A mechanized rail locking mechanism for preventing longitudinal displacement in long rail transportation

Abstract

The present invention discloses a mechanized rail locking system for preventing longitudinal displacement of long rail transportation, comprising a side column, a locking beam, a rail locking unit and a driving motor. The rail locking unit comprises a clamping assembly and a driving linkage assembly. The driving linkage assembly comprises a clutch, a hollow bidirectional lead screw and a rotating main shaft. The rotating main shaft passes through the clutch and the hollow bidirectional lead screw in sequence from front to back. The driving motor is docked with the front end of the rotating main shaft of the first rail locking unit. The clutch connects the hollow bidirectional lead screw and the rotating main shaft so that they rotate synchronously. The clamping assembly comprises a clamping assembly sliding seat, a clamping claw and a pressure block. Movable guide bosses are provided on the front and rear sides of the clamping assembly sliding seat. Strip guide groove plates are extended downward to the left and right sides of the bottom of the clamping claw. Fixed pins are extended outward and inserted into the corresponding through holes of the locking beam for installation on the left and right outer sides of the middle. The system has the advantages of simple electrical and hydraulic systems, mechanized locking of rails, reduction of longitudinal force from rails, innovative use of clutch and ingenious idea.

Description

Technical Field

[0001] The invention belongs to the technical field of preventing longitudinal displacement of long rails during transportation, and particularly relates to a mechanized rail locking mechanism for preventing longitudinal displacement of long rails during transportation. Background Art

[0002] When using long rail vehicles to transport rails, the rail locking device is a special device for fixing the long rails. It is used to rigidly anchor the long rails to the vehicle structure to prevent the long rails from longitudinal displacement due to inertia during transportation, which may cause safety risks.

[0003] There are currently two types of rail locking devices. The first type of locking device places a weight on the upper and lower surfaces of the rail, and connects the two weights with bolts along the height direction of the rail. When the bolts are tightened, the upper and lower weights press the upper surface of the rail head and the lower surface of the rail bottom respectively, generating static friction along the longitudinal direction of the rail, which locks the rail. The lower weight is installed in the crossbeam, and the crossbeam is fixed to the vehicle body through the column. However, the installation and tightening of the bolts and weights must be completed manually, and mechanized locking cannot be achieved. This makes it difficult to use when the rails are difficult to access.

[0004] The second locking device is to push wedges horizontally between the rails from the ends of the long rails, so that the rail waist is clamped by the wedges on both sides, forming a locked state. The wedges and the hydraulic push rods that push the wedges are installed on a layer of crossbeams, which are fixedly connected to the vehicle body through columns. The pushing and pulling of the wedges can be driven by the hydraulic system, which can achieve mechanized locking without the need for personnel to approach for operation. However, this locking scheme can only lock the ends of long rails and is only suitable for locking rails of shorter lengths (less than 100m). This is because when the rails are long, locking the rails from one end will cause a large displacement difference in the free end of the unlocked rail at the other end when the rails are transported through a curved line. That is, the rails loaded on the vehicle near the outside of the centerline of the curved line will shrink relatively, while the rails loaded near the inside of the centerline of the curved line will stretch relatively. Such a large range of length changes will have a very adverse impact on the loading safety of the on-board equipment and rails. In serious cases, it will cause the on-board equipment to be damaged by collision or the rail ends to fall off the load-bearing structure. On the other hand, when transporting a large number of rails and stacking them in a large number of layers, the rails can only be locked at their ends. The vehicles in this position in the train transporting the rails are subject to the huge longitudinal forces caused by the longitudinal displacement of the rails, which places excessive demands on the vehicle strength. This solution also suffers from the problem of too many drive components. Each rail requires a separate drive component to drive the mechanism to achieve the rail locking action. The electro-hydraulic system is relatively complex and bloated, making it unsuitable for transporting a large number of rails. Summary of the Invention

[0005] The present invention aims to provide a mechanized rail locking mechanism for preventing longitudinal displacement during transportation of long rails, which realizes mechanized locking of the rails without the need for manual operation and has simple electrical and hydraulic systems. It solves the problems that in the first locking device, the rails are locked by tightening the upper and lower pressure irons with bolts, and the installation and tightening of the bolts and pressure irons must be completed through manual operation, which makes mechanized locking impossible; and in the second locking device, the wedge block is horizontally inserted between the rails from one end of the rail to squeeze the rail waist, which can only lock the end of the long rail and the short rail.

[0006] To this end, the technical solution adopted by the present invention is: a mechanized rail locking system for preventing longitudinal displacement of long rail transportation, comprising front and rear symmetrical side posts, a locking beam rotatably resting on the side posts, a plurality of rail locking units mounted end to end on the locking beam and capable of clamping the rails, and a driving motor providing a clamping driving force for the rail locking unit, one end of the locking beam being rotatably mounted on the side post, and the other end being able to overlap the side post on the corresponding side, the rail locking unit comprising a clamping assembly and a driving linkage assembly for enabling the clamping assembly to clamp and release the rails, the driving linkage assembly comprising a clutch, a hollow bidirectional lead screw and a rotating main shaft passing through the hollow bidirectional lead screw, the rotating main shaft passing through the clutch and the hollow bidirectional lead screw in sequence from front to back, the driving motor docking with the front end of the rotating main shaft of the first rail locking unit, the clutch connecting the hollow bidirectional lead screw and the rotating main shaft, To make it rotate synchronously, the clutch includes an active semi-clutch connected to the rotating main shaft and a driven semi-clutch that can mesh with the active semi-clutch gear disk and is connected to a hollow bidirectional screw; the clamping assembly includes two clamping assembly sliding seats respectively located at the forward and reverse rotation sections of the hollow bidirectional screw, clamping jaws correspondingly installed on the clamping assembly sliding seat and a pressure block hingedly installed on the top of the clamping jaws, and movable guide protrusions are provided on the front and rear sides of the clamping assembly sliding seat, and strip guide groove plates for the movable guide protrusions to be inserted and moved are extended downward to the left and right sides of the bottom of the clamping jaws, and fixed pins are provided on the left and right outer sides of the middle that extend outward and are inserted into the corresponding through holes of the locking beam for installation. When the driving motor drives the rotating main shaft to rotate in the forward and reverse directions, the clamping assembly sliding seat moves away from or approaches, and the movable guide protrusion slides along the strip guide groove, thereby driving the clamping jaws to clamp or release the rail with the fixed pin as the turning point.

[0007] As a preferred embodiment of the above scheme, the front end of the rotating spindle is provided with a coupling, the front part is provided with an active bearing seat with a bearing, the front end of the hollow bidirectional screw is provided with a screw bearing seat with a bearing, and the rear end is provided with a combined bearing seat with two bearings. The active bearing seat, screw bearing seat and combined bearing seat are all fixedly mounted on the locking beam, and the two bearing inner rings of the combined bearing seat are respectively mounted on the rotating spindle and the hollow bidirectional screw, thereby realizing the installation between the locking rail unit and the locking beam. The design is reasonable and the installation is stable.

[0008] It is further preferred that both ends of the coupling are provided with mounting holes that are adapted to the size of the rotating spindle end or the rotating end of the driving motor, thereby ensuring the end-to-end connection of the locking rail unit, effectively avoiding the inconsistent size of the coupling mounting hole caused by the inconsistent size of the rotating end of the driving motor, which is inconvenient for unified preparation.

[0009] Further preferably, the pressure block includes a pressure block mounting groove hingedly installed by a rotating shaft and a rubber block installed in the pressure block mounting groove by a fastening screw. The thickness of the rubber block is greater than the depth of the pressure block mounting groove, so that the pressure block mounting groove can be exposed, so that the rubber block can directly contact the waist of the rail. A limiting vertical surface is provided on the side of the top of the clamp facing the pressure block mounting groove, thereby limiting the rotation angle range of the pressure block along the rotating shaft. The design is ingenious.

[0010] More preferably, the rotation angle range of the pressing block along the rotating shaft is -9° to 9°. Since the rail waist height is inconsistent, the pressing block needs to be finely adjusted to fit the outer wall of the rail waist, and the range is reasonable.

[0011] More preferably, two pressure block installation grooves are installed at intervals on the left and right sides of the top of the clamping jaw and can be hinged by passing through a rotating shaft. The design is interlocking and the components are simplified.

[0012] It is further preferred that each pair of front-to-back symmetrical side columns is equipped with two horizontally longitudinal locking beams spaced apart left and right, and the ends of the two adjacent locking beams are provided with locking beam rotation assemblies, and the corresponding locking beam rotation assemblies are installed on the side columns on different sides. The locking beam rotation assembly includes a locking beam rotating shaft and a rotating drive hydraulic rod that drives the locking beam rotating shaft to rotate, and the design structure is reasonable.

[0013] It is further preferred that a partition is provided longitudinally in the middle of the locking beam, thereby separating the inner cavity of the locking beam into left and right parts to form an installation cavity in which two groups of locking rail units connected end to end can be installed side by side. The top plate of the locking beam is provided with an opening for exposing the clamping claws, and the corresponding openings of the left and right groups of locking rail units are staggered, so that the clamping positions of adjacent rails are different, effectively utilizing space, avoiding space waste, and reasonably arranging components.

[0014] Further preferably, the rear end of the driven semi-clutch is fixedly connected to the hollow bidirectional screw via a transmission flange, and the connection is firm.

[0015] Beneficial effects of the present invention:

[0016] (1) Compared with the first locking device which uses bolts to tighten the upper and lower pressure irons to achieve rail locking, the installation and tightening of the bolts and pressure irons must be completed by manual operation, and mechanized locking cannot be achieved. In addition, the wedge block in the second locking device is horizontally inserted between the rails from one end of the rail to squeeze the rail waist, which can only lock the end of the long rail and the short rail. This solution uses a mechanized rail locking device, and the driving motor is connected to the front end of the rotating main shaft of the first locking rail unit, thereby driving several coaxial locking rail units connected end to end. The clamps clamp or release the rail waist to achieve mechanized locking of the rail without manual operation. In addition, compared with the existing technology, there are fewer drive components. Multiple clamps are connected in series on the same motor, which solves the problem of too many drive components and complex electrical and hydraulic systems, and can adapt to the locking of rails with larger carrying capacity. The clamping jaws can be flexibly arranged according to the spacing between rails. By reasonably arranging the locking points, the expansion and contraction difference of the rail ends can be reduced to adapt to the locking of longer rails. At the same time, it can also solve the problem of excessive concentration of the longitudinal force of rail locking on a certain transport vehicle during the transportation of multiple layers of rails. The locking devices of different layers of stacked rails can be dispersed on different transport vehicles, reducing the longitudinal force from the rails on each vehicle to a reasonable range.

[0017] (2) Tooth-type clutches are usually only used for the disconnection and engagement of transmission in the system to achieve axial power transmission. The left half-clutch and the right half-clutch each have a toothed disc, and the positions of the toothed discs are relative. When the clutch is in the disconnected state, the two toothed discs are separated by a certain gap. When the clutch is engaged, the two toothed discs fit together, and the teeth mesh with each other to transmit power. At present, there is no precedent for using a clutch to radially transmit rotational power through a hollow bidirectional screw that rotates the main shaft and the rotating main shaft. The use is original and the idea is ingenious.

[0018] In summary, the invention has the advantages of simple electrical and hydraulic systems, mechanized locking of rails, reduction of longitudinal force from rails, innovative use of clutch, and ingenious concept. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a structural schematic diagram of the present invention.

[0020] Figure 2 A partial cross-sectional view of the locking beam with the locking rail unit installed.

[0021] Figure 3 A partial cross-sectional view of the locking rail unit.

[0022] Figure 4 This is the unlocked state diagram of the locking track unit.

[0023] Figure 5 Schematic diagram of the structure of the briquette.

[0024] Figure 6Schematic diagram of the structure of the pressing block rotating along the rotating axis (the left picture is counterclockwise rotation, and the right picture is clockwise rotation). DETAILED DESCRIPTION

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

[0026] If combined Figure 1 — Figure 6 As shown, a mechanized rail locking system for preventing longitudinal displacement of long rails in transportation is composed of front and rear symmetrical side posts 1, a locking beam 2 rotatably resting on the side posts 1, a plurality of locking rail units 4 installed end to end on the locking beam 2 and capable of clamping the rails A, and a drive motor 3 that provides the clamping driving force for the locking rail units 4.

[0027] Each pair of front-to-back symmetrical side columns 1 is equipped with two horizontal longitudinal locking beams 2 spaced apart from each other.

[0028] The ends of two adjacent locking beams 2 are provided with locking beam rotating assemblies 21 , and the corresponding locking beam rotating assemblies 21 are installed on the side columns 1 on different sides.

[0029] The locking beam rotating assembly 21 is composed of a locking beam rotating shaft 211 and a rotation driving hydraulic rod 212 that drives the locking beam rotating shaft 211 to rotate.

[0030] A partition plate 22 is longitudinally provided in the middle of the locking beam 2, thereby separating the inner cavity of the locking beam 2 into left and right to form an accommodating cavity in which two groups of locking rail units 4 connected end to end can be installed in parallel.

[0031] The top plate of the locking beam 2 is provided with an opening for the clamping claw 45 to be exposed, and the corresponding openings of the left and right rail locking units 4 are staggered, so that the clamping positions of adjacent rails A are different. The rear end of the driven semi-clutch 422 is fixedly connected to the hollow bidirectional screw 43 through a transmission flange 423.

[0032] One end of the locking beam 2 can be rotatably mounted on the side column 1, and the other end can be overlapped on the side column 1 on the corresponding side.

[0033] The rail locking unit 4 is composed of a clamp assembly and a driving linkage assembly that enables the clamp assembly to clamp and release the rail A.

[0034] The driving linkage assembly consists of a clutch 42 , a hollow bidirectional lead screw 43 , and a rotating main shaft 41 passing through the hollow bidirectional lead screw 43 .

[0035] The rotating main shaft 41 passes through the clutch 42 and the hollow bidirectional screw 43 in sequence from front to back.

[0036] The driving motor 3 is docked with the front end of the rotating spindle 41 of the first track locking unit 4 .

[0037] The clutch 42 connects the hollow bidirectional lead screw 43 and the rotating main shaft 41 so that they rotate synchronously.

[0038] The clutch 42 is composed of an active semi-clutch 421 connected to the rotating main shaft 41 and a driven semi-clutch 422 that can mesh with the gear plate of the active semi-clutch 421 and is connected to a hollow bidirectional screw 43.

[0039] The clamp assembly consists of two clamp assembly sliding seats 44 located at the forward and reverse rotation sections of the hollow bidirectional screw 43, a clamping jaw 45 correspondingly mounted on the clamp assembly sliding seat 44, and a pressure block 46 hingedly mounted on the top of the clamping jaw 45.

[0040] Movable guide bosses 441 are provided on the front and rear sides of the clamp assembly sliding seat 44 .

[0041] The bottom of the clamping jaw 45 extends downward to the left and right sides to form a strip-shaped guide groove plate for the movable guide protrusion 441 to be inserted and moved, and the left and right outer sides of the middle are provided with fixing pins 452 extending outward to be inserted into the corresponding through holes of the locking beam 2 for installation.

[0042] A coupling 411 is provided at the front end of the rotating main shaft 41 , and an active bearing seat 412 with a bearing is provided at the front.

[0043] The front end of the hollow bidirectional screw 43 is provided with a screw bearing seat 431 with a bearing, and the rear end is provided with a combined bearing seat 432 with two bearings.

[0044] The active bearing seat 412 , the screw bearing seat 431 , and the combined bearing seat 432 are all fixedly mounted on the locking beam 2 , and the two bearing inner rings of the combined bearing seat 432 are respectively sleeved on the rotating main shaft 41 and the hollow bidirectional screw 43 .

[0045] Both ends of the coupling 411 are provided with mounting holes that match the size of the end of the rotating main shaft 41 or the rotating end of the driving motor 3.

[0046] The pressing block 46 is composed of a pressing block installation groove 461 hingedly installed by a rotating shaft 463 and a rubber block 462 installed in the pressing block installation groove 461 by fastening screws.

[0047] The thickness of the rubber block 462 is greater than the depth of the pressing block installation groove 461 .

[0048] A limiting vertical surface 453 is provided on one side of the top of the clamping jaw 45 facing the pressing block installation groove 461 , thereby limiting the rotation angle range of the pressing block 46 along the rotating shaft 463 .

[0049] The rotation angle range of the pressing block 46 along the rotation axis 463 is preferably -9° to 9°.

[0050] Two pressing block mounting grooves 461 are installed at intervals on the left and right sides of the top of the clamping jaw 45 and can be passed through by a rotating shaft 463 to achieve hinge connection.

[0051] When the driving motor 3 drives the rotating spindle 41 to rotate in the forward and reverse directions, the sliding seat 44 of the clamp assembly moves away from or closer to the movable guide protrusion 441 and slides along the strip guide groove, thereby driving the clamping jaw 45 to clamp or release the rail A with the fixed pin 452 as the turning point.

[0052] During operation, each rail A stays between the clamping jaws 46 of the corresponding rail locking unit 4. In the unlocked state, the clamping jaws 46 are located on both sides of the rail and maintain a certain distance from the rail.

[0053] When locking the rails, start the clutch 42 of the rail locking unit 4 corresponding to the rail to be locked, so that the active half-clutch 421 and the driven half-clutch 422 of the clutch 42 are attracted, and then start the drive motor 3 in forward rotation, and the rotating main shaft 41 of the rail locking unit 4 connected in series rotates forward at the same time, but because only the clutch 42 of the rail locking unit 4 corresponding to the rail to be locked is in the attracted state, only the hollow bidirectional screw 43 of the rail locking unit 4 rotates, driving the clamp assembly sliding seat 44 thereon to move in opposite directions along the axis, and the movement of the clamp assembly sliding seat 44 pushes the clamping jaws 46 to rotate around the fixed pin 452, and the two clamping jaws 46 rotate in opposite directions, so that the pressure blocks 46 installed on them approach the rails at the same time until they press the waist of the rails, generating a clamping force to clamp the rails, and completing the locking action.

[0054] When unlocking, the clutch 42 of the locking rail unit 4 corresponding to the rail to be unlocked is started, so that the active half-clutch 421 of the clutch 42 is attracted by the driven half-clutch 422, and then the drive motor 3 is reversed and started, and the rotating main shaft 41 of the locking rail units 4 connected in series rotates in the opposite direction at the same time, but because only the clutch 42 of the locking rail unit 4 corresponding to the rail to be locked is in the attracted state, only the hollow bidirectional screw 43 of the locking rail unit 4 rotates, driving the clamp assembly sliding seat 44 thereon to move toward each other along the axis. The movement of the clamp assembly sliding seat 44 pushes the clamping jaws 46 to rotate around the fixed pin 452, and the two clamping jaws 46 rotate in opposite directions, so that the pressure blocks 46 installed on each of them leave the rail at the same time, until they are pulled away from the rail at a suitable distance, and the rail is separated from the control of the pressure block 46, completing the unlocking action.

[0055] Through the hydraulic and control systems, remote wired or wireless control can be used to remotely control the start and stop, forward and reverse rotation of the drive motor 3 and the engagement and disengagement of the clutch 42, so that the locking track unit 4 of any section can be switched between the locked and unlocked states.

Claims

1. A mechanized rail locking system for preventing longitudinal displacement of long rails during transportation, characterized by: The invention comprises a front-to-back symmetrical side column (1), a locking beam (2) rotatably resting on the side column (1), a plurality of locking rail units (4) mounted end to end on the locking beam (2) and capable of clamping a rail (A), and a driving motor (3) providing a clamping driving force for the locking rail unit (4), wherein one end of the locking beam (2) is rotatably mounted on the side column (1) and the other end is capable of lapping on the side column (1) on the corresponding side, and the locking rail unit (4) comprises a clamp assembly and a driving linkage assembly for enabling the clamp assembly to clamp and release the rail (A). The assembly includes a clutch (42), a hollow bidirectional screw (43) and a rotating main shaft (41) passing through the hollow bidirectional screw (43), wherein the rotating main shaft (41) passes through the clutch (42) and the hollow bidirectional screw (43) in sequence from front to back, wherein the driving motor (3) is docked with the front end of the rotating main shaft (41) of the first locking rail unit (4), wherein the clutch (42) connects the hollow bidirectional screw (43) and the rotating main shaft (41) so as to rotate synchronously, wherein the clutch (42) includes a rotating main shaft (41) connected to the rotating main shaft (41). An active semi-clutch (421) and a driven semi-clutch (422) that can mesh with the toothed disc of the active semi-clutch (421) and is connected to a hollow bidirectional screw (43); the clamp assembly comprises two clamp assembly sliding seats (44) respectively located in the forward and reverse rotation sections of the hollow bidirectional screw (43), a clamping claw (45) correspondingly mounted on the clamping claw sliding seat (44) and a pressure block (46) hingedly mounted on the top of the clamping claw (45), and the front and rear sides of the clamping claw sliding seat (44) are provided with movable guide bosses (441), and the clamping claw ( 45) The bottom left and right sides extend downwardly to provide a strip guide groove plate for the movable guide boss (441) to be inserted and moved, and the left and right outer sides of the middle are provided with a fixed pin (452) extending outward to be inserted into the corresponding through hole of the locking beam (2) for installation. When the driving motor (3) drives the rotating spindle (41) to rotate in the forward and reverse directions, the sliding seat (44) of the clamp assembly moves away from or closes, and the movable guide boss (441) slides along the strip guide groove, thereby driving the clamp (45) to clamp or release the rail (A) with the fixed pin (452) as the turning point; Each pair of front-to-back symmetrical side columns (1) is equipped with two horizontally spaced locking beams (2) spaced apart from each other. Ends of two adjacent locking beams (2) are provided with locking beam rotating assemblies (21), and corresponding locking beam rotating assemblies (21) are installed on side columns (1) on different sides. The locking beam rotating assemblies (21) include a locking beam rotating shaft (211) and a rotation driving hydraulic rod (212) for driving the locking beam rotating shaft (211) to rotate. A partition (22) is longitudinally provided in the middle of the locking beam (2), thereby separating the inner cavity of the locking beam (2) into left and right parts to form a placement cavity capable of installing two groups of end-to-end locking rail units (4) in parallel. The top plate of the locking beam (2) is provided with an opening for exposing the clamping claws (45), and the corresponding openings of the left and right groups of locking rail units (4) are staggered, so that the clamping positions of adjacent rails (A) are different. The rear end of the driven semi-clutch (422) is fixedly connected to the hollow bidirectional screw (43) through a transmission flange (423).

2. The mechanized rail locking system for preventing longitudinal displacement of long rails during transportation according to claim 1, characterized in that: The front end of the rotating main shaft (41) is provided with a coupling (411), and the front part is provided with an active bearing seat (412) with a bearing. The front end of the hollow bidirectional lead screw (43) is provided with a lead screw bearing seat (431) with a bearing, and the rear end is provided with a combined bearing seat (432) with two bearings. The active bearing seat (412), the lead screw bearing seat (431), and the combined bearing seat (432) are all fixedly mounted on the locking beam (2). The two bearing inner rings of the combined bearing seat (432) are respectively sleeved on the rotating main shaft (41) and the hollow bidirectional lead screw (43).

3. The mechanized rail locking system for preventing longitudinal displacement of long rails during transportation according to claim 2, characterized in that: Both ends of the coupling (411) are provided with mounting holes that are adapted to the size of the end of the rotating main shaft (41) or the rotating end of the driving motor (3).

4. The mechanized rail locking system for preventing longitudinal displacement of long rails during transportation according to claim 1, characterized in that: The pressing block (46) includes a pressing block mounting groove (461) hingedly mounted via a rotating shaft (463) and a rubber block (462) mounted in the pressing block mounting groove (461) via a fastening screw. The thickness of the rubber block (462) is greater than the depth of the pressing block mounting groove (461). A limiting vertical surface (453) is provided on the side of the top of the clamping jaw (45) facing the pressing block mounting groove (461), thereby limiting the rotation angle range of the pressing block (46) along the rotating shaft (463).

5. The mechanized rail locking system for preventing longitudinal displacement of long rails during transportation according to claim 4, characterized in that: The rotation angle range of the pressing block (46) along the rotating shaft (463) is -9° to 9°.

6. The mechanized rail locking system for preventing longitudinal displacement of long rails during transportation according to claim 4, characterized in that: Two pressing block mounting grooves (461) are installed at intervals on the left and right sides of the top of the clamping jaw (45) and can be hinged by passing a rotating shaft (463).

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