EP0315620A2 - Dispositif de commutation pour pièces mobiles d'un aiguillage ferroviaire - Google Patents

Dispositif de commutation pour pièces mobiles d'un aiguillage ferroviaire Download PDF

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Publication number
EP0315620A2
EP0315620A2 EP88890268A EP88890268A EP0315620A2 EP 0315620 A2 EP0315620 A2 EP 0315620A2 EP 88890268 A EP88890268 A EP 88890268A EP 88890268 A EP88890268 A EP 88890268A EP 0315620 A2 EP0315620 A2 EP 0315620A2
Authority
EP
European Patent Office
Prior art keywords
support
wing
thrust
support rods
longitudinal direction
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP88890268A
Other languages
German (de)
English (en)
Other versions
EP0315620A3 (en
EP0315620B1 (fr
Inventor
Gerald Durchschlag
Alfred Lang
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voestalpine Turnout Technology Zeltweg GmbH
Original Assignee
Voest Alpine Maschinenbau GmbH
Voestalpine Weichensysteme GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Voest Alpine Maschinenbau GmbH, Voestalpine Weichensysteme GmbH filed Critical Voest Alpine Maschinenbau GmbH
Publication of EP0315620A2 publication Critical patent/EP0315620A2/fr
Publication of EP0315620A3 publication Critical patent/EP0315620A3/de
Application granted granted Critical
Publication of EP0315620B1 publication Critical patent/EP0315620B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L5/00—Local operating mechanisms for points or track-mounted scotch-blocks; Visible or audible signals; Local operating mechanisms for visible or audible signals
    • B61L5/02—Mechanical devices for operating points or scotch-blocks, e.g. local manual control
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B7/00—Switches; Crossings
    • E01B7/10—Frogs
    • E01B7/14—Frogs with movable parts

Definitions

  • the invention relates to a switching device for moving parts of a rail switch, in which movable wing rails rest alternately in their end position on the centerpiece and are supported in their adjacent position by support rods which run in the longitudinal direction of the wing rails and are displaceably guided on the sleepers or base plates in the longitudinal direction of the wing rails are.
  • the invention is based on a design of a switching device for moving parts of a rail switch with movable wing rails of the type mentioned and aims to provide a simple adjustment of the wing rails, with which a high degree of safety can be achieved and both the support the wing rails can also be adjusted correctly even with large temperature fluctuations.
  • the design according to the invention essentially consists in that the support rods have at least one thrust support which cooperate with thrust supports of the wing rails for displacing the wing rails relative to the centerpiece, at least one of the interacting surfaces of the thrust supports of the wing rail and / or support rod of a wedge surface is formed which merges into a support surface which is essentially parallel to the longitudinal direction of the support rod, which support surface cooperates with the thrust support of the wing rail in the position of the wing rail in contact with the centerpiece.
  • the design can advantageously be such that one of the two interacting thrust supports has a role.
  • the wedge surfaces themselves can be formed by flat wedge surfaces, it naturally being conceivable to design the wedge surfaces as curved surfaces, in particular as concave curved surfaces.
  • each support rod and each wing rail each have two thrust supports.
  • the wing rails themselves can be connected to one another in a conventional manner by means of an articulated strut, so that a displacement of a wing rail in the direction of an abutment against the frog simultaneously results in a displacement of the opposite wing rail into a predetermined distance from the frog.
  • each movable wing rail can be provided for each movable wing rail, the drive having to be out of phase in such a way that for the purpose of moving a wing rail in contact with the centerpiece, the opposite wing rail to be lifted from the centerpiece is first released from its locking position.
  • the training can also be realized according to the invention in a particularly simple manner so that on both sides a support rod are arranged thrust supports, the support surfaces of which are essentially parallel to the longitudinal direction of the support rod and are arranged offset in the longitudinal direction of the support rod.
  • thrust supports the support surfaces of which are essentially parallel to the longitudinal direction of the support rod and are arranged offset in the longitudinal direction of the support rod.
  • the training can also be made in such a way that the thrust supports connected to a support rod have cranked strips which extend transversely to the longitudinal axis of the support rod, the flanks of which facing and facing away from the thrust support interact with at least one counter stop, in particular the roller, of the thrust support of the wing rail . Even with such a design it is possible to make the simultaneous adjustment of two movable wing rails with only one support rod in such a way that one wing rail comes into contact with the centerpiece and the other wing rail is lifted from such a system to the centerpiece.
  • further support between the thrust supports can be achieved in a simple manner in that stops for supporting the wing rail are arranged in contact with the centerpiece between thrust supports of a support rod and / or a wing rail, which stops when the Support rods disengage in the longitudinal direction thereof, whereby the displacement path of the wing rails is released.
  • the procedure according to the invention is such that the support rods are in with the sleepers or base plates connected and extending in the longitudinal direction of the wing rails angular profiles are slidably guided, the formation is preferably made such that the angle profiles are welded to the base plates.
  • such angle profiles also serve for cross-sectional support and for preventing relative displacements between the centerpiece tip and the wing rails in the longitudinal direction, with stiffening of the centerpiece area being able to be achieved in a particularly simple and inexpensive manner in particular when welding the wing rails.
  • the design according to the invention is advantageously made such that the support rod (s) is (are) slidably and / or resiliently supported in the guides via rollers.
  • a resilient support ensures in particular that, in the case of badly stuffed tracks and thus in the case of non-aligned upper edges of the sleepers, reliable guidance of the support rods is ensured even over great lengths.
  • the displacement forces can be introduced in a particularly simple and defined manner into the support rods, which at the same time cause the wing rails to be pivoted or displaced.
  • the support rods can be connected to cylinder-piston units which act in the longitudinal direction of the same, the forces applied for displacing the wing rails being able to be introduced exactly in the longitudinal direction of the support rods.
  • This also enables safety and control devices to be provided in a simple manner directly on the cylinder-piston units or adjacent to them, so that the maintenance work can be carried out on the Drive and the safety and control devices can be checked together.
  • a particularly simple drive for the adjustment of the wing rails can be achieved in that a common drive, in particular a cylinder-piston unit, is provided for both support rods.
  • a common drive can bring about a movement of the support rods in the same direction via a coupling rod in order to adjust the wing rails.
  • the design is selected such that a drive acts on at least one pivotably mounted angle lever, the free lever arm (s) being (are) articulatedly connected to the support rods.
  • pivotably mounted angle levers enable the support rods to be displaced in the same direction or in opposite directions, the type of displacement of the support rods depending on the orientation and arrangement of the thrust supports.
  • the articulated connection of the angle levers with the support rods can be formed in a simple manner by a slot or elongated hole and a bolt of the other part immersed in the slot or the elongated hole, thereby ensuring high precision of the adjustment movement with particularly simple means.
  • a particularly simple and reliable construction results if the design is such that the angle lever is designed as a three-armed lever pivotable about an axis crossing the direction of displacement of the support rods, with the middle arm of the drive being connected and the opposite free arms thereof the support rods are connected in an articulated manner, only a small space requirement being required for the arrangement of such angle levers.
  • Such angle levers also offer the interesting possibility of securing the respective end positions for securing purposes.
  • the drive of the Support rods are formed by a slide rod which engages via a bolt or pin in a pivotable lever for the displacement of the support rods and it can be substantially parallel flanks to the recess or the elongated hole of the pivotable lever in the respective end positions of the pivoting to the direction of displacement of the slide rod or recesses are connected.
  • the safety and control devices required for the position control can be designed in a simple manner in such a way that the support rods with devices for detecting the position of the support rods, such as e.g. electromagnetic limit switches are connected.
  • FIG. 1 shows a centerpiece with movable wing rails according to the present invention
  • 2 to 4 in an enlarged view two interacting thrust supports of a wing rail and a support rod according to the invention
  • 5 shows a top view, analogous to FIG. 1, of a centerpiece according to the invention, a common drive being provided for the support rods which can be displaced in the longitudinal direction of the wing rails
  • 6 shows a section along the line VI-VI of Figure 5
  • 7 shows a representation analogous to FIG.
  • FIG. 6 shows a representation analogous to FIGS. 6 and 7, separate drives being provided for the support rods via angle levers;
  • Figure 12 is a view in the direction of arrow XII of Figure 11, the bracket for the support rod is not shown;
  • 13 shows a plan view analogous to FIG. 1 in a greatly enlarged illustration of the centerpiece according to the invention with movable wing rails a further embodiment of a drive for the support rods;
  • 14 shows a representation analogous to FIG. 13 with a further modified embodiment;
  • 15 shows a first embodiment of a support rod with thrust supports arranged on both sides on an enlarged scale, and
  • FIG. 16 shows another embodiment of a double thrust support arrangement in a representation analogous to FIG. 15.
  • a centerpiece 1 is shown, on which wing rails 2 and 3 rest alternately in their end position.
  • the support and displacement of the wing rails 2 and 3 takes place via support rods 4 and 5 running in the longitudinal direction of the wing rails, which are guided in the representation according to FIG. 1 in profiles 6 and 7 in guides 8, the profiles 6 and 7 being shown schematically as 9 designated thresholds are fixed with screws 10.
  • these can also be welded to the base plates, wherein instead of the base plates a continuous slide plate with recesses in the sleeper compartments can optionally be used.
  • the profiles thus welded to the base plates are screwed at the ends to the fixed clamped rails via spacers.
  • a guide of the support rods can be provided in such a way that the guides 8 corresponding guides are fixed directly on the sleepers or base plates.
  • the angle profile 6 and 7 also serves for cross-sectional support and for preventing relative displacements between the frog tip 1 and the wing rails 2 and 3 in the longitudinal direction.
  • the profiles 6 and 7 result in a stiffening of the frog area and they serve to absorb the horizontal forces which occur when the wing rails 2 and 3 are driven on.
  • the wing rails 2 and 3 are connected to each other via joint supports 11 in order to keep the passage groove free and to maintain a defined distance between the wing rails.
  • drives 12 and 13 are provided, which are formed by cylinder-piston assemblies.
  • the wing rail 2 bears against the centerpiece 1 and is supported in its position against the centerpiece via thrust supports 14 on the wing rail and via thrust supports 15 on the support rod.
  • the thrust supports 14 each have wedge surfaces 16 and the thrust supports 15 wedge surfaces 17, each of which merges into a support surface 18 or 19 which is essentially parallel to the longitudinal direction of the support rod. Different embodiments of such thrust supports 14 and 15 are described in more detail in FIGS. 2 to 4.
  • stops 20 are provided on the support rods 4, 5 and 21 on the wing rails 2, 3, the arrangement of these additional stops 20 and 21 being such that to release the wing rails when a support rod is displaced, the stops 20 and 21 disengage, as shown in FIG. 1 for the wing rail 3 and the support rod 5, respectively.
  • the wing rails in the embodiment shown in FIG. 1 are changed over in such a way that both drives 12 and 13 move in the same direction during the changeover.
  • the drive that holds the wing rail locked should start to run first.
  • both drives can also perform the actuating movement at the same time.
  • simultaneous actuation of the drives it must be ensured that first the wing rail resting on the centerpiece 1 is released and only then does the other wing rail change over the thrust supports 14 and 15, since the wing rails 2 and 3 can only be moved together because of their connection via the articulated supports 11.
  • the drive 12 moves the support rod 4 in the direction of the arrow 22 to release the wing rail 2, as a result of which the thrust supports 14 and 15 and the stops 20 and 21 disengage and thus the wing rail 2 is released.
  • an adjustment of the support rod 5 in the direction 22 causes the wedge surfaces 16 and 17 of the thrust supports 14 and 15 to run against one another and thus an adjustment of the wing rail 3 in the direction of the frog tip.
  • the defined end position and support of the wing rail 3 on the frog 1 is assumed when the support surfaces 18 and 19 of the thrust supports 14 and 15, which are essentially parallel to the longitudinal direction of the support rods, abut one another.
  • the stops 20 and 21 also cooperate with one another and thus provide reliable support for the wing rail.
  • the wing rail 2 was moved away from the centerpiece 1 in this switching process via the joint supports 11 between the wing rails 2 and 3.
  • the respective end positions of the wing rails 2 and 3 and the support rods or the drives are monitored electromechanically, as is not shown in FIG. 1 for the sake of clarity.
  • the thrust support 14 of a wing rail has an oblique wedge surface 16 and a support surface 18 which is essentially parallel to the longitudinal direction of the support rod and the wing rail.
  • the thrust support 15 of a support rod has a wedge surface 17 and one likewise substantially parallel to the longitudinal direction of the support rod support surface 19.
  • the open position is shown, ie a position between the wing rail and support rod, as is shown for the rail 3 and support rod 5 of FIG. 1.
  • the thrust support 15 has a roller 23, the support on the thrust support 14 taking place on a surface which is normal to the direction of force in order to avoid a force component in the longitudinal direction of the respective support rod.
  • the wing rail is in the closed position, ie the support surfaces 18, 19, which are parallel to the longitudinal direction of the support rod, provide a defined support of the wing rail.
  • 3 corresponds to an enlarged representation of the thrust supports 14 and 15 of the wing rail 2 in the representation according to FIG.
  • the thrust support 15 of the support rod in turn has a roller 23 which, however, runs on a concavely curved surface 24 in this embodiment.
  • FIG. 1 the reference numerals of FIG. 1 have been retained.
  • the additional stops 20 and 21 arranged between the two thrust supports 14 and 15 of each wing rail 2, 3 and each support rod 4 and 5 are omitted in this illustration.
  • a common drive 25 for the support rods 4 and 5 is provided in the embodiment according to FIG. This drive 25 engages at 26 on a rigid coupling rod 27 which connects the two support rods 4 and 5 to one another, as is shown in more detail in FIG.
  • the section shown in FIG. 6 shows how a push rod 28 of the common drive 25 engages the coupling rod 27.
  • This coupling rod 27 is at This embodiment of two U-shaped and provided with a flange 29 coupling elements 30 which are connected at 31 to the support rods 4 and 5 respectively.
  • the guide 8 provided in the profiles 6 and 7 for the support rods 4 and 5 is also shown in detail.
  • the coupling elements 30 pass underneath the wing rails 2 and 3 through base plates 32 of the wing rails and result in a rigid coupling of the push rod 28 with the support rods 4 and 5.
  • welding of the base plates to the profiles is indicated.
  • the support rods 4 and 5 are monitored at the end facing away from the drive in their respective end position by means of electromechanical switching elements 33.
  • a similar storage is also provided in the embodiment according to FIG. 1.
  • the support rods 4 and 5 are displaced by using a common drive 25 via angled lever.
  • the push rod 28 which interacts with the common drive engages around an angle lever 34 which can be pivotally rotated about an axis 35, the axis 35 being mounted in bearings 36 rigidly connected to the base plate 32 or the sleepers 9.
  • Angle levers 37 are also connected to the axis 35 in a rotationally locking manner, so that when the angle lever 34 moves, the support rods 4 and 5 cooperating with the angle levers 37 move.
  • the support surfaces 18 and 19 of the thrust supports 14, 15, which are essentially parallel to the longitudinal direction of the support rod 4, abut one another, as corresponds to the position of the wing rail 2 in FIG. 1, while the thrust supports 14 and 15 of the Wing rail 3 or the support rod 5 are offset from one another in the longitudinal direction, as is indicated by the parallel support surfaces 18 and 19 shown in dashed lines.
  • the angle lever 34 has an elongated hole 38, in which a bolt 39 of the push rod 28 engages.
  • the push rod 28 is additionally mounted in a bearing 40.
  • the common shaft 35 for transmitting the rotary movement of the lever 34 to the lever 37 is mounted in a further bearing 41 in the region of the lever 34.
  • 8 shows an end position of the push rod 28.
  • the central angle lever 34 in turn has a slot 38 in which a bolt is displaced about the axis 35 rigidly connected to this lever 34 39 intervenes.
  • the slot 38 of the central angle lever 34 is followed by essentially parallel flanks 43 in an end position of the angle lever 34 in relation to the direction of displacement 42 and the longitudinal direction of the slide rod 28.
  • Flanks 43 of this type make it possible in a simple manner to lock or limit the displacement path of the angle lever 34, and thus the angle lever 37, which are required for securing purposes and which cooperate with the support rods 4 and 5, respectively.
  • the angle lever 34 is no longer taken along by the bolt 39 of the slide rod 28, so that none continue when the slide rod moves further further rotation of the angle lever 34 takes place about the axis 35.
  • the angle lever 34 is only taken along by the bolt 39 as long as this bolt is in the region of the elongated hole 38, while the movement of the angle lever 34 Reaching edge 43 'is ended.
  • a stop 44 which interacts with the slide rod 28 can also be provided on the angle lever 34.
  • the angle lever 34 is rotated about the shaft 35 by an articulated mounting of the push rod 28 about an axis 45, whereby in this embodiment care must be taken to ensure that the common drive 25 at its opposite position 45
  • the end is also articulated in order to be able to compensate for the differences in height of the articulation point 45 caused by the different angular position of the angle lever 34.
  • the support rods 4 and 5 are moved again via angle levers, with a separate drive being provided for each support rod in this embodiment.
  • an angle lever 46 is pivotable about an axis 48 mounted in a bearing 47.
  • a slide rod 49 of a drive in turn has a bolt 50 which engages in a recess 51 of the lever 46.
  • the support rod 4 also has a bolt 52 which also engages in the recess 51.
  • the pin 50 causes the lever 46 to be carried along, the one essentially designed as an elongated hole to secure the end position and for locking and recess 51 extending in the longitudinal direction of the lever has essentially parallel flanks 54 in the end positions of the support rod 4 to the direction of displacement 53 of the slide rod 49.
  • the drive is formed by a slide rod 55, which is arranged substantially perpendicular to the longitudinal direction of the wing rails and is movable in the direction of the double arrow 56.
  • the entire arrangement of the drive can be provided below the base plate in this embodiment.
  • the slide rod 55 engages via a bolt 57 in an angle lever 58 which is rigidly connected to angle levers 59 and is rotatably mounted about an axis designated 60.
  • the angle lever 58 has an elongated hole 61 with bevelled flanks 62, the mode of operation of this angle lever 58 being analogous to the function of the angle lever shown in FIG. 9.
  • the support rods 4 and 5 and the slide rod 55 have stops 72 and 73, which are arranged so that they prevent inadmissible movement of the support rods and thus serve as additional securing elements.
  • the slide rods 4 and 5 have bolts 63 which engage in elongated holes 64 of the angle lever 59.
  • the angle lever 58 entrains and thus rotates the angle lever 59, whereby this rotation of the angle lever 59 is converted into a translational, opposite movement of the support rods 4 and 5 via the bolts 63 .
  • the adjustment and support of the wing rails 2 and 3 when the support rods 4 and 5 are displaced takes place via the thrust supports 14 and 15, as has already been explained in detail above.
  • the drive again takes place via a slide rod 55 which is essentially perpendicular to the longitudinal direction of the wing rails 2, 3.
  • the slide rod 55 has two bolts 65 which engage in elongated holes 66 in two angle levers 67.
  • the angle levers are again formed, as in the illustration according to FIG. 13, with beveled flanks 68.
  • the angle levers 67 are each rigidly connected to an angle lever 74 with angle levers 69, each of which has an elongated hole 70 at its free end, in which a bolt 71 of the corresponding support rod 4 or 5 engages.
  • a movable wing rail 75 is shown in an enlarged view, which rests on a frog 76.
  • a thrust support 77 is connected to the wing rail 75, in which rollers 78 are mounted, which cooperate with thrust supports 79 of a support rod 80 which can only be moved in the longitudinal direction of the rail.
  • the thrust supports 79 in turn have inclined wedge surfaces 81 and support surfaces 82 running essentially parallel to the longitudinal direction of the support rod 80.
  • the wing rail is locked by the interaction of the support surface 82 facing the rail with one provided in the plane of the roller 78 Stop surface 83.
  • a plurality of thrust supports can be arranged on the support rod 80 in the longitudinal direction analogous to the preceding figures.
  • a double thrust support arrangement coupling of the wing rails via articulated supports can be dispensed with, since the thrust supports not only convert and lock but also open the corresponding wing rail through the thrust support arranged on the other side of the support rod.
  • the formation of a support rod with thrust supports 79 arranged on both sides of the same can also interact with a connecting rod or articulated support between the wing rails, so that the conversion of both wing rails with a single support rod is sufficient which can be found.
  • the wing rail 75 is again shown in contact with the centerpiece 76 and connected to a thrust support 85.
  • the thrust support 85 has rollers 86 and 87 which are mounted in an extension 88 of the thrust support 85 and encompass a strip 89 which is connected to a thrust support 90 connected to the support rod 80.
  • the bar 89 for example extending outside the plane of the support rod 80, has a first wedge surface 91 which merges into a first support surface 92 which runs essentially parallel to the longitudinal direction of the support rod 80 and with which the roller 86 interacts, and a second wedge surface or inclined Surface 93, which merges into a second support surface 94.
  • a guide 95 which is connected to sleepers (not shown in more detail) is indicated, which has guide rollers 96 for smoothly sliding the support rod 80, further guide rollers 97 being indicated to improve the guidance.
  • a support rod with thrust supports in the event that such thrust supports are assigned to each wing rail, connecting rods or articulated supports between the wing rails can be dispensed with. But it can also be found with a single support rod of this type for switching the switch, if a connection is provided between the two wing rails and the support rod engages this articulated support or connecting rod if the drive is sufficiently strong.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Push-Button Switches (AREA)
  • Accommodation For Nursing Or Treatment Tables (AREA)
  • Mechanical Pencils And Projecting And Retracting Systems Therefor, And Multi-System Writing Instruments (AREA)
  • Toys (AREA)
  • Slide Switches (AREA)
  • Brushes (AREA)
  • Power-Operated Mechanisms For Wings (AREA)
  • Non-Portable Lighting Devices Or Systems Thereof (AREA)
  • Mechanisms For Operating Contacts (AREA)
  • Switch Cases, Indication, And Locking (AREA)
  • Reciprocating Conveyors (AREA)
  • Chain Conveyers (AREA)
  • Driving Mechanisms And Operating Circuits Of Arc-Extinguishing High-Tension Switches (AREA)
  • Cosmetics (AREA)
  • Switches With Compound Operations (AREA)
  • Bearings For Parts Moving Linearly (AREA)
  • Transmission Devices (AREA)
  • Switches That Are Operated By Magnetic Or Electric Fields (AREA)
  • Near-Field Transmission Systems (AREA)
EP88890268A 1987-11-05 1988-10-28 Dispositif de commutation pour pièces mobiles d'un aiguillage ferroviaire Expired - Lifetime EP0315620B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT2931/87 1987-11-05
AT0293187A AT391500B (de) 1987-11-05 1987-11-05 Umstellvorrichtung fuer bewegliche teile einer schienenweiche

Publications (3)

Publication Number Publication Date
EP0315620A2 true EP0315620A2 (fr) 1989-05-10
EP0315620A3 EP0315620A3 (en) 1990-02-07
EP0315620B1 EP0315620B1 (fr) 1992-05-13

Family

ID=3542575

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88890268A Expired - Lifetime EP0315620B1 (fr) 1987-11-05 1988-10-28 Dispositif de commutation pour pièces mobiles d'un aiguillage ferroviaire

Country Status (11)

Country Link
US (1) US4982919A (fr)
EP (1) EP0315620B1 (fr)
AT (2) AT391500B (fr)
DE (1) DE3871080D1 (fr)
DK (1) DK617488A (fr)
IN (1) IN170932B (fr)
LT (1) LT3360B (fr)
NO (1) NO884937L (fr)
PL (1) PL275621A1 (fr)
RU (3) RU1808035C (fr)
YU (1) YU202088A (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2893576A1 (fr) * 2005-11-23 2007-05-25 Alstom Transport Sa Dispositif de manoeuvre de lames d'aiguillage
RU2704052C2 (ru) * 2015-03-16 2019-10-23 Ве'Ртекс Свиден Аб Механизм железнодорожной стрелки и способ его эксплуатации
CN113668297A (zh) * 2021-08-16 2021-11-19 燕山大学 一种道岔系统

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CA1324364C (fr) * 1988-10-14 1993-11-16 Gerard Testart Coeur de croisement a pointe mobile et procede de fabrication d'un tel coeur de croisement
DE10016015A1 (de) * 2000-03-31 2001-10-04 Butzbacher Weichenbau Gmbh Oberbau-Zungenvorrichtung
DE10330999A1 (de) * 2003-07-03 2005-02-03 Siemens Ag Einrichtung zum Umstellen von Weichen
GB2405659B (en) * 2003-09-04 2006-07-26 Westinghouse Brake & Signal Point drive system
GB0420618D0 (en) * 2004-09-16 2004-10-20 Westinghouse Brake & Signal Point drive system
FR2887898B1 (fr) * 2005-07-04 2009-06-05 Vossloh Cogifer Sa Coeur de croisement a pointe mobile pour voie ferree
ES1072245Y (es) * 2010-04-09 2010-09-09 Amurrio Ferrocarril Y Equipos Dispositivo de encerrojamiento para corazon de punta movil
US8424813B1 (en) * 2011-01-25 2013-04-23 Cleveland Track Material, Inc. Elevated frog and rail track assembly
US8556217B1 (en) 2011-05-24 2013-10-15 Cleveland Track Material, Inc. Elevated frog and rail crossing track assembly
US8870128B1 (en) * 2011-09-14 2014-10-28 Cleveland Track Material, Inc. Flange bearing frog crossing
GEP201706726B (en) * 2016-05-24 2017-08-25 Point switch

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US1269444A (en) 1917-10-20 1918-06-11 Newton Hollingshed Switch.
AT328488B (de) 1974-10-15 1976-03-25 Voest Ag Vignolschienenweiche

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2893576A1 (fr) * 2005-11-23 2007-05-25 Alstom Transport Sa Dispositif de manoeuvre de lames d'aiguillage
EP1790548A1 (fr) * 2005-11-23 2007-05-30 Alstom Transport S.A. Dispositif de manoeuvre de lames d'aiguillage
RU2704052C2 (ru) * 2015-03-16 2019-10-23 Ве'Ртекс Свиден Аб Механизм железнодорожной стрелки и способ его эксплуатации
CN113668297A (zh) * 2021-08-16 2021-11-19 燕山大学 一种道岔系统
CN113668297B (zh) * 2021-08-16 2022-05-24 燕山大学 一种道岔系统

Also Published As

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DE3871080D1 (de) 1992-06-17
IN170932B (fr) 1992-06-20
DK617488D0 (da) 1988-11-04
RU1808035C (ru) 1993-04-07
AT391500B (de) 1990-10-10
LTIP804A (en) 1995-02-27
DK617488A (da) 1989-05-06
YU202088A (en) 1991-06-30
ATE76136T1 (de) 1992-05-15
EP0315620A3 (en) 1990-02-07
LT3360B (en) 1995-07-25
PL275621A1 (en) 1989-08-07
RU1808036C (ru) 1993-04-07
NO884937D0 (no) 1988-11-04
US4982919A (en) 1991-01-08
NO884937L (no) 1989-05-08
ATA293187A (de) 1990-04-15
RU1808034C (ru) 1993-04-07
EP0315620B1 (fr) 1992-05-13

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