Rail replacement system and method of operation
Patent Information
- Application Number
- CN202611473377.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-09-21
- Publication Date
- 2026-11-03
AI Technical Summary
Existing track-changing train sets are too large to meet the space-constrained railway requirements, and manual construction methods pose safety hazards and are inefficient.
The rail replacement system consists of several auxiliary operation trolleys and a traction trolley. The auxiliary operation trolleys are supported and guided by rail guide wheel sets, and the traction trolley provides power to realize the continuous rail replacement operation between the old and new rails.
It enables efficient and safe rail replacement in confined construction spaces, reduces manual intervention, improves construction accuracy and efficiency, is highly adaptable, reduces drag resistance, and prevents rail deformation.
Smart Images
Figure CN123027772A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of rail maintenance technology, specifically to a rail replacement system and operating method. Background Technology
[0002] Under the influence of vehicle power and natural conditions, steel rails will undergo a series of deformations and wear. Once this wear exceeds a certain level, it will significantly weaken the strength and stability of the track, threatening traffic safety. Therefore, steel rails must be replaced after a certain number of years of operation to restore them to their original or higher standards.
[0003] Currently, the main modes of rail replacement operations both domestically and internationally are: 1. Large-scale integrated rail replacement unit: The equipment is long and heavy. Before construction, the line closure plan and equipment arrival scheduling need to be completed in advance. After the operation, it needs to be stored in a special large warehouse. It has high site requirements and is difficult to adapt to space-constrained scenarios such as urban rail transit and mountain branch railways.
[0004] 2. Manual construction operation mode: Due to the limitations of equipment load-bearing capacity and operation accuracy, only 1-2 new rails can be carried at a time, and the operation cycle is 3-4 times longer than that of mechanical operation. In addition, an auxiliary operation team of 6-8 people / group is required. There are many manual intervention links, which can easily cause safety hazards such as rail displacement and track bed loosening due to operation errors. Cross-operation of personnel will also increase the construction risk.
[0005] The information disclosed in the background section is only intended to enhance the understanding of the background of this application, and therefore may contain information that is not part of the prior art known to those skilled in the art. Summary of the Invention
[0006] This application provides a track replacement system and operation method to solve the problem that existing track replacement train sets are large-scale and difficult to adapt to the space-constrained railway requirements.
[0007] To achieve the above objectives, this application provides the following technical solution: A track changing system, comprising: Several auxiliary work trolleys, and a towing trolley; Any of the aforementioned auxiliary operation trolleys includes an auxiliary operation trolley frame and a rail guide wheel assembly. The auxiliary operation trolley frame is arranged laterally along the track and is capable of traveling on the track. The rail guide wheel assembly is used to support the rail to be operated and guide its longitudinal movement. The rail guide wheel assembly is slidably connected to the auxiliary operation trolley frame and can be fixed, and is used to adjust the lateral position of the rail to be operated relative to the track. The traction trolley, used to travel on the track, includes a traction trolley frame, a traction trolley winch device, and a traction trolley braking device. The traction trolley winch device is mounted on the traction trolley frame and is used to connect with the auxiliary work trolley. The traction trolley braking device is located below the traction trolley frame and is configured to be selectively fixed to the track. The auxiliary operation workshops are connected in sequence, and the traction trolley winch device is connected to the auxiliary operation trolley train to pull the entire train of auxiliary operation trolleys to move along the track for track changing operations.
[0008] Optionally, the rail guide wheel assembly includes a lower guide roller and a pair of guide side rollers arranged opposite each other along the length direction of the auxiliary working trolley frame. The lower guide roller is used to support the bottom of the rail to be worked, and the rotation axis of the pair of guide side rollers is arranged vertically for rolling connection with the rail to be worked for guidance.
[0009] Optionally, the guide wheel assembly further includes: The rail guide wheel assembly transverse shifting seat has a pair of oppositely arranged rail guide wheel assembly frames along the length direction, which are spaced apart to form a rail limiting space; each of the rail guide wheel assembly frames is provided with a guide side roller; The guide roller is located between the pair of rail guide wheel frames and is fixed to the rail guide wheel transverse shift seat.
[0010] Optionally, any of the guide-side rollers includes: The upper guide roller and the lower guide roller are arranged vertically in sequence, and both the upper guide roller and the lower guide roller are arranged horizontally. The upper guide roller is used for rolling contact with the head of the rail; the rim of the lower guide roller protrudes from the rim of the upper guide roller and is used for rolling contact with the neck of the rail.
[0011] Optionally, the guide wheel assembly further includes: The base pulleys are located on both sides below the transverse shift seat of the rail guide wheel assembly; The auxiliary operation trolley frame includes a frame body, the frame body is provided with a transverse sliding groove extending along the length direction, and the base pulley is located in the transverse sliding groove and can slide along the transverse sliding groove.
[0012] Optionally, the rail guide wheel assembly further includes several transverse fixing grooves, which are arranged along the length direction at the bottom of the transverse seat of the rail guide wheel assembly; The frame body has several transverse fixing holes along its length, which are arranged along the length of the frame body and correspond to the transverse fixing grooves. The rail guide wheel assembly is detachably fixed to the frame body via threaded fasteners, the transverse fixing holes, and the transverse fixing grooves.
[0013] Optionally, the auxiliary work trolley further includes: The limiting clamp assembly is located at both ends of the auxiliary working trolley frame along its length. The limiting clamp assembly includes a set of opposing limiting clamps, which are arranged opposite each other to form a limiting cavity for clamping the head of the track, thereby limiting the upward movement of the auxiliary working trolley.
[0014] Optionally, the auxiliary operation trolley consists of three vehicles, arranged sequentially along the longitudinal direction of the track; The auxiliary operation trolley at the head end has its running device mounted on the old rail. Two sets of rail guide wheel sets are fixed to one side of the auxiliary operation trolley to support the new rail located on the same side of the track. The auxiliary operation trolley in the middle is equipped with a traveling device that travels on the old rail. Two sets of rail guide wheel sets are fixed on the lateral sides of the auxiliary operation trolley to transport the new rail to the preset position on the track. The auxiliary operation trolley at the rear end has its traveling device mounted on the new rail. Two sets of rail guide wheels are fixed to one side of the auxiliary operation trolley and are mounted on the same side as the rail guide wheels at the front end, for returning the old rail to one side of the track.
[0015] Optionally, the auxiliary operation trolley consists of two vehicles, arranged sequentially along the longitudinal direction of the track; The auxiliary operation trolley at the head end has its running device mounted on the old rail. Two sets of rail guide wheel sets are fixed to the lateral sides of the auxiliary operation trolley to support the new rail located on that side. The auxiliary operation trolley at the rear end has its running device mounted on the new rail. Two sets of rail guide wheels are fixed to the lateral sides of the auxiliary operation trolley to support the old rail located on that side.
[0016] This application also provides an operation method for the track changing system based on any of the above embodiments, including: The traction trolley and N sets of auxiliary operation trolleys are moved to the operation position on the track, and the traction trolley is connected to the first auxiliary operation trolley and each auxiliary operation trolley by steel cables; Based on the positions of the new and old rails, adjust and fix the position of the rail guide wheel sets of each auxiliary operation trolley relative to the frame of the auxiliary operation trolley; The new rail is lifted and sequentially inserted from the first group into the rail guide wheel group of the N-1 auxiliary operation trolley. After being inserted, the new rail is placed in the rail bearing groove of the track. Place the Nth group of auxiliary operation trolleys on the new rails. The old rails are pulled out of the rail bearing grooves, lifted, and then inserted into the rail guide wheel group of the Nth group of auxiliary operation trolleys, and guided to the outside of the rails. The traction trolley pulls each auxiliary trolley to move longitudinally for continuous track changing; After the rail replacement is completed, the old rails are removed from the rail guide wheel sets of each auxiliary operation trolley and placed in the preset position on the rail.
[0017] The track replacement system and operation method provided in this application embodiment have the following technical advantages compared with the prior art: The auxiliary operation trolley is equipped with rail guide wheel sets to guide new rails to the target position or guide old rails to the center of the track or both sides of the road. The traction trolley is connected to the auxiliary operation trolley train and overcomes the rail guiding resistance with its own traction force. At the same time, the traction trolley braking device is set up to overcome the resistance synchronously, so that it can drive the auxiliary operation trolley to complete the rail replacement operation by self-propelled movement without providing additional traction force. Secondly, the traction trolley and auxiliary operation trolley are small in size and have a small impact range on rail adjustment, which can meet the requirements of narrow construction spaces such as urban rail and subway, and improve the system adaptability. Attached Figure Description
[0018] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a schematic diagram of the front view of the auxiliary work vehicle according to an embodiment of this application; Figure 2 This is a top view of the auxiliary work trolley provided in an embodiment of this application; Figure 3 This is an axonometric structural diagram of the auxiliary work trolley provided in the embodiments of this application; Figure 4 This is a schematic diagram of the isometric structure of the rail guide wheel assembly provided in an embodiment of this application; Figure 5 for Figure 4 Front view structural diagram; Figure 6 This is a schematic diagram of the structure of the traction trolley provided in the embodiments of this application; Figure 7 This is a front view structural diagram of a single-sided rail to double-sided rail replacement provided in an embodiment of this application; Figure 8 A top view of the structure for replacing a single-sided rail with a double-sided rail, as provided in an embodiment of this application. Figure 9 This is a front view structural diagram of a single-sided rail replacing the opposite-sided rail provided in an embodiment of this application; Figure 10 A top view of the structure for replacing a single-sided rail with a rail on the opposite side, provided in an embodiment of this application; Figure 11 This is a front view structural diagram of a double-sided rail replacement provided in an embodiment of this application; Figure 12 A top view of the structure of replacing double-sided rails with double-sided rails provided in an embodiment of this application; Figure 13 This is a schematic diagram of the front view structure of a single-sided rail being replaced with a rail on the same side, provided in an embodiment of this application. Figure 14 This is a top view of the structure of a single-sided rail being replaced with a rail on the same side, as provided in an embodiment of this application.
[0019] Figure label: 100 auxiliary work trolleys and 200 traction trolleys; 11. Auxiliary operation trolley frame, 12. Rail guide wheel assembly, 13. Auxiliary operation trolley traveling device, 14. Limit clamp assembly, 15. Counterweight groove; Frame body 111, transverse sliding groove 112, transverse fixing hole 113; Upper traveling roller 131, side traveling roller 132; 21. Traction trolley frame; 22. Traction trolley winch device; 23. Traction trolley braking device; 24. Traction trolley running device; 25. Traction trolley power unit; Guide roller 121, guide side roller 122, rail guide wheel group transverse shift seat 123, transverse shift fixing groove 1231, rail guide wheel group frame 124, guide side upper roller 1221, guide side lower roller 1222, base pulley 125. Detailed Implementation
[0020] This invention discloses a track replacement system and operation method to solve the problem that existing track replacement train sets are large-scale and difficult to adapt to the space-constrained railway requirements.
[0021] To make the technical solutions and advantages of the embodiments of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.
[0022] Please see Figure 1-6 In one specific embodiment, this application provides a track changing system, including a plurality of auxiliary operation trolleys 100 and a traction trolley 200. The auxiliary operation trolleys 100 provide rail support, guidance, and lateral positioning functions, and their number is flexibly configured according to the rail length. The traction trolley 200 serves as a power source, responsible for pulling the entire train of auxiliary operation trolleys 100 longitudinally along the track. The number of trolleys can be increased or decreased according to track conditions such as curve radius, gradient, and rail length, making it highly adaptable.
[0023] Each of the auxiliary operation trolleys 100 includes an auxiliary operation trolley frame 11 and a rail guide wheel set 12. The auxiliary operation trolley frame 11 is arranged laterally along the track and can travel on the track. The rail guide wheel set 12 is used to support the rail to be operated and guide its longitudinal movement. The rail guide wheel set 12 is slidably connected to the auxiliary operation trolley frame 11 and can be fixed, and is used to adjust the lateral position of the rail to be operated relative to the track. The auxiliary work trolley 100 can travel on the track. The frame of the auxiliary work trolley 100 is arranged perpendicular to the track direction and straddles two steel rails, facilitating work on one or both sides of the steel rails. Preferably, running wheels are installed at the bottom, allowing it to roll forward on the existing track. The rail guide wheel assembly 12 supports the rail to be worked on and guides its longitudinal movement, preventing it from swaying or jamming. The rail guide wheel assembly 12 is slidably connected to the auxiliary work trolley frame 11, allowing for lateral sliding and locking. This enables precise lateral positioning of the rail, preventing lateral deviation. Before operation, the lateral position of the rail guide wheel assembly 12 on the auxiliary work trolley frame 11 can be adjusted and locked according to the rail-changing position of the rail to be worked on, thereby enabling rail-changing operations, such as changing from one side of the track to the other. The fixing structure uses pins, clamping bolts, etc., to ensure that the rail does not move during operation, improving construction accuracy. Simultaneously, the guiding function reduces rail drag resistance, prevents twisting deformation, and ensures the geometric position of the rail.
[0024] The traction trolley 200 is used to travel on the track and includes a traction trolley frame 21, a traction trolley winch device 22, a traction trolley braking device 23, a traction trolley traveling device 24, and a traction trolley power unit 25. The traction trolley winch device 22 is mounted on the traction trolley frame 21 and is used to connect with the auxiliary work trolley 100. The traction trolley braking device 23 is located below the traction trolley frame 21 and is configured to be selectively fixed to the track. The auxiliary work trolleys 100 are connected sequentially, and the traction trolley winch device 22 is connected to the column of auxiliary work trolleys 100 to pull the entire column of auxiliary work trolleys 100 along the track for track changing operations. In one embodiment, a single traction trolley is preferred.
[0025] The traction trolley winch device 22 is mounted on the traction trolley frame 21 and is used to connect the auxiliary work trolley 100. The winch device includes a motor, reducer, drum and wire rope, etc. The specific structure of the traction trolley winch device 22 can be set according to the existing technology to provide controllable tension. The front end of the wire rope is connected to the first auxiliary work trolley 100 to realize synchronous traction of the whole train. Meanwhile, in order to improve the traction force of the traction trolley 200 and prevent slippage, a traction trolley braking device 23 is installed below the traction trolley frame 21. It can actively clamp the rail and temporarily anchor the traction trolley 200, providing support for the train to overcome the rail guiding resistance. The auxiliary operation trolleys 100 can be connected in series by hinges, pins or flexible connectors to form a trolley train. The traction trolley 200 is located at one end and the entire train moves synchronously by a winch. At the same time, the auxiliary operation trolleys 100 move longitudinally relative to the rail to be operated by the rail guide wheel set 12. The rail to be operated overcomes its own weight and guiding resistance and changes direction on one or both sides of the track along the rail guide wheel set 12. For example, the rail guide wheel set 12 moves the new rail from the rail storage position to the rail bearing groove, and the old rail from the rail bearing groove to the rail storage position.
[0026] In one specific embodiment, the rail guide wheel assembly 12 includes a lower guide roller 121 and a pair of guide side rollers 122 arranged opposite to each other along the length direction of the auxiliary operation trolley frame 11. The lower guide roller 121 is used to support the bottom of the rail to be operated, and the rotation axis of the pair of guide side rollers 122 is arranged vertically and is used to roll and guide the rail to be operated.
[0027] The guide roller 121 supports the bottom of the rail to be worked, bears the main gravity load of the rail, prevents the rail from sagging, and can rotate around the horizontal axis to achieve rolling support and reduce longitudinal drag resistance. There are two guide rollers, which are set opposite each other along the length of the auxiliary working trolley frame 11. The rotation axis of the guide roller is set in the vertical direction, that is, the circumferential surface of the roller is a horizontal plane, which contacts the side of the rail head or the side of the rail web, restricting the lateral (horizontal) displacement of the rail, while allowing it to move freely in the longitudinal direction.
[0028] The lateral position of the rail guide wheel assembly 12 is adjusted as needed. When the rail to be worked on (new or old rail) is placed on the guide wheel assembly: the lower guide roller 121 supports the rail base from below and bears the vertical load; the two left and right guide side rollers 122 lightly press the rail web or rail head side from both sides; when the traction trolley 200 pulls the auxiliary working trolley 100 to move longitudinally along the track: the rail slides longitudinally relative to the wheel assembly; because the axis of the guide side roller 122 is vertical, its circumferential surface forms a rolling friction pair with the side of the rail, allowing longitudinal movement; at the same time, the guide side roller 122 prevents the rail from shifting laterally, ensuring that it moves along the predetermined trajectory; through rolling friction, the drag resistance is reduced, and the rail base and web are prevented from being scratched or indented, ensuring the geometric accuracy of the new rail.
[0029] Furthermore, the guide wheel assembly also includes a rail guide wheel assembly transverse shift seat 123, and a pair of oppositely arranged rail guide wheel assembly frames 124 are provided along the length direction, which are spaced apart to form a rail limiting space; each rail guide wheel assembly frame 124 is provided with a guide side roller 122; the guide lower roller 121 is located between the pair of rail guide wheel assembly frames 124 and is fixed to the rail guide wheel assembly transverse shift seat 123.
[0030] Two rail guide wheel frame groups 124 are arranged opposite each other along the length of the rail guide wheel set transverse shift seat 123, with a certain distance between them. The gap between them forms a rail limiting space to accommodate the rail to be worked. Each rail guide wheel frame group 124 is equipped with a guide side roller 122. The rail guide wheel frame group 124 serves to position, support, and protect the side rollers. The rail guide wheel set transverse shift seat 123 can be slidably connected to the auxiliary working trolley frame 11 as a whole for lateral position adjustment as needed. The guide lower roller 121 is located in the lower area between the two rail guide wheel frame groups 124, directly facing the bottom of the rail. It is directly fixed to the transverse shift seat body to ensure that the guide lower roller 121 is always located directly below the rail, providing stable vertical support. Integrating the lower roller and the side roller into the same transverse shift seat avoids misalignment caused by separate adjustment. The relative positions of the three rollers remain constant during transverse movement, ensuring consistent guidance. The rigid frame structure resists the lateral force of the rail and prevents deformation. The side frames not only install rollers, but also act as physical baffles to prevent the rails from accidentally coming off the guide wheel assembly when being dragged, vibrating, or passing through curves; especially under high-speed traction or steep gradient conditions, they significantly reduce safety risks.
[0031] Furthermore, any guide roller 122 includes: an upper guide roller 1221 and a lower guide roller 1222 arranged vertically in sequence, both of which are arranged horizontally; the upper guide roller 1221 is used for rolling contact with the head of the rail; the rim of the lower guide roller 1222 protrudes from the rim of the upper guide roller 1221 and is used for rolling contact with the neck of the rail.
[0032] Each guide roller 122 consists of two stacked rollers, arranged vertically in sequence as an upper guide roller 1221 and a lower guide roller 1222. The roller axes are all vertical, meaning the rollers rotate around a vertical axis, and their circumferential surfaces are horizontal, allowing for rolling contact with the rail side. The upper guide roller 1221 contacts the rail head side, providing upper lateral restraint to prevent the rail from tipping over or tilting. The lower guide roller 1222 contacts the rail neck, providing lower lateral restraint and the main guiding force. The flange of the lower guide roller 1222 protrudes further outward in the horizontal direction than the upper guide roller 1221, ensuring that the lower guide roller 1222 preferentially contacts or more closely adheres to the rail neck, forming a stable support base. When the rail to be worked is placed in the guide roller assembly: the upper guide roller 1221 is close to the side of the rail head, restricting the lateral sway of the top of the rail and preventing it from "nodding" or tipping over during movement; the lower guide roller 1222, due to its more convex flange, first contacts and adheres tightly to the rail neck (upper part of the rail web), bearing the main lateral guiding force; since the axes of both rollers are vertical, the rail can roll smoothly through during longitudinal dragging with low frictional resistance; the upper and lower double-point contact forms a "clamping" effect, realizing multi-point, layered lateral constraint of the rail, significantly improving guiding stability.
[0033] In another embodiment, the guide wheel assembly further includes base pulleys 125, located on both sides of the transverse shift seat 123 below the rail guide wheel assembly; the base pulleys 125 are located below the transverse shift seat 123 of the rail guide wheel assembly and on both sides of the transverse shift, i.e., arranged symmetrically from left to right; serving as support and rolling elements for the overall transverse movement of the guide wheel assembly; typically small-diameter rollers with bearings, with their axes set along the longitudinal direction (track direction), allowing them to roll laterally in the transverse shift groove 112. The auxiliary operation trolley frame 11 includes a frame body 111, which has a transverse shift groove 112 extending along its length, and the base pulleys 125 are located within the transverse shift groove 112 and can slide along the transverse shift groove 112. The base pulley 125 is embedded in the transverse sliding groove 112; when it is necessary to adjust the transverse position of the rail, the entire rail guide wheel assembly transverse sliding seat 123 slides laterally in the transverse sliding groove 112 through the base pulley 125; after sliding, the transverse sliding seat can be fixed to the frame by a locking mechanism (such as a pin or hydraulic clamp).
[0034] Before or during rail replacement, the operator needs to fine-tune the lateral position of the rail to be replaced (such as aligning it with the rail support groove); after unlocking the transverse shift seat, apply lateral force (manual or hydraulic drive), and the base pulley 125 rolls in the transverse shift groove 112, driving the entire guide wheel assembly (including the upper and lower side rollers and the lower roller) to move smoothly laterally; after it is in place, the locking mechanism fixes the transverse shift seat to ensure that the rail does not move laterally during subsequent traction or grooving; due to the use of rolling friction, the required adjustment force is small and the operation is easy.
[0035] Furthermore, in order to fix the rail guide wheel assembly 12, the rail guide wheel assembly 12 also includes several transverse fixing grooves 1231, which are arranged along the length direction at the bottom of the transverse seat 123 of the rail guide wheel assembly; the frame body 111 is provided with several transverse fixing holes 113 in the length direction of the frame body 111, which are arranged in the length direction of the frame body 111 and correspond to the transverse fixing grooves 1231. The rail guide wheel assembly 12 and the frame body 111 are detachably fixedly connected by threaded fasteners, transverse fixing holes 113, and transverse fixing grooves 1231.
[0036] The transverse movement fixing groove 1231 is located at the bottom of the transverse movement seat 123 of the rail guide wheel set; it is arranged along the length direction of the transverse movement seat 123 of the rail guide wheel set (i.e., the transverse direction of the rail); there are several grooves, usually 4-10, spaced apart; they can be through grooves, countersunk grooves, or T-grooves, used to accommodate the head of threaded fasteners or to engage locking blocks. The transverse movement fixing hole 113 is located on the body of the auxiliary work trolley frame 11; it is also arranged along the length direction of the frame; its position corresponds one-to-one with the transverse movement fixing groove 1231. When the transverse movement seat slides to any preset position, the fixing hole aligns with the fixing groove; it is usually a smooth hole or a threaded hole, used to pass through bolts or mounting screws. Threaded fasteners (such as bolts + nuts, hex socket head cap screws, etc.) are used; the fasteners pass through the transverse movement fixing hole 113 → transverse movement fixing groove 1231 in sequence; after tightening, the transverse movement seat is firmly locked on the frame body 111 to prevent lateral movement during operation. By combining multiple fixing holes and fixing slots, it supports multiple preset lateral positions, such as adapting to different line center distances or track gauges; the positioning is more reliable and the repeatability is higher.
[0037] In one embodiment, the auxiliary work trolley 100 further includes an auxiliary work trolley traveling device 13. The auxiliary work trolley traveling device 13 includes an auxiliary work trolley 100 traveling assembly, which is located on both sides opposite to each other below the auxiliary work trolley frame 11. Each auxiliary work trolley 100 traveling assembly includes an upper traveling roller 131 and a pair of traveling side rollers 132 arranged opposite each other along the length direction of the auxiliary work trolley frame 11. The upper traveling roller 131 is used to sit on the top of the track, and the traveling side rollers 132 are used for lateral limiting.
[0038] The auxiliary operation trolley frame 11 is arranged laterally, straddling two steel rails. A set of auxiliary operation trolley 100 traveling components is installed below each of the left and right ends of the auxiliary operation trolley frame 11. Each set of auxiliary operation trolley 100 traveling components includes an upper traveling roller 131 and a set of side traveling rollers 132. The upper traveling roller 131 sits on the top surface of the existing rail, bearing the main vertical load of the auxiliary operation trolley 100 and the rail it carries. It rotates around a transverse axis and rolls longitudinally along the rail with the trolley. The side traveling rollers 132 are arranged opposite each other along the length of the auxiliary operation trolley frame 11, with the two side rollers located on the inner and outer sides of the rail respectively, clamping the rail head. The side of the rail head makes rolling contact, providing lateral restraint and preventing the trolley from derailing or veering during operation. The lateral clamping of the side rollers forms a mechanical anti-derailment constraint, significantly improving operational safety.
[0039] To further prevent derailment, the auxiliary operation trolley 100 also includes a limiting clamp assembly 14, which is located at both ends of the auxiliary operation trolley frame 11 along its length. The limiting clamp assembly 14 includes a set of limiting clamps arranged opposite each other, which are arranged opposite each other to form a limiting cavity for clamping the head of the track, thereby limiting the upward movement of the auxiliary operation trolley 100.
[0040] A set of limiting clamp assemblies 14 is set at each of the left and right ends of the auxiliary operation trolley frame 11 to achieve synchronous limiting of the two rails. Each set of limiting clamp assemblies 14 contains two limiting clamps, which are arranged opposite each other and form a U-shaped cavity or C-shaped cavity with the opening facing downward. The shape of the limiting cavity matches the contour of the rail head (rail head) and can wrap around the rail head from above or from the side. The limiting clamps snap together from the upper sides of the rail head to form an "inverted U-shaped" limiting cavity, which "holds" the rail head and restricts the upward movement of the trolley. When the trolley attempts to lift, the inner wall of the limiting clamps presses against the lower jaw or side of the rail head to prevent it from leaving the track. This effectively prevents the auxiliary operation trolley 100 from jumping off the track and greatly improves the safety of operation.
[0041] Furthermore, the auxiliary work trolley 100 also includes a counterweight slot 15 located on the auxiliary work trolley frame 11 for detachable fixed connection with the auxiliary work trolley frame 11.
[0042] The counterweight groove 15 can be configured as a groove, tray, bracket or platform with mounting holes. It mainly supports the detachable counterweight block. It has mounting holes that can be matched with the transverse moving fixing holes 113 of the auxiliary operation trolley frame 11 and fixed by bolts, pins or other means to realize the flexibility of adding or removing counterweight as needed; and prevent the auxiliary operation trolley 100 from overturning due to uneven load when the rail guide wheel group 12 is located on one side of the auxiliary operation trolley frame 11.
[0043] In another embodiment, the traction trolley braking device 23 includes: At least two sets of braking assemblies for the traction trolley 200 are symmetrically arranged on both sides of the lateral side of the traction trolley frame 21; the braking assemblies for the traction trolley 200 are brake calipers.
[0044] The traction trolley 200 has no fewer than two braking components, each of which acts independently on an existing track to achieve synchronous braking of the two tracks. The brake calipers achieve braking by clamping the track, such as hydraulic rail clamps or electric push rod type calipers. The calipers apply clamping force from both sides of the track head inward, relying on friction or mechanical engagement to anchor the traction trolley 200 to the track.
[0045] In one optional embodiment, the auxiliary work trolley frame 11 is also provided with traction lugs at both ends, and a handle is provided at the bottom middle of the auxiliary work trolley frame 11. The traction lugs and / or the handle are connected to the traction trolley winch 22 via a flexible connector.
[0046] The auxiliary work trolley frame 11 is connected to the traction trolley 200 through the traction lugs at both ends. The traction lugs are lugs, eyelets or pin seats with through holes, which serve as the main force connection points to transmit traction force. Because they are located at both ends of the frame, they can achieve multi-point balanced force and avoid frame twisting.
[0047] In another embodiment, a handle can be provided at the bottom middle of the auxiliary work trolley frame 11 to assist in connecting the traction rope, making it convenient for on-site personnel to lift, position, or flip the trolley; the flexible connector can be connected to the traction lug, the handle, or both at the same time, and connected to the traction trolley winch 22 (such as a drum or winch) to form a complete traction circuit.
[0048] In one alternative embodiment, such as Figure 7-14 As shown, there are three auxiliary operation trolleys 100, which are arranged longitudinally along the track. The auxiliary operation trolley 100 at the front end has an auxiliary operation trolley traveling device 13 that travels on the old rail. Two sets of rail guide wheel sets 12 are fixed to one side of the auxiliary operation trolley 100 to support the new rail located on the same side of the track. The auxiliary operation trolley 100 located in the middle has an auxiliary operation trolley traveling device 13 that travels on the old rail. Two sets of rail guide wheel sets 12 are fixed on the lateral sides of the auxiliary operation trolley 100 to transport the new rail to the preset position on the track. The auxiliary operation trolley 100 at the rear end has an auxiliary operation trolley traveling device 13 that travels on the new rail. Two sets of rail guide wheel sets 12 are fixed on one side of the auxiliary operation trolley 100 and are set on the same side as the rail guide wheel set 12 at the front end, for returning the old rail to one side of the track.
[0049] The first-end auxiliary operation trolley 100 is used for the introduction of new rails. The first-end auxiliary operation trolley 100 runs on the existing old rails and serves as the traction front end. The guide wheel set is only installed on one side of the frame in two sets to support the new rails sent from the outside of the line, smoothly guide the new rails into the operation area, prevent them from sagging or swaying, avoid the new rails from dragging directly on the ground, and protect the rail bottom; and achieve the initial positioning of the new rails.
[0050] The central auxiliary operation trolley 100 is used for precise positioning of the new rail. The central auxiliary operation trolley 100 still runs on the old rail. The guide wheel group is set on the left and right sides of the frame to form a clamp and support for the new rail. The new rail is laterally adjusted from the single-side introduction state to the track design center line position. The tail-end auxiliary trolley 100 is used to remove and return the old rails to their original positions. It switches to run on the newly laid rails, with guide wheel sets located on the same side as the head trolley. These guide wheel sets support the old rails being pushed out. After the new rails are in place, the old rails are pushed further outwards to their designated storage location. This allows for continuous operation of "laying new rails while clearing old rails," preventing old rail accumulation from hindering subsequent processes. It can be understood that there can be one or two new rails. When there is only one new rail, one guide wheel set 12 is empty. When there are two new rails, each of the two guide wheel sets 12 holds one new rail. Similarly, when there is only one old rail, one guide wheel set 12 is empty. When there are two old rails, each of the two guide wheel sets 12 holds one old rail.
[0051] The specific workflow is as follows: Initial state: Three trolleys are stopped at the starting point of the track section to be replaced, and the new track is fed into the guide wheel set of the first trolley from the right side of the track; Traction start: The tractor 200 pulls the three trolleys forward in sync; New rail transport: The first trolley supports the front end of the new rail; the middle trolley receives the new rail and centers it laterally; Old rail removal: As the trolley moves forward, the old rail is gradually pushed away from the rail support groove by the guide structure of the tail trolley; the tail trolley completely moves the old rail to the outside of the track; New track placement: After the middle trolley completes fine-tuning, the new track is placed into the track support groove, and the rear trolley continues to move forward on the new track; Cyclic advancement: The entire train moves forward continuously, achieving seamless track changing over long distances.
[0052] This enables integrated and continuous operation of new track laying and old track recycling, eliminating the need for phased construction and significantly shortening track maintenance windows; reducing manual intervention and increasing mechanization rate. Clear functional division enhances operational accuracy and efficiency: the initial stage focuses on track introduction; the middle stage on positioning; and the final stage on obstacle removal; all stages operate in parallel without functional redundancy or conflict.
[0053] The traction trolley 200 moves to the end of the rail replacement process, releases a steel cable to connect with the first auxiliary operation trolley 100, and the auxiliary operation trolleys 100 are connected in series by steel cables to form a trolley group. According to the positions of the new and old rails, the positions of the rail guide groups of each trolley are adjusted and fixed. When replacing rails on one side, a corresponding counterweight is placed on the opposite side. The auxiliary operation trolley 100 is moved to lift the new rails on the roadside and insert them into the rail guide wheel groups 12 of each trolley, and manually assists them to fall into the rail bearing groove. At the same time, the old rails are pulled out of the rail bearing grooves, lifted, inserted into the rail guide wheel groups 12 of the auxiliary operation trolley 100, and guided to the outside of the track. The traction trolley 200 pulls the auxiliary operation trolley 100 at a constant speed along the working direction by retracting the steel cable to achieve continuous rail replacement. After the replacement of the new and old rails is completed, the rails are manually assisted to slide out of the rail guide wheel groups 12 and fall to the preset positions. After the operation is completed, the auxiliary operation trolley group 100 drives away.
[0054] In another embodiment, there are two auxiliary operation trolleys 100, which are arranged sequentially along the longitudinal direction of the track. The auxiliary operation trolley 100 at the front end has an auxiliary operation trolley traveling device 13 that travels on the old rail, and two sets of rail guide wheel sets 12 are fixed on both sides of the auxiliary operation trolley 100 to support the new rail located on that side; the auxiliary operation trolley 100 at the rear end has an auxiliary operation trolley traveling device 13 that travels on the new rail, and two sets of rail guide wheel sets 12 are fixed on both sides of the auxiliary operation trolley 100 to support the old rail located on that side.
[0055] The auxiliary trolley 100 at the front runs on the existing old rails, serving as the traction front end; rail guide wheel sets 12 are located on both sides laterally, each used to clamp one rail. When there is only one new rail, one of the rail guide wheel sets 12 is left empty; when there are two new rails, the two sets of rail guide wheel sets 12 clamp one new rail each, thus achieving single-sided rail replacement; the auxiliary trolley 100 at the rear end is used for receiving and returning the old rails. The auxiliary trolley 100 at the rear end has been switched to run on the newly laid rails; it is arranged on both sides laterally of the frame to clamp the old rails that have been pushed out of the rail bearing slots. After the new rails are in place, it immediately receives the old rails, continuing to transport the old rails to the outside of the line to avoid accumulation on the line; thus achieving simultaneous "laying new rails and clearing old rails".
[0056] In one specific embodiment, the auxiliary trolleys of the track replacement system provided in this application are all standardized units with identical structures and uniform core component specifications. The number of trolleys can be flexibly increased or decreased according to the number of rails to be replaced and the limitations of the construction site, eliminating the need for separate equipment design for different working conditions, significantly reducing the complexity of construction organization, and adapting to the track replacement needs of various lines such as main lines, branch lines, and station yards. Multi-scenario position adaptation: The rail guide wheel set can slide left and right along the frame of the auxiliary trolley, allowing for flexible selection of the placement position of new and old rails (single side outside the track, both sides outside the track, etc.), without being limited by fixed working paths. It can easily cope with complex track environments such as curved sections and near turnouts, solving the problem of the single working scenario of traditional equipment. One traction trolley can drive the entire trolley group to move, eliminating the need for a large number of personnel to manually pull and push. Only a small number of personnel are needed to be responsible for adjusting the guide mechanism and safety monitoring, significantly reducing manpower input. The traction trolley replaces the railcar to provide track replacement traction force, avoiding the derailment risk caused by the railcar traveling on rails without fasteners. Each auxiliary trolley uses a single crossbeam as the frame, and its size is smaller than that of existing equipment. The low rail lifting height and small impact range of rail adjustment make it more adaptable to confined construction spaces such as urban rail and subway lines. The traction trolley replaces the railcar to provide traction force for rail replacement. After operation, the traction trolley can be retrieved into the rail replacement train, shortening the train length and adapting to more stations. The auxiliary operation trolley is lightweight, making it easier to load and unload from the transport vehicle.
[0057] Based on the track changing system provided in the above embodiments, this embodiment also provides an operation method, which includes: S11: The traction trolley and N sets of auxiliary operation trolleys move to the operation position on the track and connect the traction trolley with the first auxiliary operation trolley and each auxiliary operation trolley via steel cables; S12: Adjust and fix the position of the rail guide wheel group of each auxiliary operation trolley relative to the frame of the auxiliary operation trolley according to the position of the new rail and the old rail; when changing rail on one side, set a counterweight in the counterweight slot of the frame of the auxiliary operation trolley on the opposite side. S13: Lift the new rail and insert it sequentially from the first group into the rail guide wheel group of the N-1 auxiliary operation trolley. After insertion, place the new rail into the rail bearing groove of the track. Specifically, the new rail can be manually lowered into the rail bearing groove. S14: Place the Nth group of auxiliary operation trolleys on the new rail, pull out the old rail from the rail bearing groove, lift it up and insert it into the rail guide wheel group of the Nth group of auxiliary operation trolleys, and guide it to the outside of the rail. S15: The traction trolley pulls each auxiliary trolley to move longitudinally for continuous track changing; the traction trolley recovers the steel cable through the winch device and pulls the train set to run at a constant speed along the working direction; S16: After the rail replacement is completed, the old rail is unloaded from the rail guide wheel set of each auxiliary operation trolley and placed into the preset position on the track; after the old and new rails are replaced, the rails are manually assisted to slide out of the rail guide wheel set and fall into the preset position on the track respectively. After the operation is completed, the rail replacement trolley drives away.
[0058] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.
[0059] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.
Claims
1. A track changing system, characterized in that, include: Several auxiliary work trolleys, and a towing trolley; Any of the aforementioned auxiliary operation trolleys includes an auxiliary operation trolley frame and a rail guide wheel assembly. The auxiliary operation trolley frame is arranged laterally along the track and is capable of traveling on the track. The rail guide wheel assembly is used to support the rail to be operated and guide its longitudinal movement. The rail guide wheel assembly is slidably connected to the auxiliary operation trolley frame and can be fixed, and is used to adjust the lateral position of the rail to be operated relative to the track. The traction trolley, used to travel on the track, includes a traction trolley frame, a traction trolley winch device, and a traction trolley braking device. The traction trolley winch device is mounted on the traction trolley frame and is used to connect with the auxiliary work trolley. The traction trolley braking device is located below the traction trolley frame and is configured to be selectively fixed to the track. The auxiliary operation workshops are connected in sequence, and the traction trolley winch device is connected to the auxiliary operation trolley train to pull the entire train of auxiliary operation trolleys to move along the track for track changing operations.
2. The track changing system according to claim 1, characterized in that, The rail guide wheel assembly includes a lower guide roller and a pair of guide side rollers arranged opposite each other along the length of the auxiliary working trolley frame. The lower guide roller is used to support the bottom of the rail to be worked, and the rotation axis of the pair of guide side rollers is arranged vertically for rolling connection with the rail to be worked for guidance.
3. The track changing system according to claim 2, characterized in that, The guide wheel assembly also includes: The rail guide wheel assembly transverse shifting seat has a pair of oppositely arranged rail guide wheel assembly frames along the length direction, which are spaced apart to form a rail limiting space; each of the rail guide wheel assembly frames is provided with a guide side roller; The guide roller is located between the pair of rail guide wheel frames and is fixed to the rail guide wheel transverse shift seat.
4. The track changing system according to claim 3, characterized in that, Any of the guide rollers includes: The upper guide roller and the lower guide roller are arranged vertically in sequence, and both the upper guide roller and the lower guide roller are arranged horizontally. The upper guide roller is used for rolling contact with the head of the rail; the rim of the lower guide roller protrudes from the rim of the upper guide roller and is used for rolling contact with the neck of the rail.
5. The track changing system according to claim 4, characterized in that, The guide wheel assembly also includes: The base pulleys are located on both sides below the transverse shift seat of the rail guide wheel assembly; The auxiliary operation trolley frame includes a frame body, the frame body is provided with a transverse sliding groove extending along the length direction, and the base pulley is located in the transverse sliding groove and can slide along the transverse sliding groove.
6. The track changing system according to claim 5, characterized in that, The rail guide wheel assembly also includes several transverse fixing grooves, which are arranged along the length direction at the bottom of the transverse seat of the rail guide wheel assembly; The frame body has several transverse fixing holes along its length, which are arranged along the length of the frame body and correspond to the transverse fixing grooves. The rail guide wheel assembly is detachably fixed to the frame body via threaded fasteners, the transverse fixing holes, and the transverse fixing grooves.
7. The track changing system according to any one of claims 1-6, characterized in that, The auxiliary operation trolley also includes: The limiting clamp assembly is located at both ends of the auxiliary working trolley frame along its length. The limiting clamp assembly includes a set of opposing limiting clamps, which are arranged opposite each other to form a limiting cavity for clamping the head of the track, thereby limiting the upward movement of the auxiliary working trolley.
8. The track changing system according to claim 1, characterized in that, The auxiliary operation trolley consists of three vehicles, arranged longitudinally along the track. The auxiliary operation trolley at the head end has its running device mounted on the old rail. Two sets of rail guide wheel sets are fixed to one side of the auxiliary operation trolley to support the new rail located on the same side of the track. The auxiliary operation trolley in the middle is equipped with a traveling device that travels on the old rail. Two sets of rail guide wheel sets are fixed on the lateral sides of the auxiliary operation trolley to transport the new rail to the preset position on the track. The auxiliary operation trolley at the rear end has its traveling device mounted on the new rail. Two sets of rail guide wheels are fixed to one side of the auxiliary operation trolley and are mounted on the same side as the rail guide wheels at the front end, for returning the old rail to one side of the track.
9. The track changing system according to claim 1, characterized in that, The auxiliary operation trolley consists of two vehicles, arranged longitudinally along the track. The auxiliary operation trolley at the head end has its running device mounted on the old rail. Two sets of rail guide wheel sets are fixed to the lateral sides of the auxiliary operation trolley to support the new rail located on that side. The auxiliary operation trolley at the rear end has its running device mounted on the new rail. Two sets of rail guide wheels are fixed to the lateral sides of the auxiliary operation trolley to support the old rail located on that side.
10. A method for operating a track changing system based on any one of claims 1-9, characterized in that, include: The traction trolley and N sets of auxiliary operation trolleys are moved to the operation position on the track, and the traction trolley is connected to the first auxiliary operation trolley and each set of auxiliary operation trolleys by steel cables; Based on the positions of the new and old rails, adjust and fix the position of the rail guide wheel sets of each auxiliary operation trolley relative to the frame of the auxiliary operation trolley; The new rail is lifted and sequentially inserted from the first group into the rail guide wheel group of the N-1 auxiliary operation trolley. The inserted new rail is then placed in the rail bearing groove of the track. Place the Nth group of auxiliary operation trolleys on the new rails. The old rails are pulled out of the rail bearing grooves, lifted, and then inserted into the rail guide wheel group of the Nth group of auxiliary operation trolleys, and guided to the outside of the rails. The traction trolley pulls each auxiliary trolley to move longitudinally for continuous track changing; After the rail replacement is completed, the old rails are removed from the rail guide wheel sets of each auxiliary operation trolley and placed in the preset position on the rail.