RAILWAY APPLIANCE

Abstract

Apparatus (1) for a railway track traversed in a longitudinal direction (l) by a railway vehicle having at least one wheel (5), the apparatus comprising a first rail (20) and a second rail (25) extending longitudinally one in line with the other, and separated by a gap (30). The rails comprise a proximal portion (61, 75) and a distal portion (63, 77) defining respectively running surfaces (69, 73, 81, 82) situated in the same running plane (p). A central device (35) extends longitudinally from the proximal portion of the first rail to the proximal portion of the second rail and forms a central running surface (91) continuous from a first point (a) to a second point (b) projected onto the longitudinal direction.A first distal device (40) and a second distal device (45) extend longitudinally from the distal portion to the proximal portion of the first and second rails respectively, and form, respectively, in the running plane, two additional running surfaces (97, 105) continuous respectively from a third point (c) to the first point, and from the second point to a fourth point (d) in projection onto the longitudinal direction. Corresponding method.

Description

[0001] The present invention relates to an apparatus for a railway track intended to be traveled in a longitudinal direction by a railway vehicle comprising at least one wheel, the apparatus comprising: a first rail and a second rail extending longitudinally one in line with the other, and separated by a gap, each of the first and second rails comprising a proximal portion and a distal portion with respect to said gap, the proximal and distal portions respectively defining running surfaces for said wheel situated substantially in the same running plane defined by the longitudinal direction and a transverse direction substantially perpendicular to the longitudinal direction, the running surface of the proximal portion having transversely, for each of the first and second rails, a width less than the width of the running surface of the distal portion, and a central device extending longitudinally from the proximal portion of the first rail to the proximal portion of the second rail, the central device forming, in the running plane,a continuous central running surface extending from a first point on the proximal portion of the first rail to a second point on the proximal portion of the second rail, projected onto the longitudinal direction.

[0002] The invention also relates to a corresponding method.

[0003] The device is, for example, an expansion device. The space is then intended to allow a longitudinal expansion of at least one of the first rail and the second rail, or more generally a relative movement of the first rail with respect to the second rail.

[0004] An expansion joint is a device that allows the rails of a railway track to expand freely when subjected to temperature variations. Railway-type expansion joints are described in particular in standard EN13232-8.

[0005] The railway vehicles concerned are of all types: urban and suburban, and in particular trams, trains for long-distance circulation, etc.

[0006] The purpose of the device is to allow the wheel of the railway vehicle to move from the first rail to the second rail with continuous support, despite the discontinuity of the rails.

[0007] In prior art devices, the first and second rails have transversely thinned proximal portions. The central device is a simple device extending longitudinally from the proximal portion of the first rail to the proximal portion of the second rail. The central device ensures continuous wheel support from a first point on the proximal portion of the first rail to a second point on the proximal portion of the second rail.

[0008] Such a device is generally satisfactory. However, wear and deterioration have sometimes been observed which, when they reach a certain degree, can cause a discontinuity in the wheel's contact with the track. The wear appears in the proximal portion of the first and / or second rail, in a section located near the distal portion and not directly opposite the central device. At this point, creep is observed in the material of which the proximal portion is made. Such a discontinuity itself causes wear for the railway vehicle, inconvenience for passengers, and generates noise when the wheel passes over this discontinuity.

[0009] FR-A-1.077.771 discloses an apparatus according to the preamble of claim 1 and a method according to the preamble of claim 14.

[0010] One aim of the invention is therefore to overcome all or part of the above disadvantages, by proposing a device which prevents the occurrence of such a wear phenomenon, or reduces its extent, while remaining simple to install and maintain, and which is competitively priced.

[0011] To this end, the invention relates to an apparatus as described above, further comprising a first distal device and a second distal device, each extending longitudinally from the distal portion to the proximal portion respectively of the first rail and the second rail, the first distal device and the second distal device forming respectively two additional rolling surfaces in the rolling plane, the additional rolling surfaces being continuous respectively from a third point of the distal portion of the first rail to the first point, and from the second point to a fourth point of the distal portion of the second rail in projection onto the longitudinal direction.

[0012] In particular embodiments, the device comprises one or more of the following features, taken individually or in any technically possible combination: one or more of the first distal device, the second distal device, and the central device is or are made of a single piece of metal; one or more of the first distal device, the second distal device, and the central device is or are made of a longitudinally oriented portion of rail; at least two of the first distal device, the second distal device, and the central device are made of material; the central device is located transversely substantially against the proximal parts of the first rail and the second rail; the central running surface has a substantially constant transverse width in the longitudinal direction; the width of the central running surface is greater than or equal to the width of the running surface of the distal portion of the first rail, preferably substantially equal to the width of the running surface of the distal portion of the first rail;the first distal device and / or the second distal device are located in the longitudinal extension of the central device, the running surfaces of one or both of the first distal device and the second distal device preferably having an edge intended to be transversely external with respect to the railway track, said edge being located in the longitudinal extension of an edge of the central device intended to be transversely external with respect to the railway track; the first distal device and / or the second distal device respectively have an upper surface forming an access ramp to their running surfaces for said wheel; the running surfaces of the first distal device and / or the second distal device have a substantially constant transverse width in the longitudinal direction in the main parts;the width of the running surfaces of the first distal device and / or the second distal device is greater than or equal to the width of the running surface of the proximal portion of the first rail, preferably substantially equal to the width of the running surface of the proximal portion of the first rail; the railway vehicle is a tram, the first rail and the second rail defining a groove intended to cooperate with the wheel; and the device is an expansion device, the space being intended to permit relative movement of the first rail with respect to the second rail, in particular a longitudinal expansion of at least one of the first and second rails.

[0013] The invention also relates to a method according to claim 14.

[0014] The invention will be better understood upon reading the following description, given solely by way of example and made with reference to the attached drawings, in which: there figure 1 is a top view of a device according to the invention, in which the housing cover has been removed, and the figures 2 à 8 are successive cross-sectional views of the device shown on the figure 1 , according to planes perpendicular to a longitudinal direction of the apparatus, each view showing how the wheel of the railway vehicle successively presses on the different parts of the apparatus.

[0015] With reference to the figure 1 , we describe a device 1 for a railway track (not shown) intended to be traveled in a longitudinal direction L by a railway vehicle (not fully shown) having at least one wheel 5 visible on the figures 2 à 8 .

[0016] Such a railway generally consists of two rails that are roughly parallel to each other. If these rails were represented on the figure 1 , one of them would extend longitudinally on either side of device 1.

[0017] In the example shown, the railway vehicle is a tram. According to unshown variants, the railway vehicle is of any other known type, including suburban, regional or TGV (high-speed trains, for national or international journeys).

[0018] Wheel 5, for example, is a classic tram wheel. Wheel 5 includes a tread 10 and a flange 15 ( figure 2 ).

[0019] The tread 10 is, for example, conical. The tread 10 is adapted to run on the device along a running plane P defined by the longitudinal direction L and by a transverse direction T substantially perpendicular to the longitudinal direction.

[0020] The transverse direction T is a generatrix of the conical surface defined by the tread 10.

[0021] With reference to the figure 1 The device 1 comprises a first rail 20 and a second rail 25 extending longitudinally one in line with the other, and separated by a space 30. The device 1 also comprises a central device 35, a first distal device 40, and a second distal device 45. The railway vehicle being in the example a tram, the device 1 optionally includes a housing 50 which is flush with the ground surface 55.

[0022] Device 1 is, for example, a dilation device.

[0023] The space 30 is intended to allow longitudinal expansion of the first rail (20) and / or the second rail (25).

[0024] The housing 50 forms a casing around the other parts of the device 1. The housing 50 includes a cover 57 ( figure 2 ), advantageously removable, extending substantially in continuity with the ground 55. The cover 57 defines an opening 59 extending longitudinally to allow the wheel 5 to roll over the other parts of the apparatus 1.

[0025] According to a particular embodiment, the cover 57 is in two parts situated transversely on either side of the other parts of the apparatus 1.

[0026] In the example shown, device 1 is substantially symmetric with respect to a plane P' perpendicular to the longitudinal direction L and located longitudinally at the level of space 30.

[0027] In this application, the terms "proximal" and "distal" are understood in relation to space 30.

[0028] The first rail 20 comprises a proximal portion 61, a distal portion 63, and a transition portion 65 situated longitudinally between the proximal and distal portions. The first rail 20 defines a groove 67 intended to receive the bead 15 ( figure 2 ).

[0029] Furthermore, an external and an internal direction are defined with respect to the railway track, according to the transverse direction T. Thus, the flange 15 is located on the inner side of the wheel 5.

[0030] The proximal portion 61 defines a running surface 69 in the running plane P. The proximal portion 61 optionally includes an upper surface 71 inclined relative to the running plane P and adapted to form an access ramp to the running surface 69 for the wheel 5 when the latter rolls from right to left on the figure 1 .

[0031] The rolling surface 69 has a transverse width L1 ( figure 5 ) advantageously substantially constant along the longitudinal direction L.

[0032] As seen on the figure 1 The distal portion 63 comprises a first part advantageously corresponding to the "current" rail of the railway track, a second part exhibiting an initial transverse thinning, and a transitional part situated longitudinally between the first and second parts.

[0033] The second part is advantageously thinned only at the mushroom (upper part adapted for contact with wheel 10).

[0034] The distal portion 63 defines a rolling surface 73 in the plane P having a transverse width L2 ( figures 2 à 4 ) advantageously substantially constant along the longitudinal direction L.

[0035] The rolling surface 73 is, for example, not affected by the first thinning, that is to say that the part of the mushroom missing due to the first thinning is not intended to be in contact with the wheel 10.

[0036] Width L2 is greater than width L1 and measures, for example, approximately twice as much.

[0037] The structure of the second rail 25 is deduced from that of the first rail 20 by symmetry with respect to plane P'. The rail 25 comprises a proximal portion 75, a distal portion 77, and a transition portion 79 ( figure 1 ).

[0038] The proximal portion 75 defines a rolling surface 81 in the rolling plane P and includes an upper surface 83 forming an access ramp.

[0039] As seen on the figure 1 The distal portion 77 comprises a first part, a second part exhibiting an initial transverse thinning, and a transitional part. The distal portion 77 defines a rolling surface 82.

[0040] The central device 35, the first distal device 40, and the second distal device 45, for example, form a single, advantageously metallic piece. These three elements advantageously form a rail section comprising ( figure 3 ) a pad 85 fixed to the ground, a mushroom 87, and a core 89 connecting the mushroom to the pad.

[0041] As seen on the figure 1 , the central device 35 extends longitudinally from the proximal portion 61 of the first rail 20 to the proximal portion 75 of the second rail 25. The central device 35 forms, in the running plane P, a central running surface 91 ( figures 1 , And 6 à 8). The central device 35 is substantially symmetrical with respect to the plane P'.

[0042] The central running surface 91 has a transverse width L3 which is advantageously substantially constant along the longitudinal direction L. The central running surface 91 is continuous from a first point A of the proximal portion 61 of the first rail 20 to a second point B of the proximal portion 75 of the second rail 25 in projection onto the longitudinal direction L.

[0043] Put another way, if we project the central rolling surface 91 onto the longitudinal direction L according to the rolling plane P, this projection is continuous from the first point A to the second point B.

[0044] For example, the width L3 is greater than or equal to the width L2, preferably substantially equal to the width L2.

[0045] The central device 35 is located transversely substantially against the proximal parts 61, 75 of the first rail 20 and the second rail 25.

[0046] The first distal device 40 and the second distal device 45 are substantially symmetrical to each other with respect to the plane P'.

[0047] The first distal device 40 extends longitudinally from the distal portion 63 to the proximal portion 61 of the first rail 20 ( figure 1 ). The first distal device 40 is located transversely against the second part of the distal portion 63. The first distal device comprises a main portion 93, and a transition portion 95 located longitudinally between the main portion 93 and the central device 35.

[0048] In the example shown on the figure 1 , the first distal device 40 extends longitudinally from the second part of the distal portion 63 to the proximal portion 61 of the first rail 20.

[0049] The first distal device 40 defines an additional rolling surface 97 in the rolling plane P, and advantageously includes an access ramp 99 adapted to facilitate access of the wheel 5 to the additional rolling surface 97.

[0050] Advantageously, the additional rolling surface 97 has transversely, in the main portion 93, a width L4 substantially constant along the longitudinal direction L.

[0051] The width L4 is for example greater than or equal to the width L1, preferably substantially equal to the width L1. The additional running surface 97 is continuous from a third point C of the proximal part 63 of the first rail 20 to the first point A in projection onto the longitudinal direction L.

[0052] The first thinning of the distal portion 63 of the first rail 20 allows the width L4 to be maximized. Indeed, in the absence of the first transverse thinning, the first distal device 40 would be further transversely away from the running surface 73.

[0053] Since the second distal device 45 is substantially symmetrical to the first distal device 40 with respect to plane P', the second distal device will not be described in detail.

[0054] The second distal device 45 comprises a main portion 101 and a transition portion 103. The second distal device 45 defines an additional rolling surface 105 and advantageously includes an access ramp 107.

[0055] The first distal device 40, the central device 35 and the second distal device 45 define, for example, an external edge 109 that is substantially straight and parallel to the longitudinal direction L.

[0056] The additional running surface 105 is continuous from the second point B to a fourth point D of the distal portion 77 of the second rail 25 in projection onto the longitudinal direction L.

[0057] The operation of device 1 will now be described.

[0058] During operation, the first rail 20 and the second rail 25 are subject to longitudinal expansion or contraction due to temperature changes. This has the effect of increasing or decreasing the length of the gap 30. The role of device 1 is to allow the rail vehicle (not shown) to pass through the gap 30.

[0059] The following describes how the wheel 5 of the railway vehicle interacts with the device 1 to cross the space 30.

[0060] With reference to the figure 1 The rail vehicle arrives, for example, longitudinally from the left side. If it arrived from the right side, the following steps would simply be reversed in time.

[0061] Wheel 5 rolls on a rail (not shown), located in line with the first rail 20. Then wheel 5 arrives on the first rail 20.

[0062] As seen on the figure 2 , the tread 10 of the wheel 5 then rolls on the rolling surface 73 defined by the distal portion 63 of the first rail 20. The flange 15 is then located in the groove 67, which ensures transverse guidance of the wheel 5.

[0063] Wheel 5 continues to advance along the distal portion 63. As visible on the figure 3 Wheel 5 is positioned above the access ramp 99 of the first distal device 40, but is not yet in contact with it. Wheel 5 continues to bear on the tread surface 73. The width of the support is still the width L2 of the tread 73.

[0064] For the same reasons already mentioned above, the first transverse thinning of rail 20 allows to maximize the width of the access ramp 99 on the side of the distal portion 63 of the first rail 20.

[0065] Having advanced a little further, wheel 5 comes into contact with access ramp 99 and arrives ( figure 4 ) on the additional tread 97 defined by the first distal device 40. The width of the support is then the sum of the widths L2 and L4. Approximately at the level of the cutting plane of the figure 4 , wheel 5 passes longitudinally at the level of the third point C ( figure 1 ).

[0066] Continuing forward, wheel 5 moves from the distal portion 63 to the proximal portion 61 ( figure 5 ). The wheel 5 rolls on the rolling surface 69 of the proximal portion 61, which has a width L1 that is smaller than the width L2. However, thanks to the presence of the first distal device 40, the support is completed by the additional rolling surface 97.

[0067] In devices of the anterior art, the first distal device being absent, the width of the support corresponds to the width L1. Creep wear phenomena of the upper surface of the first rail 20 may appear at this location in devices of the anterior art.

[0068] The wheel continued to move forward ( figure 6 ), it passes without discontinuity from the first distal device 40 to the central device 35. The wheel 5 is then in contact with the rolling surface 69 of the first rail 20 and with the central rolling surface 91 of the central device 35. The width of the support is the sum of the widths L1 and L3.

[0069] Next, wheel 5 moves forward and reaches the top of the access ramp 71 of the first rail 20. The contact between wheel 5 and the proximal part 61 is interrupted ( figure 7 ). The wheel 5 is then supported only on the central device 35. The width of the support is equal to the width L3.

[0070] Wheel 5 moves forward again to be positioned above space 30. Wheel 5 is then still in contact with the central device 35, with a contact width L3.

[0071] Finally, wheel 5 continues its progression to the right on the figure 1and, due to symmetry with respect to plane P', the same steps occur in reverse order. In particular, the wheel 5 moves longitudinally from the second point B to the fourth point D continuously thanks to the additional rolling surface 105 of the second distal device 45.

[0072] The additional bearing surface 105 provides a bearing width L4 at a time when, in prior art devices, the bearing width is only equal to L1. Thus, the risk of creep wear near the transition portion 79 of the second rail 25 is greatly reduced in the device according to the invention.

[0073] Thanks to the characteristics described above, the support of wheel 5 is continuous not only from the first point A to the second point B, but also from the third point C to the first point A, and from the second point B to the fourth point D, which provides additional support for wheel 5. The risks of wear are necessarily reduced or even eliminated.

[0074] Thanks to the features described above, device 1 is simple to implement and competitively priced.

[0075] It should be noted that the first distal device 40, the central device 35, and the second distal device 45 provide a physically continuous tread from the third point C to the fourth point D. However, according to particular embodiments not shown, the continuity is not physical, but only projected onto the longitudinal direction L. Indeed, it is possible to make any of the first distal device 40, the central device 35, and the second distal device 45 such that these devices are not made from a single piece of material, nor are they each one a single piece. In these particular embodiments, there is no physical continuity of the tread, but only continuity projected onto the longitudinal direction L, which is sufficient to ensure continuous support for the wheel 5.

[0076] The optional feature whereby the first distal device 35, the second distal device 45 and the central device 35 are made of material and / or consist of a rail allows the device 1 to be simplified.

[0077] The fact that the width L4 is at least equal to the width L1 allows at least doubling the running width between the third point C and the first point A and, in the example shown, obtaining a running width L1 + L4 greater than or equal to the width L2 of the running surface of the distal portion 63 of the first rail 20.

[0078] The first thinning of the first rail 20 allows to maximize the width L4.

[0079] The fact that the width L3 of the central rolling surface 91 is at least equal to the width L2 allows us to obtain a rolling width at least equal to L2 when the wheel 5 is supported only on the central device 35.

[0080] As long as the wheel 5 is also supported on the proximal part 61, the rolling width is equal to the sum L1 + L3, which is strictly greater than the width L2 of the rolling surface of the distal portion 63 of the first rail 20.

[0081] When the wheel 5 is supported only on the central device 35, the rolling width is exactly equal to the width L3, that is to say it is substantially equal to the width L2 of the distal portion 63.

[0082] The optional presence of access ramps facilitates the contact of wheel 5 with the tread surfaces, or facilitates the end of these contacts when wheel 5 leaves the treads.

Claims

1. A device (1) for a railroad track designed to be traveled in a longitudinal direction (L) by a railway vehicle including at least one wheel (5), the device (1) comprising: - a first rail (20) and a second rail (25) extending longitudinally one in the extension of the other, and being separated by a space (30), each of the first and second rail (25) comprising a proximal portion (61, 75) and a distal portion (63, 77) relative to said space (30), the proximal portions (61, 75) and the distal portions (63, 77) respectively defining running surfaces (69, 73, 81, 82) for said wheel (5) situated substantially in a same running plane (P) defined by the longitudinal direction (L) and a transverse direction (T) substantially perpendicular to the longitudinal direction (L), the running surface (69, 81) of the proximal portion (61, 75) transversely having, for each of the first rail (20) and the second rail (25), a width (L1) smaller than a width (L2) of the running surface (73, 82) of the distal portion (63, 77), and - a central device (35) extending longitudinally from the proximal portion (61) of the first rail (20) to the proximal portion (75) of the second rail (25), the central device (35) forming, in the running plane (P), a central running surface (91) continuous from a first point (A) of the proximal portion (61) of the first rail (20) to a second point (B) of the proximal portion (75) of the second rail (25) if projected on the longitudinal direction (L), and - a first distal device (40) and a second distal device (45), each extending longitudinally from the distal portion (63, 77) to the proximal portion (61, 75), respectively, of the first rail (20) and the second rail (25), the first distal device (40) and the second distal device (45) respectively forming two additional running surfaces (97, 105) in the running plane (P), characterized in that - each of the distal portions (63, 77) comprises a first portion (63A, 77A) preferably corresponding to the common rail of said railway, a second portion having a first transverse thinning, and a transition portion (63C, 77C) situated longitudinally between the first portion (63A, 77A) and the second portion (63B, 77B), and - the first distal device (40) and the second distal device (45) are situated transversely respectively against the second portions (63B, 77B) of the distal portions (63, 77), the additional running surfaces (97, 105) being continuous respectively from a third point (C) of the distal portion (63) of the first rail (20) to the first point (A), and from the second point (B) to a fourth point (D) of the distal portion (77) of the second rail (25) if projected on the longitudinal direction (L).

2. The device (1) according to claim 1, characterized in that one or more of the first distal device (40), the second distal device (45) and the central distal device (35) is or are made up of a single metal piece.

3. The device (1) according to claim 1 or 2, characterized in that one or more of the first distal device (40), the second distal device (45) and the central device (35) is or are made up of a rail portion oriented longitudinally.

4. The device (1) according to any one of claims 1 to 3, characterized in that at least two of the first distal device (40), the second distal device (45), and the central device (35) are integral.

5. The device (1) according to any one of claims 1 to 4, characterized in that the central device (35) is situated transversely substantially against the proximal parts (61, 75) of the first rail (20) and the second rail (25).

6. The device (1) according to any one of claims 1 to 5, characterized in that the central running surface (91) transversely has a substantially constant width (L3) in the longitudinal direction (L).

7. The device (1) according to claim 6, characterized in that the width (L3) of the central running surface (91) is greater than or equal to the width (L2) of the running surface (73) of the distal portion (63) of the first rail (20), preferably substantially equal to the width (L2) of the running surface (73) of the distal portion (63) of the first rail (20).

8. The device (1) according to any one of claims 1 to 7, characterized in that the first distal device (40) and / or the second distal device (45) are situated in the longitudinal extension of the central device (35), the additional running surfaces (97, 105) of one and / or the other of the first distal device (40) and the second distal device (45) preferably having an edge (109) designed to be transversely outside relative to the railroad track, said edge being situated in the longitudinal extension of an edge of the central device (35) designed to be transversely outside relative to the railroad track.

9. The device (1) according to any one of claims 1 to 8, characterized in that the first distal device (40) and / or the second distal device (45) respectively include an upper surface forming an access ramp (99, 107) to the running surfaces (97, 105) for said wheel (5).

10. The device (1) according to any one of claims 1 to 9, characterized in that the additional running surfaces (97, 105) of the first distal device (40) and / or the second distal device (45) transversely have a substantially constant width (L4) in the longitudinal direction (L) in the main parts (93, 101).

11. The device (1) according to claim 10, characterized in that: - the width (L4) of the additional running surface (97) of the first distal device (40) is greater than or equal to the width (L1) of the running surface (69) of the proximal portion (61) of the first rail (20), preferably substantially equal to the width (L1) of the running surface (69) of the proximal portion (61) of the first rail (20), and / or - the width (L4) of the additional running surface (105) of the second distal device (45) is greater than or equal to the width (L1) of the running surface (81) of the proximal portion (75) of the second rail (25), preferably substantially equal to the width (L1) of the running surface (81) of the proximal portion (75) of the second rail (25).

12. The device (1) according to any one of claims 1 to 11, characterized in that the railway vehicle is a tram, the first rail (20) and the second rail (25) defining a groove (67) designed to cooperate with the wheel (5).

13. The device (1) according to any one of claims 1 to 12, characterized in that the device (1) is an expansion device, the space (30) being designed to allow a relative movement of the first rail (20) with respect to the second rail (25), in particular a longitudinal expansion of the least one of the first rail (20) and the second rail (25).

14. A method comprising the following steps: - traveling of a railroad track in a longitudinal direction (L) by a railway vehicle including at least one wheel (5); - providing a first rail (20) and a second rail (25) extending longitudinally one in the extension of the other, and being separated by a space (30), each of the first rail (20) and the second rail (25) comprising a proximal portion (61, 75) and a distal portion (63, 77) relative to said space (30), the proximal portions (61, 75) and the distal portions (63, 77) respectively defining running surfaces (69, 73, 81, 82) for said wheel (5) substantially in a running plane (P) defined by the longitudinal direction (L) and a transverse direction (T) substantially perpendicular to the longitudinal direction (L), the running surface (69, 81) of the proximal portion (61, 75) transversely having, for each of the first rail (20) and the second rail (25), a width (L1) smaller than a width (L2) of the running surface (73, 82) of the distal portion (63, 77). - providing a central device (35) extending longitudinally from the proximal portion (61) of the first rail (20) to the proximal portion (75) of the second rail (25), the central device (35) forming, in the running plane (P), a central running surface (91) continuous from a first point (A) of the proximal portion (61) of the first rail (20) to a second point (B) of the proximal portion (75) of the second rail (25) if projected on the longitudinal direction (L); and - providing a first distal device (40) and a second distal device (45), each extending longitudinally from the distal portion (63, 77) to the proximal portion (61, 75), respectively, of the first rail (20) and the second rail (25), the first distal device (40) and the second distal device (45) respectively forming two additional running surfaces (97, 105) in the running plane (P), each of the distal portions (63, 77) comprising a first portion (63A, 77A) preferably corresponding to the common rail of said railway, a second portion having a first transverse thinning, and a transition portion (63C, 77C) situated longitudinally between the first portion (63A, 77A) and the second portion (63B, 77B), and the first distal device (40) and the second distal device (45) being situated transversely respectively against the second portions (63B, 77B) of the distal portions (63, 77), the additional running surfaces (97, 105) being continuous respectively from a third point (C) of the distal portion (63) of the first rail (20) to the first point (A), and from the second point (B) to a fourth point (D) of the distal portion (77) of the second rail (25) if projected on the longitudinal direction (L).