Rail engineering truck turnout area machining device and method

Abstract

The invention relates to the technical field of turnout area steel rail repair, in particular to a rail engineering truck turnout area machining device and method.The device comprises a milling and grinding operation mechanism, a left milling and grinding unit and a right milling and grinding unit are arranged on a mounting support; each of the left-side milling and grinding unit and the right-side milling and grinding unit comprises a milling cutter disc, a transverse feeding assembly for controlling the transverse feeding of the milling cutter disc, a vertical feeding assembly for controlling the vertical feeding of the milling cutter disc, and a main shaft driving assembly; the control system is preset with different machining programs including forward routing and reverse routing, and is used for controlling and connecting each component of the left side milling and grinding unit and the right side milling and grinding unit; the plurality of sensor tags are arranged at a plurality of preset positions in a turnout area; the transverse positioning mechanism is mounted on the vehicle; the technical problems that in the prior art, a machining vehicle cannot accurately recognize the specific position of a turnout area, and the intelligent degree is low are solved.

Description

Technical Field

[0001] This invention relates to the field of rail repair technology in turnout areas, specifically to a processing device and method for turnout areas in track engineering. Background Technology

[0002] The turnout is the core component for train steering; its shape can be found in the instruction manual. Figure 1 It includes the left basic rail, right basic rail, left tip rail, right tip rail, left guard rail, right guard rail, and fork tip. The black part represents the basic rail, which can be fully processed without being affected by obstacles. The red part is the rail on both sides of the fork tip. When processing, facing the rail fork tip is the forward direction, and the opposite is the reverse direction. The processing path on the left is the left-side routing, and the processing path on the right is the right-side routing.

[0003] During use, the rails of turnouts are subjected to problems such as geometric deviations, surface damage, corrugation and fatigue, and weld joint defects. Equipment (such as rail milling machines) is needed to eliminate defects such as wavy wear, cracks, and glass chipping on the rail surface, restoring the rail's geometry and contour. For example, patent application CN111560803A discloses a rail grinding system and rail milling machine, including: a grinding device and a dressing device; the grinding device includes: a grinding wheel and a grinding wheel drive assembly for driving the grinding wheel to rotate; the dressing device includes: a dressing tool and a tool feed assembly for driving the dressing tool to move radially along the grinding wheel; when the dressing tool moves towards the grinding wheel and contacts the outer circumferential surface of the grinding wheel, it dresses the outer circumferential surface of the grinding wheel; the shape of the dressing surface of the dressing tool that contacts the grinding wheel is consistent with the outer surface shape of the rail head to be ground. The rail grinding system and rail milling machine provided in this application embodiment can dress the grinding wheel before grinding operations to adapt it to the outer surface shape of the rail head, thereby improving the grinding quality.

[0004] However, the existing rail milling vehicles still have certain shortcomings: (1) They lack a precise positioning system, especially when encountering severe weather, such as heavy rain or fog, the vehicles cannot accurately identify the specific location of the turnout area; (2) They lack an intelligent control system for the complex structure of the turnout area, and cannot automatically adjust the processing parameters according to the location information. Summary of the Invention

[0005] This invention provides a processing device for the turnout area of ​​track engineering, which solves the technical problems of existing processing vehicles being unable to accurately identify the specific location of the turnout area and having a low level of intelligence; the purpose of this invention is also to provide a processing method for the turnout area of ​​track engineering.

[0006] To solve the above problems, the track engineering turnout area processing device provided by the present invention adopts the following technical solution: A processing device for track switch area in railway engineering, comprising: A milling and grinding mechanism includes a mounting bracket for fixing on a vehicle, the mounting bracket having a left milling and grinding unit and a right milling and grinding unit, both the left and right milling and grinding units including a milling cutter head, a lateral feed assembly for controlling the lateral feed of the milling cutter head, a vertical feed assembly for controlling the vertical feed of the milling cutter head, and a spindle drive assembly for driving the rotation of the milling cutter head. The control system has preset different machining programs, including forward and reverse routing, and controls the various components connected to the left and right milling units to perform different machining actions. The sensor tags are numerous and are arranged in multiple preset locations within the turnout area; A lateral positioning mechanism, mounted on the vehicle, includes an antenna for identifying the sensor tag. The lateral positioning mechanism is signal-connected to the control system so that when the antenna identifies the location of the sensor tag, the control system controls the left and right milling units to perform corresponding milling actions.

[0007] Furthermore, the number of sensor tags is seven. During forward operation, the seven sensor tags are located at the starting point of the operation, the starting point of the incomplete rail area, the starting point of the switch rail operation, the ending point of the incomplete rail area, the lifting point of the fork tip area, the descending point of the fork tip area, and the ending point of the operation, respectively.

[0008] Furthermore, at the start point of the operation, the sensor tag is 6000mm from the tip of the left switch rail; at the start point of the incomplete rail area, the sensor tag is 1000mm from the tip of the left switch rail; at the start point of the switch rail operation, the sensor tag is 2500mm from the tip of the right switch rail; at the end point of the incomplete rail area, the sensor tag is 3500mm from the tip of the left switch rail; at the lifting point of the fork tip area, the sensor tag is 3000mm in front of the fork tip; at the descending point of the fork tip area, the sensor tag is 3000mm behind the fork tip; and at the end point of the operation, the sensor tag is 6000mm behind the fork tip.

[0009] Furthermore, the number of sensor tags is seven. During reverse operation, the seven sensor tags are located at the starting point of the operation, the lifting point of the fork tip area, the descending point of the fork tip area, the starting point of the incomplete rail area, the ending point of the switch rail operation, the ending point of the incomplete rail area, and the ending point of the operation.

[0010] Furthermore, at the start point of the operation, the distance between the sensor tag and the fork tip joint is greater than 6000mm; at the lifting point of the fork tip area, the distance between the sensor tag and the fork tip joint is greater than 3000mm; at the descending point of the fork tip area, the distance between the sensor tag and the fork tip joint is greater than 3000mm; at the starting point of the incomplete rail area, the distance between the sensor tag and the right switch rail after planing the flange is greater than 3500mm; at the end point of the switch rail operation, the distance between the sensor tag and the left switch rail after planing the flange is greater than 2500mm; at the end point of the incomplete rail area, the distance between the sensor tag and the tip of the right switch rail is greater than 1000mm; and at the end point of the operation, the distance between the sensor tag and the tip of the right switch rail is greater than 6000mm.

[0011] Furthermore, the lateral positioning mechanism includes a reader, an antenna cable, and an antenna. The reader is used to read information from the sensor tag, and the reader is connected to an antenna installed below the driver's cab on the vehicle via the antenna cable.

[0012] Furthermore, the vertical feed assembly includes a vertical cylinder and a vertical lead screw. The vertical lead screw is connected to the milling cutter head and is arranged together with the milling cutter head on the vertical cylinder. The vertical cylinder is used to control the contact pressure and cutting depth between the milling cutter head and the rail. The vertical lead screw is used to further adjust the cutting depth and working posture of the milling cutter head.

[0013] Furthermore, both the left and right milling units have mechanical locking components, including a vertical mechanical lock and a horizontal mechanical lock, for locking the entire unit when it is not in operation or when a fixed position is required.

[0014] Furthermore, a dovetail pendulum and a pressure shoe are arranged on the side of the milling cutter head. The dovetail pendulum and the pressure shoe are used to further adjust the angle or position of the milling cutter head to adapt to different profiles and processing requirements of the rail.

[0015] The beneficial effects of the track engineering turnout area processing device provided by the present invention are: When the vehicle is milling the turnout, it can determine its specific position in the turnout area based on the pre-placed sensor tags. The control system can then call the preset turnout processing program based on the vehicle's position information. The operating mechanism will then execute corresponding actions (such as slope entry, lateral advance and retreat, vertical lifting, etc.) according to the control instructions to achieve precise processing of the rails in the turnout area. In this way, the entire device can automatically adjust the working state of the milling operating mechanism according to the different positions of the vehicle in the turnout area, thereby achieving intelligent and precise processing of the rails in the turnout area. In summary, through the above-mentioned design, the present invention solves the technical problems of existing technologies, such as the inability of processing vehicles to accurately identify the specific location of turnout areas and the low level of intelligence.

[0016] To solve the above problems, the track engineering turnout area processing method provided by the present invention adopts the following technical solution: A method for processing the turnout area of ​​a track engineering project, which, when using the aforementioned track turnout area processing device, includes the following steps during forward track routing: S1: When the vehicle reaches the starting point of the operation, the left milling unit performs the slope cutting process, while the right milling unit remains in the safe position of the device. S2: When the vehicle travels to the starting point of the incomplete rail area, the left milling unit automatically retracts the tool along the transverse Y-axis, while the right milling unit remains in the safe position of the device. S3: When the vehicle travels to the starting point of the switch rail operation, the left milling unit maintains the normal milling state in step S2, and the right milling unit descends from the safe position of the device and cuts into the stable operation state along the slope. S4: When the vehicle reaches the end of the incomplete rail area, the left milling unit automatically feeds into the transverse Y-axis, while the right milling unit maintains the normal milling state in step S3. S5: When the vehicle travels to the lifting point of the fork tip area, the left milling unit maintains the normal milling state in step S4, and the right milling unit cuts out along the slope and is lifted to the safe position of the device. S6: When the vehicle travels to the fork tip area descent point, the left milling unit maintains the normal milling state in step S5, and the right milling unit descends from the device safety position and cuts in along the slope to reach the stable working state. S7: When the vehicle reaches the end of the operation, the left and right milling units perform the end operation process, cut out along the slope, lift to the safe position of the device, and reach the mechanical locking position, and then lock vertically and laterally. When routing in reverse, the following steps are included: a: When the vehicle reaches the starting point of the operation, the left milling unit performs the downhill cutting process and reaches a stable operating state, and the right milling unit performs the downhill cutting process and reaches a stable operating state. b: When the vehicle travels to the lifting point in the fork tip area, the left milling unit performs the slope cutting process and lifts to the safe position of the device, while the right milling unit maintains the normal milling stable operation state as in step a. c: When the vehicle reaches the descent point in the fork tip area, the left milling unit descends from the safe position of the device and cuts in along the slope to reach a stable working state; the right milling unit maintains the normal stable milling working state as in step b. d: When the vehicle reaches the starting point of the incomplete rail area, the left milling unit maintains the normal stable milling operation state as in c; the right milling unit automatically retracts the tool along the transverse Y-axis. e: When the vehicle reaches the end point of the switch rail operation, the left milling unit performs the slope cutting process and is lifted to the safe position of the device, while the right milling unit maintains the normal milling state in step d. f: When the vehicle reaches the end of the incomplete rail area, the left milling unit descends to the initial position of the device, and the right milling unit automatically feeds in a transverse Y direction. g: When the vehicle reaches the end point of the operation, the left and right milling units perform the end operation process, cut out along the slope, lift to the safe position of the device, and reach the mechanical locking position, and then lock vertically and laterally.

[0017] The beneficial effects of the track turnout area processing method provided by this invention are: When the vehicle is milling the turnout, it can determine its specific position in the turnout area based on the pre-placed sensor tags. The control system can then call the preset turnout processing program based on the vehicle's position information. The operating mechanism will then execute corresponding actions (such as slope entry, lateral advance and retreat, vertical lifting, etc.) according to the control instructions to achieve precise processing of the rails in the turnout area. In this way, the entire device can automatically adjust the working state of the milling operating mechanism according to the different positions of the vehicle in the turnout area, thereby achieving intelligent and precise processing of the rails in the turnout area. In summary, through the above-mentioned design, the present invention solves the technical problems of existing technologies, such as the inability of processing vehicles to accurately identify the specific location of turnout areas and the low level of intelligence. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of a turnout in the prior art; Figure 2 This is a schematic diagram of the milling operation mechanism and the transverse positioning mechanism in this invention; Figure 3 This is a schematic diagram illustrating the application of the contour-following finger component in this invention; Figure 4 This is a block diagram of the control logic of the control system and its components in this invention.

[0019] Explanation of reference numerals in the attached figures: 1. Mounting support; 2. Milling cutter head; 3. Transverse feed assembly; 4. Spindle drive assembly; 5. Vertical cylinder; 6. Vertical lead screw; 7. Mechanical locking assembly; 8. Dovetail pendulum; 9. Transverse positioning mechanism; 10. Pressure shoe; 11. Protective cover; 12. Outer contouring finger; 13. Inner contouring finger; 14. Transverse contouring finger; 15. Contact rod; 16. Contact block; 17. Length gauge; 18. Transverse contact rod; 19. Track. Detailed Implementation

[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Those skilled in the art should understand that the embodiments described below are only some, not all, of the embodiments disclosed. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0021] The principles and spirit of the present invention will be explained in detail below with reference to several representative embodiments.

[0022] An embodiment of the track engineering turnout area processing device provided by the present invention: like Figure 2 As shown, the track engineering turnout area processing device includes a milling operation mechanism, a control system, sensor tags, and a lateral positioning mechanism 9. The milling operation mechanism includes a mounting bracket 1 for fixing on the vehicle. The mounting bracket 1 has a left milling unit and a right milling unit. Both the left and right milling units include a milling cutter head 2, a lateral feed assembly 3 for controlling the lateral feed of the milling cutter head 2, and a vertical feed assembly for controlling the vertical feed of the milling cutter head 2. It also includes a spindle drive assembly 4 for driving the rotation of the milling cutter head 2.

[0023] Mounting support 1 is used to stably fix the left and right milling units and related components on the milling carriage, ensuring that the relative positions of each component remain unchanged during operation; at the same time, it provides a unified installation reference for all functional components, ensuring the motion accuracy of components such as the milling cutter head 2 and the feed mechanism, and indirectly ensuring the contour accuracy of the rail processing.

[0024] The milling cutter head 2 is driven to rotate at high speed by the spindle drive assembly 4, and contacts the surface of the rail in the turnout area to remove defects such as wavy wear, cracks, and spalling of the rail, and restore the geometry and contour of the rail.

[0025] The transverse feed assembly 3 includes a servo motor and a ball screw, which work together. The servo motor is connected to the transverse ball screw via a reducer, and the screw nut is rigidly fixed to the mounting base of the milling cutter head 2. These are mature existing technologies in the field and will not be described in detail here.

[0026] The main spindle drive assembly 4 consists of a motor, a gearbox, a drive shaft, and a bearing housing. The motor power is designed to meet the power requirements of the milling cutter head 2 when cutting the rail. The motor output shaft is connected to the input end of the gearbox via a belt and pulley, and the output end of the gearbox is connected to the flange of the milling cutter head 2 via a drive shaft.

[0027] The control system has preset different machining programs, including forward and reverse routing, and controls the various components of the left and right milling units to perform different machining actions. Multiple sensor tags are arranged at multiple preset locations within the turnout area. A lateral positioning mechanism 9 is mounted on the vehicle and includes an antenna for identifying the sensor tags. The lateral positioning mechanism 9 is signal-connected to the control system so that when the antenna identifies the location of the sensor tag, the control system controls the left and right milling units to perform corresponding milling actions. Specifically, it controls the motors in the lateral feed assembly 3 within the left and right milling units to achieve lateral movement.

[0028] Specifically, there are seven sensor tags, arranged in two ways.

[0029] During forward operation, the seven sensor tags are located at the starting point of the operation, the starting point of the incomplete rail area, the starting point of the switch rail operation, the ending point of the incomplete rail area, the lifting point of the fork tip area, the lowering point of the fork tip area, and the end point of the operation.

[0030] In this method, at the start point of the operation, the sensor tag is 6000mm from the tip of the left switch rail; at the start point of the incomplete rail area, the sensor tag is 1000mm from the tip of the left switch rail; at the start point of the switch rail operation, the sensor tag is 2500mm from the tip of the right switch rail; at the end point of the incomplete rail area, the sensor tag is 3500mm from the tip of the left switch rail; at the lifting point of the fork tip area, the sensor tag is 3000mm in front of the fork tip; at the descending point of the fork tip area, the sensor tag is 3000mm behind the fork tip; and at the end point of the operation, the sensor tag is 6000mm behind the fork tip.

[0031] During reverse operation, the seven sensor tags are located at the starting point of the operation, the lifting point of the fork tip area, the descending point of the fork tip area, the starting point of the incomplete rail area, the ending point of the switch rail operation, the ending point of the incomplete rail area, and the ending point of the operation.

[0032] In this method, at the start of the operation, the distance between the sensor tag and the fork tip joint is greater than 6000mm; at the lifting point of the fork tip area, the distance between the sensor tag and the fork tip joint is greater than 3000mm; at the descending point of the fork tip area, the distance between the sensor tag and the fork tip joint is greater than 3000mm; at the starting point of the incomplete rail area, the distance between the sensor tag and the right switch rail after planing the flange is greater than 3500mm; at the end point of the switch rail operation, the distance between the sensor tag and the left switch rail after planing the flange is greater than 2500mm; at the end point of the incomplete rail area, the distance between the sensor tag and the tip of the right switch rail is greater than 1000mm; and at the end point of the operation, the distance between the sensor tag and the tip of the right switch rail is greater than 6000mm.

[0033] In this embodiment, the lateral positioning mechanism 9 includes a reader, an antenna cable, and an antenna. The reader is used to read information from the sensor tag, and the reader is connected to an antenna installed below the driver's cab on the vehicle via the antenna cable.

[0034] The vertical feed assembly includes a vertical cylinder 5 and a vertical lead screw 6. The vertical lead screw 6 is connected to the milling cutter disc 2 and is arranged together with the milling cutter disc 2 on the vertical cylinder 5. The vertical cylinder 5 is used to control the contact pressure and cutting depth between the milling cutter disc 2 and the rail. The vertical lead screw 6 is used to further adjust the cutting depth and working posture of the milling cutter disc 2.

[0035] A vertical screw 6 is installed at the end of the piston rod of the vertical cylinder 5. The vertical screw 6 is threadedly connected to the fixed seat of the milling cutter disc 2. The screw is driven to rotate by a micro servo motor. In this way, the vertical cylinder 5 drives the milling cutter disc 2 to move up and down rapidly in the vertical direction. The vertical screw 6 precisely controls the cutting depth of the milling cutter disc 2 under the drive of the micro servo motor.

[0036] Both the left and right milling units have mechanical locking components 7, which include a vertical mechanical lock and a horizontal mechanical lock, used to lock the entire unit when it is not in operation or when it needs to be fixed in a fixed position.

[0037] The mechanical locking assembly 7 includes a vertical mechanical lock and a horizontal mechanical lock, both of which adopt a pin-type structure and consist of an electromagnetically or pneumatically driven pin, a positioning hole seat, and a limit sensor. The mechanical locking assembly is equipped with a position detection sensor, and when the milling cutter head 2 reaches a preset safety position (such as the device safety position or the mechanical locking position), the pin is activated to lock.

[0038] The side of the milling cutter head 2 is also provided with a dovetail 8 and a pressure shoe 10. The dovetail 8 and the pressure shoe 10 are used to further adjust the angle or position of the milling cutter head 2 to adapt to different profiles and processing requirements of the rail.

[0039] Specifically, the dovetail 8 function is to compensate for the installation tilt error of the turnout track or the travel deviation of the milling machine, ensuring that the milling cutter head always fits the rail profile and avoids missed or overcutting. According to the rail profile angle of different areas of the turnout (such as the inclined surface of the switch rail and the curved surface of the fork tip), the cutting angle of the milling cutter head is adjusted so that the cutting edge maintains the optimal contact posture with the rail surface and improves the processing quality.

[0040] The function of the pressure shoe 10 is to elastically press the surface of the rail during operation, increase the contact stability between the milling cutter 2 and the rail, and reduce the machining error caused by cutting vibration. It is especially suitable for machining the variable cross-section area of ​​the turnout (such as the switch rail).

[0041] refer to Figure 3 and Figure 4It should be noted that the sensor tag is used for the antenna on the vehicle to identify the specific position on the track 19. After the position is identified, the position information is transmitted to the control system through the antenna. The control system uses the contour finger component to determine the actual distance between the milling cutter head 2 and the track 19 in the lateral direction, and then adjusts the lateral feed component of the milling cutter head 2.

[0042] refer to Figure 3 and Figure 4 The contouring finger assembly includes an outer contouring finger 12, an inner contouring finger 13, and a transverse contouring finger 14. The outer contouring finger 12 and the inner contouring finger 13 are both arranged with the help of a pressure shoe 10. The outer contouring finger 12 and the inner contouring finger 13 each include a contact rod 15, a contact block 16, and a length gauge 17. One end of the contact rod 15 is equipped with a contact block 16, which is used to contact the rail 19. The other end of the contact rod 15 is used to hinge the length gauge 17. The middle section of the contact rod 15 is rotatably mounted on the pressure shoe 10 along the vertical axis. When the contact block 16 is squeezed by the rail 19 with a changing outer diameter, the feedback is sent to the length gauge 17 through the contact rod 15. The change in the length gauge 17 value is collected by the control system, which then controls the transverse feed assembly to adjust the working position of the milling cutter head 2 in the transverse direction.

[0043] The transverse contouring finger 14 specifically includes a transverse contact rod 18 and a component fixed to the milling cutter head 2. Figure 3 The length gauge 17 at the bottom (not shown in the image) is designed with outer contour finger 12, inner contour finger 13 and lateral contour finger 14 because the dimensions inside and outside the track 19 will change as the vehicle moves from the starting point of the operation to different work locations. The outer contour finger 12, inner contour finger 13 and lateral contour finger 14 can be used alternately to meet the contour measurement needs of different locations.

[0044] Finally, the left and right milling units also have protective covers 11. Protective covers 11 can prevent iron filings, dust and other debris generated during operation from entering the equipment and affecting the normal operation of the equipment, while also protecting the operators from injury.

[0045] An embodiment of the track turnout area processing method provided by the present invention: The method for processing the turnout area of ​​track engineering, which utilizes the aforementioned track turnout area processing device, includes the following steps when running the track in the forward direction: S1: When the vehicle reaches the starting point of the operation, the left milling unit performs the slope cutting process, while the right milling unit remains in the safe position of the device. S2: When the vehicle travels to the starting point of the incomplete rail area, the left milling unit automatically retracts the tool along the transverse Y-axis, while the right milling unit remains in the safe position of the device. S3: When the vehicle travels to the starting point of the switch rail operation, the left milling unit maintains the normal milling state in step S2, and the right milling unit descends from the safe position of the device and cuts into the stable operation state along the slope. S4: When the vehicle reaches the end of the incomplete rail area, the left milling unit automatically feeds into the transverse Y-axis, while the right milling unit maintains the normal milling state in step S3. S5: When the vehicle travels to the lifting point of the fork tip area, the left milling unit maintains the normal milling state in step S4, and the right milling unit cuts out along the slope and is lifted to the safe position of the device. S6: When the vehicle travels to the fork tip area descent point, the left milling unit maintains the normal milling state in step S5, and the right milling unit descends from the device safety position and cuts in along the slope to reach the stable working state. S7: When the vehicle reaches the end of the operation, the left and right milling units perform the end operation process, cut out along the slope, lift to the safe position of the device, and reach the mechanical locking position, and then lock vertically and laterally. When routing in reverse, the following steps are included: a: When the vehicle reaches the starting point of the operation, the left milling unit performs the downhill cutting process and reaches a stable operating state, and the right milling unit performs the downhill cutting process and reaches a stable operating state. b: When the vehicle travels to the lifting point in the fork tip area, the left milling unit performs the slope cutting process and lifts to the safe position of the device, while the right milling unit maintains the normal milling stable operation state as in step a. c: When the vehicle reaches the descent point in the fork tip area, the left milling unit descends from the safe position of the device and cuts in along the slope to reach a stable working state; the right milling unit maintains the normal stable milling working state as in step b. d: When the vehicle reaches the starting point of the incomplete rail area, the left milling unit maintains the normal stable milling operation state as in c; the right milling unit automatically retracts the tool along the transverse Y-axis. e: When the vehicle reaches the end point of the switch rail operation, the left milling unit performs the slope cutting process and is lifted to the safe position of the device, while the right milling unit maintains the normal milling state in step d. f: When the vehicle reaches the end of the incomplete rail area, the left milling unit descends to the initial position of the device, and the right milling unit automatically feeds in a transverse Y direction. g: When the vehicle reaches the end point of the operation, the left and right milling units perform the end operation process, cut out along the slope, lift to the safe position of the device, and reach the mechanical locking position, and then lock vertically and laterally.

[0046] Based on the above description in this specification, those skilled in the art will also understand that the following terms, such as "upper," "lower," "front," "rear," "left," "right," "width," "horizontal," "top," "bottom," "inner," and "outer," which indicate orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings of this specification. They are only for the purpose of facilitating the explanation of the present invention and simplifying the description, and do not explicitly or implicitly suggest that the device or element involved must have the specific orientation, or be constructed and operated in a specific orientation. Therefore, the above-mentioned orientation or positional relationship terms should not be understood or interpreted as limitations on the present invention.

[0047] In addition, in the description of this specification, "multiple" means at least two, such as two, three or more, etc., unless otherwise expressly and specifically defined.

Claims

1. A track engineering turnout area processing device, characterized by, The milling and grinding mechanism comprises a mounting support for fixing on a vehicle, a left milling and grinding unit and a right milling and grinding unit on the mounting support, each of the left milling and grinding unit and the right milling and grinding unit comprising a milling cutter head, a transverse feed assembly for controlling the transverse feed of the milling cutter head, a vertical feed assembly for controlling the vertical feed of the milling cutter head, and a main shaft drive assembly for driving the rotation of the milling cutter head; A control system is provided with different processing programs including forward and reverse walking, and controls each component connected with the left milling and grinding unit and the right milling and grinding unit to perform different processing actions; A plurality of sensor tags are arranged at a plurality of preset positions in the turnout area; A transverse positioning mechanism is installed on the vehicle and comprises an antenna for identifying the sensor tags, and is signal connected with the control system to control the left milling and grinding unit and the right milling and grinding unit to perform corresponding milling and grinding actions when the antenna identifies the positions of the sensor tags. The number of the sensor tags is seven, and when the forward operation is performed, the seven sensor tags are respectively located at an operation starting point, a steel rail incomplete area starting point, a frog operation starting point, a steel rail incomplete area ending point, a frog area lifting point, a frog area lowering point, and an operation ending point.

2. A track engineering turnout area machining apparatus according to claim 1, characterised in that: At the operation starting point, the sensor tag is 6000mm away from the left frog tip, at the steel rail incomplete area starting point, the sensor tag is 1000mm away from the left frog tip, at the frog operation starting point, the sensor tag is 2500mm away from the right frog tip, at the steel rail incomplete area ending point, the sensor tag is 3500mm away from the left frog tip, at the frog area lifting point, the sensor tag is 3000mm away from the front frog tip, at the frog area lowering point, the sensor tag is 3000mm away from the rear frog tip, and at the operation ending point, the sensor tag is 6000mm away from the rear frog tip.

3. A rail engineering turnout area machining apparatus according to claim 2, characterised in that: The number of the sensor tags is seven, and when the reverse operation is performed, the seven sensor tags are respectively located at an operation starting point, a frog area lifting point, a frog area lowering point, a steel rail incomplete area starting point, a frog operation ending point, a steel rail incomplete area ending point, and an operation ending point.

4. The track maintenance of way turnout region machining apparatus according to claim 1, characterized in that: At the operation starting point, the distance between the sensor tag and the rear frog joint is greater than 6000mm, at the frog area lifting point, the distance between the sensor tag and the rear frog joint is greater than 3000mm, at the frog area lowering point, the distance between the sensor tag and the front frog joint is greater than 3000mm, at the steel rail incomplete area starting point, the distance between the sensor tag and the rear planed wheel rim of the right frog is greater than 3500mm, at the frog operation ending point, the distance between the sensor tag and the rear planed wheel rim of the left frog is greater than 2500mm, at the steel rail incomplete area ending point, the distance between the sensor tag and the right frog tip is greater than 1000mm, and at the operation ending point, the distance between the sensor tag and the right frog tip is greater than 6000mm.

5. A rail engineering turnout area machining apparatus according to claim 4, characterised in that: The transverse positioning mechanism comprises a reader-writer, an antenna cable, and an antenna, the reader-writer is used to read the information of the sensor tags, and the reader-writer is connected with the antenna installed below the cab of the vehicle through the antenna cable.

6. A track engineering turnout area processing device according to any one of claims 1 to 5, characterized in that: ​ 7. A track engineering turnout area processing device according to any one of claims 1 to 5, characterized in that: The vertical feeding assembly includes a vertical cylinder and a vertical screw rod, the vertical screw rod is connected with the milling cutter head and arranged on the vertical cylinder together with the milling cutter head, the vertical cylinder is used for controlling the contact pressure and the cutting depth between the milling cutter head and the rail, and the vertical screw rod is used for further adjusting the cutting depth and the working posture of the milling cutter head.

8. A track engineering turnout area processing device according to any one of claims 1 to 5, characterized in that: The left milling unit and the right milling unit each have a mechanical locking assembly including a vertical mechanical lock and a horizontal mechanical lock, which are used for locking the whole device when the whole device is not working or needs to be fixed.

9. A track engineering turnout area processing device according to any one of claims 1 to 5, characterized in that: The milling cutter head is further provided with a swallow-tail swing and a pressing shoe, which are used for further adjusting the angle or position of the milling cutter head to adapt to different profiles and processing requirements of the rail.

10. A method for processing a turnout area of a track engineering vehicle by means of the track engineering vehicle for processing a turnout area according to any one of claims 1 to 9, characterized in that When walking in the forward direction, the following steps are included: S1: when the vehicle drives to the starting point of the operation, the left milling unit performs the uphill cutting-in process, and the right milling unit remains in the device safety position; S2: when the vehicle drives to the starting point of the incomplete rail area, the left milling unit automatically retreats the Y-axis horizontally, and the right milling unit remains in the device safety position; S3: when the vehicle drives to the starting point of the frog operation, the left milling unit remains in the normal milling state in step S2, and the right milling unit is lowered from the device safety position and cuts in to the stable operation state; S4: when the vehicle drives to the end point of the incomplete rail area, the left milling unit automatically advances the Y-axis horizontally, and the right milling unit remains in the normal milling state in step S3; S5: when the vehicle drives to the lifting point of the frog area, the left milling unit remains in the normal milling state in step S4, and the right milling unit cuts out and is lifted to the device safety position; S6: when the vehicle drives to the lowering point of the frog area, the left milling unit remains in the normal milling state in step S5, and the right milling unit is lowered from the device safety position and cuts in to the stable operation state; S7: when the vehicle drives to the end point of the operation, the left milling unit and the right milling unit perform the end operation process, cut out uphill, are lifted to the device safety position, and are locked in the mechanical locking position, and then are locked vertically and horizontally; When walking in the reverse direction, the following steps are included: a: when the vehicle drives to the starting point of the operation, the left milling unit performs the uphill cutting-in process and reaches the stable operation state, and the right milling unit performs the uphill cutting-in process and reaches the stable operation state; b: when the vehicle drives to the lifting point of the frog area, the left milling unit performs the uphill cutting-out process and is lifted to the device safety position, and the right milling unit remains in the normal milling stable operation state in step a; c: when the vehicle drives to the lowering point of the frog area, the left milling unit is lowered from the device safety position and cuts in to the stable operation state; the right milling unit remains in the normal milling stable operation state in step b; d: when the vehicle drives to the starting point of the incomplete rail area, the left milling unit remains in the normal milling stable operation state in c; the right milling unit automatically retreats the Y-axis horizontally; e: when the vehicle drives to the end point of the frog operation, the left milling unit performs the uphill cutting-out process and is lifted to the device safety position, and the right milling unit remains in the normal milling state in step d; f: When the vehicle travels to the end of the incomplete rail area, the left milling unit is lowered to the initial position of the device, and the right milling unit is automatically fed in the transverse direction Y; g: When the vehicle travels to the end of the operation, the left and right milling units perform the end operation process, cut out along the slope, lift to the safe position of the device, and reach the mechanical locking position, and then lock in both the vertical and transverse directions.

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