A new rail unloading vehicle and its operation method

Abstract

The application provides a novel rail unloading vehicle and a working method thereof. The novel rail unloading vehicle comprises a hook buffer device, a handrail, a bogie, a boarding ladder, a rail traction device, an electrical system, a braking system, a rail unloading device, a welding machine storage platform, a guide device, a rail shifting device, a vehicle frame and a driver's cabin. The novel rail unloading vehicle is used to deform the rail in the middle of the vehicle to one side within the allowable stress, and then the rail is dropped into the track center, the track side or directly into the rail receiving groove through the guide device, so as to complete the transportation, welding and unloading of the long rail in cooperation with the rail welding vehicle and the rail transport vehicle. The rail can pass through the driver's cabin, which provides a transverse displacement space for the rail unloading operation. The rail unloading vehicle is convenient for the alignment of the welding machine of the rail welding vehicle, the rail unloading position is flexible, and the rail unloading vehicle provides the possibility for the integrated construction of the rail overhaul. The rail is moved from the horizontal center position to multiple rail unloading positions through the guide device, so that the rail unloading vehicle can be used in the variable field construction environment and provides convenience for the subsequent construction.

Description

Technical Field

[0001] This invention relates to the field of railway engineering machinery technology, and in particular to a new type of rail unloading vehicle and its operating method. Background Technology

[0002] In railway construction and maintenance, unloading long rails is essential. When transporting long rails to the construction site, they need to be unloaded from the transport vehicle onto the ground using a rail unloading vehicle to continue the rail replacement work. Due to different construction site environments, sometimes long rails need to be unloaded to the center of the track, and sometimes they need to be unloaded to the side of the track. The existing main construction method is to use a certain guiding device at the end of the rail transport vehicle to restrict the unloading position of the rails. After the rails land, one end of the rails is fixed to the ground, and the vehicle moves as a whole to unload the rails. This method cannot accurately determine the landing position of the rails. In complex working conditions such as subways with large gradients, small clearances, and small radii, it is often difficult to directly insert the rails into the groove, which limits the development of related fields. In addition, since the rails often need to be welded and ground in the middle of the vehicle before unloading, and the overall length of the vehicle is limited, the processed rails need to be horizontally moved to one side of the vehicle within a certain distance to be unloaded into the rail groove on one side or off the track on the other side. This places requirements on the control of rail deformation stress.

[0003] Patents CN2126711Y, CN201863841U, and CN102009657B disclose different types of rail engineering machinery suitable for rail unloading. These rail unloading machines use basically the same rail unloading method, and none of them can adjust the position of the rail within a short distance. When the rail lands, there is no buffer or protection for the rail head. The rail unloading process without a rail drop buffer device is prone to damage to the rail head. The horizontal displacement adjustment of the rail requires too long a distance, wasting the overall length of the vehicle. They are not suitable for construction sites such as subway tunnels where the overall length of the vehicle is limited. Furthermore, they do not have a raised driver's cab. The driver's cab occupies the space for rail unloading and adjustment, which means that it does not have the ability to travel independently and is not flexible enough when performing group operations with rail transport vehicles.

[0004] Therefore, it is necessary to provide a new type of rail unloading vehicle and its operating method to solve the above-mentioned technical problems. Summary of the Invention

[0005] This invention provides a novel rail unloading vehicle and its operating method, solving the problems of not being able to adjust the position of the rails within a short distance, lack of buffering and protection for the rail heads when the rails land, easy damage to the rail heads during the unloading process without a rail unloading guide device, excessively long distances required for horizontal rail displacement adjustment, wasting the overall vehicle length, unsuitability for construction sites such as subway tunnels where the overall vehicle length is limited, and the lack of a raised driver's cab, which occupies space for rail unloading and adjustment, meaning it lacks independent travel capability and is not flexible enough when performing marshalling operations with rail transport vehicles.

[0006] To solve the above-mentioned technical problems, the present invention provides a novel rail unloading vehicle and its operating method, comprising: a bogie, a rail traction device, an electrical and braking system, a rail unloading guide device, a welding machine storage platform, a guide device, a rail shifting device, a frame, a driver's cab, etc.

[0007] The vehicle frame is the main load-bearing component of the vehicle, and hook-and-loop devices are installed at both ends of the vehicle frame;

[0008] The driver's cab is fixedly installed at end I of the top of the vehicle frame;

[0009] The bogie is fixedly installed at ends I and II of the bottom of the frame, and a braking system is fixedly connected to the middle of the bottom of the frame.

[0010] Preferably, a rail traction device is fixedly connected to the rear external part of the driver's cab.

[0011] Preferably, a driver's cab is fixedly installed at the front end of the driver's cab. The driver's cab integrates an electrical control system, a braking device, and other auxiliary operating devices to provide automated control and travel braking for the rail unloading vehicle's construction operations.

[0012] Preferably, a multi-degree-of-freedom rail unloading guide device is installed on the end face of the frame I.

[0013] Preferably, the frame may be equipped with a rail shifting device and multiple guide devices, the positions of which are determined by static calculations of the rails.

[0014] Preferably, the unloading vehicle has a raised driver's cab on its frame, with the lower part of the driver's cab allowing the rails to be unloaded to pass through, facilitating the adjustment of the rail's lateral position by the rail-shifting device and the guiding device.

[0015] Preferably, the rail traction device is installed at the rear of the driver's cab, and a welding machine storage platform is provided at end II of the frame.

[0016] Preferably, the rail unloading guide device comprises a lateral drive device, a mounting base, a fixed arm one, a movable arm, a fixed arm two, a rail drop buffer plate, a clamping device, a driving hydraulic cylinder one, a driving hydraulic cylinder two, a conveying roller, and a driving hydraulic cylinder three. The lateral drive device adjusts the lateral position of the entire rail unloading guide device to adapt to rail unloading conditions at the track center or beside the track. The driving hydraulic cylinders one and three adjust the vertical angle of the clamping device and the entire rail unloading guide device to ensure that the rail can pass smoothly through the clamping device. Before the vehicle travels to the construction site, the driving hydraulic cylinder three closes the entire rail unloading guide device to prevent damage caused by long-term swaying during travel, and opens it before the rail unloading operation. The driving hydraulic cylinder two adjusts the lateral angle of the movable arm one to more accurately control the rail landing point. The conveying roller and the clamping device roller reduce the frictional resistance during rail unloading. The rail drop buffer plate mitigates the impact of the rail landing at the end of unloading, preventing damage to the rail or the ground when the rail lands.

[0017] The rail-shifting device consists of a base, a crossbeam, a rail-shifting assembly, and a drive system. The drive system provides power to drive the rail-shifting wheels, adjusting the lateral position of the rail to be unloaded. Adjusting the bolt holes of the base and crossbeam via pins allows the rail-shifting device to adjust the vertical position of the rail. Multiple rail-shifting devices can be installed on the same rail unloading vehicle. The guiding device, consisting of horizontal rollers, vertical rollers, and rail unloading guide grooves, guides and adjusts rail deformation, ensuring controllable stress state and unloading trajectory during deformation. It minimizes the longitudinal distance required for the rail to deform to the appropriate position during unloading and reduces frictional resistance. Multiple sets of guiding devices can be installed on the same rail unloading vehicle.

[0018] A novel rail unloading vehicle operation method, the operation method of the novel rail unloading vehicle is used for the novel rail unloading vehicle, including the following steps;

[0019] S1: The frame can be connected to a special long rail transport vehicle via hook and buffer devices on both sides, or it can be connected to a regular flatcar or railcar, and its direction can be changed through the driver's cab for multiple-unit control.

[0020] S2: When the rail unloading vehicle is in the traveling operation state, the two rail unloading guide devices are closed, and the vehicle travels to the construction site;

[0021] S3: When the rail unloading vehicle and the long rail transport vehicle are coupled together and in the rail unloading operation state, the welding machine storage platform is used to store the rail welding vehicle welding machine. After welding, the rail is pulled by the rail traction device to move the rail longitudinally from the coupled rail transport vehicle to the rail unloading vehicle.

[0022] S4: When the rail unloading vehicle is in the rail unloading operation state, the rail shifting device shifts the rail to make horizontal displacement, and the rail traction device continues to pull and drive the rail to the guide device. After being guided by the guide device at several different positions, the rail enters the rail unloading guide device.

[0023] S5: When the rail unloading vehicle is in the rail unloading operation state, the rail unloading guide device is opened to make horizontal displacement adjustment. According to the actual situation on site, it can be selected to enter different rail unloading guide device channels and drop the rail to different positions on both sides of the track center and side of the track.

[0024] S6: When the rail unloading vehicle is in the rail unloading operation state, the rail traction device continues to pull the rail longitudinally until the rail unloading operation is completed and the rail falls to the ground through the rail unloading guide device.

[0025] Compared with related technologies, the novel rail unloading vehicle and its operating method provided by this invention have the following beneficial effects:

[0026] This invention provides a novel rail unloading vehicle. The vehicle allows rails to deform from the center to one side within allowable stress limits, then fall into the track center, side, or directly into the rail bearing groove via a guiding device. This vehicle can be coupled with dedicated long rail transport or welding vehicles to cooperate with welding and transport vehicles for the transport, welding, and unloading of long rails. It features a raised driver's cab, allowing rails to pass underneath, providing lateral displacement space for unloading operations. The vehicle allows rails to deform from the center to multiple unloading positions, facilitating alignment with welding machines on welding vehicles. It maximizes the use of vehicle length, offers flexible unloading positions, improves operational efficiency, and has a high degree of mechanization, enabling integrated rail overhaul construction. It also minimizes unloading length by moving rails from the horizontal center to multiple unloading positions via a guiding device, allowing for use in diverse on-site construction environments and facilitating subsequent construction. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the travel mode of a novel rail unloading vehicle applicable to rail unloading according to the present invention;

[0028] Figure 2 This is a schematic diagram of a new type of rail unloading vehicle applicable to rail unloading according to the present invention;

[0029] Figure 3 This is a front view of the rail unloading operation mode of a novel rail unloading vehicle applicable to rail unloading according to the present invention;

[0030] Figure 4 This is a top view of the rail unloading operation mode of a novel rail unloading vehicle applicable to rail unloading according to the present invention;

[0031] Figure 5 This is a schematic diagram of the installation of a novel rail unloading vehicle operating device applicable to rail unloading according to the present invention;

[0032] Figure 6 This is a schematic diagram of a new type of rail-unloading vehicle rail-shifting device applicable to rail unloading according to the present invention;

[0033] Figure 7 This is a schematic diagram of a rail-shifting assembly of a novel rail-unloading vehicle suitable for rail unloading according to the present invention.

[0034] Figure 8 This is a schematic diagram of a new type of rail unloading guide device for rail unloading vehicles according to the present invention;

[0035] Figure 9 This is a schematic diagram of a new type of rail unloading operation vehicle rail unloading guide clamping device applicable to rail unloading according to the present invention.

[0036] Figure 10 This is a schematic diagram of a new type of rail unloading vehicle rail traction device applicable to rail unloading according to the present invention.

[0037] Numbered in the diagram: 1. Hook and release device; 2. Guardrail; 3. Bogie; 4. Step ladder; 5. Rail traction device; 6. Electrical and braking control system; 7. Rail unloading guide device; 8. Rail; 9. Welding machine storage platform; 10. Guide device; 11. Rail shifting device; 12. Chassis; 13. Driver's cab; 101. Guide device group 1; 102. Guide device group 2; 103. Guide device group 3; 104. Rail unloading guide groove; 14. Base; 15. Crossbeam; 16. Rail shifting assembly; 17. Drive system; 18. Support. 19. Wheel, Mounting base, 20. Rail guide wheel, 21. Lateral drive device, 22. Mounting base, 23. Fixed arm, 24. Movable arm, 25. Fixed arm, 26. Rail drop buffer plate, 27. Clamping device, 28. Drive hydraulic cylinder, 29. Drive hydraulic cylinder, 30. Conveying roller, 31. Drive hydraulic cylinder three, 32. Upper mounting base, 33. Rail top roller, 34. Rail waist roller, 35. Rail bottom roller, 36. Lower mounting base, 37. Mounting base, 38. Drum, 39. Bearing seat, 40. Drive motor. Detailed Implementation

[0038] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0039] Please refer to the following: Figure 3 , Figure 4 and Figure 5 ,in, Figure 3 This is a structural schematic diagram of a novel rail unloading vehicle provided by the present invention; Figure 4 for Figure 3The diagram shown is a top view of the vehicle frame. Figure 5 for Figure 3 The diagram shows the layout of the working equipment.

[0040] A new type of rail unloading vehicle includes: a bogie 3, a rail traction device 5, an electrical and braking system 6, a rail unloading guide device 7, a welding machine storage platform 9, a guide device 10, a rail shifting device 11, a frame 12, and a driver's cab 13.

[0041] The frame 12 is the main load-bearing component of the vehicle, and hook and buffer devices 1 are provided at both ends of the frame;

[0042] The driver's cab 13 is fixedly installed at end I of the top of the frame 12;

[0043] Bogie 3 is fixedly installed at ends I and II of the bottom of the frame 12, and a braking system is fixedly connected to the middle of the bottom of the frame 12.

[0044] The rail traction device 3 is fixedly connected to the rear end of the driver's cab 13.

[0045] Preferably, a driver's cab is fixedly installed at the front end inside the driver's cab 13. The driver's cab integrates an electrical and braking system 6 auxiliary operating device to provide automated control and travel braking for the construction operation of the rail unloading vehicle.

[0046] The rail unloading guide device 7 is installed on the I end face of the frame 12. It has multiple degrees of freedom.

[0047] The guide device 10 is mounted on the frame 12, and a rail shifting device 11 and a plurality of the guide devices 10 are installed thereon. The positions of the rail shifting device 11 and the guide devices 10 are obtained by static calculation of the rail.

[0048] The driver's cab 13 is located on the frame 11 with a raised bottom. The lower part of the driver's cab 13 allows the rails to be unloaded to pass through, which facilitates the adjustment of the lateral position of the rails 8 by the rail shifting device 11 and the guide device 10.

[0049] Welding machine storage platform 9 is provided at end II of the vehicle frame 12.

[0050] The work vehicle is equipped with a rail unloading guide device 7, which consists of a lateral drive device 21, a mounting base 22, a first fixed arm 23, a movable arm 24, a second fixed arm 25, a rail drop buffer plate 26, a clamping device 27, a first driving hydraulic cylinder 28, a second driving hydraulic cylinder 29, a conveying roller 30, and a third driving hydraulic cylinder 31. The lateral drive device 21 adjusts the lateral position of the entire rail unloading guide device 7 to adapt to rail unloading conditions at the track center or beside the track. The first driving hydraulic cylinder 28 and the third driving hydraulic cylinder 31 respectively drive the clamping device 27 and the entire rail unloading guide device 7 to move forward. The vertical angle is adjusted to ensure that the rail 8 can pass smoothly through the clamping device. At the same time, before the vehicle travels to the construction site, the hydraulic cylinder 31 drives the entire rail unloading guide device 7 to close, preventing damage caused by long-term swinging during travel. It is opened before the rail unloading operation. The hydraulic cylinder 29 drives the movable arm 24 to adjust the lateral angle, so as to control the landing point of the rail more precisely. The conveying roller 30 and the clamping device 9 rollers reduce the frictional resistance during the rail unloading process. The rail drop buffer plate 26 is used to mitigate the impact of the rail landing at the end of the unloading process, preventing damage to the rail or the ground when the rail lands.

[0051] The rail-shifting device 6 consists of a base 14, a crossbeam 15, a rail-shifting assembly 16, and a drive system 17. The drive system 17 provides power to drive the rail-shifting wheel to adjust the lateral position of the rail to be unloaded. The combination of the bolt holes of the base 14 and the crossbeam 15 is adjusted by the pin to make the rail-shifting device 6 adjust the vertical position of the rail to be unloaded. Multiple rail-shifting devices can be installed on the same rail unloading vehicle.

[0052] The guiding device 10, consisting of horizontal rollers, vertical rollers, and rail unloading guide grooves, can guide and adjust the deformation of the rail, ensuring that the stress state and unloading trajectory of the rail are controllable during deformation. It minimizes the longitudinal distance required for the rail to deform to a suitable position during unloading and reduces frictional resistance during unloading. Multiple sets of guiding devices can be installed on the same rail unloading vehicle.

[0053] There are two working principles for rail unloading vehicles.

[0054] Operation Method 1: (Walking mode, such as...) Figure 1 (As shown)

[0055] Before the rail unloading operation, the rail unloading vehicle needs to travel from the storage section to the construction site, at which time the rail unloading guide device 7 closes.

[0056] Operation Method Two: (Unloading mode, such as...) Figure 2 (As shown)

[0057] During the rail unloading operation, the rail unloading guide device 7 on the rail unloading vehicle is opened. The rail is driven longitudinally by the rail traction device 5 from the rail transport vehicle attached to the rear of the rail unloading vehicle to the rail shifting device 11. The position of the rail is adjusted according to the actual situation on site. The rail enters the rail unloading guide device 7 through multiple guide devices 10. The rail unloading guide device 7 then makes a fine adjustment to the horizontal position and unloads the rail to the designated position.

[0058] A bogie 3 is installed under the frame 12. A rail unloading guide device 7 is installed at the front end of the frame 12 to provide a buffer when the rail 8 lands. The rail unloading guide device is located behind the driver's cab 13 through an observation window for monitoring and observing the rail landing status. A driver's cab 13 with an elevated bottom is installed on the frame 11 to provide space for rail unloading operations. A rail traction device 5 is installed at the rear end of the driver's cab 13 for traction of the rail longitudinal movement. A rail guardrail 2 is installed on the frame 12 for material and personnel protection. A directional device 10 is installed on the frame 12 for initial positioning of rails from other vehicles after they arrive at this vehicle. A rail shifting device 11 is installed on the frame 12 for adjusting the horizontal position of the rails. A guide device 10 is installed on the frame 12 for guiding the rail 8 to different landing positions. An electrical and braking control system 6 is installed on the frame 12 for controlling the construction and travel of the entire vehicle. A hook and buffer device 1 is installed at both ends of the frame 12 for coupling with other vehicles.

[0059] The working principle of the novel rail unloading vehicle provided by this invention is as follows:

[0060] During operation, the frame 12 can first be coupled to a dedicated long-rail transport vehicle via the hook-and-response devices 1 on both sides, or it can be coupled to a regular flatcar. When the rail unloading vehicle is in the traveling operation state, the two rail unloading guide devices 7 close, and the vehicle travels to the construction site. When the rail unloading vehicle is in the rail unloading operation state, the rail traction device 5 pulls the rail longitudinally from the coupled rail transport vehicle to the rail unloading vehicle. When the rail unloading vehicle is in the rail unloading operation state, the rail shifting device 11 shifts the rail horizontally, and the rail traction device 5 continues to pull and drive the rail to the designated location. The guide device 10 guides the rail to enter the unloading guide device 7 after passing through several different positions. When the rail unloading vehicle is in the unloading operation state, the unloading guide device 7 opens and adjusts the horizontal displacement. Depending on the actual situation on site, the rail can be selected to enter different channels of the unloading guide device 7 and drop the rail to different positions on both sides of the track center and side. When the rail unloading vehicle is in the unloading operation state, the rail traction device 5 continues to pull the rail longitudinally until the rail unloading operation is completed and the rail falls to the ground through the unloading guide device 7.

[0061] Compared with related technologies, the novel rail unloading vehicle provided by this invention has the following beneficial effects:

[0062] This invention provides a novel rail unloading vehicle. The vehicle allows rails to deform from the center to one side within allowable stress limits, then fall into the track center, side, or directly into the rail bearing groove via a guide device 10. This vehicle can be coupled with dedicated long rail transport or welding vehicles to cooperate with welding and transport vehicles for the transport, welding, and unloading of long rails. It features a raised driver's cab 13, allowing rails to pass underneath, providing lateral displacement space for unloading operations. The vehicle allows rails to deform from the center to multiple unloading positions, facilitating alignment with the welding machine on the welding vehicle. It maximizes the use of the vehicle length, offers flexible unloading positions, improves operational efficiency, and has a high degree of mechanization, enabling integrated rail overhaul construction. It also maximizes the saving of unloading length by moving the rail from the horizontal center position to multiple unloading positions via the guide device 10, allowing for use in diverse on-site construction environments and facilitating subsequent construction.

[0063] The above description is merely an embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural or procedural transformations made based on the content of the present invention's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of the present invention.

Claims

1. A new type of rail unloading car, characterized in that, include: Bogie, rail traction device, electrical and braking system, rail unloading guide device, welding machine storage platform, guide device, rail shifting device, frame and driver's cab; The vehicle frame is the main load-bearing component of the vehicle, and hook-and-response devices are provided at both ends of the vehicle frame. The driver's cab is fixedly installed at end I of the top of the vehicle frame; The bogie is fixedly installed at ends I and II of the bottom of the frame, and a braking system is fixedly connected to the middle of the bottom of the frame. A rail traction device is fixedly connected to the rear external part of the driver's cab. The end face of the frame I is equipped with a multi-degree-of-freedom rail unloading guide device; The frame is equipped with a rail shifting device and a plurality of the guide devices, the positions of which are determined by static calculations of the rails. The unloading vehicle has a raised driver's cab on its frame, and the lower part of the driver's cab allows the rails to be unloaded to pass through, which facilitates the adjustment of the lateral position of the rails by the rail shifting device and the guiding device. The rail unloading guide device consists of a lateral drive device, a mounting base, a fixed arm 1, a movable arm, a fixed arm 2, a rail drop buffer plate, a clamping device, a driving hydraulic cylinder 1, a driving hydraulic cylinder 2, a conveying roller, and a driving hydraulic cylinder 3. The lateral drive device adjusts the lateral position of the entire rail unloading guide device to adapt to rail unloading conditions at the track center or beside the track. Driving hydraulic cylinders 1 and 3 adjust the vertical angle of the clamping device and the entire rail unloading guide device to ensure the rail can pass smoothly through the clamping device. Before the vehicle reaches the construction site, driving hydraulic cylinder 3 closes the entire rail unloading guide device to prevent damage caused by prolonged swaying during travel, and opens it before the rail unloading operation. Driving hydraulic cylinder 2 adjusts the lateral angle of the movable arm 1 for more precise control of the rail landing point. The conveying roller and the clamping device roller reduce frictional resistance during rail unloading. The rail drop buffer plate mitigates the impact of the rail landing at the end of unloading, preventing damage to the rail or the ground upon landing.

2. The new type of rail unloading service vehicle according to claim 1, characterized in that, The driver's cab is fixedly installed at the front end. The driver's cab integrates an electrical control system and a braking device, providing automated control and travel braking for the rail unloading vehicle's construction operations.

3. A new type of rail unloading service vehicle according to claim 2, characterized in that, The frame II end is equipped with a welding machine storage platform. The rail traction device is driven by a motor to wind up and unwind the wire rope, and drives it through the guide device and the rail shifting device to provide traction force for the front vehicle to transport the rails to be unloaded.

4. A novel rail unloading vehicle according to claim 3, characterized in that, The rail-shifting device consists of a base, a crossbeam, a rail-shifting assembly, and a drive system. The drive system provides power to drive the rail-shifting wheel, adjusting the lateral position of the rail to be unloaded. The combination of bolt holes in the base and crossbeam is adjusted by pins, allowing the rail-shifting device to adjust the vertical position of the rail to be unloaded. Multiple rail-shifting devices are installed on the same rail unloading vehicle. The guiding device consists of horizontal rollers, vertical rollers, and rail unloading guide grooves. It guides and adjusts the rail deformation, ensuring that the stress state and unloading trajectory of the rail are controllable during deformation. It minimizes the longitudinal distance required for the rail to deform to the appropriate position during unloading and reduces frictional resistance during unloading. Multiple sets of guiding devices are installed on the same rail unloading vehicle.

5. A method for operating a novel rail unloading vehicle, wherein the method for operating the novel rail unloading vehicle is used in accordance with claim 4, characterized in that, Includes the following steps; S1: The frame is connected to a special long rail transport vehicle, a regular flatcar, or a railcar via hook-and-response devices on both sides, and its direction of travel is controlled by multiple-unit control in the driver's cab. S2: When the rail unloading vehicle is in the traveling operation state, the two rail unloading guide devices are closed, and the vehicle travels to the construction site; S3: When the rail unloading vehicle and the long rail transport vehicle are coupled together and in the rail unloading operation state, the welding machine storage platform is used to store the rail welding vehicle welding machine. After welding, the rail is pulled by the rail traction device to move the rail longitudinally from the coupled rail transport vehicle to the rail unloading vehicle. S4: When the rail unloading vehicle is in the rail unloading operation state, the rail shifting device shifts the rail to make horizontal displacement, and the rail traction device continues to pull and drive the rail to the guide device. After being guided by the guide device at several different positions, the rail enters the rail unloading guide device. S5: When the rail unloading vehicle is in the rail unloading operation state, the rail unloading guide device is opened to make horizontal displacement adjustment. According to the actual situation on site, it selects to enter different rail unloading guide device channels and drops the rail to different positions on both sides of the track center and side of the track. S6: When the rail unloading vehicle is in the rail unloading operation state, the rail traction device continues to pull the rail longitudinally until the rail unloading operation is completed and the rail falls to the ground through the rail unloading guide device.

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