An integrated operation trailing car with functions of railway rail unloading and rail replacement

Abstract

The invention discloses a railway rail unloading and rail changing function integrated operation tail car, comprising a car body, a front rail changing trolley and a rear rail changing trolley located at the rear of the car body and on the same axis as the car body, the car body is provided with an on-car passage and an under-car passage, both of which are symmetrical and used for transporting new rails, the on-car passage is provided with a rail guide frame, a rail supporting wheel and an on-car rail anti-turnover adjustment device in sequence from front to back, the under-car passage is provided with a rail guide frame and an under-car rail anti-turnover adjustment device in sequence from front to back, the on-car rail anti-turnover adjustment device comprises an anti-turnover frame and a driving mechanism for upper and lower limit rails, the under-car rail anti-turnover adjustment device comprises a main body frame, a rail anti-turnover guide frame mechanism located at the outside and capable of moving laterally and vertically, and a safety track anti-backward fastener pushing device, the front rail changing trolley can adjust the gauge of the new rail again, and the rear rail changing trolley can lift and peel off the old rail, the invention has the advantages of on-car and off-car double channels, multi-function integration, high safety factor, shortened overall rail collection and rail changing cycle, etc.

Description

Technical Field

[0001] The invention belongs to the technical field of railway track changing operations, and in particular relates to a railway track unloading and track changing integrated operation tail car. Background Art

[0002] At present, when the existing T11BK long rail trains unload rails, they can only unload the rails to both sides of the track through the undercarriage channels on both sides. However, due to the drainage ditch and other facilities of the high-speed railway line, the rails cannot be stored. Even on the railway line without drainage ditch facilities, the rails are unloaded to the outside of the line. The rail gauge is about 2600mm, which is much larger than the 1435mm gauge standard. It is not suitable for the unloading synchronous rail changing operation mode, and the integration of the unloading and rail changing functions cannot be realized. Even if the rails are unloaded separately, they need to be manually moved to the standard gauge line and connected with the existing line rails, which will generate a huge workload, waste time and effort, lead to low rail changing efficiency, and delay the overall rail changing period. Summary of the invention

[0003] The present invention aims to provide a tail car with integrated rail unloading and rail changing functions, which can shorten the rail changing cycle and improve the rail changing efficiency, and solve the problem that the rails cannot be stored in the drainage ditch and other facilities of the high-speed railway line, and the rails are unloaded to the outside of the line, resulting in time-consuming and labor-intensive manual rail shifting.

[0004] To this end, the technical solution adopted by the present invention is: a railway rail unloading and rail changing function integrated operation tail car, including a car body, a front rail changing trolley and a rear rail changing trolley located behind the car body and on the same axis as the car body, the car body is provided with a car passage and a car under passage that are both symmetrical and used to transport new rails, the car passage is provided with a rail guide frame, a rail supporting wheel and a car rail anti-rollover adjustment device from front to back, the car under passage is provided with a rail guide frame and a car rail anti-rollover adjustment device from front to back, the car rail anti-rollover adjustment device includes an anti-rollover frame of upper and lower limit rails, and a horizontal drive anti-rollover frame The driving mechanism for lateral movement, the anti-rollover adjustment device for the rails under the vehicle comprises a main frame, a rail anti-rollover guide frame mechanism located on the outside and capable of lateral and vertical movement, and a safety track anti-backward fastener removing device located on the inside and capable of vertical movement. The front rail-changing trolley can adjust the gauge of the new rails, and the rear rail-changing trolley can lift and peel off the old rails. When the new rails pass through the rail guide frame along the on-vehicle channel or the under-vehicle channel and enter the front rail-changing trolley, the new rails are adjusted to the standard gauge with the help of the on-vehicle anti-rollover adjustment device for the rails or the under-vehicle anti-rollover adjustment device and the front rail-changing trolley, so that the wheels of the rear rail-changing trolley are pressed on the new rails.

[0005] As a preferred embodiment of the above scheme, the anti-rollover frame includes a sliding base that moves horizontally through a pulley along the top of a driving mechanism, an anti-rollover support main frame bolted to the sliding base, and a rail pressure block located in the anti-rollover support main frame frame and capable of pressing the rail from top to bottom. The driving mechanism is hydraulically driven, and the end of the piston rod is connected to the sliding base. The anti-rollover frame is driven by a telescopic piston rod to move horizontally. It has a reasonable design and is hydraulically driven, which saves time and effort, has a stable structure, and effectively prevents the rails from flipping over and causing rail transport failure through upper and lower limit stops. The upper and lower pressure rails ensure the stability of the rails during the lateral adjustment process, thereby realizing the integration of the anti-rollover fixing function of the rails.

[0006] Further preferably, the upper part of the rail pressing block is connected to the bottom end of the threaded rod screwed into the top plate of the anti-rollover support main frame, and the rail pressing block is driven to move vertically by screwing the threaded rod. The manual operation ensures the movement accuracy of the rail pressing block, avoids the rail pressing block being too close to or too far away from the rail and causing safety accidents, and effectively improves safety.

[0007] Further preferably, the rail anti-rollover guide frame mechanism includes an anti-rollover guide frame mounting seat which moves up and down along the sliding groove of the outer wall of the main frame and a rail anti-rollover guide frame centrally installed on the horizontal transverse sliding groove of the anti-rollover guide frame mounting seat; the safety track anti-backward fastener disengaging device is located on the sliding groove inside the main frame, and is equipped with a hydraulic cylinder that provides a driving force for up and down movement. The structures are interlocking, and rail anti-rollover is achieved through the rail anti-rollover guide frame mechanism. The safety track anti-backward fastener disengaging device can remove the old rail's safety track anti-backward fastener, thereby achieving multi-functional integration and ingenious design.

[0008] It is further preferred that the main frame is equipped with a safety protection tray just below the safety track anti-backward fastener displacing device. When there is no need to remove the safety track anti-backward fastener of the old rail, the safety protection tray is installed to separate the safety track anti-backward fastener displacing device from the old rail, thereby improving the safety protection factor and providing a reasonable design.

[0009] Further preferably, rail protection plates are provided on the left and right sides of the undercarriage passage to prevent external sand and gravel from entering the rail transport passage, causing wear of components and affecting their service life.

[0010] Further preferably, a rail-dropping buffer plate is symmetrically provided at the rear end of the vehicle body to improve the safety factor and avoid collision when dropping the track.

[0011] It is further preferred that the front rail-changing trolley is provided with a rail guide wheel capable of lifting and peeling off the old rail to the inner center position of the running track, so as to realize the replacement of the old rail with the new rail.

[0012] It is further preferred that the front rail-changing trolley and the rear rail-changing trolley are both provided with left-right symmetrical rail guide wheels, the rail guide wheels of the front rail-changing trolley can adjust the new port rail to the standard gauge, and the rail guide wheels of the rear rail-changing trolley can lift and peel off the old rail to the inner center position of the running track, symmetrically ensuring the synchronous replacement of the rails on the double tracks, and the design structure is reasonable.

[0013] Beneficial effects of the present invention:

[0014] (1) Two rail unloading channels are used: the on-board channel and the under-board channel for transporting new rails. Considering that there are construction workers on the train, the safety of the on-board channel is slightly poor, so the under-board channel is designed; but when it is necessary to connect another train to load long or short rails longitudinally on this train, it is necessary to use our train to weld long rails, so the on-board channel is needed. In addition, the on-board channel has a spacious space and the anti-rollover frame has a large horizontal movement range, so the rails can be unloaded to the inside and outside of the running track. Therefore, a double channel is designed, which is an ingenious concept.

[0015] (2) The tail car of the present invention can either unload rails alone or replace old rails with new ones through two rail-changing trolleys while unloading rails. The front rail-changing trolley can adjust the gauge of the new rails, and the rear rail-changing trolley can lift and peel off the old rails, thereby realizing the functions of unloading new rails, recycling old rails, and replacing old rails with new ones. The multifunctional integration can effectively shorten the overall rail collection and replacement cycle, and the rail replacement is efficient, saving time, worry, and labor.

[0016] (3) The anti-rollover frame has upper and lower limit rails. The driving mechanism drives the anti-rollover frame with new rails to move horizontally. The rail anti-rollover guide frame mechanism is located on the outside and can move horizontally and vertically, so as to realize the initial adjustment of the track gauge of the rails on and off the vehicle. A safety track anti-backlash device that can move vertically is used. It can only be lowered when the safety track anti-backlash device of the old rail is opened, and it can be moved up when not in use. It has a high safety factor and a reasonable design.

[0017] In summary, it has the advantages of dual channels on and off the vehicle, multi-functional integration, high safety factor, and shortened overall track collection and track changing cycle. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a front view of the present invention (when the new rail uses the onboard channel).

[0019] Figure 2 for Figure 1 Top view of the .

[0020] Figure 3 It is a front view of the present invention (when the new rail uses the undercarriage passage).

[0021] Figure 4 It is a half-section view of the rail anti-rollover adjustment device on the vehicle.

[0022] Figure 5 for Figure 4 Top view of the .

[0023] Figure 6 This is a front view of the anti-rollover adjustment device for the rails under the vehicle.

[0024] Figure 7 for Figure 6 Left view of . DETAILED DESCRIPTION

[0025] The present invention will be further described below by way of embodiments and in conjunction with the accompanying drawings:

[0026] Combination Figure 1 — Figure 7 As shown, a railway track unloading and track changing integrated operation tail car is composed of a car body 91, a front track changing trolley 92 and a rear track changing trolley 93 located behind the car body 91 and on the same axis as the car body 91.

[0027] The car body 91 is provided with an upper passage and an underpass, both of which are symmetrical and used for transporting new rails.

[0028] The on-board passage is provided with a rail guide frame 94, a rail supporting wheel 95 and an on-board rail anti-turnover adjustment device 96 in sequence from front to back.

[0029] The on-vehicle rail anti-turnover adjustment device 96 is composed of an anti-turnover frame 96a of upper and lower limit rails A and a driving mechanism 96b for driving the anti-turnover frame 96a to move horizontally.

[0030] The anti-rollover frame 96a consists of a sliding base 961 that moves horizontally through a pulley above a driving mechanism 96b, an anti-rollover support main frame 962 bolted to the sliding base 961, and a rail pressing block 963 located in the frame of the anti-rollover support main frame 962 and capable of pressing the rail A from top to bottom.

[0031] The driving mechanism 96b is hydraulically driven, and the end of the piston rod is connected to the sliding base 961, and the anti-rollover frame 96a is driven to move horizontally through the telescopic piston rod.

[0032] The upper part of the rail pressing block 963 is connected to the bottom end of the threaded rod screwed into the top plate of the anti-turnover support main frame 962, and the rail pressing block 963 is driven to move vertically by screwing the threaded rod.

[0033] The under-vehicle passage is provided with a rail guide frame 94 and an under-vehicle rail anti-turnover adjustment device 97 in sequence from front to back.

[0034] The undercar rail anti-turnover adjustment device 97 is composed of a main frame 97c, a rail anti-turnover guide frame mechanism 97a located on the outside and capable of moving laterally and vertically, and a safety track anti-backward fastener disengaging device 97b located on the inside and capable of moving vertically.

[0035] The rail anti-turnover guide frame mechanism 97a consists of an anti-turnover guide frame mounting seat 971 that moves up and down along the outer wall slide groove of the main frame 97c and a rail anti-turnover guide frame 972 that is centrally installed on the horizontal transverse slide groove of the anti-turnover guide frame mounting seat 971.

[0036] The safety track anti-backward fastener disengaging device 97b is located on the slide groove inside the main frame 97c and is equipped with a hydraulic cylinder that provides driving force for up and down movement.

[0037] The main frame 97c is equipped with a safety protection support plate just below the safety channel anti-backward fastener pushing device 97b.

[0038] Rail protection plates 91a are provided on the left and right sides of the undercarriage passage.

[0039] The rear end of the vehicle body 91 is symmetrically provided with a rail-dropping buffer plate.

[0040] The front rail-changing trolley 92 and the rear rail-changing trolley 93 are both provided with left-right symmetrical rail guide wheels. The rail guide wheels of the front rail-changing trolley 92 can adjust the new port rail to the standard gauge, and the rail guide wheels of the rear rail-changing trolley 93 can lift and peel off the old rail A to the inner center position of the running track.

[0041] The front rail-changing trolley 92 can adjust the new rail A gauge again.

[0042] The rear rail-changing trolley 93 can lift and peel off the old rail A.

[0043] When the new rail A passes through the rail guide frame 94 and enters the front rail-changing trolley 92 along the on-vehicle channel or the under-vehicle channel, the new rail A is adjusted to the standard gauge with the help of the on-vehicle rail anti-turnover adjustment device 96 or the under-vehicle rail anti-turnover adjustment device 97 and the front rail-changing trolley 92, so that the wheels of the rear rail-changing trolley 93 are pressed on the new rail A.

[0044] When the new rail A is unloaded, synchronously replaced, and the onboard channel is used, the new rail A enters the onboard channel through the rail guide frame 94, and then enters the onboard rail anti-turnover adjustment device 96 through the rail supporting wheel 95. The new rail enters the rail guide wheel of the front rail-changing trolley through the adjustment of the onboard rail anti-turnover adjustment device 96 and is finally adjusted to the standard track gauge of 1435 mm, so that the wheel of the rear rail-changing trolley is pressed on the new rail, and the old rail is lifted by the rail guide wheel of the rear rail-changing trolley and peeled off to the vicinity of the inner center position of the running track. At this time, the replacement operation of the new and old rails is completed through the advancement of the vehicle group.

[0045] When the new rail A is unloaded, replaced synchronously, and the undercarriage channel is used, the new rail is adjusted by the rail guide frame 94 and enters the undercarriage channel. The new rail is adjusted by the front and rear spaced undercarriage rail anti-rollover adjustment device 97 to allow the new rail to enter the rail guide wheel of the front rail-changing trolley and finally adjusted to the standard track gauge of 1435 mm, so that the wheels of the rear rail-changing trolley are pressed on the new rail A, and the old rail A is lifted by the rail guide wheel of the rear rail-changing trolley and peeled off to the vicinity of the inner center position of the running track. At this time, the replacement operation of the new and old rails is completed by the advancement of the vehicle group.

[0046] When the rail is unloaded separately from the vehicle, the new rail enters the vehicle channel through the rail guide frame 94, and then enters the vehicle rail anti-turnover adjusting device 96 through the rail supporting wheel 95, and passes through the inner side of the adjustment track of the vehicle rail anti-turnover adjusting device 96 or the standard track gauge 1435mm.

[0047] When unloading rails from the vehicle separately, the new rails are adjusted by the rail guide frame 94, enter the undercarriage passage, and then enter the undercarriage rail anti-turnover adjustment device 97 through the rail guide adjustment device 9, and are adjusted to the outside of the track by the undercarriage rail anti-turnover adjustment device 97.

[0048] When the track collecting operation is carried out, the old rails placed in the center of the track are shoveled onto the car through the middle guide gantry of the rear rail-changing trolley and the front rail-changing trolley as the train set travels in reverse.

Claims

1. An integrated operation trailing car with the functions of railway rail unloading and rail replacement, characterized in that: The invention comprises a vehicle body (91), a front rail-changing trolley (92) and a rear rail-changing trolley (93) located behind the vehicle body (91) and on the same axis as the vehicle body (91); the vehicle body (91) is provided with an on-vehicle passage and an off-vehicle passage, both of which are symmetrical and used for transporting new rails; the on-vehicle passage is provided with a rail guide frame (94), a rail support wheel (95) and an on-vehicle rail anti-turnover adjustment device (96) in sequence from front to back; the off-vehicle passage is provided with a rail guide frame (94) and an off-vehicle rail anti-turnover adjustment device (97) in sequence from front to back; the on-vehicle rail anti-turnover adjustment device (96) comprises an anti-turnover frame (96a) for limiting upper and lower position rails, and a driving mechanism (96b) for driving the anti-turnover frame (96a) to move horizontally; the off-vehicle rail anti-turnover adjustment device (97) comprises a main frame (97c) and a main body frame (97d). ), a rail anti-turnover guide frame mechanism (97a) located on the outside and capable of moving laterally and vertically, and a safety track anti-backward fastener disengaging device (97b) located on the inside and capable of moving vertically, the front rail-changing trolley (92) can adjust the gauge of the new rail, the rear rail-changing trolley (93) can lift and peel off the old rail, when the new rail passes through the rail guide frame (94) along the vehicle channel or the vehicle channel and enters the front rail-changing trolley (92), the new rail is adjusted to the standard gauge by means of the vehicle anti-turnover adjustment device (96) or the vehicle anti-turnover adjustment device (97) and the front rail-changing trolley (92), so that the wheels of the rear rail-changing trolley (93) are pressed on the new rail; rail protection plates (91a) are provided on the left and right sides of the vehicle channel; and rail drop buffer plates are symmetrically provided at the rear end of the vehicle body (91).

2. The integrated operation trailing car with the functions of railway rail unloading and rail replacement according to claim 1, characterized in that: The anti-rollover frame (96a) comprises a sliding base (961) that moves horizontally along the top of the driving mechanism (96b) via a pulley, an anti-rollover support main frame (962) that is bolted onto the sliding base (961), and a rail pressing block (963) that is located in the frame of the anti-rollover support main frame (962) and can press the rail from top to bottom. The driving mechanism (96b) is hydraulically driven, and the end of a piston rod is connected to the sliding base (961). The anti-rollover frame (96a) is driven to move horizontally by a telescopic piston rod.

3. An integrated operation trailing car for railway rail unloading and rail replacement according to claim 2, characterized in that: The upper part of the rail pressing block (963) is connected to the bottom end of a threaded rod screwed into the top plate of the anti-turnover support main frame (962), and the rail pressing block (963) is driven to move vertically by screwing the threaded rod.

4. The integrated operation trailing car for railway rail unloading and rail replacement according to claim 1, characterized in that: The rail anti-turnover guide frame mechanism (97a) comprises an anti-turnover guide frame mounting seat (971) that moves up and down along the outer wall slide groove of the main frame (97c) and a rail anti-turnover guide frame (972) centrally mounted on the horizontal transverse slide groove of the anti-turnover guide frame mounting seat (971); the safety track anti-backward fastener disengaging device (97b) is located on the slide groove inside the main frame (97c) and is equipped with a hydraulic cylinder that provides a driving force for up and down movement.

5. The integrated operation trailing car for railway rail unloading and rail replacement according to claim 1, characterized in that: The main frame (97c) is provided with a safety protection support plate directly below the safety channel anti-backward fastener pushing device (97b).

6. The integrated operation trailing car with railway rail unloading and rail replacement functions according to claim 1, characterized in that: Both the front rail-changing trolley (92) and the rear rail-changing trolley (93) are provided with symmetrically arranged left and right rail guide wheels. The rail guide wheels of the front rail-changing trolley (92) can adjust the new rail to the standard gauge, and the rail guide wheels of the rear rail-changing trolley (93) can lift and strip the old rail to the inner center position of the running track.

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