WO2013007305A1

WO2013007305A1 - A switch and use of such a switch

Info

Publication number: WO2013007305A1
Application number: PCT/EP2011/061975
Authority: WO
Inventors: Per Gustavsson
Original assignee: Petogu Ab
Priority date: 2011-07-13
Filing date: 2011-07-13
Publication date: 2013-01-17

Abstract

A switch (1) for a railway or a tramway or the like adapted to guide a vehicle from a main track (2) to one of at least a first secondary track (3) and a second secondary track (4) or the other way around, in particular in a railway junction, wherein said switch (1) comprises a first track part (5) and a second track part (6), said first track part (5) and said second track part (6) are arranged to be movable in a direction which is parallel to an end (22) of said main track (2), which end (22) is facing said first track part (5) and said second track part (6), between a first position and a second position; and wherein when said first track part (5) and said second track part (6) are arranged in said first position said first track part (5) is aligned with said main track (2) and said first secondary track (3); and wherein when said first track part (5) and said second track part (6) are arranged in said second position said second track part (6) is aligned with said main track (2) and said second secondary track (4).

Description

A SWITCH AND USE OF SUCH A SWITCH

Field of the Invention

The present invention relates to a switch for a railway or a tramway or the like adapted to guide a vehicle from one main track to one of at least a first secondary track and a second secondary track or the other way around. Furthermore, use of said switch in a railway junction is disclosed.

Technical Background

Railway switches enable railway trains to be guided from one track to another in a railway junction. A switch generally has a straight "through" track and a diverging track. A straight track does not always have to be present; for example, both tracks may curve, one to the left and one to the right or both tracks may curve in the same direction.

In a commonly used switch, the switch comprises a pair of linked tapering rails (point blades) at the beginning of the switch. These linked tapering rails are connected to the "trough" track and the diverging track and they are arranged between the main pair of rails, i.e. the rails where the train is driving on before it comes to the junction. The linked tapered rails can be moved laterally into one of two positions to direct a train coming on the main track towards a straight track or a diverging track. These movable rails guide the wheels of the train towards either the straight or the diverging track. After directing the train towards, for example, the diverging track, the straight and the diverging track has to cross each other at a crossing point. A common design of the cross point is the so called frog, also known as the common crossing. The frog ensures that the wheel crosses the gap, which is created in order to let the wheels pass in the cross section, without "dropping" into the gap. The wheels and the rail profiles are so designed that they ensure that the wheels are always supported by at least one rail. To ensure that the wheels follow the appropriate flangeway, a guard rail is arranged inside the rail opposite the frog.

An alternative to the common crossing, i.e. the frog, is a movable point frog. Two rails of each track, i.e. the two which are arranged next to each other, are in this case at the area of the cross point connected by a movable tapered portion. This movable tapered portion can either abut a tapered end portion of the rail of the "through" track or a tapered end portion of the diverging track, in order to guide the wheels in the right direction.

Drawbacks of these kinds of switches are that snow and ice can be trapped in the switch, for example between the movable tapered parts and the rails and cause non-workable switches. In the past the switches were cleared by a person who swept the snow away. Today most switches are provided with heaters to melt the snow and ice in order to prevent snow and ice to be trapped between the moving parts of the switch which may cause failure of the switch. However, these kinds of heaters consume a large amount of electric power which is very expensive and they may break. If a large amount of ice falls from a train, it will take a long time to melt.

Furthermore, these known switches are also very large. Thus, there is still a need for an improved switch for railway junctions which reduces the problems with snow and ice and which preferably is shorter than known commonly used switches.

Summary of the Invention

An object of the present invention is to provide a switch which overcomes the above issues. The invention relates to a switch for a railway or a tramway or the like adapted to guide a vehicle from a main track to one of at least a first secondary track and a second secondary track or the other way around. Said switch comprises a first track part and a second track part, said first track part and said second track part are arranged to be movable in a direction which is parallel to an end of said main track, which is facing said first track part and said second track part, between a first position and a second position; and wherein when said first track part and said second track part are arranged in said first position said first track part is aligned with said main track and said first secondary track; and wherein when said first track part and said second track part are arranged in said second position said second track part is aligned with said main track and said second secondary track. By letting said first and second track parts be adapted to be moved in a direction which is parallel to said end of said main track the tracks may move in a direction which is transverse to a longitudinally direction of an end portion of the main rail if the end portion of the main rail is straight, i.e. the end of the main track will then lie in a plane which is perpendicular to the longitudinal direction of the end part of the main track, i.e. the plane will lie in an angle to a tangent to said main tack which angle is substantially 90°. If the main track is curved the end of the main track may lie in a plane which is in an angle to a tangent of said main track i.e. the ends of each rail of the main track may then be slightly tapered. By being able to move both the first and the second track parts in a direction which is parallel to the end of the main track the switch is not affected by snow and ice as much as the commonly used switches today, since the switch is not dependent on any movable tapered parts which shall alternating abut the rails in order to guide the wheels in the right direction. Between the movable tapered parts and the rails snow and ice can be trapped and cause problems, for example the rails may not be properly aligned. A non-properly workable switch may cause a lot of problems and delays, not only for the vehicle which shall pass the switch but also for other vehicles. The first and the second track parts in the switch will push the snow and ice to the side of the tracks so the risk of snow and ice becoming trapped in the switch is minimised.

Further by having this design the switch can be made shorter than normal. This makes it possible to transport the switch on a trailer in one part. Each first and second track parts comprises two rails, a first and a second rail. Preferablly, both the first and the second rail of the first track part have the same extension in the longitudinal direction and they are both of the same shape, i.e. if one is straight the other one is also straight and if one is curved with one radius, the other one has the same radius. The vehicle may be a train or a tram or the like. The term "track" in for example main track should in the present context be understood as two rails running at a predetermined distance from each other.

According to at least one exemplary embodiment said switch comprises a carrier, said first track part and said second track part are fixed arranged to each other on said carrier, which is movable between said first and said second position. By having a carrier the track parts can be fixed to each other and they may move between the different positions together.

According to at least one exemplary embodiment said first track part and said second track part comprise ends, which are facing said main track, said ends which are facing said main track may lie in a plane which is parallel to said end of said main track. By having the ends of the track parts, which are facing the main track, parallel with the end of the main track each end of both the first rail and the second rail of both track parts gets a "stub"-shaped shaped, i.e. not a tapered shape when the main track has a straight end part. With other words, the shape of the cross-section at the end of each rail will be same as the shape of the cross-section of the rail itself. The track parts will have no ends which are weakened by a long tapered part. If the main track has a curved end part, its end may be in a plane which is in an angle to a tangent of the main track and the ends of both the main track and the two track parts will get slightly tapered. These tapered ends will be significantly shorter, only a few metres or up to some centimetres,) than the common used tapered parts in a common used switch which may be in the range of 1 m- 10m. However,, the short tapered ends will not abut in the longitudinal direction of the tracks since they will move in a direction which is parallel to each other.

The end of the first track part and the end of the main track will be facing each other and lie end to end to each other when the first track part and the main track is aligned, i.e. the first rail of the first track part may be aligned with a first rail of the main track and the end of the first rail of the first track part facing said main track may be arranged end to end with the end of the first rail of the main track which is facing said first rail of said first track part. When the ends lies end to end, they may abut or be arranged at a distance from each other. The same applies for the second rail of the first track part and the second rail of the main track.

The end of the second track part and the end of the main track will be facing each other and lie end to end to each other when the second track part and the main track is aligned , i.e. the first rail of the second track part may be aligned with a first rail of the main track and the end of the first rail of the second track part facing said main track may be arranged end to end with the end of the first rail of the main track which is facing said first rail of said second track part. When the ends lies end to end, they may abut or be arranged at a distance from each other. The same may apply for the second rail of the second track part and the second rail of the main track.

Since the ends will move parallel to each other the ends when the main track is aligned with either the first track part or the second track part will not overlap in the longitudinal direction of the tracks This way snow and ice may not be trapped between the aligned rails in such a way that the rails cannot be aligned. The snow and ice will be pushed to the side of the switch.

A heather which melts the snow and ice can hence be eliminated in this area, which will save a lot of electrical power. Further, the junction in this area will be more stable, since it will not have any weakened parts, i.e. long tapered parts.

According to at least one exemplary embodiment said first track part may comprises a second end which may face said first secondary track, said second end which is facing said first secondary track may lie in a plane which is parallel to said end of said main track, and said second track part may comprise a second end which may face said second secondary track, said second end which is facing said second secondary track may lie in a plane which is parallel to said end of said main track of.

By having the end of the first track part, which are facing the first secondary track, parallel to said end of said main track and having the end of the second track part, which are facing the second secondary track, parallel to said end of said main track, each end of both the first rail and the second rail of both track parts may get a "stub"-shaped end, i.e. not a tapered shape if at least a end part of the main track is straight. With other words, the shape of the cross-section of this end of each rail of said first and second track parts will have the same shape as the cross-section of the rail itself. This will make the switch in this end more stable, since it has no weakened parts, i.e. it is not tapered. If the main track has a curved end part, its end may be in a plane which is in an angle to the tangent of the main track and the ends of both the first and the second track parts may get a slightly tapered end. These tapered ends will be significantly shorter, only a few millimetres or up to some centimetres, than the common used tapered parts in a common used switch which may be in the range of 1 m-10m. Advantageously, both the first secondary track and the second secondary track may also each have an end, which is facing the two track parts, which end may be parallel to the end of the main track.

The end of the first track part and the end of the first secondary track may then be facing each other and lie end to end to each other when they are aligned. That is, the first rail of the first track part may be aligned with a first rail of the first secondary track and the first secondary track facing end of the first rail of the first track part will then be arranged end to end with the first track part facing end of the first rail of the first secondary track. The same applies for the second rail of the first track part and the second rail of the first secondary track.

Further, the end of the second track part and the end of the second secondary track may be facing each other and lie end to end to each other when they are aligned. That is, the first rail of the second track part may be aligned with the first rail of the second secondary track and the second secondary track facing end of the first rail of the second track part may be arranged end to end with the second track part facing end of the first rail of the second secondary track. The same applies for the second rail of the second track part and the second rail of the second secondary track. When the ends lies end to end, they may abut or be arranged at a distance from each other. By doing this it may be ensured that the ends when tracks are aligned will not overlap in the longitudinal direction of the tracks. The ends will move parallel to each other. Snow and ice cannot be trapped in the switch in such a way that the rails will not be aligned, since the track parts push the snow away to the side of the switch. A heather which melts the snow and ice can hence be eliminated in this area, which will save a lot of electrical power. Further, the junction in this area will be more stable since the rails will not have any long tapered end parts.

According to at least one exemplary embodiment said first track part and said second track part each may comprise a first rail and a second rail, said first rail of both said first and second track parts comprises ends, which are facing said main track, and said ends of both said first rails which are facing said main track are arranged adjacent to each other, with both ends aligned. By arranging the ends adjacent to each other the first track part and said second track part only have to be moved a small distance, in order to move between its first and second position. The distance can, for example, be the width of the rail. They may as an alternative be arranged adjacent but with a distance from each other. By having the ends aligned there may not be a gap between the end of the main track and each end of the first and second track parts when aligned.

According to at least one exemplary embodiment said switch may further comprises a frame to which said first and second track parts are movably arranged, said frame is adapted to be connected with said main track and said first secondary track and/or second secondary track. By movably arrange the first and the second track parts on a frame the two track parts may be fixed arranged to each other. The frame will hold the two track parts together in a correct position. The switch can be pre-manufactured and transported in one piece and then be arranged between the main track and the first and the second secondary tracks.

According to at least one exemplary embodiment said first and second track parts are movably arranged to said frame via a movable slide on said frame, said movable slide is arranged underneath said first and second track parts. According to at least one exemplary embodiment said first and second track parts are movably arranged to said frame via said carrier, wherein said carrier is a movable slide on said frame, said movable slide is arranged underneath said first and second track.

By having one or more movable slides arranged to the frame to which the track parts are arranged the track parts can easily be moved. The frame can be stationary and fixed and does not have to be moved itself.

According to at least one exemplary embodiment said slide may be connected to a drive unit to accomplish said movement transverse to said main track. A drive unit may automatically move the track parts between their two positions. If more than one slide is used, not all of them have to be connected to a drive unit. For example, if several slides are arranged next to each other and they are evenly distributed over the whole length of the switch two slides, each which may be arranged on one end of the frame, may be connected to the drive unit. The two slides will drive the track parts and the other slides via the track parts, which are connected to the slides.

According to at least one exemplary embodiment said drive unit is a motor. Preferably, the motor is an electrical motor.

According to at least one exemplary embodiment a stop is arranged on at least one side of the frame or on one side of the slide to define a positive stop for said first and second track parts when first and second track parts are moved between said first and said second position. The stop may indicate when the rails are aligned. They may define at least the first or the second position between which the two track parts are movable. Further, as an alternative the stop may have a locking device which locks the track parts in a correct position and gives a stable switch which is non-sensitive to lateral forces. Further as an alternative a second stop may be arranged in the slide. This second stop may also as an alternative have a locking device which locks the track parts in a correct position and gives a stable switch which is non-sensitive to lateral forces. This second stop may as an alternative be the only stop.

According to at least one exemplary embodiment said switch may further comprise a cross point switching arrangement adapted to be arranged between a first part of said first and second secondary track and a second part of said first and secondary track where the path of one rail of said first secondary track and the path of one rail of said second secondary track intersects, said cross point switching arrangement comprises a first rail part and a second rail part which are arranged to be movable in a direction which is parallel to said end of said one rail of said first part of said first secondary track and to an end of said one rail of said first part of said second secondary track, which ends are facing said first rail part and a second rail part, between a first and a second position, and wherein when said first rail part and said second rail part are arranged in said first position said first rail part is aligned with said one rail of said first part of said first secondary track and one rail of said second part of said first secondary track; and wherein when said first rail part and said second rail part are arranged in said second position said second rail part is aligned with said one rail of said first part of said second secondary track and one rail of said second part of said second secondary track.

The end of the one rail of said first part of said first secondary track and the end of the one rail of said first part of said second secondary track will be parallel to each other and they may lie in a plane which is arranged in an angle to tangent of either the first one rail of said first part of said first secondary track or the first one rail of said first part of said second secondary track. The ends may then get the same "stub" shaped end or the same slightly tapered shape as described before for the switch where the ends of the track parts faces the main track. Further, the effects and the advantages are also the same. The first and the second rail parts in the cross point switching assembly will push the snow and ice to the side of the tracks so the risk of snow and ice becoming trapped in the switch is minimised.

Further, the switch may be used in a railway junction.

The cross point switching arrangement could be regarded as a separate inventive switch. According to at least one exemplary embodiment the cross point switching arrangement is a switch which may be adapted to be arranged in a cross-point of a first and a second track, said switch is adapted to be arranged between a first part of said first and said second track and a second part of said first and second track where the path of one rail of said first track and the path of one rail of said second track intersects,

said switch comprises a first rail part and a second rail part which are arranged to be movable in a direction which parallel to an end of said one rail of said first part of said first track and to an end of said one rail of said first part of said secondary track, which ends are facing said first rail part and said second rail part, between a first and a second position, and

wherein said first rail part and said second rail part when arranged in said first position said first rail part is aligned with said one rail of said first part of said first track and one rail of said second part of said first track; and

wherein said first rail part and said second rail part when arranged in said second position said second rail part is aligned with said one rail of said first part of said second track and one rail of said second part of said second track.

The ends of the one rail of said first part of said first secondary track and said second secondary track will be parallel to each other. They may further advantageously lie in a plane which is arranged in an angle to tangent of either the first one rail of said first part of said first secondary track or the first one rail of said first part of said second secondary track if one of the rails are curved or perpendicular to a longitudinal direction of a straight part. The ends may get the same "stub" shaped end or the same slightly tapered shape as described before for the switch where the ends of the track parts faces the main track. Further, the effects and the advantages are also the same

By moving said first and second rail parts in a direction which is parallel to said end of said one rail of said first part of said first track and to one rail of said first part of said second track, the track parts may move in a direction which is transverse to a longitudinally direction an end portion of said one rail of said first part of said first track and/or to an end portion of one rail of said first part of said second track, if at least the end portions of the first part of said first and/or second track are straight. If said one rail of said first part of said first track and/or if one rail of said first part of said second track, are curved each of their ends which are facing said first rail part and said second rail part end may lie in a plane which is in an angle to a tangent of said one rail of said first part of said first secondary track or to said one rail of said first part of said second secondary track. The rail parts will then move parallel to these ends. Preferably, the ends of the said one rail of said first part of said first track and the end of said one rail of said first part of said second track are aligned.

By moving both the first and the second rail parts in a the described direction the switch is not affected by snow and ice as much as the commonly used switches today, since it does not need any movable tapered parts which shall alternating abut the rails in order to guide the wheels in the right direction. Between the movable tapered parts and the rails snow and ice can be trapped and cause problems, for example the rails may not be properly aligned. A non-properly workable switch may cause a lot of problems and delays, not only for the vehicle which shall pass the switch but also for other vehicles. The first and the second rail parts in the switch will push the snow and ice to the side of the tracks so the risk of snow and ice becoming trapped in the switch is minimised.

Further by having this design the switch can be made shorter than normal. This makes it possible to transport the switch on a trailer in one part. According to at least one exemplary embodiment said first track part and said second track part are fixed arranged to each other on a carrier which is movable between said first and said second position.

According to at least one exemplary embodiment said first rail part comprises an first end, which is facing said one rail of said first part of said first track and said second rail part comprises an first end, which is facing said one rail of said first part of said second track, wherein both said ends may lie in a plane which is parallel to the end of said one rail of said first part of said first track, which end is facing said first rail part or parallel to the end of said one rail of said first part of said second track, which end is facing said second rail part.

According to at least one exemplary embodiment said first rail part comprise a second end which is facing said one rail of said second part of said first track and said second rail part comprises a second end which is facing said one rail of said second part of said second track, wherein both said second ends may lie is a plane which is parallel to the first ends of said first rail part and said second rail part.

By having the ends lying in a plane which are parallel to each other the ends of the rail parts may get a "stub" -shaped shaped when the said first part of said first and/or second track are straight, i.e. not a tapered shape. With other words, the shape of the cross-section at the ends of will be same as the shape of the cross-section of the rail itself. The rail will have no end which is weakened by a tapered part. If the said one rail of said first part of said first or said second track have a curved end part, the ends may be in a plane which is in an angle to a tangent of the one rail of said first part of said first and/or second track and they may get slightly tapered. These tapered ends will be significantly shorter, only a few millimetres or up to some centimetres, than the common used tapered parts in a common used switch which may be in the range of 1 m-10m. Preferably, the first ends of the two rail parts are aligned. Preferably, the second ends of the two rail parts are aligned.

The ends which are facing each other will be moving parallel to each other so that snow and ice may not be trapped between the aligned rails in such a way that the rails cannot be properly aligned, since the snow will be pushed away. A heather which melts the snow and ice can hence be eliminated in this area, which will save a lot of electrical power. Further, the junction in this area will be more stable, since it will not have any weakened parts, i.e. long tapered parts.

According to at least one exemplary embodiment said switch further comprises a frame to which said first and second rail parts are movably arranged, said frame is adapted to be connected with said one rail of said first part of said first track and with said one rail of said first part of said second track and with said one rail of said second part of said first track and with said one rail of said second part of said second track. By movably arrange the first and the second rail parts on a frame the two rail parts may be fixed arranged to each other. The frame will hold the two rail parts together in a correct position. The switch can be pre-manufactured and transported in one piece and then be arranged in a correct position and connected to the rails to which the rail parts shall align.

According to at least one exemplary embodiment said first and second track parts may be movably arranged to said frame via a movable slide on said frame, said movable slide is arranged underneath said first and second rail parts.

By having one or more movable slides arranged to the frame to which the track parts are arranged the track parts can easily be moved. The frame can be stationary and fixed, and does not have to be moved itself.

According to at least one exemplary embodiment said slide may be connected to a drive unit to accomplish said movement.

According to at least one exemplary embodiment said drive unit is a motor. Preferably the motor is an electrical motor.

According to at least one exemplary embodiment a stop may be arranged on at least one side of the frame to define a positive stop for said first and second track rail. The stop may define at least the first or the second position between which the two track parts are movable. Further, as an alternative the stop may have a locking device which locks the track parts in a correct position and gives a stable switch which is non-sensitive to lateral forces.

According to at least one exemplary embodiment this switch can be used in a railway junction.

Generally, all terms used in the claims are to be interpreted according to their ordinary meaning in the technical field, unless explicitly defined otherwise herein. All references to "a/an/the [element, device, component, means, step, etc]" are to be interpreted openly as referring to at least one instance of said element, device, component, means, step, etc., unless explicitly stated otherwise.

Other objectives, features and advantages of the present invention will appear from the following detailed disclosure, from the attached dependent claims as well as from the drawings. Brief Description of the Drawings

The above, as well as additional objects, features and advantages of the present invention, will be better understood through the following illustrative and non-limiting detailed description of exemplary embodiments of the present invention, with reference to the appended drawings, where the same reference numerals will be used for similar elements, wherein:

Fig. 1 a shows a first embodiment of the switch in a first position in a plan view.

Fig. 1 b shows the embodiment of the switch of Fig. 1 a in a second position in a plan view.

Fig. 2 shows the first embodiment of the switch of Fig. 1 in a perspective view.

Fig. 2a shows the sliding arrangement in fig. 2 according to the invention in an exploded view in perspective and in a first position.

Fig. 2b shows the sliding arrangement in fig. 2a in second position in a perspective view.

Fig. 2c shows the direction of the end of the main tracks.

Fig. 2d shows a simplified schematic top view of Fig. 2c and it shows the end of one rail of the first track part and the end of one rail of the second track part and the end of one rail of the straight main track.

Fig. 2e shows a simplified schematic top view of the end of one rail of the first track part and the end of one rail of the second track part when the main track is curved and it also shows the end of the curved main track.

Fig. 3 shows a second embodiment of the switch in a first position from above.

Fig. 4 shows a railway junction with the first embodiment of the switch connected to a cross point switching arrangement which is connected to the second embodiment of the switch. Detailed Description of Preferred Embodiments

Embodiments of the invention will be described in more detail in the following with reference to the accompanying drawings. Fig. 1 a and Fig. 2 shows a switch 1 arranged between a main track 2 and a first secondary track 3 and a second secondary track 4. The main track 2 comprises two pair of rails which hereinafter will be referred to as a main pair of rails 2. The first secondary track 3 comprises two pair of rails which hereinafter will be referred to as a first pair of rails 3. The second secondary track 4 comprises two pair of rails which hereinafter will be referred to as a second pair of rails 4. The switch 1 has two track parts 5, 6, a first track part 5 and a second track part 6. The first track part 5 comprises two pair of rails, which hereinafter will be referred to as the first pair of rail parts 5. The second track part 6 comprises two pair of rails, which hereinafter will be referred to as the second pair of rail parts 6.

The main pair of rails 2 is here exemplified as straight rails and they are aligned with the first pair of rail parts 5, which also are exemplified as straight rails. The first pair of rail parts 5 is arranged on the other end to the first pair of rails 3, which also are exemplified as straight rails. The rails do not have to be straight rails, some or all of them may be curved. The first pair of rail parts 5 and the second pair of rail parts 6 each comprises two ends. The first end 51 , 61 of said first and second pair of rail parts 5, 6 faces the main pair of rails 2 and the ends may be referred to as main track facing ends (51 , 61 ). The second end 52 of said first pair of rail parts 5 faces the first pair of rails 3. The second end 62 of said second pair of rail parts 6 faces the second pair of rails 4. The second end 52 of said first pair of rail parts 5 may be referred to as the first secondary track facing end 52. The second end 62 of said second pair of rail parts 6 may be referred to as the second secondary track facing end 62. The first and the second pairs of rail parts 5, 6 each comprise a first rail 53, 63 and a second rail 54, 64. The ends 51 , 61 of both the first rail 53, 63 and the second rail 54, 64 of both the first and the second pairs of rail parts 5, 6, which ends 51 , 61 are facing the main pair of rails 2, lies in a plane which is perpendicular to the longitudinal direction of the main pair of rails 2. This is shown in Fig. 2c and 2d, where one rail of each track part/track is shown. That is, the ends 51 , 61 of both the first rail 53, 63 and the second rail 54, 64 of both the first and the second pairs of rail pairs 5, 6, which ends 51 , 61 are in a plane which is parallel to the end 22 of the main pair of rails. If the main pair of rails 2 are not straight, i.e. they are curved the ends 51 , 61 of both the first rail 53, 63 and the second rail 54, 64 of both the first and the second pairs of rail pairs 5, 6 which ends 51 , 61 are facing the main pair of rails 2, may lie in a plane which is parallel to an end 22 of the main track 2 which is facing the first and second pair of rails. These ends 51 , 61 lies in a plane which is in an angle to a tangent of said main pair of rails 2, since the end 22 of the main track 2 is lying in a plane which is in an angle to a tangent of the main pair of rails 2. This is schematically shown in Fig 2e where one rail of each track part 5, 6 and one rail of the main pair of rails 2 is shown.

The end 51 of the first rail 53 of the first pair of rail parts 5, which is facing the main rails, and the end 61 of the second rail 63 of the second pair of rail parts 6, facing the main rails, are arranged adjacent to each other and aligned.

The main pair of rails 2 also comprises two rails each having an end 22 which faces the switch. The ends 22 lie in a plane which is perpendicular to the longitudinal direction of the main pair of rails 2. If the main track where curved, each end 22 of each rail of the main pair of rails 2 may lie in a plane which is in an angle to a tangent of each rail. (See fig. 2e) The second end 52, 62 of said first and second pair of rail parts 5, 6 faces the first pair of rails 3 and the second pair of rails 4 respectively. The second end 52 of the first pair of rail parts 5 lies in a plane which is perpendicular to said longitudinal direction of said main pair of rails 2. The second end 62 of the second pair of rail parts 6 lies in a plane which is perpendicular to said longitudinal direction of main pair of rail 2, i.e. the planes are parallel to the end 22 of main pair of rails 2.

The following will be described for the first rail 53, 63 of both the first and the second pairs of rail parts 5, 6. However, the same apply for the second rails 54, 64 since they run at the same distance from the first rail 53, 63. The first rail 63 of the second pair of rail parts 6 has a slight curved shape starting from the first end 61 , which is facing the main track 2 so the second end 62, i.e. the other end, is arranged at a distance from the second end 52 of the first pair of rails 5. The second pair of rail parts 6 does not have to have a curved shape it may be straight and arranged in an angle to the first pair of rail parts 5. The first and second pairs of rail parts 5, 6 are movable in a direction which is parallel to the end 22 of the main track 2, i.e. in this case transverse to said main pair of rails 2 to align one of the first and second pair of rails 3, 4 with said main pair of rails 2.

The switch also comprises a frame 7 to which the first pair of rail part 5 and the second pair of rail part 6 is movably arranged. The frame 7 comprises of a frame structure with two side parts 8, which extends in the longitudinal direction of the rails and two parts 9 closing the frame on each end of the side parts so that a frame is formed. The two side parts 8 is here exemplified as metal I-beams, may however be any kind of suitable shape or material. Between the two side parts 8 are several slide arrangements 10 arranged. Fig. 2a shows a slide arrangement 10. It comprises a bar 16 which is fixed attached on both sides between the two side parts 8 of the frame 7. Each bar 16 comprises four guiding protrusions 20. Two extends from the stop 12 in the longitudinal direction of the bar 16 and the other two extends from the stop on the other side. On top of the bar is a slide 1 1 arranged which comprises of two parts, an inner part 1 1 1 and an outer part 1 12. The slide may be seen as a carrier to which the two pair of rails parts 5, 6 are fixed attached to each other. The inner part has on each side a recess 1 13 in the longitudinal direction of the bar 16. The outer part 1 12 is arranged on the inner part 1 1 1 and it also comprises a recess 1 14 on each side in the area of the recess 1 13 of the inner part 1 1 . Together these two parts create an area where the protrusions 20 can protrude into and the slide is guided on the protrusions. The slide is not limited to be guided this way, it can be made any other suitable way. The slide is movable on the bar 16 in the longitudinal direction of the bar 10. That is, the slide 1 1 is movable in a direction (arrow A in Fig. 1 ) which is parallel to the end 22 of the main part, which is facing the first and second pair of rails 4, 5. In this case the slide is movable in a direction which is transverse to the main pair of rails 2, since the main track is straight. Fig. 2a shows the slide in the first position and Fig. 2b shows the slide in the second position. The first and the second pairs of rail parts 5, 6 are fixed attached to all of the slides. They can be connected with known rail connections with isolation plates between the slide and the rails. Two of the slides 1 1 ^', one of each end of the frame are connected to a motor which accomplish the movement of the slides on the bar. When the two driving slides 1 1 ^' move in the transversal direction, the other slides and the first and the second pairs of rail parts 5, 6 will move accordingly. On the frame, on both side parts, in the area of each slide is a stop 12 arranged. The stop is to define a positive stop for the first and the second pairs of rail parts 5, 6. A second stop may be arranged inside the slide or between the moving slide 1 1 and the bar 16 (not shown). Further, a locking device may be arranged in the slide (not shown) which gives a stable switch which is non-sensitive to lateral forces.

The frame 7 is connected on one end to the main pair of rails 2 and to the other end to both the first and second pair of rails 3, 4. They are connected by using bolts (not shown). As an alternative they can be welded together or any other suitable fastening method can be used. Further the two end parts 9 comprise each two position indicators 21 . In one end of the frame 7 it is used to position the main pair of rails 2 and on the other end they are used to position the first and the second pair of rails 3, 4. The position indicators 21 may have internal lock lugs, which locks the frame to the main pair of rail 2 on one side and to the two pair of rails 3, 4 in a correct position.

The train running on the main pair of rails 2 will carry on to the first pair of rail parts 5 and carry straight on to the first pair of rails 3. When it comes a train which shall proceed on the second pair of rails 4, the switch is moved to its second position (see Fig. 1 b) i.e. train will take the second pair of rails 4, which takes the train in another direction than the first pair of rails 4. The slides 1 1 and the first and second pair of rail parts 5, 6 are hence moved perpendicular to the longitudinal direction of the end part of the main pair of rails 2 (see arrow B) until they hits the stops 12. Further, the slides 1 1 may be covered by a cover (not show) which may be arranged above the slides 1 1 . The cover may be arranged between the first rail 53 of the first track part 3 and the second track 64 of the second track part 6 the first rail. A further cover may cover the end parts of the slides 1 1 , between the second rail 5 and the side part 8 of the frame 8 which is on the same side. A second cover may in a similar way be arranged on the other side. The covers may be movable metal sheets or made in any other suitable way. The covers may protect the slides from snow and ice.

Fig. 1 b shows the switch in the second position. The second pair of rail parts 6 is now aligned with the main pair of rails 2 and the second pair of rails 4.

The invention is not limited to only direct a train in two directions. It may be more than two.

Fig. 3 shows a main pair of rails 2 which can be connected by a switch 300 comprising of three pairs of rail parts 5, 6, 14 to three different pair of rails 3, 4, 15, each leading the train in different directions. The first and second pairs of rail parts 5, 6 and the first and second pair of rails 3, 4 are the same as described for the switch having two pairs of rail parts. The third pair of rails 14 diverges in a third direction and the third pair of rail part 14 have the same features as explained as for the first and second pair of rails 5, 6. However it is adapted to be aligned with the third pair of rail 15. That is for example that the end 51 of the first rail 53 of the first pair of rail parts 5 and the end 61 of the second rail 63 of the second pair of rail parts 6 and the end 141 of the first rail 143 of the third pair of rail parts 14, i.e. all end facing the main pair of rails 2, are arranged adjacent to each other. The ends 51 , 61 , 141 are further aligned and the end 141 of the third pair of rails also lie in a plane which is parallel with the end of the main pair of rails 2 which is facing the three pairs of rails 5, 6, 14. Further, the second end 142 of the third pair of rail parts 14, i.e. the end facing the third pair of rails, lies in a plane which parallel with the end of the main pair of rails 2 which is facing the three pairs of rails 5, 6, 14. The switch is movable between three different positions in the direction (arrow C) which is parallel to the end of the main pair of rails 2 facing the three pairs of rail parts. The switching is accomplished in the same way as described before for the switch having two pairs of rail parts.

Fig. 4 shows a railway junction 100. It comprises a main track 2, i.e. a main pair of rails 2, connected to a switch 1 . The switch 1 is the same kind of switch described above in connection with Fig. 1 a, 1 b and Fig. 2, 2a-2e. The switch connects the main track to either a first secondary track 3, i.e. a first pair of rails 3 or a second secondary track 4, i.e. the second pairs of rails 4. The first and the secondary track 3 and 4 will cross each other at a cross point 200. At this cross point 200 is a cross point switching arrangement 1 ^' arranged and it is adapted to be arranged between a first part of said first and second secondary track 3, 4 and a second part of said first and secondary track 3^', 4^' where the path of one rail 36 of said first secondary track 3 and the path of one rail 46 of said second secondary track 4 intersects.

The cross point switching arrangement 1 ^' comprises a first rail part 23 and a second rail part 24 which are arranged to be movable in a direction which is parallel to an end 32 of said one rail 36 of said first part of said first secondary track 3 and to an end 42 of one rail 46 of said first part of said secondary track 4, which ends are facing said first rail part and a second rail part 23, 24. The two ends lies in the same plane and they are aligned. The first rail part 23 comprises a first end 31 which is facing said one rail 36 of said first part of said first secondary track 3. The second rail part 24

comprises a first end 41 which is facing said one rail 46 of said first part of said second secondary track 4. These first ends 31 , 41 lies in a plane which is parallel to the two ends of said one rails 36, 46 of said first parts of said first and said second secondary track 3, 4. Further, these ends are aligned.

Further, the ends 32, 42 of the rails 36, 46 of said first part of the first and second secondary track 3, 4 lie in a plane which is in an angle to a tangent to one of the rails 36, 46 of said first parts of said first and second secondary track 3, 4. The first rail part 23 comprises a second end 33 which is facing said one rail 36^' of said second part of said first secondary track 3^'. The second rail part 24 comprises a second end 43 which is facing said one rail 46 Of said second part of said second secondary track 4^'. Both second ends 33, 43 which are facing said one rails 36^', 46^'of said second parts of said first secondary track 3^' and said second secondary track 4^' respectively lies in a plane which is parallel to both first ends 31 , 41 of the first rail part 23 and the second rail part 24. That is, they lie in a plane which is parallel to the ends 32, 42 of said one rails 36, 46 of said first part of said first and second secondary track 3, 4, which ends are facing said first and second rail part. Further, the second ends 33, 43 are aligned. Here the first rail part 23 and said second rail part 24 is a arranged in a position wherein said second rail part 24 is aligned with said one rail 46 of said first part of said second secondary track 4 and one rail 46 Of said second part of said second secondary track 4'. When said first rail part 23 and said second rail part 24 are switched to the other position (not shown) said first rail part 23 is aligned with said one rail 36 of said first part of said first secondary track 3 and one rail 36^'of said second part of said first secondary track 3'. The cross point switching arrangement is movable between the two positions in the same way as the switch and it may further comprise the same parts, i.e. frame, slide arrangement etc, as described for before in connection with the switch described in connection to Fig. 1 a, 1 b, 1 , 2a-2e. The cross point switching arrangement may be regarded as a separate inventive switch, then the first part of the first and the second secondary track 3, 4 can be seen as a first part of a first and a second track 3, 4 and the second part of the first and the second secondary track 3^', 4^'can be regarded as a second part of the first and the second track 3^', 4.

When a train is driving on the main track 2 it will continue onto the switch 1 and it is guided by the second track part 6 to the second secondary track 4, i.e. a first part of the second secondary track 4 and in the cross point 200 the second rail part 24 is arranged so that it is aligned with the second part of the second secondary track 4^' so that the train can carry on forwards on that track 4^', i.e. the second part of the second secondary track. If the train shall drive straight forwards from the main track 2, the switch 1 will switch so that the first track part 3 will be aligned with the main track 2 and the first secondary track 3 (see fig. 1 a). The cross point switching arrangement 1 ^' in the cross point will also switch to its other position so that the first rail part 23 is aligned correctly so that the train can travel from the first secondary track 3 (the first part of the first second part 3) to the second part of the second track 3^'. After the cross point a second switch 300 is arranged. This switch has three track parts and it corresponds to the switch described in connection with Fig. 3. Further, all switches and the switch arrangement works on the same way if the train is coming in the opposite direction, for example if the train comes from the second part of the second secondary track 4^'and shall carry on to the main track 2. The invention has mainly been described above with reference to a few embodiments. However, as is readily appreciated by a person skilled in the art, other embodiments than the ones disclosed above are equally possible within the scope of the invention, as defined by the appended patent claims.

Claims

CLAIMS 1 . A switch (1 ) for a railway or a tramway or the like adapted to guide a vehicle from a main track (2) to one of at least a first secondary track (3) and a second secondary track (4) or the other way around,

c h a r a c t e r i s e d i n t h a t said switch (1 ) comprises a first track part (5) and a second track part (6), said first track part (5) and said second track part (6) are arranged to be movable in a direction which is parallel to an end (22) of said main track (2), which end (22) is facing said first track part (5) and said second track part (6), between a first position and a second position; and wherein when said first track part (5) and said second track part (6) are arranged in said first position said first track part (5) is aligned with said main track (2) and said first secondary track (3); and wherein when said first track part (5) and said second track part (6) are arranged in said second position said second track part (6) is aligned with said main track (2) and said second secondary track (4).

2. A switch (1 ) according to claim 1 , wherein said switch further comprises a carrier, said first track part (5) and said second track part (6) are fixed arranged to each other on said carrier which is adapted to be moved between said first and said second position.

3. A switch (1 ) according to claim 1 or claim 2, wherein said first track part (5) and said second track part (6) comprise first ends (51 , 61 ), which are facing said main track (2), said first ends (51 , 61 ) which are facing said main track (2) lie in a plane which is parallel to said end (22) of said main track (2).

4. A switch (1 ) according to any one of preceding claims, wherein said first track part (5) comprises a second end (52) which is facing said first secondary track (3), said second end (52) which is facing said first secondary track (3) lies in a plane which is parallel to said end (22) of said main track (2), and

said second track part (5) comprises a second end (62) which is facing said second secondary track (4), said second end (62) which is facing said second secondary track (4) lies in a plane which is parallel to said end (22) of said main track (2).

5. A switch (1 ) according to any one of preceding claims, wherein

said first track part (5) and said second track part (6) each comprises a first rail (53, 63) and a second rail (54, 64),

said first rail (53, 63) of both said first and second track parts (5, 6) comprises ends (51 , 61 ), which are facing said main track (2), and

said ends (51 , 61 ) of both said first rails (53, 63) which are facing said main track (2) are arranged adjacent to each other, with both said ends (51 , 61 ) aligned. 6. A switch (1 ) according to any one of preceding claims, wherein

said switch (1 ) further comprises a frame (7) to which said first and second track parts (5,

6) are movably arranged, said frame is adapted to be connected with said main track (2) and said first secondary track (3) and/or second secondary track (4).

7. A switch (1 ) according to claim 6, wherein said first and second track parts (5, 6) are movably arranged to said frame (9) via a movable slide (1 1 ) on said frame (7), said movable slide (1 1 ) is arranged underneath said first and second track parts (5, 6).

8. A switch (1 ) according to claim 6 in combination with claim 2, wherein said first and second track parts (5, 6) are movably arranged to said frame (9) via said carrier, wherein said carrier is a movable slide (1 1 ) on said frame (7), said movable slide (1 1 ) is arranged underneath said first and second track parts (5, 6).

9. A switch (1 ) according to claim 7 or 8, wherein said slide (1 1 ) is connected to a drive unit to accomplish said movement between said first and said second position .

10. A switch (1 ) according to claim 9 wherein said drive unit is a motor

1 1 . A switch (1 ) according to any one of claims 6-10, wherein a stop (12) is arranged on at least one side of the frame (8) to define a positive stop for said first and second track parts (5, 6) when first and second track parts (5, 6) are moved transversal to said main tracks (2).

12. A switch (1 ) according to any one of preceding claims, wherein said switch (1 ) further comprises a cross point switching arrangement (1 ^') adapted to be arranged between a first part of said first and second secondary track (3), (4) and a second part of said first and secondary track (3^'), (4^') where the path of one rail (36) of said first secondary track (3) and the path of one rail (46) of said second secondary track (4)intersects,

said cross point switching arrangement (1 ^') comprises a first rail part (23) and a second rail part (24) which are arranged to be movable in a direction which is parallel to an end (32) of said one rail (36) of said first part of said first secondary track (3) (3) and to an end (42) of said one rail (46) of said first part of said second secondary track (4) , which ends (32, 42) are facing said first rail part (23) and a second rail part (24), between a first and a second position, and

wherein when said first rail part (23) and said second rail part (24) are arranged in said first position said first rail part (23) is aligned with said one rail (36) of said first part of said first secondary track (3) and one rail (36^') of said second part of said first secondary track (3'); and

wherein when first rail part (23) and said second rail part (24) are arranged in said second position said second rail part (24) is aligned with said one rail (46) of said first part of said second secondary track (4) and one rail (46^') of said second part of said second secondary track (4').

13. Use of said switch (1 ) according to any one of preceding claims in a railway junction.