank of the guide rail form an angle ⁇ which opens towards the rail foot. In this way, a groove widening towards the rail foot is formed, in contrast to previously common groove designs in which the groove flanks diverge in the direction of the rail head and form a cup-shaped groove with a comparatively wider opening.
  • the angle ⁇ is preferably at least 0.5 °, preferably 1 °, more preferably 1-5 ° and particularly preferably 1-3 °, e.g. 1 °, 1.5 °, 2 °, 2.5 ° or 3 °.
  • the running rail and / or the guide rail can be provided on the groove side with one or more undercuts, recesses, projections or the like into which the filling profile can engage with corresponding complementary projecting retaining lips or recesses.
  • the groove depth T R is at least 40%, preferably at least 45%, particularly preferably at least 50% of the rail height H S.
  • the rail height H S is the measure between the base of the rail foot and the surface of the running rail or the horizontal tangent to the rail surface
  • the groove depth T R the measure between the surface of the rail or the horizontal tangent to the rail surface and the groove bottom Height of half the distance between the groove side flanks of the rail and the guide rail.
  • the rail head facing part A of the filling profile may be made of the same material or a different material than the rail foot facing part B. Both parts A and B may for example consist of elastomeric material. Suitable elastomeric materials are for example those based on styrene-butadiene rubber (SBR), natural rubber (NR), a natural rubber-butyl rubber mixture (NR / BR) or ethylene-propylene-diene copolymer (EPDM).
  • SBR styrene-butadiene rubber
  • NR natural rubber
  • NR / BR natural rubber-butyl rubber mixture
  • EPDM ethylene-propylene-diene copolymer
  • a suitable material for the filling profile is, for example, SBR with the properties given in Table 1 below.
  • the part A of the filling profile facing the rail head can consist of a harder elastomer than the part B facing the rail foot, for example having a higher Shore hardness A.
  • both parts A and B may consist of an elastomer of the same degree of hardness, but part A is made solid, while part B is filled with gas, e.g. air-filled, chambers or foam-like is designed.
  • Part B may also contain gas-filled microspheres.
  • the part A of the filling profile may also at least partially consist of a thermoplastic elastomer, a thermoset, metal or the like, while the part B of the filling profile consists of an elastomer.
  • Part A may be, e.g.
  • thermoplastic elastomer e.g. a polyethylene layer.
  • metal spring it is also possible to provide a metal spring as part B, although it is preferred if the part B consists of an elastomeric material.
  • the part A of the filling profile is preferably configured as wear-resistant as possible, so that it can withstand the burden of driving with the rim as long as possible, without having to be replaced or without subjecting to heavy abrasion, the deeper sunk in the groove surface the filling profile and thus to an exposure of the groove would lead.
  • hard particles such as metal or plastic particles, may be introduced into the part A.
  • the parts A and B of the filling profile are preferably fixedly connected to each other or formed integrally with each other.
  • the parts A and B can be interconnected, for example, cohesively by means of coextrusion.
  • a connection by means of gluing, screwing, vulcanizing, etc. is of course possible.
  • the elastically deformable part B of the filling profile facing the rail foot makes up most of the filling profile.
  • the height H FB of the part B of the filling profile is at least 60%, preferably at least 65%, for example 70%, 75%, 80% or 85% of the total height H F of the filling profile.
  • the part A preferably has a minimum height, ie minimum layer thickness.
  • the height H FA of the rail head facing part A of the filling profile is at least 15%, more preferably at least 20%, particularly preferably 25%. 30% or 45% of the total height H F of the filling profile.
  • suitable percentage ratios between the heights of parts A and B are 60/40, 65/35, 70/30, 75/25, 80/20 and 85/15.
  • the total height H F of the filling profile and the height ratios of the parts A and B to each other can be determined, for example, based on the Radkranzière.
  • the upper surface i. the busy surface
  • the filling profile designed non-slip, for example, profiled or roughened.
  • the guide rail may be formed integrally with the running rail or, as is preferred, as a separate part. In the latter case, the guide rail is preferably connected in a suitable manner with the running rail, for example screwed or welded to the rail web.
  • the running rail may be a conventional Vignol rail or crane rail, at the rail web, the guide rail is attached.
  • Driving and guide rail are preferably made of conventional rail materials, typically metal.
  • the sides of the filling profile i. the surfaces facing the flanks of the running rail and guide rail, in particular those of the part A, coated with a lubricious material, such as a smooth plastic material.
  • the sides are coated with polytetrafluoroethylene (PTFE).
  • the filling profile has a cross-section widening towards the rail foot, i. the filling profile widens towards the groove bottom.
  • the filling profile widens towards the groove bottom.
  • the filling profile may be formed in one piece, two-piece or multi-piece.
  • a separate one in the cavity which forms on the rail side between the rail web, the guide rail and the underside of the travel head Profile part, eg a profile in cross-section profile part, to order.
  • the assembly of the filling profile is facilitated, for example, in the event that the guide rail is welded to the running rail.
  • a cord-shaped profile part can be introduced into the mentioned cavity and then the remainder of the filling profile can be arranged.
  • the separate profile part may consist of the same material as the part A and / or B of the filling profile or of another material or another combination of materials.
  • the filling profile is in the unloaded state preferably with its upper surface substantially in the plane of the head rail head. As a result, a substantially flat surface is created in the groove area, which can be traveled by cyclists without increased risk of falling and committed by pedestrians.
  • FIG. 1 schematically shows a cross-sectional view of a rail assembly according to the invention 1.
  • the rail assembly 1 comprises a rail 2 with a rail head 3, a rail web 4 and a rail foot 5.
  • the rail head 3 comprises a running rail 6 with a rail head 16 and a guide rail 7 with a head rail head 17.
  • Die Rail 2 is here designed as a Vignol rail, which is substantially symmetrical with respect to its central longitudinal axis 29, and the rail web 4 is connected via a flange 18 and a screw 19 with a guide rail 7.
  • dashed lines 21, 22 along the groove-side flank 10 of the running rail 6 and the running rail head 16 and the groove-side flank 11 of the guide rail 7 are located.
  • the dashed line 22a which is parallel to the line 22, was drawn as an auxiliary line to illustrate the angle ⁇ , which is formed between the groove side flanks 10, 11.
  • the flanks 10, 11 run apart towards the rail foot 5, so that an angle ⁇ is formed between the flanks 10, 11.
  • the track groove 8 thus widens in cross-section from its opening 23 to its bottom 24.
  • the groove depth T R ie the dimension between the horizontal Tagente 27 on the surface 28 of the rail head 16 and the groove bottom 24 at the level of half the distance between the two flanks 10, 11, here is about 40% of the rail height H S , ie the Measure between the horizontal Tagente 27 on the surface 28 of the rail head 16 and the base 26, ie the lower surface of the rail foot fifth
  • a groove 8 is formed, in which a filling profile 9 is inserted, which here consists of two parts 9a, 9b.
  • the filling profile 9 consists of an upper, i. to the rail head 3 or to the groove opening 23 facing part A and a lower, i. to the rail foot 5 or groove bottom 24 facing part B.
  • the boundary between the part A and the part B is indicated here for illustrative purposes only as a dashed line 20, since both parts are integrally formed with each other.
  • the part A of the filling material consisting of elastomeric material profile 9a is solid here, while the part B of the also consisting of elastomeric material filling profile 9a gas or air-filled channels 25 has.
  • the surface 12 of the part A is profiled.
  • the surface 12 of the part A lies with the head rail head 17 substantially in a plane 15.
  • the filling profile 9 engages behind the rail head 16 with a retaining lip 31.
  • FIG. 2 schematically shows the in Fig. 1 illustrated rail assembly 1 according to the invention in a loading situation.
  • the part A of the filling profile 9a slides with its PTFE-coated sides 13, 14, along the flanks 10, 11 of the running rail 6 and guide rail 7 in the direction of the groove bottom 24. While the part A remains substantially undeformed, the part B becomes elastic deformed.
  • the air-filled channels 25 are compressed.
  • the filling profile 9 takes the original shape again.
  • the part A driven essentially by the restoring forces of the part B, slides in the direction of the track groove opening 23 and in this way closes the track groove 8.
  • the filling profile 9 is held in the track groove without the need for gluing or the like.
  • Fig. 3 shows a section of another embodiment of the rail assembly according to the invention 1.
  • the rail assembly 1 differs from the in Fig. 1 or 2 shown only in that the part A of the filling profile 9 is made of metal.
  • the part A is firmly connected to the elastically deformable part B of the filling profile 9 by gluing.
  • a coating for example a PTFE coating, may be provided on the sides of the filling profile 9, preferably in the region of the part A.
  • the rail arrangement 1 is correct Fig. 3 with the in Fig. 1 and 2 shown, so that reference is made to the description there.
  • FIG. 4 shows a cross section through a further embodiment of a rail assembly 1 according to the invention, wherein like reference numerals corresponding features of FIG. 1 Designate illustrated embodiment.
  • the running rail 6 and the separate guide rail 7 are arranged on a common base 36, which is here made of suitable metal, but may also consist of plastic or an elastomer.
  • Running rail 6 and guide rail 7 are respectively on the sides facing each other to a projection 36 formed by the base 36, while they are welded to the outside of the base 36 and fixed in this way.
  • Running rail 6 and guide rail 7 are connected to each other here via a screw 19, wherein a metal sleeve 34 acts as a spacer.
  • the groove bottom 24 forms here a arranged on the sleeve 34 support plate 35 which extends parallel to the rail 2 between the rail 6 and guide rail 7, and with which the underside of the arranged on the support plate 35 filling profile 9 is glued.
  • the running rail 6 is slightly inclined here with its longitudinal axis 29, for example 1:40, relative to the horizontal in the direction of the track groove 8 or guide rail 7.
  • the groove-side flanks 10, 11 of the rail 6 and guide rail 7 run here almost parallel, with a slight opening to the groove opening 23 out.
  • the filling profile 9 has a retaining lip 31 with which the filling profile 9 engages behind the rail head 16.
  • Both the retaining lip 31 and the bonding of the filling profile 9 on the support plate 35 are not necessarily required to keep the filling profile 9 at the intended position, but are to suitable, an unforeseen or wanton distance to complicate the filling profile 9.
  • the parts A and B of the filling profile 9 are integrally formed with each other by means of coextrusion.
  • the groove depth T R is here about 48% of the rail height H S.

Description

Die Erfindung betrifft eine Schienenanordnung für mit Spurkranzrädern versehene Schienenfahrzeuge.The invention relates to a rail arrangement for wheeled rail vehicles.

Schienenanordnungen für mit Spurkranzrädern versehene Schienenfahrzeuge, z.B. Straßenbahnen, sind grundsätzlich bekannt. Beispiele hierfür sind in der DE 100 11 468 B4 , DE 103 02 521 A1 , DE 44 11 833 A1 , DE 198 01 583 A1 und WO 92/05313 A1 beschrieben. Derartige Schienenanordnungen umfassen häufig Rillenschienen, bei denen im Schienenkopf eine Rille ausgebildet ist, die den Spurkranz aufnimmt. Rillenschienen sind beispielsweise auch aus der DE 10 2004 018 914 A1 , DE 10 2004 054 794 B3 , DE 20 2004 017 132 U1 , DE 20 2005 004 107 U1 , DE 479 362 , DE 499 056 , DE 608 258 , DE 812 674 , DE 564 508 und EP 1 462 570 A1 bekannt.Rail arrangements for wheeled rail vehicles, eg trams, are basically known. Examples are in the DE 100 11 468 B4 . DE 103 02 521 A1 . DE 44 11 833 A1 . DE 198 01 583 A1 and WO 92/05313 A1 described. Such rail assemblies often include grooved rails in which a groove is formed in the rail head, which receives the flange. Grooved rails are for example also from the DE 10 2004 018 914 A1 . DE 10 2004 054 794 B3 . DE 20 2004 017 132 U1 . DE 20 2005 004 107 U1 . DE 479 362 . DE 499 056 . DE 608 258 . DE 812 674 . DE 564 508 and EP 1 462 570 A1 known.

Die Rille ist jedoch eine potenzielle Gefahrenquelle für Verkehrsteilnehmer wie z.B. Fahrradfahrer, deren Reifen sich in der Rille verfangen können, wodurch es regelmäßig zu teils schweren Unfällen kommt. Auch für Fußgänger, z.B. Frauen mit spitzen Absätzen oder alte Menschen, ist das Passieren von Straßen mit solchen Schienen nicht unproblematisch. In der EP 2 298 991 A1 wird daher vorgeschlagen, eine bevorzugt aus Kunststoff, z.B. aufgeschäumtem Polyurethan, bestehende Schutzeinlage in die Rille einzukleben. Aus der DE 87 07 445 U1 ist darüber hinaus bekannt, ein Füllprofil aus Gummi oder gummiähnlichem Material mittels Haltelippen und Verklebung in der Rille zu fixieren. Es hat sich jedoch herausgestellt, dass derartige Lösungen nicht ausreichen, um die Unfallgefahr für Zweiradfahrer und Fußgänger weitgehend auszuschließen, insbesondere die Rille trotz ständig wiederkehrender Be- und Enlastung durch die Spurkranzräder im unbelasteten Zustand zuverlässig und längerfristig in ausreichender Weise zu verschließen. Insbesondere unterliegen derartige Füllprofile einem starken Verschleiß und/oder verhindern das Einfädeln von z.B. Fahrradreifen nicht zuverlässig genug.However, the groove is a potential source of danger for road users such as cyclists, whose tires can get caught in the groove, resulting in regular, sometimes serious accidents. Even for pedestrians, such as women with pointed heels or old people, the passage of roads with such rails is not without problems. In the EP 2 298 991 A1 Therefore, it is proposed to glue a preferably made of plastic, eg foamed polyurethane, existing protective insert in the groove. From the DE 87 07 445 U1 is also known to fix a filling profile of rubber or rubber-like material by means of retaining lips and bonding in the groove. However, it has been found that such solutions are not sufficient to largely rule out the risk of accidents for cyclists and pedestrians, in particular to close the groove in spite of constantly recurring loading and unloading by the flange wheels in the unloaded state reliable and long-term in a sufficient manner. In particular, such filling profiles are subject to heavy wear and / or prevent the threading of eg bicycle tires not reliable enough.

Aufgabe der vorliegenden Erfindung ist es daher, die in Zusammenhang mit Rillenschienen insbesondere für Zweiradfahrer und Fußgänger bestehende Unfallgefahr zuverlässiger als bisher zu vermindern.The object of the present invention is therefore to reduce the risk of accidents in connection with grooved rails especially for cyclists and pedestrians reliable than before.

Gelöst wird die Aufgabe durch den Gegenstand des Anspruchs 1. Zweckmäßige Ausgestaltungen der Erfindung sind in den Unteransprüchen angegeben.The object is achieved by the subject matter of claim 1. Advantageous embodiments of the invention are specified in the subclaims.

Die Erfindung stellt eine Schienenanordnung für mit Spurkranzrädern versehene Schienenfahrzeuge bereit, umfassend

  1. a. eine Schiene mit einem Schienenkopf, einem Schienensteg und einem Schienenfuß, wobei der Schienenkopf eine Fahrschiene, eine Leitschiene und eine dazwischen liegende Spurrille umfasst, und wobei die Schiene eine Schienenhöhe HS und die Spurrille eine Rillentiefe TR aufweist und die Rillentiefe TR mindestens 35% der Schienenhöhe HS beträgt, und
  2. b. ein in der Spurrille angeordnetes Füllprofil, und wobei
das Füllprofil einen zum Schienenkopf weisenden Teil A und einen zum Schienenfuß weisenden Teil B aufweist, wobei der zum Schienenfuß weisende Teil B elastisch verformbar ist und der zum Schienenkopf weisende Teil A eine größere Härte und/oder Festigkeit aufweist als der zum Schienenfuß weisende Teil B.The invention provides a rail assembly for track wheeled rail vehicles, comprising
  1. a. a rail with a rail head, a rail web and a rail foot, wherein the rail head comprises a running rail, a guide rail and an intermediate track groove, and wherein the rail has a rail height H S and the track groove has a groove depth T R and the groove depth T R at least 35 % of the rail height H S is, and
  2. b. a filling profile arranged in the track groove, and wherein
the filling profile has a part A facing the rail head and a part B facing the rail foot, the part B facing the rail foot being elastically deformable and the part A facing the rail head having greater hardness and / or strength than the part B facing the rail foot.

Die erfindungsgemäße Schienenanordnung löst die gestellte Aufgabe durch eine Kombination aus einer vergleichsweise tief ausgebildeten Rille und einem in der Rille angeordneten Füllprofil, das in einen zum Schienenfuß, und damit zum Rillenboden, weisenden elastisch verformbaren Teil B und einen zum Schienenkopf, und damit zur Rillenöffnung und dem Spurkranz, weisenden vergleichsweise harten bzw. festen Teil A untergliedert ist. Beim Passieren des Spurkranzes wird durch den dadurch erzeugten Druck im Wesentlichen nur der untere Teil B des Füllprofils elastisch verformt, während der feste/harte Teil A des Füllprofils im Wesentlichen lediglich in vertikaler Richtung verschoben wird. Nach dem Passieren des Spurkranzes wird der Teil A des Füllprofils durch die Rückstellkräfte des elastisch verformbaren Teils B wieder noch oben gedrückt, so dass die Rille zuverlässig verschlossen wird. Die elastischen Eigenschaften des elastisch verformbaren Teils B sind selbstverständlich auf die Drücke bzw. Gewichtskräfte abgestimmt, die üblicherweise durch Spurkränze von Schienenfahrzeugen und beispielsweise Zweiradfahrer ausgeübt werden, so dass eine Verformung des elastisch verformbaren Teils B im Wesentlichen nur durch das Schienenfahrzeug und nicht durch ein Zweiradfahrzeug, beispielsweise Fahrrad, und/oder einen Fußgänger bewirkt wird. Auch die Härte/Festigkeit des Teils A ist entsprechend auf die auftretenden wechselnden Drücke bzw. Kräfte abgestimmt.The rail assembly according to the invention solves the problem by a combination of a comparatively deep groove and arranged in the groove filling profile in a rail foot, and thus the groove bottom, facing elastically deformable part B and a rail head, and thus the groove opening and the flange, pointing comparatively hard or solid part A is divided. When passing through the flange, essentially only the lower part B of the filling profile is elastically deformed by the pressure generated thereby, while the solid / hard part A of the filling profile is displaced substantially only in the vertical direction. After passing through the wheel flange of the part A of the filling profile is pressed by the restoring forces of the elastically deformable part B again up, so that the groove is reliably closed. The elastic properties of the elastically deformable part B are naturally matched to the pressures or weight forces which are usually exerted by wheel flanges of rail vehicles and for example cyclists, so that a deformation of the elastically deformable part B substantially only by the rail vehicle and not by a two-wheeled vehicle For example, bicycle, and / or one Pedestrian is effected. The hardness / strength of the part A is adjusted accordingly to the occurring changing pressures or forces.

Die rillenseitige Flanke der Fahrschiene und die rillenseitige Flanke der Leitschiene können einen nach oben, d.h. zur Rillenöffnung, sich leicht öffnenden Winkel bilden, z.B. einen Winkel von maximal 1-5°, bevorzugt maximal 1-3° oder maximal 1-2° bilden. Die Flanken können auch im Wesentlichen parallel zueinander verlaufen. Erfindungsgemäß ist es besonders bevorzugt, wenn die rillenseitige Flanke der Fahrschiene und die rillenseitige Flanke der Leitschiene einen sich zum Schienenfuß hin öffnenden Winkel α bilden. Auf diese Weise ist eine sich zum Schienenfuß hin aufweitende Rille gebildet, im Gegensatz zu bisher üblichen Rillengestaltungen, bei denen die Rillenflanken in Richtung Schienenkopf auseinanderlaufen und eine becherförmige Rille mit vergleichsweise weiter Öffnung bilden. Auf diese Weise ist das Füllprofil zuverlässig in der Rille gehalten und muss beispielsweise nicht am Rillenboden festgeklebt werden, obwohl dies natürlich nach wie vor möglich ist. Es genügt eine minimale Aufweitung zum Schienenfuß hin. Bevorzugt beträgt der Winkel α mindestens 0,5°, bevorzugt 1°, weiter bevorzugt 1-5° und besonders bevorzugt 1-3°, z.B. 1°, 1,5°, 2°, 2,5° oder 3°.The groove-side flank of the running rail and the groove-side flank of the guide rail can be turned upwards, i. for groove opening, forming easy-opening angles, e.g. form an angle of at most 1-5 °, preferably at most 1-3 ° or at most 1-2 °. The flanks can also run essentially parallel to one another. According to the invention, it is particularly preferred if the groove-side flank of the running rail and the groove-side flank of the guide rail form an angle α which opens towards the rail foot. In this way, a groove widening towards the rail foot is formed, in contrast to previously common groove designs in which the groove flanks diverge in the direction of the rail head and form a cup-shaped groove with a comparatively wider opening. In this way, the filling profile is reliably held in the groove and, for example, does not have to be glued to the groove bottom, although of course this is still possible. It is sufficient for a minimal expansion to the rail. The angle α is preferably at least 0.5 °, preferably 1 °, more preferably 1-5 ° and particularly preferably 1-3 °, e.g. 1 °, 1.5 °, 2 °, 2.5 ° or 3 °.

Um das Füllprofil weiter in der Rille zu verankern, können die Fahrschiene und/oder die Leitschiene rillenseitig mit einer oder mehreren Hinterschneidungen, Ausnehmungen, Vorsprüngen oder dergleichen versehen sein, in die das Füllprofil mit entsprechenden komplementären vorspringenden Haltelippen oder Aussparungen eingreifen kann.In order to further anchor the filling profile in the groove, the running rail and / or the guide rail can be provided on the groove side with one or more undercuts, recesses, projections or the like into which the filling profile can engage with corresponding complementary projecting retaining lips or recesses.

In einer bevorzugten Ausführungsform der erfindungsgemäßen Schienenanordnung beträgt die Rillentiefe TR mindestens 40 %, bevorzugt mindestens 45 %, besonders bevorzugt mindestens 50 % der Schienenhöhe HS. Die Schienenhöhe HS ist dabei das Maß zwischen der Basis des Schienenfußes und der Oberfläche der Fahrschiene bzw. der waagerechten Tangente an der Fahrschienenoberfläche, die Rillentiefe TR das Maß zwischen der Oberfläche der Fahrschiene bzw. der waagerechten Tangente an der Fahrschienenoberfläche und dem Rillenboden auf Höhe der halben Strecke zwischen den rillenseitigen Flanken der Fahrschiene und der Leitschiene.In a preferred embodiment of the rail arrangement according to the invention, the groove depth T R is at least 40%, preferably at least 45%, particularly preferably at least 50% of the rail height H S. The rail height H S is the measure between the base of the rail foot and the surface of the running rail or the horizontal tangent to the rail surface, the groove depth T R the measure between the surface of the rail or the horizontal tangent to the rail surface and the groove bottom Height of half the distance between the groove side flanks of the rail and the guide rail.

Der zum Schienenkopf weisende Teil A des Füllprofils kann aus demselben Material oder einem anderen Material sein als der zum Schienenfuß weisende Teil B. Beide Teile A und B können beispielsweise aus elastomerem Material bestehen. Geeignete elastomere Materialien sind beispielsweise solche auf Basis von Styrol-Butadien-Kautschuk (SBR), Naturkautschuk (NR), einer Naturkautschuk-Butylkautschuk-Mischung (NR/BR) oder Ethylen-Propylen-Dien-Mischpolymerisat (EPDM).The rail head facing part A of the filling profile may be made of the same material or a different material than the rail foot facing part B. Both parts A and B may for example consist of elastomeric material. Suitable elastomeric materials are for example those based on styrene-butadiene rubber (SBR), natural rubber (NR), a natural rubber-butyl rubber mixture (NR / BR) or ethylene-propylene-diene copolymer (EPDM).

Ein geeignetes Material für das Füllprofil ist beispielsweise SBR mit den in der folgenden Tabelle 1 angegebenen Eigenschaften. Tabelle: 1 Werkstoffeigenschaften eines geeigneten Füllprofilmaterials (SBR-Polymer, gemessen an Platten, d = Tage, RT = Raumtemperatur): Eigenschaft Messmethode Wert Einheit Shore-Härte A DIN 53505 62 ± 5 SHE ISO 7619 Reißfestigkeit DIN 53504 >10,0 N/mm2 ISO 37 Reißdehnung DIN 53504 >380 % ISO 37 Alterung 7d/70 °C ISO 53508 (relative Änderung) ISO 188 Shore-Härte A DIN 53505 8 SHE ISO 7619 Reißfestigkeit DIN 53504 ±15 % ISO 37 Reißdehnung DIN 53504 ±25 % ISO 37 Weiterreißwiderstand DIN 53507 ≥8 N/mm (Methode A) ISO 34 Rückprallelastizität DIN 53512 ≥25 % (bei RT) ISO 815 Druckverformungsrest DIN 53517 ISO 815 72h / RT ≤30 % 24h / 70°C <35 % Ozon 0,5 ppm / 48h / RT DIN 53509 0 Stufe ISO 1431 A Abrieb DIN 53516 <200 mm2 ISO 4649 A Spez. Durchgangswiderstand DIN IEC 93 >1*109 Ohm*cm Temperaturbereich -30 bis 80 °C A suitable material for the filling profile is, for example, SBR with the properties given in Table 1 below. Table: 1 Material properties of a suitable filler profile material (SBR polymer, measured on plates, d = days, RT = room temperature): property measurement method value unit Shore hardness A DIN 53505 62 ± 5 SHE ISO 7619 tear strength DIN 53504 > 10.0 N / mm 2 ISO 37 elongation at break DIN 53504 > 380 % ISO 37 Aging 7d / 70 ° C ISO 53508 (relative change) ISO 188 Shore hardness A DIN 53505 8th SHE ISO 7619 tear strength DIN 53504 ± 15 % ISO 37 elongation at break DIN 53504 ± 25 % ISO 37 Tear strength DIN 53507 ≥8 N / mm (Method A) ISO 34 Rebound DIN 53512 ≥25 % (at RT) ISO 815 Compression set DIN 53517 ISO 815 72h / RT ≤30 % 24h / 70 ° C <35 % Ozone 0.5 ppm / 48h / RT DIN 53509 0 step ISO 1431 A abrasion DIN 53516 <200 mm 2 ISO 4649 A Specific volume resistance DIN IEC 93 > 1 * 10 9 Ohm * cm temperature range -30 to 80 ° C

Der zum Schienenkopf weisende Teil A des Füllprofils kann dabei aus einem härteren Elastomer bestehen als der zum Schienenfuß weisende Teil B, beispielsweise eine höhere Shore-Härte A aufweisen. Alternativ oder zusätzlich können beide Teile A und B aus einem Elastomer desselben Härtegrades bestehen, wobei der Teil A jedoch massiv ausgestaltet ist, während der Teil B mit gasgefüllten, z.B. luftgefüllten, Kammern oder schaumartig ausgestaltet ist. In den Teil B können auch gasgefiillte Mikrosphären eingebracht sein. Der Teil A des Füllprofils kann auch zumindest teilweise aus einem thermoplastischen Elastomer, einem Duroplasten, Metall oder dergleichen bestehen, während der Teil B des Füllprofils aus einem Elastomer besteht. Der Teil A kann, z.B. auch wenn er aus einem Elastomer besteht, eine zusätzliche Beschichtung aus einem thermoplastischen Elastomer, z.B. eine PolyethylenSchicht, aufweisen. Grundsätzlich ist es auch möglich, als Teil B eine Metallfeder vorzusehen, obwohl es bevorzugt ist, wenn der Teil B aus einem elastomeren Material besteht.The part A of the filling profile facing the rail head can consist of a harder elastomer than the part B facing the rail foot, for example having a higher Shore hardness A. Alternatively or additionally, both parts A and B may consist of an elastomer of the same degree of hardness, but part A is made solid, while part B is filled with gas, e.g. air-filled, chambers or foam-like is designed. Part B may also contain gas-filled microspheres. The part A of the filling profile may also at least partially consist of a thermoplastic elastomer, a thermoset, metal or the like, while the part B of the filling profile consists of an elastomer. Part A may be, e.g. even if it is made of an elastomer, an additional coating of a thermoplastic elastomer, e.g. a polyethylene layer. In principle, it is also possible to provide a metal spring as part B, although it is preferred if the part B consists of an elastomeric material.

Der Teil A des Füllprofils ist vorzugsweise möglichst verschleißfest ausgestaltet, so dass er der Belastung durch das Befahren mit dem Radkranz möglichst lange standhalten kann, ohne ausgetauscht werden zu müssen bzw. ohne einem starken Abrieb zu unterliegen, der zu einer tiefer in der Rille versenkten Oberfläche des Füllprofils und damit zu einem Freilegen der Rille führen würde. Zu diesem Zweck können auch Hartpartikel, beispielsweise Metall- oder Kunststoffpartikel, in den Teil A eingebracht sein.The part A of the filling profile is preferably configured as wear-resistant as possible, so that it can withstand the burden of driving with the rim as long as possible, without having to be replaced or without subjecting to heavy abrasion, the deeper sunk in the groove surface the filling profile and thus to an exposure of the groove would lead. For this purpose, hard particles, such as metal or plastic particles, may be introduced into the part A.

Die Teile A und B des Füllprofils sind vorzugsweise fest miteinander verbunden oder einstückig miteinander ausgebildet. Im Falle unterschiedlicher Elastomermaterialien können die Teile A und B beispielsweise stoffschlüssig mittels Koextrusion untereinander verbunden sein. Auch eine Verbindung mittels Verklebens, Verschraubens, Vulkanisierens etc. ist selbstverständlich möglich.The parts A and B of the filling profile are preferably fixedly connected to each other or formed integrally with each other. In the case of different elastomeric materials, the parts A and B can be interconnected, for example, cohesively by means of coextrusion. A connection by means of gluing, screwing, vulcanizing, etc. is of course possible.

Bevorzugt macht der zum Schienenfuß weisende elastisch verformbare Teil B des Füllprofils den größten Teil des Füllprofils aus. Beispielsweise beträgt die Höhe HFB des Teils B des Füllprofils mindestens 60 %, bevorzugt mindestens 65 %, beispielsweise 70 %, 75 %, 80 % oder 85 % der Gesamthöhe HF des Füllprofils. Der Teil A weist bevorzugt eine Mindesthöhe, d.h. Mindestschichtdicke, auf. Besonders bevorzugt beträgt die Höhe HFA des zum Schienenkopf weisenden Teils A des Füllprofils mindestens 15 %, weiter bevorzugt mindestens 20 %, besonders bevorzugt 25 %. 30 % oder 45 % der Gesamthöhe HF des Füllprofils. Beispiele für geeignete prozentuale Verhältnisse zwischen den Höhen der Teile A und B sind 60/40, 65/35, 70/30, 75/25, 80/20 und 85/15. Die Gesamthöhe HF des Füllprofils sowie die Höhenverhältnisse der Teile A und B zueinander können beispielsweise anhand der Radkranzhöhe bestimmt werden.Preferably, the elastically deformable part B of the filling profile facing the rail foot makes up most of the filling profile. For example, the height H FB of the part B of the filling profile is at least 60%, preferably at least 65%, for example 70%, 75%, 80% or 85% of the total height H F of the filling profile. The part A preferably has a minimum height, ie minimum layer thickness. Particularly preferably, the height H FA of the rail head facing part A of the filling profile is at least 15%, more preferably at least 20%, particularly preferably 25%. 30% or 45% of the total height H F of the filling profile. Examples of suitable percentage ratios between the heights of parts A and B are 60/40, 65/35, 70/30, 75/25, 80/20 and 85/15. The total height H F of the filling profile and the height ratios of the parts A and B to each other can be determined, for example, based on the Radkranzhöhe.

Bevorzugt ist die obere Oberfläche, d.h. die befahrene Oberfläche, des Füllprofils rutschfest ausgestaltet, beispielsweise profiliert oder aufgeraut. Hierzu ist es auch möglich, Hartpartikel in die Oberfläche des Füllprofils einzubringen.Preferably, the upper surface, i. the busy surface, the filling profile designed non-slip, for example, profiled or roughened. For this purpose it is also possible to introduce hard particles into the surface of the filling profile.

Die Leitschiene kann einstückig mit der Fahrschiene oder, was bevorzugt ist, als gesondertes Teil ausgebildet sein. Im letzteren Fall ist die Leitschiene vorzugsweise in geeigneter Weise mit der Fahrschiene verbunden, beispielsweise mit dem Schienensteg verschraubt oder verschweißt. Beispielsweise kann die Fahrschiene eine übliche Vignolschiene oder Kranschiene sein, an deren Schienensteg die Leitschiene befestigt ist. Fahr- und Leitschiene bestehen vorzugsweise aus üblichen Schienenmaterialien, typischerweise Metall.The guide rail may be formed integrally with the running rail or, as is preferred, as a separate part. In the latter case, the guide rail is preferably connected in a suitable manner with the running rail, for example screwed or welded to the rail web. For example, the running rail may be a conventional Vignol rail or crane rail, at the rail web, the guide rail is attached. Driving and guide rail are preferably made of conventional rail materials, typically metal.

In einer besonders bevorzugten Ausführungsform der erfindungsgemäßen Schienenanordnung sind die Seiten des Füllprofils, d.h. die den Flanken der Fahrschiene und Leitschiene zugewendeten Flächen, insbesondere die des Teils A, mit einem gleitfähigen Material, beispielsweise einem glatten Kunststoffmaterial beschichtet. Bevorzugt sind die Seiten mit Polytetrafluorethylen (PTFE), beschichtet. Auf diese Weise ist das Entlanggleiten des Füllprofils an den Flanken von Fahr- und Leitschiene beim Herabdrücken durch den Spurkranz und bei der Rückstellung des Füllprofils erleichtert, so dass das Füllprofil nach dem Passieren des Spurkranzes rasch seine Ausgangslage wieder einnimmt und der Verschleiß durch Reibung minimiert ist.In a particularly preferred embodiment of the rail arrangement according to the invention, the sides of the filling profile, i. the surfaces facing the flanks of the running rail and guide rail, in particular those of the part A, coated with a lubricious material, such as a smooth plastic material. Preferably, the sides are coated with polytetrafluoroethylene (PTFE). In this way, the sliding along the filling profile on the flanks of the driving and guide rail when pressed down by the flange and the provision of the filling profile is facilitated, so that the filling profile after passing the flange quickly resumes its initial position and the wear is minimized by friction ,

Bevorzugt weist das Füllprofil einen zum Schienenfuß hin sich aufweitenden Querschnitt auf, d.h. das Füllprofil verbreitert sich zum Rillenboden hin. Dadurch wird ein besserer Sitz des Füllprofils ermöglicht, insbesondere bei einer Ausgestaltung, bei der auch die rillenseitigen Flanken von Fahr- und Leitschiene zum Schienenfuß hin auseinanderlaufen und sich ein zum Schienenfuß hin erweiternder Rillenquerschnitt ergibt.Preferably, the filling profile has a cross-section widening towards the rail foot, i. the filling profile widens towards the groove bottom. As a result, a better fit of the filling profile is made possible, in particular in a configuration in which the groove-side flanks of the driving and guide rails diverge toward the rail foot and there is a groove cross-section widening towards the rail foot.

Das Füllprofil kann einstückig, zweistückig oder mehrstückig ausgebildet sein. Es kann zum Beispiel im Fall einer Ausgestaltung, bei der eine Kombination aus Vignolschiene und am Schienensteg angeschraubter oder angeschweißter Leitschiene vorgesehen ist, vorteilhaft sein, in dem Hohlraum, der sich rillenseitig zwischen dem Schienensteg, der Leitschiene und der Unterseite des Fahrkopfes bildet, einen separaten Profilteil, z.B. einen im Querschnitt kreisförmigen Profilteil, anzuordnen. Auf diese Weise ist auch die Montage des Füllprofils beispielsweise für den Fall erleichtert, dass die Leitschiene an der Fahrschiene angeschweißt ist. In diesem Fall kann zunächst ein schnurförmig ausgebildeter Profilteil in den erwähnten Hohlraum eingebracht und anschließend der Rest des Füllprofils angeordnet werden. Der separate Profilteil kann aus demselben Material wie der Teil A und/oder B des Füllprofils oder aus einem anderen Material oder einer anderen Materialkombination bestehen.The filling profile may be formed in one piece, two-piece or multi-piece. For example, in the case of an embodiment in which a combination of Vignol rail and guide rail bolted or welded to the rail web is provided, it may be advantageous to have a separate one in the cavity which forms on the rail side between the rail web, the guide rail and the underside of the travel head Profile part, eg a profile in cross-section profile part, to order. In this way, the assembly of the filling profile is facilitated, for example, in the event that the guide rail is welded to the running rail. In this case, initially a cord-shaped profile part can be introduced into the mentioned cavity and then the remainder of the filling profile can be arranged. The separate profile part may consist of the same material as the part A and / or B of the filling profile or of another material or another combination of materials.

Das Füllprofil liegt im unbelasteten Zustand vorzugsweise mit seiner oberen Oberfläche im Wesentlichen in der Ebene des Leitschienenkopfes. Dadurch wird im Rillenbereich eine im Wesentlichen ebene Fläche geschaffen, die auch von Fahrradfahrern ohne erhöhtes Sturzrisiko befahren und von Fußgängern begangen werden kann.The filling profile is in the unloaded state preferably with its upper surface substantially in the plane of the head rail head. As a result, a substantially flat surface is created in the groove area, which can be traveled by cyclists without increased risk of falling and committed by pedestrians.

Die Erfindung wird im Folgenden anhand der beigefügten Figuren zu bevorzugten Ausführungsformen der Erfindung rein zu Veranschaulichungszwecken näher erläutert. Es zeigt:

  • Fig. 1 Eine bevorzugte Ausführungsform der erfindungsgemäßen Schienenanordnung im Querschnitt.
  • Fig. 2 Ein Ausschnitt der Schienenanordnung gemäß Fig. 1 unter Belastung.
  • Fig. 3 Eine weitere Ausführungsform der erfindungsgemäßen Schienenanordnung im Querschnitt.
  • Fig. 4 Eine weitere Ausführungsform der erfindungsgemäßen Schienenanordnung im Querschnitt.
The invention will be explained in more detail below with reference to the attached figures to preferred embodiments of the invention purely for illustrative purposes. It shows:
  • Fig. 1 A preferred embodiment of the rail arrangement according to the invention in cross section.
  • Fig. 2 A section of the rail arrangement according to Fig. 1 under pressure.
  • Fig. 3 A further embodiment of the rail arrangement according to the invention in cross section.
  • Fig. 4 A further embodiment of the rail arrangement according to the invention in cross section.

Figur 1 zeigt schematisch eine Querschnittsansicht einer erfindungsgemäßen Schienenanordnung 1. Die Schienenanordnung 1 umfasst eine Schiene 2 mit einem Schienenkopf 3, einem Schienensteg 4 und einem Schienenfuß 5. Der Schienenkopf 3 umfasst eine Fahrschiene 6 mit einem Fahrschienenkopf 16 und eine Leitschiene 7 mit einem Leitschienenkopf 17. Die Schiene 2 ist hier als Vignolschiene ausgebildet, die im Wesentlichen symmetrisch in Bezug auf ihre Mittellängsachse 29 ist, und deren Schienensteg 4 über einen Flansch 18 und eine Schraubverbindung 19 mit einer Leitschiene 7 verbunden ist. In der Figur 1 sind gestrichelte Linien 21, 22 entlang der rillenseitigen Flanke 10 der Fahrschiene 6 bzw. des Fahrschienenkopfes 16 und der rillenseitigen Flanke 11 der Leitschiene 7 eingezeichnet. Die gestrichelte Linie 22a, die parallel zur Linie 22 verläuft, wurde als Hilfslinie eingezeichnet, um den Winkel α, der zwischen den rillenseitigen Flanken 10, 11 gebildet ist, zu verdeutlichen. Die Flanken 10, 11 laufen zum Schienenfuß 5 hin auseinander, so dass zwischen den Flanken 10, 11 ein Winkel α gebildet ist. Die Spurrille 8 verbreitert sich somit im Querschnitt von ihrer Öffnung 23 zu ihrem Boden 24 hin. Die Rillentiefe TR , d.h. das Maß zwischen der waagerechten Tagente 27 an der Oberfläche 28 des Fahrschienenkopfes 16 und dem Rillenboden 24 in Höhe der Hälfte der Strecke zwischen den beiden Flanken 10, 11, beträgt hier etwa 40 % der Schienenhöhe HS, d.h. dem Maß zwischen der waagerechten Tagente 27 an der Oberfläche 28 des Fahrschienenkopfes 16 und der Basis 26, d.h. der unteren Fläche, des Schienenfußes 5. FIG. 1 schematically shows a cross-sectional view of a rail assembly according to the invention 1. The rail assembly 1 comprises a rail 2 with a rail head 3, a rail web 4 and a rail foot 5. The rail head 3 comprises a running rail 6 with a rail head 16 and a guide rail 7 with a head rail head 17. Die Rail 2 is here designed as a Vignol rail, which is substantially symmetrical with respect to its central longitudinal axis 29, and the rail web 4 is connected via a flange 18 and a screw 19 with a guide rail 7. In the FIG. 1 dashed lines 21, 22 along the groove-side flank 10 of the running rail 6 and the running rail head 16 and the groove-side flank 11 of the guide rail 7 are located. The dashed line 22a, which is parallel to the line 22, was drawn as an auxiliary line to illustrate the angle α, which is formed between the groove side flanks 10, 11. The flanks 10, 11 run apart towards the rail foot 5, so that an angle α is formed between the flanks 10, 11. The track groove 8 thus widens in cross-section from its opening 23 to its bottom 24. The groove depth T R , ie the dimension between the horizontal Tagente 27 on the surface 28 of the rail head 16 and the groove bottom 24 at the level of half the distance between the two flanks 10, 11, here is about 40% of the rail height H S , ie the Measure between the horizontal Tagente 27 on the surface 28 of the rail head 16 and the base 26, ie the lower surface of the rail foot fifth

Zwischen Fahrschiene 6 und Leitschiene 7 ist eine Rille 8 gebildet, in die ein Füllprofil 9 eingesetzt ist, das hier aus zwei Teilen 9a, 9b besteht. Das Füllprofil 9 besteht aus einem oberen, d.h. zum Schienenkopf 3 oder zur Rillenöffnung 23 weisenden Teil A und einem unteren, d.h. zum Schienenfuß 5 oder Rillenboden 24 weisenden Teil B. Die Grenze zwischen dem Teil A und dem Teil B ist hier lediglich zu Illustrationszwecken als gestrichelte Linie 20 angedeutet, da beide Teile einstückig miteinander ausgebildet sind. Der Teil A des aus elastomerem Material bestehenden Füllprofils 9a ist hier massiv ausgeführt, während der Teil B des ebenfalls aus elastomerem Material bestehenden Füllprofils 9a gas- bzw. luftgefüllte Kanäle 25 aufweist. Die Oberfläche 12 des Teils A ist profiliert. Die Oberfläche 12 des Teils A liegt mit dem Leitschienenkopf 17 im Wesentlichen in einer Ebene 15. Das Füllprofil 9 hintergreift mit einer Haltelippe 31 den Fahrschienenkopf 16.Between the rail 6 and guide rail 7, a groove 8 is formed, in which a filling profile 9 is inserted, which here consists of two parts 9a, 9b. The filling profile 9 consists of an upper, i. to the rail head 3 or to the groove opening 23 facing part A and a lower, i. to the rail foot 5 or groove bottom 24 facing part B. The boundary between the part A and the part B is indicated here for illustrative purposes only as a dashed line 20, since both parts are integrally formed with each other. The part A of the filling material consisting of elastomeric material profile 9a is solid here, while the part B of the also consisting of elastomeric material filling profile 9a gas or air-filled channels 25 has. The surface 12 of the part A is profiled. The surface 12 of the part A lies with the head rail head 17 substantially in a plane 15. The filling profile 9 engages behind the rail head 16 with a retaining lip 31.

Figur 2 zeigt schematisch die in Fig. 1 dargestellte erfindungsgemäße Schienenanordnung 1 in einer Belastungssituation. Ein nur angedeutet eingezeichnetes auf dem Fahrschienenkopf 16 fahrendes Spurkranzrad 32 presst mit seinem Spurkranz 33 das Füllprofil 9a in die Rille. Der Teil A des Füllprofils 9a gleitet mit seinen PTFE-beschichteten Seiten 13, 14, an den Flanken 10, 11 der Fahrschiene 6 bzw. Leitschiene 7 entlang in Richtung Rillenboden 24. Während der Teil A im Wesentlichen unverformt bleibt, wird der Teil B elastisch verformt. Dabei werden die luftgefüllten Kanäle 25 komprimiert. Auch der in dem Hohlraum 30 unterhalb der rillenseitigen Unterseite des Fahrschienenkopfes 16 angeordnete strangförmige Füllprofilteil 9b wird hier verformt, so dass er den Hohlraum 30 im Wesentlichen ausfüllt. Er kann aber auch so ausgestaltet sein, dass er im Wesentlichen unverformt bleibt. Sobald das Spurkranzrad 32 mit Spurkranz 33 weitergerollt und das Füllprofil 9 entlastet ist, nimmt das Füllprofil 9 die ursprüngliche Form wieder ein. Der Teil A, im Wesentlichen getrieben von den Rückstellkräften des Teils B, gleitet in Richtung Spurrillenöffnung 23 und schließt auf diese Weise die Spurrille 8. Das Füllprofil 9 wird in der Spurrille gehalten, ohne dass es einer Verklebung oder dergleichen bedarf. Für eine zuverlässige Halterung sorgen hier zusammen die Querschnittsverbreiterung des Füllprofils 9 und der Spurrille 8 zum Rillenboden 23 hin sowie die Haltelippe 31. FIG. 2 schematically shows the in Fig. 1 illustrated rail assembly 1 according to the invention in a loading situation. An only indicated drawn on the rail head 16 moving wheel flange 32 presses with its flange 33, the filling profile 9a in the groove. The part A of the filling profile 9a slides with its PTFE-coated sides 13, 14, along the flanks 10, 11 of the running rail 6 and guide rail 7 in the direction of the groove bottom 24. While the part A remains substantially undeformed, the part B becomes elastic deformed. The air-filled channels 25 are compressed. Also arranged in the cavity 30 below the groove-side underside of the rail head 16 strand-shaped Füllprofilteil 9b is deformed here, so that it substantially fills the cavity 30. But it can also be designed so that it remains essentially undeformed. As soon as the wheel flange 32 with wheel flange 33 continues to roll and the filling profile 9 is relieved, the filling profile 9 takes the original shape again. The part A, driven essentially by the restoring forces of the part B, slides in the direction of the track groove opening 23 and in this way closes the track groove 8. The filling profile 9 is held in the track groove without the need for gluing or the like. For a reliable support here together ensure the cross-sectional broadening of the filling profile 9 and the track groove 8 to the groove bottom 23 and the retaining lip 31st

Fig. 3 zeigt einen Ausschnitt einer weiteren Ausführungsform der erfindungsgemäßen Schienenanordnung 1. Die Schienenanordnung 1 unterscheidet sich von der in Fig. 1 oder 2 dargestellten lediglich dadurch, dass der Teil A des Füllprofils 9 aus Metall besteht. Das Teil A ist mit dem elastisch verformbaren Teil B des Füllprofils 9 durch Kleben fest verbunden. Auch hier kann eine Beschichtung, z.B. eine PTFE-Beschichtung, an den Seiten des Füllprofils 9, vorzugsweise im Bereich des Teils A, vorgesehen sein. Ansonsten stimmt die Schienenanordnung 1 gemäß Fig. 3 mit der in Fig. 1 und 2 dargestellten überein, so dass auf die dortige Beschreibung verwiesen wird. Fig. 3 shows a section of another embodiment of the rail assembly according to the invention 1. The rail assembly 1 differs from the in Fig. 1 or 2 shown only in that the part A of the filling profile 9 is made of metal. The part A is firmly connected to the elastically deformable part B of the filling profile 9 by gluing. Here too, a coating, for example a PTFE coating, may be provided on the sides of the filling profile 9, preferably in the region of the part A. Otherwise, the rail arrangement 1 is correct Fig. 3 with the in Fig. 1 and 2 shown, so that reference is made to the description there.

Figur 4 zeigt einen Querschnitt durch eine weitere Ausführungsform einer erfindungsgemäßen Schienenanordnung 1, wobei gleiche Bezugsziffern entsprechende Merkmale der in Figur 1 dargestellten Ausführungsform bezeichnen. Bei dieser Ausführungsform sind die Fahrschiene 6 und die separate Leitschiene 7 auf einer gemeinsamen Unterlage 36 angeordnet, die hier aus geeignetem Metall gefertigt ist, jedoch auch aus Kunststoff oder einem Elastomer bestehen kann. Fahrschiene 6 und Leitschiene 7 liegen jeweils an den einander zugewandten Seiten an einen von der Unterlage 36 gebildeten Vorsprung 37 an, während sie außen mit der Unterlage 36 verschweißt und auf diese Weise fixiert sind. Fahrschiene 6 und Leitschiene 7 sind hier über eine Schraubverbindung 19 miteinander verbunden, wobei eine metallene Hülse 34 als Abstandhalter fungiert. Den Rillenboden 24 bildet hier eine auf der Hülse 34 angeordnete Auflageplatte 35, die parallel zur Schiene 2 zwischen Fahrschiene 6 und Leitschiene 7 verläuft, und mit der die Unterseite des auf der Auflageplatte 35 angeordneten Füllprofils 9 verklebt ist. Die Fahrschiene 6 ist hier mit ihrer Längsachse 29 leicht, z.B. 1:40, gegenüber der Horizontalen in Richtung Spurrille 8 bzw. Leitschiene 7 geneigt. Die rillenseitigen Flanken 10, 11 von Fahrschiene 6 und Leitschiene 7 verlaufen hier nahezu parallel, mit einer leichten Öffnung zur Rillenöffnung 23 hin. Durch entsprechende Ausgestaltung der Leitschiene 7 kann aber auch hier gegebenenfalls ein zum Schienenfuß 5 hin sich öffnender Winkel realisiert werden. Das Füllprofil 9 weist eine Haltelippe 31 auf, mit der das Füllprofil 9 den Fahrschienenkopf 16 hintergreift. Die Haltelippe 31 sorgt für eine zusätzliche Fixierung des Füllprofils 9 in der Spurrille 8. Sowohl die Haltelippe 31 als auch die Verklebung des Füllprofils 9 auf der Auflageplatte 35 sind nicht unbedingt erforderlich, um das Füllprofil 9 an der vorgesehenen Position zu halten, sind aber dazu geeignet, eine unvorhergesehene oder mutwillige Entfernung des Füllprofils 9 zu erschweren. Die Teile A und B des Füllprofils 9 sind mittels Coextrusion einstückig miteinander ausgebildet. Die Rillentiefe TR beträgt hier etwa 48 % der Schienenhöhe HS. Beim Befahren des aus verschleißfestem Material ausgebildeten Teils A des Füllprofils 9 durch eine Bahn, z.B. Straßenbahn, verformt sich das Füllprofil 9 elastisch, wird in senkrechter Richtung gestaucht und weicht in den Hohlraum 30 aus. Anschließend sorgen entsprechend ausgebildete Rückstellkräfte dafür, dass das Füllprofil 9 in seine Ausgangsposition zurückgeht. Die Elastizitätseigenschaften des Füllprofils 9 sind derart ausgestaltet, dass die von einer Bahn beim Befahren ausgeübte Gewichtskraft zur Verpressung des Füllprofils 9 führt, während das Gewicht eines Fahrradfahrers oder Fußgängers keine oder nur eine unwesentliche Verpressung des Füllprofils 9 bewirkt. FIG. 4 shows a cross section through a further embodiment of a rail assembly 1 according to the invention, wherein like reference numerals corresponding features of FIG. 1 Designate illustrated embodiment. In this embodiment, the running rail 6 and the separate guide rail 7 are arranged on a common base 36, which is here made of suitable metal, but may also consist of plastic or an elastomer. Running rail 6 and guide rail 7 are respectively on the sides facing each other to a projection 36 formed by the base 36, while they are welded to the outside of the base 36 and fixed in this way. Running rail 6 and guide rail 7 are connected to each other here via a screw 19, wherein a metal sleeve 34 acts as a spacer. The groove bottom 24 forms here a arranged on the sleeve 34 support plate 35 which extends parallel to the rail 2 between the rail 6 and guide rail 7, and with which the underside of the arranged on the support plate 35 filling profile 9 is glued. The running rail 6 is slightly inclined here with its longitudinal axis 29, for example 1:40, relative to the horizontal in the direction of the track groove 8 or guide rail 7. The groove-side flanks 10, 11 of the rail 6 and guide rail 7 run here almost parallel, with a slight opening to the groove opening 23 out. By appropriate design of the guide rail 7 but also here an optional opening to the rail 5 towards angle can be realized. The filling profile 9 has a retaining lip 31 with which the filling profile 9 engages behind the rail head 16. Both the retaining lip 31 and the bonding of the filling profile 9 on the support plate 35 are not necessarily required to keep the filling profile 9 at the intended position, but are to suitable, an unforeseen or wanton distance to complicate the filling profile 9. The parts A and B of the filling profile 9 are integrally formed with each other by means of coextrusion. The groove depth T R is here about 48% of the rail height H S. When driving the formed of wear-resistant material part A of the filling profile 9 by a train, eg tram, the filling profile 9 deforms elastically, is compressed in the vertical direction and deviates into the cavity 30. Subsequently, appropriately trained restoring forces ensure that the filling profile 9 returns to its original position. The elasticity properties of the filling profile 9 are designed such that the weight force exerted by a web during driving leads to compression of the filling profile 9, while the weight of a cyclist or pedestrian causes no or only a negligible compression of the filling profile 9.

Claims (13)

  1. A rail arrangement (1) for rail vehicles furnished with flanged wheels, comprising
    a. a rail (2) having a rail head (3), a rail web (4) and a rail base (5), the rail head (3) comprising a drive rail (6), a guide rail (7) and a rail groove (8) lying therebetween, and the rail (2) having a rail height HS, the rail groove (8) having a groove depth TR and the groove depth TR being at least 35% of the rail height HS, and
    b. a filler profile (9) arranged in the rail groove (8),
    characterized in that the filler profile (9) has a part A pointing towards the rail head (3) and a part B pointing towards the rail base (5), part B pointing towards the rail base (5) being elastically deformable and part A pointing towards the rail head (3) having a greater hardness and/or rigidity than part B pointing towards the rail base (5).
  2. The rail arrangement according to claim 1, characterized in that the flank (10) of the drive rail (6) on the groove side and the flank (11) of the guide rail (7) on the groove side form an angle α that opens towards the rail base (5).
  3. The rail arrangement according to claim 2, characterized in that the angle α is at least 0.5°, preferably at least 1°, more preferably 1-5° and particularly preferably 1-3°.
  4. The rail arrangement according to any one of claims 1 to 3, characterized in that the groove depth TR is at least 40%, preferably at least 45%, particularly preferably at least 50% of the rail height HS.
  5. The rail arrangement according to any one of claims 1 to 4, characterized in that the part A of the filler profile (9) pointing towards the rail head (3) is composed at least partially of metal and the part B of the filler profile (9) pointing towards the rail base (5) is composed of an elastomer.
  6. The rail arrangement according to any one of claims 1 to 4, characterized in that the parts A and B of the filler profile (9) both are composed of elastomeric material, wherein the part A of the filler profile (9) pointing towards the rail head (3) is composed of a harder elastomer than the part B of the filler profile (9) pointing towards the base foot (5).
  7. The rail arrangement according to any one of the preceding claims, characterized in that the height HFA of the part A of the filler profile (9) pointing towards the rail head (3) is at least 15%, more preferably at least 20%, particularly preferably 25%, 30% or 45% of the total height HF of the filler profile (9).
  8. The rail arrangement according to any one of the preceding claims, characterized in that the upper surface (12) of the filler profile is profiled.
  9. The rail arrangement according to any one of the preceding claims, characterized in that the rail (2) is formed in one piece or the guide rail (7) is formed as a separate part and is screwed or welded to the rail web (4).
  10. The rail arrangement according to any one of the preceding claims, characterized in that the sides (13, 14) of the filler profile (9) are coated with a low-friction material, preferably polytetrafluoroethylene (PTFE).
  11. The rail arrangement according to any one of the preceding claims, characterized in that the filler profile (9) has a cross-section that widens towards the rail base (5).
  12. The rail arrangement according to any one of the preceding claims, characterized in that the filler profile (9) is formed in one piece, two pieces or multiple pieces.
  13. The rail arrangement according to any one of the preceding claims, characterized in that the upper surface (12) of the filler profile (9) substantially lies in the plane (15) of the guide rail head (17).
EP13753543.1A 2012-07-09 2013-07-02 Rail arrangement Active EP2870289B8 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL13753543T PL2870289T3 (en) 2012-07-09 2013-07-02 Rail arrangement

Applications Claiming Priority (2)

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DE102012106138.6A DE102012106138B4 (en) 2012-07-09 2012-07-09 rail arrangement
PCT/DE2013/100239 WO2014008890A2 (en) 2012-07-09 2013-07-02 Rail arrangement

Publications (3)

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EP2870289A2 EP2870289A2 (en) 2015-05-13
EP2870289B1 true EP2870289B1 (en) 2016-09-14
EP2870289B8 EP2870289B8 (en) 2017-08-16

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US (1) US9873988B2 (en)
EP (1) EP2870289B8 (en)
AU (1) AU2013289647B2 (en)
CA (1) CA2878490C (en)
DE (1) DE102012106138B4 (en)
PL (1) PL2870289T3 (en)
RU (1) RU2615230C2 (en)
WO (1) WO2014008890A2 (en)

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Also Published As

Publication number Publication date
US9873988B2 (en) 2018-01-23
AU2013289647A1 (en) 2015-01-29
AU2013289647B2 (en) 2016-10-06
DE102012106138A1 (en) 2014-01-09
PL2870289T3 (en) 2017-05-31
RU2615230C2 (en) 2017-04-04
CA2878490C (en) 2018-12-04
WO2014008890A2 (en) 2014-01-16
CA2878490A1 (en) 2014-01-16
DE102012106138B4 (en) 2016-09-22
RU2014147114A (en) 2016-08-27
US20150191876A1 (en) 2015-07-09
EP2870289B8 (en) 2017-08-16
EP2870289A2 (en) 2015-05-13
WO2014008890A3 (en) 2014-04-17

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