EP3839139A1 - System for covering a groove of a rail arrangement - Google Patents

Abstract

System for covering a groove (1) of a rail arrangement (2) comprising a plurality of segment elements (3) each with an upper side (4) and an underside (5), and per segment element (3) at least one restoring element acting on the underside (5) ( 6), two adjacent segment elements (3) being connected to one another in such a way that the plurality of segment elements (3) connected to one another form a segment element chain (7) extending along a longitudinal axis (L) a rail vehicle the segment elements (3) of the segment element chain (7) are pressed from the starting position (A) against the action of the restoring element (6) along a direction of movement (B) into a crossing position (U) and after the crossing the restoring element (6) the Segment elements (3) returns to the starting position (A), the connection (8) between two adjacent segment elements (3) having play (S) such that s during a crossing, the difference in length in the segment element chain (7) resulting from the deflection into the crossing position can be compensated.

Description

TECHNICAL AREA

The present invention relates to a system for covering a groove of a rail arrangement according to the preamble of claim 1.

STATE OF THE ART

Rail arrangements for trams, railways, etc. are known from the prior art. The rail vehicles typically include flange wheels, which is why the rail arrangements have a groove running in the direction of the rail. Such grooves represent a source of danger for various road users. In particular for vehicles with narrow tires, such as bicycles, scooters, etc., there is a risk that the wheel will dip into the groove and fall. A fall typically ends with injury or even death of the driver.

From the DE 87 07 445 U1 it has become known that a rubber filler profile is to be inserted into the groove. The disadvantage of this filling profile is the wear that occurs due to the wheels that press the filling profile into the groove. On the one hand, compressive forces occur which compress the filling profile and, on the other hand, shear forces occur in the direction of the rail during the passage. Accordingly, there is a very unfavorable mechanical load, which is disadvantageous for the service life of the filling profile.

From the FR 563.652 another solution has become known. Here the groove is covered by plates, which are mounted on spring assemblies. When they are passed over, the panels are pressed from their initial position into the groove and, due to the spring action, move back into their initial position after they have passed through. In the starting position, the groove is covered by the plate so that the problems mentioned at the beginning cannot occur. During the crossing, the position of the end point of the plate changes. For this purpose, there is a tab with a slot to compensate for the shift. The total length of the system is therefore limited. Furthermore, the plates can tilt in the groove, since they do not have any guidance whatsoever in their movement from the starting position into the interior of the groove.

DISCLOSURE OF THE INVENTION

Proceeding from this prior art, the present invention is based on an object of specifying a system for covering a groove in a rail arrangement which overcomes the disadvantages of the prior art. A particularly preferred task is to specify a system whose function functions reliably for as long as possible.

This object is achieved by the subject matter of claim 1. Accordingly, a system for covering a groove of a rail arrangement comprises a plurality of segment elements, each with an upper side and an underside, and at least one restoring element acting on the underside. In each case two segment elements lying adjacent to one another are connected to one another in such a way that the multiplicity of segment elements connected to one another form a segment element chain extending along a longitudinal axis. When a rail vehicle travels over, the segment elements of the segment element chain are pressed from the starting position against the action of the restoring element along a direction of movement into a crossing position. After the passage, the reset element returns the segment elements to their original position. The connection has play between two adjacent segment elements. The play is provided in such a way that the length difference in the segment element chain resulting from the deflection into the crossing position can be compensated for during a pass.

By arranging a large number of segment elements, which are combined in a segment element chain that is variable in length, an element is created which reliably covers the groove and is gently pressed down when a rail vehicle passes over it.

Due to the arrangement of many segment elements, there is also the advantage that the segment element chain can work more reliably. This is due to the fact that no long guides are necessary, which are prone to contamination Would be jammed. In addition, only the segment elements that are being driven over by a wheel are moved, as well as the neighboring elements due to the vertical force. The other segment elements will remain in their original position.

Each segment element is mounted in the groove with respect to the longitudinal direction through the connection with an adjacent segment element, which has the advantage that forces in the longitudinal direction act on the individual segment elements and not on the segment element chain as such.

As a result of the play between two adjacent segment elements, the segment element chain can be stretched when viewed in the longitudinal direction. This longitudinal expansion allows installation in straight routes as well as in curved sections.

The expression “play” is understood to mean that two adjacent segment elements can move relative to one another in the direction of the longitudinal axis.

In other words: the connection between two adjacent segment elements is designed in such a way that the resulting difference in length can be compensated for by the corresponding play. In this way, the mechanical stress on the elements that cover the groove can be minimized.

The connection between two segment elements can also be referred to as a joint, the joint being designed with the corresponding play.

Due to the geometry of the segment elements and the connection, the play is preferably designed in such a way that it only acts in the longitudinal direction and that there is no play in the direction of movement. In the installed position, the direction of movement is essentially vertical. The vertical freedom from play enables the vertical forces to be transmitted when moving from the starting position to the crossing position, with the segment element chain remaining force-free in the longitudinal direction. This avoids overloading the chain.

The connection of the individual segment elements to form the segment element chain has the further advantage that on-site assembly is very simple because the segment element chain can be inserted into the groove as a single element.

Each individual segment element is designed as a comparatively rigid element. This means that the segment element is not deformed when it is passed over, but only the position of the segment element is changed. This contributes to longevity.

At least one restoring element is preferably arranged per segment element. However, it is also conceivable that, for example, a restoring element is arranged for every second segment element.

Preferably, each of the segment elements has a connecting section at each end, with two connecting sections of two adjacent segment elements being connected to one another in a pivotable manner via a connecting element. The play is preferably provided between the connecting element and one of the two connecting sections. This means that the connecting element is firmly mounted on one of the connecting sections and is connected to the other connecting section with play.

Preferably, each connection between two adjacent segment elements has said play over the length of the segment element chain. This embodiment has the advantage that all segment elements in the segment element chain can be designed identically. In addition, the game is divided over the total length of the segment element chain.

The play is distributed locally when a wheel is driven over and preferably only occurs where the wheel is located, that is to say where an extension of the chain line is necessary.

Alternatively, over the length of the segment element chain, at least every second connection is without play and all other connections are equipped with said play.

Preferably, the ends of the segment element chain can be fixedly arranged with respect to a movement in the direction of the longitudinal axis and can be arranged movably with respect to a movement transverse to the longitudinal axis from the starting position into the crossing position.

In other words, the segment element chain is arranged in such a way that the segment element chain does not move in the direction of the vehicle when a rail vehicle travels over it Moved longitudinally, but only in the direction transverse to the longitudinal axis. In the installed position, the longitudinal axis typically runs parallel to the top of the rail route, that is to say essentially horizontally, or if there is an incline, at a slight angle to the horizontal. The transverse direction then runs in the vertical or, if there is a slope, at a slight angle to the vertical.

The ends are in contact, for example, with the rail or with other fixedly mounted elements.

One of the connecting sections is preferably designed as a tab and the other of the connecting sections is designed as a fork for receiving a tab of the adjacent segment element. The fork has a fork-side bearing opening and the bracket has a bracket-side bearing opening. A bolt is guided through the two bearing openings of two adjacent segment elements.

This type of connection between the two segment elements has the advantage that a simple mechanical structure can be created.

The fork-side bearing opening is preferably designed as an elongated hole oriented in the direction of the longitudinal axis and the bolt is fixedly mounted in the bracket-side bearing opening. The bracket-side bearing opening is preferably circular. Alternatively, the bracket-side bearing opening is designed as an elongated hole oriented in the direction of the longitudinal axis, and the bolt is firmly mounted in the fork-side bearing opening. The fork-side bearing opening is preferably circular. In both variants, the elongated hole is aligned in the direction of the longitudinal axis and in the transverse direction the bolt lies in the elongated hole without play.

Preferably, the front side of the fork is convexly rounded, while the segment element has a concave rounding at the plate foot. The convex curve protrudes into the concave curve.

Preferably, each of the segment elements is guided with a guide, the guide allowing the segment elements to move in the direction of movement from the starting position to the crossing position, the guide preventing the segment elements from moving in the direction of the longitudinal axis and the guide preventing lateral deflection transversely to the longitudinal axis and prevented transversely to the direction of movement of the segment elements. The guidance of each individual segment element has the advantage that, compared to devices from the prior art, the guidance is divided into smaller sub-segments, which are decoupled in the direction of the longitudinal axis, i.e. in the direction of travel, by the play and with which the thrust forces are separated Do not add up in the direction of travel.

The guide also has the advantage that forces can be introduced into the guide in the direction of the longitudinal axis. As a result, there is no loading in the direction of the longitudinal axis on the connection between two adjacent segment elements.

The guide preferably has a guide element that can be arranged laterally to a rail, the guide element preventing a lateral deflection transversely to the longitudinal axis and transversely to the direction of movement of the segment elements from the starting position into the end position, the segment elements being guided on a guide surface of the guide element, and between Guide surface and segment element, preferably an element which reduces friction and dampens the rapid return movement, is arranged.

The guidance through the guide element provides a lateral guidance so that the segment elements or the segment element chain remain in position with respect to the rail.

The friction-reducing element can be part of the guide surface, or a separate element can be provided. For example, the arrangement of an insert or a plate made of plastic would be conceivable.

The guide preferably has a guide bolt on each of the segment elements to prevent movement of the segment elements in the direction of the longitudinal axis, which guide pin is guided into a guide slot, the guide slot being oriented transversely to the longitudinal axis.

In other words, the segment elements can only be moved in the vertical direction, but not in the horizontal direction. If the rail is installed inclined, the directions described above are also inclined by this angle of inclination.

The guide designed in this way has the advantage that the forces acting on the segment element chain in the longitudinal direction are absorbed by the guide and do not result in a displacement of the segment element chain in the direction of the longitudinal axis.

This results in no shear forces on the connection between the individual segment elements and on the segment element chain as such.

The guide slot is oriented essentially in the vertical direction.

Particularly preferably, precisely a single guide pin is arranged, which is located in the middle between the two connecting sections on the segment element.

The guide slots are preferably arranged in the guide element, the guide pin preferably protruding through the guide slot and resting against a surface lying opposite the guide surface.

The guide bolt preferably has a flange which rests against the guide surface. The flange can be part of the guide pin or it can be designed as a separate part that is connected to the guide pin.

The restoring element, which is arranged below the segment element, preferably rests on a bearing plate. The bearing plate can be molded or fastened to the guide element.

The restoring element is preferably selected from the group consisting of a spiral spring, leaf spring, rubber block, pneumatic spring or hydraulic spring.

The restoring element is preferably designed in such a way that the restoring element only compresses from a weight of 50 kilograms.

Each of the segment elements preferably has a stop surface which is designed in such a way that the segment element strikes the underside of the rail head in the starting position. In other words, this means that the restoring element presses the segment element with the stop surface against the underside of the rail head.

Each of the segment elements preferably has one on the stop surface Noise-reducing layer, e.g. made of an elastomer, in order to minimize the development of noise when resetting, where there is renewed contact between the segment element and the rail head. The noise-reducing layer can also be arranged on the underside of the rail head.

The segment element is preferably provided on its upper side with a structure which influences the friction between a vehicle driving over it and the segment element. The structure is preferably designed in such a way that the sliding resistance on contact with the wheel of a rail vehicle is not increased, while the sliding resistance is increased on contact with the tire of a bicycle. This effect can be achieved by a mechanical structure, such as grooves, serrations, etc., worked into the surface. The structure influencing friction can, however, also be provided by coating the surface.

The segment element is preferably made of steel, of a cast material, of metallic glasses, of hard rubber, of a fiber-reinforced composite material or of a fiber-reinforced plastic.

If the system is made of metals, the influence of the temperature on the system behavior is markedly reduced, because the properties such as the stiffness will only change imperceptibly in common temperature ranges.

The segment element preferably has properties such that no permanent deformations occur under the loads acting. Steel, cast materials, hard rubber, fiber-reinforced composite material or plastic or even metallic glasses can be used for this purpose.

The length of a segment element is preferably between 10 centimeters and 50 centimeters.

The play, viewed in the direction of the longitudinal axis, is preferably in the range from 1 millimeter to 30 millimeters. The optimal dimensioning of the clearance is directly dependent on the length of the segments and their vertical displacement.

The length of the segment element chain is preferably greater than 0.5 meters. In principle, the modular structure allows the chain to be implemented in any length. The The minimum dimension is given by the length of an element.

A rail arrangement comprises a system according to the above description and a rail with a rail head, a rail web and a rail foot, the segment element chain extending next to the rail head in the direction of the rail and the resetting elements being arranged essentially in the area of the rail web.

Further embodiments are given in the dependent claims.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1

eine perspektivische Ansicht eines Systems zur Überdeckung einer Rille einer Schienenanordnung nach einer ersten Ausführungsform;

Fig. 2

eine weitere perspektivische Ansicht der Figur 1;

Fig. 3

eine weitere perspektivische Ansicht der Figuren 1 und 2;

Fig. 4

eine Explosionsdarstellung des Systems gemäss den Figuren 1 und 2;

Fig. 5a/b

Detailansichten einer Segmentelementkette der vorhergehenden Figuren;

Fig. 5c/d

weitere Detailansicht der Segmentelementkette der vorhergehenden Figuren;

Fig. 6

eine Schnittansicht des Systems quer zur Längsrichtung, wobei die Segmentelementkette in der Ausgangslage liegt;

Fig. 7

eine Schnittansicht des Systems quer zur Längsrichtung, wobei die Segmentelementkette in der Überfahrlage liegt; und

Fig. 8

eine perspektivische Ansicht mit der Befestigung der Segmentelementkette.

Preferred embodiments of the invention are described below with reference to the drawings, which are only used for explanation and are not to be interpreted as restrictive. In the drawings show:

Fig. 1

a perspective view of a system for covering a groove of a rail arrangement according to a first embodiment;

Fig. 2

another perspective view of FIG Figure 1 ;

Fig. 3

another perspective view of FIG Figures 1 and 2 ;

Fig. 4

an exploded view of the system according to the Figures 1 and 2 ;

Fig. 5a / b

Detailed views of a segment element chain of the preceding figures;

Fig. 5c / d

further detailed view of the segment element chain of the previous figures;

Fig. 6

a sectional view of the system transversely to the longitudinal direction, wherein the segment element chain is in the starting position;

Fig. 7

a sectional view of the system transversely to the longitudinal direction, wherein the segment element chain is in the drive-over position; and

Fig. 8

a perspective view with the attachment of the segment element chain.

DESCRIPTION OF PREFERRED EMBODIMENTS

In the figures, a system for covering a groove 1 of a rail arrangement 2 is shown. The system comprises a plurality of segment elements 3, each with an upper side 4 and an underside 5 and at least one restoring element 6 acting on the underside 5 per segment element 3. A variety of Interconnected segment elements 3 form a segment element chain 7 extending along a longitudinal axis L. The segment element chain 7 is in the installed position, as in FIG Figure 1 shown, next to a rail 32 of a rail arrangement 2. The upper side 4 of the segment element 3 is in each case essentially at the level of the sliding surface 26 of the rail head 24 of the rail 2. When a rail vehicle passes over the segment elements 3 of the segment element chain 7 are from a starting position A, like in the Figure 1 shown, against the action of the restoring element 6 along a direction of movement B in a crossing position U, as in the Figures 2 and 3 shown, pressed. In the Figure 2 a wheel 27 of the rail vehicle is also shown schematically. After the passage, the restoring element 6 returns the segment elements 3 to the starting position.

In the starting position A, the segment elements 3 or the segment element chain 7 cover the groove 1 of the rail arrangement 2 in such a way that the rail arrangement can be passed safely by two-wheelers or pedestrians, i.e. without being hooked into the groove 1. The groove 1 is essentially filled when viewed from above.

The connection between two adjacent segment elements 3 has a clearance S. When a rail vehicle is driven over, the length of the segment element chain 7 changes from the starting position A to the crossing position U due to the deflection. The play S is dimensioned in such a way that the length difference in the segment element chain 7 resulting from the deflection into the crossing position U can be compensated for when it is passed over.

In the Figure 1 As already mentioned, the segment element chain 7 is shown in the starting position A. Each of the segment elements 3 is pressed upwards by the restoring element 6. In the embodiment shown, each of the segment elements 3 has a stop surface 23. With this stop surface 23, the segment element 3 is pressed against the underside 24 of the rail head 25. In the starting position, the segment element 3 strikes the rail head 25 with the stop surface 23 on the underside 24. The stop surface 23 is formed here by an extension which extends laterally away from the segment element 3.

In the Figure 2 the crossing position U is then displayed. It can be clearly seen here that the segment elements 3 are moved from the starting position A into the crossing position U. The movement is a downward movement, that is, from the starting position A along the direction of movement B into the crossing position U. In this context, downward means from the sliding surface 26 of the rail 32 downward in the direction of the rail foot 33.

In the Figure 3 the crossing position U according to the Figure 2 shown. But here without the wheel 27.

The Figure 4 shows an exploded view with the individual parts. One of the connecting sections of the segment element 7 is designed as a tab 9 and the other connecting section is designed as a fork 10 for receiving a tab 9 of the adjacent segment element 3. The fork 10 has a fork-side bearing opening 12 and the bracket 9 has a bracket-side bearing opening 13. When the tab 9 protrudes into the fork 10, a bolt 14 can be passed through the two bearing openings 12, 13 of the two adjacent segment elements 3. Here, the two adjacent segment members are slidably connected to each other in the horizontal direction.

In the embodiment shown according to FIG Figures 5a, 5b , 5c the bracket-side bearing opening 13 is designed as an elongated hole oriented in the direction of the longitudinal axis L. The training as an elongated hole is in the Figure 5a shown. With this training, the game S can be provided. The fork-side bearing opening 12 is designed as a circular bearing opening and the bolt 14 is firmly inserted into this bearing opening 12. The elongated hole can also, as in the Figure 5d shown, at the end towards the adjacent segment element, be designed to be open.

The respective end sides of the connecting sections 10, 11, which are oriented towards the adjacent segment element 3, are each rounded with a rounding 28. This rounding 28c has the advantage that, when moving from the starting position A into the crossing position U, adjacent segment elements 3 do not get caught.

Of the Figures 4 , 6th and 7th it can also be seen that each of the segment elements 3 is guided by a guide 15. The guide 15 can be composed of various elements. The guide 15 is designed in such a way that a movement of the segment elements 7 in the direction of movement B from the starting position into the drive-over position is permitted. The direction of movement B runs essentially in the installation situation in the vertical V. The guide 15 is also designed in such a way that a movement of the segment elements 7 in the direction of the longitudinal axis L, that is to say parallel to the rail 32, is prevented. A displacement of the segment element chain 7 in its longitudinal direction L is therefore not possible. This means that corresponding thrust forces provided by the wheel 27 are diverted via the guide. The guide 15 further prevents lateral deflection transversely to the longitudinal axis L and transversely to the direction of movement B of the segment elements 3 from the starting position A to the crossing position U. In addition, because the bolt 19 is fixed by the flange 29, the guide prevents transverse movement to the rail 32 towards or away from the rail 32 in the direction N.

In the embodiment shown, the guide 15 has a guide element 16 that can be arranged laterally to a rail 32. The guide element 16 is designed here as a guide plate. The guide element 16 prevents a lateral deflection transversely to the longitudinal axis L and transversely or normal to the direction of movement B of the segment elements 7. The guide element 16 has a guide surface 17. The segment elements 3 are guided accordingly on this guide surface 17. In the embodiment shown, a friction-reducing element 18 is arranged between the guide surface 17 and the segment element 3. The friction-reducing element 18 is a friction-reducing insert, for example a plastic plate or Teflon plate, which lies between the guide surface 17 and the segment element 3.

Furthermore, a guide pin 19 prevents the segment element 3 from moving away from the guide surface 17. The guide pin 19 is supported by a guide slot 20 on the guide element 16 and extends accordingly through this guide slot 20. The guide slot 20 is oriented in the vertical, that is, in the direction of movement B. The guidance of the guide pin 19 in the guide slot 20 further ensures that the segment element 7 can move exclusively along the direction of movement B. This means that corresponding forces in the longitudinal direction are introduced into the guide element 16 via the guide pin 19 and the guide slot 20. In the embodiment shown, the guide pin 19 has a flange 29, which is designed in two parts here. A part of the flange 29 is part of the guide pin 19 and another part is provided as part of a separate guide plate 30. The flange 29, or here the guide plate 30, slides over a surface on the guide element 16 opposite the guide surface 17. An element 18 reducing the friction can also be arranged here.

At the top, the guide slot 20 is closed off by a bridge part 34 which limits the guide slot 20 towards the top.

The guide slots 20 could, however, also be arranged on another element, for example on the rail 32 itself.

Next is from the Figures 6 and 7th It is clear that a box body 31 is arranged behind the guide element 15, which essentially closes off the rear area, that is to say where the guide bolt 19 moves with the flange 29, towards the outside. This has the effect that as little dirt as possible gets into the guide area.

The installation space provided by the box body 31 also enables the quick installation of the pre-assembled overall system consisting of the segment elements 7, the restoring elements 6, the bearing plate 22 and the lateral guide consisting of the guide element 16, the guide flange 29, 30, the guide bolt 19 and the others Additional elements such as 18, 14. The preassembled system described above is pushed into the fixing groove 36 in the base plate 35 and fixed with the cover plate 37. The guide plate 16 is additionally supported laterally with the support blocks 38.

In the embodiment shown, the restoring element 6 is designed as a spiral spring. The restoring element 6 can, however, also be designed as a leaf spring, rubber block, pneumatic spring or as a hydraulic spring.

The nature of the segment element 3 is important with regard to wear, since it comes into contact with the flange of the wheel 27 and is correspondingly stressed by this. In addition, however, the segment element 3 should not be slippery for a vehicle passing over it, such as a bicycle or a motorcycle. The segment element 7 is preferably provided on its upper side 4 with a structure that increases the friction between a vehicle driving over it and with the segment element 3. For example, corresponding ground or incorporated structures on the upper side 4 are to be understood here. The segment element 3 is preferably made of steel, of a cast material, of hard rubber, of a fiber-reinforced composite material or plastic or also of metallic glasses. Furthermore, the segment element 3 preferably has essentially the same strength as steel.

The length of a segment element contributes to the Figures 5a and 5b the reference character C. The length is preferably between 10 cm and 50 cm. The play S viewed in the direction of the longitudinal axis L is essentially in the range from 1 mm to 30 mm, in particular in the range from 10 mm to 25 mm. Furthermore, the length of the segment element chain 7 is essentially greater than 0.5 m, but the length essentially depends on the installation situation.

In the Figure 8 Finally, the fastening of the segment element chain 7 is shown. In the embodiment shown, a last segment element 3 is fixedly arranged. Here the last segment element 3 is secured to the guide element 16 with a bolt 39. The last segment element 3 is arranged inclined at an angle to the sliding surface 26, so that a wheel of a rail vehicle can drive onto the segment element chain 7 with little effort. REFERENCE LIST 1 groove 29 flange 2 Rail arrangement 30th Guide plate 3 Segment element 31 Box body 4th Top 32 rail 5 bottom 33 Rail base 6th Reset element 34 Part of the bridge 7th Segment element chain 35 Base plate 8th connection 36 Fixing groove in the base plate 9 Connection section, tab 37 Cover plate roadway 10 Connecting section, fork 38 Support blocks 11 Connecting element 39 bolt 12th fork-sided bearing opening 13th bracket-side bearing opening A. Starting position 14th bolt B. Actuation direction 15th guide N Normal direction to the guide plate, respectively. rail 16 Guiding elements 17th Guide surface C. length 18th friction-reducing element U Crossing position L. Longitudinal axis 18th guide S. game 19th Guide pin 20th Guide slot 21 surface 22nd Bearing plate 23 Stop surface 24 bottom 25th Rail head 26th Sliding surface 27 wheel 28 Rounding

Claims (15)

A system for covering a groove (1) of a rail arrangement (2) comprising
a plurality of segment elements (3) each having an upper side (4) and a lower side (5), and
at least one return element (6) acting on the underside (5),
two adjacent segment elements (3) being connected to one another in such a way that the plurality of segment elements (3) connected to one another form a segment element chain (7) extending along a longitudinal axis (L),
wherein when a rail vehicle passes over the segment elements (3) of the segment element chain (7) are pressed from the starting position (A) against the action of the restoring element (6) along a direction of movement (B) into a crossing position (U) and after the passage the The reset element (6) returns the segment elements (3) to the starting position (A),
characterized,
that the connection (8) between two adjacent segment elements (3) has play (S) such that the difference in length in the segment element chain (7) resulting from the deflection into the crossing position can be compensated for during a pass. System according to Claim 1, characterized in that each of the segment elements (3) has a connecting section (9, 10) at each end, two connecting sections (9, 10) of two adjacent segment elements (3) being pivotable with one another via a connecting element (11) are connected, the play (S) being provided between the connecting element (11) and one of the two connecting sections (9, 10); or wherein the play (S) is provided between the connecting element (11) and the two connecting sections (9, 10). System according to claim 1 or 2, characterized in that over the length of the segment element chain (7) each connection between two adjacent segment elements has said play (S); or that about the length of the Segment element chain (7) at least every second connection without play and all other connections are equipped with said play (S). System according to one of the preceding claims, characterized in that said play (S) exists exclusively in the longitudinal direction and that the connection is play-free in the direction of movement (B). System according to one of the preceding claims, characterized in that the ends of the segment element chain (7) can be fixedly arranged with respect to a movement in the direction of the longitudinal axis (L) and with respect to a movement transverse to the longitudinal axis (L) from the starting position (A) to the crossing position (U) can be movably arranged. System according to one of the preceding claims, characterized in that one of the connecting sections (9) is designed as a tab and the other of the connecting sections (10) is designed as a fork for receiving a tab of the adjacent segment element (3), the fork having a fork-side bearing opening (12) ) and the bracket has a bracket-side bearing opening (13), a bolt (14) being guided through the two bearing openings (12, 13) of two adjacent segment elements (3). System according to claim 6, characterized in that the bracket-side bearing opening (13) is designed as an elongated hole oriented in the direction of the longitudinal axis (L) and that the bolt (14) is firmly mounted in the fork-side bearing opening (12); or that the fork-side bearing opening (12) is designed as an elongated hole oriented in the direction of the longitudinal axis (L) and that the bolt (14) is firmly mounted in the bracket-side bearing opening (12). System according to one of the preceding claims, characterized in that each of the segment elements (3) is guided by a guide (15),
wherein the guide (15) allows a movement of the segment elements (3) in the direction of movement (B) from the starting position into the drive-over position,
wherein the guide (15) prevents movement of the segment elements (37) in the direction of the longitudinal axis (L) and
wherein the guide (15) a lateral deflection transversely to the longitudinal axis (L) and transversely to the direction of movement (B) of the segment elements (3) from the starting position into the Overrun position prevented. System according to Claim 8, characterized in that the guide (15) has a guide element (16) which can be arranged laterally to a rail, the guide element (16) being deflected laterally transversely to the longitudinal axis (L) and transversely to the direction of movement (B) of the segment elements (3) prevents
wherein the segment elements (3) are guided on a guide surface (17) of the guide element (16), and
wherein a friction-reducing element (18) is preferably arranged between the guide surface (17) and the segment element (3). System according to claim 8 or 9, characterized in that the guide (15) for preventing a movement of the segment elements (3) in the direction of the longitudinal axis (L) on each of the segment elements (3) has a guide pin (19) which is inserted into a Guide slot (20) protrudes, the guide slot (20) being oriented transversely to the longitudinal axis (L); or that the guide slots (20) are arranged in the guide element (15), the guide pin (19) preferably protruding through the guide slot (20) and resting on a surface (21) opposite the guide surface (16). System according to one of the preceding claims, characterized in that the restoring element (6) stands opposite the segment element (3) on a bearing plate (22) and / or that the restoring element (6) is selected from the group of spiral spring, leaf spring, rubber block, pneumatic Spring or hydraulic spring. System according to one of the preceding claims, characterized in that each of the segment elements (3) has a stop surface (23) which is designed in such a way that the segment element (3) hits the underside (24) of the rail head (25) in the starting position . System according to one of the preceding claims, characterized in that the segment element (3) is provided on its upper side (4) with a structure which increases the friction between a vehicle being driven over and the segment element; and or
that the segment element made of steel, made of a cast material, made of rubber a fiber-reinforced composite material or made of a fiber-reinforced plastic;
and or
that the segment element has essentially the same strength as steel. System according to one of the preceding claims, characterized in that the length (B) of a segment element (3) is between 10 centimeters and 50 centimeters; and / or that the play, viewed in the direction of the longitudinal axis, is in the range from 5 millimeters to 30 millimeters, in particular in the range from 10 millimeters to 25 millimeters; and / or that the length of the segment element chain is greater than 3 meters. Rail arrangement comprising a system according to one of the preceding claims and a rail with a rail head, a rail web and a rail foot, wherein the segment element chain extends next to the rail head in the direction of the rail and wherein the resetting elements are arranged essentially in the area of the rail web.

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