A cantilevered rail handling system

Abstract

The application discloses a cantilever type rail loading and unloading system, which comprises a rail car for providing traction power, new rails to be replaced, a rail loading and unloading device for hoisting and transporting the new rails, a plurality of general flat cars for loading the new rails and the rail loading and unloading device, and the rail loading and unloading device is installed on the general flat car. The rail loading and unloading device comprises a group hoisting system composed of a plurality of cantilever hoisting devices, and the number of the cantilever hoisting devices is suitable for hoisting new rails of different lengths. The cantilever hoisting devices are loaded on the plurality of general flat cars in a distributed manner, are synchronously combined with the new rails to be replaced for transportation, and the two ends of the general flat car are connected with the rail car for walking traction. The application can solve the technical problems of the existing rail transport car, such as single construction organization, limited function, large operation difficulty and long sky window time occupation.

Description

Technical Field

[0001] This application relates to the field of track engineering machinery technology, and is applied to large-scale railway maintenance machinery, and in particular to a rail loading and unloading operation system that uses cantilever hoisting for railway line maintenance and construction. Background Technology

[0002] High-speed rail tracks, after a long period of service, have suffered damage and wear in some areas due to varying geological conditions, climate, and operating conditions. Replacing high-speed rail tracks has become a routine part of track maintenance. While railway engineering departments have begun small-scale replacement and repair work on high-speed rail tracks, this is still insufficient to meet the ever-increasing demand for track replacement.

[0003] The ultimate repair method for damaged rails is rail replacement. Currently, this is often done by inserting a 25m rail and connecting it using aluminothermic welding or mobile flash welding. When the replacement length exceeds 25 meters, multiple standard 25m rails need to be unloaded and moved to the side of the track beforehand. These rails are then welded into long rails on-site and replaced manually, resulting in low construction efficiency and high labor intensity. Furthermore, inserting short rails for track repair increases the number of welds and damages existing 100m or other length rails. When using a railcar with a crane for rail replacement, the limited vehicle formation only provides two lifting points, making it difficult to lift rails longer than 25 meters, and it also requires the use of adjacent track resources.

[0004] To address the aforementioned technical challenges, some lines employ a method where short rails are welded into long rails at the factory, which are then transported directly to the site by long rail transport vehicles for installation. This saves significant construction time, and the welding quality is better when done at the factory. There is an urgent need for 100-meter or other length rails in on-site rail replacement operations, but loading, unloading, and transportation present difficulties, and existing equipment is insufficient to meet on-site construction needs. Currently, mechanized operations with large rail replacement vehicles are mainly for major rail overhauls involving continuous replacement of 1km or more. Small-scale rail replacement operations still rely primarily on manual labor with simple tools, resulting in high labor intensity and potential damage to the rail base during the replacement process.

[0005] Existing long rail transport trainsets can be broadly categorized as follows: One type uses longitudinal rail loading and unloading, with a mobile rail loading and unloading device equipped with a robotic arm mounted on the train. This type of train can transport and unload long rails on small-radius curves, is less affected by construction and track conditions, and can perform unidirectional, off-site rail loading and unloading. However, due to its structure, the construction organization for this type of train is relatively simple. Furthermore, the movement of the rail loading and unloading device within the train poses safety hazards. Another type uses lateral rail loading and unloading on the same side. This type of train is formed by connecting multiple flatbed trucks equipped with rail lifting and rail-bearing devices. These trainsets can be coupled together using lifting devices, allowing for simultaneous lifting and lateral movement of rails from both sides of the train for loading and unloading. However, this type of train can only perform loading and unloading on the same side and cannot perform off-site rail loading and unloading. The third type uses a centralized gantry crane system for transporting long rails. The gantry cranes are placed on top of a set of flatcars, and multiple gantry cranes are used to unload and retrieve the long rails. During construction, this type of long rail transport requires moving railcars sequentially for placement, which takes a considerable amount of time. Furthermore, retrieving the gantry cranes also requires moving the railcars multiple times for alignment, making the operation more difficult and requiring a longer deployment window. Summary of the Invention

[0006] In view of this, the purpose of this application is to provide a cantilever rail loading and unloading operation system to solve the technical problems of existing rail transport vehicles having simple construction organization, limited functions, high operational difficulty, and long maintenance window time.

[0007] To achieve the above-mentioned objectives, this application provides a technical solution for a cantilever rail loading and unloading system, comprising: a railcar for providing traction power; New rails to be replaced; Rail loading and unloading equipment used for hoisting and transporting new rails; A number of general-purpose flatbed cars for loading new rails and rail loading and unloading equipment are attached to the railcar, and the rail loading and unloading equipment is installed on the general-purpose flatbed cars. The rail loading and unloading device includes a group lifting system composed of multiple sets of cantilever cranes, the number of which is adapted to the lifting of new rails of different lengths. The cantilever cranes are loaded in a distributed manner on multiple general-purpose flatbed wagons and transported synchronously with the new rails to be replaced. Railcars are attached to both ends of the general-purpose flatbed wagons for traction.

[0008] Furthermore, the cantilever rail loading and unloading system includes: a flatbed car at end I, a middle flatbed car, and a flatbed car at end II, which are sequentially connected along the track direction.

[0009] Furthermore, the rail loading and unloading device also includes a sliding rail device, a locking device, and limit baffles. The cantilever crane is used for loading and unloading new rails, while the sliding rail device and locking device are used for transporting and securing the new rails. The limit baffles are arranged on the flatbed cars at both ends (I and II) along the track direction to ensure the safe transport of new rails.

[0010] Furthermore, the flatbed truck at end I is provided with a locking device, a cantilever crane device, and a limit baffle in sequence along the track direction.

[0011] Furthermore, the intermediate flatbed is equipped with a cantilever crane and a slide rail device, with the slide rail device located on both sides of the cantilever crane along the track direction.

[0012] Furthermore, the flatbed truck at end II is sequentially equipped with a limit baffle, a cantilever crane device, and a locking device along the track direction.

[0013] Furthermore, the cantilever crane device includes a base, an electric push rod, columns, a boom, an adjusting rod, a lifting mechanism, and an electrical control system. The cantilever crane device is mounted on a general-purpose flatbed truck via the base. The electrical control system is located on the base, which has guide rail grooves along the sleeper direction. Two sets of columns are parallel to each other and arranged back-to-back, with the bottom of each column installed in the guide rail grooves. One end of the electric push rod is connected to the base, and the other end is connected to the column. The column can move along the guide rail grooves under the drive of the electric push rod. The boom is hinged to the top of the column, the lifting mechanism is mounted on the boom, and the adjusting rod is located between the boom and the column. The boom can rotate relative to the hinge point with the column under the drive of the adjusting rod. In transport mode, the cantilever crane device is pushed horizontally to the middle of the general-purpose flatbed truck via the electric push rod. In operation, the cantilever crane is pushed horizontally to both sides of the general-purpose flatbed car along the sleeper direction by an electric push rod, and new rails are loaded and unloaded by a lifting mechanism. At the same time, the horizontality of the boom can be adjusted by extending and retracting the adjusting rod to adapt to different ultra-high track operations.

[0014] Furthermore, the slide rail device includes a first mounting base, a first slide rail groove, and a second slide rail groove. The first mounting base is fixedly mounted on a universal flatbed cart, and the first slide rail groove is disposed on the first mounting base. The second slide rail groove is rotatably connected to the upper part of the first mounting base. After rotating 90° from the release position, the second slide rail groove can lock with the first mounting base, thereby realizing the placement and transportation of new steel rails on both the upper and lower layers. Both the first and second slide rail grooves are provided with pulleys, which are used for supporting and sliding the new steel rails, compensating for changes in the spacing and displacement between different universal flatbed carts.

[0015] Furthermore, the locking device includes a second mounting base, a first rail locking mechanism, and a second rail locking mechanism. The second mounting base is fixedly mounted on a general-purpose flatbed cart, and the first rail locking mechanism is disposed on the second mounting base. The second rail locking mechanism is rotatably connected to the second mounting base, and can lock with the second mounting base after rotating 90° from the release position. Both the first and second rail locking mechanisms are provided with latches for locking the new rails placed on the upper and lower layers and preventing the new rails from shifting during transportation.

[0016] Furthermore, when loading and unloading new rails, the locking device is first unlocked, and then the boom is pushed to both sides by the electric push rod. The lifting mechanism is then operated to unload the new rails on both sides of the general flatbed car along the direction of the sleepers onto the ground on both sides of the vehicle, or to collect the old rails on the ground on both sides of the vehicle onto the general flatbed car.

[0017] By implementing the technical solution of the cantilever rail loading and unloading system provided in this application, the following beneficial effects are achieved: (1) The cantilever rail loading and unloading system of this application adopts a group lifting system composed of multiple mobile cantilever cranes. The cantilever cranes are distributed and installed on the transport flatcar. During the rail loading and unloading operation, the 100-meter-long rail can be smoothly and quickly loaded and unloaded onto the flatcar, meeting the on-site construction needs. Through the synchronous operation of multiple cantilever cranes, the deployment can be quickly realized to form a group lifting system, which can realize the smooth lifting of rail components, reduce rail component deformation, and reduce the safety risks of lifting. (2) The cantilever rail loading and unloading system of this application does not require the setting of a special transport flatcar, which reduces the length of the vehicle group; the group crane composed of multiple cantilever cranes can flexibly realize the setting of multiple lifting points on the line without intruding on the adjacent line, and the group crane system can freely increase or decrease the number of lifting points according to the length of the long rail to complete the rail unloading and collection operation. It can be flexibly laid out and freely combined to realize the unloading and collection operation of long rail on the line. (3) The cantilever rail loading and unloading system of this application distributes the cantilever cranes evenly on the long rail transport vehicle in a distributed manner to realize the combined transportation of the device and the material. In the process of loading and unloading, in order to realize the parallel and synchronous operation of multiple cantilever cranes, only one alignment of the rail vehicle is needed to complete the synchronous placement or recovery operation of multiple cantilever cranes, which greatly reduces the preparation time and improves the construction efficiency. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other embodiments can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of a specific embodiment of the rail loading and unloading vehicle used in the cantilever rail loading and unloading operation system of this application; Figure 2 This is a schematic diagram of a flatbed transport structure of a specific embodiment of the cantilever rail loading and unloading system of this application; Figure 3 This is a schematic side view of the structure of the flatbed truck at end I in a specific embodiment of the cantilever rail loading and unloading system of this application; Figure 4 This is a three-dimensional structural diagram of the flatbed truck at end I in a specific embodiment of the cantilever rail loading and unloading system of this application; Figure 5 This is a schematic side view of the structure of the intermediate flatbed car in a specific embodiment of the cantilever rail loading and unloading system of this application; Figure 6 This is a three-dimensional structural diagram of the intermediate flatbed car in a specific embodiment of the cantilever rail loading and unloading system of this application; Figure 7 This is a schematic side view of the structure of the flatbed truck at end II in a specific embodiment of the cantilever rail loading and unloading system of this application; Figure 8 This is a three-dimensional structural diagram of the flatbed truck at end II in a specific embodiment of the cantilever rail loading and unloading system of this application; Figure 9 This is a schematic diagram of the structure of the cantilever crane device in a specific embodiment of the cantilever rail loading and unloading system of this application; Figure 10 This is a schematic side view of the cantilever crane device in a specific embodiment of the cantilever rail loading and unloading system of this application; Figure 11 This is a schematic diagram of the slide rail device in a specific embodiment of the cantilever rail loading and unloading system of this application; Figure 12 This is a schematic diagram of the locking device in a specific embodiment of the cantilever rail loading and unloading system of this application; Figure 13 This is a schematic diagram of the structure of the limiting baffle in a specific embodiment of the cantilever rail loading and unloading system of this application; Figure 14 This is a schematic diagram of the structural composition of a specific embodiment of the cantilever rail loading and unloading system of this application; Figure 15 This is a three-dimensional structural diagram of the flatbed transport section of a specific embodiment of the cantilever rail loading and unloading system of this application; Figure 16 This is a schematic diagram of the working structure for reaching the construction site, based on a specific embodiment of the cantilever rail loading and unloading operation method of the system in this application. Figure 17 This is a schematic diagram of the working structure from another perspective, representing a specific embodiment of the cantilever rail loading and unloading operation method based on the system of this application, upon reaching the construction site. Figure 18 This is a schematic diagram of the working structure of a cantilever crane device unlocking and pushing horizontally to both sides, based on a specific embodiment of the cantilever rail loading and unloading operation method of the system in this application. Figure 19 This is a schematic diagram of the working structure of a cantilever rail loading and unloading operation method based on the system of this application, showing the cantilever crane device unlocking and being pushed to both sides from another perspective. Figure 20 This is a schematic diagram of the working structure of rail hoisting, based on a specific embodiment of the cantilever rail loading and unloading operation method of the system in this application. Figure 21 This is a schematic diagram of the working structure of a cantilever rail loading and unloading operation method based on the system of this application, showing the rail hoisting operation from another perspective; Figure 22 This is a schematic diagram of the cantilever crane device in the transportation state in a specific embodiment of the cantilever rail loading and unloading operation method based on the system of this application. Figure 23 This is a schematic diagram of the cantilever crane device in a horizontal pushing state in a specific embodiment of the cantilever rail loading and unloading operation method based on the system of this application. Figure 24 This is a structural schematic diagram of a cantilever crane device in the translational state of a crane mechanism in a specific embodiment of the cantilever rail loading and unloading operation method based on the system of this application. Figure 25 This is a structural schematic diagram of a cantilever crane device in the hoisting state in a specific embodiment of the cantilever rail loading and unloading operation method based on the system of this application. Figure 26 This is a schematic diagram illustrating the working principle of a specific embodiment of the cantilever rail loading and unloading operation method based on the system of this application. In the diagram: 1-rail car, 2-general flatbed car, 21-I-end flatbed car, 22-intermediate flatbed car, 23-II-end flatbed car, 3-cantilever crane device, 31-base, 32-electric push rod, 33-column, 34-arm, 35-adjusting rod, 36-lifting mechanism, 37-electric control system, 4-slide rail device, 41-first mounting base, 42-first slide rail groove, 43-second slide rail groove, 44-pulley, 5-locking device, 51-second mounting base, 52-first rail locking mechanism, 53-second rail locking mechanism, 54-lock, 6-limiting baffle, 61-third mounting base, 62-crossbeam, 63-connecting beam, 7-new rail, 8-sleeper, 9-old rail, 10-rail loading and unloading device. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0021] As attached Figure 1 To be continued Figure 26 As shown, a specific embodiment of the cantilever rail loading and unloading operation system of this application is given. The application will be further described below with reference to the accompanying drawings and specific embodiments.

[0022] Example 1 As attached Figure 1 To be continued Figure 15 As shown, an embodiment of the cantilever rail loading and unloading system of this application specifically includes: Railcar 1 used to provide traction power; 7 new steel rails to be replaced; Rail loading and unloading device 10 for hoisting and transporting new rails 7; Several general-purpose flatbed cars 2 are attached to railcar 1 for loading new rails 7 and rail loading and unloading device 10, with rail loading and unloading device 10 installed on the general-purpose flatbed cars 2. The rail loading and unloading device 10 includes a group lifting system composed of multiple sets of cantilever cranes 3 with the same structure. The number of cantilever cranes 3 is adapted to the lifting of new rails 7 of different lengths. The cantilever cranes 3 are loaded in a distributed manner on multiple general-purpose flatbed cars 2 and transported synchronously with the new rails 7 to be replaced. Railcars 1 are attached to both ends of the general-purpose flatbed cars 2 for traction.

[0023] As attached Figure 14 and appendix Figure 15 As shown, the cantilever rail loading and unloading system further includes: an I-end flatcar 21, an intermediate flatcar 22, and an II-end flatcar 23 sequentially connected along the track direction. The rail loading and unloading device 10 also includes a sliding rail device 4, a locking device 5, and a limiting baffle 6. The cantilever crane 3 is used for loading and unloading new rails 7, and the sliding rail device 4 and locking device 5 are used for transporting and securing the new rails 7. The limiting baffle 6 is arranged on the I-end flatcar 21 and II-end flatcar 23 at both ends along the track direction to ensure the safe transport of the new rails 7.

[0024] As attached Figure 3 and appendix Figure 4 As shown, a locking device 5, a cantilever crane device 3, and a limit baffle 6 are sequentially installed on the flatbed 21 at end I along the track direction.

[0025] As attached Figure 5 and appendix Figure 6 As shown, the intermediate flatbed 22 is equipped with a cantilever crane device 3 and a slide rail device 4, with the slide rail device 4 located on both sides of the cantilever crane device 3 along the track direction.

[0026] As attached Figure 7 and appendix Figure 8 As shown, the flatbed 23 at end II is sequentially equipped with a limit baffle 6, a cantilever crane device 3, and a locking device 5 along the track direction.

[0027] As attached Figure 9 and appendix Figure 10 As shown, the cantilever crane device 3 further includes a base 31, an electric push rod 32, a column 33, a boom 34, an adjusting rod 35, a lifting mechanism 36, and an electrical control system 37. The cantilever crane device 3 is mounted on the general-purpose flatbed cart 2 via the base 31. The electrical control system 37 is mounted on the base 31, and a guide rail groove 38 is formed on the base 31 along the direction of the sleepers 8. Two sets of columns 33 are parallel to each other and back-to-back, with the bottom of the columns 33 installed in the guide rail groove 38. The lifting mechanism 36 can specifically be a self-powered electric hoist. One end of the electric push rod 32 is connected to the base 31, and the other end is connected to the column 33. The column 33 can move along the guide rail groove 38 under the drive of the electric push rod 32. The boom 34 is hinged to the top of the column 33, and the lifting mechanism 36 is mounted on the boom 34. An adjusting rod 35 is positioned between the boom 34 and the column 33, allowing the boom 34 to rotate relative to its hinge point with the column 33 under the drive of the adjusting rod 35. In transport mode, the cantilever crane 3 is pushed horizontally to the middle of the universal flatbed 2 via an electric push rod 32. In operation mode, the cantilever crane 3 is pushed horizontally to both sides of the universal flatbed 2 along the direction of the sleepers 8 via the electric push rod 32, and new rails 7 are loaded and unloaded via the lifting mechanism 36. Simultaneously, the horizontality of the boom 34 can be adjusted by extending and retracting the adjusting rod 35 to adapt to different superelevation track operations.

[0028] As attached Figure 11 As shown, the slide rail device 4 further includes a first mounting base 41, a first slide rail groove 42, and a second slide rail groove 43. The first mounting base 41 is fixedly mounted on the universal flatbed 2, and the first slide rail groove 42 is disposed on the first mounting base 41. The second slide rail groove 43 is rotatably connected to the upper part of the first mounting base 41. After rotating 90° from the release position, the second slide rail groove 43 can lock with the first mounting base 41, thereby realizing the placement and transportation of the upper and lower layers of new steel rails 7. Both the first slide rail groove 42 and the second slide rail groove 43 are provided with pulleys 44, which are used for supporting and sliding the new steel rails 7 to compensate for changes in the spacing and displacement between different universal flatbed 2s.

[0029] As attached Figure 12As shown, the locking device 5 further includes a second mounting base 51, a first rail locking mechanism 52, and a second rail locking mechanism 53. The second mounting base 51 is fixedly mounted on the general-purpose flatbed trolley 2, and the first rail locking mechanism 52 is disposed on the second mounting base 51. The second rail locking mechanism 53 is rotatably connected to the second mounting base 51, and can lock with the second mounting base 51 after rotating 90° from the release position. Both the first rail locking mechanism 52 and the second rail locking mechanism 53 are provided with latches 54 for locking the new steel rails 7 placed on the upper and lower layers and preventing the new steel rails 7 from shifting during transportation.

[0030] As attached Figure 13 As shown, the limiting baffle 6 further includes a third mounting base 61, a crossbeam 62, and a connecting beam 63. The third mounting base 61 is fixedly mounted on the general-purpose flatbed 2, and the third mounting base 61 and the crossbeam 62 are connected to each other through the connecting beam 63.

[0031] When loading and unloading new rails 7, first unlock the locking device 5, then push the boom 34 to both sides by the electric push rod 32, and operate the lifting mechanism 36 to unload the new rails 7 on both sides of the general flatbed car 2 along the direction of the sleepers 8 onto the ground on both sides of the vehicle, or to collect the old rails 9 on the ground on both sides of the vehicle onto the general flatbed car 2.

[0032] It should be specifically noted that the number of general-purpose flatbed carts 2 is determined according to the length of the rails to be replaced, and the number of rail loading and unloading devices 10 is also configured accordingly. Any combination of different numbers of general-purpose flatbed carts 2 falls within the scope of protection claimed in this application. The cantilever crane device 3 is driven by an electric push rod 32 to perform horizontal pushing. Any device capable of achieving this function under the same conditions, such as one using hydraulic or pneumatic actuators, falls within the scope of protection claimed in this application. The cantilever crane device 3 uses an electric chain hoist for lifting. Any device capable of cantilever lifting under the same conditions, such as a wire rope hoist, a hand-operated hoist, a rack and pinion hoist, or a cable hoist, falls within the scope of protection claimed in this application. During transportation, the cantilever crane device 3 is placed in the middle of the general-purpose flatbed truck 2, allowing for transport within the clearance limits. During operation, it is pushed horizontally to both sides of the vehicle by an electric push rod 32 to achieve the lifting operation of the steel rails under the vehicle. Any different method, such as keeping the column stationary and selecting a cantilever structure with the upper boom extending 90° to both sides of the vehicle for lifting, is within the scope of protection claimed in this application. The cantilever crane device 3 adopts a local independent operation control mode, while the synchronous lateral movement and lifting of the group cranes adopt a local / centralized control mode, which is the optimal method to maximize construction efficiency. Any other suboptimal implementation scheme that can meet the construction operation requirements is within the scope of protection claimed in this application.

[0033] The cantilever rail replacement system described in this embodiment is suitable for loading, unloading, and transporting long rails (such as 100-meter rails). The system consists of multiple sets of mobile cantilever cranes 3 forming a group lifting system. This group lifting system is distributed across multiple general-purpose flatbed cars 2 and transported synchronously with the new rails 7 to be replaced. Railcars 1 are attached to both ends of the general-purpose flatbed cars 2 for traction. The entire vehicle formation includes railcars 1 (providing traction power), general-purpose flatbed cars 2 (for loading long rails and rail loading / unloading devices 10), rail loading / unloading devices 10 (installed on the general-purpose flatbed cars 2 for lifting and transporting long rails), and the new rails 4 to be replaced (i.e., the object of the operation). The number of cantilever cranes 3 in different formations accommodates the lifting of rails of varying lengths.

[0034] The cantilever rail loading and unloading system described in this embodiment employs a synchronous lifting scheme using multiple cantilever crane devices 3. The required number of cantilever crane devices 3 can be freely selected based on the length of the rail to be replaced, enabling multiple units to be connected. It features the functions of unloading new rails from both sides of long rails and recovering old rails, overcoming the technical limitations of existing rail unloading devices, such as limited operational functions and the inability to unload rails from opposite sides. This provides a completely new technical solution for rail replacement on high-speed railway lines. Furthermore, this embodiment configures different numbers of cantilever crane devices 3 according to on-site rail requirements, enabling the replacement of rails of different lengths. It can replace the existing 25m rail replacement method, significantly reducing the number of track welds and effectively ensuring the safety of line operation.

[0035] Example 2 As attached Figure 16 To be continued Figure 26 As shown, an embodiment of a cantilever rail loading and unloading operation method based on the operating system described in Embodiment 1 specifically includes the following steps: S1) The railcar 1 pulls the entire train of vehicles from the station to the construction point. After the new rail 7 on the general flatbed car 2 is aligned with the old rail 9 to be replaced on the ground, the car stops and the cantilever crane 3 is pushed horizontally to both sides of the general flatbed car 2 along the lateral direction. At the same time, the locking device 5 is released. S2) The new steel rails 7 are hoisted simultaneously by multiple sets of cantilever cranes 3 and unloaded onto the ground on both sides of the general flatbed truck 2. S3) The old steel rails 9 on the ground are lifted and recycled onto the slide rail device 4 of the general flatbed truck 2 by multiple sets of cantilever crane devices 3 in a synchronous lifting operation, and fixed by locking device 5; the cantilever crane devices 3 on both sides can carry out lifting operations at the same time to complete the unloading of new steel rails and the recycling of old steel rails. S4) The train sets will travel to the next rail replacement position as needed to complete the unloading of new rails 7 and the recycling of old rails 9, realizing the loading and unloading of multiple rail sets in a single daylight window; S5) After the rail loading and unloading is completed, push the cantilever crane 3 back to the locking position in the middle of the general flatbed car 2 and lock it. At the same time, lock the old rail 9 through the locking device 5 and then pull the entire train back to the station.

[0036] The cantilever cranes 3 on both sides of the general-purpose flatbed truck 2 simultaneously perform lifting operations to complete the unloading of new rails and the recycling of old rails.

[0037] The railcar 1 further includes a flatbed car 21 at end I, a flatbed car 22 in the middle, and a flatbed car 23 at end II, which are connected sequentially along the track direction.

[0038] The general-purpose flatbed 2 is equipped with a slide rail device 4 and a locking device 5, which are used for the transportation and fixing of the new steel rail 7. Limiting baffles 6 are installed on the I-end flatbed 21 and II-end flatbed 23 at both ends along the track direction to ensure the safe transportation of the new steel rail 7.

[0039] A locking device 5, a cantilever crane device 3, and a limit baffle 6 are sequentially installed on the flatbed 21 at end I along the direction of the line.

[0040] A cantilever crane device 3 and a slide rail device 4 are installed on the intermediate flatbed car 22, with the slide rail device 4 positioned on both sides of the cantilever crane device 3 along the track direction.

[0041] On the flatbed 23 at end II, a limit baffle 6, a cantilever crane device 3, and a locking device 5 are sequentially installed along the track direction.

[0042] The cantilever crane device 3 further includes a base 31, an electric actuator 32, a column 33, a boom 34, an adjusting rod 35, a lifting mechanism 36, and an electrical control system 37. The cantilever crane device 3 is mounted on a general-purpose flatbed cart 2 via the base 31. The electrical control system 37 is mounted on the base 31, and a guide rail groove 38 is formed on the base 31 along the direction of the sleepers 8. The bottom of the column 33 is installed in the guide rail groove 38, with two sets of columns 33 arranged parallel to each other and back-to-back. One end of the electric actuator 32 is connected to the base 31, and the other end is connected to the column 33. The column 33 can move along the guide rail groove 38 under the drive of the electric actuator 32. The boom 34 is hinged to the top of the column 33. A lifting mechanism 36 is mounted on the boom 34, and an adjusting rod 35 is provided between the boom 34 and the column 33. The boom 34 can rotate relative to the hinge point with the column 33 under the drive of the adjusting rod 35. In transport mode, the cantilever crane 3 is pushed horizontally to the middle of the general-purpose flatbed trolley 2 by the electric push rod 32. In operation mode, the electric push rod 32 pushes the cantilever crane 3 horizontally to both sides of the general-purpose flatbed trolley 2 along the direction of the sleepers 8, and then the new rails 7 are loaded and unloaded by the lifting mechanism 36. At the same time, the horizontality of the boom 34 is adjusted by the extension and retraction of the adjusting rod 35 to adapt to different superelevation track operations.

[0043] The slide rail device 4 further includes a first mounting base 41, a first slide rail groove 42, and a second slide rail groove 43. The first mounting base 41 is fixedly mounted on the universal flatbed 2, and the first slide rail groove 42 is provided on the first mounting base 41. The second slide rail groove 43 is rotatably connected to the upper part of the first mounting base 41. After rotating 90° from the release position, the second slide rail groove 43 can lock with the first mounting base 41, thereby realizing the placement and transportation of the upper and lower layers of new steel rails 7. Pulleys 44 are provided in the first slide rail groove 42 and the second slide rail groove 43. The pulleys 44 are used for supporting and sliding the new steel rails 7 to compensate for changes in the spacing and displacement between different universal flatbed 2s.

[0044] The locking device 5 further includes a second mounting base 51, a first rail locking mechanism 52, and a second rail locking mechanism 53. The second mounting base 51 is fixedly mounted on the general-purpose flatbed trolley 2, and the first rail locking mechanism 52 is provided on the second mounting base 51. The second rail locking mechanism 53 is rotatably connected to the second mounting base 51, and can lock with the second mounting base 51 after rotating 90° from the release position. Locking buckles 54 are provided on the first rail locking mechanism 52 and the second rail locking mechanism 53 to lock the new steel rails 7 placed on the upper and lower layers and to prevent the new steel rails 7 from shifting during transportation.

[0045] As attached Figure 22 The diagram shown is a schematic representation of the cantilever crane device 3 in the transportation state.

[0046] As attached Figure 23 The diagram shows the structure of the cantilever crane device 3 in the horizontal pushing state.

[0047] As attached Figure 24 The diagram shows the structure of the cantilever crane device 3 in the translational state of the crane mechanism.

[0048] As attached Figure 25 The diagram shown is a structural schematic of the cantilever crane device 3 in the hoisting state.

[0049] As attached Figure 26 As shown, when loading and unloading new rails 7, the locking device 5 is first unlocked, and then the boom 34 is pushed to both sides by the electric push rod 32. The crane mechanism 36 is operated to unload the new rails 7 on both sides of the general flatbed car 2 along the direction of the sleepers 8 onto the ground on both sides of the vehicle, or to collect the old rails 9 on the ground on both sides of the vehicle onto the general flatbed car 2.

[0050] In the description of this specification, the references to terms such as "an embodiment," "example," "specific example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0051] In the description of this application, it should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly set on the other element or indirectly set on the other element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.

[0052] It should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0053] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" or "several" means two or more, unless otherwise explicitly specified.

[0054] It should be noted that the structures, proportions, sizes, etc., shown in the accompanying drawings of this specification are only used to complement the content disclosed in the specification for those skilled in the art to understand and read, and are not intended to limit the conditions under which this application can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size, without affecting the effects and purposes that this application can produce, should still fall within the scope of the technical content disclosed in this application.

[0055] By implementing the technical solution of the cantilever rail loading and unloading system described in the specific embodiments of this application, the following technical effects can be achieved: (1) The cantilever rail loading and unloading system described in the specific embodiments of this application adopts a group lifting system composed of multiple mobile cantilever cranes. The cantilever cranes are distributed and installed on the transport flatcar. During the rail loading and unloading operation, the hundred-meter-long rail can be smoothly and quickly loaded and unloaded onto the flatcar, meeting the on-site construction needs. Through the synchronous operation of multiple cantilever cranes, the deployment can be quickly realized to form a group lifting system, which can realize the smooth lifting of rail components, reduce rail component deformation, and reduce the safety risks of lifting. (2) The cantilever rail loading and unloading system described in the specific embodiments of this application does not require the setting of a special transport flatcar, which reduces the length of the vehicle group; the group crane composed of multiple cantilever cranes can flexibly realize the setting of multiple lifting points on the line without intruding on the adjacent line, and the group crane system can freely increase or decrease the number of lifting points according to the length of the long rail to complete the rail unloading and collection operation. It can be flexibly laid out and freely combined to realize the unloading and collection operation of long rail on the line. (3) The cantilever rail loading and unloading system described in the specific embodiments of this application arranges the cantilever cranes evenly on the long rail transport vehicle in a distributed manner to realize the combined transportation of the device and the material. In the process of loading and unloading, in order to realize the parallel and synchronous operation of multiple cantilever cranes, only one alignment of the rail vehicle is needed to complete the synchronous placement or recovery operation of multiple cantilever cranes, which greatly reduces the preparation time and improves the construction efficiency.

[0056] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0057] The above description is merely a preferred embodiment of this application and is not intended to limit this application in any way. Although this application has been disclosed above with reference to preferred embodiments, it is not intended to limit this application. Any person skilled in the art can make many possible variations and modifications to the technical solutions of this application using the methods and techniques disclosed above, or modify them into equivalent embodiments with equivalent changes, without departing from the spirit and technical essence of this application. Therefore, any simple modifications, equivalent substitutions, equivalent changes, and modifications made to the above embodiments based on the technical essence of this application without departing from the content of the technical solutions of this application shall still fall within the protection scope of the technical solutions of this application.

Claims

1. A cantilever rail loading and unloading system, characterized in that, include: Railcar used to provide traction power (1); New steel rails to be replaced (7); Rail loading and unloading device (10) for hoisting and transporting new rails (7); A number of general-purpose flatbed cars (2) are attached to the railcar (1) for loading new rails (7) and rail loading and unloading devices (10), and the rail loading and unloading devices (10) are installed on the general-purpose flatbed cars (2); The rail loading and unloading device (10) includes a group lifting system composed of multiple sets of cantilever cranes (3). The number of cantilever cranes (3) is adapted to the lifting of new rails (7) of different lengths. The cantilever cranes (3) are loaded on multiple general-purpose flatbed cars (2) in a distributed manner and transported synchronously with the new rails (7) to be replaced. The two ends of the general-purpose flatbed cars (2) are connected to railcars (1) for traction.

2. The cantilever rail loading and unloading system according to claim 1, characterized in that: It includes the I-end flatbed (21), the middle flatbed (22) and the II-end flatbed (23) that are connected sequentially along the line.

3. The cantilever rail loading and unloading system according to claim 2, characterized in that: The rail loading and unloading device (10) also includes a slide rail device (4), a locking device (5) and a limiting baffle (6); the cantilever crane device (3) is used for loading and unloading new rails (7), and the slide rail device (4) and the locking device (5) are used for transporting and fixing new rails (7); the limiting baffle (6) is arranged on the I-end flatbed car (21) and II-end flatbed car (23) at both ends along the line direction to ensure the safe transport of new rails (7).

4. The cantilever rail loading and unloading system according to claim 3, characterized in that: The flatbed truck (21) at end I is provided with a locking device (5), a cantilever crane device (3) and a limiting baffle (6) in sequence along the line direction.

5. The cantilever rail loading and unloading system according to claim 4, characterized in that: The intermediate flatbed car (22) is equipped with a cantilever crane device (3) and a slide rail device (4), with the slide rail device (4) located on both sides of the cantilever crane device (3) along the line direction.

6. The cantilever rail loading and unloading system according to claim 5, characterized in that: The flatbed truck (23) at end II is provided with a limit baffle (6), a cantilever crane (3) and a locking device (5) in sequence along the line direction.

7. The cantilever rail loading and unloading system according to claim 3, 4, 5 or 6, characterized in that: The cantilever crane device (3) includes a base (31), an electric push rod (32), a column (33), a boom (34), an adjusting rod (35), a lifting mechanism (36), and an electrical control system (37). The cantilever crane device (3) is mounted on a general-purpose flatbed vehicle (2) via the base (31). The electrical control system (37) is located on the base (31). A guide rail groove (38) is provided on the base (31) along the direction of the sleeper (8). Two sets of columns (33) are parallel to each other and back to back. The bottom of the columns (33) is installed in the guide rail groove (38). One end of the electric push rod (32) is connected to the base (31), and the other end is connected to the column (33). The column (33) can move along the guide rail groove (38) under the drive of the electric push rod (32). (34) Hinged on the top of the column (33), the lifting mechanism (36) is set on the boom (34), the adjusting rod (35) is set between the boom (34) and the column (33), the boom (34) can rotate relative to the hinge point with the column (33) under the drive of the adjusting rod (35); in the transportation state, the cantilever crane (3) is pushed horizontally to the middle of the general flatbed (2) by the electric push rod (32); in the operation state, the cantilever crane (3) is pushed horizontally to both sides of the general flatbed (2) along the direction of the sleeper (8) by the electric push rod (32), and the new rail (7) is loaded and unloaded by the lifting mechanism (36). At the same time, the horizontality of the boom (34) can be adjusted by the extension and retraction of the adjusting rod (35) to adapt to different ultra-high track operations.

8. The cantilever rail loading and unloading system according to claim 7, characterized in that: The slide rail device (4) includes a first mounting base (41), a first slide rail groove (42), and a second slide rail groove (43). The first mounting base (41) is fixedly mounted on the general-purpose flatbed vehicle (2), and the first slide rail groove (42) is set on the first mounting base (41). The second slide rail groove (43) is rotatably connected to the upper part of the first mounting base (41). After rotating 90° from the release position, the second slide rail groove (43) can lock with the first mounting base (41), thereby realizing the placement and transportation of the upper and lower layers of new steel rails (7). Both the first slide rail groove (42) and the second slide rail groove (43) are provided with pulleys (44). The pulleys (44) are used for supporting and sliding the new steel rails (7) to compensate for the changes in the distance and displacement between different general-purpose flatbed vehicles (2).

9. The cantilever rail loading and unloading system according to claim 8, characterized in that: The locking device (5) includes a second mounting base (51), a first rail locking mechanism (52), and a second rail locking mechanism (53); the second mounting base (51) is fixedly mounted on a general-purpose flatbed vehicle (2), and the first rail locking mechanism (52) is mounted on the second mounting base (51); the second rail locking mechanism (53) is rotatably connected to the second mounting base (51), and the second rail locking mechanism (53) can lock with the second mounting base (51) after rotating 90° from the release position; both the first rail locking mechanism (52) and the second rail locking mechanism (53) are provided with latches (54) for locking the new rails (7) placed on the upper and lower layers, and preventing the new rails (7) from shifting during transportation.

10. The cantilever rail loading and unloading system according to claim 3, 4, 5, 6, 8 or 9, characterized in that: When loading and unloading new rails (7), first unlock the locking device (5), then push the boom (34) to both sides by electric push rod (32), and operate the lifting mechanism (36) to unload the new rails (7) on both sides of the general flatbed car (2) along the direction of the sleeper (8) onto the ground on both sides of the vehicle, or to collect the old rails (9) on both sides of the vehicle onto the general flatbed car (2).

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