The present invention concerns a rail expansion device and a method for compensating an expansion of a rail designed for guiding a guided vehicle.

The present invention is essentially related to the field of guided vehicles, wherein the expression "guided vehicle" re fers to public transport means such as subways, trains or train subunits, buses, etc., which are configured for trans porting passengers and for which safety is a very important factor. Such guided vehicles are usually guided along a route or railway by at least one rail, usually two rails. More spe cifically, the present invention concerns rail expansion de vices, also known as expansion joints, which are installed in areas wherein a relative longitudinal movement between two axially directly adjacent rails has to be compensated. Such relative movement might result from a rail dilatation/con- traction, or from the relative motion between a bridge struc ture wherein a rail is mounted and a ballast supporting an axially directly adjacent rail.

The present invention particularly concerns guided vehicles comprising a guidance unit guided by a single rail installed on a track. The guidance unit follows the trajectory defined by said single rail when the guided vehicle is moving on said track. The guidance unit enables for example a guided vehicle guidance system to direct a guided vehicle steering axle along said trajectory so that said guided vehicle does not leave its track, keeping the trajectory defined by the rail. Usually said steering axle is fitted with bogie wheels. Even if the guidance unit is not part of the present invention, a short description of said guidance unit will help understanding the present invention:

The guidance unit generally includes a pair of guiding wheels, also called guiding rollers, mounted in a V and fitted with flanges making it possible to grip the rail. Such a guidance unit is for example described in documents US 7,228,803 B2 or US 6,029,579 A1. Vehicles guided by this type of guidance unit operate in accordance with the following general principle, described by reference to Figure 1: said guidance unit follows the rail 3 by means of a pair of rollers 1, 2 in contact with the rail 3 and gives the guidance system a direction to be imposed on a steering axle of the guided vehicle. A rail 3 adapted for guiding such guided vehicle is usually made of a base plate 4 fixed to the ground 5 and a core 6 supporting a head 7 on which the rollers 1, 2 are supported via a tread 9. Each of the rollers 1, 2 in the same pair of guiding rollers has thus its tread 9 in contact with a surface of the head 7, called the running surface 7a, 7b, and distributed symmetrically on each side of the upper part of the head 7. When the vehicle is moving, the rollers 1, 2 are in contact with the head 7, and their respective flanges 10 encircle, without contact in nominal mode, the latter and come closer to the core 6 below it.

Since the distance between the lower ends 201, 101 of the two flanges 10 encircling the head 7 is less than the width W of the head 7, an extraction of the head 7 out of the grip of said rollers 1, 2, or even out of the zone included between the treads 9 and the flanges 10, is only possible if the angle 11 at which the rollers are fixed, i.e. the angle corresponding to the sector formed by the axes of rotation of each of the rollers 1, 2 of a pair of guiding rollers and cut by the plane of symmetry of the pair of guiding rollers in a V, increases and/or if the flanges 10 and/or the outer edges of the head 7 are deformed.

The correct orientation of the vehicle is thus obtained by coupling the pair of guiding rollers of the guidance unit of the guidance system with the steering axle of the guided ve hicle. If the rollers are correctly gripping the rail 3, the guided vehicle follows the trajectory described by the rail 3 when it is moving.

An objective of the present invention is to propose a rail expansion device and method capable to authorize significant rail expansion while being simple to install, easily adapted to different rail configurations, and capable of ensuring a rail-wheel contact continuity that ensures a safe displace ment of the guided vehicle. In particular, the rail expansion device and method shall be adapted to guidance units as pre viously described.

For achieving said objective, the present invention proposes a rail expansion device and a method for compensating an ex pansion of a rail as disclosed by the objects of the inde pendent claims. Other advantages of the invention are pre sented in the dependent claims.

The rail expansion device according to the invention is con figured for connecting a first rail to a second rail, more specifically an end of the first rail, called hereafter first end, to an end of the second rail, called hereafter second end, wherein the first end is preferentially, but not obliga tory, longitudinally aligned with the second end; indeed, the rail expansion device according to the invention might also join a first rail to a second rail, wherein the latter define a curve. In such a case, the rail expansion device is charac terized by a curved geometry, being substantially a segment of curve configured for joining the first end to the second end.

According to the present invention, the rail expansion device is configured for connecting said first rail with said second rail, wherein the first rail and the second rail have prefer entially identical transverse cross-sections, notably as il lustrated in Fig. 1. Said first rail, as well as said second rail, or in other words its cross-section, is preferentially configured for guiding a guidance unit of a guided vehicle, wherein said guidance unit comprises a pair of guiding roll ers 1, 2 mounted in a V (see Fig. 1), respectively a first roller 1 and a second roller 2, intended to rest respectively on a first running surface 7a and a second running surface 7b of the rail 3, said first and said second running surface 7a, 7b being positioned on each side of a median longitudinal plane M of said rail 3, each of the rollers being preferen tially provided with a flange 10, the flanges 10 of the pair of guiding rollers 1, 2 making it possible to freely grip the rail 3. In the following, the running surface defined by the head geometry of the first rail or of the second rail and in tended to support a wheel or roller of the guided vehicle, for instance said first running surface 7a, or said second running surface 7b, will be referred to as the nominal run ning surface.

The rail expansion device according to the invention com prises:

- a front connecting rail, comprising a front end FE1 and a rear end RE1, wherein the front end FE1 is configured for being connected, e.g. by welding, to the first rail, e.g. to said first end. Preferentially, the front end FE1 has a transverse cross-section identical to the transverse cross-section of the first end;

- a rear connecting rail comprising a front end FE2 and a rear end RE2, wherein the rear end RE2 is configured for being connected, e.g. by welding, to the second rail, e.g. to said second end. Preferentially, the rear end RE2 is characterized by a transverse cross-section iden tical to the transverse cross-section of the second end and/or first end;

- optionally, a connection box configured for clamping on a first side a base of the front connecting rail and on an opposite second side a base of the rear connecting rail, said connection box being configured for prevent ing any transverse and/or vertical displacement(s) of the rear end RE1 with respect to the front end FE2 while authorizing a longitudinal (or axial) relative displace ment of the rear end RE1 with respect to the front end FE2. Preferentially, the connection box is configured for being fixed to the ground and for clamping said ba ses while letting the latter longitudinally slide with respect to each other and over a predefined distance. Optionally, said connection box is not directly fixed to the ground, but is mounted mobile in translation in a clamping system, wherein said clamping system is config ured for being fixed to the ground and for authorizing a longitudinal translation of the connection box with re spect to the ground, while preventing any transverse and/or vertical displacement(s) of said connection box. Advantageously, the connection box together with the clamping system enable to cumulate expansions of several successive rail expansion devices according to the in vention .

According to the present invention, the rail expansion device comprises a splice joint configured for slidably connecting the rear end RE1 to the front end FE2, said splice joint de fining a continuous running surface from the front connecting rail to the rear connecting rail, wherein said continuous running surface is characterized by a variable longitudinal length configured for varying in function of a width of an expansion gap separating the front connecting rail from the rear connecting rail.

In particular, the splice joint comprises at least a first projecting member extending from the front connecting rail towards the rear connecting rail and configured for slidably overlapping a first variable portion of the rear connecting rail, wherein said first projecting member and said first variable portion comprise each a part of said continuous run ning surface, which is notably designed for supporting a roller of a guidance unit as described in Fig. 1. In other words, according to the present invention, the running sur face for a roller/wheel is split between the first variable portion and the first projecting member.

Preferentially, the splice joint comprises a second project ing member extending from the front connecting rail towards the rear connecting rail and configured for slidably overlap ping a second variable portion of the rear connecting rail. For instance, the first projecting member might be mounted over said second projecting member so as to define a first longitudinal opening configured for receiving a third pro jecting member, wherein the latter extends from the rear connecting rail towards the front connecting rail wherein it overlaps notably the second projecting member. Preferen tially, a second opening is defined between the rear connect ing rail and said third projecting member for receiving the second projecting member. In other words, the third project ing member is taken in sandwich between the first and second projecting members, wherein the first and second projecting members are fixed to or part of the front connecting rail and the third projecting member is fixed to or part of the rear connecting rail, so that they slidably overlap each other, wherein said first and second openings associated to the ex pansion gap enable the relative longitudinal displacement of the front connecting rail, and thus first rail, with respect to the rear connecting rail, by the way second rail.

According to a preferred embodiment, the first projecting member is characterized by a width that is smaller than a nominal width characterizing the first or second rail head. Preferentially, said first variable portion is characterized by a width that is equal to said nominal width of the first or second rail head. In particular, the running surface de fined for a roller or wheel by the first projecting member and the running surface defined by the first variable portion for said same roller or wheel have an identical width.

According to the present invention, the front connecting rail comprises a front splice and the rear connecting rail com prises a rear splice. The front splice and the rear splice are part of said splice joint. In other words, said splice joint which enables to join the front connecting rail to the rear connecting rail by using overlapping members comprises said front splice and said rear splice. The front splice is notably configured to be fixed to the front connecting rail, notably to said rear end RE1 and the rear splice is config ured to be fixed to the rear connecting rail, notably to said front end FE2. According to the present invention, the front splice comprises said first projecting member that is config ured for bridging the expansion gap. The width D of the lat ter is notably is a function of a relative longitudinal dis placement of the front connecting rail with respect to the rear connecting rail.

Preferentially, the rear splice comprises said first variable portion, and said first projecting member is configured for extending towards the rear connecting rail and for slidably resting on the first variable portion of the rear splice. The latter comprises therefore an overlapped surface, wherein the longitudinal length of said surface overlapped by the first projecting member depends on the value of the width D of the expansion gap. Accordingly, the front splice and the rear splice comprise each said running surface as defined by the first projecting member of the front splice and by said first variable portion of the rear splice, wherein said running surfaces are contiguous and/or configured for defining a con tinuous running surface for a roller/wheel so that said roller/wheel moving from the rear end RE1 to the front end FE2 is continuously in contact with a contact running surface which is, depending on the longitudinal position of the roller/wheel between said rear end RE1 and said front end FE2 and the width D of the expansion gap, the running surface of the first projecting member, or the running surface of the variable portion, or the running surface of the variable por tion and of the projecting member.

Preferentially, the front splice comprises a top part ex tending according to its length longitudinally towards the rear connecting rail, said top part comprising a base part and said first projecting member, wherein the base part is configured for being fixed to the front connecting rail and wherein said first projecting member extends from the base part towards the rear connecting rail for bridging the expan sion gap, the latter being notably defined between a base of the front connecting rail and a base of the rear connecting rail. The base part together with the first projecting member define a continuous running surface for the roller, wherein, for a same roller, the width of the base part running surface equals to the width of the first projecting member running surface plus the width of the variable portion running sur face. In particular, the base part and the variable portion define both a rail head characterized by a width configured for being identical to the width of the first and second rail head.

Preferentially, the rear splice comprises said third project ing member, which might be configured for also bridging the expansion gap. Otherwise said, the third projecting member of the rear splice comprises said first variable portion, which defines said surface of the rear splice that is configured for being overlapped by the first projecting member, the overlapped surface length depending on the expansion gap width.

As previously explained, the third projecting member prefer entially cooperates with the first and second projecting mem bers for defining said first and second openings, which are respectively configured for enabling a longitudinal displace ment of the third, resp. second, projecting member towards the front, resp. rear, connecting rail in case of a decrease of the width D of the expansion gap, and inversely in case of an increase of said width D. In particular, both or at least one of said openings might be closed when the width D of said expansion gap reaches a minimum value. The longitudinal lengths of said first and second openings vary thus in func tion of the value of the width D of the expansion gap. Pref erentially, the first projecting member and the first varia ble portion comprise each, and for each roller of a guidance unit designed for guiding a guided vehicle according to a trajectory defined by said first and second rail, a part, preferentially half, of a running surface extending longitu dinally and intended to support the considered roller, wherein said running surface is preferentially equal to the nominal running surface.

Preferentially, the front splice comprises a bottom part con figured for being fixed to the front connecting rail and for supporting the base part of the top part, wherein said bottom part comprises or is said second projecting member. In other words, the bottom part, as for the top part, extends longitu dinally towards the rear connecting rail and bridges said ex pansion gap. For instance, the bottom part has one side sup ported by the front connecting rail and another side sup ported by the rear connecting rail. The base part is notably configured for being fixed to the front connecting rail ei ther directly, e.g. through holes arranged in the bottom part and/or indirectly, e.g. using fixation means configured for fixing the base part to the bottom part. A space arranged be tween the top part and the bottom part is configured for de fining said first opening, extending longitudinally, and ar ranged between the first projecting member and an upper sur face of the bottom part, said first opening being configured for receiving the third projecting member mounted slidably over the upper surface, overlapping therefore the bottom part over a third variable portion. The bottom part comprises no tably at least a portion characterized by a constant width, said portion extending longitudinally at least from a first transverse cross-section to a second transverse cross-sec tion, wherein said first transverse cross-section is config ured for being located at a first longitudinal extremity of the first opening and the second transverse cross-section at a second longitudinal extremity of the first opening defined when the latter is at its maximum, i.e. when the width D reaches a maximal value D" for the expansion gap, wherein said first longitudinal extremity is the longitudinal extrem ity directed towards the front connecting rail and said sec ond longitudinal extremity is the longitudinal extremity di rected towards the rear connecting rail, wherein said con stant width is configured for being equal to the width of the head of the first rail or second rail. In other words, said portion of constant width corresponds therefore to the part of the bottom part which is free of overlapping when the ex pansion gap is at its maximal value, and which is then con figured for being overlapped by the third projecting member as the width of the expansion gap decreases from its maximal value. According to the previous description, the third pro jecting member rests on the bottom part and serves as support for the first projecting member, said third projecting member being sandwiched between the bottom part and the top part.

According to the present invention, the front splice com prises therefore one side supported by the front connecting rail and the longitudinally opposed other side, which com prises notably said first projecting member, configured for resting on the rear splice. As for the rear splice, it com prises one side supported by the rear connecting rail, and the opposite longitudinal side, which comprises said third projecting member, supported by the bottom part of the front splice. In particular, said third projecting part may bridge or not the expansion gap (see for instance ref. 320A in Fig.

3 and 4). Preferentially, the front splice together and in contact with the rear splice define together a rail head con figured for supporting each roller or wheel of a guidance unit that would move from the front connecting rail to the rear connecting rail.

According to the present invention and in particular, the connection box is configured for clamping the bases as ex plained above and for limiting their relative longitudinal displacement, providing/defining for instance a minimal value D' and the maximal value D" for the variable width D of the expansion gap. The limitation of said relative longitudinal displacement might be realized by means of a slot-pin system, wherein a slot is arranged within the connection box (and/or within one of said bases) and configured for receiving a pin fixed to the base of the first or second connecting rail (and/or resp. to the connection box), wherein the slot ex tends longitudinally and defines therefore a longitudinal area within which a longitudinal motion of the pin, and thus of the base (and/or resp. connection box) to which said pin is attached, is limited.

The widths of the first projecting member, base part, first variable portion, bottom part portion of constant width are notably measured in a transverse cross-section as shown in Fig. 1. Preferably, the front connecting rail comprises a rail head extending longitudinally from the front end FE1 un til the front splice, and characterized by a width equal to said nominal width. In other words, the rail expansion device comprises, from said front end FE1 until said first projecting member, a rail head characterized by a width equal to said nominal width. Similarly, the rear connecting rail comprises a rail head extending longitudinally from the rear end RE2 until the rear splice, and characterized by a width equal to said nominal width. Advantageously, due to the sand wich construction of the rail expansion device, the above- mentioned features ensure that the rail expansion device has continuously, from the front end FE1 to the rear end RE2, a rail head width equal to said nominal width. Further, in or der to improve the rigidity of the rail expansion device ac cording to the invention, the first projecting member prefer entially comprises a reinforcement structure, installed on its top surface and extending from the front connecting rail to the second connecting rail. In particular, since the lon gitudinally extending reinforcement structure is mounted on top of the first projecting member, the rail height at the location of this first projecting member is greater that the nominal rail height of the first or second rail. In order to enable a sliding contact shoe of the guidance unit to climb this additional height, the rail expansion device further comprises a first ramp connecting the top surface of the rail head of the front connecting rail to the top surface of the reinforcement structure, and a second ramp connecting said top surface of the reinforcement structure to the top surface of the rail head of the rear connecting rail.

The concept of the present invention might be applied to dif ferent rail head configurations. A preferential use of the rail expansion device according to the invention concerns rails for guiding guidance units comprising a pair of guiding rollers 1, 2, mounted in a V as described in Fig. 1. In such a case, the first rail and the second rail are typically characterized by a rail head (see Fig. 1) whose width W is greater than the distance separating the lower ends 101, 201 of the flanges 10 of the guiding rollers 1, 2 in order to prevent an extraction of the rail outside of the jaw formed by the flanges 10. As shown above, the rail expansion device according to the invention enables in particular to keep said width W continuously from the first end until the second end, preventing therefore any vertical motion of the flanges and rollers, or otherwise said, any extraction of the rail expan sion device outside from said jaw, and that could result in the guidance unit leaving the trajectory defined by the first and second rails.

Finally, the present invention proposes also a method for compensating an expansion, i.e. a longitudinal displacement, of an end (i.e. the so-called first end) of a first rail rel atively to an end (i.e. the so-called second end) of a second rail, the method comprising connecting the first end to the second end by means of a rail expansion device as previously described.

Further aspects of the present invention will be better un derstood through the following drawings, wherein like numer als are used for like and corresponding parts:

Figure 1 schematic front representation of a rail con figured for guiding a guidance system with a pair of guiding rollers mounted in a V.

Figure 2 schematic side view of the main concept of a rail expansion device according to the inven tion. Figure 3 schematic side view of a first preferred em bodiment of the concept according to the in vention.

Figure 4 schematic side view of a second preferred em bodiment of the concept according to the in vention.

Figure 5 schematic illustration of a preferred realiza tion of a connection box with the expansion gap at its minimum value.

Figure 6 schematic illustration of a preferred realiza tion of a connection box with the expansion gap at its maximum value.

Figure 7 details of a preferred construction of the connection box according to the invention.

Figure 8 details of a transverse cross-section of a preferred embodiment of the rail expansion de vice according to the invention.

Figure 9 three-dimensional illustration of a preferred embodiment of a front splice and front con necting rail according to the invention.

Figure 10 three-dimensional illustration of a preferred embodiment of a rear splice and rear connect ing rail according to the invention. Figure 11 three-dimensional schematic representation of a preferred embodiment of the rail expansion device according to the invention.

Figure 12 schematic illustration of roller running sur faces for different transverse cross-sections C1-C5 of the preferred embodiment shown in Fig. 11.

Figure 13 preferred embodiment for a front ramp accord ing to the invention.

Figure 14 preferred embodiment for a rear ramp according to the invention.

Figure 15 top view of a rail expansion device according to the invention.

Figure 1 illustrates a rail 3 adapted for guiding a guidance unit comprising a pair of guiding rollers 1, 2 mounted in a V, respectively a first roller 1 and a second roller 2, in tended to rest respectively on a first running surface 7a and a second running surface 7b of the rail 3, said first and said second running surface 7a, 7b being positioned on each side of a median longitudinal plane M of said rail 3, each of the rollers being preferentially provided with a flange 10, said flanges 10 making it possible to freely grip the rail 3.

The rail expansion device 30 according to the invention is schematically illustrated in Figure 2. It comprises a front connecting rail 31 and a rear connecting rail 32, configured for joining, i.e. for being fixed to, respectively a first rail and a second rail. For instance, a front end FE1 of the front connecting rail 31 is configured for being fixed to a first end FI of the first rail and a rear end RE2 of the sec ond connecting rail 32 is configured for being fixed to a second end R2 of the second rail. Said front end FE1 and rear end RE2 can be fixed respectively to said first end FI and second end R2 by any known means in the art, like welding, screw and bolt systems, clamping means, tenon and mortise systems, etc., or a combination of the latter. In particular, the front connecting rail 31 and the rear connecting rail 32 comprise each a base, respectively a base B1 for the front connecting rail 31 and a base B2 for the rear connecting rail 32 (see for instance Fig. 5 and 6), as well as a web and a rail head and are configured for supporting and guiding a guidance unit of a guided vehicle. Said bases are adapted for resting on a supporting surface, like the ground or railroad ties. Preferentially, a transverse-cross section of the front end FE1 base B1 is in particular identical to a transverse- cross section of the rear end RE2 base B2 and they are pref erentially also geometrically identical to the transverse cross-section of the base of the first end FI or respectively second end R2. Indeed, the transverse cross-section and/or geometry of the front end FE1, respectively rear end RE2, is preferentially identical to the transverse cross-section and/or geometry of the first end FI, respectively second end R2 in order to provide continuity for the rail and to ease their connection. According to the present invention, the transverse cross-section and/or geometry of the rear end RE1 is in particular substantially different from the transverse cross-section and/or geometry of the front end FE2 so that they can cooperate together for compensating and expan sion/contraction of the first rail relatively to the second rail. According to the present invention, the rear end RE1 and the front end FE2 are slidably connected to one another by means of a splice joint of the rail expansion device 30. Said splice joint comprises at least a first projecting member 312A extending from the front connecting rail 31 towards the rear connecting rail 32 and configured for slidably overlap ping a first variable portion of the rear connecting rail 32. According to the present invention, the first projecting mem ber 312A and said first variable portion define together a continuous running surface for a roller of a guidance unit, wherein said continuous running surface is characterized by a variable longitudinal length whose variation depends on a value of a width D of an expansion gap G separating the rear end RE1 from the front end FE2. Preferentially, a front splice 310 of the splice joint comprises said first project ing member 312A and a rear splice 320 of the splice joint comprises said first variable portion. Otherwise said, the front connecting rail 31 is equipped with said front splice 310 and the rear connecting rail 32 is equipped with said rear splice 320.

Preferentially, the first connecting rail 31, resp. the sec ond connecting rail 32, has a shape of a rail, i.e. with, as usual, base, web, and head, and extends from the front end FE1 to the rear end RE1, resp. from the rear end RE2 to the front end FE2, wherein, at said rear end RE1, resp. front end FE2, the head and optionally part of the web has been cut off/removed for receiving said front splice 310, respectively said rear splice 320, which comprises running surfaces for each roller/wheel of the guidance unit. The front splice 310 and the rear splice 320 form a splice joint configured for compensating an expansion of the length of the rail system formed by the first and second rail. The front splice 310, and optionally the rear splice 320 as illustrated in Fig. 3, are configured for longitudinally extending over the expan sion gap G arranged notably between the bases Bl, B2, pro jecting therefore beyond the base Bl, respectively base B2 for the rear splice 320, and bridging said expansion gap G separating the base Bl of the front connecting rail 31 from the base B2 of the rear connecting rail 32. The front splice 310, resp. the rear splice 320, might be fixed to the body/structure of the front connecting rail 31, resp. rear connecting rail 32, by any known means like welding, clamping systems, screw and bolt systems, or a combination of the lat ter.

Preferentially, the base Bl, resp. B2, extends longitudinally from the front end FE1, resp. FE2, to the rear end RE1, resp. RE2. According to the present invention, the base Bl is sepa rated from the base B2 by said expansion gap G which enables a relative longitudinal displacement or translation of one of said bases with respect to the other. In other words, and for instance, in case of an extension or dilatation of the first rail, the first end FI will for instance push the front con necting rail 31 towards the rear connecting rail 32, decreas ing therefore the width D of the expansion gap G. At the op posite, a contraction of the first rail will increase the width D of the expansion gap G. Said variable width D of the expansion gap G enables therefore the rail expansion device 30 to compensate any longitudinal relative motion of the first end FI with respect to the second end R2. A maximal value D" for the width D of the expansion gap G is for in stance comprised between 100mm and 200mm, being preferen tially 150mm. A minimal value D' can be zero or greater than zero, but preferentially close to zero. Said bases Bl, B2 are in particular configured for cooperat ing with a connection box 8, which is notably configured for limiting said maximal value D", and optionally for defining the minimal value D' for the expansion gap G, wherein D' might be equal to zero. Said connection box 8 has a substan tially rectangular shape, extending longitudinally from a first side to a second side opposed to the first side, con necting the rear end RE1 to the front end FE2. The connection box 8 is preferentially adapted for clamping the rear end RE1 on the first side and the front end FE2 on the second side so that a relative longitudinal translation of the rear end RE1 with respect to the front end FE2 is authorized while any transverse and/or vertical displacement is prevented.

Figures 5 to 8 show more details regarding preferred embodi ments of the connection box 8 according to the invention.

Said connection box 8 comprises preferentially:

- a ground plate 81, characterized notably by a rectangu lar shape, and configured for extending from the rear end RE1 to the front end FE2, wherein its longitudinal length is configured for enabling the width D of the ex pansion gap G reaching said maximal width D" separating the longitudinal extremities of the bases Bl and B2;

- a pair of longitudinal clamps 82 configured for being fixed to the ground plate 81, e.g. by means of screws 83 and/or bolts, wherein one longitudinal side of the ground plate 81 is configured for receiving one of said longitudinal clamps 82 and the opposite longitudinal side is configured for receiving the other longitudinal clamp 82, so that each longitudinal side of the bases Bl, B2 be clamped by one of said longitudinal clamps 82. In particular, the longitudinal length of each of said longitudinal clamps 82 is equal to the longitudinal length of the ground plate 81. Each longitudinal clamp 82 comprises preferentially a projecting part 821 di rected to, i.e. extended in the direction of, the web of the rail and configured for enabling a longitudinal edge of the bases B1 and B2 to be taken into sandwich between the ground plate 81 and the projecting part 821 (see Fig. 8);

- optionally, the connection box comprises for each longi tudinal clamp 82 a protection carter 86, configured for being fixed to a top surface of the longitudinal clamp 82, e.g. over its projecting part 821, and configured for having one longitudinal side contacting a rail base surface preferentially comprised between the rail web and a longitudinal edge of the projecting part 821 so that the space located between said longitudinal edge and the rail base is closed and remains thus free of dust that could impede the sliding of the bases Bl, B2 within the connection box 8.

The connection box 8 further comprises pins for limiting the relative displacement of one base with respect to the other base within the connection box 8. For instance, one or sev eral fixing pins 84 are fixed to the ground plate 81, extend ing preferentially perpendicularly to it, and are configured for being received within a corresponding hole arranged in the base Bl of the front connecting rail 31 (see Fig. 5-6), said hole extending and opening in an additional correspond ing hole arranged in the projecting part 821, wherein the system "fixing pin 84 - receiving holes" (i.e. the receiving holes including the base receiving hole and the projecting part receiving hole) is configured for preventing a relative motion of the base with respect to the connection box 8, the hole having for instance a diameter substantially equal to the diameter of the fixing pin. Additionally, at least one sliding pin 85, is configured for sliding within a slot 322 arranged in the base B2 of the rear connecting rail 32. Of course, instead of fixing the base B1 to the connection box 8, the fixing pins 84 can be configured for fixing the con nection box 8 to the base B2, and in such a case, the base B1 would then comprise said slot 322. Optionally, the connection box comprises only sliding pins 85 arranged on its ground plate 81, wherein at least one of said sliding pins 85 is configured for sliding in a slot 322 of the base B1 while at least another of said sliding pins 85 is configured for slid ing in a slot 322 of the base B2. In any case, said slot 322 is preferentially a longitudinal slot extending parallel to the rail web and whose length is configured for limiting the relative displacement of the base B1 with respect to the base B2, defining therefore the so-called minimal value D' and maximal value D" for the expansion gap G. The sliding pin 85 extends preferentially vertically, i.e. perpendicularly to the ground plate 81, goes through the slot 322 and is then received in a hole arranged in the projecting part 821 of the longitudinal clamp 82, as shown e.g. in Fig. 5 and 6. The latter show in particular two configurations of the rail ex pansion device 30, wherein in a first configuration illus trated by Fig. 5, the expansion gap G is at its minimal value, i.e. its width D = D', and wherein in a second config uration illustrated by Fig. 6, the expansion gap G is at its maximal value, i.e. its width D = D". According to the pre sent invention, and preferentially, the sliding pins 85 and the fixing pins 84 are arranged on the ground plate 81 so as to be symmetrically located on each side of the rail with re spect to the longitudinal median plane M perpendicular to the ground plate 81. Of course, other embodiments are also possi ble, wherein for instance the projecting part 821 comprises one or several slots, and the base B1 and/or B2 comprises a sliding pin cooperating with one of said slots. If only one base is mobile with respect to the connection box, then the other base comprises at least one fixing pin that is fixed to the projecting part 821.

Optionally, according to a preferred embodiment, the connec tion box 8 might be directly fixed to the ground. According to another preferred embodiment, the connection box 8 is mounted mobile in translation in a clamping system 9 as shown in Fig. 11 and 8, wherein said clamping system 9 is config ured for being fixed to the ground. The clamping system 9 comprises notably a first longitudinal main clamp 91 and a second longitudinal main clamp 92 configured each for clamp ing the connection box 8 so that a longitudinal motion of the connection box 8 within the main clamps 91, 92 is possible while a transverse and/or vertical motion is prevented. For instance, the first longitudinal main clamp 91 is configured for longitudinally clamping one of the longitudinal clamps 82 and the second longitudinal main clamp 92 is configured for longitudinally clamping the other of said longitudinal clamps 82. For instance, they are each configured for clamping an external projecting part 822 of the longitudinal clamp 82 of the connection box 8, which is arranged along a part or the whole longitudinal length of the longitudinal clamp 82 and wherein said external projecting part 822 extends away from the rail or clamped base Bl, B2, e.g. in a direction perpen dicular to the median plane M. As shown in Fig. 11 and 15, the longitudinal length of the clamping system 9, notably of said first and second longitudinal main clamps 91, 92 is greater than the longitudinal length of the connection box 8. For instance and preferentially, the longitudinal length of the clamping system 9 equals the longitudinal length of the connection box added to one or several times the width of the expansion gap G. Advantageously, since the connection box 8 is configured for being mobile within the clamping system 9, it enables to have several rail expansion devices 30 accord ing to the invention mounted in series, e.g. one directly af ter another, so as to increase the maximal width of a total expansion gap, the latter being the sum of the maximal width of the expansion gaps of each rail expansion device comprised in said series. Advantageously, the present invention enables to connect in series at least up to three rail expansion de vices according to the invention, in order to authorize for instance a maximal width equal to 45 cm for the total expan sion gap, each rail expansion device of the series enabling typically a maximal width of 15 cm for its expansion gap.

As shown in Fig. 2 to 4, the splice joint comprises at least one projecting member, notably said first projecting member 312A, that bridges the expansion gap G and cooperates with the rear connecting rail 32 for overlapping and sliding over a variable portion of the latter. Preferentially, and as al ready explained, the front end FE2 of the rear connecting rail 32 comprises a rear splice 320 that comprises said vari able portion configured for being overlapped by the first projecting member 312, and the front connecting rail 31 com prises a front splice 310 that comprises said first project ing member 312A. The front splice 310 and the rear splice 320 components of the rail expansion device form said splice joint. According to Fig. 2, the splice joint comprises a sin gle projecting member, that is said first projecting member 312A. According to Fig. 3 and 4, the splice joint comprises several, preferentially three projecting members, namely a first projecting member 312A, a second projecting member 311A, and a third projecting member 320A. Preferentially, at least two projecting members bridge the expansion gap G. Preferentially, said at least two projecting members bridging the expansion gap G extend from the rear end RE1 of the front connecting rail 31 towards the rear connecting rail 32 and each of them then overlaps and slides over a variable portion of the rear connecting rail 31. For instance, Fig. 3 and 4 show the first and second projecting members extending over the expansion gap G, overlapping and sliding on the first variable portion of the rear splice 320 and respectively on the second variable portion of the rear connecting rail 32. Said second variable portion is a part of the front end FE2 that is configured and adapted for slidably receiving and supporting the second projecting member 311A. The first, resp. second, projecting member is slidably mounted with re spect to the third projecting member 320A, resp. body/struc ture of the rear connecting rail and the third projecting member 320A. The third projecting member 320 may extend over the expansion gap G as shown in Fig. 3, one side being sup ported by the rear connecting rail 32 and one side supported by the front connecting rail 31, i.e. extending beyond the free extremity of the front end FE2, or may extend in direc tion of said expansion gap, but without extending beyond said free extremity of the front end FE2, said free extremity be ing the extremity of the rear connecting rail that is di rected towards the rear end RE1.

Preferred embodiments of the front and rear splices are il lustrated by means of Fig. 9 and 10. As shown in Fig. 9, the front splice is configured for being fixed to the rear end RE1 of the front connecting rail 31. As for the rear splice, it is configured for being fixed to the front end FE2 of the rear connecting rail 32 (see Fig. 10). Fixing means like screws 83 and/or bolts are preferentially used for fixing the splices 310, 320 to the body/structure of their respective connecting rails 31, 32. The front splice 310 is configured for extending longitudinally towards the rear connecting rail 32 and comprises at least said first projecting member 312A extending beyond the base Bl, bridging the expansion gap G, and having therefore one of its extremities supported by the rear connecting rail 32. The rear splice 320 is configured for extending longitudinally, comprising preferentially said third projecting member 320A that extends longitudinally to wards the front connecting rail 31, according to a first em bodiment, said extension going beyond the base B2 so as to bridge also the expansion gap G, and according to a second embodiment said extension going only until the end of the base B2 and not further in direction of the front connecting rail 31 so that its longitudinal extension in direction of the front connecting rail 31 stops at the end of the front end FE2.

Preferentially, the front splice 310 comprises a top part 312 extending according to its length longitudinally towards the rear connecting rail 32 and configured for bridging said ex pansion gap G. The top part 312 comprises a base part 312B and said first projecting member 312A, wherein the latter ex tends from the base part 312B towards the rear connecting rail 32. The base part 312B is configured for resting and be ing fixed to the body/structure of the front connecting rail 31. Optionally, the front splice 312 comprises a bottom part 311 configured for extending, according to its length, longi tudinally towards the rear connecting rail 32, having one of its longitudinal extremities fixed and supported by the body/structure of the front connecting rail 31, and its other longitudinal extremity configured for resting and being sup ported by the rear connecting rail 32. The bottom part 311 is therefore preferentially also configured for bridging said expansion gap G. Preferentially, the base part 312B is con figured for being supported by the bottom part 311, being for instance screwed to the bottom part 311 and/or to the body/structure of the front connecting rail 31. Between the first projecting member 312A and the bottom part 311, a first opening 310A is longitudinally arranged for receiving the third projecting member 320A of the rear connecting rail rear splice 320.

The rear splice 320 comprises also a base part 320B and said third projecting member 320A, the latter being notably con figured for extending from said base part 320B towards the rear end RE1, i.e. beyond the base part 320B. The latter is preferentially configured for resting and being fixed to the body/structure of the rear connecting rail 32. As already ex plained, the third projecting member 320A might be configured for bridging or not the expansion gap G. The third projecting member 320A is configured for sliding and resting in the first opening 310A arranged between the first projecting mem ber 312A and the bottom part 311 of the front splice 310. In particular, said third projecting member 320A extends beyond the base part 320B so as to create a second opening 321A (see Fig. 3-4 together with Fig. 10) arranged between the third projecting member 320A and the body/structure of the rear connecting rail 32, more precisely of the front end FE2. The second opening 321A is configured for receiving the second projecting member 311A, that is the part of the bottom part 311 that is configured for extending beyond the rear end RE1 of the front connecting rail 31. In particular, the second projecting member 311A is mounted sliding within said second opening 321A and the third projecting member 320A is mounted sliding within the first opening 310A. According to the present invention, the first projection mem ber 312A overlaps a corresponding overlapped part of the rear splice 320 over a variable length whose variation is a func tion of the variable width D of the expansion gap G. Said overlapped part comprises at least the projecting part 320A: for instance, the first projecting member 312A is configured for sliding over a top surface of the third projecting member 320A and a top surface of the base part 320B which are con tinuous with each other.

According to the present invention, the wording "top", "bot tom", "upper" refer to the vertical construction of the rail expansion device with respect to the ground, wherein a pre ferred vertical construction is illustrated by means of the transverse cross-section T of Fig. 12: the front splice bot tom part 311 is mounted over the rear end RE1 which comprises at least the base B1 and optionally a bottom part of the web. the front splice bottom part 311 comprises at least a bottom part 121 of the rail head and optionally an upper part 120 of the web, wherein the rear splice 320 has its base part 320B mounted over the front end FE2 which comprises at least the base B2 and optionally a bottom part of the web, the rear splice base part 320B and the third projecting member 320A comprising at least a middle part 122 of the rail head, said base part 320B further comprising the bottom part 121 of the rail head and optionally also said upper part 120 of the web, the third projecting member 320A being mounted on top of the second projecting member 311A, and finally, the top part 312 of the front splice 310 is installed on top of the bottom part 311 and rear splice 320, said top part 312 comprising at least an upper part 123 of the rail head extending from its base part 312B to its first projecting member 312A, its base part 312B further comprising said middle part 122 of the rail head. The superposition of the upper, middle, and bottom parts of the rail head, or in other words, their projection on a transverse plane, defines a rail head with an external shape substantially identical to the rail head of the first or second rail. Notably, because the middle part 122 and the bottom part 121 are configured for having a width W equal to the width of the first or second rail head, an extraction of flanges of a guidance unit is prevented.

As shown in the preferred embodiments presented in Fig. 12, the first projecting member 312A and the rear splice first variable portion, whose length varies in function of the overlapping by said first projecting member 312A, comprise each, and for each roller of a guidance unit designed for guiding a guided vehicle according to a trajectory defined by said first and second rail, a part, preferentially half, of a running surface extending longitudinally and intended to sup port the considered roller. This feature ensures that what ever the width D of the expansion gap G is, a roller or wheel will always contact for instance at least half of the running surface it would contact when running on the first or second rail. In order to illustrate this feature, Figure 12 shows running surfaces RS for each roller of a guidance unit com prising a pair of guiding rollers arranged in a V as shown in Figure 1 for five different transverse cross-sections C1-C5 taken at five different longitudinal positions of the rail expansion device and identified by their corresponding trans verse cross-sections C1-C5 in Fig. 11.

According to the preferred embodiment of the rail expansion device 30 shown in Fig. 11, pair of identical running sur faces RS are arranged symmetrically on each side of a median plane M (i.e. a vertical plane extending longitudinally from the first rail to the second rail and passing through the middle of the rail expansion device) as illustrated in the transverse cross-section C3 of Fig. 12. Said running surfaces of the rail expansion device are configured for continuously extending the running surfaces of the first and second rail so that a guiding roller moving on one side of said median plane M from the first rail to the second rail by passing the rail expansion device according to the invention is continu ously in contact with a running surface, i.e. with the rail head, defined by the rail expansion device on said side, in dependently of a width value D of the expansion gap, with D comprised between the minimal value D' and maximal value D". Each running surface RS of the rail expansion device is in tended to support a guiding roller of a guidance unit as il lustrated in Fig. 1. For that purpose, said running surfaces RS are in particular not parallel to the ground or track as illustrated in Fig. 3 and 4, but are tilted with respect to the latter of a tilt angle equal to half of the angle 11 formed by the rotation axes of the guiding rollers 1, 2 (see Fig. 1).

When moving from the first rail to the second rail, a guiding roller will first encounter the running surface of the head of the front connecting rail at its front end FE1, wherein, due notably to identical external shape of their transverse cross-sections, the running surface of the first rail and of the head of the front connecting rail have identical widths and are continuous with each other. The running surface of the head of the front connecting rail extends then continu ously from the front end FE1 until the rear end RE1 wherein said head is defined by the shape of the front splice 310. Said shape is configured for providing a continuity of the running surface (i.e. the roller is always in contact with the rail head) along the whole longitudinal length of the front splice 310 until reaching the rear splice 320 that de fines the shape of the rail head of the rear connecting rail 32 at the front end FE2. Said shape of the rail head defined by the rear splice 320 is configured for ensuring the conti nuity of said running surface from the front splice 310 at said front end FE2 until the rear end RE2, wherein the run ning surface of the second rail head and of the rear connect ing rail head at said rear end RE2 have identical widths and are continuous with each other. For instance, the rear con necting rail is characterized, at its rear end RE2, by a rail head whose transverse cross-section external shape is prefer entially identical to the external shape of a second rail transverse cross-section, ensuring therefore the continuity of the running surface from the rear end RE2 until the second rail. By continuity of the running surfaces, the present in vention means that adjacent/contiguous running surfaces are located in a same plane and have a common line or edge so that a roller moving on said running surfaces will encounter no gap when passing from one running surface to another adja cent/contiguous running surface or when running at the same time on two adjacent/contiguous running surfaces.

The above-mentioned characteristics of the rail expansion de vice ensure therefore the continuity of a guiding roller run ning surface from the first rail to the second rail. Prefer entially, the width of said running surface RS measured in a transverse cross-section of the rail head is never smaller than half of the width of the nominal running surface of the first or second rail measured in such a transverse cross-sec tion. Indeed, when a guiding roller reaches the front splice 310, it will rest on a running surface whose width is defined by the transverse cross-section Cl (see Fig. 4): the running surface width RSW of each of the running surfaces RS and the width of each of the nominal running surfaces that would be measured on a transverse cross-section of the first or second rail are all equal when considering the transverse cross-sec tion Cl. In other words, the base part 312B of the top part 312 comprises running surfaces RS each characterized by a width RSW that is equal to the width of the running surface of the first or second rail that a roller would contact when moving on said first or second rail. When the guiding roller further moves in direction of the second rail, it will either run on a running surface located above the opening 310A (it corresponds notably to the case wherein the width D of the expansion gap G has a value greater than D') and whose width is defined by the transverse cross-section C2 or run on a running surface whose width is defined by the transverse cross-section C3 (it corresponds notably to the case wherein the expansion gap G has a width D = D', i.e. its minimal value, e.g. D'=0). The transverse cross-section C2 passes through the opening 310A, i.e. when the width D of the expan sion gap G is greater than D', the top part 312 bridging the opening 310A, having its base part 312B resting and fixed to the bottom part 311 and its first projecting member 312A resting and/or sliding on the rear splice 320. In such a case, the transverse cross-section C2 comprises the trans verse cross-section of the bottom part 311 and the transverse cross-section of the first projecting member 312A, with the opening 310A arranged between them and configured for receiv ing the third projecting member 320A during a decrease of the expansion gap G. As illustrated in Fig. 12, the transverse cross-section of the first projecting member 312A comprises as previously described a pair of running surfaces RS, wherein the width RSW of each of said running surfaces RS is preferentially half of the width of the nominal running sur face that a roller would contact when running on the first or second rail. Indeed, and as shown in the transverse cross- sections C3 and C4, the first projecting member 312A com prises half of the width of the nominal running surface and the overlapped part of the rear splice 320, i.e. said first variable portion, comprises preferentially the other half of the width of the nominal running surface as defined by the first or second rail. Therefore, as soon as an opening 310A is created, e.g. due to an increase of the width D of the ex pansion gap G, the first projecting member 312A will bridge the created opening 310A, the rail expansion device being thus characterized by a rail head transverse cross-section C2 which characterizes the rail expansion device from the base part 312B until a point of the first projecting member 312A where the latter enters into contact with the rear splice 320, wherein the transverse cross-section at said contact point defines a running surface RS as illustrated in the transverse cross-section C3 or C4, i.e. whose width is the sum of the running surface width defined by the first pro jecting member 312A and the running surface width defined by the part of the rear splice configured for being overlapped by said first projecting member 312A, said sum giving rise therefore to a total running surface width equaling the nomi nal running surface width. Indeed, the rear splice 320 de fines preferentially two identical running surfaces RS ar ranged as previously explained symmetrically on each sides of the median plane M and characterized by a width measured in a transverse cross-section that is half of the width of the nominal running surface, as shown in transverse cross-sec tions C3-C5. When overlapped by the first projecting member 312A, as illustrated by the transverse cross-sections C3 and C4, the width of the running surface RS of the rear splice 320 is increased by the width of the running surface of the first projecting member 312A so that the resulting width equals said nominal width for all the length of the rear splice that is overlapped by the first projecting member 312A. Any remaining longitudinal length of the rear splice 320 that is not overlapped by the first projecting member 312A will then be characterized by a running surface width RSW equal to half of the nominal running surface width, as shown in the transverse cross-section C5.

To summarize, the front splice 310, as well as the rear splice 320, comprises over its whole length running surfaces RS, wherein the width of each of said running surfaces RS measured in a transverse cross-section is preferentially at least equal to half of the width of the running surface that would contact a roller moving on the first or second rail.

Additionally, as shown in Figure 12 and previously explained, the width W of the rail head defined by the rail expansion device according to the invention remains constant from the first end FE1 until the rear end RE2, and is preferentially equal to the rail head width of the first or second rail. The widths of the rail head are measured perpendicularly to the median plane M, i.e. within transverse cross-sections as il lustrated in Fig. 12. In particular, the rear splice 320 is characterized by a constant maximal width equal to said first or second rail head width. Preferably, the base part 312B of the top part 312 is characterized by a maximal width config ured for defining a rail head whose width W is equal to said first or second rail head width. In particular, the first projecting member 312A is characterized by a maximal width W' that is smaller than the first or second rail head width, as shown in the transverse cross-section C2 of Fig. 12. However, since the first projecting member 312A is always located above at least another part of the rail expansion device that is characterized by a width equal to the rail head width of the first or second rail, said another part being for in stance the bottom part 311 and/or the rear splice 320, it en sures that said first projecting part 312A together with said another part define a rail head width equal to the width of the first or second rail head. Notably, the longitudinal por tion of the bottom part 311 that is configured for being overlapped by the third projecting member 320A is notably characterized by a constant width that is equal to the first or second rail head width.

According to the preferred embodiment illustrated by Fig. 11, only the bottom part 311 and the top part 312 are configured for bridging the expansion gap G, notably when it is charac terized by its maximal width value D", having one side sup ported by the front connecting rail and the other side sup ported by the rear connecting rail, while the rear splice 320 does not extend beyond the end of the front end FE2. The bot tom part 311 is fixed to the body/structure of the first con necting rail 31 and comprises a projecting extremity, i.e. said second projecting member 311A, configured for bridging said expansion gap G when the first rail and second rail move away from one another, said second projecting member 311A be ing mounted sliding on the body/structure of the second con necting rail within said second opening 321A, taken therefore in sandwich between the body/structure of the second connect ing rail and the third projecting member 320A. Preferen tially, when the expansion gap G is at its minimal value characterized by the width D', said second projecting member 311A of the bottom part 311 contacts the base part 320B of the rear splice 320. Depending on the length of the third projecting member 320A and whether it bridges or not the ex pansion gap G, the first opening 310A might be located above the expansion gap G (see Fig. 4), or might remain located above the rear end RE1 (see Fig. 3), or might also be located above the front end FE2 (not shown). In each case, the third projecting member 320A is preferentially sandwiched between the bottom part 311 and the top part 312 mounted sliding within the first opening 310A. When the expansion gap G is at its minimal value characterized by the width D', with prefer entially D'= 0, said first opening 310A and said second open ing 321A are preferentially closed.

As shown in Fig. 11 and 12, the top part 312 of the front splice comprises a reinforcement structure 313 configured for reinforcing the rigidity of the first projecting member 312A. Preferentially, said reinforcement structure 313 extends lon gitudinally over the whole length of the first projecting member 312A, and optionally further in direction and over the base part 312B. Said reinforcement structure 313 might be fixed to the top part 312 by any fixing means, or might be obtained by machining, i.e. the top part 312 and its rein forcement structure 313 being one and a same component. The reinforcement structure 313 extends vertically on top of the first projecting member 312A, or optionally on top of the front splice 310, according to a height H that is positive and preferentially comprised between 5-20 mm, with 15 mm be ing a preferred value, the top surface of said reinforcement structure defining an upper level located at an extra height with respect to the nominal level of the top surface of the first or second rail head.

Consequently, the total height of the rail measured verti cally from the base of the rail to the top of its rail head is not the same when measured in a transverse cross-section of the first or second rail, or in a transverse cross-section as shown in Fig. 12. In order to compensate for this height difference, i.e. for the additional height H resulting from the reinforcement structure 313, the rail expansion device 30 according to the invention further comprises a front ramp 314 and a rear ramp 315 configured for guiding a contact shoe of a guidance unit from the nominal level of the top surface of the rail head of the first or second rail to said upper level of the reinforcement structure, located at said extra height with respect to the nominal level.

A preferred embodiment of said front ramp, and respectively of said rear ramp, is shown in Fig. 13, respectively 14. The front ramp 314 has a substantial shape of a rod configured for extending from the front splice towards the front end FE1 of the front connecting rail 31. Said front ramp 314 is pref erentially fixed to the front connecting rail 31 and to the front splice 310 by any known fixing means, like screws. The front ramp 314 comprises a top surface 314S intended to sup port a sliding shoe of a guidance unit, said top surface 314S extending from a front extremity FER1 configured for being fixed to the front connecting rail to a rear extremity RER1 configured for being fixed to the front splice 310. Preferen tially, the front connecting rail 31 comprises a longitudinal slot or groove 31S (see Fig. 6 and 9), extending longitudi nally at the top of its rail head and configured for receiv ing said front ramp 314, wherein the depth of said slot or groove 31S decreases when going closer to the front splice 310 so that the top surface 314S of the front extremity FER1 of the front ramp 314 be at the nominal level of the top sur face of the rail head of the first or second rail and the top surface 314S of the rear extremity RER1 be at the upper level of the reinforcement structure 313. The top surface 314S de fines thus an inclined plane from the nominal level of the rail head to the upper level of the top surface of the rein forcement structure 313.

The rear ramp 315 has a substantial shape of a rod configured for extending from the rear splice 320 towards the rear end RE2 of the rear connecting rail 32. Said rear ramp 315 is preferentially fixed to the rear connecting rail 31 by any known fixing means, like screws. Said rear ramp 315 is free of any fixation to the rear splice 320. Preferentially, it comprises a projecting part 315P (see Fig. 11 and Fig. 14) configured for extending towards the first projecting member 312A and for sliding within a slot or groove 313S arranged in the reinforcement structure 313 located above the first pro jecting member 312 (see Fig. 12, cross-section T, or Fig.

11). This projecting part 315P enables to slidably connect the rear ramp 315 to the front splice 310 in order to compen sate variations of the width D of the expansion gap G. The rear ramp 315 comprises a top surface 315S intended to sup port the sliding shoe of the guidance unit, said top surface 315S extending from a rear extremity RER2 configured for be ing fixed to the rear connecting rail to a front extremity FER2 comprising said projecting part 315P and configured for contacting the front splice 310. Preferentially, the rear connecting rail 32 comprises a longitudinal slot or groove 32S (see Fig. 10), extending longitudinally at the top of its rail head and configured for receiving said rear ramp 315, wherein the depth of said slot or groove 32S decreases when going closer to the rear splice 320 so that the top surface 315S of the rear extremity RER2 of the rear ramp 315 be at the nominal level of the top surface of the rail head of the first or second rail and the top surface 315S of the front extremity FER2 be at the upper level of the reinforcement structure 313. The top surface 315S defines thus an inclined plane from the nominal level of the rail head to the upper level of the top surface of the reinforcement structure 313.

Finally, Figure 15 shows a top view of the rail expansion de vice according to the invention, wherein the front ramp 314 provides a continuous increase of the height of the rail head for a sliding shoe moving from the first rail towards the second rail so that it can slide over the rail expansion de vice, and the rear ramp 315 provides for said roller a con tinuous decrease of said height of the rail head so that it can slides from the top surface of the reinforcement struc ture back to the nominal level of the top surface of the sec ond rail head.

In conclusion, the present invention proposes to join a first rail to a second rail by means of a splice joint, the latter comprising a front and rear splice, which are removable com ponents of the front and respectively rear connecting rail used for connecting said first rail to second rail, wherein the front splice 310 comprises a top part 312 extending ac cording to its length longitudinally towards the rear con necting rail, said top part 312 comprising a first projecting member 312A configured for overlapping the rear splice 320 over a variable length, wherein the first projecting member 312A and a top portion of the rear splice configured for be ing overlapped by the first projecting member 312A, define together a rail head and comprise each a part, e.g. half, of the nominal running surface defined by the first or second rail for each roller of a guidance unit configured for run ning on said first or second rail.