The invention relates to a point machine for a rail switch, comprising at least one switching mechanism, designed to transmit at least one switching force onto at least one switch point and at least one switching element, designed to transmit at least one switching force onto the switching mechanism. According to the invention, the at least one switching element is designed to convert a load which is moved by the switching element substantially in a longitudinal direction (L) relative to the switching element to a torque. The invention also relates to a switch point, a point device having said switch point, a rail switch comprising said point device, and a center buffer coupling and to a rail vehicle having said center buffer coupling and to a rail traffic system comprising the rail vehicle and the rail switch.

The invention relates to a point machine for a rail switch, comprising at least one switching mechanism, designed to transmit at least one switching force onto at least one switch point and at least one switching element, designed to transmit at least one switching force onto the switching mechanism. According to the invention, the at least one switching element is designed to convert a load which is moved by the switching element substantially in a longitudinal direction (L) relative to the switching element to a torque. The invention also relates to a switch point, a point device having said switch point, a rail switch comprising said point device, and a center buffer coupling and to a rail vehicle having said center buffer coupling and to a rail traffic system comprising the rail vehicle and the rail switch.

The embodiments herein provide an onboard track switching mechanism for a railroad vehicle to switch from one track to another. Currently available onboard railroad vehicle switching mechanisms employ complicated coordination between one or more switching wheels and complex control systems. Accordingly, system and method for enabling a railroad vehicle to switch tracks is disclosed. The system comprises a a running track that supports an automotive a switching track comprising a set of static components and a switching mechanism installed on the automotive. the switching mechanism configured for controlling the movement of one or more switching wheels such that when activated, the switching mechanism is configured to facilitate engagement of the one or more switching wheels with the switching track for carrying out a track changing operation for the automotive.

The embodiments herein provide an onboard track switching mechanism for a railroad vehicle to switch from one track to another. Currently available onboard railroad vehicle switching mechanisms employ complicated coordination between one or more switching wheels and complex control systems. Accordingly, system and method for enabling a railroad vehicle to switch tracks is disclosed. The system comprises a a running track that supports an automotive a switching track comprising a set of static components and a switching mechanism installed on the automotive. the switching mechanism configured for controlling the movement of one or more switching wheels such that when activated, the switching mechanism is configured to facilitate engagement of the one or more switching wheels with the switching track for carrying out a track changing operation for the automotive.

A transmission line 5 configured to be broken when it comes into contact with a rail 4 is installed on a disengagement prevention guide 1 attached to an axle box 3 of a railway vehicle. One end 5a and the other end 5b of the transmission line 5 are connected to a determination unit 6 to monitor continuity of the transmission line 5. In the event of a derailment, the determination unit 6 determines that a derailment has occurred when the disengagement prevention guide 1 makes contact with the rail 4 and the transmission line 5 breaks, thereby interrupting the continuity of the transmission line 5. This arrangement allows an accurate detection of a derailment, so as to prevent a railway vehicle from traveling when its wheels have become disengaged from a rail without an operator being aware of it, thus improving safety after the derailment occurs.

A transmission line 5 configured to be broken when it comes into contact with a rail 4 is installed on a disengagement prevention guide 1 attached to an axle box 3 of a railway vehicle. One end 5a and the other end 5b of the transmission line 5 are connected to a determination unit 6 to monitor continuity of the transmission line 5. In the event of a derailment, the determination unit 6 determines that a derailment has occurred when the disengagement prevention guide 1 makes contact with the rail 4 and the transmission line 5 breaks, thereby interrupting the continuity of the transmission line 5. This arrangement allows an accurate detection of a derailment, so as to prevent a railway vehicle from traveling when its wheels have become disengaged from a rail without an operator being aware of it, thus improving safety after the derailment occurs.

A transmission line 5 configured to be broken when it comes into contact with a rail 4 is installed on a disengagement prevention guide 1 attached to an axle box 3 of a railway vehicle. One end 5a and the other end 5b of the transmission line 5 are connected to a determination unit 6 to monitor continuity of the transmission line 5. In the event of a derailment, the determination unit 6 determines that a derailment has occurred when the disengagement prevention guide 1 makes contact with the rail 4 and the transmission line 5 breaks, thereby interrupting the continuity of the transmission line 5. This arrangement allows an accurate detection of a derailment, so as to prevent a railway vehicle from traveling when its wheels have become disengaged from a rail without an operator being aware of it, thus improving safety after the derailment occurs.

A transmission line 5 configured to be broken when it comes into contact with a rail 4 is installed on a disengagement prevention guide 1 attached to an axle box 3 of a railway vehicle. One end 5a and the other end 5b of the transmission line 5 are connected to a determination unit 6 to monitor continuity of the transmission line 5. In the event of a derailment, the determination unit 6 determines that a derailment has occurred when the disengagement prevention guide 1 makes contact with the rail 4 and the transmission line 5 breaks, thereby interrupting the continuity of the transmission line 5. This arrangement allows an accurate detection of a derailment, so as to prevent a railway vehicle from traveling when its wheels have become disengaged from a rail without an operator being aware of it, thus improving safety after the derailment occurs.

The invention relates to a point machine for a rail switch, comprising at least one switching mechanism, designed to transmit at least one switching force onto at least one switch point and at least one switching element, designed to transmit at least one switching force onto the switching mechanism. According to the invention, the at least one switching element is designed to convert a load which is moved by the switching element substantially in a longitudinal direction (L) relative to the switching element to a torque. The invention also relates to a switch point, a point device having said switch point, a rail switch comprising said point device, and a center buffer coupling and to a rail vehicle having said center buffer coupling and to a rail traffic system comprising the rail vehicle and the rail switch.