An automated railcar set and rail loading and unloading method

Abstract

This invention belongs to the field of rail handling technology and discloses an automated rail handling vehicle, including a locking car, a transport car, a safety car, a transition car, a work car, and a movable rail clamp. A swingable guide arm is installed at the rear end of the work car. This invention also employs a rail handling method, including the following steps: Step S1: Using the aforementioned automated rail handling vehicle, rail handling operations are performed on rails located inside or outside the track. The movable rail clamp drags the rail past the swingable guide arm. Step S2: The vehicle is started and moves backward at low speed, while the movable rail clamp holds the rail and moves forward. Step S3: During rail unloading operations, the movable rail clamp pulls the rail until the end closest to the ground is near the ground. Step S4: The vehicle moves forward, while the movable rail clamp continues to hold the rail and moves backward. This method has advantages such as applicability to rail handling of varying lengths, effective reduction of labor costs, and rapid unloading.

Description

Technical Field

[0001] This invention belongs to the field of rail handling technology, specifically relating to an automated rail handling vehicle and a method for rail handling operations. Background Technology

[0002] With the rapid increase in the mileage of subway lines in my country and the increase in newly built lines, the wear and tear on old lines is accelerating, and the workload of urban rail construction and maintenance in various regions is also increasing. Within the limited maintenance windows, the amount of rail replacement is increasing day by day, and the requirements for the rail transport capacity of long rail train sets are increasing daily. For the collection of existing 100m long rails in subways, the process generally involves manually cutting them into 25m short rails, placing the rails on both sides of the track, and then using a locomotive to pull two flatbed cranes to lift the short rails from the outside of the track onto the train before driving it out of the work site. Similarly, for rail unloading, a locomotive is needed to pull two flatbed cranes to lift the 25m rails from the base onto the train. After arriving at the work site, the flatbed cranes are used to lift the rails from the train to both sides of the track before driving it out of the work site. This process is inefficient, requires a large number of workers, and the flatbed cranes have limited carrying capacity, making it difficult to meet the needs of on-site operations. Summary of the Invention

[0003] This invention aims to provide an automated rail train and a method for rail collection and unloading, which reduces labor intensity and increases work efficiency. It solves the problems of current rail collection operations, which involve manually cutting and placing the rails on the outside of the track, then using a locomotive to pull two flatbed cranes to transport 25m rails. Rail unloading operations also rely on a locomotive to pull a flatbed crane to transport the rails to the outside of the track, making it impossible to collect and unload rails on the inside of the track, resulting in low work efficiency and a large number of workers.

[0004] Therefore, the technical solution adopted by the present invention is as follows: an automated railcar, including a locking car, a transport car, a safety car, a transition car, a work car, and a movable rail clamp. The locking car, transport car, safety car, transition car, and work car are all symmetrically installed with running tracks on the left and right sides, and the running tracks between adjacent vehicles are connected by bridge tracks. The movable rail clamp can move back and forth on the carcar along the running tracks. The number of transport cars is adapted to the length of the rails. The work car is equipped with a fixed height adjustment device, a short rail storage device, a guide roller device, and a swingable guide arm from front to back. The fixed height adjustment device is used to raise the rails, thereby adjusting the rail curve. The short rail storage device is used to store short rails of 7m or less. The guide roller device is used to control the direction of the rail ends during unloading. The swingable guide arm is installed in two spaced left and right at the rear of the work car and can be adjusted to accommodate the unloading of rails inside or outside the track by adjusting its position outward or inward.

[0005] As a preferred embodiment of the above solution, the swingable guide arm includes a main arm, a main arm hydraulic cylinder, a swing arm, a swing-rotating arm hydraulic cylinder, a drop-off buffer trough, a preliminary anti-tipping device, and a buffer trough driving hydraulic cylinder. The main arm hydraulic cylinder is used to drive the main arm to rotate up and down, the buffer trough driving hydraulic cylinder is used to drive the drop-off buffer trough to flip, the preliminary anti-tipping device is located on the mounting beam between the swing arm and the drop-off buffer trough, and is used to initially limit the rail movement, the swing-rotating arm hydraulic cylinder is used to drive the swing arm to swing left and right, causing the drop-off buffer trough to be located on the outside or inside of the track, thereby enabling rail unloading on both the inside and outside of the track. The structure is reasonably designed.

[0006] More preferably, the rocker arm is equipped with a locking plate. When the locking plate is fixed to two flush rocker arms by a pin, the rocker arm is locked and cannot swing. When the locking plate is fixed to one rocker arm, the rocker arm is unlocked. The placement range of the rocker guide arm is 1m inside and outside the track, including sufficient rail storage space inside and outside the track.

[0007] An intermediate connecting piece is hinged between the slope buffer trough and the buffer trough driving hydraulic cylinder. A buffer rod is hinged between the bottom of the slope buffer trough and the intermediate connecting piece. A spring is fitted over the buffer rod. The intermediate connecting piece is also hinged to the mounting beam to ensure that the slope buffer trough has a buffering function.

[0008] The preliminary anti-tipping device includes a flat-bottomed "U"-shaped anti-tipping frame, lower anti-tipping rollers installed inwards on the lower left and right sides and bottom of the anti-tipping frame, an upper anti-tipping roller frame hinged to the upper part of the anti-tipping frame, and upper anti-tipping rollers installed inwards on the left, right, and top sides of the upper anti-tipping roller frame. When closed, the upper anti-tipping roller frame forms an "n" shape, and the distance between the upper anti-tipping rollers on the left and right sides of the upper anti-tipping roller frame is smaller than the distance between the lower anti-tipping rollers located on the lower left and right sides of the anti-tipping frame, thus adapting to the narrow-at-the-top and wide-at-the-bottom structure of the rail. The wheel frame is hinged to the left and right sides of the anti-rollover frame. The top right side of the upper anti-rollover wheel frame is hinged with a locking rod with an asymmetrical "Y" shaped structure. One end of the top side of the upper anti-rollover wheel frame is provided with a locking notch for the lower end of the locking rod to be inserted, and the other end is hinged to the left side. When the locking rod drives the right side of the upper anti-rollover wheel frame to flip outward and disengage from the top locking notch, the top side of the upper anti-rollover wheel frame, together with the left side, can be flipped open. The structure is reasonably designed and provides a rotatable top side structure for the upper anti-rollover wheel frame, which facilitates maintenance and makes it easier for the rail to fall into it.

[0009] Further preferably, the locking vehicle is equipped with a generator set, a safety door, and an end self-locking device in sequence from front to back. A front buffer stop is installed at the front end of the running track of the locking vehicle, and a rear buffer stop is provided at the rear end of the running track on the working vehicle, thereby preventing the movable rail clamps from running off the track. The transport vehicle and the safety vehicle are both equipped with automatically opening and closing roller beams that can open outwards at intervals. The safety vehicle is equipped with an automatically opening and closing safety door. The transition vehicle is equipped with an anti-tipping and anti-slip device and a roller support device from front to back. The roller support device includes a roller support main frame and rollers that are horizontally installed on the upper part of the roller support main frame at intervals on the left and right, thereby raising the rails that fall on the rollers and adjusting the rail curve. The structure design is reasonable.

[0010] More preferably, the fixed height adjustment device includes an "H"-shaped main frame, horizontal rollers spaced apart on the "H"-shaped main frame, side vertical rollers installed on the upper part of the vertical section of the "H"-shaped main frame, and two limiting vertical rollers spaced apart on the horizontal section of the "H"-shaped main frame. The "H"-shaped main frame is provided with mounting seats corresponding to the limiting vertical rollers. The mounting seats are provided with multiple sets of mounting holes spaced apart on the left and right. The limiting vertical rollers can adjust their installation position according to the inside or outside of the track when unloading rails, thereby adjusting the distance between the two limiting vertical rollers. The structure is reasonably designed, and the position of the two limiting vertical rollers can be flexibly adjusted according to the rail direction. When unloading rails on the inside of the track, the distance between the two limiting vertical rollers is reduced to ensure that the rails pass through the side. When unloading rails on the outside of the track, the distance between the two limiting vertical rollers is increased to ensure that the rails pass through the middle.

[0011] Further preferably, the short rail storage device includes a locking main beam, side rail locking weights, and a middle rail interlocking assembly that is misaligned with the side rail locking weights. The locking main beam is provided with locking holes spaced apart on the left and right. The side rail locking weights are equipped with locking bolts on the left and right, and the side rail locking weights can press the rails located on the side by passing the locking bolts through the locking holes. The middle rail interlocking assembly includes clamping blocks that clamp the upper end of the middle rail from the left and right and a clamping connecting rod that passes through the clamping blocks and is tightened by a nut. The rails are locked securely. Considering that the side rails are more unstable, a reinforced locking method is used for the side rails.

[0012] More preferably, the guide roller device includes an outer guide vertical roller, a middle bottom horizontal roller, and an inner limiting vertical roller. The guide roller device is installed in two mirror images symmetrically at the rear of the work vehicle to support the rails on both sides respectively. Both the first and second limiting vertical rollers adopt a coaxial structure with upper and lower double vertical rollers. The diameter of the upper vertical roller is larger than that of the lower vertical roller, thus providing simple limiting for the narrow-at-the-top and wide-at-the-bottom structure of the rail. The top of the upper vertical roller and the guide vertical roller are provided with a conical guide structure, which facilitates the rail to fall into the designed position along the slope. The structure is reasonably designed and designed for the narrow-at-the-top and wide-at-the-bottom characteristics of the rail.

[0013] More preferably, the bridge track includes a fixed slide rail, a movable slide rail, a rail bridge, and a connecting seat. The fixed slide rail is bolted to the front end of the running track of the preceding vehicle. The movable slide rail can slide back and forth relative to the fixed slide rail. The connecting seat is fixedly installed at the front end of the running track of the following vehicle. Both ends of the rail bridge are hinged to the movable slide rail and the connecting seat, respectively. Both the fixed slide rail and the movable slide rail are installed on a slide groove. The slide groove is bolted to the vehicle floor, and its top tapers inward to limit the bottom of the fixed slide rail and the movable slide rail. The rear part of the fixed slide rail connects with the movable slide rail... The front contact surface of the movable slide rail matches the contour and can be spliced ​​left and right to form an inverted "T" shaped structure consistent with the other parts of the fixed slide rail and the movable slide rail. The rear contact surface of the fixed slide rail is provided with a limiting groove, and the movable slide rail is provided with a limiting protrusion corresponding to the limiting groove, so that the movable slide rail moves along the limiting groove and the sliding groove. The rear end of the work vehicle is provided with guide arm anti-collision vertical rollers symmetrically facing inward, so as to prevent the swingable guide arm from colliding when swinging outward. The structure is ingeniously designed and is limited by the two limiting grooves and sliding grooves, which fully ensures the sliding stability of the movable slide rail.

[0014] This invention also employs a method for unloading and collecting rails, comprising the following steps:

[0015] Step S1: Using the above-mentioned automated rail vehicle group, adjust the number of transport vehicles according to the length of the rail to be unloaded, and carry out rail collection operations for rails located on the inner or outer side of the line. Unlock and open the swingable guide arm and adjust the orientation of the swingable guide arm according to the rail placement position. The movable rail clamp moves to the work vehicle and clamps and lifts the end of the rail near the vehicle group on the ground, and drags the rail through the swingable guide arm.

[0016] Step S2: When the rail is a long rail, start the train and move it backward at a low speed. At this time, the movable rail clamps hold the rail and move it forward, so that the movable rail clamps are stationary relative to the ground. After the rail is loaded onto the train, it is locked, and the rail collection operation is completed.

[0017] Step S3: When the automated rail unloading vehicle is in operation, the vehicle travels to the rear of the work vehicle and is at the starting point of the rail to be unloaded. The swingable guide arm is unlocked and opened. The movable rail clamp is unlocked and clamps the end of the rail that is close to the ground. It is pulled backward and then the rail is placed on the swingable guide arm and released. The movable rail clamp is moved forward to continue clamping and raising the end of the rail away from the ground. It is pulled backward until the end of the rail that is close to the ground is close to the ground. At the same time, the position of the swingable guide arm is adjusted so that the end of the rail is at an appropriate landing position.

[0018] Step S4: When the rail is a long rail, the train moves forward. At this time, the movable rail clamp continues to hold the rail and moves backward, so that the movable rail clamp is stationary relative to the ground. When the movable rail clamp holds the rail and moves backward to the safety coupler position, the rail is released. At this time, the rail is unloaded only under the movement of the train. Until all the rails touch the ground, the rail unloading operation is completed.

[0019] As a preferred option of the above scheme, after the rail collection or unloading operation is completed, the train set stops running, the swingable guide arm is retracted, the movable rail clamps are moved to the transfer car and locked with chains;

[0020] When unloading 100m, 50m, and 25m long steel rails, 7, 3, and 1 transport vehicles are used respectively to store the long steel rails.

[0021] When unloading rails on the outer side of the track, the end of the rail furthest from the ground detaches from the guide roller device, and the guide arm can be swung outward to the maximum angle.

[0022] When unloading 7m short rails, no transport vehicle is used. The rails are stored through the short rail storage device. When the rails are short, they are unloaded by moving the movable rail clamps. The device is flexible and adaptable to different rail lengths and is reasonably designed.

[0023] In step S3, when unloading rails on a slope, the rails are locked when the movable rail clamps are not clamping them, thus ensuring the stability of the rails. When the movable rail clamps initially clamp the rails, the clamping part is 3m to 4m away from the end of the rail, which is a reasonable size and facilitates dragging the rails.

[0024] The beneficial effects of this invention are:

[0025] (1) Compared with manually cutting and placing the rails on the outside of the track and then using a locomotive to pull two flatbed cranes to transport 25m rails, and using a locomotive to pull flatbed cranes to transport the rails to the outside of the track for unloading operations, this solution reassembles the existing locking car, transport car, safety car, transition car and work car to build an automated rail train set. It has high practical value and flexible assembly. The number of transport cars can be selected according to the length of the rails. Therefore, it can be adapted to the transportation and unloading of long rails of 100m, 50m and 25m as well as short rails within 7m. It has a wide range of applications and effectively reduces labor costs.

[0026] (2) The train set is equipped with a running track, and the running tracks of two adjacent trains are connected by a bridge track. The movable rail clamps can run through the train to guide the rails to complete the collection and unloading operations. The operation is simple and labor-saving. Compared with the method that can only collect and unload rails on the outside of the track, this solution uses two swingable guide arms installed at intervals on the left and right at the rear of the work vehicle. The swingable guide arms can be adjusted to adapt to the collection and unloading of rails on the inside or outside of the track by adjusting their position outward or inward. The degree of automation is high, the amount of labor is reduced, and the work efficiency is improved.

[0027] (3) When the rail is a long rail, the train set runs in the opposite direction to the movable rail clamp to ensure that the movable rail clamp is stationary relative to the ground, thereby speeding up the unloading speed of the long rail. The rapid unloading of the rail is achieved through the cooperation of the movable rail clamp, the train set, and the swingable guide arm.

[0028] In summary, this invention has the advantages of being applicable to the unloading of both long and short rails, having high practical value, a high degree of automation, effectively reducing labor costs, and enabling rapid unloading. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the structure of the present invention.

[0030] Figure 2 This is a front view of the locked car.

[0031] Figure 3 for Figure 2 Top view.

[0032] Figure 4 This is a schematic diagram of the bridge track structure.

[0033] Figure 5 for Figure 4 A sectional view.

[0034] Figure 6 This is a top view of the transport vehicle.

[0035] Figure 7 This is a top view of the safety vehicle.

[0036] Figure 8This is a top view of the transition vehicle.

[0037] Figure 9 This is a schematic diagram of the roller support device.

[0038] Figure 10 This is a front view of the work vehicle.

[0039] Figure 11 for Figure 10 Top view.

[0040] Figure 12 This is a front view of the fixed height adjustment device.

[0041] Figure 13 for Figure 12 Top view.

[0042] Figure 14 This is a front view of the guide roller assembly.

[0043] Figure 15 This is a front view of the short rail storage device.

[0044] Figure 16 This is a front view of the swingable guide arm.

[0045] Figure 17 for Figure 16 Top view.

[0046] Figure 18 This is a schematic diagram of the structure when the initial anti-tipping device is closed.

[0047] Figure 19 This is a schematic diagram of the structure when the initial anti-tipping device is activated. Detailed Implementation

[0048] The present invention will be further described below with reference to the embodiments and accompanying drawings:

[0049] Combination Figure 1 — Figure 19 As shown, an automated railcar unit consists of a locking car 1, a transport car 2, a safety car 3, a transition car 4, a work car 5, and a movable rail clamp 6.

[0050] The locking car 1, transport car 2, safety car 3, transition car 4, and work car 5 are all symmetrically installed with running rails 7 on the left and right sides, and the running rails 7 between adjacent vehicles are connected by bridge rails 8. The movable rail clamps 6 can move back and forth on the train set along the running rails 7. The number of transport cars 2 is adapted to the length of the rails. The work car 5 is equipped with a fixed height adjustment device 51, a short rail storage device 52, a guide roller device 53, and a swingable guide arm 54 from front to back. The fixed height adjustment device 51 is used to raise the rails, thereby adjusting the rail curve. The short rail storage device 52 is used to store short rails of 7m or less. The guide roller device 53 is used to control the direction of the rail ends during unloading. The swingable guide arm 54 is installed at two intervals on the left and right at the rear of the work car 5, and can be adjusted to accommodate the unloading of rails inside or outside the track by adjusting the position of the arms outward or inward.

[0051] The swingable guide arm 54 consists of a main arm 541, a main arm hydraulic cylinder 542, a swing arm 543, a swing arm hydraulic cylinder 544, a drop buffer trough 545, a preliminary anti-tipping device 546, and a buffer trough drive hydraulic cylinder 547. The main arm hydraulic cylinder 542 is used to drive the main arm 541 to rotate up and down. The buffer trough drive hydraulic cylinder 547 is used to drive the drop buffer trough 545 to flip. The preliminary anti-tipping device 546 is located on the mounting beam between the swing arm 543 and the drop buffer trough 545 and is used to initially limit the rail position. The swing arm hydraulic cylinder 544 is used to drive the swing arm 543 to swing left and right, causing the drop buffer trough 545 to be located on the outside or inside of the rail, thereby enabling rail unloading on both the inside and outside of the rail.

[0052] The swing arm 543 is equipped with a locking plate 543a. When the locking plate 543a is fixed to two flush swing arms 543 by a pin, the swing arm 543 is locked and cannot swing. When the locking plate 543a is fixed to one swing arm 543, the swing arm 543 is unlocked. The swingable guide arm 54 can be placed within 1m inside or outside the line.

[0053] An intermediate connecting piece 545a is hinged between the slope buffer trough 545 and the buffer trough drive hydraulic cylinder 547. A buffer rod 545b is hinged between the bottom of the slope buffer trough 545 and the intermediate connecting piece 545a. A spring is fitted on the outer side of the buffer rod 545b. The intermediate connecting piece 545a is also hinged to the mounting beam.

[0054] The initial anti-rollover device 546 consists of an anti-rollover frame 546a with a flat bottom and a U-shape, lower anti-rollover rollers 546b installed inward on the lower left and right sides and bottom of the anti-rollover frame 546a, an upper anti-rollover roller frame 546c hinged to the upper part of the anti-rollover frame 546a, and upper anti-rollover rollers 546d installed inward on the left, right and top sides of the upper anti-rollover roller frame 546c.

[0055] When closed, the upper anti-rollover roller frame 546c has an "n" shaped structure. The distance between the upper anti-rollover rollers 546d on the left and right sides of the upper anti-rollover roller frame 546c is smaller than the distance between the lower anti-rollover rollers 546b on the lower left and right sides of the anti-rollover frame 546a, thus adapting to the structure of the rail which is narrow at the top and wide at the bottom. The upper anti-rollover roller frame 546c is hinged to the corresponding upper side of the anti-rollover frame 546a on the left and right sides. The upper anti-rollover roller frame 546c has an asymmetrical "Y" shaped locking rod 546e at the top right side. One end of the top side of the upper anti-rollover roller frame 546c has a locking notch for the lower end of the locking rod 546e to be inserted, and the other end is hinged to the left side. When the locking rod 546e drives the right side of the upper anti-rollover roller frame 546c to flip outward and disengage from the top locking notch, the top side of the upper anti-rollover roller frame 546c, together with the left side, can be flipped open.

[0056] The locking car 1 is equipped with a generator set 11, a safety door 12, and an end self-locking device 13 in sequence from front to back. A front buffer stop 72 is installed at the front end of the running track 7 of the locking car 1, and a rear buffer stop seat 71 is provided at the rear end of the running track 7 on the working car 5, so as to prevent the movable rail clamp 6 from running out of the track. The transport car 2 and the safety car 3 are both equipped with automatic opening and closing roller beams 21 that can open outward at intervals in front and behind. The safety car 3 is equipped with an automatic opening and closing safety door 31. The transition car 4 is equipped with an anti-tipping and anti-slip device 41 and a roller support device 42 in sequence from front to back. The roller support device 42 consists of a roller support main frame 421 and rollers 422 that are horizontally installed on the upper part of the roller support main frame 421 at intervals in the left and right, thereby raising the rails that fall on the rollers 422 and adjusting the rail curve.

[0057] The fixed height adjustment device 51 consists of an "H"-shaped main frame 511, horizontal rollers 512 spaced apart on the "H"-shaped main frame 511, side vertical rollers 513 installed on the upper part of the vertical section of the "H"-shaped main frame 511, and two limiting vertical rollers 514 spaced apart on the horizontal section of the "H"-shaped main frame 511. The "H"-shaped main frame 511 is provided with mounting seats 515 corresponding to the limiting vertical rollers 514. The mounting seats 515 have multiple sets of mounting holes spaced apart on the left and right. The limiting vertical rollers 514 can be adjusted in position according to the inner or outer side of the track for unloading rails, thereby adjusting the distance between the two limiting vertical rollers 514.

[0058] The short rail storage device 52 consists of a locking main beam 521, side rail locking weights 522, and an intermediate rail interlocking assembly 523 that is installed offset from the side rail locking weights 522. The locking main beam 521 is provided with locking holes 521a at intervals on the left and right. The side rail locking weights 522 are equipped with locking bolts on the left and right, and the locking bolts can pass through the locking holes 521a and the side rail locking weights 522 to press the rail located on the side. The intermediate rail interlocking assembly 523 consists of clamping blocks 523a that clamp the upper end of the rail located in the middle from the left and right, and a pressing connecting rod 523b that passes through the clamping blocks 523a and is tightened by a nut.

[0059] The guide roller device 53 consists of an outer guide vertical roller 531, a middle bottom horizontal roller 532, and an inner limiting vertical roller 533. The guide roller device 53 is installed in two mirror images symmetrically at the rear of the work vehicle 5, so as to support the rails on both sides respectively. The limiting vertical roller 514 and the limiting vertical roller 533 both adopt a coaxial structure of upper and lower double vertical rollers. The diameter of the upper vertical roller is larger than that of the lower vertical roller, so as to provide simple limiting according to the narrow upper and wide lower structure of the rail. The top of the upper vertical roller and the guide vertical roller 531 are provided with a conical guide structure 55, so as to facilitate the rail to fall into the designed position along the slope.

[0060] The bridge track 8 consists of a fixed slide rail 81, a movable slide rail 82, a rail bridge 83, and a connecting seat 84. The fixed slide rail 81 is bolted to the front end of the running track 7 of the preceding vehicle. The movable slide rail 82 can slide back and forth relative to the fixed slide rail 81. The connecting seat 84 is fixedly installed at the front end of the running track 7 of the following vehicle. The two ends of the rail bridge 83 are hinged to the movable slide rail 82 and the connecting seat 84, respectively. Both the fixed slide rail 81 and the movable slide rail 82 are installed on a slide groove 85, which is bolted to the vehicle floor. The top of the slide groove 85 tapers inward to limit the movement of the fixed slide rail 81 and the movable slide rail 82. At the bottom of the movable slide rail 82, the rear part of the fixed slide rail 81 and the front part of the movable slide rail 82 have matching contours of their contact surfaces and can be spliced ​​left and right to form an inverted "T" shaped structure consistent with the other parts of the fixed slide rail 81 and the movable slide rail 82. The rear contact surface of the fixed slide rail 81 is provided with a limiting groove, and the movable slide rail 82 is provided with a limiting protrusion 821 corresponding to the limiting groove, so that the movable slide rail 82 can move along the limiting groove and the slide groove 85. The rear end of the work vehicle 5 is provided with guide arm anti-collision vertical rollers symmetrically facing inward on the left and right sides, so as to prevent the swingable guide arm 54 from colliding when swinging outward.

[0061] A method for unloading and collecting steel rails, the specific implementation steps of which are as follows:

[0062] Step S1: Using the aforementioned automated rail train set, adjust the number of transport vehicles 2 according to the length of the rails to be unloaded, and perform rail collection operations on the rails located inside or outside the line. Unlock and open the swingable guide arm 54 and adjust the orientation of the swingable guide arm 54 according to the rail placement position. The movable rail clamp 6 moves to the work vehicle 5 and clamps and lifts the rail end near the train set on the ground, dragging the rail through the swingable guide arm 54.

[0063] Step S2: When the rail is a long rail, start the train and move it backward at low speed. At this time, the movable rail clamp 6 clamps the rail and moves it forward, so that the movable rail clamp 6 is stationary relative to the ground; after the rail is loaded onto the train, it is locked, and the rail collection operation is completed.

[0064] Step S3: During the unloading operation of the automated rail train, when the train travels to the rear of the work vehicle 5 and is at the starting point of the rail to be unloaded, the swingable guide arm 54 is unlocked and opened. The movable rail clamp 6 is unlocked and clamps the end of the rail closest to the ground. It is pulled backward and then the rail is placed on the swingable guide arm 54 and released. The movable rail clamp 6 is moved forward to continue clamping and raising the end of the rail away from the ground. It is pulled backward until the end of the rail closest to the ground is close to the ground. At the same time, the position of the swingable guide arm 54 is adjusted so that the end of the rail is at an appropriate landing position.

[0065] In step S3, when the rail unloading operation is carried out on the slope, the rail is locked when the movable rail clamp 6 is not clamping the rail, thereby ensuring the stability of the rail; when the movable rail clamp 6 initially clamps the rail, the clamping part is 3m to 4m away from the end of the rail.

[0066] Step S4: When the rail is a long rail, the train moves forward. At this time, the movable rail clamp 6 continues to clamp the rail and moves backward, so that the movable rail clamp 6 is stationary relative to the ground until the rail is completely on the ground, and the rail unloading operation is completed.

[0067] After the rail-collecting or rail-unloading operation is completed, the train stops running, the swingable guide arm 54 is retracted, and the movable rail clamp 6 is moved to the transfer car 4 and locked with a chain.

[0068] When unloading long rails of 100m, 50m, and 25m, 7, 3, and 1 transport vehicles are used respectively to store the long rails. When unloading long rails, the movable rail clamp 6 clamps the rail and moves it backward to the coupler position of the safety car 3, then releases the rail. At this time, the rail is unloaded only while the train is in operation.

[0069] When unloading rails on the outer side of the track, the end of the rail furthest from the ground detaches from the guide roller device 53, and the guide arm 54 can be swung outward to the maximum angle.

[0070] When unloading 7m short rails, no transport vehicle is used. The rails are stored through the short rail storage device 52. When the rails are short, they are unloaded by moving the movable rail clamps 6.

[0071] The movable rail clamp uses a rail hoisting vehicle with announcement number CN 207566759 U. To facilitate the movement of the movable rail clamp, the automatic opening and closing roller beam 21 uses a double-layer fully automatic opening and closing roller beam device specifically for subway rail transportation with announcement number CN 115892096 B. Subway operation windows are limited, and multiple layers of roller beams are unnecessary for transportation. Furthermore, the device height through which the movable rail clamp passes is low enough to meet the requirements for its movement.

Claims

1. An automated railcar unit, comprising a locking car (1), a transport car (2), a safety car (3), a transition car (4), a work car (5), and a movable rail clamp (6), wherein the locking car (1), transport car (2), safety car (3), transition car (4), and work car (5) are each symmetrically mounted with running rails (7) on their left and right sides, and the running rails (7) between adjacent vehicles are connected by a bridge rail (8), and the movable rail clamp (6) can move back and forth along the running rails (7) on the unit, characterized in that: The number of transport vehicles (2) is adapted to the length of the rails. The work vehicle (5) is equipped with a fixed height adjustment device (51), a short rail storage device (52), a guide roller device (53), and a swingable guide arm (54) from front to back. The fixed height adjustment device (51) is used to raise the rails, thereby adjusting the rail curve. The short rail storage device (52) is used to store short rails of 7m or less. The guide roller device (53) is used to control the direction of the rail ends during unloading. The swingable guide arm (54) is installed at two left and right intervals at the rear end of the work vehicle (5) and can be adapted to the unloading of rails inside or outside the line by adjusting the placement position outward or inward. The swingable guide arm (54) includes a main arm (541), a main arm hydraulic cylinder (542), a swing arm (543), a swing arm hydraulic cylinder (544), a drop slope buffer trough (545), a preliminary anti-overturning device (546), and a buffer trough driving hydraulic cylinder (547). The main arm hydraulic cylinder (542) is used to drive the main arm (541) to rotate up and down. The buffer trough driving hydraulic cylinder (547) is used to drive the drop slope buffer trough (545) to flip. The preliminary anti-overturning device (546) is located on the mounting beam between the swing arm (543) and the drop slope buffer trough (545) and is used to initially limit the rail position. The swing arm hydraulic cylinder (544) is used to drive the swing arm (543) to swing left and right, causing the drop slope buffer trough (545) to be located on the outside or inside of the rail, so that the rail can be unloaded on the inside or outside of the rail. The swing arm (543) is equipped with a locking plate (543a). When the locking plate (543a) is fixed to two flush swing arms (543) by a pin, the swing arm (543) is locked and cannot swing. When the locking plate (543a) is fixed to one swing arm (543), the swing arm (543) is unlocked. The placement range of the swingable guide arm (54) is 1m inside and outside the line. An intermediate connector (545a) is hinged between the slope buffer trough (545) and the buffer trough drive hydraulic cylinder (547). A buffer rod (545b) is hinged between the bottom of the slope buffer trough (545) and the intermediate connector (545a). A spring is fitted on the outside of the buffer rod (545b). The intermediate connector (545a) is also hinged to the mounting beam. The preliminary anti-rollover device (546) includes an anti-rollover frame (546a) with a flat bottom and an "U" shape, lower anti-rollover rollers (546b) installed inward on the lower left and right sides and bottom of the anti-rollover frame (546a), an upper anti-rollover roller frame (546c) hinged to the upper part of the anti-rollover frame (546a), and upper anti-rollover rollers (546d) installed inward on the left, right, and top sides of the upper anti-rollover roller frame (546c). When the upper anti-rollover roller frame (546c) is closed, it has an "n" shape structure, and the distance between the upper anti-rollover rollers (546d) on the left and right sides of the upper anti-rollover roller frame (546c) is smaller than that between the lower anti-rollover rollers (546b) on the lower left and right sides of the anti-rollover frame (546a). The anti-rollover rollers (546b) are spaced to fit the structure of the rail, which is narrow at the top and wide at the bottom. The upper anti-rollover roller frame (546c) is hinged to the left and right sides of the corresponding upper side of the anti-rollover frame (546a). The upper anti-rollover roller frame (546c) has a locking rod (546e) with an asymmetrical "Y" shaped structure at the top right side. One end of the top side of the upper anti-rollover roller frame (546c) is provided with a locking notch for the lower end of the locking rod (546e) to be inserted, and the other end is hinged to the left side. When the locking rod (546e) drives the right side of the upper anti-rollover roller frame (546c) to flip outward and disengage from the top locking notch, the top side of the upper anti-rollover roller frame (546c) together with the left side can be flipped open. The locking car (1) is equipped with a generator set (11), a safety door (12), and an end self-locking device (13) in sequence from front to back. A front buffer stop (72) is installed at the front end of the running track (7) of the locking car (1), and a rear buffer stop seat (71) is provided at the rear end of the running track (7) on the working car (5) to prevent the movable rail clamp (6) from running beyond the track. The transport car (2) and the safety car (3) are equipped with automatic opening and closing roller beams (21) that can be opened outward at intervals in front and back. The safety car (3) is equipped with an automatic opening and closing safety door (31). The transition car (4) is equipped with an anti-overturning and anti-slip device (41) and a roller support device (42) in sequence from front to back. The roller support device (42) includes a roller support frame (421) and rollers (422) that are horizontally installed on the upper part of the roller support frame (421) at intervals in the left and right, thereby raising the rails that fall on the rollers (422) and adjusting the rail curve. The fixed height adjustment device (51) includes an "H"-shaped main frame (511), horizontal rollers (512) installed on the "H"-shaped main frame (511) at intervals on the left and right, side vertical rollers (513) installed on the upper part of the vertical section of the "H"-shaped main frame (511), and two limiting vertical rollers (514) installed on the horizontal section of the "H"-shaped main frame (511) at intervals on the left and right. The "H"-shaped main frame (511) is provided with a mounting seat (515) corresponding to the limiting vertical roller (514). The mounting seat (515) is provided with multiple sets of mounting holes at intervals on the left and right. The limiting vertical roller (514) can adjust the installation position according to the inner or outer side of the track to adjust the distance between the two limiting vertical rollers (514).

2. The automated railcar unit according to claim 1, characterized in that: The short rail storage device (52) includes a locking main beam (521), a side rail locking pressure iron (522), and a middle rail interlocking assembly (523) installed in a staggered manner with the side rail locking pressure iron (522). The locking main beam (521) is provided with locking holes (521a) spaced apart on the left and right. The side rail locking pressure iron (522) is equipped with locking bolts on the left and right, and the side rail locking pressure iron (522) can press the rail located on the side by passing the locking bolts through the locking holes (521a). The middle rail interlocking assembly (523) includes a clamping block (523a) that clamps the upper end of the middle rail from the left and right and a pressing connecting rod (523b) that passes through the clamping block (523a) and is tightened by a nut.

3. The automated railcar unit according to claim 1, characterized in that: The guide roller device (53) includes an outer guide roller (531), a middle horizontal roller (532) at the bottom, and an inner limiting roller (533). The guide roller device (53) is installed in two mirror images at the rear of the work vehicle (5) to support the rails on both sides respectively. The limiting roller (514) and limiting roller (533) both adopt a coaxial structure of upper and lower double rollers. The diameter of the upper roller is larger than that of the lower roller, so as to simply limit the rails according to the narrow upper and wide lower structure. The upper roller and the guide roller (531) are provided with a conical guide structure (55) at the top, so as to facilitate the rails to fall into the designed position along the slope.

4. An automated railcar unit according to claim 1, characterized in that: The bridge track (8) includes a fixed slide rail (81), a movable slide rail (82), a rail bridge (83), and a connecting seat (84). The fixed slide rail (81) is bolted to the front end of the running track (7) of the preceding vehicle. The movable slide rail (82) can slide back and forth relative to the fixed slide rail (81). The connecting seat (84) is fixedly installed at the front end of the running track (7) of the following vehicle. The two ends of the rail bridge (83) are hinged to the movable slide rail (82) and the connecting seat (84) respectively. The fixed slide rail (81) and the movable slide rail (82) are both installed on the slide groove (85). The slide groove (85) is bolted to the vehicle floor and its top is limited by inward opening. The bottom of the fixed slide rail (81) and the movable slide rail (82) are matched with the contour of the contact surface of the rear part of the fixed slide rail (81) and the front part of the movable slide rail (82), and can be spliced ​​left and right to form an inverted "T" shaped structure consistent with the other parts of the fixed slide rail (81) and the movable slide rail (82). The contact surface of the rear part of the fixed slide rail (81) is provided with a limiting groove, and the movable slide rail (82) is provided with a limiting protrusion (821) corresponding to the limiting groove, so that the movable slide rail (82) moves along the limiting groove and the slide groove (85). The rear end of the work vehicle (5) is provided with guide arm anti-collision vertical rollers symmetrically facing inward, so as to prevent the swingable guide arm (54) from colliding outward.

5. A method for handling rail loading and unloading, characterized in that, Includes the following steps: Step S1: Using any one of the automated rail train sets described in claims 1-4, rail collection operations are performed on rails located on the inner or outer side of the line. The swingable guide arm (54) is unlocked and opened, and the orientation of the swingable guide arm (54) is adjusted according to the rail placement position. The movable rail clamp (6) moves to the work vehicle (5) and clamps and lifts the end of the rail close to the train set on the ground. The rail is dragged through the swingable guide arm (54). Step S2: When the rail is a long rail, start the train and run it backward at low speed. At this time, the movable rail clamp (6) clamps the rail and moves it forward, so that the movable rail clamp (6) is stationary relative to the ground. After the rail is loaded onto the train, it is locked, and the rail collection operation is completed. Step S3: When the automated rail unloading operation is carried out, the train travels to the end of the work vehicle (5) at the starting end of the rail to be unloaded. The swingable guide arm (54) is unlocked and opened. The movable rail clamp (6) is unlocked and clamps the end of the rail that is close to the ground. It is pulled backward and then the rail is placed on the swingable guide arm (54) and released. The movable rail clamp (6) moves forward and continues to clamp and raise the end of the rail that is away from the ground. It is pulled backward and moved until the end of the rail that is close to the ground is close to the ground. At the same time, the position of the swingable guide arm (54) is adjusted so that the end of the rail is at an appropriate landing position. Step S4: When the rail is a long rail, the train moves forward. At this time, the movable rail clamp (6) continues to clamp the rail and moves backward, so that the movable rail clamp (6) is stationary relative to the ground. When the movable rail clamp (6) clamps the rail and moves backward to the coupler position of the safety car (3), the rail is released. At this time, the rail is unloaded only under the operation of the train until all the rails land and the rail unloading operation is completed.

6. The method for unloading and collecting rails according to claim 5, characterized in that: After the rail collection or unloading operation is completed, the train stops running, the swingable guide arm (54) is retracted, the movable rail clamp (6) is moved to the transfer car (4) and locked with a chain; When unloading 100m, 50m, and 25m long steel rails, 7, 3, and 1 transport vehicles are used respectively to store the long steel rails. When unloading rails on the outside of the track, when the end of the rail away from the ground is removed from the guide roller device (53), the guide arm (54) can be swung outward to the maximum angle. When unloading 7m short rails, no transport vehicle is used. The rails are stored at the short rail storage device (52). When the rails are short, they are unloaded by moving the movable rail clamps (6). In step S3, when the rail unloading operation is carried out on the slope, the rail is locked when the movable rail clamp (6) is not clamping the rail, thereby ensuring the stability of the rail; when the movable rail clamp (6) initially clamps the rail, the clamping part is 3m to 4m away from the end of the rail.

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