A new line of rail track laying and unloading group and continuous laying operation method

Abstract

The present application belongs to the technical field of steel track laying, and discloses a new line steel track loading and unloading train set and a continuous laying operation method. The new line steel track loading and unloading train set comprises a safety vehicle, a track carrying vehicle, a locking vehicle, a transition vehicle, a conveying vehicle and a ground steel track traction vehicle. The new line steel track continuous laying operation method comprises the following steps: step S1, a track supporting mechanism is built on the laid track sleeper along the track laying path at intervals, the track supporting mechanism comprises a plurality of alternately arranged anti-rolling wheel devices and track unloading wheel devices; step S2, the above train set is used for steel track transportation; step S3, the ground steel track traction vehicle pulls the steel track off the vehicle, manual butt joint of front and rear sections of the steel track is performed, and after butt joint is completed, traction is continued; step S4, when the tail of the last pair of steel tracks reaches the outer end of the track unloading guide arm, the ground steel track traction vehicle stops traction, and the track unloading guide arm rotates downward to place the tail of the steel track on the track sleeper. The present application has the advantages of continuous laying, high construction efficiency, and reduced construction organization and coordination difficulty.

Description

Technical Field

[0001] This invention belongs to the field of rail laying technology, specifically relating to a rail laying and unloading vehicle group for newly built railway lines and a method for continuous laying operations. Background Technology

[0002] Currently, my country's main track-laying equipment includes the CPG500 track-laying machine and the T11BK long rail train. The current construction method involves unloading the rails onto both sides of the pre-laid track using the long rail train, then using the track-laying machine to lay the sleepers while simultaneously placing the rails into the rail slots. While this method allows for simultaneous rail and sleeper laying, it is inefficient and relies heavily on the track-laying machine, requiring highly skilled and experienced technicians. Furthermore, track-laying requires close coordination across multiple stages; problems in any stage can affect the entire construction schedule, making construction organization and coordination challenging and the process complex. Summary of the Invention

[0003] This invention aims to provide a rail laying and unloading vehicle and a continuous laying operation method for newly built railway lines. The method has high rail laying efficiency and simple construction steps, solving the problems of existing rail laying operations that require multiple close coordinations, high difficulty in rail laying construction, and low efficiency. These operations involve unloading rails onto both sides of the pre-laid track using long rail vehicles, and then using a rail laying machine to lay sleepers while placing the rails on both sides into the rail slots.

[0004] Therefore, the technical solution adopted in this invention is as follows:

[0005] A rail laying and unloading vehicle for a newly constructed railway line includes a safety car, a rail transport car, a locking car, a transition car, a conveying car, and a ground rail traction car. The conveying car is equipped with a rail unloading transport machine, a rail unloading path guide seat, and a rail unloading guide arm, arranged sequentially from front to back. The rail unloading transport machine is installed in two spaced left and right, with a rail-bearing guide platform installed in front. A rail pulling winch is installed on the top of the rail unloading transport machine. The two rail unloading path guide seats correspond one-to-one with the rail exit of the rail unloading transport machine. The rail unloading path guide seats have notches for connecting two adjacent rail sections. The ground rail traction car is equipped with hydraulic clamps symmetrically on the left and right sides of its ends.

[0006] As a preferred embodiment of the above scheme, two safety cars are located at both ends of the transport rails, two rail-carrying cars are located inside the two safety cars respectively, and four locking cars are located between the two rail-carrying cars, corresponding to four layers of transport rails. The transition car and the transport car are located sequentially at the rear end of the safety cars. A safety door is installed at the outer end of the safety car. The safety car, rail-carrying car, and locking car are all equipped with rail-bearing crossbeams at intervals. The rail-bearing crossbeams can rotate 90° around the pivot on the side column and are operated manually when loading the rails.

[0007] The number of locking cars corresponds to the number of rail transport layers, and each locking beam is equipped with a locking beam for locking a single layer of rail. The number of locking layers for each locking beam is different. The transition car is equipped with rail adjustment devices at intervals at the front and rear. The transition car is equipped with guardrails on the left and right sides. The transport car is equipped with a canopy and protective nets on the left and right sides. It is equipped with a rail adjustment device that can adjust the position of the rails up and down and left and right, and adjust the rail curve. The structural design is reasonable.

[0008] A further preferred embodiment is that the rail-bearing guide platform includes an inclined section and a horizontal section that connects to the inclined platform at a high position. The horizontal section is equipped with a "V"-shaped baffle, which divides the horizontal section into two rail inlet slots corresponding to the left and right sides of the rails. The openings of the rail inlet slots correspond one-to-one with the front and rear of the rail unloading conveyor, so that the rails enter the rail unloading conveyor along the rail inlet slots. This facilitates the guidance of the left half of the rails located on the same layer to enter the opening of the left rail inlet slot, and guides the right half of the rails to enter the opening of the right rail inlet slot. Thus, the left and right rail unloading is carried out synchronously without interference. The structure is interlocked and the design is reasonable.

[0009] More preferably, the pair of unloading path guide seats are divided into three sections: front, middle, and rear. Electrical equipment, a toolbox, and a generator are respectively centrally mounted on the top of each of the three sections via brackets. Each section of the unloading path guide seat includes a mounting plate and columns located at the four corners of the bottom of the mounting plate. Guide side inclined plates are mirror-symmetrically mounted on the mounting plate at the middle of the front section, the front end of the middle section, and both ends of the rear section, thereby guiding the direction of the rail. Limiting rollers are mirror-symmetrically mounted on the mounting plate at the rear end of the front section and the rear end of the middle section. A gap is left between the front and middle sections of the unloading path guide seat for accommodating two adjacent rail sections. Side plates are provided on the left and right sides of the middle and rear sections of the unloading path guide seat to ensure that the rail can move along the unloading path guide seat. The unloading path guide seat is divided into three sections with gaps for accommodating the rails, resulting in a reasonable structural design.

[0010] More preferably, the rear end of the conveyor vehicle is equipped with a guide arm winch via a bracket, and the tilt angle of the unloading guide arm can be adjusted by pulling the guide arm winch. The unloading guide arm includes a buffer arm main frame that is hinged to the front end of the conveyor vehicle, and guide seats that are symmetrically installed on both sides of the rear end of the buffer arm main frame. The guide seats include a side plate that opens forward at the front and rollers on the left, right and bottom sides at the rear. The buffer arm main frame is provided with a connecting support plate that can be connected to the pull rope of the guide arm winch. The structure is reasonably designed.

[0011] Preferably, the rail unloading guide arm is mounted on the rear end of the transport vehicle in two hinged sections, spaced apart. The rail unloading guide arm includes a main arm, a main arm hydraulic cylinder, a swing arm, a swing arm hydraulic cylinder, a drop buffer trough, an anti-tipping device, and a buffer trough drive hydraulic cylinder. The main arm hydraulic cylinder drives the two symmetrical main arms to rotate up and down. The buffer trough drive hydraulic cylinder drives the drop buffer trough to flip. The anti-tipping device is located on the mounting beam between the swing arm and the drop buffer trough and is used to limit the rail movement. The swing arm hydraulic cylinder drives the two symmetrical swing arms to swing horizontally left and right synchronously, adjusting the drop buffer trough to a suitable position, thereby ensuring the accurate lowering of the last rail section. The structure is reasonably designed.

[0012] A further preferred embodiment is that the rocker arm is equipped with a locking plate. When the locking plate is fixed to two flush rocker arms by a pin, the two rocker arms are locked together and cannot swing. When the locking plate is fixed to one rocker arm, the two rocker arms are unlocked. The structure is reasonably designed.

[0013] 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. The structure is reasonably designed.

[0014] More preferably, the 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 has an "n"-shaped structure, 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 on the lower left and right sides of the anti-tipping frame, thus adapting to the structure of the rail which is narrower at the top and wider at the bottom. The left and right sides of the upper anti-tipping roller frame are hinged to the corresponding sides of the upper part of the anti-tipping frame. A locking rod with an asymmetrical "Y"-shaped structure is hinged to the top right side. One end of the top side of the upper anti-tipping roller frame has a locking notch for the lower end of the locking rod to be engaged, and the other end is hinged to the left side. When the locking rod drives the right side of the upper anti-tipping roller frame to flip outward and disengage from the top locking notch, the top side of the upper anti-tipping roller frame, together with the left side, can be flipped open. When the rail is lowered, the height difference causes internal force. The anti-tipping device circumferentially limits the rail, thereby releasing a certain amount of the rail internal force. At the same time, it is considered that if the rail tail of the last section fails to land on the sleeper when the rail unloading guide arm is lowered, the anti-tipping device needs to be opened and the rail tail needs to be manually removed. The structural design is reasonable and highly practical.

[0015] This invention also employs a method for continuous laying of rails on newly constructed railway lines, comprising the following steps:

[0016] Step S1: Along the track laying path, a track support mechanism is erected at intervals on the laid sleepers. The track support mechanism includes several alternately arranged anti-overturning roller devices and unloading roller devices.

[0017] Step S2: Use one of the above-mentioned rail laying and unloading car groups for newly built railway lines;

[0018] Adjust the pitch angle of the unloading guide arm to adjust the height of the rail unloading. Start the rail pulling winch to pull the rail into the unloading conveyor. Start the unloading conveyor so that the rail passes through the unloading path guide seat and the unloading guide arm in turn. When the rail head exceeds the design length of the unloading guide arm, the unloading conveyor is shut down, and the ground rail traction vehicle moves forward. Two hydraulic clamps clamp a pair of rail heads respectively.

[0019] Step S3: The ground rail traction vehicle pulls the rails off the vehicle. When the rails fall into the rail support mechanism for support, the hydraulic clamping height is lowered. When the rail ends of a pair of rails reach the gap of the unloading path guide seat, the ground rail traction vehicle stops pulling. The rail pulling winch pulls the next pair of rails until the rail ends reach the gap of the unloading path guide seat. Then, the front and rear rail sections are manually connected. After the connection is completed, the pulling continues. Several rail sections are connected in sequence according to the connection method in this step.

[0020] Step S4: When the last pair of rail tails reaches the outer end of the rail unloading guide arm, the ground rail traction vehicle stops traction, the rail unloading guide arm rotates downward to place the rail tails on the sleeper, and finally the rail support mechanism is removed. The spring fasteners are installed between the sleeper and the rail for fixation, and the rail laying and unloading operation is completed.

[0021] As a preferred embodiment of the above scheme, in step S1, the anti-tipping roller device is provided with vertical rollers on the left and right sides and a horizontal roller at the bottom, thereby supporting the rail while limiting the rail to the left and right. The unloading roller device is provided with a horizontal roller to support the rail. The length of the rail support mechanism is 1km to 1.2km. The first group of rail support mechanisms is close to the rear end of the train set, but an unloading roller device is placed in the middle between the first anti-tipping roller device and the unloading roller device of the first group of rail support mechanisms, thereby preventing the last rail tail from hitting the bottom when it just gets off the train. The spacing between adjacent groups of rail support mechanisms is 25km to 26km, and the size design is reasonable to ensure the normal laying of the rail.

[0022] In step S2, when the rail head extends 12m to 15m beyond the unloading guide arm, the rail unloading conveyor is shut down, and the initial height of the hydraulic clamp holding the rail head is 1.5km to 1.8km. In step S3, when the rail falls into the second set of rail support mechanisms, the clamping height of the hydraulic clamp is lowered to 1.1km to 1.3km. Since the rail has a new support point, the clamping height of the hydraulic clamp can be lowered. In step S4, a liftable rail roller is installed at the rear end of the unloading path guide seat. The liftable rail roller is raised and lowered by hydraulic cylinders at the left and right ends. When the tail of the last pair of rails reaches the rear of the conveyor, the liftable rail roller is raised to the highest position, thereby releasing part of the internal force of the rail. The structural design is reasonable.

[0023] The beneficial effects of this invention are:

[0024] (1) Compared with the existing track laying machine, which requires close coordination of multiple links, this scheme does not use the cumbersome and costly track laying machine. Instead, it uses the existing rail car group for improvement. This not only solves the problems of high equipment cost, high requirements for construction site and relatively poor flexibility of the CPG500 track laying machine, but also increases the track laying function of the existing long rail car group. It effectively saves construction time. The rail support mechanism is set up at intervals on the laid sleepers to support the rails and avoid the swaying, overturning and deviation of the lowered rails. The rail pulling winch pulls the rails, the rail unloading transport machine transports the rails, and the ground rail traction vehicle continues to pull to achieve rail unloading. At the same time, the rails to be laid can be quickly connected on the car to achieve continuous laying. This avoids the preparation work before each rail laying, resulting in high construction efficiency, ingenious method and reasonable design.

[0025] (2) This scheme separates the two main operation steps of sleeper layout and rail laying, focusing only on rail laying, which reduces the requirement for close coordination of multiple links in rail laying operation to a certain extent, reduces the difficulty of construction organization and coordination, has lower requirements for construction site, and is more flexible. The rail unloading guide arm at the rear of the rail transport vehicle can adjust the height of the rail unloading by pitching and adjusting the rail curve at the same time to ensure that the rail can be smoothly put into the groove.

[0026] This invention has the advantages of continuous laying, high construction efficiency, reduced difficulty in construction organization and coordination, and low requirements for construction site. Attached Figure Description

[0027] Figure 1 A schematic diagram of the structure of the rail laying and unloading vehicle for the newly built railway line.

[0028] Figure 2 This is a schematic diagram of the rails arriving at the transport vehicle in step S2 of the present invention.

[0029] Figure 3 for Figure 2 Top view.

[0030] Figure 4 This is a structural diagram of the transport vehicle, excluding the canopy and protective netting.

[0031] Figure 5 This is a schematic diagram of the unloading rail transport machine when it is not lifted as a whole.

[0032] Figure 6 This is a schematic diagram of the unloading transport machine during overall lifting.

[0033] Figure 7 The image shows a front view of two unloading guide arms with a different structure installed at the rear of the transport vehicle, with one unloading guide arm folded back and the other open.

[0034] Figure 8 for Figure 7 Top view.

[0035] Figure 9 This is a front view of a guide arm with a different type of unloading mechanism.

[0036] Figure 10 for Figure 9 Top view.

[0037] Figure 11 This is a schematic diagram of the ground rail traction vehicle initially pulling the rail in step S3 of the present invention.

[0038] Figure 12 This is a schematic diagram of the ground rail traction vehicle pulling the rail and the rail falling onto the rail support mechanism in step S3 of the present invention.

[0039] Figure 13 This is a schematic diagram of the rail support mechanism.

[0040] Figure 14 This is a schematic diagram of the anti-tipping device in its closed state.

[0041] Figure 15 This is a schematic diagram of the structure with the anti-tipping device in the open position. Detailed Implementation

[0042] The present invention will be further described below with reference to the embodiments and accompanying drawings:

[0043] Combination Figures 1-15As shown, a rail laying and unloading vehicle group for a newly constructed railway line consists of a safety vehicle 1, a rail transport vehicle 2, a locking vehicle 3, a transition vehicle 4, a conveying vehicle 5, and a ground rail traction vehicle 6. The conveying vehicle 5 is equipped with a rail unloading transport machine 51, a rail unloading path guide seat 52, and a rail unloading guide arm 53 in sequence from front to back. The rail unloading transport machine 51 is installed in two spaced left and right, and a rail bearing guide platform 54 is installed in front. A rail pulling winch 56 is installed on the top of the rail unloading transport machine 51. The rail unloading path guide seat 52 corresponds to the rail exit of the rail unloading transport machine 51. The rail unloading path guide seat 52 has a notch for connecting two adjacent rail sections 8. The ground rail traction vehicle 6 is equipped with hydraulic clamps 61 symmetrically on the left and right sides of its ends.

[0044] Two safety cars 1 are located at both ends of the transport rails. Two rail transport cars 2 are located inside the two safety cars 1. Four locking cars 3 are located between the two rail transport cars 2, corresponding to four layers of transport rails. The transition car 4 and the transport car 5 are located at the rear end of the safety car 1. A safety door 11 is installed at the outer end of the safety car 1. The safety car 1, rail transport car 2, and locking car 3 are all equipped with rail bearing beams 7 at intervals. The number of locking cars 3 corresponds to the number of transport layers of rails 8, and each locking beam 31 is installed to lock a single layer of rails 8. The number of locking layers for each locking beam 31 is different. The transition car 4 is equipped with rail adjustment devices 41 at intervals. Guardrails 42 are installed on the left and right sides of the transition car 4. The transport car 5 is equipped with a canopy and protective nets on the left and right sides.

[0045] The rail unloading conveyor 51 consists of a conveyor body 511, a first conveyor lifting link 513, a second conveyor lifting link 514, and a first lifting hydraulic cylinder 512. The first conveyor lifting link 513 and the second conveyor lifting link 514 are relatively parallel, and their top ends are connected to the conveyor body 511, while their bottom ends are hinged to the conveyor vehicle 5. The top end of the second conveyor lifting link 514 extends further and the extension part is hinged to the telescopic end of the first lifting hydraulic cylinder 512. The fixed end of the first lifting hydraulic cylinder 512 is hinged to the conveyor vehicle 5. When the first lifting hydraulic cylinder 512 extends or retracts, the conveyor body 511 is lifted as a whole through the first conveyor lifting link 513 and the second conveyor lifting link 514, thereby adapting to the height of the rails 8 located at different layers.

[0046] Inside the main body 511 of the transport aircraft, there are corresponding pressing rollers installed at the top and bottom to press down the steel rails 8. The pressing rollers located at the top are raised and lowered by hydraulic cylinders.

[0047] A pair of unloading path guide seats 52 are symmetrically arranged and divided into three sections: front, middle, and rear. Above the three sections of unloading path guide seats 52, electrical equipment 57, toolbox 58, and generator 59 are respectively centrally mounted on the brackets. Each section of the unloading path guide seat 52 consists of a mounting plate 521 and columns 522 located at the four corners of the bottom of the mounting plate. The middle of the front section, the front end of the middle section, and both ends of the rear section of the unloading path guide seat 52 are symmetrically mounted on the mounting plate 521 to guide the direction of the rail 8. The rear end of the front section and the rear end of the middle section of the unloading path guide seat 52 are symmetrically mounted on the mounting plate 521 to limit the vertical rollers 524. There is a gap between the front section and the middle section of the unloading path guide seat 52 for accommodating two adjacent sections of rail 8. Side plates are provided on the left and right sides of the middle and rear sections of the unloading path guide seat 52.

[0048] A guide arm winch 55 can be installed on the rear support of the conveyor vehicle 5, and the tilt angle of the unloading guide arm 53 can be adjusted by pulling the guide arm winch 55. The unloading guide arm 53 can be composed of a buffer arm main frame 53a that is hinged to the front end of the conveyor vehicle 5, and guide seats 53b that are symmetrically installed on both sides of the rear end of the buffer arm main frame 53a. The guide seats 53b are composed of a side plate that is open forward at the front and rollers on the left, right and bottom sides at the rear. The buffer arm main frame 53a is provided with a connecting support plate that can be connected to the guide arm winch 55 by a pull rope.

[0049] The rail unloading guide arm 53 can also be installed at the rear end of the conveyor vehicle 5 with two left and right hinges. The rail unloading guide arm 53 can also be composed of a main arm 531, a main arm hydraulic cylinder 532, a swing arm 533, a swing arm hydraulic cylinder 534, a drop buffer trough 535, an anti-tipping device 536, and a buffer trough drive hydraulic cylinder 537. The main arm hydraulic cylinder 532 is used to drive the two left and right symmetrical main arms 531 to rotate up and down. The buffer trough drive hydraulic cylinder 537 is used to drive the drop buffer trough 535 to flip. The anti-tipping device 536 is located on the mounting beam between the swing arm 533 and the drop buffer trough 535 and is used to limit the rail. The swing arm hydraulic cylinder 534 is used to drive the two left and right symmetrical swing arms 533 to swing left and right synchronously, so as to adjust the drop buffer trough 535 to a suitable position, thereby ensuring the accurate lowering of the last rail 8 rail tail.

[0050] The rocker arm 533 is equipped with a locking plate 533a. When the locking plate 533a is fixed to the two flush rocker arms 533 by a pin, the two rocker arms 533 are locked together and cannot swing. When the locking plate 533a is fixed to one rocker arm 533, the two rocker arms 533 are unlocked.

[0051] An intermediate connecting piece 535a is hinged between the slope buffer trough 535 and the buffer trough drive hydraulic cylinder 537. A buffer rod 535b is hinged between the bottom of the slope buffer trough 535 and the intermediate connecting piece 535a. A spring is fitted on the outer side of the buffer rod 535b. The intermediate connecting piece 535a is also hinged to the mounting beam.

[0052] The anti-rollover device 536 consists of a flat-bottomed "U"-shaped anti-rollover frame 536a, lower anti-rollover rollers 536b installed inwards on the lower left and right sides and bottom of the anti-rollover frame 536a, an upper anti-rollover roller frame 536c hinged to the upper part of the anti-rollover frame 536a, and upper anti-rollover rollers 536d installed inwards on the left, right, and top sides of the upper anti-rollover roller frame 536c. When the upper anti-rollover roller frame 536c is closed, it has an "n"-shaped structure, and the spacing between the upper anti-rollover rollers 536d on the left and right sides of the upper anti-rollover roller frame 536c is smaller than that between the lower anti-rollover rollers 536b on the lower left and right sides of the anti-rollover frame 536a. The spacing of the rollers 536b is adjusted to match the structure of the rail, which is narrower at the top and wider at the bottom. The upper anti-rollover roller frame 536c is hinged to the left and right sides of the corresponding upper part of the anti-rollover frame 536a. The upper anti-rollover roller frame 536c has an asymmetrical "Y"-shaped locking rod 536e hinged to the top right side. One end of the top side of the upper anti-rollover roller frame 536c has a locking notch for the lower end of the locking rod 536e to be inserted, and the other end is hinged to the left side. When the locking rod 536e drives the right side of the upper anti-rollover roller frame 536c to flip outward and disengage from the top locking notch, the top side of the upper anti-rollover roller frame 536c, together with the left side, can be flipped open.

[0053] The rail-bearing guide platform 54 consists of an inclined section and a horizontal section that connects to the inclined platform at a high position. The horizontal section is equipped with a "V"-shaped baffle, which divides the horizontal section into two rail inlet slots corresponding to the left and right sides of the rails 8. The opening of the rail inlet slot corresponds to the front and rear of the rail unloading conveyor 51, so that the rails 8 enter the rail unloading conveyor 51 along the rail inlet slot.

[0054] A method for continuous laying of rails for newly constructed railway lines, the specific implementation steps of which are as follows:

[0055] Step S1: Along the track laying path, a track-supporting mechanism is erected at intervals on the laid sleepers. The track-supporting mechanism consists of several alternately arranged anti-overturning roller devices 9a and unloading roller devices 9b.

[0056] In step S1, the anti-overturning roller device 9a has vertical rollers on the left and right sides and a horizontal roller at the bottom, which supports the rail 8 and limits the rail 8 to the left and right. The unloading roller device 9b has a horizontal roller to support the rail 8. The length of the rail support mechanism is 1km to 1.2km. The first group of rail support mechanisms is close to the rear of the train set, but an unloading roller device 9b is placed in the middle between the first anti-overturning roller device 9a and the unloading roller device 9b of the first group of rail support mechanisms, so as to prevent the last rail 8 from hitting the bottom when it just gets off the train. The distance between adjacent groups of rail support mechanisms is 25km to 26km.

[0057] Step S2: Use the newly built rail laying and unloading vehicle group described above.

[0058] Adjust the pitch angle of the unloading guide arm 53 to adjust the unloading height of the rail 8. Start the rail pulling winch 56 to pull the rail 8 into the unloading conveyor 51. Start the unloading conveyor 51 so that the rail 8 passes through the unloading path guide seat 52 and the unloading guide arm 53 in succession. When the rail head of the rail 8 exceeds the design length of the unloading guide arm 53, the unloading conveyor 51 is shut down, the ground rail traction vehicle 6 moves forward, and the two hydraulic clamps 61 clamp a pair of rail heads of the rail 8 respectively.

[0059] In step S2, when the rail head of the rail 8 extends beyond the rail unloading guide arm 53, preferably by 12m to 15m, the rail unloading conveyor 51 is shut down, and the initial height at which the hydraulic clamp 61 holds the rail head of the rail 8 is preferably 1.5km to 1.8km.

[0060] Step S3: The ground rail traction vehicle 6 pulls the rail 8 off the vehicle. When it falls into the rail support mechanism for support, the clamping height of the hydraulic clamp 61 is lowered. When the rail tail of a pair of rails 8 reaches the gap of the unloading path guide seat 52, the ground rail traction vehicle 6 stops pulling. The rail pulling winch 56 pulls the next pair of rails 8 until the rail head reaches the gap of the unloading path guide seat 52. Then, the front and rear rail sections 8 are manually connected. After the connection is completed, the pulling continues. Several rail sections 8 are connected in sequence according to the connection method in this step.

[0061] In step S3, when the rail 8 falls into the second set of rail support mechanisms, the clamping height of the hydraulic clamp 61 is lowered to a preferred 1.1km to 1.3km.

[0062] Step S4: When the last pair of rails 8 reaches the outer end of the rail unloading guide arm 53, the ground rail traction vehicle 6 stops traction, the rail unloading guide arm 53 rotates downward to place the rails 8 on the sleeper, and finally the rail support mechanism is removed. The spring fasteners are installed between the sleeper and the rail to fix them, thus completing the rail laying and unloading operation.

[0063] In step S4, a liftable rail roller is installed at the rear end of the rail unloading path guide seat 52. The liftable rail roller is raised and lowered by hydraulic cylinders at the left and right ends. When the tail of the last pair of rails 8 reaches the tail of the conveyor 5, the liftable rail roller is raised to the highest position, thereby releasing part of the internal force of the rails 8.

Claims

1. A rail laying and unloading vehicle for newly constructed railway lines, characterized in that: The system includes a safety vehicle (1), a rail transport vehicle (2), a locking vehicle (3), a transition vehicle (4), a transport vehicle (5), and a ground rail traction vehicle (6). The transport vehicle (5) is equipped with a rail unloading transport machine (51), a rail unloading path guide seat (52), and a rail unloading guide arm (53) in sequence from front to back. The rail unloading transport machine (51) is installed in two spaced left and right, and a rail bearing guide platform (54) is installed in front. A rail pulling winch (56) is installed on the top of the rail unloading transport machine (51). The two rail unloading path guide seats (52) correspond one-to-one with the rail exit of the rail unloading transport machine (51). The rail unloading path guide seat (52) has a notch for connecting two adjacent rail sections (8) before and after. The ground rail traction vehicle (6) is equipped with hydraulic clamps (61) symmetrically on the left and right sides at the end. The rear end of the conveyor (5) is equipped with a guide arm winch (55) via a bracket, and the tilt angle of the unloading guide arm (53) can be adjusted by the guide arm winch (55). The unloading guide arm (53) includes a buffer arm main frame (53a) with its front end hinged to the conveyor (5), and guide seats (53b) symmetrically installed on both sides of the rear end of the buffer arm main frame (53a). The guide seats (53b) include a side plate that opens forward at the front and rollers on the left, right and bottom sides at the rear. The buffer arm main frame (53a) is provided with a connecting support plate that can be connected to the guide arm winch (55) by a pull rope.

2. The rail laying and unloading vehicle group for newly constructed railway lines according to claim 1, characterized in that: The safety car (1) consists of two cars located at both ends of the transport rails. The rail transport car (2) consists of two cars located inside the two safety cars (1). The locking car (3) consists of four cars corresponding to four layers of transport rails, located between the two rail transport cars (2). The transition car (4) and the transport car (5) are located at the rear end of the safety car (1). The safety car (1) is equipped with a safety door (11) at its outer end. The safety car (1), rail transport car (2), and locking car (3) are all equipped with rail bearing beams (7) at intervals. The number of locking cars (3) corresponds to the number of transport layers of rails (8), and each locking beam (31) is equipped with a locking beam (31) for locking a single layer of rails (8). The number of locking layers for each locking beam (31) is different. The transition car (4) is equipped with a rail adjustment device (41) at intervals. The transition car (4) is equipped with guardrails (42) on its left and right sides. The transport car (5) is equipped with a canopy and protective nets on its left and right sides.

3. The rail laying and unloading vehicle group for newly constructed railway lines according to claim 1, characterized in that: The rail guide platform (54) includes an inclined section and a horizontal section that is connected to the inclined platform at a high position. The horizontal section is provided with a "V" shaped baffle, which divides the horizontal section into two rail inlet slots corresponding to the left and right rails (8). The opening of the rail inlet slot corresponds one-to-one with the front and rear of the rail unloading conveyor (51), so that the rails (8) enter the rail unloading conveyor (51) along the rail inlet slot.

4. A rail laying and unloading vehicle group for newly constructed railway lines according to claim 1, characterized in that: A pair of rail unloading path guide seats (52) are symmetrically arranged on the left and right and divided into three sections: front, middle and rear. Above the three sections of rail unloading path guide seats (52), electrical equipment (57), toolbox (58) and generator (59) are respectively installed in the center by brackets. Each section of the rail unloading path guide seat (52) includes a mounting plate (521) and columns (522) located at the four corners of the bottom of the mounting plate. The middle part of the front section, the front end of the middle section and both ends of the rear section of the rail unloading path guide seat (52) are symmetrically mounted with guide side inclined plates (523) on the mounting plate (521) to guide the direction of the rail (8). The rear end of the front section and the rear end of the middle section of the rail unloading path guide seat (52) are symmetrically mounted with limiting vertical rollers (524) on the mounting plate (521). There is a gap between the front section and the middle section of the rail unloading path guide seat (52) for placing and docking two adjacent sections of rail (8). The middle and rear sections of the rail unloading path guide seat (52) are provided with side plates on the left and right.

5. A rail laying and unloading vehicle group for newly constructed railway lines according to claim 1, characterized in that: The unloading guide arm (53) is installed at the rear end of the transport vehicle (5) with two left and right hinges. The unloading guide arm (53) includes a main arm (531), a main arm hydraulic cylinder (532), a swing arm (533), a swing arm hydraulic cylinder (534), a slope buffer trough (535), an anti-overturning device (536), and a buffer trough driving hydraulic cylinder (537). The main arm hydraulic cylinder (532) is used to drive the two left and right symmetrical main arms (531) to rotate up and down. The buffer trough driving hydraulic cylinder (537) is used to drive the slope buffer trough (535) to flip. The anti-overturning device (536) is located on the mounting beam between the swing arm (533) and the slope buffer trough (535) and is used to limit the rail. The swing arm hydraulic cylinder (534) is used to drive the two left and right symmetrical swing arms (533) to swing left and right synchronously, thereby adjusting the slope buffer trough (535) to a suitable position, so as to ensure the accurate lowering of the last rail section (8).

6. A rail laying and unloading vehicle group for newly constructed railway lines according to claim 5, characterized in that: The swing arm (533) is equipped with a locking plate (533a). When the locking plate (533a) is fixed to the two flush swing arms (533) by a pin, the two swing arms (533) are locked together and cannot swing. When the locking plate (533a) is fixed to one swing arm (533), the two swing arms (533) are unlocked. An intermediate connector (535a) is hinged between the slope buffer trough (535) and the buffer trough drive hydraulic cylinder (537). A buffer rod (535b) is hinged between the bottom of the slope buffer trough (535) and the intermediate connector (535a). A spring is fitted on the outside of the buffer rod (535b). The intermediate connector (535a) is also hinged to the mounting beam.

7. A rail laying and unloading vehicle group for newly constructed railway lines according to claim 5, characterized in that: The anti-rollover device (536) includes an anti-rollover frame (536a) with a flat bottom and an "U" shape, lower anti-rollover rollers (536b) installed inward on the lower left and right sides and bottom of the anti-rollover frame (536a), an upper anti-rollover roller frame (536c) hinged to the upper part of the anti-rollover frame (536a), and upper anti-rollover rollers (536d) installed inward on the left, right, and top sides of the upper anti-rollover roller frame (536c). When the upper anti-rollover roller frame (536c) is closed, it has an "n" shape structure, and the spacing between the upper anti-rollover rollers (536d) on the left and right sides of the upper anti-rollover roller frame (536c) is smaller than that between the lower anti-rollover rollers (536b) on the lower left and right sides of the anti-rollover frame (536a). The spacing of the rolls (536b) is adapted to match the structure of the rail, which is narrow at the top and wide at the bottom. The upper anti-rollover roll frame (536c) is hinged to the left and right sides of the corresponding upper part of the anti-rollover frame (536a). The upper anti-rollover roll frame (536c) has a locking rod (536e) with an asymmetrical "Y" shaped structure at the top right side. One end of the top side of the upper anti-rollover roll frame (536c) is provided with a locking notch for the lower end of the locking rod (536e) to be inserted, and the other end is hinged to the left side. When the locking rod (536e) drives the right side of the upper anti-rollover roll frame (536c) to flip outward and disengage from the top locking notch, the top side of the upper anti-rollover roll frame (536c) together with the left side can be flipped open.

8. A method for continuous laying of rails for newly constructed railway lines, characterized in that, Includes the following steps: Step S1: Along the track laying path, a track support mechanism is erected at intervals on the laid sleepers. The track support mechanism includes several alternately arranged anti-overturning roller devices (9a) and unloading roller devices (9b). Step S2: Use a rail laying and unloading vehicle group as described in any one of claims 1-7 for newly constructed railway lines; Adjust the pitch angle of the unloading guide arm (53) to adjust the height of the rail (8) off the vehicle. Start the rail pulling winch (56) to pull the rail (8) into the unloading conveyor (51). Start the unloading conveyor (51) so that the rail (8) passes through the unloading path guide seat (52) and the unloading guide arm (53) in succession. When the rail head of the rail (8) exceeds the design length of the unloading guide arm (53), the unloading conveyor (51) is closed, the ground rail traction vehicle (6) moves forward, and the two hydraulic clamps (61) clamp a pair of rail heads of the rail (8) respectively. Step S3: The ground rail traction vehicle (6) pulls the rail (8) off the vehicle. When it falls into the rail support mechanism for support, the clamping height of the hydraulic clamp (61) is lowered. When the rail tail of a pair of rails (8) reaches the gap of the unloading path guide seat (52), the ground rail traction vehicle (6) stops pulling. The rail pulling winch (56) pulls the next pair of rails (8) until the rail head reaches the gap of the unloading path guide seat (52). Then, the front and rear rail sections (8) are manually connected. After the connection is completed, the pulling continues. Several rail sections (8) are connected in sequence according to the connection method of this step. Step S4: When the last pair of rails (8) reaches the outer end of the rail unloading guide arm (53), the ground rail traction vehicle (6) stops traction, the rail unloading guide arm (53) rotates downward to place the rail (8) on the sleeper, and finally the rail support mechanism is removed. The spring fastener is installed between the sleeper and the rail (8) for fixation, and the rail (8) laying and unloading operation is completed.

9. The method for continuous laying of rails for newly constructed railway lines according to claim 8, characterized in that: In step S1, the anti-rollover roller device (9a) has vertical rollers on the left and right sides and a horizontal roller at the bottom, thereby supporting the rail (8) while limiting the rail (8) to the left and right. The unloading roller device (9b) has a horizontal roller to support the rail (8). The length of the rail support mechanism is 1km to 1.2km. The first group of rail support mechanisms is close to the rear of the train set, but an unloading roller device (9b) is placed in the middle between the first anti-rollover roller device (9a) and the unloading roller device (9b) of the first group of rail support mechanisms, so as to prevent the rail tail of the last rail (8) from touching the bottom when it just gets off the train. The distance between adjacent groups of rail support mechanisms is 25km to 26km. In step S2, when the rail head of the rail (8) exceeds the limit, When the unloading guide arm (53) is 12m to 15m, the unloading conveyor (51) is closed, and the initial height of the hydraulic clamp (61) holding the rail head of the rail (8) is 1.5km to 1.8km. In step S3, when the rail (8) falls into the second set of rail support mechanism, the clamping height of the hydraulic clamp (61) is lowered to 1.1km to 1.3km. In step S4, a liftable rail roller is installed at the rear end of the unloading path guide seat (52). The liftable rail roller is raised and lowered by the hydraulic cylinders at the left and right ends. When the rail tail of the last pair of rails (8) reaches the rear end of the conveyor (5), the liftable rail roller is raised to the highest position, thereby releasing part of the internal force of the rail (8).

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