Rack and pinion railway system

Abstract

The application relates to a rack rail vehicle transportation system and relates to the technical field of underground equipment, and solves the problem that once the towing vehicle and the load vehicle are uncoupled, the load vehicle cannot smoothly brake in the rack rail vehicle transportation to a certain extent. The rack rail vehicle transportation system provided by the application comprises a rack rail, a control vehicle, a power vehicle, a load vehicle and a braking vehicle; one end of the control vehicle is connected with the power vehicle, one end of the load vehicle is connected with the other end of the power vehicle, the other end of the load vehicle is connected with the braking vehicle, and the control vehicle, the power vehicle, the load vehicle and the braking vehicle all walk on the rack rail; the braking vehicle comprises a driven wheel and a braking mechanism; the braking mechanism comprises a brake band assembly which is arranged in correspondence with the driven wheel and can lock or release the driven wheel; the driven wheel is matched with the rack rail, so that the braking vehicle walks on the rack rail.

Description

Technical Field

[0001] This application relates to the field of downhole equipment technology, and more specifically, to a rack and pinion transport system. Background Technology

[0002] As a crucial transportation device in underground mining operations, the rack and pinion car's structural design and braking performance directly impact the safety and efficiency of mine production. Traditional rack and pinion car systems primarily consist of a driver's car and a power car. The power car is equipped with a hydraulic system, a diesel engine, or a generator system, driving the rack and pinion wheels via hydraulic or electric drive. This, combined with modular rack and pinion tracks, enables the vehicle to move and transport loads. To ensure driving safety, current technology typically incorporates a mechanical brake on the rack and pinion wheels. When braking is required, hydraulic or electromagnetic actuation causes the brake shoes to grip the rack and pinion wheels, utilizing friction to decelerate and stop the vehicle. This braking method effectively controls the movement of the power car itself under normal operating conditions.

[0003] In underground transportation operations, the power car needs to be pulled by a chain-plate mechanism to pull the carrier or other load vehicles. Although this mechanical connection method is simple in structure and low in cost, it has obvious safety hazards. Due to the complex underground working environment, the chain plates are subjected to alternating loads and corrosive environments for a long time, making them prone to fatigue fracture. When the connecting chain plate suddenly breaks, the power car can achieve emergency braking through the rack and pinion brake device, but the load vehicle behind it, lacking an independent rack and pinion drive mechanism and braking system, will continue to move under the influence of inertia. Especially in inclined roadways, the load vehicle may accelerate and slip due to the component of gravity, and even in horizontal roadways, it may collide with the vehicle in front due to inertia. Such sudden separation accidents can not only cause equipment damage and track deformation, but in severe cases, they may lead to vehicle derailment or even secondary accidents, posing a significant threat to the safety of underground workers.

[0004] Therefore, there is an urgent need to provide a rack and pinion vehicle transportation system to make up for the shortcomings of the existing technology to a certain extent. Utility Model Content

[0005] The purpose of this application is to provide a rack rail vehicle transportation system that, to a certain extent, solves the problem that the load vehicle cannot brake smoothly once the tractor and the load vehicle are uncoupled during rack rail vehicle transportation.

[0006] To achieve the above objectives, the present invention provides a rack rail transport system comprising a rack rail, a driver vehicle, a power vehicle, a load vehicle, and a brake vehicle. The driver vehicle is connected to one end of the power vehicle, one end of the load vehicle is connected to the other end of the power vehicle, and the brake vehicle is connected to the other end of the load vehicle. All four vehicles—the driver vehicle, the power vehicle, the load vehicle, and the brake vehicle—travel on the rack rail. The brake vehicle includes a driven wheel and a braking mechanism. The braking mechanism includes a brake assembly, which is configured corresponding to the driven wheel and can lock or release the driven wheel. The driven wheel cooperates with the rack rail, allowing the brake vehicle to travel on the rack rail.

[0007] The braking vehicle further includes a chassis and a manual pressure pump; the driven wheel is rotatably connected to the chassis, and the braking mechanism is mounted on the chassis and corresponds to the driven wheel; the brake assembly includes a first brake pad, a second brake pad, and a pressure tank, the first brake pad and the second brake pad being able to move synchronously toward or away from the driven wheel to engage with or disengage from the driven wheel; the manual pressure pump is connected to the pressure tank and is used to fill the pressure tank with pressurized oil.

[0008] Specifically, there are multiple brake assemblies, and the multiple brake assemblies are evenly distributed along the circumference of the driven wheel.

[0009] The braking vehicle and the load vehicle are provided with a first connecting plate. The chassis has a first positioning shaft at both ends. The load vehicle has a second positioning shaft at the end facing the braking vehicle. The two ends of the first connecting plate are respectively connected to the first positioning shaft and the second positioning shaft.

[0010] Specifically, the rack and pinion transport system provided by this utility model further includes a first safety chain, one end of which is connected to the load vehicle and the other end of which is connected to the brake vehicle.

[0011] Furthermore, there are two first safety chains, which are arranged opposite each other on both sides of the first connecting plate, and both first safety chains are connected to the load vehicle and the braking vehicle.

[0012] The driver-controlled vehicle includes a first driver-controlled vehicle and a second driver-controlled vehicle. The first driver-controlled vehicle and the second driver-controlled vehicle are respectively connected to both ends of the power vehicle, and the end of the second driver-controlled vehicle away from the power vehicle is connected to the load vehicle.

[0013] Specifically, the rack and pinion transport system provided by this utility model further includes a second connecting plate, with a third positioning shaft formed at both ends of the power vehicle, and a fourth positioning shaft formed at the end of the first driver vehicle facing the power vehicle and the end of the second driver vehicle facing the power vehicle, respectively. The two ends of the second connecting plate are connected to the third positioning shaft and the fourth positioning shaft.

[0014] Furthermore, the rack and pinion transport system provided by this utility model also includes a second safety chain, which is connected between the first driver-controlled vehicle and the power vehicle, as well as between the second driver-controlled vehicle and the power vehicle.

[0015] Furthermore, the rack and pinion transport system provided by this utility model also includes a third connecting plate and a third safety chain. A fifth positioning shaft is formed at the end of the second driver-controlled vehicle away from the power vehicle, and a sixth positioning shaft is formed at the end of the load vehicle facing the second driver-controlled vehicle. The two ends of the third connecting plate are respectively connected to the fifth positioning shaft and the sixth positioning shaft; the third safety chain is connected between the second driver-controlled vehicle and the load vehicle.

[0016] Compared with existing technologies, the rack rail vehicle transportation system provided by this utility model has the following advantages: The rack and pinion transport system provided by this utility model includes a rack and pinion, a driver car, a power car, a load car, and a brake car. The driver car is connected to one end of the power car, one end of the load car is connected to the other end of the power car, and the brake car is connected to the other end of the load car. The driver car, power car, load car, and brake car all travel on the rack and pinion. The brake car includes a driven wheel and a braking mechanism. The braking mechanism includes a brake assembly, which is provided corresponding to the driven wheel and can lock or release the driven wheel. The driven wheel cooperates with the rack and pinion to make the brake car travel on the rack and pinion.

[0017] This analysis shows that the rack system can support the movement of the driver-controlled vehicle, power vehicle, load vehicle, and braking vehicle. The rack system is laid according to the required mining conditions, enabling the transportation system to reach the designated location and realize the transfer and transportation of equipment.

[0018] Accordingly, the power vehicle in this application serves as the power source for the overall transportation system, and its power can be either electric or gasoline-powered. Taking gasoline-powered as an example, a gasoline engine or diesel engine can be integrated into the power vehicle to achieve power output. When using electricity, the power vehicle can be powered by a cable-driven power supply, or it can be powered by an electric motor driven by an integrated lithium battery. The aforementioned power vehicle drive sources and corresponding supporting structures are all common existing power systems and will not be elaborated upon here.

[0019] By connecting a driver control vehicle to the power vehicle, the overall transportation system can be controlled to move forward, backward, and stop. Therefore, the driver control vehicle in this application has a control system, which can be further connected to the engine or electric motor in the power vehicle via cables to achieve the aforementioned operational actions.

[0020] It is understandable that by connecting a load vehicle to a power vehicle, the equipment to be transferred can be carried. That is, the load vehicle provided in this application has a carrying platform that can carry downhole equipment such as supports.

[0021] This application further connects a brake vehicle to one end of the load vehicle, and the brake vehicle in this application includes a driven wheel and a braking mechanism, the braking mechanism including a brake assembly, thereby enabling the brake vehicle to move synchronously with the load vehicle during normal operation via the driven wheel.

[0022] The brake assembly, which is set to the corresponding driven wheel, can lock the driven wheel when the connection between the load car and the power car breaks during operation, thereby stopping the brake car. Since the brake car is connected to the load car, it can brake the load car, thus avoiding derailment or collision with other cars after the load car and the power car are abnormally separated, ensuring the safety of underground operations. Attached Figure Description

[0023] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 A first-view structural schematic diagram of the rack and rail vehicle transportation system provided in an embodiment of this application; Figure 2 A structural schematic diagram of the rack vehicle transportation system provided in an embodiment of this application from a second perspective; Figure 3 This is a partial structural diagram of the braking vehicle in the rack rail transport system provided in the embodiments of this application.

[0025] Icons: 1-Power vehicle; 2-First driver-controlled vehicle; 3-Second driver-controlled vehicle; 4-Load vehicle; 5-Brake vehicle; 501-Chassis; 502-Brake mechanism; 503-Driven wheel; 504-Manual pressure pump; 6-First connecting plate; 7-First safety chain; 8-Second connecting plate; 9-Second safety chain; 10-Third connecting plate; 11-Third safety chain; 12-Rack rail. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0027] In the description of this application, it should be noted that the terms "inner" and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product is in use. They are used only for the convenience of describing this application and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0028] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "setup" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0029] like Figures 1-3 As shown, the rack car transportation system provided in this application includes a rack 12, a driver car, a power car 1, a load car 4, and a brake car 5. The driver car is connected to one end of the power car 1, one end of the load car 4 is connected to the other end of the power car 1, and the brake car 5 is connected to the other end of the load car 4. The driver car, power car 1, load car 4, and brake car 5 all travel on the rack 12. The brake car 5 includes a driven wheel 503 and a braking mechanism 502. The braking mechanism 502 includes a brake assembly, which is provided corresponding to the driven wheel 503 and can lock or release the driven wheel 503. The driven wheel 503 cooperates with the rack 12 to make the brake car 5 travel on the rack 12.

[0030] Compared with existing technologies, the 12-car rack system provided in this application has the following advantages: The rack and pinion transport system provided in this application can carry the driver-controlled vehicle, power vehicle 1, load vehicle 4 and brake vehicle 5 through the rack and pinion 12. The rack and pinion 12 is laid according to the required mining conditions, so that the transport system can reach the designated location to realize the transfer and transportation of equipment.

[0031] Accordingly, the power vehicle 1 in this application serves as the power source for the overall transportation system, and the power vehicle 1 can be powered by either electricity or gasoline. Taking gasoline as an example, a gasoline engine or a diesel engine can be integrated into the power vehicle 1 to achieve power output. When using electricity, the power vehicle 1 can be powered by a cable-driven power supply, or a lithium battery can be integrated into the power vehicle 1, with an electric motor driving the power vehicle 1. The aforementioned drive source and corresponding supporting structure of the power vehicle 1 are all common power systems in the present invention, and will not be described in detail here.

[0032] By connecting the driver control vehicle to the power vehicle 1, the forward, reverse, and parking functions of the entire transportation system can be controlled. Therefore, the driver control vehicle in this application has a control system, which can be further connected to the engine or electric motor in the power vehicle 1 via cables to achieve the aforementioned operational actions.

[0033] It is understood that by connecting the load vehicle 4 to the power vehicle 1, the equipment to be transferred can be carried. That is, the load vehicle 4 provided in this application has a carrying platform and can carry downhole equipment such as supports.

[0034] This application further connects a brake vehicle 5 to one end of the load vehicle 4, and the brake vehicle 5 in this application includes a driven wheel 503 and a braking mechanism 502. The braking mechanism 502 includes a brake assembly, so that the driven wheel 503 can achieve the purpose of the brake vehicle 5 moving synchronously with the load vehicle 4 during normal operation.

[0035] The brake assembly corresponding to the driven wheel 503 can lock the driven wheel 503 when the connection between the load car 4 and the power car 1 breaks during operation, thereby stopping the brake car 5. Since the brake car 5 is connected to the load car 4, it can brake the load car 4, thus avoiding derailment or collision with other cars after the load car 4 and the power car 1 are abnormally separated, ensuring the safety of underground operations.

[0036] It should be added here that, since the load vehicle 4 usually carries large equipment, the connection between the load vehicle 4 and the power vehicle 1 is more prone to separation. However, since the brake vehicle 5 only has a braking mechanism 502, the connection between the brake vehicle 5 and the load vehicle 4 will not be subjected to a large tensile force during normal operation. Therefore, the brake vehicle 5 can be used to brake the load vehicle 4 after it separates from the power vehicle 1.

[0037] like Figure 3As shown, the brake vehicle 5 provided in this application also includes a chassis 501 and a manual pressure pump 504; the driven wheel 503 is rotatably connected to the chassis 501, and the braking mechanism 502 is mounted on the chassis 501 and corresponds to the driven wheel 503; the brake assembly includes a first brake pad, a second brake pad, and a pressure box, and the first brake pad and the second brake pad can move synchronously toward or away from the driven wheel 503 to abut against or separate from the driven wheel 503; the manual pressure pump 504 is connected to the pressure box and is used to fill the pressure box with pressurized oil.

[0038] The chassis 501 supports the driven wheel 503 and the aforementioned braking mechanism 502. The driven wheel 503 in this application is a sprocket, which, in conjunction with the rack and pinion 12, enables the braked vehicle 5 to move. Correspondingly, the brake assembly in this application is a normally closed brake, with two pressure boxes corresponding to the first and second brake pads. The first and second brake pads can slide relative to the pressure boxes, thereby clamping and releasing the driven wheel 503.

[0039] When the pressure tank is filled with pressure oil or the pressure of the pressure oil reaches a predetermined value, and the predetermined value is preferably 12 MPa in this application, that is, when the pressure value reaches 12 MPa or above, the first brake plate and the second brake plate separate from the driven wheel 503, and when the pressure value is lower than 12 MPa or even 0 MPa, the first brake plate and the second brake plate are in a locked state on the driven wheel 503, thereby achieving braking of the driven wheel 503.

[0040] It is understood that the clamping and releasing process of the brake assembly in this application can be achieved by manually operating the handle. That is, when braking is required, the handle is operated to release the pressure oil in the pressure box, thereby enabling the first brake pad and the second brake pad to clamp the driven wheel 503. When movement is required, the manual pressurization pump 504 is used to fill the pressure box with pressure oil to release the brake assembly from the driven wheel 503.

[0041] Preferably, there are multiple brake assemblies in this application, and the multiple brake assemblies are evenly distributed along the circumference of the driven wheel 503.

[0042] Optionally, such as Figure 1 Combination Figure 2 As shown, a first connecting plate 6 is provided between the brake vehicle 5 and the load vehicle 4 in this application. A first positioning shaft is formed at both ends of the chassis 501, and a second positioning shaft is formed at the end of the load vehicle 4 facing the brake vehicle 5. The two ends of the first connecting plate 6 are respectively connected to the first positioning shaft and the second positioning shaft.

[0043] In this application, the first connecting plate 6 is a chain plate, while the first positioning shaft and the second positioning shaft can be pin shafts. The two ends of the first connecting plate 6 are formed with mating holes, so that the two ends of the first connecting plate 6 can be connected to the first positioning shaft and the second positioning shaft respectively, thereby realizing the docking between the brake vehicle 5 and the load vehicle 4.

[0044] Preferably, such as Figure 1 Combination Figure 2 As shown, the rack and pinion 12 transport system provided by this utility model also includes a first safety chain 7, one end of which is connected to the load vehicle 4 and the other end of which is connected to the brake vehicle 5.

[0045] By adding a first safety chain 7 between the load vehicle 4 and the brake vehicle 5, the connection stability between the brake vehicle 5 and the load vehicle 4 can be enhanced. That is, the brake vehicle 5 will only separate from the load vehicle 4 when the first safety chain 7 and the first connecting plate 6 break at the same time. This can improve the connection strength and stability between the two to a certain extent and ensure the safety of downhole operations.

[0046] More preferably, such as Figure 2 As shown, there are two first safety chains 7 in this application, which are arranged opposite to each other on both sides of the first connecting plate 6. Both first safety chains 7 are connected to the load vehicle 4 and the brake vehicle 5.

[0047] Optionally, such as Figure 1 Combination Figure 2 As shown, the driver-controlled vehicle in this application includes a first driver-controlled vehicle 2 and a second driver-controlled vehicle 3. The first driver-controlled vehicle 2 and the second driver-controlled vehicle 3 are respectively connected to both ends of the power vehicle 1, and the end of the second driver-controlled vehicle 3 away from the power vehicle 1 is connected to the load vehicle 4.

[0048] By connecting the first driver vehicle 2 and the second driver vehicle 3 to both ends of the power vehicle 1, the overall transportation system can have two directions of travel, and Figure 1 and Figure 2 The state shown in the center view is that the first driver-controlled vehicle 2 is used as the head of the vehicle for operation. Of course, the load vehicle 4 and the brake vehicle 5 can also be connected to the first driver-controlled vehicle 2, and the second driver-controlled vehicle 3 can be used as the head of the vehicle for travel. The two methods travel in opposite directions.

[0049] Optionally, such as Figure 1 Combination Figure 2 As shown, the rack and pinion 12 transport system provided by this utility model also includes a second connecting plate 8, a third positioning shaft is formed at both ends of the power vehicle 1, a fourth positioning shaft is formed at the end of the first driver vehicle 2 facing the power vehicle 1 and the end of the second driver vehicle 3 facing the power vehicle 1, and the two ends of the second connecting plate 8 are respectively connected to the third positioning shaft and the fourth positioning shaft.

[0050] It is understood that in this application, the power vehicle 1 is also connected to the first driver-controlled vehicle 2 and the second driver-controlled vehicle 3 through the second connecting plate 8. The second connecting plate 8 and the aforementioned first connecting plate 6 both adopt a chain plate structure. Correspondingly, the third positioning shaft and the fourth positioning shaft have the same structure as the aforementioned first positioning shaft and the second positioning shaft, and both adopt pin shafts, thereby enabling the second connecting plate 8 to quickly connect with the third positioning shaft and the fourth positioning shaft.

[0051] Preferably, such as Figure 1 Combination Figure 2 As shown, the rack and pinion 12 transportation system provided by this utility model also includes a second safety chain 9, which is connected between the first driver vehicle 2 and the power vehicle 1, as well as between the second driver vehicle 3 and the power vehicle 1.

[0052] More preferably, the number of second safety chains 9 in this application is four, two of which are connected between the first driver-controlled vehicle 2 and the power vehicle 1, and the other two are connected between the second driver-controlled vehicle 3 and the power vehicle 1, thereby increasing the connection stability between the first driver-controlled vehicle 2 and the second driver-controlled vehicle 3 and the power vehicle 1, and to a certain extent avoiding the problem of the driver-controlled vehicle and the power vehicle 1 becoming detached.

[0053] Optionally, such as Figure 1 Combination Figure 2 As shown, the rack and pinion 12 transport system provided by this utility model also includes a third connecting plate 10 and a third safety chain 11. A fifth positioning shaft is formed at the end of the second driver vehicle 3 away from the power vehicle 1, and a sixth positioning shaft is formed at the end of the load vehicle 4 facing the second driver vehicle 3. The two ends of the third connecting plate 10 are respectively connected to the fifth positioning shaft and the sixth positioning shaft; the third safety chain 11 is connected between the second driver vehicle 3 and the load vehicle 4.

[0054] By further providing a third connecting plate 10 and a third safety chain 11 between the second driver-controlled vehicle 3 and the load vehicle 4, the connection strength and stability between the second driver-controlled vehicle 3 and the load vehicle 4 can be guaranteed. In this application, there are also two third safety chains 11. The third connecting plate 10 has the same structure as the second connecting plate 8 and the first connecting plate 6 mentioned above, and will not be described again here.

[0055] It should be noted that, where there is no conflict, the features in the embodiments of this application can be combined with each other.

[0056] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A rack rail transport system, characterized in that, This includes rack and pinion cars, driver control cars, power cars, load cars, and braking cars; The driver vehicle is connected to one end of the power vehicle, one end of the load vehicle is connected to the other end of the power vehicle, and the brake vehicle is connected to the other end of the load vehicle. The driver vehicle, the power vehicle, the load vehicle, and the brake vehicle all travel on the rack. The brake vehicle includes a driven wheel and a braking mechanism. The braking mechanism includes a brake assembly, which is provided corresponding to the driven wheel and can lock or release the driven wheel. The driven wheel cooperates with the rack and pinion, allowing the brake vehicle to travel on the rack and pinion.

2. The rack and pinion transport system according to claim 1, characterized in that, The braking vehicle also includes a chassis and a manual pressure pump; The driven wheel is rotatably connected to the chassis, and the braking mechanism is mounted on the chassis and corresponds to the driven wheel; The brake assembly includes a first brake pad, a second brake pad, and a pressure box. The first brake pad and the second brake pad can move synchronously toward or away from the driven wheel to abut against or separate from the driven wheel. The manual pressurizing pump is connected to the pressure tank and is used to fill the pressure tank with pressurized oil.

3. The rack and pinion transport system according to claim 1, characterized in that, There are multiple brake assemblies, and the multiple brake assemblies are evenly distributed along the circumference of the driven wheel.

4. The rack rail transport system according to claim 2, characterized in that, A first connecting plate is provided between the braking vehicle and the load vehicle. A first positioning shaft is formed at both ends of the chassis. A second positioning shaft is formed at the end of the load vehicle facing the braking vehicle. The two ends of the first connecting plate are respectively connected to the first positioning shaft and the second positioning shaft.

5. The rack rail transport system according to claim 4, characterized in that, It also includes a first safety chain, one end of which is connected to the load vehicle and the other end of which is connected to the brake vehicle.

6. The rack and pinion transport system according to claim 5, characterized in that, There are two first safety chains, which are arranged opposite each other on both sides of the first connecting plate. Both first safety chains are connected to the load vehicle and the braking vehicle.

7. The rack and pinion transport system according to claim 1, characterized in that, The driver control vehicle includes a first driver control vehicle and a second driver control vehicle. The first driver control vehicle and the second driver control vehicle are respectively connected to both ends of the power vehicle, and the end of the second driver control vehicle away from the power vehicle is connected to the load vehicle.

8. The rack and pinion transport system according to claim 7, characterized in that, It also includes a second connecting plate, and a third positioning shaft is formed at both ends of the power vehicle. A fourth positioning shaft is formed at the end of the first driver-controlled vehicle facing the power vehicle and the end of the second driver-controlled vehicle facing the power vehicle. The two ends of the second connecting plate are respectively connected to the third positioning shaft and the fourth positioning shaft.

9. The rack rail transport system according to claim 7, characterized in that, It also includes a second safety chain, which connects the first driver-controlled vehicle and the power vehicle as well as the second driver-controlled vehicle and the power vehicle.

10. The rack rail transport system according to claim 7, characterized in that, It also includes a third connecting plate and a third safety chain. A fifth positioning shaft is formed at the end of the second driver-controlled vehicle away from the power vehicle, and a sixth positioning shaft is formed at the end of the load vehicle facing the second driver-controlled vehicle. The two ends of the third connecting plate are respectively connected to the fifth positioning shaft and the sixth positioning shaft. The third safety chain connects the second driver-controlled vehicle and the load vehicle.

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