• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    In a rail switch with a trunk track and a branch track, wherein in each case one rail of each track is designed as a tongue rail (3) and can be moved in contact with the respective stock rail (1), the stock rail (1) has in the region of the contact of the tongue rail (3 ) has a modified driving edge course and the running edge (10) of the tongue rail (3) has a curve (6) whose imaginary extension with the running edge (2) of the stock rail (1) has an overlap or an undercut.
    公开号:AT512626A1
    申请号:T294/2012
    申请日:2012-03-09
    公开日:2013-09-15
    发明作者:Johann Ing Gsodam；Heinz Dipl Ing Ossberger
    申请人:Voestalpine Weichensysteme Gmbh；
    IPC主号:
    专利说明:

    09/03 2012 12:17 FAX +4315338250 HAFFNER & KESCHKANN ®004 / 026 09/03 2012 12:17 FAX +4315338250 HAFFNER & KESCHKANN ®004 / 026 »* • ♦» M * ♦ ** · «| • * * * »# · · · ·· ** ♦» ·· * · 1 * • · · · ·
    The invention relates to a rail switch with a trunk track and a branch track, wherein in each case a rail of each track is designed as a tongue rail and is movable in contact with the respective stock rail.
    When driving on a switch high forces act on the rails and in particular high lateral forces, which depend in particular on the radius of curvature and the deflection angle of the switch, on the speed at which the switch is driven, and on the axle load. These transverse forces must be largely absorbed by the tongue rail, particularly in inner curve turnouts, in which the branch track branches off from a curved trunk track towards the inside of the curve, due to the high inertial and centrifugal forces particularly high loads are observed, this leads to increased wear the tongue rail, whereby the life is greatly reduced. In addition, modern switches must be able to travel at very high speeds, which inevitably leads to tongue rails with long thin tips and, associated therewith, increased susceptibility to seizure. It has therefore been proposed several times to produce tongue rails made of special, wear-resistant materials or to harden by subsequent treatment,
    In the past, tongue rails were further proposed, which are reinforced in thickness to absorb shear forces safely, So are known from DE-OS 2,046,391 tongue rails whose tongue ends in the direction of the stock rails towards reinforcements, which have recesses on the Corresponding edge of the stock rail. The tongue rail engages in the state adjacent to the stock rail in the recesses of 09/03/2012 11:28
    No .: R747 P.004 / 026 09/03 2012 12:18 FAX +4315338250 HAFFNER * KESCHMANN @ 005/028 • Ψ e · «» Mlft • * • · ♦ · * e «• * e • * 4 * e * · · • • ♦ • · · # · # · α
    Back rail, so that there is a continuous edge in the transition region from the stock rail to the tongue rail. However, there is a weakening of the stock rail. From EP 40533 A2 it has also become known, in an area in which the tongue rail bears against the stock rail, to reduce the stock rail in the head and in the foot area in such a way that the tongue rail can be designed correspondingly to the rail head profile in this transition area , Even with this solution, however, the profile of the stock rail is greatly weakened, so there is an increased risk of breakage. In order not to reduce the cross section of the stock rail excessively and still achieve adequate reinforcement of the tongue rail, often the rail head profile of the stock rail in the tongue system area is milled down obliquely, as shown for example in DE-PS 487877.
    A further solution approach became known from WO 2004/003295 A1, in which a special course of the modification of the ______
    Back rail and one of the cutout corresponding shape of the tongue rail are shown.
    Overall, however, the proposals have become known to reinforce the cross section of the tongue rail, especially for the heavy traffic as not completely sufficient to call, as in some cases, a further improvement in the wear resistance of the tongue rails is desired and beyond by the decrease in material on the edge of the stock rail a reduced Stability of the stock rail results. 09/03/2012 11:28
    No .: R747 P.005 / 026 09/03 2012 12:18 FAX +4315339250 HAFFNER S KESCHMANN 1006/026 09/03 2012 12:18 FAX +4315339250 HAFFNER S KESCHMANN 1006/026
    3 * ♦ • ♦ «4 4 4
    The invention is therefore based on the object to further reduce wear on the tongue rail and at the same time to ensure high reliability and a high level of ride comfort.
    To solve this problem, a rail switch of the type mentioned is inventively further developed in that the stock rail in the area of the system of the tongue rail has a modified driving edge course and the running edge of the tongue rail has a curve whose imaginary extension with the driving edge of the stock rail has an overlap or undercut ,
    The change of the driving edge course is in this case designed in the sense of a temporary widening of the track, wherein this can be realized in different ways. In a first embodiment, the jaw rail head can be machined on one side in the region of the system of the tongue rail, so that an original profile of reduced width is obtained. Alternatively, in a second embodiment, the stock rail can be deflected out of the rail track in the region of the system of the tongue rail. In both cases it is advantageous if, at the point of maximum change of the running edge, a displacement of the running edge is shown original course by at least 10 mm, in particular by 10-15 mm,
    In both cases, the change in the course of the trajectory leaves room for one compared to a conventional tongue rail in the area of the system on the 09/03/2012 11:29
    No .: R747 P.006 / 026 09/03 2012 12:18 FAX +4315339250 HAFFNER & KESCHMANN @ 007/026 · ♦ ** * »* · ♦ · ·« «» «*
    ♦··· ^ 4 ··
    In the second embodiment with the bulging stock rail this space is provided in an advantageous manner not only by a milling of the stock rail in the region of the running edge, which is always accompanied by a decrease in material and therefore a weakening of the stock rail. The additional space for a reinforced in the area of the system tongue rail tip is rather kept free by deflecting the stock rail from the rail track, being understood by this track the imaginary course of the stock rail without the bulge. The stock rail is thus actually deflected in the area of the system of the tongue rail and at the end of the area of the system of the tongue rail deflected back into the imaginary course, whereby the running edge of the stock rail receives a corresponding bulge in this second Auaführungsform. With the exception of the usual milling in the area of the tongue rail system, the stock rail has the same profile shape or the same cross section in the area of the bulge as in the area before and after the extension.
    In order to achieve an improved wear resistance of the tongue tip over the prior art, it is further provided according to the invention that the imaginary extension of the curve of the driving edge of the tongue rail with the driving edge of the stock rail has an overlap or an undercut. For the geometry of the overlap and undercut of a tongue rail reference is made to the definition in NORM EN 13232-1. In both the overlapping and the undercutting design, the tongue rail is not in the sense of a tangential design of a switch to the stock rail 09/03/2012 11:29
    No .: R747 P.007 / 026 09/03 2012 12:19 FAX +4315339250 HAFFNER 8 KESCHMANN @ 009/026 · ♦ ·· * · * ♦ ···· · * ····· ** 4 ♦ · ♦ * * 4 * «·« 9 4 · · * 4 «· <t (• 44 ·· * 4«
    * * «4 · * ·· · * ^ · 9S introduced. In the overlapping embodiment, the tongue rail is rather designed so that the imaginary curve of the tongue rail extends into the region of the stock rail. In the undercutting embodiment, the tongue rail is designed so that the imaginary curve of the tongue rail remains spaced from the stock rail. In both cases, the tongue rail branches significantly steeper from the stock rail, i. with a larger deflection angle, than with a tangential approach to the stock rail, as shown for example in WO 2004/003295 Al, so that in the region in which the 2ungenschiene emerges from the space of the bulge, which range is also on the track flanges of a railroad track passing train, already a relatively thick profile of the tongue rail is present, so that the tongue rail in this area is more resistant and thus less susceptible to wear. The larger deflection angle also leads to a significantly shorter design of the switch,
    The greater deflection angle achieved by the overlapping or undercutting execution of the curve of the tongue rail would lead to a reduction in ride comfort in conventional turnout designs. In the context of the invention, however, this reduction in ride comfort is compensated by the modified in the tongue rail system driving edge course of the stock rail, resulting in an effect, as described in detail in EP 295573 Al, hit the invention thus succeeds to increase the deflection angle , which increases the tongue thickness in the area of impact of the flange and the length of the switch is shortened without reducing the ride comfort. 09/03/2012 11:29
    No .: R747 P.008 / 026 08/03 2012 12:19 FAX +4315339250
    HAFFNER &amp; KESCHMANN @ 009/026 * * «&lt; * ♦ * · »*» · ♦ ·
    A further improvement of the ride comfort is achieved according to a preferred development in that the tongue rail has an end portion with straight running edge, which adjoins the curve. Preferably, the straight running edge of the end portion in this case connects tangentially to the curve, whereby the tongue tip is formed reinforced.
    In order to ensure the best possible wear characteristics and on the other hand an acceptable ride comfort, the invention is preferably further developed such that the running edge of the tongue rail has a deflection angle of 0.3 * to 0.8 *, preferably 0.4 * with the running edge of the stock rail includes. To some extent, feeding the tongue rail at a more obtuse angle results in improved wear characteristics, but the ride comfort of the rail switch quickly decreases. The defined values for the secant angle were found by the applicant to be optimal for a satisfactory compromise between the mentioned properties.
    It is preferably provided that the tongue rail in the area of the system has a modified Fahrkantenverlauf the stock rail, in particular one of the bulge corresponding shape, which when driving a gentle power transmission is achieved by the tongue rail on the stock rail and above all asked by the Fahrkantenveränderung available Space is optimally utilized to form the contact area of the tongue rail with the largest possible material thickness. 09/03/2012 11:30
    No .: R747 P.009 / 026 09/03 2012 12:19 FAX +4315339250 HAFFMER * KESCHMANN ® 010/028 • 9999 9 9 · 9 9 • »9 9 • • 9 9 • 9 9
    A particularly thin 2ulaufende tongue tip is clearly exposed to rapid wear. The invention is therefore preferably designed such that the 2ungenschiene has a flattened tongue tip, so that the tongue tip has a relatively large material thickness from the beginning and therefore subject to only a relatively small wear. In the sense of further minimizing wear and increasing comfort, the invention is hereby developed to the effect that the tongue tip of the tongue rail lies in contact with the tongue rail on the stock rail within the bulge of the stock rail. In such an embodiment, the wheel flange of an impeller does not run against the tongue tip, as this is located within the bulge of the stock rail. The flange is only in a lying behind the tip of the tongue area of the tongue rail with this in contact, with a gentler deflection of the wheel flange takes place.
    The invention will be explained in more detail with reference to embodiments shown in the drawing. FIG. 2 shows a first embodiment of the invention, FIG. 3 shows a detail of the illustration according to FIG. 2, FIG 4 shows a sectional view along the line IV-IV of FIG. 1, FIG. 5 shows a sectional view along the line VV of FIG. 2,
    6 shows a second exemplary embodiment of the invention, FIG. 7 shows a third exemplary embodiment of the invention, and FIG. 6 shows a sectional view along the line VIII-VIII of FIG. 7.
    Figures 1, 2, 6 and 7 are by no means to be understood as to scale representations. Rather, 09/03/2012 11:30
    No.; R747 P.010 / 026 09/03 2012 12:20 FAX +4315339250 HAFFNER &amp; KESCHMANN @ 011/026 1 * ♦ ······································································································································································································································
    Clarification of essential for understanding the invention features certain dimensions exaggerated. in Fig. 1, 1 denotes a straight stock rail of a rail switch, the running edge is denoted by 2. The stock rail 1 basically has a straight rail track and accordingly has a straight running edge 2. Generally, the running edge of the rail is at the widest point of the rail head, which is measured at a predefined or standard vertical distance from the driving edge. Usually, the width of the baking rail head is measured here at a vertical distance of 10 to 20 mm, in particular 14 mm from the driving edge.
    In the area of the installation of the tongue rail 3, the stock rail 1 is deflected out of its straight course, so that it has a bulge 4, whereby the running edge 2 in this area receives a deviating from the imaginary, continuous rectilinear course .5 course. In this case, the rail profile remains completely in the area of the bulge 4 with the exception of conventional milled cuts in the region of the tongue rail system. The tongue rail 3 has a running edge 10 which, in the illustration according to FIG. 1, is guided in the sense of a tangent to the running edge 2 or 5 of the stock rail 1. This means that the curve of the tongue rail 3 and the running edge 10 tangentially to the imaginary, continuous straight course 5 of the running edge 2 of the stock rail 1 hugs.
    The design of a tongue device shown in Fig. 1 with the bulging stock rail 1 is also called FAKOP® 09/03/2012 11:31
    No .: R747 P.011 / 026 09/03 2012 12:20 FAX * 4315339250 HAFFNER ft KESCHMANN @ 012/028 * * «# *» «M« * * * · »4 * ·· * · · 4» * · * * * ·· «· (kinetic optimized design). The ride comfort is optimized in this design as follows. In principle, an ideal sinusoidal run is established during the running of a track due to the contours of the wheel and rail. Upon entry of the wheel in the tongue device of a conventional switch this sinusoidal but is disturbed. It comes to a jerky inclination of Radachee a rail vehicle and thus to a start of the wheel flange on the running edge of the tongue rail. An accidental, 'ail,' R 8narfi & 1s8fli! Bi18n8-e Ä5 results in a reduction in ride comfort. Due to the bulging of the stock rail by up to 15 mm, preferably by 10-15 mm, it is achieved that when passing through an axle, the points of contact between the wheel and rail on both sides of the axis lie approximately at the same point of the wheel cone. An optimal axis control in the tongue device is ensured. The sine run out of the track is approximately continued in the switch. Starting the wheel flange on the tongue rail is avoided or reduced to a minimum. Due to the bulging of the cheek rails, the -
    Tongue rails in the area of the tip thicker and thus obtain a higher stability and increased resistance to wear. By reducing the jerk when entering the tongue device driving comfort is significantly increased.
    The tongue device shown in Fig. 2 has a bulge 4 of the type described in Fig. 1, which has the same technical effect as described above. In this regard, reference is therefore made to the description of FIG. 1. Notwithstanding the training of FIG. 1, it can be seen that in the area of the bulge 4 09/03/2012 11:31
    No .: R747 P.012 / 026 03/03 2012 12:21 FAX +4315333250 HAFFNER * KESCHMANN @ 013/026
    Adjacent tongue rail 3 according to the present invention is not tangential, but is brought in such a way to the stock rail 1, that the dashed lines imaginary extension 6 of the curve of the running edge 10 of the tongue rail 3, the running edge 2 of the stock rail 1 cuts. The degree of overlap is denoted by a and expresses how far the point of contact of the imaginary extension 6 is offset to the rear with a parallel to the running edge 2 in comparison to the tangential design of the tongue rail (FIG. In other words, the overlap dimension a is that degree of overlap of the imaginary extension 6, which is achieved at the point where the tangent to the imaginary extension 6 runs parallel to the travel edge 2 of the stock rail 1. Due to the overlap, the deflection angle α of the tongue rail 3 is greater than in Fig. 1 and the length b of the switch, i. the distance between the beginning of the tongue 12 and the frog tip 13, is thereby shorter. In this case, the deflection angle α is understood to mean that angle which a tangent 11 at the end of the curved course of the running edge 10 to the running edge 10 encloses with the imaginary running edge 5 or 2 of the stock rail.
    Due to the overlapping design of the running edge 10, a greater material thickness of the tongue rail is already present in the region in which the wheel flange of a soft-traveling wheel contacts the tongue rail 3, as a result of which the wear of the tongue rail 3 is reduced. This can be clearly seen in a comparison of the cross-sectional views according to FIGS. 4 and 5, wherein the thickness or thickness of the tongue rail in the driving edge plane is denoted by c. 09/03/2012 11:31
    No .: R747 P.013 / 026 09/03 2012 12:21 FAX +4315339250 HAFFNER &amp; KESCHMANN @ 014/026 09/03 2012 12:21 FAX +4315339250 HAFFNER &amp; KESCHMANN @ 014/026 »·» · * »* *
    In Fig. 2 it can be further seen that the running edge 10 of the tongue rail 3 in the region of the tongue tip 7 has a tangential to the curve of the driving edge 10 subsequent rectilinear end portion 14 · This means that the tongue tip 7 in the foremost region of a curved course straight deviates, resulting in a larger deflection angle results. In the detailed illustration according to FIG. 3 this is better evident.
    In Fig. 3 the course of the running edge 10 of the tongue rail 3 is shown in detail. The running edge 10 has a curve, which is determined in the example shown here in the area shown by the radius R, so that it is a circular arc-shaped curve.
    The imaginary extension 6 of the curve is accordingly also determined by the radius R. Alternatively, the running edge 10 could also have the course of a clothoid, in which case the imaginary extension 6 would also run corresponding to this clothoid. In the embodiment according to FIG. 3, the running edge 10 of the tongue rail 3 follows said curve up to a point 15. At point 15, the running edge goes into a straight end section 14, the straight end section corresponding to a tangent 11 corresponding to the point 15 the curve is created. The angle α between the tangent 11 and the imaginary linear course 5 of the running edge 2 of the stock rail 1 represents the deflection angle α. It is evident that the deflection angle α in the case of the straight end portion is greater than when the running edge 10 to the tongue tip. 7 would follow the curve.
    In Fig. 3 is further seen that the tongue tip 7 of the tongue rail 3 according to a preferred embodiment 09/03/2012 11:32
    No .: R747 P.014 / 026 09/03 2012 12:21 FAX +4315339250 HAFFNER S KESCHMANN 0015/026 • · · «« · »# · •« ♦
    12 of the present invention flattened and thus less susceptible to wear.
    In FIGS. 4 and 5 it can be seen that the stock rail 1 has a chamfer 16 extending at an angle to the web B and the foot 9, and the tongue rail 3 may have a shape corresponding to the chamfer 16.
    In Fig. 6, an alternative embodiment is shown, in which the tongue rail 3, in contrast to the embodiment according to FIGS. 2, 3 and 5 is not overlapping, but undercutting ausgeftihrt. This means that the imaginary extension 6 of the curve of the running edge 10 neither cuts nor touches the running edge 2 of the stock rail 1. The ünterschneidungsmaß is denoted by d and expresses how far the point of contact of the imaginary extension 6 is offset with a parallel to the edge 2 in comparison tangential design of the tongue rail (Fig. 1) to the front. The trailing edge 10 follows the curve is bist ... to a point 15 at which the driving edge merges into a straight end portion 14, wherein the straight end portion of a tangent 11 corresponds, which is applied at point 15 to the curve. The angle α between the tangent 11 and the imaginary rectilinear curve 5 of the running edge 2 of the stock rail 1 represents the deflection angle α dar. Even with the undercut design results over the tangential design of FIG. 1, a larger deflection angle α and a greater thickness Tongue rail 3 in the driving edge plane.
    The modified embodiment of FIG. 7 corresponds to what the curve of the running edge 10 of the tongue rail 3 relates to the training of FIGS. 2 and 5. Thus it is 09/03/2012 11:32
    No .: R747 P.015 / 026 09/03 2012 12:22 FAX +4315339250 HAFFMER 6 KESCHKANN @ 016/026 ···································································································································································································································· 9 9 9 9 9 »· ·« + «· · · · * * * * # *· • · · · ·» 9 9 * · · * ···· * 3 v ·· around an overlapping tongue rail. In contrast to the education according to the Pig. 2 and 5, the change of the driving edge course of the stock rail 1 is now not achieved by a deflection of the jaw rails 1, but by the fact that the baking rail head is machined in the region of the system to the tongue rail 3 on one side. The machining is performed as an oblique chamfering 16 (Fig. 8) to such an extent that the jaw rail head width in the driving edge plane is reduced by 10-15 mm. The stock rail 1 is thus formed in the region of their investment in the tongue rail 3 with a comparison 2um outside the area lying area reduced width of the rail head, the width of the rail head from the beginning of the tongue 12 to a point 17 at which the impeller laterally with the tongue rail 3 comes into contact, decreases and increases in the adjoining area. The tongue rail 3 is formed reinforced to the stock rail 1 in accordance with the reduction of the width of the baking rail head in cross section. As a result ^ that now in the area of the system of the tongue rail 3 to the stock rail 1, the reduction of the width of the cheek rail cross section and the reinforcement of the tongue rail 3 is not uniformly strong, but in a first area increasingly and in a second, adjoining area is performed decreasing , the possibility is created to adapt the degree of reinforcement of the tongue rail 3 to the transverse force profile,
    The largest reinforcement of the tongue rail 3 thus takes place in the sensitive transition region of the load of the stock rail on the tongue rail and it is thereby achieved a cross-sectional increase and thus increasing the moment of inertia of the tongue rail so that the 09/03/2012 11:33
    No .: R747 P.016 / 026 08/03 2012 12:22 FAX +4315333250 HAFFMER 8 KESCHMANN 0017/026
    14
    Tongue rail can better withstand the increased lateral forces. The preferably continuous change in cross section avoids a sudden change in lane, so that the ride comfort is not negatively influenced and a shock loading of the rails is avoided.
    The embodiment according to FIGS. 7 and 8 can also be designed with an undercut tongue rail.
    In general, it should be noted that the invention is not limited to the interaction of a tongue rail with a jaw axis having a straight track. Rather, the invention is also applicable to a curved jaw splint, e.g. at inner bow turnouts. P.017 / 026 09/03/2012 11:33 no .: R747
    权利要求:
    Claims (7)
    [1]
    09/03 2012 12:22 FAX +4315339250 HAFFNER &amp; KESCHMANN ® 018/026 «··« 15 ► # * ·· ·· »· • · · ·« «*«

    1. rail switch with a trunk track and a branch track, wherein in each case a rail of each track is designed as a tongue rail and movable in contact with the respective stock rail, characterized in that the stock rail {1) in the area of the system of the tongue rail (3) has a modified edge profile and the running edge (10) of the tongue rail (3) has a curve (6) whose imaginary extension with the running edge (2) of the stock rail (1) has an overlap or an undercut. η wjh-h Anftnrnr.h 1. Characterized by the fact that the stock rail (1) in the area of the system of the 2ungenschiene (3) to form a bulge (4) is deflected from its track profile.
    [2]
    3. rail switch according to claim 1 or 2, characterized in that the tongue rail (3) has an end portion with a straight running edge (14), which adjoins the curve.
    [3]
    4. rail switch according to claim 3, characterized in that the straight running edge (14) of the end portion connects tangentially to the curve.
    [4]
    5. rail switch according to one of claims 1 to 4, characterized in that the running edge (10) of the tongue rail (3) has a deflection angle of 0.3 "to 0.8®, preferably 0.4® with the running edge (2) of Backing rail (1) includes. 09/03/2012 11:33 No .: R747 P.018 / 026 09/03 2012 12:23 FAX +4315339250 HAFFNER &amp; KESCHHANN 019/026 ·· »· · · 0000 0000 00 • · 0 0 0 0 0 0 0 φ • ♦ 0 0 • ·· * 0 * 0 • · 0 0 ♦ 1 • 00 0 • * • · ♦ · • 0 · * · * 0000 00, * * 0 0
    [5]
    6. rail switch according to one of claims 1 to 5, characterized in that the 2ungenschiene (3) in the region of the system to the stock rail (1) has a modified Fahrkantenverlauf the stock rail (1), in particular one of the bulge (4) corresponding shape ,
    [6]
    7. rail switch according to one of claims 1 to 6, characterized in that the tongue rail (3) has a flattened tongue tip (7).
    [7]
    8. rail switch according to one of claims 2 to 7, characterized in that the tongue tip (7) of the tongue rail (3) in contact the tongue rail (3) on the stock rail (1) within the bulge (4} of the stock rail (1) Rail switch according to one of claims 1 to 8, characterized in that the stock rail (1) below the running edge (2) has a chamfer to the web (8) and the foot (9) of the stock rail (1} chamfer and the tongue rail ( 3) has a chamfering shape Vienna, 9 March 2012 Applicant by: 09/03/2012 11:33 Haffner and Keschmann

    No .: R747 P.019 / 026
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA294/2012A|AT512626B1|2012-03-09|2012-03-09|Rail switch with a trunk track and a branch track|ATA294/2012A| AT512626B1|2012-03-09|2012-03-09|Rail switch with a trunk track and a branch track|
    AU2013230678A| AU2013230678B2|2012-03-09|2013-02-12|Rail switch having a main track and a branch track|
    BR112014022287-8A| BR112014022287B1|2012-03-09|2013-02-12|RAIL NEEDLE THAT HAS A MAIN WAY AND A BRANCH WAY|
    US14/382,575| US9453307B2|2012-03-09|2013-02-12|Rail switch having a main track and a branch track|
    CA2866751A| CA2866751C|2012-03-09|2013-02-12|Rail switch having a main track and a branch track|
    PCT/AT2013/000025| WO2013131112A1|2012-03-09|2013-02-12|Rail switch having a main track and a branch track|
    CN201380013121.3A| CN104302837B|2012-03-09|2013-02-12|Guideway switch with main orbit and branch road track|
    ZA2014/06423A| ZA201406423B|2012-03-09|2014-09-01|Rail switch having a main track and branch track|
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