Abstract:
A rail arrangement for rail vehicles furnished with flanged wheels. To reduce the risk of accident existing in connection with grooved rails, particularly for cyclists and pedestrians, a rail arrangement is provided including a. a rail ( 2 ) having a rail head ( 3 ), a rail web ( 4 ) and a rail base ( 5 ), the rail head ( 3 ) having a drive rail ( 6 ), a guide rail ( 7 ) and a rail groove ( 8 ) lying therebetween; and b. a filler profile ( 9 ) arranged in the rail groove ( 8 ).

Description:
BACKGROUND OF THE INVENTION 
     Field of the Invention 
     The invention pertains to a rail arrangement for rail vehicles furnished with flanged wheels. 
     Description of the Related Art 
     Rail arrangements for rail vehicles furnished with flanged wheels such as, e.g., streetcars are generally known. Corresponding examples are described in 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. Rail arrangements of this type frequently comprise grooved rails, in which a groove that accommodates the wheel flange is formed in the rail head. Grooved rails are also known, for example, from 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. 
     However, this groove represents a potential safety hazard for outside traffic participants such as, e.g., cyclists, whose tires can get caught in the groove, wherein this regularly leads to sometimes serious accidents. Pedestrians such as, e.g., women wearing shoes with tapered heels or older persons also encounter problems when crossing roads with such rails. In EP 2 298 991 A1, it is therefore proposed to bond a protective insert that preferably consists of plastic, e.g. foamed polyurethane, into the groove. DE 87 07 445 U1 furthermore proposes to fix a filler profile of rubber or rubber-like material in the groove by means of retaining lips and bonding. However, it has become apparent that such solutions are inadequate for largely precluding the risk of accidents for users of two-wheeled vehicles and pedestrians, particularly for reliably and sufficiently closing the groove for the longer term in the unstressed state despite the constantly recurring loads applied by the flanged wheels. Filler profiles of this type particularly are subject to significant wear and/or do not adequately prevent, e.g., bicycle tires from getting caught in the groove. 
     It is therefore the objective of the present invention to reduce the risk of accidents associated with grooved rails, particularly for users of two-wheeled vehicles and pedestrians, in a more reliable fashion than previous solutions. 
     BRIEF SUMMARY OF THE INVENTION 
     This objective is attained with the subject-matter of claim  1 . Advantageous embodiments of the invention are disclosed in the dependent claims. 
     The invention proposes a rail arrangement for rail vehicles furnished with flanged wheels that comprises 
     a. a rail ( 2 ) comprising a running rail ( 6 ) with a running rail head ( 16 ), a guide rail ( 7 ) with a guide rail head ( 17 ), a rail foot ( 5 ), and a rail web ( 4 ) connecting the running rail ( 6 ) and the guide rail ( 7 ) with the rail foot ( 5 ), wherein the guide rail ( 7 ) is provided on one side of the running rail ( 6 ) defining a flange groove ( 8 ) between the running rail ( 6 ) and the guide rail ( 7 ), the flange groove ( 8 ) having an upper end with a groove opening ( 23 ) and a lower end with a groove bottom ( 24 ), and wherein the rail ( 2 ) has a rail height H S , the flange groove ( 8 ) has a groove depth T R  and the groove depth T R  amounts to at least 35% of the rail height H S , and
 
b. a filler profile ( 9 ) arranged in the flange groove ( 8 ), wherein the filler profile ( 9 ) features an upper part A and a lower part B, and wherein the lower part B can be elastically deformed and the upper part A has a greater hardness and/or rigidity than the lower part B.
 
     The rail arrangement according to the invention solves the above-described problem with a combination of a comparatively deep groove and a filler profile that is arranged in the groove and divided into an elastically deformable lower part B and a comparatively hard or rigid upper part A. When the wheel flange passes over the filler profile, the thusly generated pressure essentially only causes an elastic deformation of the lower part B of the filler profile whereas the rigid/hard upper part A of the filler profile essentially is merely displaced in the vertical direction. After the wheel flange has passed over the filler profile, its upper part A is once again pushed upward by the restoring forces of the elastically deformable lower part B such that the groove is reliably closed. The elastic properties of the elastically deformable lower part B naturally are adapted to the typical pressures or weights exerted by wheel flanges of rail vehicles and, for example, two-wheeled vehicles such that a deformation of the elastically deformable lower part B is in essence only caused by a rail vehicle, but not by a two-wheeled vehicle such as, for example, a bicycle and/or a pedestrian. Accordingly, the hardness/rigidity of the upper part A is also adapted to the occurring alternating pressures or forces. 
     The flank of the running rail on the groove side and the flank of the guide rail on the groove side may form an angle that slightly opens upward, i.e. toward the groove opening, such as, e.g., an angle of no more than 1-5°, preferably no more than 1-3° or no more than 1-2°. The flanks may also extend essentially parallel to one another. According to the invention, it is particularly preferred that the flank of the running rail on the groove side and the flank of the guide rail on the groove side form an angle α that opens toward the rail foot. In contrast to conventional groove designs, in which the groove flanks extend apart from one another in the direction of the rail head and form a cup-shaped groove with a comparatively wide opening, the inventive design results in a groove that widens toward the rail foot. In this way, the filler profile is reliably held in the groove and does not have to be bonded, for example, to the groove bottom, although this naturally is still possible. A minimal widening toward the rail foot suffices. The angle alpha amounts to at least 0.5°, preferably 1°, particularly 1-5°, especially 1-3°, e.g. 1°, 1.5°, 2°, 2.5° or 3°. 
     In order to additionally anchor the filler profile in the groove, the groove side of the running rail and/or the guide rail may be provided with one or more undercuts, recesses, projections or the like, into which the filler profile can engage with corresponding complementary projecting retaining lips or recesses. 
     In a preferred embodiment of the rail arrangement of the invention, the groove depth T R  amounts to at least 40%, preferably at least 45%, particularly at least 50%, of the rail height H S . The rail height H S  is the dimension between the bottom of the rail foot and the surface of the running rail or the horizontal tangent on the running rail surface and the groove depth T R  is the dimension between the surface of the running rail or the horizontal tangent on the running rail surface and the groove bottom at the height midway between the flanks of the running rail and the guide rail on the groove side. 
     The upper part A of the filler profile pointing toward the rail head may consist of the same material as the lower part B pointing toward the rail foot or of a different material. For example, both upper and lower parts A and B may consist of elastomeric material. Suitable elastomeric materials are, for example, materials on the basis of styrene-butadiene rubber (SBR), natural rubber (NR), a natural rubber/butyl rubber mixture (NR/BR) or ethylene-propylene-diene rubber (EPDM). 
     For example, one suitable material for the filler profile is SBR with the properties specified below in Table 1. 
     
       
         
               
             
               
               
               
               
             
           
               
                 TABLE 1 
               
             
             
               
                   
               
               
                 Material properties of a suitable filler profile material (SBR-polymer,  
               
               
                 measured on plates, d = days, RT = room temperature): 
               
             
          
           
               
                 Property 
                 Measuring method 
                 Value 
                 Unit 
               
               
                   
               
               
                 Shore hardness A 
                 DIN 53505 
                 62 ± 5 
                 SHE 
               
               
                   
                 ISO 7619 
                   
                   
               
               
                 Tearing resistance 
                 DIN 53504 
                 &gt;10.0 
                 N/mm 2   
               
               
                   
                 ISO 37 
                   
                   
               
               
                 Elongation at tear 
                 DIN 53504 
                 &gt;380 
                 % 
               
               
                   
                 ISO 37 
                   
                   
               
               
                 Ageing 7 d/70° C. 
                 ISO 53508 
                   
                   
               
               
                 (relative change) 
                 ISO 88 
                   
                   
               
               
                 Shore hardness A 
                 DIN 53505 
                 8 
                 SHE 
               
               
                   
                 ISO 7619 
                   
                   
               
               
                 Tearing resistance 
                 DIN 53504 
                 ±15 
                 % 
               
               
                   
                 ISO 37 
                   
                   
               
               
                 Elongation at tear 
                 DIN 53504 
                 ±25 
                 % 
               
               
                   
                 ISO 37 
                   
                   
               
               
                 Tear propagation resistance 
                 DIN 53507 
                 ≧8 
                 N/mm 
               
               
                 (method A) 
                 ISO 34 
                   
                   
               
               
                 Rebound resilience 
                 DIN 53512 
                 ≧25 
                 % 
               
               
                 (at RT) 
                 ISO 815 
                   
                   
               
               
                 Compression set 
                 DIN 53517 
                   
                   
               
               
                   
                 ISO 815 
                   
                   
               
               
                 72 h/RT 
                   
                 ≦30 
                 % 
               
               
                 24 h/70° C. 
                   
                 ≦35 
                 % 
               
               
                 Ozone 0.5 ppm/48 h/RT 
                 DIN 53509 
                 0 
                 stage 
               
               
                   
                 ISO 1431 A 
                   
                   
               
               
                 Abrasion 
                 DIN 53516 
                 ≦200 
                 mm 2   
               
               
                   
                 ISO 4649 A 
                   
                   
               
               
                 Volume resistivity 
                 DIN IEC 93 
                 &gt;1 * 10 9   
                 Ohm * cm 
               
               
                 Temperature range 
                   
                 −30 to 80 
                 ° C. 
               
               
                   
               
             
          
         
       
     
     The upper part A of the filler profile pointing toward the rail head may consist of a harder elastomer than the lower part B pointing toward the rail foot, for example have a greater Shore hardness A. Alternatively or additionally, both parts A and B may consist of an elastomer with the same degree of hardness, but the upper part A is realized solid whereas the lower part B is realized with gas-filled, e.g. air-filled, cavities or in a foamlike fashion. Gas-filled microspheres may also be incorporated into the lower part B. The upper part A of the filler profile also may at least partially consist of a thermoplastic elastomer, a thermosetting polymer, metal or the like whereas the lower part B of the filler profile consists of an elastomer. For example, the upper part A may also feature an additional coating of a thermoplastic elastomer such as, e.g., a polyethylene layer, namely even if it consists of an elastomer. Although it is preferred that the lower part B consists of an elastomer, it would also be possible, in principle, to realize the lower part B in the form of a metal spring. 
     The upper part A of the filler profile is preferably realized as wear-resistant as possible such that it can withstand the loads applied by the wheel flanges as long as possible without having to be replaced or without being subjected to excessive abrasion that would cause the surface of the filler profile to be recessed deeper within the groove and therefore expose the groove. For this purpose, it would also be possible to incorporate hard particles such as, for example, metal or plastic particles into the upper part A. 
     The upper and lower parts A and B preferably are rigidly connected to one another or realized in one piece. If different elastomeric materials are used, the upper and lower parts A and B may be integrally connected to one another, for example, by means of coextrusion. It would naturally also be possible to produce the connection by means of bonding, threaded joints, vulcanizing, etc. 
     The elastically deformable lower part B of the filler profile pointing toward the rail foot preferably constitutes the majority of the filler profile. For example, the height H FB  of the lower part B of the filler profile amounts to at least 60%, preferably at least 65%, for example 70%, 75%, 80% or 85%, of the overall height H F  of the filler profile. The upper part A preferably has a minimum height, i.e. a minimum layer thickness. It is preferred that the height H FA  of the upper part A of the filler profile pointing toward the rail head amounts to at least 15%, particularly at least 20%, especially 25%, 30% or 45%, of the overall height H F  of the filler profile. Examples for suitable percental ratios between the heights of the parts A and B are 60/40, 65/35, 70/30, 75/25, 80/20 and 85/15. For example, the overall height H F  of the filler profile, as well as the height ratios between the parts A and B, can be determined based on the height of the wheel flange. 
     The upper surface, i.e. the surface of the filler profile, over which the wheel flange passes, is preferably realized in a non-skid fashion, for example profiled or roughened. For this purpose, it would also be possible to incorporate hard particles into the surface of the filler profile. 
     The guide rail may be realized in one piece with the running rail or preferably in the form of a separate component. In the latter instance, the guide rail preferably is suitably connected to the running rail, for example bolted or welded to the rail web. For example, the running rail may consist of a conventional Vignol rail or crane rail, on the rail web of which a guide rail is mounted. The running rail and the guide rail preferably consist of conventional rail materials, typically of metal. 
     In a particularly preferred embodiment of the rail arrangement of the invention, the sides of the filler profile, i.e. the surfaces that face the flanks of the miming rail and the guide rail, particularly those of the upper part A, are coated with an easily sliding material such as, for example, a smooth plastic material. The sides are preferably coated with polytetrafluoroethylene (PTFE). In this way, the filler profile can slide along the flanks of the running rail and the guide rail more easily when it is pushed down by the wheel flange, as well as during the restoration of the filler profile, such that the filler profile quickly reassumes its original position after the wheel flange has passed over it and the wear due to abrasion is minimized. 
     The filler profile preferably has a cross section that widens toward the rail foot, i.e. the filler profile widens toward the groove bottom. This makes it possible to achieve an improved seat of the filler profile, particularly in an embodiment, in which the flanks of the mining rail and the guide rail on the groove side also extend apart from one another toward the rail foot such that the groove cross section widens toward the rail foot. 
     The filler profile may be realized in the form of a one-piece, two-piece or multipiece filler profile. In an embodiment, in which a combination of a Vignol rail and a guide rail bolted or welded to the rail web thereof is provided, for example, it may be advantageous to arrange a separate profiled part such as, e.g., a profiled part with a circular cross section in the hollow space formed on the groove side between the rail web, the guide rail and the underside of the running rail head. In this way, the installation of the filler profile is also simplified, for example, if the guide rail is welded to the miming rail. In this case, a restiform profiled part can initially be placed into the aforementioned hollow space and the remainder of the filler profile can subsequently be installed. The separate profiled part may consist of the same material as the upper part A and/or the lower part B of the filler profile or of a different material or a different material combination. 
     In the unstressed state, the upper surface of the filler profile preferably lies essentially at the level of the guide rail head. In this way, an essentially plane surface is formed in the groove region such that cyclists and pedestrians can respectively ride or walk across the rails without increased risk of falling. 
    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
       The invention is described in greater detail below with reference to the attached figures that show preferred embodiments of the invention purely for elucidative purposes. In these figures: 
         FIG. 1  shows a preferred embodiment of the rail arrangement according to the invention in the form of a cross section. 
         FIG. 2  shows a detail of the rail arrangement according to  FIG. 1  under a load. 
         FIG. 3  shows another embodiment of the rail arrangement according to the invention in the form of a cross section. 
         FIG. 4  shows another embodiment of the rail arrangement according to the invention in the form of a cross section. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       FIG. 1  schematically shows a cross section through a rail arrangement  1  according to the invention. The rail arrangement  1  comprises a rail  2  with a rail head  3 , a rail web  4  and a rail foot  5 . The running rail  6  has a running rail head  16  and a guide rail  7  has a guide rail head  17 . In this case, the rail  2  consists of a Vignol rail that is essentially realized symmetrical referred to its central longitudinal axis  29 , wherein the rail web  4  of said rail is connected to a guide rail  7  by means of a flange  18  and a bolt connection  19 . In  FIG. 1 , broken lines  21 ,  22  are drawn along the flank  10  of the running rail  6  or the running rail head  16  on the groove side and the flank  11  of the guide rail  7  on the groove side. The broken line  22   a  extending parallel to the line  22  was drawn as an aid for elucidating the angle α foil red between the flanks  10 ,  11  on the groove side. The flanks  10 ,  11  extend apart from one another toward the rail foot  5  such that an angle α is formed between the flanks  10 ,  11 . The cross section of the flange groove  8  therefore widens from its opening  23  toward its bottom  24 . In this case, the groove depth T R , i.e. the dimension between the horizontal tangent  27  on the surface  28  of the running rail head  16  and the groove bottom  24  at the height midway between the two flanks  10 ,  11 , amounts to approximately 40% of the rail height H S , i.e. the dimension between the horizontal tangent  27  on the surface  28  of the running rail head  16  and the base  26 , i.e. the underside, of the rail foot  5 . 
     A groove  8  is formed between the running rail  6  and the guide rail  7  and a filler profile  9  consisting of two components  9   a ,  9   b  is inserted into said groove. The filler profile  9  consists of an upper upper part A that points toward the rail head  3  or the groove opening  23  and a lower lower part B that points toward the rail foot  5  or the groove bottom  24 . In this figure, the boundary between the upper part A and the lower part B is merely indicated in the form of the broken line  20  for illustrative purposes because both parts are integrally connected to one another. The upper part A of the filler profile  9   a  consisting of elastomeric material is realized solid in this case whereas the lower part B of the filler profile  9   a  consisting of elastomeric material respectively features gas-filled or air-filled channels  25 . The surface  12  of the upper part A is profiled. The surface  12  of the upper part A essentially lies at the level  15  of the guide rail head  17 . The filler profile  9  engages behind the running rail head  16  with a retaining lip  31 . 
       FIG. 2  schematically shows the rail arrangement  1  of the invention according to  FIG. 1  under a load. A merely indicated flanged wheel  32  rolling along the running rail head  16  presses the filler profile  9   a  into the groove with its wheel flange  33 . The upper part A of the filler profile  9   a  slides in the direction of the groove bottom  24  along the flanks  10 ,  11  of the running rail  6  and the guide rail  7  with its PTFE-coated sides  13 ,  14 . The upper part A essentially maintains its shape whereas the lower part B is elastically deformed. The air-filled channels  25  are compressed during this elastic deformation. The restiform filler profile component  9   b  arranged in the hollow space  30  underneath the underside of the running rail head  16  on the groove side is also deformed in this case such that it essentially fills out the hollow space  30 . However, it may also be realized such that it essentially maintains its shape. As soon as the flanged wheel  32  with its wheel flange  33  has rolled over the filler profile  9  such that it is no longer subjected to a load, the filler profile  9  reassumes its original shape. The upper part A essentially slides in the direction of the flange groove opening  23  due to the restoring forces of the lower part B and in this way closes the flange groove  8 . The filler profile  9  is held in the flange groove without requiring bonding or the like. In this case, a reliable retention is ensured due to the cross-sectional widening of the filler profile  9  and the flange groove  8  toward the groove bottom  23 , as well as the retaining lip  31 . 
       FIG. 3  shows a detail of another embodiment of the inventive rail arrangement  1 . The rail arrangement  1  can merely be distinguished from the rail arrangement illustrated in  FIG. 1 or 2  in that the upper part A of the filler profile  9  consists of metal. The upper part A is rigidly connected to the elastically deformable lower part B of the filler profile  9  by means of bonding. A coating such as, e.g., a PTFE-coating may also be provided on the sides of the filler profile  9  in this case, particularly in the region of the upper part A. In other respects, the rail arrangement  1  according to  FIG. 3  corresponds to the rail arrangement illustrated in  FIGS. 1 and 2  such that we refer to the preceding description thereof. 
       FIG. 4  shows a cross section through another embodiment of an rail arrangement  1  according to the invention, wherein characteristics corresponding to the embodiment illustrated in  FIG. 1  are identified by the same reference symbols. In this embodiment, the running rail  6  and the separate guide rail  7  are arranged on a common base  36  that consists of a suitable metal in this case, but may also be made of plastic or an elastomer. The facing sides of the running rail  6  and the guide rail  7  respectively abut on a projection  37  formed by the base  36  whereas their outer sides are welded to the base  36  and thusly fixed in position. The running rail  6  and the guide rail  7  are connected to one another by means of a bolt connection  19  in this case, wherein a metallic sleeve  34  acts as a spacer. The groove bottom  24  is formed by a supporting plate  35  arranged on the sleeve  34  in this case, wherein said supporting plate extends between the running rail  6  and the guide rail  7  parallel to the rail  2  and is bonded to the underside of the filler profile  9  arranged on the supporting plate  35 . In this embodiment, the longitudinal axis  29  of the running rail  6  is slightly inclined, e.g. 1:40, relative to the horizontal line in the direction of the flange groove  8  or the running rail  7 , respectively. The flanks  10 ,  11  of the running rail  6  and the guide rail  7  on the groove side extend nearly parallel in this case and form a slight opening toward the groove opening  23 . However, an angle that opens toward the rail foot  5  may also be realized, if applicable, with a corresponding design of the guide rail  7 . The filler profile  9  features a retaining lip  31 , by means of which the filler profile  9  engages behind the running rail head  16 . The retaining lip  31  ensures that the filler profile  9  is additionally fixed in the flange groove  8 . It is neither absolutely imperative to provide the retaining lip  31  nor to bond the filler profile  9  to the supporting plate  35  in order to hold the filler profile  9  in the intended position, but both are suitable for complicating an unforeseen or willful removal of the filler profile  9 . The upper and lower parts A and B of the filler profile  9  are realized in one piece by means of coextrusion. The groove depth T R  amounts to approximately 48% of the rail height H S  in this case. When a rail vehicle such as, e.g., a streetcar passes over the upper part A of the filler profile  9  consisting of wear-resistant material, the filler profile  9  is elastically deformed, namely compressed in the vertical direction, and yields into the hollow space  30 . Correspondingly designed restoring forces subsequently ensure that the filler profile  9  returns into its initial position. The elastic properties of the filler profile  9  are realized in such a way that the weight of a rail vehicle passing over the filler profile  9  leads to a compression thereof whereas the weight of a bicycle or a pedestrian causes no compression or only an insignificant compression of the filler profile  9 .