Steel rail transportation frame and steel rail transportation assembly
By designing a bogie with backward movement and rotational motion margin and setting a buffer on it, the forward and backward movement problems caused by inertia in rail transportation are solved, and the stability of the rail and the operation safety of the vehicle are improved.
Patent Information
- Application Number
- CN202411787651.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-06
- Publication Date
- 2025-02-28
AI Technical Summary
In the existing rail transportation technology, 25-meter-long rails are prone to move back and forth due to inertia during transportation, resulting in poor rail stability and problems such as weight concentration and weight in vehicles.
A rail transport rack is designed, including two bogies, each bogie has a lower shelf body and a upper shelf body, which has a moving margin for forward and backward movement and circumferential rotation on the lower shelf body, and a buffer is provided on the bogie to provide a buffering effect when the rails move forward and backward.
By lifting the rails and providing a buffering effect, the rails can be avoided from rushing back and forth during transportation, the stability of the rails is improved, and the risk of rushing and stuttering of the vehicle is reduced.
Smart Images
Figure CN119527363A_ABST
Abstract
Description
Technical Field
[0001] The invention belongs to the technical field of rail transportation, and in particular relates to a rail transportation frame and a rail transportation assembly. Background Art
[0002] The 25-meter-long rails are mainly transported by straddling two ordinary flat railway cars. The main tool used is a six-point special bogie, and the rails are loaded in layers on the bogie. Currently, the bogies include dead-center bogies and movable-center bogies. Both the dead-center bogies and the movable-center bogies include a lower frame and an upper frame. A convex shaft is provided in the middle of the lower end of the upper frame, and the convex shaft is rotatably connected to the middle of the upper end of the lower frame. For the movable-center bogie, the rotation connection point between the lower frame and the upper frame can move forward and backward in the middle of the lower frame, while for the dead-center bogie, the connection point between the lower frame and the upper frame can only rotate. This results in a significant forward and backward movement of the rails under the action of inertia when the vehicle is braking or turning, the stability of the rails is poor, and the vehicle has problems such as weight concentration and unbalanced weight. Summary of the invention
[0003] In order to solve the above technical problems, the purpose of the present invention is to provide a rail transport frame which can lift the rails and has a buffering effect to prevent the rails from moving back and forth during transportation.
[0004] In order to achieve the above-mentioned purpose, the technical solution of the present invention is as follows: a rail transport frame, which is used to be arranged on two adjacent railway flat cars to support long strips of rails, including two bogies, and the two bogies are used to be respectively arranged in the corresponding middle parts of the length directions of the two railway flat cars, and the bogie has a lower frame body and an upper frame body, and the lower frame body is used to be installed on the corresponding railway flat car along the left-right direction, and the upper frame body is arranged along the left-right direction and installed on the corresponding lower frame body, and the upper frame body has a movable margin for moving along the front and rear directions and circumferential rotation on the corresponding lower frame body, and the rails are used to support the two upper frame bodies, and the upper frame body corresponding to at least one of the bogies has a front and rear buffering effect when moving forward and backward.
[0005] The beneficial effect of the above technical solution is that when the two railway flat cars are turning, braking or accelerating, the rails supported on the two bogies have room for swinging and moving forward and backward relative to the two railway flat cars. At the same time, when the railway flat cars are braking or accelerating, the bogies with buffering function can also buffer the rails to avoid the rails from moving forward and backward, thereby further preventing the railway flat cars from moving and stalling with the rails.
[0006] In the above technical solution, the two bogies are respectively the first bogie and the second bogie, the upper frame body and the lower frame body corresponding to the first bogie are respectively the first upper frame body and the first lower frame body, the upper frame body and the lower frame body corresponding to the second bogie are respectively the second upper frame body and the second lower frame body, and a buffer is also provided on the second bogie, and the buffer is used to provide front and rear buffering force to the second upper frame body.
[0007] The beneficial effect of the above technical solution is that the second bogie can apply a buffering effect in the front-rear direction to the corresponding second upper frame body.
[0008] In the above technical solution, a straight first insertion hole is provided in the middle of the first lower frame along the front-to-back direction, and a first convex shaft is vertically protruded in the middle of the lower end of the first upper frame. The first convex shaft is inserted into the first insertion hole, and the first convex shaft can move forward and backward or rotate in the first insertion hole to provide the first upper frame with room for movement in the front-to-back direction and circumferential rotation.
[0009] The beneficial effect of the above technical solution is that its structure is simple, so that the first upper frame can be easily disassembled and assembled with the first lower frame. At the same time, after the first upper frame is installed on the first lower frame, it can slide back and forth relative to the first lower frame, and can also rotate relative to the first lower frame.
[0010] In the above technical solution, a cavity is provided in the middle part of the second lower frame body, and a straight second socket is provided along the front and rear in the middle part of the upper end of the second lower frame body, the second socket and the middle part of the upper end of the cavity, the buffer is installed in the cavity, a second convex shaft is vertically protruded in the middle part of the lower end of the second upper frame body, the second convex shaft is inserted into the second socket, and the second convex shaft can move forward and backward or rotate in the second socket to provide the second upper frame body with a movable margin for movement in the forward and backward directions and circumferential rotation, and the buffer is used to provide the second convex shaft with a front and rear buffering force.
[0011] The beneficial effect of the above technical solution is that: in this way, the second upper frame can apply a buffering force through the buffer when it moves forward and backward, thereby offsetting the tendency of the rail to move forward and backward due to inertia.
[0012] In the above technical solution, two buffers are provided, and the two buffers are arranged in the cavity along the front-to-back direction, and the buffering ends of the two buffers are close to each other, and the second cam is located between the two buffers, and the two buffers are used to jointly provide front and rear buffering force to the second cam.
[0013] The beneficial effect of the above technical solution is that the two buffers jointly apply a buffering force in the front-to-back direction to the second upper frame, thus making the buffering effect better.
[0014] In the above technical solution, a sliding sleeve is also provided in the cavity of the second lower frame. The sliding sleeve is vertically arranged and slidably installed in the cavity along the front-rear direction, and is located between the two buffers. The inner hole of the sliding sleeve is communicated with the second plug hole, and the second convex shaft is used to be inserted into the sliding sleeve and can rotate relative to the sliding sleeve.
[0015] The beneficial effect of the above technical solution is that it makes it more convenient to install the second upper frame on the second lower frame.
[0016] The buffer described in the above technical solution is a non-Newtonian fluid buffer.
[0017] The beneficial effect of the above technical solution is that it has a good buffering effect, and when the second upper frame slides back and forth violently in an instant, the buffer can stop it, and when the second upper frame slides back and forth relatively gently, the buffer can play a buffering and shock-absorbing role.
[0018] A second object of the present invention is to provide a rail transport assembly which has a simple structure and has a good effect on supporting and placing the rails, while preventing the rails from moving back and forth.
[0019] In order to achieve the above-mentioned purpose, the technical solution of the present invention is as follows: a rail transport assembly, including a slide and the rail transport frame as described above, each section of the railway flat car is provided with a plurality of the slides, and the two bogies and the plurality of slides are used to jointly lift the rails on the two sections of the railway flat cars.
[0020] The beneficial effects of the above technical solution are: its structure is simple, so it can meet the loading needs of 25m long rails on two railway flat cars, and the rails have good stability during transportation, especially when the railway flat car passes through a curve, the two bogies can provide the rails with sufficient turning margin and forward and backward movement margin, and the bogies with buffering function can also prevent the rails from moving forward and backward when the railway flat car brakes or accelerates.
[0021] In the above technical solution, four rams are provided, and one ram is provided at each end of the upper end of each railway flat car.
[0022] The beneficial effect of the above technical solution is that the rails have a better supporting effect on each section of the railway flat car.
[0023] The steel rails in the above technical solution are multiple and the multiple steel rails are stacked in multiple layers.
[0024] The beneficial effect of the above technical solution is that multiple rails can be transported at the same time, thereby increasing the transportation volume. BRIEF DESCRIPTION OF THE DRAWINGS
[0025] Figure 1 is a schematic structural diagram of the bogie described in Example 1 of the present invention;
[0026] Figure 2 is a vertical view of the first lower frame body in Example 1 of the present invention;
[0027] Figure 3 A bottom view of the first upper frame in Embodiment 1 of the present invention;
[0028] Figure 4 is a side view of the first upper frame in Embodiment 1 of the present invention;
[0029] Figure 5 It is a schematic diagram of assembling the first upper frame and the first lower frame in Embodiment 1 of the present invention;
[0030] Figure 6 Another schematic diagram of assembling the first upper frame and the first lower frame in Embodiment 1 of the present invention;
[0031] Figure 7 is a top view of the second lower frame in Example 1 of the present invention;
[0032] Figure 8 This is a schematic diagram of the interior of the cavity of the second lower frame in Example 1 of the present invention;
[0033] Fig. 9 It is a schematic diagram of assembling the first upper frame and the first lower frame in Embodiment 1 of the present invention;
[0034] Fig.10 Another schematic diagram of assembling the first upper frame and the first lower frame in Embodiment 1 of the present invention;
[0035] Fig.11 This is a schematic structural diagram of the rail transport assembly according to Embodiment 2 of the present invention;
[0036] Fig.12 for Fig.11 Schematic diagram of the local structure in;
[0037] Fig.13 The figure is a schematic diagram of the distribution of rails on two railway flat cars when the two railway flat cars pass through a curve in an embodiment of the present invention.
[0038] In the figure: 1 bogie; 11 lower frame; 12 upper frame; 1a first bogie; 1b second bogie; 11a first lower frame; 111a first insertion hole; 12a first upper frame; 121a first cam; 11b second lower frame; 111b second insertion hole; 112b sleeve; 113b cavity; 12b second upper frame; 121b second cam; 13b buffer; 10 rail transport frame; 20 railway flat car; 30 rails; 40 ram; 50 pads. DETAILED DESCRIPTION
[0039] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention. In addition, it should be understood that the specific implementation methods described herein are only used to illustrate and explain the present invention, and are not used to limit the present invention. In the present invention, unless otherwise specified, the directional words used, such as "upper" and "lower", generally refer to the upper and lower parts of the device in actual use or working state, specifically the drawing direction in the drawings; while "inside" and "outside" refer to the outline of the device.
[0040] Example 1
[0041] like Figure 1-Figure 10 and Fig.13 As shown, the present embodiment provides a rail transport frame, which is used to be arranged on two adjacent railway flat cars 20 to support long strips of rails 30, including two bogies 1, the two bogies 1 are used to be respectively arranged in the middle of the two railway flat cars 20 corresponding to the length direction, the bogies 1 have a lower frame body 11 and an upper frame body 12, the lower frame body 11 is used to be installed on the corresponding railway flat car 20 along the left-right direction, the upper frame body 12 is arranged along the left-right direction and installed on the corresponding lower frame body 11, and the upper frame body 12 has a function of moving along the front-back direction on the corresponding lower frame body 11 to The steel rails 30 are used to be supported on the two upper frames 12, and the corresponding upper frames 12 on at least one of the bogies 1 have a front and rear buffering effect when moving forward and backward. In this way, when the two railway flat cars are turning, braking or accelerating, the steel rails supported on the two bogies have a swing and front and rear movement margin relative to the two railway flat cars. At the same time, when the railway flat cars are braking or accelerating, the bogies with a buffering effect can also buffer the rails to avoid the rails from moving forward and backward, thereby further preventing the railway flat cars from moving and stalling with the rails.
[0042] See Fig.13In this embodiment, the two upper frames have front and rear movable margins and rotation margins relative to the corresponding lower frames in order to adapt to the turning problem of the two railway flat cars when encountering a curve (mainly when the angle between the two railway flat cars is not a straight angle, the straight-line distance between the two upper frames may be shortened, but the supporting positions of the rails and the two upper frames remain unchanged. Therefore, when the angle between the two railway flat cars changes, the distance between the two upper frames must be able to be displaced and deflected accordingly, otherwise the rigidity of the rails will hinder the turning of the two railway flat cars and cause a safety accident).
[0043] It is well known that when a vehicle brakes, the cargo will jump forward due to inertia, and when the vehicle accelerates, the cargo will jump backward due to inertia (this forward and backward movement is extremely detrimental to normal driving safety). When transporting on rails, the forward and backward movement is also a relatively dangerous phenomenon. A slight movement may cause the railway flat car to stall when traveling on the track, while a larger movement may cause the railway flat car to become disjointed or even cause the rails to fall off the railway flat car. In this application, a buffer is added to the bogie to buffer the forward and backward movement of the rails.
[0044] In the above technical scheme, the two bogies 1 are respectively the first bogie 1a and the second bogie 1b, the upper frame body 12 and the lower frame body 11 corresponding to the first bogie 1a are respectively the first upper frame body 12a and the first lower frame body 11a, the upper frame body 12 and the lower frame body 11 corresponding to the second bogie 1b are respectively the second upper frame body 12b and the second lower frame body 11b, and the second bogie 1b is also provided with a buffer 13b, and the buffer 13b is used to provide front and rear buffering force to the second upper frame body 12b, so that the second bogie can apply a buffering effect in the front and rear directions to the corresponding second upper frame body.
[0045] In this embodiment, both bogies can have a buffering effect. In this case, both bogies adopt a structure similar to that of the second bogie. Of course, only one bogie can have a buffering effect. In this case, one bogie adopts the structure of the first bogie and the other bogie adopts the structure of the second bogie.
[0046] Among them, the structure of the first bogie is specifically as follows: Figure 2-Figure 6As shown, a straight first insertion hole 111a is provided in the middle of the first lower frame 11a along the front-to-back direction, and a first convex shaft 121a is vertically protruded in the middle of the lower end of the first upper frame 12a, and the first convex shaft 121a is inserted into the first insertion hole 111a, and the first convex shaft 121a can move forward and backward or rotate in the first insertion hole 111a, so as to provide the first upper frame 12a with a movable margin for movement in the front-to-back direction and circumferential rotation. The structure is simple, so that the first upper frame can be conveniently disassembled and assembled with the first lower frame. At the same time, after the first upper frame is installed on the first lower frame, it can slide forward and backward relative to the first lower frame, and can also rotate relative to the first lower frame.
[0047] Among them, the structure of the second bogie is specifically as follows: Figure 7-Figure 10 As shown, a cavity is provided in the middle of the second lower frame 11b, and a straight second plug hole 111b is provided along the front and rear in the middle of the upper end of the second lower frame 11b, the second plug hole 111b and the middle of the upper end of the cavity, the buffer 13b is installed in the cavity, and a second convex shaft 121b is vertically protruded in the middle of the lower end of the second upper frame 12b, the second convex shaft 121b is inserted into the second plug hole 111b, and the second convex shaft 121b can move forward and backward or rotate in the second plug hole 111b, so as to provide the second upper frame 12b with a movable margin for movement in the forward and backward directions and circumferential rotation, and the buffer 13b is used to provide the second convex shaft 121b with a forward and backward buffering force, so that the second upper frame can be applied with a buffering force by the buffer when it moves forward and backward, thereby offsetting the tendency of the rail to move forward and backward due to inertia.
[0048] Specifically, two buffers 13b are provided, and the two buffers 13b are arranged in the cavity along the front-to-back direction, and the buffering ends of the two buffers 13b are close to each other, and the second convex shaft 121b is located between the two buffers 13b. The two buffers 13b are used to jointly provide front-to-back buffering force to the second convex shaft 121b, so that the two buffers jointly apply a buffering force in the front-to-back direction to the second upper frame, thereby making its buffering effect better.
[0049] In the above technical solution, a sleeve 112b is further provided in the cavity of the second lower frame 11b. The sleeve 112b is vertically arranged and slidably installed in the cavity along the front-rear direction, and is located between the two buffers 13b. The inner hole of the sleeve is communicated with the second plug hole 111b. The second convex shaft 121b is used to be inserted into the sleeve 112b and can rotate relative to the sleeve 112b, so that the second upper frame is more convenient to install on the second lower frame (two buffers are provided in this embodiment, and the sleeve can be clamped between the damping ends of the two buffers, and the sleeve itself is slidably connected to the second lower frame. In the absence of external force, the two buffers can push the sleeve to be centrally distributed in the second plug hole. At this time, the buffer applies a buffering force to the material sleeve when it moves forward or backward).
[0050] The buffer 13b is a non-Newtonian fluid buffer with good buffering effect. When the second upper frame slides forward and backward violently in an instant, the buffer can stop it, and when the second upper frame slides forward and backward relatively gently, the buffer can play a buffering and shock-absorbing role.
[0051] The buffer end of the buffer described in this embodiment has a certain degree of elasticity, and the buffer is a corresponding end of a plurality of ribs circumferentially limited in the cavity.
[0052] In this embodiment, the lower frame and the upper frame can both be welded from I-beams and have a hollow rectangular structure.
[0053] In this embodiment, the structures of the first upper frame and the second upper frame are similar, or the two can be mixed.
[0054] Example 2
[0055] like Fig.11 and Fig.12 As shown, this embodiment provides a rail transport assembly, including a ram 40 and a rail transport frame 10 as described in Example 1, a plurality of rams 40 are arranged on each section of the railway flat car 20, and the two bogies 1 and the plurality of rams 40 are used to jointly lift the rails 30 on the two sections of the railway flat cars 20. The structure is simple, which can meet the loading requirements of 25m long rails on two railway flat cars, and the rails have good stability during transportation, especially when the railway flat car passes through a curve, the two bogies can provide sufficient steering margin and forward and backward movement margin for the rails, and the bogie with a buffering effect can also prevent the rails from moving back and forth when the railway flat car brakes or accelerates.
[0056] In the above technical solution, four rams 40 are provided, and one ram 40 is provided at each end of the upper end of each section of the railway flat car 20, so that the rails have a better supporting effect on each section of the railway flat car, wherein the ram is fixedly installed on the railway flat car.
[0057] The above technical solution has a plurality of rails 30, and the plurality of rails 30 are stacked in multiple layers, so that the plurality of rails can be transported simultaneously, thereby increasing the transport volume, wherein a plurality of pads 50 are spaced apart in the front-to-back direction between two adjacent layers of rails.
[0058] The embodiments of the present invention are described in detail above. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. At the same time, for those skilled in the art, according to the idea of the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present invention.
Claims
1. A rail transport rack, which is used to be arranged on two adjacent railway flat cars (20) to support long strips of rails (30), characterized in that: The invention comprises two bogies (1), wherein the two bogies (1) are respectively arranged at the corresponding middle parts of the length direction of the two railway flat cars (20), and the bogies (1) have a lower frame body (11) and an upper frame body (12). The lower frame body (11) is arranged on the corresponding railway flat car (20) along the left-right direction, and the upper frame body (12) is arranged on the left-right direction and installed on the corresponding lower frame body (11), and the upper frame body (12) has a movable margin for moving in the front-back direction and rotating in the circumferential direction on the corresponding lower frame body (11), and the rails (30) are used to be supported on the two upper frames (12), and the upper frame body (12) corresponding to at least one of the bogies (1) has a front-back buffering effect when moving forward and backward.
2. The rail transport rack according to claim 1, characterized in that: The two bogies (1) are respectively a first bogie (1a) and a second bogie (1b); the upper frame body (12) and the lower frame body (11) corresponding to the first bogie (1a) are respectively a first upper frame body (12a) and a first lower frame body (11a); the upper frame body (12) and the lower frame body (11) corresponding to the second bogie (1b) are respectively a second upper frame body (12b) and a second lower frame body (11b); a buffer (13b) is further provided on the second bogie (1b); the buffer (13b) is used to provide a front and rear buffering force to the second upper frame body (12b).
3. The rail transport rack according to claim 2, characterized in that: A straight first insertion hole (111a) is provided in the middle of the first lower frame (11a) along the front-to-back direction, and a first protruding shaft (121a) is vertically protruded in the middle of the lower end of the first upper frame (12a). The first protruding shaft (121a) is inserted into the first insertion hole (111a), and the first protruding shaft (121a) can move forward and backward or rotate in the first insertion hole (111a), so as to provide the first upper frame (12a) with a movable margin for moving in the front-to-back direction and rotating in the circumferential direction.
4. The rail transport rack according to claim 2, characterized in that: A cavity is provided in the middle of the second lower frame (11b), and a straight second plug hole (111b) is provided in the middle of the upper end of the second lower frame (11b) along the front and rear. The second plug hole (111b) and the middle of the upper end of the cavity, the buffer (13b) is installed in the cavity, and a second convex shaft (121b) is vertically protruded in the middle of the lower end of the second upper frame (12b). The second convex shaft (121b) is inserted into the second plug hole (111b), and the second convex shaft (121b) can move forward and backward or rotate in the second plug hole (111b) to provide the second upper frame (12b) with a movable margin for moving in the forward and backward directions and rotating in the circumferential direction, and the buffer (13b) is used to provide the second convex shaft (121b) with a front and rear buffering force.
5. The rail transport rack according to claim 4, characterized in that: Two buffers (13b) are provided, and the two buffers (13b) are arranged in the cavity along the front-to-back direction, and the buffer ends of the two buffers (13b) are close to each other, and the second convex shaft (121b) is located between the two buffers (13b). The two buffers (13b) are used to jointly provide the second convex shaft (121b) with a front-to-back buffering force.
6. The rail transport rack according to claim 5, characterized in that: A sliding sleeve (112b) is also provided in the cavity of the second lower frame (11b). The sliding sleeve (112b) is vertically arranged and slidably installed in the cavity along the front-rear direction and is located between the two buffers (13b). The inner hole of the sliding sleeve (112b) is communicated with the second plug hole (111b). The second convex shaft (121b) is used to be inserted into the sliding sleeve (112b) and can rotate relative to the sliding sleeve (112b).
7. The rail transport rack according to any one of claims 2 to 6, characterized in that: The buffer (13b) is a non-Newtonian fluid buffer.
8. A rail transport assembly, characterized in that: It comprises a ram (40) and a rail transport frame (10) as claimed in any one of claims 1 to 7, a plurality of rams (40) are arranged on each section of the railway flat car (20), and the two bogies (1) and the plurality of rams (40) are used to jointly lift the rails (30) on the two sections of the railway flat cars (20).
9. The rail transport assembly according to claim 8, characterized in that: Four rams (40) are provided, and one ram (40) is provided at each end of the upper end of each railway flat car (20).
10. The rail transport assembly according to claim 8, characterized in that: There are a plurality of the steel rails (30), and the plurality of the steel rails (30) are stacked in multiple layers.