Technical Area

The present invention relates to a symmetrical form of railway point’ s arrangement equipment having a locking mechanism which facilitates stock management and reduces the variety of spare materials, with the possibility of simultaneous use as right switch or left switch.

State of the art

Today, rail systems are one of the most widely used means of transport. The switchses used in railway lines are used for the guidance of vehicles on the line. In rail systems, the transition of the train from one rail line to another rail line is carried out by a system called switchses.

A simple switchs consists of three parts:

• Tongue assembly

• Intermediate rails

• Hub and counter rails

The part that enables the railway vehicles to change the way in a switchs is the "tongue assembly". The moving parts of the tongue assembly are called tongues, while the fixed rails are called reclining rails.

The railway vehicles move on the switchses in the direction of the track where the tongue and the rail are in contact with each other.

According to the position of the switchses, the incoming train is directed either in the direction it came from (normal position) or on the other line to which the switchs is connected (deviating position). In switchsing systems, the change of the track of the railway vehicles is realised by the movement of the tongue part of the switchses by human or electric power. There are many mechanisms known in the art for changing the position of the switchses. These are generally manual turning, mechanical (gear) systems driven by electric motors or hydraulic systems driven by electric motors.

Nowadays, switchs systems are mostly driven by electric motors. For the passage of the train to another rail line, the switchs is moved by the switchs motor and the passage of the train is provided. In switchsing systems, the switchsing of the track with electric power is provided by switchs motors which are part of the signalling system.

Switchs Motors are the mechanisms that change the position of the switchs by remote control and lock it to the end point and send the position information of the switchs to the signalling system.

In the current technique; switchs motors can be mounted on the right or left side of the switchs according to the geographical structure of the railway. They are named as right hand switchs motor and left hand switchs motor according to the mounting position of the switchs. In most of the existing switchs motors, they are manufactured separately as right hand switchs motor and left hand switchs motor in the factory.

For this reason, in the first production, railway survival is carried out and the required quantities of right and left switchs motors are determined in advance and two types of switchs motors are procured. This situation causes the necessity of keeping two different materials in spare material supply and makes the management of spare material stock difficult.

In the known state of the art, some railway switchs motor manufacturers provide the use of the same type of railway switchs motor as both right-type and left-type railway switchs motors in order to prevent this situation. However, it is difficult to make this change in the field and brings conditions for use in a workshop environment. In this case, the railway switchs motor can be used by changing in the workshop, but since this change takes a long time, there is a serious loss of time and labour.

In the present art, switchs motors in rail systems are used with or without reversing (two different types). In the present technique, the event that a rail vehicle coming to the switchses from the heel side, from the open tongue direction, passes over the switchses is referred to as a reversing of the rail vehicle.

The switchs motors that do not allow a reversing rail vehicle to pass through the switchs are called non-reversing switchs motors. The locking mechanism of non-reversing railway switchs motors holds the tongues with a holding force of 30 KN. In the event of a reversing event in a railway switch using these railway switchs motors, the railway switchs motor never releases the locking mechanism and does not allow the open and closed tongue to move. In such incidents, the switchs motor of a reversing rail vehicle applies a force in the opposite direction to the locking mechanism. In this case, the rail vehicle entering the switchs in reverse will either derail (the rail vehicle will leave the railway) or the switchs motor locking mechanism will be damaged.

In order to prevent derailment (derailment of a rail system vehicle from the railway) in the passage of a rail system vehicle passing through the switchs, if the force applied to the switchs motor locking mechanism in the opposite direction exceeds 9 KN, the switchs motors that allow the rail system vehicles to pass by moving the tongue with its own force by disrupting the locking mechanism of the switchs motor and releasing the switchs are called reversing switchs motors.

The use of reversing switchs motors is preferred at stations called terminals with plenty of manoeuvring. The pressing and pulling forces of this type of railway switchs motors are lower than other types of railway switchs motors. In this case, the closed tongue holding force of the railway switchs motor is determined as 9 KN. As mentioned above, when compared to the closed tongue holding force of 30 KN in railway switchs motors without reverse disengagement, there is a serious loss of power in the locking mechanisms of railway switchs motors with reverse disengagement.

In the present art; railway switchs motor manufacturers produce 2 types of railway switchs motors with or without reverse disengagement. There is no motor that has both reversing and non-reversing features at the same time. In addition, since their connection types to the rail are different, they cannot be used interchangeably, which increases the spare material in stock and makes stock management difficult. In the existing technique; the holding power of the non inverted switch motors is around 30KN, while the holding power of the inverted switch motors is around 9KN. This is due to the fact that the railway switchs motors are locked with the force of the reverse disengagement systems on them. In addition, there is a possibility of damage to the railway switchs motor or the railway switchs itself in the event of a reversing event.

In the present art; railway switchs motors are manufactured with fixed stroke or adjustable stroke. There is no railway switchs motor with both at the same time. This causes an excess of spare material in stock and difficulties in managing the stock.

It is seen that the current known railway switchs motors are designed and manufactured without separating the electrical parts and the mechanisms that control the locking and position. Especially when maintenance and troubleshooting works have to be carried out in rainy weather, the electrical components of the switchs motor are also exposed to rainfall. This situation may cause malfunctions in the electrical components of the switchs motors and may cause the possibility of exposure of the employees to electric current. This may endanger work and labour safety.

All railway switchs motors used in the known state of the art lock after completing the travelling distance. This locking mechanism locks inside the motor after completing the movement even when the railway switchs motor is not connected to the rail. In cases where the railway switchs motor is not connected to the tongue due to reasons such as breakage of the adapter that connects the railway switchs motor to the rail or breakage of the connection arms, when the railway switchs motor is moved, although the tongue of the railway switchs does not move, the drive arm moves and provides locking after completing the course distance. In this case, if the detector arm moves due to vibration or any other reason and the tongue moves to the desired position, there is a risk of giving feedback as if the tongue is closed even though it is not actually closed.

In the current technique; there is no equipment that the motorer, train dispatcher or employees can see the position of the switchs in the switchs motors used in places where there is a signalling system in rail systems. Especially at the stations where manoeuvring is carried out, with the aim of fast train formation operations, signalised train dispatching cannot be carried out from time to time, so only switchses are made and rail vehicles are dispatched with red passage.

In addition, in the ongoing signalling construction projects in the known state of the art, in cases where the switchs motors are assembled before the system is commissioned, the switchs motors are turned manually in order to continue the operation and the passage of the rail vehicles is ensured.

In both of the above-mentioned cases, undesirable situations such as carambol, derailment or reversing incidents may be encountered since it is not possible for the motorer, train organiser or employees to see whether the switchs motor is fully locked or not and in which position it is in.

For these reasons, rail operators need an equipment such as a switchs light which is not connected to the signalling system and is used in manually controlled switchses. The equipment that fulfils this need is called switchs notification panel.

Since no switchs position information can be obtained from any switchs motor currently in use to external equipment such as the switchs notification panels mentioned above, additional end position detectors can be installed by obtaining the position information of the switchs by using additional end position detectors. This extends the installation time of the switchs notification panel and brings additional equipment costs since additional equipment has to be used. In addition, since information cannot be obtained directly from the switchs motor and information is received through additional end position detectors, there is a risk that the switchs notification panel may not give an accurate notification in cases where the switchs motor is not locked but the tongue is closed from the end position detector.

In the known state of the art; switchsing mechanisms are available. An example is the patent/utility model application numbered TR2018/09366. The summary of this application is as follows: "The invention relates to a railway switchsing mechanism that enables the railway vehicle to change direction by providing a drive on the horizontal axis to the switchses so that the railway vehicles can change the route." However, even though the above application is in the same technical field as our invention, it has completely different elements and a completely different working method. The problems solved by our invention are not solved by the above application.

An example of a railway switchs changer mechanism in the state of the art is the patent/utility model application numbered KR101567043B1. The translated abstract of this application in machine language is as follows "A switchs point having an electronic clutch according to the present invention comprises a housing forming a housing cavity therein; a track switchsing point module arranged on an outer side of the housing for switchsing rails; a drive motor arranged in the housing cavity; a first flywheel connected to the drive motor by a first rotating shaft and having a magnet along its circumference for axially rotating the drive motor by the drive operation; and a second flywheel having a conductor facing the magnet along its circumference for rotation due to the induction of electromotive force relative to the rotation of the first flywheel, and arranged to be spaced from the first flywheel and connected to the pallet switchs point module by a second flywheel, second rotary shaft for driving the switchs point module,"

However, even though the above application is in the same technical field as our invention, it has completely different elements and a completely different working method. The problems solved by our invention are not solved by the above application.

In the state of the art; an example of railway switchs changer mechanisms is the patent/utility model application numbered W02020094345A1. The summary of this application translated into machine language is as follows: "the invention relates to a point machine assembly (1) having at least one movably arranged part and at least one lubricator for lubricating the part. In order to reduce the service effort required, the point machine assembly (1) according to the invention comprises at least one sensor device (4) whose measured values can be used to detect a characteristic variable representing a quantity of lubricant. The invention also relates to a method for spot diagnosis."

However, even if the above application is in the same technical field as our invention; it has completely different elements and completely different working method with our invention. The problems solved by our invention are not solved by the above application. As a result, due to the negativities described above and due to the inadequacy of the existing solutions on the subject matter, it has become necessary to make a symmetrical form of railway switchs sorting equipment with a locking mechanism.

Brief Description of Invent

The present invention relates to a symmetrical form of switch sorting equipment having a locking mechanism which fulfils the above-mentioned requirements, eliminates all disadvantages and brings some additional advantages.

The inventive railway switchs sorting equipment is unlike any other railway switchs sorting equipment currently used and has a locking mechanism positioned in the centre and the force, drive and detector system are symmetrically designed. Thanks to this symmetrical design, the drive and detector arms are designed to extend in both directions of the railway switchs motor case at the same time.

Thanks to this design of the railway switchs arrangement equipment, it can be used as both right railway switchs motor and left railway switchs motor without any changes in the internal equipment of the railway switchs arrangement equipment. For this purpose, it will be sufficient to install the output plate on the side where the railway switchs motor will be positioned and the housing box on the other side. With the aforementioned output plate, the housing box can be quickly and easily relocated in the field and the direction in which the railway switchs motor will be positioned is changed.

The use of the railway switchs motor of the railway switchs arrangement equipment we have designed as both the right railway switchs motor and the left railway switchs motor, and the fact that the change can be made immediately in the field in an easy and fast way has given our design a new feature that is not available in existing railway switchs motors. This allows any switchs motor in stock to be used as a right or left switchs motor, thus reducing the variety of spare materials and making stock management easier.

Rail system operators do not want the rail system vehicles, switchses and switchs motors to be damaged in case of reversal events. For this reason, at stations where the manoeuvring movements of rail vehicles are intensive, they have to prefer inverted switchs motors with a holding power down to 9 KN instead of non-inverted switchs motors with a holding power of 30 KN.

The inventive turnout adjustment equipment is designed to have a holding force of 30 KN in its entirety, regardless of whether it is a non-reversing or reversing turnout. This design saves the rail system operators from having to make a choice of non-reversing or reversing switchs motor and ensures that they do not sacrifice the holding power of 30 KN without losing the holding power.

This situation is summarised as follows. In the event of a reverse disengagement event, in our design, unlike other railway switchs motors, in order to dislodge the locking mechanism, if more than 9KN force is applied to the open tongue, the open tongue is given the opportunity to move and with this movement, the locking mechanism holding the closed tongue is dislodged, so the holding force of the closed tongue continues to be provided as 30 KN even in reverse disengagement railway switchs motors. In addition, since the locking mechanism is dislodged with the force applied to the open tongue when a reverse dislocation occurs, there is absolutely no damage to the railway switch motor or the railway switch itself when a reverse dislocation occurs in the railway switch motor we have designed.

With the inventive switchs levelling equipment, a new feature that is not available in existing switchs motors is gained.

Again, if the rail system operators demand a nonreversing switchs motor, the force arm mechanism of our design can be changed and it can be transformed into a reversing or nonreversing switchs motor. For this change, rail system operators do not need to send the switchs motor to the factory, this change can be made easily with their own facilities. Since this allows any switchs motor in stock to be used with or without reverse output, it reduces the variety of spare materials and makes stock management easier.

The inventive railway switchs levelling equipment is planned in such a way that only the force arm can be changed in a simple way to provide a fixed stroke or adjustable stroke. This change can be made on site and the variable stroke distance can be adjusted in a short time. This feature makes stock management easy by reducing the variety of spare materials. In the railway switch levelling equipment of the invention, the electrical components and mechanical components are placed separately and when the top cover is opened, there are two compartments inside. In malfunction and maintenance works carried out under adverse weather conditions, works can be carried out only in the compartment containing the mechanical equipment without opening the compartment containing the electrical components.

When the maintenance periods of electrical components and mechanical components are compared, the compartment with electrical components with less maintenance period is not unnecessarily exposed to adverse weather conditions.

Since the electrical components are located in the compartment with higher insulation, they provide protection against the exposure of maintenance personnel to electric current in the works that have to be carried out in adverse weather conditions and provide additional protection in terms of occupational safety and health.

In the railway switchs levelling equipment subject to the invention, we have another feature that is completely new and superior to other railway switchs motors and configurations. The locking mechanism of the railway switchs levelling equipment strictly controls the movement of the rail and the movement of the drive arm is terminated upon the contact of the tongue with the leaning rail, and locking is provided after the force arm continues its movement for some more time. With this locking, the flexibly designed mechanism for detecting the position of the railway switch is installed and this mechanism reports back the position information of the railway switch if the detector arms are in the appropriate position. Therefore, if the tongue of the railway switch does not move or does not completely adhere to the leaning rail, since the drive arm moves together with the force arm, the locking will not be provided and the flexibly designed railway switchs position sensing mechanism will not be installed. Therefore, position information will not be reported back. In any case, the inventive railway switchs adjustment equipment sends the position information in cases where one tongue is open and the other tongue is fully adhered to the reclining rail, and provides 100% real position information without error.

In the switchs levelling equipment of the invention, an outlet suitable for the switchs notification panel to take the position of the switchs without the need for additional equipment has been planned and a switchs notification panel connection box has been placed in the switchs levelling equipment.

Thanks to the output on this junction box, if required, the switchs notification panel can be connected directly to this output and receive the position information of the switchs, thus enabling faster installation in the field, avoiding the need for additional equipment costs and, in particular, providing the switchs position to the switchs notification panel with precise accuracy.

The structural and characteristic features and all the advantages of the invention will be more clearly understood with the figures given below and the detailed description written by making references to these figures, and therefore, the evaluation should be made by considering these figures and detailed description.

Figures that will help to understand the invention

The subject matter of this application; "symmetrical form railway switchs sorting equipment with locking mechanism" is shown in the attached figures and these figures are as follows;

Figure 1: Representative picture showing the inventive railway switch arrangement equipment (M) from the top.

Figure 2: Perspective representative picture of the inventive railway switchs arranging equipment (M).

Figure 3: Representative picture of the inventive railway switch arrangement equipment (M) with the case section removed.

Figure 4: Perspective representation picture of the force arm (1) in the inventive railway switch arrangement equipment (M)

Figure 5: Perspective representation picture of the drive arm (2) in the inventive railway switch arrangement equipment (M). Figure 6: Perspective representation picture of the detector arm (3) in the inventive railway switch arrangement equipment (M).

Figure 7: Perspective representation picture of the railroad sleeve (4) in the inventive railway switch arrangement equipment (M).

Figure 8: Perspective representation picture of the locking detection mechanism (5) in the inventive railway switch arrangement equipment (M),

Figure 9: Perspective representation picture of the locking guarantee mechanism (6) in the inventive railway switch arrangement equipment (M).

Figure 10: Perspective representation of the position contacts (7) in the inventive railway switch arrangement equipment (M),

Figure 11: Perspective representation picture showing the operation of the inventive railway switch arrangement equipment (M) step by step.

Figure 12: Perspective representation picture showing the operation of the inventive railway switch arrangement equipment (M) in stages from the reverse angle of the stages in Figure 11.

Figure 13: Perspective representation picture showing the operation of the inverted part of the inventive railway switch arrangement equipment (M) in a step-by-step manner.

"The drawings subject to the drawings are generally representative and do not necessarily have to be drawn to scale. Details not necessary for an understanding of the present invention may have been omitted. Furthermore, elements which are at least substantially identical or have at least substantially identical functions are indicated by the same number."

Description of Part References

Our invention, which is the subject of this application, titled "symmetrical form railway switch arrangement equipment with locking mechanism", is numbered as shown in the attached figures, and the part names corresponding to these numbers are given below; 1. Force arm

1.1. Slot

2. Drive arm

2.1. Protrusion

3. Detector arm

3.1. Notch

4. Railroad sleeve

5. Locking detection mechanism

6. Locking guarantee mechanism

7. Position contacts

8. View inspection window

9. Electric motor

10. Manual rotation handle

11. Motor stop contact

12. Hydraulic pump

13. Hydraulic piston

14. Exit plate

15. Enclosure cover

16. Mechanical equipment compartment

17. Electrical equipment compartment

18. Railway switch notification panel equipment connection box

19. Heater

M. Railway switch arrangement equipment

A. Point A

B. Point B

D. Point D

E. Point E

F. Train Detailed Description of the Invention

In this detailed description, the inventive "symmetrical railway switchs levelling equipment having a locking mechanism" is described solely for the purpose of better understanding of the subject matter and without any limiting effect.

In addition, some of the elements or process steps prepared to provide a better understanding of the invention may be used in different ways to ensure the integrity of meaning within the sentence. The elements or process steps used in different expressions actually represent the same numbered element or process step.

The inventive railway switch arrangement equipment (M) icluedes;

• a force arm (1) containing at least one slot (1.1) to which the hydraulic piston (13) is connected, which moves as far as the piston travelling distance and which moves it when the drive arm (2) enters the notch on it, and which enables the railway switch arrangement equipment (M) to lock by compressing the drive arm (2) into the railroad sleeve (4) when the drive arm (2) falls into the railroad sleeve (4),

• drive arm (2) containing at least one protrusion (2.1) which moves together with the force arm (1), which is connected to the tongues, which falls into the railroad sleeve (4) when the tongue contacts the reclining rail, and which, when the force arm (1) is pressed on it, compresses the railroad sleeve (4) and keeps the tongues locked in the holding force,

• detector arm (3), which is connected to the tongues, has two notches (3.1) on it, one of the notches (3.1) is used to detect that the tongue to which it is connected is closed and the other one is used to detect that the tongue to which it is connected is open, and the detector arm (3.1) is used to detect the position information of the railway switch when the locking detection mechanism (5) is applied to the notches (3.1) on it,

• railroad sleeve (4) which, together with the force arm (1) and the drive arm (2), locks the switch, locking detection mechanism (5) made of flexible material, which is established by pressing on the drive arm (2), where position information is obtained by entering the notch (3.1) when the locking guarantee mechanism (6) is allowed and the detector arm (3) comes across the notch (3.1), • locking guarantee mechanism (6) made of resilient material which, depending on the position of the force arm (1), allows the drive arm (2) to move into position in the railroad sleeve (4) and, after detecting that the force arm (1) has compressed the drive arm (2) into the railroad sleeve (4), transmits the movement to the view inspection window (8) by means of position contacts (7), allowing the locking detection mechanism (5) to move,

• position contacts (7) which receive the position information of the railway switch arrangement equipment (M) via the locking guarantee mechanism (6) and transmit it to the signalling system,

• view inspection window (8) , which receives the position information of the railway switch arrangement equipment (M) via the locking guarantee mechanism (6) and visually transfers it to the employees at the head of the railway switch arrangement equipment (M),

• electric motor (9), which converts electrical energy into circular motion and transmits it to the hydraulic pump (12) and is positioned connected to the manual rotation handle (10),

• manual rotation handle (10) for manual slewing of the railway switch arrangement equipment (M), on which the motor stop contact (11) is connected, positioned between the electric motor (9) and the hydraulic pump (12) and connected to their shafts,

• motor stop contact (11), positioned on the mechanism of the manual rotation handle (10), which is used to prevent the electrical operation of the railway switch arrangement equipment (M) by cutting the input energy of the railway switch arrangement equipment (M) when the manual rotation handle (10) is activated,

• hydraulic pump (12) which converts the mechanical energy obtained by the electric motor (9) into hydraulic pressure,

• hydraulic piston (13) which converts the hydraulic pressure obtained by the hydraulic pump (12) into motion energy and enables the force arm (1) to be moved,

• exit plate (14) for guiding the drive arms (2) and the detector arms (3) on the side where the railway switch arrangement equipment (M) is connected to the tongues,

• Enclosure cover (15) for closing and enclosing the drive arms (2) and detector arms (3) of the railway switch arrangement equipment (M), which continue to move on the side not connected to the tongues, • mechanical equipment compartment (16), which is the compartment of the railway switch arrangement equipment (M) containing mechanical equipment such as force arm (1), drive arms (2), detector arms (3), railroad sleeve (4), locking detection mechanism (5), locking guarantee mechanism (6) and hydraulic piston (13),

• electrical equipment compartment (17), which is the compartment containing parts such as position contacts (7), electric motor (9), manual rotation handle (10), motor stop contact (11), hydraulic pump (12) and railway switch notification panel equipment connection box (18) of the railway switch arrangement equipment (M),

• the switch notification panel equipment connection box (18), in which the position information of the railway switch arrangement equipment (M) is given so that the switchs notification panel equipment can be connected if necessary,

• heater (19), which is used to heat the environment to prevent ice and frost from forming on the railway switch arrangement equipment (M) and ensures its operation even in adverse weather conditions,

Force arm (1) is the part to which the hydraulic piston (13) is connected, which moves as far as the piston travelling distance and which moves the drive arm (2) when the drive arm (2) enters the notch on it and again when the drive arm (2) falls into the railroad sleeve (4), it compresses the drive arm (2) into the railroad sleeve (4) and enables the railway switch arrangement equipment (M) to lock.

Force arm (1); at least one.

Force arm (1); there is at least one slot (1.1) on it.

Drive arm (2); is the part that moves together with the force arm (1), is connected to the tongues and falls into the railroad sleeve (4) with the contact of the tongue with the reclining rail and keeps the tongues locked in the holding force by pressing the force arm (1) on the railroad sleeve (4).

Drive arm (2); at least one. There is at least one protrusion (2.1) on the drive arm (2). It is called dovetail in the literature. The mentioned protrusion (2.1) is in the form of a dovetail.

The detector arm (3) is the part connected to the tongues and has two notches (3.1). One of them is used to detect when the tongue to which it is connected is closed and the other one is used to detect when the tongue to which it is connected is open. It is the part which is used to detect the position information of the railway switch with the locking detection mechanism (5) to the notches (3.1) on it.

Detector arm (3); at least one.

Detector arm (3); there is at least one notch (3.1) on it.

Railroad sleeve (4); together with the force arm (1) and the drive arm (2), it is the part that enables the switch to be locked.

Locking detection mechanism (5) is the flexible part which is set up by pressing on the drive arm (2), and when the locking guarantee mechanism (6) permits and the detector arms (3) come across the notch (3.1), the position information is received by entering the notch (3.1).

The locking guarantee mechanism (6) is the flexible part which transmits the movement to the position contacts (7) and the view inspection window (8) by allowing the locking detection mechanism (5) to move after detecting that the drive arm (2) is fully inserted into the railroad sleeve (4) depending on the position of the force arm (1) and the force arm (1) compresses the drive arm (2) into the railroad sleeve (4).

Position contacts (7) is the part that receives the position information of the railway switch via the locking guarantee mechanism (6) and transmits it to the signalling system.

View inspection window (8) ; is the part that receives the position information of the railway switch via the locking guarantee mechanism (6) and visually transfers it to the employees at the head of the railway switch. Electric motor (9) is the equipment that converts electrical energy into circular motion and transmits it to the hydraulic pump (12). It is connected to the manual rotation handle (10).

Manual rotation handle (10); It is the equipment that enables manual rotation of the railway switch arrangement equipment (M). Motor stop contact (11) is connected on it and it is connected between the electric motor (9) and hydraulic pump (12) and their shafts.

The motor stop contact (11) is positioned on the mechanism of the manual rotation handle (10). It is the part that prevents the motor from working electrically by cutting the input energy of the railway switch arrangement equipment (M) when the manual rotation handle (10) is activated.

Hydraulic pump (12) is the equipment that converts the mechanical energy obtained by the electric motor (9) into hydraulic pressure.

Hydraulic piston (13) is the equipment that converts the hydraulic pressure obtained by the hydraulic pump (12) into movement energy and enables the force arm (1) to move.

Exit plate (14); is the part that provides the guidance of the drive arms (2) and detector arms (3) on the side where the railway switch arrangement equipment (M) is connected to the tongues. Enclosure cover (15); it is the equipment that enables the drive arms (2) and detector arms (3), which continue to move on the side of the railway switch arrangement equipment (M) not connected to the tongues, to be closed and enclosed.

Mechanical equipment compartment (16) is the compartment containing the mechanical equipment of the railway switch arrangement equipment (M) such as force arm (1), drive arms (2), detector arms (3), railroad sleeve (4), locking detection mechanism (5), locking guarantee mechanism (6) and hydraulic piston (13).

Mechanical equipment compartment (16) is, in short, the compartment containing the mechanical equipment. It is a solution not considered in any application in the present art.

The electrical equipment compartment (17) is the compartment containing the position contacts (7) of the railway switch arrangement equipment (M), the electric motor (9), the manual rotation handle (10), the motor stop contact (11), the hydraulic pump (12) and the switch notification panel equipment connection box (18).

The electrical equipment compartment (17) is simply the compartment containing contacts, motors, and other electrical and electronic equipment. It is a solution not contemplated in any embodiment in the present art.

In the railway switch arrangement equipment (M) of the invention, the electrical and mechanical components are placed separately, and when the top cover is opened, it consists of two compartments inside. During breakdown and maintenance work in adverse weather conditions, work can be carried out only in the mechanical equipment compartment (16) where the mechanical equipment is located without opening the electrical equipment compartment (17) where the electrical components are located.

Railway switch notification panel equipment connection box (18); It is the part where the position information of the railway switch arrangement equipment (M) is given in order to provide the connection of the railway switchs notification panel equipment when needed.

Heater (19); It is the part that is used to heat the environment in order to prevent ice and frost retention of the railway switch arrangement equipment (M) and allows it to operate even in adverse weather conditions.

Mode of operation of the railway switch arrangement equipment (M):

Stage 1: When electrical energy is supplied, the electric motor (9) converts it into circular motion and transmits it to the hydraulic pump (12). The hydraulic pump (12) converts this movement into hydraulic pressure and transfers it to the hydraulic piston (13) and converts the hydraulic pressure obtained in the hydraulic piston (13) into motion energy and enables the force arm (1) to move. In the first case, there is a drive arm (2) in one of the slots (1.1) on the force arm (1), while there is no equipment in the other slot (1.1). When the force arm (1) moves, after some movement together with the drive arm (2) in the slot (1.1), the locking is broken as soon as the slot (1.1) on the other force arm (1) is in line with the locked drive arm (2). The drive arm (2), which is clamped between the railroad sleeve (4) and the force arm (1), comes out of its place and takes its place in the force arm (1) and continues its movement together. This movement is transmitted to the tongue by means of the connecting arms and the tongues of the railway switch start to move. The movement of the drive arm (2) will also end when the tongue part of the railway switch contacts the reclining rail. In this case, since the hydraulic piston (13) continues its movement, the force arm (1) will also continue its movement. Since the drive arm (2) cannot move because the tongue is in contact with the reclining rail, the force arm (1) will come out of the slot (1.1) in the force arm (1) and enter its place on the railroad sleeve (4). In this case, since the force arm (1) continues its movement, by pressing on the drive arm (2) that enters its place on the railroad sleeve (4), the drive arm (2) will compress between the railroad sleeve (4) and the force arm (1), thus ensuring that the closed tongue of the railway switch is locked.

Stage 2: When the drive arm (2) completes the movement and starts to enter its place on the railroad sleeve (4), the locking detection mechanism (5) will be established by the pressure of the part we call swallow on the drive arm (2). In this case, the locking guarantee mechanism (6) does not allow the installed locking detection mechanism (5) to move until it is ensured that the force arm (1) compresses the drive arm (2) between the drive arm (2) and the railroad sleeve (4) to withstand the load of 30 KN. Once it is ensured that the force arm (1) provides sufficient compression force, the locking guarantee mechanism (6) will allow the locking detection mechanism (5) to move.

Stage 3: When the first force arm (1) mentioned in stage 1 starts to move, the tongues of the railway switch also start to move. The detector arms (3) connected to the tongues also start to move with the movement of the railway switchs tongues. The detector arms (3) also end their movement at the point where the movement of the tongues ends together with the contact of the tongue on the reclining rail.

Stage 4: At this point, the drive arms (2) and detector arms (3) have completed their movements, the force arm (1) has compressed the drive arm (2) with the railroad sleeve (4) with the required force, the locking guarantee mechanism (6) is sure that the locking is fully ensured and the locking detection mechanism (5) is installed. If the tongue of the railway switch and the rail are in contact with each other at the desired level, the notches (3.1) on the detector arms (3) will be directly opposite the locking detection mechanism (5), and the locking detection mechanism (5), which is ready to be installed, will move towards these notches (3.1) on the detector arms (3) and enter the notch (3.1).

Stage 5: When the locking detection mechanism (5) enters the slot (3.1) in the notches (3) in the detector arms (3), the locking guarantee mechanism (6) will make the same movement. The rod connected to the locking guarantee mechanism (6) will change position at the position contacts (7) of the railway switch arrangement equipment (M). By means of the positions of these position contacts (7), the position information of the railway switch arrangement equipment (M) is transmitted to the signalling system. At the same time, another rod, which is also connected to the locking guarantee mechanism (6), makes the same movement towards the view inspection window (8) , allowing the position of the railway switch to be seen through the view inspection window (8) .

Reverse Exit Procedure;

Step 1: The locked railway switch arrangement equipment (M) holds the closed railway switchs tongue with a holding force of 30 KN. In this case, a rail vehicle coming to the switchs from the heel side and experiencing a reversing incident comes to the switchs from the open tongue side. When this rail vehicle applies a force of more than 9 KN to the open tongue, the hydraulic piston (13) starts its movement in the opposite direction through the hydraulic system of the railway switch arrangement equipment (M) of our design. In this case, the force arm (1) connected to the hydraulic piston (13) also starts to move. As soon as the slot (1.1) in the force arm (1) is in line with the locked drive arm (2), the locking is broken. The drive arm (2), which is stuck between the railroad sleeve (4) and the force arm (1), comes out of its place and takes its place in the force arm (1) and continues its movement together. Now, since the locking is broken, the railway switchs tongues will be in a position suitable for the passage of the rail system vehicle with the force applied to the tongue by the rail system vehicle experiencing a reversal event, and the railway switch will continue to travel without damaging the railway switch arrangement equipment (M) or the railway switch itself.

The reversing process is illustrated in figure 13. Description of Figure 13:

Stage 1: If the railway switchs position is analysed, the tongue end shown in E is closed and the tongue end shown in D is open. When the area shown in C is examined, the drive arm (2) has entered its place in the railroad sleeve (4) and the force arm (1) has moved a little further on the drive arm (2), compressing the drive arm (2) into the railroad sleeve (4) and locking it. Therefore, our railway switch are locked in the normal position by holding the closed rail with a holding force of 30 KN. In this case, if the rails are followed, it can be seen that the train coming from direction A can pass the switchs normally. The train (F) coming from direction B will come from the opposite direction and in case it passes the switchs, a reversal will occur.

Stage 2: As soon as the train (F) coming from direction B advances, since the wheelbase of the trains is constant, it will try to make the open tongue towards itself by applying force in the closing direction. If the force applied by the train (F) is greater than 9 KN, since it will overcome the power of the hydraulic piston (13) of our switchs levelling equipment, the drive arm (2) connected to the open tongue shown at point D will start to move and therefore the force arm (1) will move.

Stage 3: As the train (F) continues to move, the drive arm (2) connected to the open tongue shown at point D will move together with the force arm (1) and the hydraulic piston (13). When the slot (1.1) in the force arm (1) is opposite to the protrusion (2.1) on the drive arm (2) connected to point E and holding the switchs levelling equipment locked, the drive arm (2) will come out of the railroad sleeve (4) and enter the slot (1.1) in the force arm (1) and break the locking of the switchs levelling equipment.

Stage 4: The unlocked switchs levelling equipment will now freely allow the train (F) to pass. In this case, the open tongue in the area shown with D is closed and the closed tongue in the area shown with E is opened and the reverse train (F) is allowed to pass without damaging either the switchs itself or our switchs levelling equipment and without the train (F) itself derailing.

Stage 5: As it is tried to be explained with the figures above, our switchs levelling equipment holds the drive arm (2) connected to the closed tongue with a force of 30 KN by compressing it between the force arm (1) and the railroad sleeve (4). Again, the open tongue is held by the hydraulic system with a force of 9 KN. Since the reversing event is provided through the open tongue, our railway switchs levelling equipment, unlike other railway switchs motors, has the feature of holding the closed tongue with 30 KN like a railway switchs motor without reversing at all times. Conversion of the right-left railway switch arrangement equipment (M);

Step 1: The exit plate (14), which guides the drive arms (2) and detector arms (3) of the railway switch arrangement equipment (M), is removed.

Stage 2: The enclosure cover (15), which ensures that the drive arms (2) and detector arms (3) of the railway switch arrangement equipment (M) on the side not connected to the tongues, are closed and enclosed, is removed from its place.

Stage 3: On the side where the railway switch arrangement equipment (M) is connected to the tongues, the exit plate (14), which guides the drive arms (2) and detector arms (3), is mounted on the side in which direction the railway switch arrangement equipment (M) is desired to operate.

Stage 4: Enclosure cover (15), which ensures that the drive arms (2) and detector arms (3) on the side of the railway switchs arrangement equipment (M) not connected to the tongues are closed and enclosed, is assembled on the opposite side of the railway switchs arrangement equipment (M) in which direction it is desired to operate. With these assemblies, the right - left transformation of the railway switch arrangement equipment (M) is completed.

Adjustment of the course distance of the railway switch arrangement equipment (M);

Step 1: The force arm (1) of the inventive railway switch arrangement equipment (M) actually consists of two symmetrical parts. The distance between the slots (1.1) formed on the force arm (1) determines the course distance of the force arm (1). By increasing or decreasing the distance between the slots (1.1) in the upper and lower parts of these force arms (1), the course distance of the railway switchs levelling device (M) can be adjusted.

Explanation of how the locking of the railway switchs levelling device (M) gives precise information in all cases:

Stage 1: working principles of our design of the railway switch arrangement equipment (M) As described in Stage 1, in order for the railway switch arrangement equipment (M) to lock, the movement of the drive arm (2) will end when the tongue of the railway switch contacts the reclining rail. In this case, as the hydraulic piston (13) continues to move, the force arm (1) will also continue to move. Since the drive arm (2) cannot move due to contact with the tongue resting rail, the force arm (1) will leave the slot (1.1) in the force arm (1) and enter its place on the railroad sleeve (4). In this case, since the force arm (1) continues its movement, by pressing on the drive arm (2) that enters its place on the railroad sleeve (4), it will compress the drive arm (2) between the railroad sleeve (4) and the force arm (1) and ensure that the closed tongue of the railway switch is locked.

Stage 2: If the drive arm (2) of the railway switch arrangement equipment (M) is not connected to the tongue of the railway switch in any way, it will continue its movement together with the movement of the force arm (1), and since the drive arm (2) is not subjected to a counter-force, it will not be able to leave the slot (1.1) in the force arm (1) and will not enter its place in the railroad sleeve (4).

Stage 3: Since the drive arm (2) will not start to enter its place on the railroad sleeve (4) in the opposite manner to that described in Stage 2 of the working principles of the inventive railway switch arrangement equipment (M), the part we call the swallow on the drive arm (2) will not press and the locking detection mechanism (5) will never be installed. Therefore, the working principles of the inventive railway switch arrangement equipment (M), the parts mentioned in Steps 4 and 5 will never work and the information that the railway switch do not lock in any direction will be received.

In alternative embodiments, the inventive railway switch arrangement equipment (M) can also be positioned so that the elements are in a vertical position with the railroad sleeve (4) in a vertical position.