An automatic locking mechanism for preventing rail longitudinal displacement

Abstract

The application discloses a kind of anti-rail longitudinal displacement automatic locking mechanism, including left and right corresponding installation on long rail car group side column and rotatable installation on side column rail locking beam, rail locking beam includes lock rail beam main body and lock rail unit, lock rail beam main body one end is installed on side column by locking beam pivot, the other end is horizontally overlapped on corresponding side column, lock rail beam main body inner chamber is provided with baffle and forms a line and accommodates lock rail unit lock rail unit installation area, lock rail unit includes hydraulic cylinder and sliding chute, sliding assembly and inner buckle rail claw, sliding assembly includes lower active slider and upper driven slider, lower active slider is equipped with docking table and return guide column, a kind of multilayer long steel rail transport car group, including the long rail car group of installation above-mentioned anti-rail longitudinal displacement automatic locking mechanism, and each pair of side column height is different, realize multilayer rail locking, with the largest number of steel rail's containing, easy to operate, structure is linked, design is ingenious, with wide application range and other advantages.

Description

Technical Field

[0001] This invention belongs to the field of rail transportation technology, and specifically relates to an automatic locking mechanism for preventing longitudinal displacement of rails. Background Technology

[0002] When using long-rail train sets to transport steel rails, the automatic locking mechanism to prevent longitudinal displacement of the rails is a special device for fixing long steel rails. It is used to rigidly anchor the long steel rails to the vehicle structure to prevent longitudinal displacement of the long steel rails due to inertial forces during transportation, which could lead to safety risks.

[0003] Existing anti-rail longitudinal displacement locking mechanisms typically employ either vertical or horizontal rail clamping. The locking device is fixed to a crossbeam supported by two side columns. Upper and lower pressure plates press down on the upper and lower surfaces of the rail, respectively, and are connected by bolts. Tightening the bolts generates static friction along the rail's longitudinal direction, locking it in place. This process is manual, complex, time-consuming, and labor-intensive. Furthermore, using horizontal clamps requires significant installation space, limiting the number of rails that can be accommodated per layer, resulting in low rail transport efficiency, delays, and wasted manpower. Summary of the Invention

[0004] This invention aims to provide an automatic locking mechanism for preventing longitudinal rail movement and a multi-layer long rail transport vehicle, which automatically controls the locking and unlocking of the rails, saving time and effort in operation, and solving the problems of time-consuming and labor-intensive use of vertical or horizontal rail clamping and the large installation space required for horizontal rail clamping.

[0005] Therefore, the technical solution adopted by the present invention is as follows: an automatic locking mechanism for preventing longitudinal rail displacement, comprising side columns correspondingly installed on the left and right sides of a long rail train and a rail locking beam rotatably installed on the side columns. The rail locking beam includes a locking beam body and locking units. One end of the locking beam body is installed on the side column through a locking beam pivot, and the other end is horizontally overlapped on the corresponding side column. A partition is provided in the inner cavity of the locking beam body to form a row of locking unit placement areas for accommodating the locking units. The locking unit includes a hydraulic cylinder and a sliding groove, a sliding assembly, and an inner clamping rail claw arranged symmetrically from bottom to top and left and right. The component includes a lower active slider connected to the piston rod of a hydraulic cylinder and an upper driven slider that is horizontally slidably connected to the front plate of the rail locking unit placement area. The lower active slider is provided with a mating platform that matches the inclined surface at the notch of the upper driven slider and a return guide post that passes through the guide groove of the upper driven slider. The front plate of the rail locking unit placement area is provided with an outlet for the lower active slider to pass through. When the piston rod of the hydraulic cylinder drives the lower active slider to slide forward or backward along the slide groove, the upper driven slider moves inward or outward along the inclined surface of the mating platform under the action of the front plate of the rail locking unit placement area, the mating platform and the return guide post, thereby driving a pair of internal locking rail claws to lock or unlock the rail.

[0006] As a preferred embodiment of the above scheme, the top plate of the rail locking unit installation area is provided with an opening for the inner clamping claw to move and rail transverse limiting posts located on both sides of the opening, thereby initially limiting the rail and preventing the rail from deviating significantly and causing a safety accident.

[0007] More preferably, the inclined surface of the upper driven slider is provided with a T-slot, and the inclined surface of the docking platform is provided with a boss that matches the size of the T-slot, so as to ensure that when the upper driven slider and the lower driving slider move in a misaligned manner, they can fit against the inclined surface and will not deviate from the path, and also ensure that the connection between the two is stable.

[0008] A further preferred embodiment is that the inner clamping claw is threadedly connected to the upper driven slider, and the sliding bolt is installed on the base plate of the locking rail unit placement area, making installation convenient and stable.

[0009] A further preferred embodiment is that the rear plate of the rail lock unit placement area is provided with several round holes for leading out the rail lock unit pipelines, which is a reasonable design.

[0010] More preferably, the piston rod end of the hydraulic cylinder is equipped with a connecting rod extending horizontally to the left and right, and the two ends of the connecting rod are inserted into the corresponding slots on the inner side of the left and right symmetrical lower active sliders, so that the piston rod drives the lower active sliders to move back and forth synchronously along the slide groove. By synchronously driving the lower active sliders, the inner clamping claws can be operated synchronously, thereby synchronously locking or unlocking the rail.

[0011] Preferably, the guide groove of the upper driven slider is inclined and parallel to the inclined surface at the notch of the upper driven slider, ensuring that the guide post passing through the guide groove of the upper driven slider can drive the upper driven slider to move along the inclined surface, thereby realizing the locking or unlocking of the rail; the front plate of the rail locking unit placement area is provided with a limiting protrusion, and the front wall of the upper driven slider is provided with a T-shaped groove that matches the size of the limiting protrusion, so that the upper driven slider can slide along the limiting protrusion, limiting the upper driven slider to slide only in the lateral direction, effectively preventing the upper driven slider from being driven to slide back and forth by the lower active slider.

[0012] The present invention also employs a multi-layer long rail transport vehicle group, including a long rail vehicle group equipped with the above-mentioned anti-rail longitudinal displacement automatic locking mechanism, wherein each pair of side columns has a different height, and the installed rail locking beam can correspond to different layers of rails, thereby realizing multi-layer rail locking.

[0013] The beneficial effects of this invention are:

[0014] (1) The rail locking is achieved by automatic control of hydraulic cylinder. Compared with manual tightening of the pressure plate to clamp the rail, the operation is obviously simpler and more convenient. At the same time, the inner cavity of the rail locking beam is equipped with partitions to form a rail locking unit placement area that can accommodate a row of rail locking units, ensuring that the number of rails in each layer is maximized and making full use of the space.

[0015] (2) The lower active slider is connected to the piston rod of the hydraulic cylinder. The lower active slider is equipped with a docking platform that matches the inclined surface at the notch of the upper driven slider and a return guide post that passes through the guide groove of the upper driven slider. Under the obstruction of the front plate of the rail locking unit placement area and the squeezing of the docking platform, the upper driven slider moves horizontally inward along the front plate of the rail locking unit placement area, thereby clamping the rail with the inner clamping claw. At the same time, when the piston rod of the hydraulic cylinder retracts and drives the lower active slider to retreat, the return guide post pushes along the guide groove, causing the upper driven slider to move horizontally outward along the front plate of the rail locking unit placement area, thereby causing the inner clamping claw to move outward to unlock the rail. The overall structure is interlocked, ingeniously designed, and novel in conception.

[0016] (3) The rail locking beam installed on each set of side columns can correspond to rails of different layers, effectively avoiding the locking beams of multiple layers of rails being fixed in the same set of side columns, and avoiding the situation where the side columns cannot bear the weight of the rails due to excessive weight, which may cause damage. It is suitable for the transportation and locking of single or multiple layers of long rails, and is flexible in installation and has a wide range of applications.

[0017] In summary, it has advantages such as maximizing the number of rails that can be accommodated, simple operation, interlocking structure, ingenious design, and wide applicability. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of the present invention.

[0019] Figure 2 This is a structural diagram of the rail lock unit located in the rail lock unit placement area.

[0020] Figure 3 for Figure 2 A schematic diagram of a partially exploded component.

[0021] Figure 4 for Figure 3 Schematic diagram of the explosion at point B.

[0022] Figure 5 This is a top view of the rail clamps locking the rail with the internal clamping claws.

[0023] Figure 6 A top view of the rail being unlocked by the internal clamping jaws. Detailed Implementation

[0024] The present invention will be further described below with reference to the embodiments and accompanying drawings:

[0025] Combination Figure 1 — Figure 6 As shown, an automatic locking mechanism for preventing longitudinal rail movement consists of side columns 1 installed on the left and right sides of a long rail train and a rail locking beam 2 that can be rotatably installed on the side columns 1.

[0026] The rail locking beam 2 consists of a main body 21 and a rail locking unit 22.

[0027] One end of the main body 21 of the locking beam is installed on the side column 1 through the locking beam pivot 3, and the other end is horizontally overlapped on the corresponding side column 1.

[0028] The inner cavity of the main body 21 of the rail lock beam is provided with a partition 211 to form a rail lock unit placement area that accommodates the rail lock units 22.

[0029] The rail locking unit 22 consists of a hydraulic cylinder 221, a slide groove 222 arranged from bottom to top and mirror-symmetrically arranged from left to right, a sliding component, and an inner clamping claw 223.

[0030] The inner clamping claw 223 is threadedly connected to the upper driven slider 225, and the slide groove 222 is bolted to the base plate of the rail locking unit placement area.

[0031] The sliding assembly consists of a lower active slider 224 connected to the piston rod of the hydraulic cylinder 221 and an upper driven slider 225 that is horizontally slidably connected to the front plate of the rail locking unit mounting area.

[0032] The lower active slider 224 is provided with a docking platform 226 that matches the inclined surface at the notch of the upper driven slider 225 and a return guide post 227 that passes through the guide groove of the upper driven slider 225.

[0033] The upper driven slider 225 has a T-slot on its inclined surface, and the docking platform 226 has a boss on its inclined surface that matches the size of the T-slot.

[0034] The guide groove of the upper driven slider 225 is inclined and parallel to the inclined surface at the notch of the upper driven slider 225.

[0035] The front plate of the rail locking unit installation area is provided with an outlet 212 for the lower active slider 224 to pass through.

[0036] The top plate of the rail locking unit installation area is provided with an opening 214 for the inner rail clamping claw 223 to move and rail transverse limiting posts 213 located on the front and rear sides of the opening 214.

[0037] The rear plate of the rail lock unit installation area is provided with several round holes for leading out the rail lock unit 22 pipeline.

[0038] The piston rod end of the hydraulic cylinder 221 is equipped with a connecting rod 228 that extends horizontally to the left and right, and the two ends of the connecting rod 228 are inserted into the corresponding slots on the inner side of the left and right symmetrical lower active slider 224, so that the piston rod drives the lower active slider 224 to move back and forth synchronously along the slide groove 222.

[0039] The side column 1 is equipped with rail locking beams 2 at intervals on the top and bottom, and the rail locking beams 2 correspond to different layers of rail A in sequence, thereby realizing the locking of multiple layers of rail A.

[0040] When the piston rod of the hydraulic cylinder 221 drives the lower active slider 224 to slide forward or backward along the slide groove 222, the upper driven slider 225 moves inward or outward along the inclined surface of the docking platform 226 under the action of the front plate of the rail locking unit placement area, the docking platform 226 and the return guide post 227, thereby driving a pair of inner clamping rail claws 223 to lock or unlock the rail A.

[0041] The specific implementation steps are as follows:

[0042] When rail A needs to be locked, hydraulic cylinder 221 is activated, controlling the piston rod to push forward. The lower active slider 224 slides forward along the slide groove 222. Under the obstruction of the front plate of the rail locking unit placement area and the squeezing of the docking platform 226, the upper driven slider 225 slides inward through the activity space provided by the guide groove of the upper driven slider 225. Therefore, the inner clamping claw 223 also moves inward, thereby locking rail A.

[0043] When it is necessary to unlock rail A, hydraulic cylinder 221 is activated to control the piston rod to retract. The guide column of the lower active slider 224 pushes the driven slider 225 to move outward along the front plate of the rail locking unit, thereby driving the inner clamping claw 223 to move outward and unlock rail A.

[0044] A multi-layer long rail transport vehicle group consists of a long rail vehicle group equipped with the above-mentioned anti-rail longitudinal displacement automatic locking mechanism, and each pair of side columns 1 has a different height. The installed rail locking beam 2 can correspond to different layers of rails A, thereby realizing the locking of multi-layer rails A.

Claims

1. An automatic locking mechanism for preventing longitudinal displacement of steel rails, characterized in that: The system includes side posts (1) mounted on the long rail train on the left and right sides respectively, and rail locking beams (2) rotatably mounted on the side posts (1). The rail locking beams (2) include a rail locking beam body (21) and rail locking units (22). One end of the rail locking beam body (21) is mounted on the side post (1) through a locking beam pivot (3), and the other end is horizontally overlapped on the corresponding side post (1). The inner cavity of the rail locking beam body (21) is provided with a partition (211) to form a rail locking unit placement area for accommodating the rail locking units (22). The rail locking unit (22) includes a hydraulic cylinder (221) and a slide groove (222) arranged symmetrically from bottom to top and left and right, a sliding assembly, and an inner clamping claw (223). The sliding assembly includes a lower active slider (224) connected to the piston rod of the hydraulic cylinder (221) and an upper driven slider (225) horizontally slidably connected to the front plate of the rail locking unit placement area. The lower active slider (224) is provided with a connection to the upper driven slider (225). The notch has a matching beveled docking platform (226) and a return guide post (227) that passes through the guide groove of the upper driven slider (225). The front plate of the rail lock unit placement area is provided with an outlet (212) for the lower active slider (224) to pass through. When the piston rod of the hydraulic cylinder (221) drives the lower active slider (224) to slide forward or backward along the slide groove (222), the upper driven slider (225) is in the front plate of the rail lock unit placement area, the docking platform (226) and the return guide post (227). Under the action of the action, it moves inward or outward along the inclined surface of the docking platform (226), thereby driving a pair of inner clamping claws (223) to lock or unlock the rail (A); the top plate of the rail locking unit placement area is provided with an opening (214) for the inner clamping claws (223) to move and rail transverse limiting posts (213) located on the front and rear sides of the opening (214); the inclined surface of the upper driven slider (225) is provided with a T-slot, and the inclined surface of the docking platform (226) is provided with a boss that matches the size of the T-slot.

2. The automatic locking mechanism for preventing longitudinal displacement of rails according to claim 1, characterized in that: The inner clamping claw (223) is threadedly connected to the upper driven slider (225), and the slide groove (222) is bolted to the bottom plate of the rail locking unit placement area.

3. The automatic locking mechanism for preventing longitudinal displacement of rails according to claim 1, characterized in that: The rear plate of the rail lock unit placement area is provided with several round holes for leading out the rail lock unit (22) pipes.

4. The automatic locking mechanism for preventing longitudinal displacement of rails according to claim 1, characterized in that: The piston rod end of the hydraulic cylinder (221) is equipped with a connecting rod (228) that extends horizontally to the left and right. Both ends of the connecting rod (228) are inserted into the corresponding slots on the inner side of the left and right symmetrical lower active slider (224), so that the piston rod drives the lower active slider (224) to move back and forth synchronously along the slide groove (222).

5. The automatic locking mechanism for preventing longitudinal displacement of rails according to claim 1, characterized in that: The guide groove of the upper driven slider (225) is inclined and parallel to the inclined surface at the notch of the upper driven slider (225). The front plate of the rail locking unit placement area is provided with a limiting protrusion. The front wall of the upper driven slider (225) is provided with a T-shaped groove that matches the size of the limiting protrusion.

6. A multi-layer long rail transport vehicle group, characterized in that: The long rail train set includes a rail anti-rail longitudinal displacement automatic locking mechanism as described in any one of claims 1 to 5, and each pair of side columns (1) has a different height, and the installed rail locking beam (2) can correspond to different layers of rails (A), thereby realizing multi-layer rail (A) locking.

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