Abstract: A railway turnout control method comprises: constructing a data space corresponding to a railway turnout area (101); adding a virtual railway turnout, in the data space, to an area in which a target turnback stopping point is located (102); adding the virtual railway turnout to a railway turnout list corresponding to a route along which a train drives into the area (103); and not releasing claim of the virtual railway turnout when the train stops at the turnback stopping point (104); Also provided is a railway turnout control system. The method and system can solve problems of deadlock of a turnback area and insufficient safety protection of crossed routes.

Abstract: A railway switch mechanism including first and second switch blades, wherein a switch point of each of the first and the second switch blades is vertically displaceable by means of a displacement mechanism in order to establish a switch movement in the respective switch point, wherein the respective displacement mechanism includes at least one pair of cooperating wedges having a lower wedge and an upper wedge, wherein at least one wedge of the at least one pair of cooperating wedges is arranged to be displaced in a direction substantially parallel to a longitudinal direction of the switch blade or parallel with a longitudinal direction of the switch mechanism, and wherein the switch blades are elastically deformable in the vertical direction or pivotally connected by hinged joints to first and second closure rails respectively for enabling the vertical displacement of the switch blades.

Abstract: The invention may be described as including a crossing panel assembly for a railway intersection, as well as a rail intersection design and a frog casting therefor. The present invention may be used for single and multiple crossings as will be appreciated from the description and drawings. The invention may be described as including a crossing panel assembly for a railway intersection, as well as a rail intersection design and a frog casting therefor. The present invention may be characterized as a frog containing panel system assembled with an array of castings that form a full flange bearing crossing to provide a rail intersection.

Abstract: The invention may be described as including a crossing panel assembly for a railway intersection, as well as a rail intersection design and a frog casting therefor. The present invention may be used for single and multiple crossings as will be appreciated from the description and drawings. The invention may be described as including a crossing panel assembly for a railway intersection, as well as a rail intersection design and a frog casting therefor. The present invention may be characterized as a frog containing panel system assembled with an array of castings that form a full flange bearing crossing to provide a rail intersection.

Abstract: In a switch including a switch frog (1) with a movable frog point (2) and wing rails (5, 6), wherein the wing rails (5, 6) in the region of the frog point (2) each have a rail profile which is lower than that of a standard rail, the wing rails (5, 6) are designed as Vignol rails whose region configured with a lower rail profile is produced by metal-forming departing from the Vignol rail profile.

Abstract: The invention is a frog panel assembly for a railway turn-out switch, as well as a rail intersection design and a frog casting therefor.

Abstract: The invention is a frog panel assembly for a railway turn-out switch, as well as a rail intersection design and a frog casting therefor.

Abstract: A method and system are provided for opening and securing a railroad frog. The system is provided with a body member and a plurality of attachment members, which are selectively securable with the body member. The attachment members are structurally configured to secure to different structural features along spring wing rails and fixed structures positioned opposite the spring wing rail. Manual actuation of a tensioning mechanism that is coupled with the body member advances opposing first and second attachment members toward one another, moving the spring wing rail into an open position. Wedge members, coated in a non-slip material are provided as an additional means for securing the spring wing rail in an open position.

Abstract: A rail switch frog (1) includes a movable frog point (5) slidingly guided within a base frame (2), which frog point is movable into abutment on the wing rails (6, 7) and laterally supported in its abutment positions by supporting elements (10) fixed to the base frame (2). An end-position securing device (12) is provided for resiliently pressing the frog point (5) in its abutment position against the wing rail (6, 7) and the supporting elements (10), which end-position securing device is arranged within the space delimited by the base frame (2) and is connected with the base frame (2), or the supporting elements (10), as well as with the frog point (5).

Abstract: An improved railroad frog, and method incorporating the same, for facilitating the intersection of rail lines in a more efficient, effective, and durable manner. In one aspect the invention is a railroad frog apparatus comprising: a body having flangeways that intersect; and at least one connection plug extending from the body for connecting to a running rail; the at least one connection plug having a cross-sectional profile that is substantially identical to a cross-sectional profile of the running rail. In another aspect the invention is a railroad frog apparatus having at least one flangeway having a floor with a convex surface formed of at least one arc. Such geometric surface shape of the floor reduces rail batter, undesirable vibration, and damage to train wheels.

Abstract: The invention relates to a curve path of a switch comprising switch tongues, a main track and a branch track, which curve path from the beginning of the curve path to the end of the curve path is comprised of several portions having different curvatures 1/R, R being the radius of curvature, wherein the coefficient of curvature &agr;=1/R/1/Rmin at the beginning of the curve path (&agr;A) and at the end of the curve path (&agr;E) is selected to be ≧0 and the point, or a region, in which &agr;=1 is located at a relative distance &ngr;=L/Lges≠0.5 from the beginning of the curve path, L being the distance from the beginning of the curve path and Lges being the length of the curve path.

Abstract: The rigid frog for switch points and crossings with two wing rails (1, 2) and a frog point (3, 6, 4, 5) arranged therebetween, which forms with the wing rails switch openings (11) that run at an acute angle relative to each other, is characterized in that the frog point and the wing rails are elastically joined by anchor clamps on each foot side to ribbed plates (247-253). The previous unit of a rigid frog with wing rails and HB bolted point is thus resolved to individual rails. The individual rails each have their own intrinsic elasticity so that the frog behaves like a normal rail in the track in terms of oscillation and damping behavior. The previously used filling plates are no longer required. Beneath the rails are plates with which a height adjustment, especially of the wing rails (1, 2), can be effected, so that wear of the traversed surface of the wing rails can be compensated for in terms of height by changing the thickness of the spacers. The spacers (42, 43) can be elastic.

Abstract: A railroad switch stand for moving a pair of switch points between two rails includes a vertically disposed spindle rotating about its principal axis and terminating adjacent its lower end in a stub shaft in which the spindle has a necked section of reduced diameter above the stub shaft including vertically aligned bench marks inscribed on the spindle immediately above and below the section of reduced diameter of the shaft, a horizontal crank threadingly engaged with the stub shaft and a connecting rod.

Abstract: An improved railroad trackwork spring wing frog assembly having a selectively releasable hold-open subassembly for the spring wing rail is provided with a combined compressible shock absorber and compression spring that are functionally connected to the assembly spring wing rail and to the assembly base plate, and that function to generate an opposing force in connection with opening movement of the spring wing rail and an augmented force in connection with closing movement of the spring wing rail.

Abstract: An improvement in a railroad switch stand of the general type in which a vertical spindle is mounted for rotation within a switch stand housing, a horizontally extending connecting rod is operatively connected at its one end to railroad switch points and at its other end to a crank, the crank is carried by a hub, the hub is mounted at the lower end of the spindle for rotation with the spindle and the hub is held in a fixed vertical position on the spindle by means of a cross pin that passes diametrically through the spindle and the hub. The improvement of the invention being a safety plate positioned immediately below the spindle to prevent the hub from sliding off of the spindle should the cross pin fail.

Abstract: A railroad frog assembly is provided with a spring wing rail multi-position holdback subassembly that continuously retains the spring wing rail in each spring wing rail open position when activated by the wheels of a railcar traversing the frog assembly, and that automatically deactivates the multi-position holdback subassembly and releases the spring wing rail from retention in an open condition and for complete closing after the last railcar wheel has passed through the frog assembly.

Abstract: A railroad frog assembly is provided with a spring wing rail latch holdback subassembly that continuously retains the spring wing rail in a spring wing rail fully open position when activated by the wheels of a railcar traversing the frog assembly, and that automatically deactivates the latch holdback subassembly and releases the spring wing rail from retention in an open condition and for complete closing after the last railcar wheel has passed through the frog assembly.

Abstract: An operating device for railroad switches, particularly for high-speed lines. To permit more stable positioning of the blades (A1,A2) and of the frog (C) of the switch, which in high-speed lines are of considerable length, in addition to the switching actuator (1) at the toes of the blades (A1,A2) and to that (3) of the frog (C), there are distributed along the blades (A1,A2) and along the frog (C) one or more further switching actuators (2,3'). The switching actuators (1,2) of the blades (A1,A2) and the switching actuators (3,3') of the frog (C) are of the hydraulic type and are controlled respectively by a hydraulic control unit (4,4').

Abstract: In a reversing device for the movable parts of a railway switch, in which movable wing rails are, in their end positions, alternately engaging the frog and are supported in their engaging positions by supporting rods extending in the longitudinal direction of the wing rails and which are slideably guided on the sleepers or, respectively, base plates, the supporting rods include at least one thrust support cooperating, for the purpose of shifting the wing rails relative to the frog, with thrust supports of the wing rails. In this case, at least one of the mutually cooperating surfaces of the thrust supports of a wing rail and/or supporting rod is formed of a wedge surface passing over into a supporting surface extending in essentially parallel relation to the longitudinal direction of the supporting rod. The supporting surface cooperates, in the position in which the wing rail contacts the frog, with the thrust support of the wing rail.

Abstract: In a railway switch comprising a frog having a movable main and auxiliary point, the main and auxiliary point are formed by using thick-web standard rail sections and asymmetric tongue profiles of smaller height as compared with the thick-web standard rail sections which are arranged as outer wing rails. The difference in height between the height of the main and auxiliary points and the height of the outer wing rails is greater than the height of the rail feet of the main and auxiliary points.

Abstract: In a reversing device for rails which are swivelable around a swivelling axis, or for movable frogs within the crossing area of a railway switch, the swivelable rails or, respectively, the movable frogs are supported in their position being in alignment with wing rails or, respectively, connecting rails or, respectively, being in contact with such rails by supporting ro)$