Rail profile system and method for manufacturing a rail profile system

Abstract

Rail profile system (100), in particular for a traveling crane or bridge crane, comprising a rail profile (110), wherein the rail profile (110) extends in a longitudinal direction (112) and is designed for placement on a support (102), and at least one connecting element (122), wherein the connecting element (122) is arranged laterally with respect to the longitudinal direction (112) next to the rail profile (110), wherein the connecting element (122) is welded to the rail profile (110) and wherein the connecting element (122) is designed for connection to the support (102), wherein the connecting element (122) has a waist (144) and / or at least one recess (146).

Description

Technical field

[0001] The present invention relates to a rail profile system and a method for manufacturing a rail profile system. Technical background

[0002] Overhead traveling cranes or bridge cranes are used in almost all industrial buildings. The track on which the crane's wheel runs is mounted on a structural profile. Typically, rolled steel beams with a double-T geometry are used as these structural profiles to span the distances between two building columns on which the crane structure rests.

[0003] The DD 293 565 A5 describes a fastening for crane and trolley rails with a basic square or rectangular cross-section.

[0004] DD 297 134 A5 describes a method for the rehabilitation of crane and trolley tracks with riveted or welded worn running rails.

[0005] CN 1 07 381 344 A describes an anti-slip structure of a crane steel rail.

[0006] Currently, two or three different fastening options are used, depending on the level of stress or the replaceability of the guide rails.

[0007] For very high loads, rolled rail profiles similar to railway tracks are used, particularly due to their replaceability. These profiles are clamped to the steel beam with clamps, just like railway tracks. They are typically significantly thinner than railway tracks because they rest on the steel beam along their entire length, unlike railway tracks which rest on spaced sleepers. This means that the bending stiffness of these rail profiles can be lower than that of typical railway tracks. The advantage of this design lies in the ability to replace the running rail independently of the underlying steel beam. Another advantage is that no welding is required for replacement, eliminating the need for certified welders or welding work in hard-to-reach areas.

[0008] A significant disadvantage of this fastening method is the high cost of the rail profiles. These are many times more expensive than simple rectangular profiles. Furthermore, clamping brackets are required. Because the rails are only held in place by friction via these clamps, they can loosen on the supports. In addition, these rails are considerably taller than comparable rectangular profiles. Therefore, a building with rail profiles may need to be constructed approximately 10 cm higher than one with crane runways using rectangular profiles.

[0009] For medium loads, much cheaper and flatter rectangular profiles are used compared to rail profiles. These are welded to the left and right sides of the steel beam. According to the applicable design standard, it must be assumed that the rail profile has a gap to the underlying beam. This means that the forces must be transferred completely from the rectangular profile to the beam via the welds. Therefore, the welds must be dimensioned accordingly, i.e., they must have a large thickness (a-dimension).

[0010] The large a-dimension leads on the one hand to relatively high costs, and on the other hand to a strong distortion of the beams due to the higher heat input.

[0011] It is also known that rectangular profiles are not continuously welded as required by the standard, but only with short, approximately 4-8 cm long, staggered welds. In the area between these staggered welds, the rectangular profile rests freely on the beam. The wheel loads are transferred here via the contact between the rectangular profile and the beam. The staggered welds would fail at their beginnings or ends if there were a gap between the rectangular profile and the beam. Therefore, the rectangular profiles are clamped to the beam with screw clamps during tack welding to ensure a tight fit.

[0012] There is currently no method for verifying the confirmed contact, such as ultrasound, feeler gauges, etc. Therefore, this solution is not yet recognized or compliant with the Eurocode, but is nevertheless used by some established companies for cost reasons.

[0013] The problem with this fastening method, and also with the one described previously, is that a load-bearing contact between the rectangular profile and the beam cannot be guaranteed due to the high stiffness of the weld. The change in stiffness at the beginning or end of the weld, particularly due to the low contact stiffness between the beam and the rail, or in the case of any gaps that may occur, leads to weld failure, or failure of the weld at its beginning and end, due to the stresses that arise. Therefore, cracks can start at the weld root and propagate unnoticed into the beam. This can lead to a catastrophic failure of the entire crane, resulting in significant property damage and potentially personal injury. Object of the invention

[0014] It would therefore be desirable to provide a rail profile system and a method for manufacturing a rail profile system that largely avoid the disadvantages of known rail profile systems and manufacturing methods. In particular, the safe mounting of a crane runway rail profile on the support beam should be enabled, ensuring contact between the rail profile and the beam, at least in the area of ​​load application. General description of the invention

[0015] This problem is addressed by a rail profile system and a method for manufacturing a rail profile system with the features of independent claims 1 and 10. Advantageous further developments, which can be implemented individually or in any combination, are presented in the dependent claims.

[0016] In the following, the terms "have," "exhibit," "comprise," or "include," or any grammatical variations thereof, are used in a non-exclusive manner. Accordingly, these terms can refer both to situations in which, apart from the features introduced by these terms, no other features are present, and to situations in which one or more additional features are present. For example, the expression "A has B," "A exhibits B," "A comprises B," or "A includes B" can refer both to the situation in which, apart from B, no other element is present in A (i.e., a situation in which A consists solely of B) and to the situation in which, in addition to B, one or more other elements are present in A, such as element C, elements C and D, or even further elements.

[0017] Furthermore, it should be noted that the terms "at least one" and "one or more," as well as grammatical variations of these terms, when used in connection with one or more elements or features and intended to express that the element or feature may be present once or multiple times, are generally used only once, for example, when the feature or element is first introduced. Upon subsequent mention of the feature or element, the corresponding term "at least one" or "one or more" is generally no longer used, without restricting the possibility that the feature or element may be present once or multiple times.

[0018] Furthermore, the terms "preferably," "in particular," "for example," or similar terms are used in the following text in connection with optional features without limiting alternative embodiments. Features introduced by these terms are optional features, and it is not intended that these features limit the scope of protection of the claims, and in particular the independent claims. As the person skilled in the art will recognize, the invention can also be implemented using other embodiments. Similarly, features introduced by "in one embodiment of the invention" or by "in an exemplary embodiment of the invention" are understood as optional features without limiting alternative embodiments or the scope of protection of the independent claims.Furthermore, these introductory expressions are intended to leave all possibilities of combining the features introduced herein with other features, whether optional or non-optional features, unaffected.

[0019] In a first aspect of the present invention, a rail profile system is proposed. The rail profile system is designed, in particular, for use with a traveling crane or bridge crane. The rail profile system comprises at least one rail profile. The rail profile extends in a longitudinal direction and is designed for mounting on a support. The support can, in particular, be a steel beam, such as an I-beam or I-beam. The support is an optional component of the rail profile system. In other words, the rail profile can include a support. However, it is alternatively provided that the rail profile system can be manufactured without a support beforehand and only connected to the support at a later time at its place of use. If the rail profile system has more than one support, a rail profile is arranged on each support, or the rail profile is arranged on the multiple supports.The rail profile system also includes at least one connecting element. This connecting element is positioned laterally alongside the rail profile with respect to its longitudinal direction. The connecting element is welded to the rail profile, resulting in a particularly robust, stable, and permanent connection. Furthermore, the connecting element is designed to connect to the support beam.

[0020] A fundamental aspect of the invention is therefore to ensure the lateral and longitudinal position of the rail profile on the support by means of a flexible connecting element that is welded to the rail profile. Thus, as with railway rails, a weld between the rail profile and the support is completely eliminated.

[0021] The connecting element can be adjacent to the rail profile, in particular directly adjacent to it. This effectively prevents lateral displacement or movement of the rail profile.

[0022] The connecting element can be welded to the rail profile using a fillet weld, a high-strength weld, or a high-strength weld. The high-strength weld is particularly advantageous because it allows for a large contact area between the sheet metal and the rectangular profile with a very small weld volume. Care must be taken during the welding process to ensure that no (direct) connection or welding occurs between the rectangular profile and the beam. Therefore, fillet welds and high-strength welds are the preferred methods. It is particularly advantageous to perform the weld preparation or the production of the sheet metal blank for the connecting element at the factory, rather than on-site. In addition to the aforementioned fusion welds, welds produced by pressure welding processes can also be used.In this case, the following welding processes are used: resistance (stud) welding, flash butt welding (or stud welding), arc stud welding, and projection welding. These pressure welding processes can be highly automated and are therefore very easy to use for pre-producing rails with fasteners in a factory. In principle, however, they can also be performed manually. For pressure welding, the fasteners may have a slight point, edge, or other geometry on the welding side prior to welding to concentrate the current or initiate the arc. In this case, the fasteners are positioned with a slight gap from the underside and / or any protruding burrs are removed to ensure that the underside rests firmly against the support.

[0023] The rail profile can be rectangular. This makes it particularly inexpensive to manufacture as rolled steel.

[0024] The connecting element can be bonded to the support structure by material connection, positive connection, and / or force connection. This allows the connecting element to be attached to the support structure in a variety of ways. In particular, the connecting element can be attached to the support structure by screws, clamps, welding, or positive connection. Clamping elements can be used that require a hole in the support structure or those that clamp without a hole.

[0025] The connecting element can be permanently attached to the support. Accordingly, the connecting element can be mounted or fastened to the support as needed or according to spatial conditions.

[0026] Alternatively, the connecting element can be detachably connected to the support. In particular, the connecting element can be connected to the support by means of a screw connection or a bolted clamping device. This has the advantage that the rail profile can be replaced as needed without having to dismantle the support.

[0027] The connecting element can essentially be cuboid in shape. This makes it easy to manufacture and therefore cost-effective.

[0028] The fastener can have a length and width greater than its height. In particular, the fastener can be relatively flat. For example, a simple sheet of steel, a rectangular profile, a stamped part, or the like can be used as a fastener.

[0029] The fastener can have a tapered shape. To reduce stress concentrations, tapered geometries can be used for the fastener in addition to rectangular sheets or flat profiles. The tapered shape reduces the change in stiffness at the weld ends and thus the stress concentration. Furthermore, it results in more favorable weld penetration at the beginning and end of the weld.

[0030] The connecting element can have at least one recess. Additional recesses, such as double keyhole recesses, can thus be incorporated into the flexible elements. This results in a reduction of the stiffness of the connecting element and consequently also of the structure consisting of rail profiles and the connecting element in the longitudinal direction of the rail profile. This, in turn, reduces the shear stresses from the rolling wheel load.

[0031] The rail profile system can further include at least one spacer for manufacturing, whereby the spacer can be arranged between the connecting element and the beam at least in the area of ​​one end of the connecting element facing the rail profile. To prevent the weld between the rectangular profile and the flexible element from being subjected to stress, or at least not critically stressed, by rolling, it is important that the connecting element does not protrude beyond the underside of the rectangular profile at the connection point, as otherwise the protrusion would rest on the top of the beam and not the underside of the rectangular profile. To ensure this, a gap can be intentionally provided. This gap can be incorporated at the factory in pre-produced units consisting of the rail profile and connecting element. Furthermore, it is possible to fill this gap with a (flexible) spacer, for example.to guarantee the integrity of hand welding processes using wood, plastic, or cardboard. This element can also serve as a welding pool support.

[0032] The rail profile system can have several connecting elements, which can be arranged laterally on both sides of the rail profile with respect to its longitudinal direction. This provides particularly good lateral support for the rail profile.

[0033] It is particularly advantageous if two connecting elements are always positioned opposite each other with respect to the longitudinal direction of the rail profile. This creates a symmetrical support that can absorb lateral forces particularly well.

[0034] In a further aspect of the present invention, a method for manufacturing a rail profile system, in particular for a traveling crane or bridge crane, is proposed. The method comprises the following steps, preferably in the order given: - Providing a rail profile, wherein the rail profile extends in a longitudinal direction and is designed for placement on a support, - Arranging at least one connecting element laterally with respect to the longitudinal direction next to the rail profile, and - Welding the connecting element to the rail profile, wherein the connecting element is designed to connect to the support.

[0035] Thus, a flexible connecting element welded to the rail profile ensures the lateral and longitudinal positioning of the rail profile on the support. As with railway rails, this eliminates the need for a weld between the rail profile and the support. Because the connecting element is welded to the rail profile, a particularly robust, stable, and permanent connection is achieved.

[0036] The connecting element can be positioned adjacent to, and in particular directly adjacent to, the rail profile. This effectively prevents any lateral displacement or movement of the rail profile.

[0037] The connecting element can be welded to the rail profile by means of a fusion weld, a fillet weld, a high-strength weld, a high-strength weld, or a pressure weld formed by resistance welding or flash butt welding. The high-strength weld is particularly advantageous because a large contact area between the sheet metal and the rectangular profile can be achieved with a very small weld volume. When executing the weld, care must be taken to ensure that no (direct) connection or welding occurs between the rectangular profile and the beam. Therefore, fillet welds and high-strength welds are the preferred methods. The weld preparation or the production of the sheet metal blank for the connecting element is particularly advantageous if it is carried out at the factory rather than on site.

[0038] The rail profile can be rectangular. This makes it particularly inexpensive to manufacture as rolled steel.

[0039] The connecting element can be joined to the beam by material bonding, positive locking, and / or force locking. Accordingly, the connecting element can be mounted or attached to the beam as required or according to spatial constraints. This allows for a variety of attachment methods. The connecting element can be attached to the beam in particular by screws, clamps, welding, or positive locking. Clamping elements can be used that require a hole in the beam or those that clamp without a hole.

[0040] The connecting element can be permanently attached to the carrier.

[0041] Alternatively, the connecting element can be detachably attached to the support. In particular, the connecting element can be attached to the support by means of a screw connection or a bolted clamping device.

[0042] The connecting element can essentially be cuboid in shape. This makes it easy to manufacture and therefore cost-effective.

[0043] The connecting element can have a length and width greater than its height. In particular, the connecting element can be relatively flat. For example, a simple steel sheet, rectangular profile, stamped part, or similar material can be used as the connecting element. This results in the stiffness provided by the connecting element being many times lower than the contact stiffness between the rectangular profile and the beam. The stiffness of the connecting element contributes less than one-tenth, and in particular less than one-hundredth, to the stiffness between the rectangular profile and the beam.

[0044] The fastener can be designed with a tapered profile. To reduce stress concentrations, tapered geometries can be used for the fastener in addition to rectangular sheets or flat profiles. The tapered profile reduces the change in stiffness at the weld ends and thus the stress concentration. Furthermore, it results in more favorable weld penetration at the beginning and end of the weld.

[0045] The process can further include forming at least one recess in the connecting element. Additional recesses, such as double keyhole recesses, can thus be incorporated into the flexible elements. This results in a reduction of the stiffness of the connecting element and consequently also of the structure consisting of rail profiles and the connecting element in the longitudinal direction of the rail profile. This, in turn, leads to a reduction in shear stresses from the rolling wheel load.

[0046] The method can further include the arrangement of at least one spacer between the connecting element and the support, at least in the area of ​​one end of the connecting element facing the rail profile. To prevent the weld between the rectangular profile and the flexible element from being subjected to stress, or at least not critically stressed, by rolling traffic, it is important that the connecting element does not protrude at the connection point. To ensure this, a gap can be intentionally provided. This gap can be incorporated at the factory in prefabricated units consisting of the rail profile and connecting element. Furthermore, this gap can be guaranteed during manual welding using a (flexible) spacer, e.g., made of wood, plastic, or cardboard. This element can simultaneously serve as a weld pool support.

[0047] The connecting element can be positioned at an angle relative to the support before being connected, such that at least one end of the connecting element facing away from the profile rail is spaced away from the support. To ensure the longevity of the assembly, it should deform as little as possible when the wheel rolls over the rail profile. To guarantee this, it is particularly advantageous if the rail profile and support are in contact and have no gap even when unloaded. This can be achieved by bending the flexible element upwards before bolting or welding it to the support, or by welding it on at a slight angle from the outset. With a suitable weld shape, it is possible for such a shape to form automatically during the solidification of the weld between the flexible element and the rectangular profile.When the flexible element is screwed or welded to the support, this results in a prestressing of the support and rail profile.

[0048] The connecting element can be curved or positioned at an angle relative to the beam before being joined. The required distance between the connecting element and the beam before joining can be achieved by bending the connecting element upwards before bolting or welding it to the beam, or by welding it on at a slight angle from the outset.

[0049] The method can further include the provision of several connecting elements, whereby the connecting elements can be arranged laterally on both sides of the rail profile with respect to its longitudinal direction. This provides particularly good lateral support for the rail profile.

[0050] Two connecting elements can always be arranged opposite each other with respect to the longitudinal direction of the rail profile. This creates a symmetrical support that is particularly good at absorbing lateral forces.

[0051] The term "bridge crane," as used here, is a broad term and should be understood in its usual and common sense, as understood by those skilled in the art. The term is not limited to any specific or adapted meaning. Without restriction, it can refer to a crane that is typically permanently installed in machine houses, production halls, and assembly halls. It consists of one or two box girders, the bridge, which can be moved laterally. A trolley with a winch travels along the span of the bridge and can lower or raise the lifting element (usually a hook) via a pulley system. If the industrial buildings are constructed using a reinforced concrete frame, the supports consist of massive, heavily reinforced brackets that project from a column base. These supports carry the crane runway girders, on which the rail profiles are mounted, along which the bridge travels.

[0052] The term "traveling crane," as used here, is a broad term and should be understood according to its usual and common meaning, as understood by those skilled in the art. The term is not limited to any specific or adapted meaning. Without restriction, the term can refer in particular to a crane with a frame resembling a doorway (portal), which is mounted on two tracks in a loading area. On its upper section, the bridge, the trolley travels back and forth perpendicular to the main direction of travel. The gantry crane spans its working area like a portal. It usually runs on two parallel rails, on which its outriggers rest. This distinguishes it from a bridge crane, which runs on elevated rails.

[0053] The term "beam," as used here, is a broad term to which its usual and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to any specific or adapted meaning. Without restriction, the term can refer, in particular, to a beam, usually horizontal, narrow and slender relative to its length, which transfers the loads to walls or vertical supports. The term "beam" can also refer to structural steel. Structural steel refers to semi-finished metal products ("long products") made of steel, as well as individual rod-shaped components ("steel beams") from this product group. Structural steel is steel that has been rolled, drawn, or extruded into a defined shape and whose cross-section is uniform along its entire length. "Steel profile" is a term used to describe both the component itself and its respective cross-section, the profile.A steel profile can be assembled and joined by welding, bolting, or riveting. Traditional steel profiles are standardized rolled beams that acquire a mill scale during hot rolling. Products without a mill scale are also referred to as bright steel. Within the scope of the present invention, the beam can be, in particular, but not exclusively, a so-called I-beam, also known as a double-T beam, according to DIN 1025 in the version valid on the filing date of the present patent application. However, other profile types are also conceivable in principle.

[0054] The term "rail profile," as used here, is a broad term to which its ordinary and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to any specific or adapted meaning. Without limitation, the term can refer in particular to a linear support and guide element or profile, which, usually arranged in pairs and parallel to each other at a distance equal to the track gauge, forms the track for rail vehicles. Within the scope of the present invention, the rail profile can be a rectangular profile. A rectangular profile is a profile with a rectangular cross-sectional area perpendicular to its longitudinal direction. Therefore, it can also be called a square profile. However, other profile types are also conceivable for the rail profile.

[0055] The term "connecting element," as used here, is a broad term to which its ordinary and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to any specific or adapted meaning. Without limitation, the term can refer in particular to a flexible component or element designed to connect two components to be joined. The flexibility perpendicular to the support surface is so small that, at least under the load of a wheel, there is a planar contact between the support and the rectangular profile, through which the wheel loads are transferred to the support. A simple steel sheet, rectangular profile, stamped part, etc., can be used as the element that provides the necessary flexibility perpendicular to the support surface.

[0056] The term "longitudinal direction" as used here is a broad term to which its ordinary and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to any specific or adapted meaning. Without limitation, the term can refer in particular to a direction along which a component extends with its longest dimension.

[0057] The term "weld," as used here, is a broad term to which its ordinary and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to any specific or adapted meaning. Without restriction, the term can refer in particular to any joint formed by welding. Such a joint is created by the permanent joining of components using heat and / or pressure, with or without filler materials. The term "weld" thus encompasses fusion welds produced by metal inert gas (MIG) welding, metal active gas (MAG) welding, tungsten inert gas (TIG) welding, and submerged arc welding. Furthermore, it also includes pressure welds produced, for example, by resistance stud welding / projection welding and flash butt welding / arc stud welding.

[0058] The term "fillet weld," as used here, is a broad term to which its ordinary and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to any specific or adapted meaning. Without limitation, the term can refer in particular to a welded joint, i.e., a joint formed by welding, as defined in DIN EN ISO 17659:2005-09.

[0059] A fillet weld refers specifically to a joint between two components when they are oriented perpendicular or at an angle to each other. These welds are commonly called tees, where two metal parts are joined perpendicular to each other, or lap joints, where two metal parts overlap and are welded at their edges. The weld has a triangular shape and, depending on the welding technique, can have a concave, flat, or convex surface.

[0060] The term "HV weld," as used here, is a broad term to which its ordinary and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to any specific or adapted meaning. Without restriction, the term can refer in particular to a welded joint, i.e., a connection formed by welding, as defined in DIN EN ISO 2553:2013. In an HV weld, only one workpiece is chamfered and the other is straight, so that the root tapers even more sharply than in a V-weld (which is bisected).

[0061] The term "HY weld," as used here, is a broad term to which its ordinary and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to any specific or adapted meaning. Without restriction, the term can refer in particular to a welded joint, i.e., a connection formed by welding, as defined in DIN EN ISO 2553:2013. In an HY weld, only one workpiece is chamfered, while the other is straight. In contrast to an HV weld, the root is not fully welded.

[0062] The term "materially bonded" and its equivalents, as used here, is a broad term to which its ordinary and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to any specific or adapted meaning. Without limitation, the term can refer in particular to a bond in which the components are held together by atomic or molecular forces. It is simultaneously a permanent bond that can only be separated by destroying the bonding agents. Examples of materially bonded joining processes include soldering, welding, gluing, and vulcanizing.

[0063] The term "friction-fit connection" and its equivalents, as used here, is a broad term to which its ordinary and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to any specific or adapted meaning. Without limitation, the term can refer in particular to a connection that requires a normal force on the surfaces to be joined. Their mutual displacement is prevented as long as the opposing force caused by static friction is not exceeded. Friction-fit is the cause of the self-locking of loaded wedges or screws. The static friction between the contact surfaces prevents the wedge from slipping out or the screw from starting to turn. Screws are therefore tightened securely, even if their preload is not required to create a friction-fit connection between the parts they join.Tightened screw connections are therefore also force-fit connections. Clamping is also a force-fit connection.

[0064] The term "positive locking connection" and its equivalents, as used here, is a broad term to which its ordinary and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to a specific or adapted meaning. Without limitation, the term can refer in particular to a connection created by the interlocking of at least two connecting partners. As a result, the connecting partners cannot detach, even without or when force transmission is interrupted. In other words, in a positive locking connection, one connecting partner obstructs the other. Under operational load, compressive forces act normally, that is, perpendicular to the surfaces of the connecting partners. Such "interlocks" occur in at least one direction. If a second homogeneous pair of surfaces is arranged opposite, the opposite direction is also blocked.If the pair consists of two coaxial cylindrical surfaces, a positive fit exists in all directions of the plane perpendicular to the cylinder axis. An example is a pin inserted into a hole, which can then be removed. The hole is advantageously a blind hole so that the pin cannot fall through. In this case, a positive fit also occurs on one side in the axial direction. Pin-like connecting elements also include rivets and screws, whereby screw connections are generally both positive and frictional.

[0065] The term "waisting," as used here, is a broad term and should be understood in its usual and common sense, as understood by those skilled in the art. The term is not limited to any specific or adapted meaning. Without restriction, the term can refer in particular to a shape that has a pronounced narrowness in the middle. In other words, the component is significantly narrower in its middle than at its ends.

[0066] The term "recess," as used here, is a broad term to which its ordinary and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to any specific or adapted meaning. Without restriction, the term can refer in particular to a natural or artificial incision in an object. The incision may be in the form of a depression.

[0067] In summary, without limiting further possible embodiments, the following embodiments are proposed: Embodiment 1: Rail profile system, in particular for a traveling crane or bridge crane, comprising: a rail profile, wherein the rail profile extends in a longitudinal direction and is designed for placement on a support, and at least one connecting element, wherein the connecting element is arranged laterally with respect to the longitudinal direction next to the rail profile, wherein the connecting element is welded to the rail profile and wherein the connecting element is designed to connect to the support. Embodiment 2: Rail profile system according to the preceding embodiment, wherein the connecting element adjoins the rail profile, in particular directly adjoins it. Embodiment 3: Rail profile system according to the preceding embodiment, wherein the connecting element is welded to the rail profile by means of a fusion weld, a fillet weld, an HV weld, an HY weld or by means of a pressure weld formed by resistance welding or flash butt welding. Embodiment 4: Rail profile system according to one of the preceding embodiments, wherein the rail profile is a rectangular profile. Embodiment 5: Rail profile system according to one of the preceding embodiments, wherein the connecting element is materially bonded, form-fitting and / or force-fitting connected to the support. Embodiment 6: Rail profile system according to one of the preceding embodiments, wherein the connecting element is permanently connected to the support. Embodiment 7: Rail profile system according to one of embodiments 1 to 5, wherein the connecting element can be detachably connected to the support. Embodiment 8: Rail profile system according to the preceding embodiment, wherein the connecting element can be connected to the support by means of a screw connection or a screwed clamping device. Embodiment 9: Rail profile system according to one of the preceding embodiments, wherein the connecting element is essentially cuboid in shape. Embodiment 10: Rail profile system according to one of the preceding embodiments, wherein the connecting element has a length and a width that are greater than the height of the connecting element. Embodiment 11: Rail profile system according to one of the preceding embodiments, wherein the connecting element has a waist. Embodiment 12: Rail profile system according to one of the preceding embodiments, wherein the connecting element has at least one recess. Embodiment 13: Rail profile system according to one of the preceding embodiments, further comprising at least one spacer, wherein the spacer is arranged between the connecting element and the support at least in the area of ​​an end of the connecting element facing the rail profile. Embodiment 14: Rail profile system according to one of the preceding embodiments, wherein the rail profile system has several connecting elements, the connecting elements being arranged laterally on both sides with respect to the longitudinal direction next to the rail profile. Embodiment 15: Rail profile system according to the preceding embodiment, wherein two connecting elements always face each other with respect to the longitudinal direction of the rail profile. Embodiment 16: Method for manufacturing a rail profile system, in particular for a traveling crane or bridge crane, comprising: - Providing a rail profile, wherein the rail profile extends in a longitudinal direction and is designed for placement on a support, - Arranging at least one connecting element laterally with respect to the longitudinal direction next to the rail profile, - Welding the connecting element to the rail profile, wherein the connecting element is designed to connect to the support. Embodiment 17: Method according to the preceding embodiment, wherein the connecting element is arranged adjacent to, in particular directly adjacent to, the rail profile. Embodiment 18: Method according to embodiment 16 or 17, wherein the connecting element is welded to the rail profile by means of a fusion weld, a fillet weld, an HV weld, an HY weld or by means of a pressure weld formed by resistance welding or flash butt welding. Embodiment 19: Method according to one of embodiments 16 to 18, wherein the rail profile is a rectangular profile. Embodiment 20: Method according to one of embodiments 16 to 19, wherein the connecting element is joined to the carrier by material bonding, form bonding and / or force bonding. Embodiment 21: Method according to one of embodiments 16 to 20, wherein the connecting element is permanently connected to the carrier. Embodiment 22: Method according to one of embodiments 16 to 20, wherein the connecting element is detachably connected to the carrier. Embodiment 23: Method according to the preceding embodiment, wherein the connecting element is connected to the carrier by means of a screw connection or a screwed clamping device. Embodiment 24: Method according to one of embodiments 16 to 23, wherein the connecting element is essentially cuboid in shape. Embodiment 25: Method according to one of 16 to 24, wherein the connecting element has a length and a width that are greater than the height of the connecting element. Embodiment 26: Method according to one of embodiments 16 to 25, wherein the connecting element is formed with a waist. Embodiment 27: Method according to one of embodiments 16 to 26, further comprising forming at least one recess in the connecting element. Embodiment 28: Method according to one of embodiments 16 to 27, further comprising arranging at least one spacer between the connecting element and the support at least in the area of ​​an end of the connecting element facing the rail profile. Embodiment 29: Method according to one of embodiments 16 to 28, wherein the connecting element is arranged inclined relative to the support before being connected to the support such that at least one end of the connecting element facing away from the profile rail is spaced away from the support. Embodiment 30: Method according to the preceding embodiment, wherein the connecting element is arranged curved or inclined straight relative to the support before being connected to the support. Embodiment 31: Method according to one of embodiments 16 to 30, further comprising providing several connecting elements, wherein the connecting elements are arranged laterally on both sides with respect to the longitudinal direction next to the rail profile. Embodiment 32: Method according to the preceding embodiment, wherein two connecting elements are always arranged opposite each other with respect to the longitudinal direction of the rail profile. Brief description of the characters

[0068] Further details and features will become apparent from the following description of exemplary embodiments, particularly in conjunction with the dependent claims. The respective features can be implemented individually or in combination with one another. The invention is not limited to the exemplary embodiments. The exemplary embodiments are shown schematically in the figures. Identical reference numerals in the individual figures denote identical or functionally equivalent elements, or elements that correspond to one another with respect to their functions.

[0069] Specifically, we show: Fig. 1A a top view of a rail profile system according to a first embodiment of the present invention; Fig. 1B a cross-sectional view of the rail profile system along line AA of the Fig. 1A Fig. 2A to 2C Cross-sectional views of the rail profile and the connecting element with different types of weld; Fig. 3 a top view of a rail profile system according to a second embodiment of the present invention; Fig. 4 a top view of a rail profile system according to a third embodiment of the present invention; Fig. 5A a top view of a rail profile system according to a fourth embodiment of the present invention; Fig. 5B a cross-sectional view of the rail profile system along line AA of the Fig. 5A; Fig. 6 a cross-sectional view of a rail profile system according to a fifth embodiment of the present invention; Fig. 7 a cross-sectional view of a rail profile system according to a sixth embodiment of the present invention; Fig. 8A a top view of a rail profile system according to a seventh embodiment of the present invention; Fig. 8B a cross-sectional view of the rail profile system along line AA of the Fig. 8A; Fig. 9 a cross-sectional view of a rail profile system according to an eighth embodiment of the present invention; Fig. 10 a cross-sectional view of an intermediate step of a method for manufacturing a rail profile system according to a modification of the first embodiment; and Fig. 11A to 11C Cross-sectional views of various rail profile systems. Description of the exemplary implementations

[0070] Fig. Figure 1A shows a top view of a rail profile system 100 according to a first embodiment of the present invention. Fig. Figure 1B shows a cross-sectional view of the rail profile system 100 along line AA of the Fig. 1A. The rail profile system 100 is designed specifically for a traveling crane or bridge crane. The rail profile system 100 is shown connected to at least one beam 102. As explained in more detail below, the beam 102 is an optional component of the rail profile system 100 and can therefore be manufactured and assembled separately from the rail profile system 100. The beam 102 extends in a longitudinal direction 104. The beam 102 has a bottom surface 106 and a top surface 108 opposite the bottom surface 106. The bottom surface 106 is designed to rest on a support bracket (not shown in detail). Such a support may, for example, be located in an assembly or production hall. The beam 102 is a steel beam. In the embodiment shown, the beam 102 is designed as a double-T beam.

[0071] The rail profile system 100 comprises a rail profile 110. The rail profile 110 extends in a longitudinal direction 112. As in Fig. As can be seen in Figure 1B, the rail profile 110 is a rectangular profile. In other words, the rail profile 110 has a rectangular cross-sectional area perpendicular to the longitudinal direction 112. Thus, the rail profile 110 has a bottom rail profile surface 114, a top rail profile surface 116 opposite it, and two opposing side surfaces 118 and 120. The side surfaces 118 and 120 extend parallel to the longitudinal direction 112 and perpendicular to the bottom rail profile surface 114 and the top rail profile surface 116, respectively. The rail profile 110 is designed for mounting on the support 102. Fig. Figure 1B shows how the rail profile 110 is arranged on the support 102. More precisely, the rail profile 110 is arranged on the upper surface 108 of the support 102 and rests on it with its lower surface 114.

[0072] The rail profile system 100 further comprises at least one connecting element 122. The connecting element 122 is essentially cuboid in shape. The connecting element 122 is a steel sheet, rectangular profile, stamped part, or the like. The connecting element 122 has a length 124 and a width 126, which are greater than its height 128. The connecting element 122 is arranged laterally next to the rail profile 110 with respect to its longitudinal direction 112. The connecting element 122 abuts the rail profile 110. In particular, the connecting element 122 abuts directly the rail profile 110. The connecting element 122 rests on the top surface 108 of the support 102. The length 124 of the connecting element 122 is oriented perpendicular to the side surfaces 118, 120 of the rail profile 110 and parallel to the top surface 108.The width 126 of the connecting element 122 is oriented parallel to the side surface 118, 120 of the rail profile 110 and parallel to the top surface 108. The height 128 of the connecting element 122 is oriented parallel to the side surface 118, 120 of the rail profile 110 and perpendicular to the top surface 108.

[0073] The connecting element 122 is welded to the rail profile 110, as shown by an exemplary weld seam 130 at an end 132 of the connecting element 122 facing the rail profile 110.

[0074] The Fig. Figures 2A to 2C show cross-sectional views of the rail profile 110 and the connecting element 122 with different types of weld 130. As in Fig. As shown in Figure 2A, the connecting element 122 can be welded to the rail profile 110 by means of a fillet weld 134. As shown in Fig. As shown in 2B, the connecting element 122 can alternatively be welded to the rail profile 110 by means of a high-strength weld 136. As in Fig. As shown in Figure 2C, the connecting element 122 can alternatively be welded to the rail profile 110 by means of a HY weld 138. The HY weld 138 is particularly advantageous because a large contact area between the connecting element 122 and the rail profile 110 can be achieved with a very small weld volume. When performing the weld 130, care must be taken to ensure that no (direct) connection or welding occurs between the rail profile 110 and the support 102. Therefore, fillet weld 134 and HY weld 138 are the preferred embodiments. In addition to the welded joints mentioned, welded joints formed by pressure welding processes can also be used. These include, in this case: resistance (stud) welding, flash butt welding (or stud welding), arc stud welding, and projection welding.These pressure welding processes can be highly automated and are therefore very easy to use for pre-producing rails with connecting elements in a factory. In principle, however, they can also be performed manually. For pressure welding, the connecting elements may have a slight point, edge, or other geometry on the welding side prior to welding to concentrate the current or initiate the arc. In this case, the connecting elements are attached from the underside in a particularly advantageous manner, and / or any protruding burrs are removed so that the underside can rest firmly against the support.

[0075] What next in the Fig. 1A and Fig. As can be seen in Figure 1B, the connecting element 122 is connected to the support 102. In the first embodiment, the connecting element 122 is permanently connected to the support 102. In particular, the connecting element 122 is bonded to the support 102 by a material bond. Thus, the connecting element 122 is welded to the support 102 at its end 140 facing away from the rail profile 110, as is exemplified by a further weld seam 142.

[0076] What next in the Fig. 1A and Fig. As can be seen in Figure 1B, the rail profile system 100 has several connecting elements 122, four of which are shown as examples. However, it is explicitly stated that the rail profile system 100 can have more than four connecting elements 122, such as six, eight, ten, or even more. The connecting elements 122 are arranged laterally on both sides of the rail profile 110 with respect to the longitudinal direction 112, as described above, and are connected to both the rail profile 110 and the support 102. Two connecting elements 122 always face each other with respect to the longitudinal direction 112 of the rail profile 110. An alternating arrangement is also conceivable in principle.

[0077] The following describes a method for manufacturing a rail profile system 100, in particular for a traveling crane or bridge crane. The method is described by way of example using the rail profile system 100 of the first embodiment.

[0078] First, a support 102 is provided. A rail profile 110 is arranged on the support 102. The rail profile 110 is arranged on the support 102 such that its longitudinal direction 112 extends parallel to the longitudinal direction 104 of the support. At least one connecting element 122 is arranged laterally next to the rail profile 110 with respect to the longitudinal direction 112. The connecting element 122 is arranged adjacent to, and in particular directly adjacent to, the rail profile 110. We in the Fig. 1A and Fig. As shown in Figure 1B, several connecting elements 122 can be provided. The connecting elements 122 are arranged laterally on both sides of the rail profile 110 with respect to the longitudinal direction 112. In particular, two connecting elements 122 are always arranged opposite each other with respect to the longitudinal direction 112 of the rail profile 110. The following explanations apply accordingly to all connecting elements 122, even if they refer to only one connecting element 122.

[0079] The connecting element 122 is metallurgically bonded to the rail profile 110. More precisely, the connecting element 122 is welded to the rail profile 110. As mentioned above, in the first embodiment, the connecting element 122 is welded to the rail profile 110 by means of a fillet weld 134. However, it is explicitly emphasized that the connecting element 122 can also be welded to the rail profile 110 by means of a high-strength weld 136 or a high-strength weld 138. In addition to the aforementioned welded joints, welded joints formed by pressure welding processes can also be used. These include, in this case: resistance (stud) welding, flash butt welding (or stud welding), arc stud welding, and projection welding. These pressure welding processes can be highly automated and can therefore be used very easily to pre-produce rails with the connecting elements in a factory.In principle, they can also be made manually. For pressure welding, the connecting elements can have a slight point, edge, or other geometry on the welding side prior to welding to concentrate the current or initiate the arc. In this case, the connecting elements are attached from the underside in a particularly advantageous manner, and / or any protruding burrs are removed so that the underside can rest firmly on the support. Furthermore, the connecting element 122 is connected to the support 102. In the first embodiment, the connecting element 122 is permanently connected to the support 102. In particular, the connecting element 122 is materially bonded to the support 102. Thus, the connecting element 122 is welded to the support 102 at its end 140 facing away from the rail profile 110, as exemplified by the further weld seam 142.Alternatively or additionally, the connecting element 122 can be soldered to the carrier 102.

[0080] As an alternative to the described manufacturing process, the connecting element 122 can be pre-welded to the rail profile 110 as described. This can be done in advance, for example, at a manufacturer's facility. Then, the rail profile system 100, or the rail profile 110 with the welded connecting element 122, is connected to the support 102. This last step can be carried out, for example, at the installation site in a factory hall.

[0081] Fig. Figure 3 shows a top view of a rail profile system 100 according to a second embodiment of the present invention. Only the differences from the first embodiment are described below, and identical or comparable features and components are designated with the same reference numerals. In the second embodiment, the connecting element 122 has a waist 144. The waist is formed laterally, i.e., in the side surfaces of the connecting element 122.

[0082] The method for manufacturing the rail profile system 100 of the second embodiment differs from the method for manufacturing the rail profile system 100 of the first embodiment in that the connecting element 122 is formed with a waist 144.

[0083] Fig. Figure 4 shows a top view of a rail profile system 100 according to a third embodiment of the present invention. Only the differences from the first embodiment are described below, and identical or comparable features and components are designated with the same reference numerals. In the third embodiment, the connecting element 122 has at least one recess 146. Three recesses 146 per connecting element 122 are shown by way of example only. However, it is explicitly emphasized that more or fewer recesses 146 can also be provided, such as one, two, four, five, or more. The recesses 146 are formed into the connecting element 122 from above and can partially or completely penetrate it along its height 128. The recesses 146 are, by way of example, designed in the form of a double keyhole.

[0084] The method for manufacturing the rail profile system 100 of the third embodiment differs from the method for manufacturing the rail profile system 100 of the first embodiment in that at least one recess 146 is formed in the connecting element 122.

[0085] Fig. Figure 5A shows a top view of a rail profile system 100 according to a fourth embodiment of the present invention. Fig. Figure 5B shows a cross-sectional view of the rail profile system 100 along line AA of the Fig. 5A. Only the differences from the first embodiment are described below, and identical or comparable features and components are designated with the same reference numerals. In the fourth embodiment, the connecting element 122 is detachably connected to the support 102. Furthermore, the connecting element 122 is force-fitted to the support 102. The connecting element 122 is connected to the support 102 by means of a screw connection comprising at least one screw 148. For this purpose, the connecting element 122 has a bore or opening 150. Likewise, the support 102 has a bore or opening 152. The opening 150 of the connecting element 122 and the opening 152 of the support 102 overlap. The screw 148 is inserted through both openings 150 and 152 from above. An optional washer 156 is arranged between the screw head 154 of the screw 148 and the connecting element 122.Alternatively or additionally, an optional washer 156 is arranged between a nut 158 ​​opposite the screw head 154 and the support 102. It is understood that the screw 148 can also be inserted from below through the openings 150, 152, so that the nut 158 ​​is located at the top.

[0086] The method for manufacturing the rail profile system 100 of the fourth embodiment differs from the method for manufacturing the rail profile system 100 of the first embodiment in that the connecting element 122 is detachably connected to the support 102. For this purpose, the screw 148 is inserted from above through the openings 150, 152 in the connecting element 122 and the support 102 and secured by means of the nut 158. The optional washer 156 can be arranged between the screw head 154 of the screw 148 and the connecting element 122. Alternatively or additionally, the optional washer 156 can be arranged between the nut 158 ​​opposite the screw head 154 and the support 102.

[0087] Fig. Figure 6 shows a cross-sectional view of a rail profile system 100 according to a fifth embodiment of the present invention. Only the differences from the fourth embodiment are described below, and identical or comparable features and components are designated with the same reference numerals. In the fifth embodiment, the connecting element 150 does not have an opening 150. Instead, the connection of the connecting element 122 to the support 102 is achieved by means of a screwed clamping device 160. The clamping device 160 is essentially L-shaped and has an opening 162. The clamping device 160 is thus designed as a clamping jaw. The clamping device 160 is arranged such that one leg of its L-shape is supported on the upper surface 108 of the support 102 and the other leg of its L-shape rests on the connecting element.The opening 162 of the clamping device 160 and the opening 152 in the support 102 overlap. The screw 148 is inserted through both openings 162 and 152 from above. The optional washer 156 is positioned between the screw head 154 of the screw 148 and the clamping device 160. Alternatively or additionally, the optional washer 156 is positioned between the nut 158 ​​opposite the screw head 154 and the support 102. It is understood that the screw 148 can also be inserted through the openings 160 and 152 from below, so that the nut 158 ​​is located at the top.

[0088] The method for manufacturing the rail profile system 100 of the fifth embodiment differs from the method for manufacturing the rail profile system 100 of the fourth embodiment in that the screw 148 is inserted from above through the openings 152, 162 in the support 102 and the clamping device 160 and secured by means of the nut 158. The optional washer 156 can be arranged between the screw head 154 of the screw 148 and the clamping device 160. Alternatively or additionally, the optional washer 156 can be arranged between the nut 158 ​​opposite the screw head 154 and the support 102.

[0089] Fig. Figure 7 shows a cross-sectional view of a rail profile system 100 according to a sixth embodiment of the present invention. Only the differences from the fifth embodiment are described below, and identical or comparable features and components are designated with the same reference numerals. In the sixth embodiment, as in the fourth embodiment, the connecting element 122 has the opening 150. The connecting element 122 projects laterally beyond the support 102. The support 102 does not have an opening 152. The connection of the connecting element 122 to the support 102 is achieved by means of the screwed, L-shaped clamping device 160. The clamping device 160 is essentially L-shaped and has an opening 162.The clamping device 160 is arranged such that one leg of its L-shape rests against the underside of the connecting element 122, and the other leg of its L-shape rests on the top side 108 of the support 102 from below. The opening 162 of the clamping device 160 and the opening 150 in the connecting element 122 overlap. The screw 148 is inserted through both openings 162 and 150 from above. The optional washer 156 is positioned between the screw head 154 of the screw 148 and the connecting element 122. Alternatively or additionally, the optional washer 156 is positioned between the nut 158 ​​opposite the screw head 154 and the clamping device 160. It is understood that the screw 148 can also be inserted through the openings 150 and 162 from below, so that the nut 158 ​​is located on top.

[0090] The method for manufacturing the rail profile system 100 of the sixth embodiment differs from the method for manufacturing the rail profile system 100 of the fifth embodiment in that no opening for the screw 148 needs to be provided in the support 102. For this purpose, the screw 148 is inserted from above through the openings 150, 162 in the connecting element 122 and the clamping device 160 and secured by means of the nut 158. The optional washer 156 can be arranged between the screw head 154 of the screw 148 and the connecting element 122. Alternatively or additionally, the optional washer 156 can be arranged between the nut 158 ​​opposite the screw head 154 and the clamping device 160.

[0091] Fig. Figure 8A shows a top view of a rail profile system 100 according to a seventh embodiment of the present invention. Fig. Figure 8B shows a cross-sectional view of the rail profile system 100 along line AA of the Fig. 8A. Only the differences from the first embodiment are described below, and identical or comparable features and components are designated with the same reference numerals. In the seventh embodiment, the connecting element 122 is positively connected to the support 102. In the seventh embodiment, the connecting element 122 is essentially U-shaped around the top surface 108 of the support. This prevents lateral movement of the rail profile 110.

[0092] The method for manufacturing the rail profile system 100 of the seventh embodiment differs from the method for manufacturing the rail profile system 100 of the first embodiment in that the connecting element 122 is positively connected to the support 102. For this purpose, the connecting element 122 is bent into a U-shape around the top surface 108 of the support. There are at least two possibilities for this. Either the U-shape is bent first, which can then be done in the factory, and then the connecting element 122 is welded to the rail profile 110, or the connecting element 122 is first welded to the rail profile 110. The weld can then be pre-produced in the factory, and then the connecting element is bent into a U-shape, for example, by means of a hammer.

[0093] Fig. Figure 9 shows a cross-sectional view of a rail profile system 100 according to an eighth embodiment of the present invention. Only the differences from the first embodiment are described below, and identical or comparable features and components are designated with the same reference numerals. In the eighth embodiment, the rail profile system 100 further comprises at least one spacer 164. The spacer 164 is made of wood, plastic, or cardboard. The spacer 164 is arranged between the connecting element 122 and the support 102, at least in the region of the end 132 of the connecting element 122 facing the rail profile 110.

[0094] The method for manufacturing the rail profile system 100 of the eighth embodiment differs from the method for manufacturing the rail profile system 100 of the first embodiment in that at least one spacer 164 is arranged between the connecting element 122 and the support 102 at least in the area of ​​an end 132 of the connecting element 122 facing the rail profile.

[0095] Fig. Figure 10 shows a cross-sectional view of an intermediate step of a method for manufacturing a rail profile system 100 according to a modification of the first embodiment. Only the differences from the first embodiment are described below, and identical or comparable features and components are identified by the same reference numerals. In the modified manufacturing method, the connecting element 122 is arranged at an inclination relative to the support 102 before being connected to it, such that at least the end 140 of the connecting element 122 facing away from the profile rail 110 is spaced apart from the support 102. The connecting element 122 can be arranged curved or straight at an inclination relative to the support 102 before being connected to it.It is explicitly emphasized that such an inclined arrangement of the connecting element 122 before connecting it to the support 102 is fundamentally applicable to all embodiments described herein.

[0096] The inclined arrangement of the connecting element 122 ensures contact between the rail profile 110 and the support 102. This is intended to minimize deformation of the rail profile 110 when a wheel of an overhead crane or similar vehicle rolls over it, thus guaranteeing the longevity of the arrangement. To ensure this, it is particularly advantageous if the rail profile 110 and the support 102 remain in contact and without any gap even when unloaded. This can be achieved by bending the connecting element 122 upwards before bolting or welding it to the support 102, or by welding it at a slight angle from the outset. A suitable weld shape allows this angle to form automatically during the solidification or cooling of the weld between the connecting element 122 and the rail profile 110.When the connecting element 122 is screwed or welded to the support 102, a prestress is applied to the support 102 and the rail profile 110.

[0097] The Fig. Figures 11A to 11C show cross-sectional views of various rail profile systems for comparison of the force flow between the rail profile and the support. Components and features corresponding to those of the rail profile system according to the invention are provided with the same reference numerals. Fig. Figure 11A shows a rail profile system 100 with a conventional arrangement of the rail profile 110 on the support 102 and a continuous weld seam 130. Fig. Figure 11B shows a rail profile system 100 with a conventional arrangement of the rail profile 110 on the support 102 in the area between two quilted seams. Fig. Figure 11C shows a rail profile system 100 with an arrangement of the rail profile 110 and a connecting element 122 on the support 102 according to the invention. The lines 166 each represent the force flow when a wheel 168, such as a wheel of a traveling crane, rolls over the rail profile 110.

[0098] As in Fig. As can be seen in Figure 11A, according to the applicable design standard, the rail profile 110 is continuously welded to the steel beam 102 on both the left and right sides. It must be assumed that the rail profile 110 has a gap 170 to the underlying beam 102. This means that the forces must be transferred completely from the rail profile 110 to the beam 102 via the welds 130. Accordingly, the force flow 166 runs from the rail profile 110 through the welds 130 to the beam 102. Therefore, the welds 130 must be dimensioned accordingly to be robust. This leads to relatively high costs and, on the other hand, to significant distortion of the beam 102 due to the increased heat input.

[0099] As in Fig. To recognize the violation of standard 11B, an unauthorized solution is also used in industrial practice. The rail profile 110 is not continuously welded as required by the standard, but only with short, approximately 4-8 cm long, stapling welds. In the area between the stapling welds, the rail profile 110 rests freely on the support 102. The wheel loads are transferred here via the contact between the rail profile 110 and the support 102. Accordingly, the force flow 166 runs from the rail profile 110 to the support 102. The stapling welds would fail at their beginnings or ends if there were a gap or space between the rail profile 110 and the support 102. Therefore, the rail profile 110 is clamped to the support 102 with screw clamps during tack welding to ensure a tight fit. Verification methods, such as ultrasound, feeler gauges, etc., are not available.The methods for ensuring reliable contact are not yet established, do not meet industry requirements, and / or are untested. Therefore, this solution is not yet recognized or compliant with Eurocode, but is nevertheless used by some companies for cost reasons. The problem with this solution, however, is that cracks can begin at the weld root and initially propagate undetected into beam 102. This can lead to a catastrophic failure of the entire crane, resulting in significant property damage and potentially personal injury.

[0100] As in Fig.As can be seen in Figure 11C, in the rail profile system 100 according to the present invention, the rail profile 110 is not attached directly to the support 102, but rather by means of the connecting element 122. This allows the rail profile 110 to lie flat against the support 102 without any gap. The wheel loads are transmitted via the contact between the rail profile 110 and the support 102, bypassing the welds 130. Accordingly, the force flow 166 runs from the rail profile 110 to the support 102 without any risk of failure of the welds 130, since these are subjected to no or only negligible load when the wheel 168 rolls over them. Reference symbol list 100 rail profile system 102 carriers 104 Longitudinal direction of the beam 106 Subpage 108 Top 110 rail profile 112 Longitudinal direction 114 Rail profile underside 116 Rail profile top 118 side area 120 side area 122 Connecting element 124 length 126 width 128 Height 130 weld seam 132 End facing rail profile 134 Throat suture 136 HV seam 138 HY seam 140 Rail profile farther away end 142 more welds 144 Waist 146 recess 148 screw 150 opening 152 Opening 154 screw head 156 Washer 158 Mother 160 clamping device 162 Opening 164 spacers 166 Power flow 168 wheel 170 gap

Claims

[1] Rail profile system (100), in particular for a traveling crane or bridge crane, comprising a rail profile (110), wherein the rail profile (110) extends in a longitudinal direction (112) and is designed for placement on a support (102), and at least one connecting element (122), wherein the connecting element (122) is arranged laterally with respect to the longitudinal direction (112) next to the rail profile (110), wherein the connecting element (122) is welded to the rail profile (110) and wherein the connecting element (122) is designed for connection to the support (102), wherein the connecting element (122) has a waist (144) and / or at least one recess (146). [2] Rail profile system (100) according to the preceding claim, wherein the connecting element (122) adjoins the rail profile (110), in particular directly adjoins it. [3] Rail profile system (100) according to one of the preceding claims, wherein the connecting element (122) is welded to the rail profile (110) by means of a fusion weld, a fillet weld (134), an HV weld (136), a HY weld (138) or by means of a pressure weld formed by resistance welding or flash butt welding. [4] Rail profile system (100) according to one of the preceding claims, wherein the connecting element (122) can be connected to the support (102) by material connection, form connection and / or force connection. [5] Rail profile system (100) according to one of the preceding claims, wherein the connecting element (122) can be permanently connected to the support (102). [6] Rail profile system (100) according to one of claims 1 to 4, wherein the connecting element (122) is detachably connectable to the support (102). [7] Rail profile system (100) according to the preceding claim, wherein the connecting element (122) can be connected to the support (102) by means of a screw connection or a screwed clamping device (160). [8] Rail profile system (100) according to one of the preceding claims, wherein the connecting element (122) is substantially cuboid in shape, wherein the connecting element (122) in particular has a length (124) and a width (126) which are greater than a height (128) of the connecting element (122). [9] Rail profile system (100) according to one of the preceding claims, wherein the rail profile system (100) has several connecting elements (122), wherein the connecting elements (122) are arranged laterally on both sides with respect to the longitudinal direction (112) next to the rail profile (110), wherein preferably two connecting elements (122) are always opposite each other with respect to the longitudinal direction (112) of the rail profile (110). [10] Method for manufacturing a rail profile system (100), in particular for a traveling crane or bridge crane, comprising - Providing a rail profile (110) wherein the rail profile (110) extends in a longitudinal direction (112) and is designed for placement on a support (102), - Arranging at least one connecting element (122) laterally with respect to the longitudinal direction (112) next to the rail profile (110), and - Welding the connecting element (122) to the rail profile (110), wherein the connecting element (122) is designed to connect to the support (102), wherein the connecting element (122) is designed with a waist (144) and / or the method further comprises forming at least one recess (146) in the connecting element (122). [11] Method according to the preceding claim, wherein the connecting element (122) is arranged adjacent to, in particular directly adjacent to, the rail profile (110). [12] Method according to the preceding claim, wherein the connecting element (122) is welded to the rail profile (110) by means of a fusion weld, a fillet weld (134), an HV weld (136) or an HY weld (138) or by means of a pressure weld formed by resistance welding or flash butt welding. [13] Method according to any one of claims 10 to 12, wherein the connecting element (122) is permanently connected to the carrier (102). [14] Method according to one of claims 10 to 12, wherein the connecting element (122) is detachably connected to the support (102), wherein in particular the connecting element (122) is connected to the support (102) by means of a screw connection or a screwed clamping device (160). [15] Method according to any one of claims 10 to 14, further comprising arranging at least one spacer between the connecting element (122) and the support (102) at least in the area of ​​an end of the connecting element (122) facing the rail profile (110). [16] Method according to any one of claims 10 to 15, wherein the connecting element (122) is arranged inclined relative to the support (102) before being connected to the support (102) such that at least one end (140) of the connecting element (122) facing away from the profile rail is spaced apart from the support (102), wherein in particular the connecting element (122) is arranged curved or inclined straight relative to the support (102) before being connected to the support (102).

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