Cross track gap bridge type crossing device and method

Abstract

The invention discloses a cross track gap bridge type crossing device and method, and belongs to the technical field of factory track traffic. A cross rail gap bridge type crossing device comprises a gap bridge insertion section which is pressed on a main rail and is made of a steel rail. The gap bridge fixing ends correspond to the two ends of the gap bridge insertion section and are formed by permanent steel rails; a trapezoidal door opening matched with the main rail is formed in the center of the lower end of the gap bridge insertion section; the top end of the trapezoid door opening is not higher than the lower end of the rail head. According to the invention, the passing problem of the crossed track is solved quickly, efficiently and conveniently; mounting and dismounting are convenient and can be independently completed by a single person; the processing cost is low, and the later operation and maintenance cost is obviously reduced.

Description

Technical Field

[0001] This invention relates to the field of industrial park rail transit technology, and in particular to a cross-track bridge-type crossing device and method. Background Technology

[0002] Railway track crossings have dedicated turnouts. When a train is about to pass, the turnout is moved in advance to change the track and switch tracks. Vibration and a jerking sensation are felt when passing through the turnout. Track crossings within factory areas use a turnout turntable. The rails are mounted on the turntable, and a base is placed at the center of the two crossings. The turntable is mounted on the base. Before passage, the turntable is rotated to align the rails with the track that the train needs to cross, allowing the vehicle to cross the crossing section. A noticeable vibration and jerking sensation are also felt when passing through the turnout. This device comes in manual and electric versions, and its mechanism is relatively complex.

[0003] Railway turnouts and turnout turntables have complex structures, require fixed installation, experience significant vibration, and are costly. If used in factories, they have disadvantages such as occupying a large area and being inconvenient for passage. Summary of the Invention

[0004] The purpose of this invention is to address the shortcomings of the prior art by proposing a cross-track bridge-type crossing device and method.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: A cross-track bridge-type crossing device includes: A bridge insertion section made of steel rails, pressed onto the main rails; And the corresponding bridge insertion sections at both ends, and the fixed bridge ends consisting of permanent steel rails; The lower center of the bridge insertion section is machined to form a trapezoidal doorway that matches the main rail; the top of the trapezoidal doorway is not higher than the lower end of the rail head.

[0006] In some embodiments, the bottom end of the bridge insertion section is inclined on both sides to form a convex head; the bottom end of the bridge fixing end is formed into a concave seat that mates with the convex head; in the installed state, the outer inclined edge of the convex head is close to the concave seat, and the rail head side of the bridge insertion section, the bridge fixing end, and the upper tread are on the same plane.

[0007] In some embodiments, the pillow end of the bridge insertion section is machined on both sides to form an upper clip head, which is co-faced with the convex clip head and is integrally formed with the upper clip head; the pillow end of the bridge fixing end is machined on both sides to form an upper clip seat that cooperates with the upper clip head.

[0008] In some embodiments, the load-bearing capacity of the bridge insertion section is analyzed using finite element analysis.

[0009] A method for crossing cross-tracks by bridging: when the main track is in use, the bridge insertion section is removed and properly placed; when the secondary track is in use, the bridge insertion section is installed, and the outer bevel of the convex head is seamlessly contacted and bonded to the concave seat.

[0010] Compared with the prior art, the present invention provides a cross-track bridge-type crossing device and method, which has the following beneficial effects.

[0011] 1. This invention provides a quick, efficient, and convenient solution to the problem of passage between intersecting tracks; it is easy to install and dismantle, and can be completed independently by a single person; it has low processing costs and significantly reduces subsequent operation and maintenance costs.

[0012] Other advantages, objectives and features of the invention will be set forth in part in the description which follows; and in part will be apparent to those skilled in the art upon examination of the following description; or may be learned from practice of the invention. Attached Figure Description

[0013] Figure 1 This is a schematic diagram showing the status of the secondary rail being in operation.

[0014] Figure 2 This is a schematic diagram showing the status of the main track being in motion.

[0015] Figure 3 A top view showing the status of the secondary rail being in operation.

[0016] Figure 4 Schematic diagram of the bridge insertion section Figure 1 .

[0017] Figure 5 This is a schematic diagram of the side structure of the bridge insertion section.

[0018] Figure 6 This is a top view of the bridge insertion section.

[0019] Figure 7 This is a schematic diagram showing the cooperation state between the bridge insertion section and the bridge fixed end.

[0020] Figure 8 This is a bottom view showing the mating state of the bridge insertion section and the fixed end of the bridge.

[0021] Figure 9 This is a structural schematic diagram of the fixed end of the bridge.

[0022] Figure 10 This is a schematic diagram of a non-perpendicular intersection.

[0023] Figure 11 This is a top view of a non-perpendicular intersection.

[0024] Figure 12This is a schematic diagram of the second structure of the bridge insertion section.

[0025] Figure 13 This is a diagram showing the second structural fit-in state of the bridge insertion section.

[0026] Figure 14 This is a schematic diagram of the second structure of the fixed end of the bridge.

[0027] Figure 15 Effective element analysis of the load-bearing state of the bridge section (deformation diagram).

[0028] Figure 16 This is a schematic diagram of the relaxed state of the cam clamping mechanism.

[0029] Figure 17 for Figure 16 Partial internal view of the structure.

[0030] Figure 18 This is a schematic diagram of the pressed-down state of the cam clamping mechanism.

[0031] Figure 19 for Figure 16 Left view of part of the structure.

[0032] Figure 20 This is an exploded view of the cam clamping mechanism.

[0033] Figure 21 This is a schematic diagram of the swing state of the lateral displacement limiting component.

[0034] Figure 22 This is a side view of the swing state of the lateral displacement limiting component.

[0035] Figure 23 Explosion state of the lateral displacement limiting component Figure 1 .

[0036] Figure 24 This is a schematic diagram of the locked state of the pin.

[0037] Figure 25 Explosion state of the lateral displacement limiting component Figure 2 .

[0038] Figure 26 This is a schematic diagram showing the separation state of the lateral displacement limiting component and the pin.

[0039] Figure 27 This is a schematic diagram showing the installation status of the external positioning block.

[0040] Figure 28 This is a schematic diagram of the detached state of the extrapolation positioning block.

[0041] Figure 29 This is a schematic diagram of the lower structure of the push-out positioning block.

[0042] In the picture: 1. Main rail; 2. Bridge insertion section; 21. Upper clamp; 3. Bridge fixed end; 31. Upper clamp seat; 4. Trapezoidal doorway; 5. Protruding clamp; 51. Outer bevel; 52. Inner bevel; 53. Flat straight edge; 6. Recessed clamp seat; 7. Lateral shift limiting assembly; 71. Clamping plate; 72. Connector; 73. Slide rail; 74. Guide rail; 75. Insertion hole; 76. Pin shaft; 8. Cam clamping mechanism; 81. Extended pad; 82. Clamping shaft; 83. Stacked spring; 84. Rotating pressure plate; 85. Clamping cam; 86. Lever; 9. Outward push positioning block; 91. Bending section; 92. Clamping post; 93. Clamping groove; 94. Groove. Detailed Implementation

[0043] The technical solutions in the embodiments of the present invention will be clearly and completely described below. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0044] The characteristic of turnouts is to enable time-sharing passage of two intersecting tracks. Based on the occupancy time and importance of the two tracks, they can be divided into main tracks and auxiliary tracks. The main track can be set for constant passage, while the auxiliary track uses a manually installed crossing device. Factories or processing plants often have gantry cranes and transfer trolleys, and track intersections are inevitable in limited spaces. This invention relates to a track arrangement method when two tracks intersect and pass intermittently; it is particularly suitable for scenarios where gantry crane tracks and transfer trolley tracks are intersected in factories.

[0045] Reference Figures 1-14 A cross-track bridge-type crossing device includes: a bridge insertion section 2 made of steel rail and placed on the main rail 1; and bridge fixed ends 3 made of permanent steel rails corresponding to both ends of the bridge insertion section 2. The lower center of the bridge insertion section 2 is machined to form a trapezoidal doorway 4 that mates with the main rail 1; the top of the trapezoidal doorway 4 is not higher than the lower end of the rail head.

[0046] like Figure 1 As shown, bridge insertion section 2 is installed when the secondary rail is in use, and the wheels cross the main rail; like Figure 2 As shown, the bridge insertion section 2 can be removed when the main rail is in use without affecting the normal use of the main rail.

[0047] Both the bridge insertion section 2 and the bridge fixing end 3 are made of finished steel rails. Appropriate specifications are selected based on the shape of the wheel tread to match cylindrical or conical tread wheels. The stress on the rail differs for the two wheel types; therefore, this application provides two sets of mutually compatible bridge insertion sections 2 and bridge fixing ends 3. Figures 1-9 As shown, this is the first technical solution; Figures 10-14The image shows the second technical solution. The first solution is suitable for cylindrical tread wheels; theoretically, the lateral force generated by the wheel when traveling in a straight line is zero; therefore, the load-bearing pressure on the track will be lower.

[0048] The specific details of the first plan are as follows.

[0049] Bridge Insertion Section 2: Select a suitable length of steel rail, with a weight suitable for manual installation, and fabricate Bridge Insertion Section 2. Both ends of Bridge Insertion Section 2 are vertical cut surfaces (rectangular in the side view of the rail) or inclined cut surfaces sloping downwards towards the inner end (inverted trapezoidal in the side view of the rail); vertical cut surfaces are preferred as they are easier to process and use, and provide greater stability at the lower end. It should be noted that this refers to the end face of Bridge Insertion Section 2 being either vertical or inclined (larger at the top and smaller at the bottom), before the convex clamp head 5 has been fabricated.

[0050] The lower part of the bridge insertion section 2 is processed into a trapezoidal portal 4 according to the cross-sectional shape of the intersecting rails; the height of the portal should not be greater than the rail head part to ensure the load-bearing performance and that the wheel flange does not interfere with the tread of the rail (main rail) being crossed during passage; the trapezoidal portal 4 is opened in the rail web and rail bottom part; a gap of 2~3mm is reserved between the top of the trapezoidal portal 4 and the main rail 1, and the top and side surfaces of the trapezoidal portal 4 are rounded.

[0051] The bottom end of the bridge insertion section 2 is inclined on both sides to form a convex locking head 5. For example... Figure 4 , 6 As shown, both ends are machined into a convex shape with an angle, which is smaller at the front and larger at the back, and appears as a trapezoid when viewed from above; the machined cut surface is a vertical surface.

[0052] It should be noted that the flat, straight edge 53 (the upper edge of the trapezoidal structure) of the convex head 5 is greater than the thickness of the rail web.

[0053] Preferably, the flat, straight edge 53 of the convex clamp 5 is slightly larger than the width of the rail head (not necessary, the convex clamp 5 is at the bottom, so there will be no interference with the rail head when it is inserted or removed), which makes it easier to process.

[0054] It should be noted that the hypotenuse of the trapezoid exists only at the bottom of the rail (without cutting the rail web).

[0055] Furthermore, short straight edges are formed on both sides of the tail end of the convex head 5; these short straight edges exist only on the bottom of the rail, further reducing collision contact during assembly and disassembly.

[0056] Furthermore, to facilitate insertion, the bottom edge of the protruding card head 5 is rounded or chamfered.

[0057] like Figure 8 As shown, this can further reduce the contact between the parts during disassembly and assembly (the rounded corners and chamfers have a guiding function, automatically guiding the insertion and positioning).

[0058] Bridge fixed end 3: Bridge fixed end 3 is part of the permanent rail; one end connects to bridge insertion section 2, and is machined into a concave shape with a larger front and smaller rear, appearing as an inverted trapezoid when viewed from above, to fit the end of bridge insertion section 2; the other end is used as a permanent rail. For example... Figure 9 As shown; the bottom end of the bridge fixing end 3 is machined to form a concave card seat 6 that mates with the convex card head 5.

[0059] Furthermore, to facilitate insertion, the upper edge of the recessed card holder 6 is chamfered.

[0060] The bridge insertion section 2 is assembled with the bridge fixed end 3: the bridge insertion section 2 is installed in the trapezoidal groove (recessed seat 6) of the bridge fixed end 3; in the installed state, the outer inclined edge 51 of the convex head 5 is close to the recessed seat 6, and the rail head side and the upper tread of the bridge insertion section 2, the bridge fixed end 3 are on the same plane.

[0061] Specifically, a gap of 0.5 to 1.0 mm is reserved between the inner bevel 52 and the flat straight edge 53 of the convex clamp 5 and the concave clamp 6; the gap is preferably pre-made at both ends of the convex clamp 5 of the bridge insertion section 2; the outer bevel 51 fits seamlessly with the concave clamp 6 to ensure that the rail head sides of the bridge insertion section 2 and the bridge fixed end 3 are on the same plane when subjected to the wheel flange side pressure.

[0062] It is understandable that the gap is reserved to facilitate assembly; after the bridge insertion section 2 is lowered into place, the bridge insertion section 2 is pushed outward by tools or manpower, so that the outer bevel 51 of the convex head 5 fits seamlessly with the concave seat 6.

[0063] In some embodiments, the sides of the trapezoidal doorway 4 are inclined, forming an outwardly expanding opening shape that is smaller at the top and larger at the bottom.

[0064] Understandably, it is not only easier to install, but also more compatible with the structure of the main rail 1 (generally, the width of the rail head is smaller than the width of the sleeper bottom).

[0065] like Figure 1 , 2 As shown; the rails are installed in a cross pattern: the bridge insertion section 2 and the bridge fixed end 3 are made of the same type of steel rail and are used as secondary rails; the trapezoidal doorway 4 reserved in the lower part of the bridge insertion section 2 is used as the main rail through.

[0066] It is understandable that the installation height of the bridge insertion section 2 needs to be controlled; The mounting surface of the secondary rail is higher than the mounting surface of the main rail by one H value; the mounting surface height of the bridge insertion section 2 .in, The height of the main rail; This is the gap between the top surface of the trapezoidal doorway and the main track. The height of the pillow in the bridge insertion section; This refers to the height of the bridge insertion section.

[0067] After the main rail is installed, two secondary rails are then installed.

[0068] Taking a perpendicular intersection as an example: Install two bridge fixing end sections 3 on both sides of the main rail; keep the concave brackets 6 of the bridge fixing end 3 symmetrical to the cross section at the intersection of the main rail, so that the distance between the symmetrical "concave" grooves is equal to the length of the bridge insertion section 2 plus 1~2mm (twice the reserved gap); install rail pads and pressure plates 5~10mm away from the "concave" groove of the bridge fixing end 3, and connect and fix them to the rail foundation with standard parts such as anchor bolts. Install the bridge insertion section 2 from top to bottom, and after checking that it can be easily inserted and pulled out and that the gap is uniform and qualified, it can be put into use.

[0069] How to use: During normal vehicle traffic periods on the main rail (such as...) Figure 2 As shown), remove and properly store the bridge insertion section 2 to ensure unobstructed connection of the main rail; when the secondary rail is in use, install the bridge insertion section 2 from top to bottom into the recessed bracket 6 of the secondary rail bridge fixing end 3 (as shown). Figure 1 As shown in the image, passage is permitted.

[0070] Installation and removal steps for bridge insertion section 2: 1. Take out the bridge insertion section 2 from the storage location and move it above the auxiliary rail bridge fixed end 3; 2. Hold the rail head parts on both sides of the trapezoidal doorway 4 of the bridge insertion section 2 with both hands, align them with the recessed bracket 6 of the bridge fixing end 3, and install from top to bottom; first insert the bottom part of the rail and then slowly lower it so that the rounded corner of the bottom surface of the rail of the bridge insertion section 2 enters the pre-made chamfer on the bottom of the rail of the bridge fixing end 3; after aligning, gently release both hands at the same time, and it will automatically sit in the recessed bracket 6 under the action of gravity; 3. Pry the bridge insertion section 2 to the outside so that the outer inclined edges 51 at both ends are in seamless contact with the outer inclined edges of the recessed card seat 6 of the bridge fixing end 3 and are attached to one piece. 4. After the two bridge insertion sections 2 are installed and in place, personnel should evacuate to a safe distance before directing vehicles to pass on the secondary rail; 5. After the vehicles on the secondary rail have passed through, the operator holds the rail head parts on both sides of the trapezoidal portal 4 of the bridge insertion section 2 with both hands and gently pulls it out from bottom to top, then puts it back in the storage location to ensure that vehicles on the main rail can pass through without obstruction.

[0071] The details of the second scheme are as follows. The second scheme is applicable to conical treads; when a wheel with a conical tread travels in a straight line, the lateral force generated is theoretically about 1 / 10 of the load; it is also suitable for two tracks that are arranged in a non-perpendicular manner to enhance stability.

[0072] Bridge Insertion Section 2: Select a suitable length of rail, with a weight suitable for manual installation, and fabricate Bridge Insertion Section 2. At the corresponding angle direction of the intersection of the transverse center plane of Bridge Insertion Section 2, the lower middle part of Bridge Insertion Section 2, where the rail head cross-section needs to be crossed, is processed into a trapezoidal portal 4. The height of the portal should not exceed the rail head portion to ensure load-bearing capacity and prevent interference between the wheel flange and the tread of the crossed rail (main rail) during passage. The trapezoidal portal 4 is located at the rail web and bottom. A 2-3mm gap is reserved between the top of the trapezoidal portal 4 and the main rail 1, and the top and sides of the trapezoidal portal 4 are rounded.

[0073] Compared to the first scheme, the pillow end processing of the bridge insertion section 2 and the bridge fixing end 3 has been added.

[0074] Specifically, the pillow end of the bridge insertion section 2 is co-processed with the convex head 5 on both sides to form a trapezoidal upper head 21, and the upper head 21 is not smaller than the convex head 5, so that the corresponding upper seat 31 does not interfere with the vertical placement and removal of the convex head 5. Figure 12 , 13 As shown, the two ends of the bridge insertion section 2 are processed into a convex shape with a slope, which is smaller at the front and larger at the back, and appears as a trapezoid when viewed from above.

[0075] It is important to note that the width of the trapezoidal upper side (short side) of the upper clamp 21 should ideally be 1 / 3 to 1 / 2 of the rail head width, and not less than the rail web thickness; this ensures that the rail head receiving portion can withstand the lateral force of the conical tread wheel. For example, the trapezoidal upper side (short straight side) of the upper clamp 21 should be 3 to 5 mm smaller than the rail head width; and the trapezoidal upper side (short straight side) of the upper clamp 21 should be 5 to 10 mm larger than the rail web thickness.

[0076] Preferably, the corresponding surfaces of the upper clamping head 21 and the convex clamping head 5 are integrally formed, and each processed surface is perpendicular to the bottom surface of the rail, that is, the upper clamping head 21 and the convex clamping head 5 are processed to have the same size.

[0077] Bridge fixing end 3: The bridge fixing end 3 is machined into a "U" shape with a larger front and smaller back and an sloping shape at both the top and bottom, and appears as an inverted trapezoid when viewed from above; that is to say, the following has been added: the two sides of the pillow end of the bridge fixing end 3 are machined to form an upper card seat 31 that cooperates with the upper card head 21.

[0078] Its assembly and usage methods are similar to the first scheme; however, in this scheme, since the two are not arranged perpendicularly, the rail pad should be chamfered when it interferes with the main rail (e.g., Figure 11 As shown, a corner of the pad is cut off; it can be understood that in both schemes, both ends of the bridge insertion section 2 are supported by rail pads.

[0079] In some embodiments, the load-bearing capacity of the bridge insertion section 2 is analyzed by finite element method.

[0080] Preferably, finite element analysis is performed using Autodesk Inventor Professional software (e.g., 2018); specifically, each model is created, the rail pad is fixed and constrained, and the bottom of the rail in the bridge insertion section is frictionless and constrained; the load is calculated and verified, and the bearing capacity is set according to the load of the transfer trolley.

[0081] This device is particularly suitable for the cross-arrangement of tracks in factory areas and processing workshops when traffic is divided into different time periods; it has at least the following implementation effects.

[0082] 1. Compact structure, easy to install and dismantle; installed before the secondary rail vehicle passes, removed and properly placed after passage, can be completed by a single person in a few minutes.

[0083] 2. The manufacturing and installation costs are economical. The bridge insertion section, bridge fixed end, and trapezoidal doorway can be processed by wire cutting, laser cutting machines, etc. The processing fee is about 1,000 yuan per set, which significantly reduces the later operation and maintenance costs.

[0084] 3. Wide range of applications: As long as the load-bearing capacity of the bridge insertion section meets the vehicle load, it can be used within 45°~90° of the intersection of the main and auxiliary rails.

[0085] 4. The first set of technical solutions is applicable to tracks with cylindrical tread wheels, and the second set of technical solutions is applicable to tracks with conical tread wheels.

[0086] It should be noted that this solution is applicable to the straight arrangement of the secondary rails, and the technology is limited to not bearing the lateral thrust of the vehicle when turning.

[0087] The following example illustrates the situation using the intersection of a 50-ton gantry crane track and a 32-ton workpiece transfer trolley track.

[0088] The rails are selected based on the operating load. For the 50-ton gantry crane, the main rail is GB3426 QU100 grade crane rail. The transfer trolley uses cylindrical tread wheels and heavy-duty GB182 43kg / m rails as the secondary rail. The main and secondary rails are arranged in a cross pattern. The work area is located between the two rails of the 50-ton gantry crane. After the steel structural components are assembled and welded, they are hoisted onto the transfer trolley and transported via the trolley rails to the transversely arranged anti-corrosion treatment workshop for anti-corrosion treatment. The transfer trolley rails need to cross a QU100 rail and extend into the work area for convenient gantry crane hoisting.

[0089] I. Bridge Insertion Section: A P43 rail model is designed using 3D modeling. Based on the cross-section of the QU100 grade main rail, the trapezoidal doorway shape of the bridge insertion section (P43 heavy rail) is drawn, with a 2-3mm gap reserved between it and the QU100 rail cross-section. The top of the trapezoidal doorway is rounded to transition with the vertical surface. The "protruding" trapezoidal ends of the bridge insertion section (P43 heavy rail) are drawn, with a 0.5-1mm gap reserved between the straight edge of the end and the inner inclined edge. The outer inclined edge is symmetrical to the centerline of the rail. On the bottom surface of the rail base, the "protruding" trapezoidal edges at both ends are chamfered.

[0090] II. Fixed end of the bridge: A P43 heavy rail model is designed in 3D modeling. The length is determined according to the laying length. The end that connects with the bridge insertion section is drawn in a concave shape with a larger front and smaller back and an angle. When viewed from above, it presents a trapezoidal shape, which matches the end of the bridge insertion section. On the top of the rail base, the trapezoidal edges at both ends are rounded. The other end is used as a permanent rail.

[0091] III. Simulated assembly of bridge insertion section and bridge fixed end: The three-dimensional model is assembled. The bridge insertion section is inserted into the trapezoidal "concave" groove formed by the symmetrical arrangement of the two bridge fixed ends. The straight edge of the end of the trapezoidal "concave" groove and the inner inclined edge are left with a gap of 0.5~1mm, and the outer inclined edge is close to ensure that the rail head side of the bridge insertion section and the bridge fixed end remains on the same plane when subjected to the lateral pressure of the wheel flange.

[0092] IV. Finite element analysis of the bearing capacity of the bridge insertion section: such as Figure 15 As shown, models of the crane rails (GB3426 QU100 main rail, P43 rail pad, pressure plate, anchor bolts, etc.) were created according to the usage conditions and scenarios, and finite element analysis was performed. The P43 rail pad was fixed and constrained, and the bottom of the bridge insertion section (P43 rail) was frictionless and constrained. The load calculation was checked according to GB / T 3811-2008 "Code for Design of Cranes", and the bearing capacity was set to 80000N / single wheel based on the load of the transfer trolley. The stress analysis results of the bridge insertion section are: maximum equivalent stress 231.7 MPa ≤ 460 MPa (sub-rail U75V material), maximum deformation 0.1481mm, which meets the usage requirements.

[0093] V. Processing of the bridge insertion section and the bridge fixing end: The bridge insertion section, the convex and concave groove of the bridge fixing end, and the trapezoidal doorway can be processed by wire cutting, laser cutting machine, etc., and the sharp corners are ground and chamfered for transition; test and check that the straight edge of the end of the trapezoidal "concave" groove and the inner bevel are 0.5-1mm apart, and the outer bevel is tight. After passing the test, proceed with the installation.

[0094] VI. Cross-track installation: The bridge insertion section and the fixed end of the bridge are made of the same type of steel rail and are used as auxiliary rails; the trapezoidal doorway reserved in the lower part of the bridge insertion section is used for the main rail. The mounting surface of the auxiliary rail is one H value higher than the mounting surface of the main rail. Substituting the parameters of the crane steel rail GB3426 QU100 standard main rail and the parameters of the transfer trolley heavy rail GB182 43kg / m model into the calculation: H=150+2+42-140=54 (mm). Two auxiliary rails are installed after the main rail is installed. Install two bridge fixing ends on both sides of the main rail, keeping the trapezoidal "concave" groove of the bridge fixing end symmetrical to the cross section of the main rail intersection, so that the distance between the symmetrical "concave" grooves is equal to the length of the bridge insertion section plus 1~2mm (twice the reserved gap of the convex and concave grooves); install rail pads and pressure plates 5~10mm away from the "concave" groove of the bridge fixing end, and connect and fix them to the rail foundation with standard parts such as anchor bolts; install the bridge insertion section adapter from top to bottom, and after checking that it can be easily inserted and pulled out and that the gap is uniform and qualified, it can be put into use.

[0095] VII. Usage: During normal operation of the gantry crane on the main rail, remove and store the bridge insertion section to ensure unobstructed connection of the main rail; during the operation of the transfer trolley, install the bridge insertion section from top to bottom into the groove reserved at the fixed end of the secondary rail bridge in advance, and it can pass through.

[0096] In some embodiments, it further includes a cam pressing mechanism 8 that presses the bridge insertion section 2 outward.

[0097] Because the fixed end of the bridge and the insertion section of the bridge are connected by a socket joint and there is a gap, when the vehicle passes, the insertion section of the bridge may be displaced outward by the lateral force under the action of the conical tread wheel or the wheel flange of the cylindrical tread wheel, thus producing vibration or jerking. In order to eliminate this phenomenon, a cam clamping mechanism 8 is added to fix the position of the insertion section of the bridge.

[0098] The cam clamping mechanism 8 includes: an extended pad 81; a rotatably mounted clamping shaft 82; a stacked spring 83 and a rotating pressure plate 84 mounted on the clamping shaft 82; and a clamping cam 85 hinged to the clamping shaft 82 to apply pressure or release the rotating pressure plate 82.

[0099] The extended pad 81 is made of rectangular steel plate, with the same thickness and width as other track pads, but a longer length than similar pads. The extended pad 81 serves as the base plate for track installation, with one end for mounting the cam clamping mechanism 8 and the other end for mounting right-angle anchor bolts. The bridge fixing end 3 is connected and fixed to the foundation via track pressure plates, washers, nuts, etc. A double-stepped hole is provided on the inner side of the end of the extended pad 81 where the bridge insertion section 2 is placed. A disc is integrally formed on the lower end of the clamping shaft 82, embedded in the lower stepped hole. A stacked spring 83, fitted onto the clamping shaft 82, is placed in the upper stepped hole. A rotating pressure plate 84 presses against the stacked spring 83. Preferably, two stacked springs 83 are configured in a mating combination.

[0100] like Figure 20 As shown; the lower part of the clamping shaft 82 is cylindrical, with a round head at the upper end, and the upper part is set as two flat sections with flat sides; a round hole is opened near the top of the clamping shaft 82 for assembling the clamping cam 85; the clamping cam 85 is assembled by using a pin shaft and a cotter pin, and a lever 86 is set on the clamping cam 85 for easy operation.

[0101] The rotating pressure plate 84 has a similar structural shape to the track pressure plate, serving to press and fix the bottom of the rail in the bridge insertion section 2. The rotating pressure plate 84 has an elongated hole in the middle, which mates with the flat section of the pressure shaft 82. Under the action of the pressure cam 85, it can move downwards to press; when the pressure cam 85 is released, it is lifted a certain distance under the action of the stacked spring 83, disengaging from the bottom of the rail. Figure 16 As shown, the rotating pressure plate 84 rotates 90° with the pressing shaft 82. When the rotating pressure plate 84 is parallel to the track axis, it is in a standby state.

[0102] like Figure 16 , 18 As shown in Figure 20; the clamping cam 85 is U-shaped; the side profile of the two U-legs is composed of two elliptical lines with different radius differences (e.g., 5+3mm), which pass through the pin hole to form different downward pressure under rotation adjustment; the back of the U-shaped clamping cam is provided with a threaded hole for installing the lever 86; the lever 86 is shaped as a small shaft with a ball at the right end, and the left end is provided with an external thread to connect and fix it to the threaded hole of the clamping cam 85; the clamping shaft 82 is connected to the middle of the U-shaped legs of the clamping cam 85 by a socket, and is connected as a whole by a standard part pin, flat washer, and cotter pin.

[0103] Installation of the cam clamping mechanism 8: After the above-mentioned parts are processed and manufactured, they are installed and used.

[0104] First, insert the clamping shaft 82 into the double-sided stepped hole from under the extended pad 81. After the right-angle anchor bolt, track pressure plate, and bridge fixing end are installed, install two mating stacked springs 83 (such as Cφ71xφ36x2) and rotating pressure plate 84 on the clamping shaft 82 in sequence. Connect the clamping cam 85 and the lever 86 as one unit, and then connect the clamping cam 85 and the clamping shaft 82 by means of a pin, flat washer, and cotter pin. The cam clamping mechanism 8 is now installed.

[0105] How to operate the cam clamping mechanism 8.

[0106] like Figure 16 , 17 As shown, the cam clamping mechanism is in standby state. First, rotate the lever 86 clockwise along the pin axis in the vertical plane to the relaxed state (e.g., 12 o'clock to 3 o'clock position, left side view orientation). At this time, the clamping cam 85 is in the small radius (e.g., 17.5~22.5mm) range of the elliptical line. Under the action of the stacked spring 83, the bottom surface of the rotating pressure plate 84 disengages from the upper surface of the extended pad 81 and automatically lifts up. There is a gap between the upper surface of the rotating pressure plate 84 and the small radius elliptical line of the clamping cam 85. Rotate the lever 86 in the horizontal plane to rotate the cam clamping mechanism until it is parallel to the rail axis. Under the drive of the clamping shaft 82, the rotating pressure plate 84 separates from the bottom of the rail and is placed parallel to the rail axis. The cam clamping mechanism 8 is in the relaxed standby state.

[0107] like Figure 18 , 19 As shown, the cam clamping mechanism is in the clamping state.

[0108] After the bridge insertion section 2 and the bridge fixed end 3 are placed correspondingly, first adjust the loosening position of the lever 86 along the pin axis in the vertical plane; rotate the lever 86 in the horizontal plane so that the head of the rotating pressure plate 84 rotates 90° to be perpendicular to the axis of the bridge insertion section, and the pressure head of the rotating pressure plate 84 is located above the bottom of the rail; at this time, operate the lever 86 again to rotate along the pin axis, rotating it to the outside in the vertical plane (12 o'clock to 9 o'clock position, right side view orientation); at this time, the clamping cam 85 is in the large radius (22.5~25.5mm) position range. As the lever 86 rotates, the gap between the clamping cam 85 and the rotating pressure plate 84, and between the rotating pressure plate 84 and the bottom of the rail, disappears. The cam clamping mechanism clamps the bridge insertion section. Under the action of the 1:3 inclined surface of the pressure head of the rotating pressure plate 84, the bridge insertion section is forcibly pushed to the outside, thereby eliminating the gap between it and the bridge fixed section, so that the bridge insertion section is clamped and fixed.

[0109] It should be noted that when installing the cam clamping mechanism 8, one is arranged symmetrically at each end with the center section of the bridge insertion section 2. When the cam clamping mechanism clamps the 8, two people need to operate it simultaneously.

[0110] The cam clamping mechanism 8 is used as an auxiliary mechanism for the cross-track bridge-type crossing device. It can effectively eliminate the gap between the socket joint between the bridge insertion section and the bridge fixed end, and clamp and fix the bridge insertion section to form a complete whole. It can effectively resist the lateral force that may be generated when the wheel passes through, so that the bridge-type crossing device can completely eliminate vibration and run more smoothly.

[0111] In some embodiments, it further includes: a lateral displacement limiting component 7; the lateral displacement limiting component 7 conforms to and clamps the rail web of the bridge insertion section 2 and the bridge fixed end 3. For example... Figures 21-26 As shown, the lateral displacement limiting component 7 fits tightly against the rail web and can be quickly adjusted, enhancing the stability of the bridge insertion section 2 during installation.

[0112] It should be noted that the lateral displacement limiting component 7 is optional after the cam clamping mechanism 8 is set.

[0113] Specifically, the lateral displacement limiting component 7 consists of two parallel clamping plates 71 and a connecting body 72 connecting the two clamping plates 71; a slide rail 73 (parallel straight line shape) is opened on the rail web of the bridge fixed end 3, and the connecting body 72 is inserted into the slide rail 73 to slide.

[0114] When the main rail is in motion, the lateral displacement limiting component 7 is retracted into the rail web of the bridge fixed end 3; When the secondary rail passes, the lateral displacement limiting component 7 moves to clamp the rail web of the bridge insertion section 2.

[0115] It should be noted that the two clamping plates 71 are connected into one piece by the connector 72, which fits tightly against the rail web; when the secondary rail passes, the lateral displacement limiting component 7 simultaneously clamps the rail web of the bridge fixed end 3 and the bridge insertion section 2, which can restrict the movement of the bridge insertion section 2.

[0116] In some embodiments, such as Figures 21-23 As shown; the connecting body 72 consists of two shafts located near both ends; the rail web end of the bridge insertion section 2 is provided with a guide channel 74 corresponding to the slide 73; when the secondary rail is in motion, the two shafts are located in the slide 73 and the guide channel 74 respectively.

[0117] Furthermore, the guide channel 74 includes a straight section and an arc-shaped section; the arc-shaped section is located at the inner end and extends downward and outward; as shown... Figure 22 As shown, it is more stable under the influence of gravity.

[0118] It should be noted that in this embodiment, the lateral displacement limiting component 7 is not in a locked state and may be displaced due to vibration during passage. If there are many devices passing through, the position of the lateral displacement limiting component 7 can be manually monitored and adjusted.

[0119] In some embodiments, the connector 72 is a flat plate that restricts swaying; the rail web end of the bridge insertion section 2 is provided with a guide channel 74 corresponding to the slide 73; when the secondary rail is in motion, the flat plate connector 72 is simultaneously located within the slide 73 and the guide channel 74. At this time, due to the restriction of the connector 72, the vertical movement of the bridge insertion section 2 can be further restricted, thus further enhancing stability.

[0120] For reference Figures 21-26 Unlike the illustration, the connector 72 is wider (so that the slide 73 and the guide 74 can be inserted at the same time); and the slide 73 and the guide 74 are both straight strips.

[0121] It should also be noted that in this embodiment, the lateral displacement limiting component 7 is not locked. It may be displaced due to vibration during passage. If there are many devices passing through, the position of the lateral displacement limiting component 7 can be manually monitored and adjusted.

[0122] In some embodiments, such as Figures 24-26 As shown; the connecting body 72 is located at the end away from the bridge insertion section 2 (it can be in the form of a column or a flat plate, and it can be swayed or not); the clamping plate 71 has corresponding insertion holes 75 on the bridge insertion section 2, and a pin 76 is inserted into the insertion hole 75.

[0123] In this state, the lateral displacement limiting component 7 is in a locked state.

[0124] Furthermore, the inclined setting of the socket 75 makes the pin 76 more reliable under the action of gravity.

[0125] In some embodiments, an auxiliary push structure is added to facilitate control of the outer bevel 51 of the convex head 5 to be close to the concave seat 6; it is used in combination with the cam pressing mechanism 8.

[0126] like Figures 27-29 As shown, the pad of the bridge fixing end 3 extends to the lower end of the bridge insertion section 2, and a groove is provided on the inner edge of the bottom of the bridge insertion section 2. During installation, the groove can be used to assist in applying force and positioning, and a steel rod or other structure can be inserted to push the bridge insertion section 2 outward.

[0127] Furthermore, an outwardly pushing positioning block 9 is vertically inserted into the groove for locking.

[0128] It is understandable that the push-out positioning block 9 protrudes from the groove and touches the bridge insertion section 2; after the bridge insertion section 2 is pushed into place by various means (such as prying), the push-out positioning block 9 is installed.

[0129] Furthermore, the top of the push-out positioning block 9 has a bent section 91, the inner side of which fits against the bottom of the bridge insertion section 2 to form auxiliary pressure (it does not need to be very reliable, but is mainly for push-out).

[0130] Furthermore, a locking post 92 is provided at the lower end of the bending section 91, and a corresponding locking groove 93 is provided on the bottom of the bridge insertion section 2; in the installation state, the locking post 92 is inserted into the locking groove 93, which can enhance the installation stability.

[0131] In some embodiments, the outer side of the push-out positioning block 9 is provided with a groove 94 to facilitate removal by applying force and pulling it out with tools such as hooks.

[0132] A method for crossing a cross-track bridge, used in the aforementioned cross-track bridge crossing device; When the main rail is in use, the bridge insertion section 2 is removed and properly placed; when the secondary rail is in use, the bridge insertion section 2 is installed, and the outer bevel 51 of the convex head 5 is seamlessly contacted and bonded to the concave seat 6.

[0133] When applied to cylindrical tread wheels, a bridge insertion section 2 with only a convex head 5 is used; When used for conical tread wheels, a bridge insertion section 2 with a convex clamp head 5 and an upper clamp head 12 is adopted; When the bridge insertion section 2 does not intersect the main rail 1 perpendicularly, the bridge insertion section 2 with a convex clamp head 5 and an upper clamp head 12 is adopted.

[0134] This invention provides a quick, efficient, and convenient solution to the problem of passage between intersecting tracks; it is easy to install and dismantle, and can be completed independently by a single person; it has low processing costs and significantly reduces subsequent operation and maintenance costs.

[0135] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the technical scope disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention. In the description of this specification, the reference to the terms "one embodiment," "some embodiments," or "example," etc., means that the specific features, structures, materials, or characteristics described in connection with that embodiment or example are included in at least one embodiment or example of the present invention.

Claims

1. A cross-track bridge-type crossing device, characterized in that, include: The bridge insertion section (2) is pressed onto the main rail (1) and is made of steel rail. And the two ends of the corresponding bridge insertion section (2) and the fixed ends of the bridge (3) made of permanent steel rails; The lower center of the bridge insertion section (2) is machined to form a trapezoidal doorway (4) that matches the main rail (1); the top of the trapezoidal doorway (4) is not higher than the lower end of the rail head.

2. The cross-track bridge-type crossing device according to claim 1, characterized in that, The bottom ends of the bridge insertion section (2) are inclined to form convex heads (5); the bottom ends of the bridge fixing end (3) are processed to form concave seats (6) that cooperate with the convex heads (5). In the installed state, the outer inclined edge (51) of the convex head (5) is close to the concave seat (6), and the rail head side and the upper tread of the bridge insertion section (2), the bridge fixing end (3) are on the same plane.

3. The cross-track bridge-type crossing device according to claim 2, characterized in that, In the installed state, a gap of 0.5~1.0mm is reserved between the inner bevel (52) and flat straight edge (53) of the convex head (5) and the concave seat (6); the outer bevel (51) fits seamlessly with the concave seat (6).

4. The cross-track bridge-type crossing device according to claim 2, characterized in that, The pillow end of the bridge insertion section (2) is machined on both sides to form an upper clip (21) corresponding to the convex clip (5); the pillow end of the bridge fixing end (3) is machined on both sides to form an upper clip seat (31) that cooperates with the upper clip (21).

5. The cross-track bridge-type crossing device according to claim 1, characterized in that, The bottom edge of the convex head (5) is set to a rounded corner or a chamfer.

6. The cross-track bridge-type crossing device according to claim 1, characterized in that, A gap of 2-3mm is reserved between the top of the trapezoidal doorway (4) and the main rail (1).

7. The cross-track bridge-type crossing device according to claim 1, characterized in that, Finite element analysis was performed on the bearing capacity of the bridge insertion section (2).

8. The cross-track bridge-type crossing device according to claim 1, characterized in that, The mounting surface height of the bridge insertion section (2) ; in, The height of the main rail; This is the gap between the top surface of the trapezoidal doorway and the main track. The height of the pillow in the bridge insertion section; This refers to the height of the bridge insertion section.

9. A method for crossing a bridge between intersecting tracks, characterized in that, The cross-track bridge-type crossing device according to any one of claims 1-8 is adopted; When the main rail is in motion, the bridge insertion section (2) is removed and properly placed; When the secondary rail is in motion, the bridge insertion section (2) is installed, and the outer bevel (51) of the convex head (5) is seamlessly connected and bonded to the concave seat (6).

10. The method for crossing a bridge-type track according to claim 9, characterized in that: When applied to cylindrical tread wheels, a bridge insertion section (2) with only a convex head (5) is used. When applied to conical tread wheels, a bridge insertion section (2) with a convex clamp (5) and an upper clamp (12) is used. When the bridge insertion section (2) does not intersect perpendicularly with the main rail (1), a bridge insertion section (2) with a convex head (5) and an upper head (12) is used.

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