Off-board welding integrated rail changing construction system

Abstract

The utility model discloses a non-vehicle-mounted welding integrated rail changing construction system which comprises a first marshalling train and a second marshalling train, and the first marshalling train comprises a first locomotive, a long rail vehicle and a second locomotive which are sequentially connected from front to back. And the second marshalling train comprises a third locomotive, a welding all-in-one machine, a rail welding vehicle, a fourth locomotive, a rail collecting vehicle set, a high-power rail vehicle, a fifth locomotive, an auxiliary vehicle set and a sixth locomotive which are sequentially connected from front to back. According to the application, an integrated construction mode of unloading, welding, replacing and collecting rails on the same day is completed in a section of superposing 25% o ramps at the height of 175 mm by using the existing movable rail welding equipment within 335 minutes of blocking, so that the purposes of cleaning materials after work and cleaning people on the site can be achieved, and the replacement, welding and collection construction of two pairs of new steel rails can be completed on the premise that thermit welding is not used in one skylight, so that the construction efficiency is improved, and the construction cost is reduced. And interference and capital investment on transportation are reduced.

Description

Technical Field

[0001] This application belongs to the technical field of track rail replacement construction, and specifically relates to a non-vehicle-mounted welding integrated rail replacement construction system. Background Art

[0002] The existing rail replacement construction organization mode is as follows: in advance, use a T11 long rail transport vehicle to unload the long rail bars to be replaced onto the ballast shoulder outside the rail or into the ballast core, and use anti-expansion tie rods to reinforce the rails to be replaced. One day before rail replacement, use the offline welding operation mode. After welding the unit rail bars that have been unloaded in advance into long rail bars of more than 1 km, continue to use anti-expansion tie rods for reinforcement. After the old rail bars are taken off the track on the day of rail replacement, cut them into rail bars of about 500 m and continue to place them on the ballast shoulder outside the rail or into the ballast core, and use anti-expansion tie rods to reinforce them for collection. According to the construction arrangement, use a T11 long rail transport vehicle or cut them into 25 m short rails again, and use the rail collection working device for recovery. However, the biggest problem with this construction organization is the safety hazard of long rails being placed on the ballast shoulder outside the rail or in the ballast core for a long time.

[0003] Although the existing integrated rail replacement construction method can also complete all rail replacement operations within one skylight by adding vehicle-mounted welding equipment to the long rail train formation, and achieve a clean work site with all materials cleared and workers leaving the site clean. However, after adding vehicle-mounted welding equipment, the pure operation time of rail replacement is correspondingly extended, the line block time is longer, and the interference to transportation is greater. On the other hand, the existing integrated rail replacement construction method not only requires the purchase of new equipment, but also results in a decrease in the utilization rate of existing mobile welding equipment, with poor economy. Therefore, it is necessary to explore and innovate on how to complete all rail replacement operations within one skylight based on the use of existing mobile welding equipment. Utility Model Content

[0004] The purpose of this application is to provide a non-vehicle-mounted welding integrated rail replacement construction system, which realizes the integrated construction mode of unloading rails, welding rails, replacing rails, and collecting rails on the same day within 335 minutes of line block in a section with a 175 mm super-elevation and a 25‰ ramp by using existing mobile welding equipment. It can not only achieve a clean work site with all materials cleared and workers leaving the site clean, but also complete the replacement, welding, and collection construction of two pairs of new rails without using thermite welding within one skylight, reducing the interference to transportation and capital investment.

[0005] The purpose of this application is achieved through the following technical solutions:

[0006] A non-vehicle-mounted welding integrated rail replacement construction system includes a first formation train and a second formation train. The first formation train includes a first locomotive, a long rail car, and a second locomotive connected in series from front to back. The second formation train includes a third locomotive, a welding and straightening integrated machine, a rail welding car, a fourth locomotive, a rail collection car group, a high-power rail car, a fifth locomotive, an auxiliary car group, and a sixth locomotive connected in series from front to back.

[0007] Furthermore, the rail welding vehicle includes a bicycle body, a crane, a rail welding supply unit, a rail welding machine body, an extension pipeline and a machine body bracket. The bicycle body runs on the rails. The bicycle body is provided with a crane for lifting the rail welding machine body. The rail welding machine body is placed on the bicycle body or the machine body bracket. The machine body bracket is placed on the roadbed. When the rail welding machine body is placed on the machine body bracket, it is connected to the rail welding supply unit on the bicycle body through the extension pipeline.

[0008] Furthermore, the body support includes a first longitudinal support rod and a second longitudinal support rod arranged on the left and right sides, a first cross rod located on the front side and a second cross rod located on the rear side are connected between the first longitudinal support rod and the second longitudinal support rod, body supports are provided on the first longitudinal support rod and the second longitudinal support rod, and an upward convex structure that crosses the rails is formed on the first cross rod and the second cross rod.

[0009] Furthermore, the first longitudinal support rod and the second longitudinal support rod are both straight rod structures, the first cross rod and the second cross rod are both U-shaped structures, and the supporting surface of the body support is a bent surface, which includes an inner supporting plane and an outer supporting inclined surface.

[0010] Furthermore, the first longitudinal support rod and / or the second longitudinal support rod are provided with limiting ears located at the front and rear sides, the limiting ears are connected to the bracket end of the limiting cable, and the other end of the limiting cable is the body end.

[0011] Furthermore, the machine body support is secured on the roadbed via a support assembly.

[0012] Furthermore, the support assembly includes a top support rod, one end of which is connected to a bracket clamp, and the other end of which is connected to a rail clamp, and both the bracket clamp and the rail clamp are provided with a U-shaped clamping groove.

[0013] Furthermore, the support assembly includes a pull rod, one end of which is connected to a ballast buckle head, the ballast buckle head is an arc-shaped buckle plate, and a locking nut is provided on the threaded portion of the other end of the pull rod.

[0014] Furthermore, the track collecting vehicle group includes a first track collecting device, a boxcar and a second track collecting device which are sequentially connected from front to back.

[0015] Furthermore, the auxiliary vehicle group includes a road flat car, a first passenger car, a second passenger car, a third passenger car and a fourth passenger car connected in sequence from front to back.

[0016] Beneficial effects of this application:

[0017] (1) It is possible to complete all the operations of rail unloading, rail welding, rail replacement, and rail collection at one time in a section with a super-high height of 175 mm and a slope of 25‰ within the 335-minute blockade time for rail replacement construction of railway lines.

[0018] (2)Eliminates the safety hazards of long rails being placed on the outer ballast shoulder or in the track core of the rail for a long time.

[0019] (3)For the first time in the major repair and rail replacement construction in the 175mm superelevation superimposed with a 25‰ ramp section, thermite welding was completely phased out.

[0020] (4)Further improves the efficiency of major repair and rail replacement construction. The construction that originally required multiple skylights is implemented within one skylight, greatly reducing the interference with transportation.

[0021] (5)A small amount of capital investment achieves the same effect as the existing on-vehicle welding integrated construction method. While eliminating the need to purchase on-vehicle welding equipment, it also greatly improves the utilization rate of the existing YHGQ-1200 type pneumatic rail welding vehicle and YHGR-1200 type welding and finishing integrated machine.

[0022] The foregoing main solution of the present application and its various further alternative solutions can be freely combined to form multiple solutions, all of which are solutions that can be adopted and claimed in the present application; and in the present application, (each non-conflicting alternative) alternatives can be freely combined with each other and with other alternatives. Those skilled in the art can understand that there are various combinations according to the prior art and common general knowledge after understanding this solution, all of which are the technical solutions to be protected in the present application and will not be enumerated here. Brief Description of the Drawings

[0023] Figure 1 is the formation schematic diagram of the first formation train of the present application.

[0024] Figure 2 is the formation schematic diagram of the second formation train of the present application.

[0025] Figure 3 is the operation schematic diagram of the split welding operation of the rail welding vehicle of the present application.

[0026] Figure 4 is the structural schematic diagram of the split welding operation of the rail welding vehicle of the present application.

[0027] Figure 5 is the three-dimensional view of the body support structure of the present application.

[0028] Figure 6 is the side view of the body support structure of the present application.

[0029] In the figure: 10 - the first formation train, 11 - the first locomotive, 12 - the long rail car, 13 - the second locomotive; 20 - the second formation train, 21 - the third locomotive, 22 - the welding and straightening integrated machine, 23 - the rail welding vehicle, 24 - the fourth locomotive, 25 - the rail receiving car group, 26 - the high-power rail car, 27 - the fifth locomotive, 28 - the auxiliary car group, 29 - the sixth locomotive.

[0030] 231 - Bicycle body, 232 - Crane, 233 - Rail welding supply unit, 234 - Rail welding machine body, 235 - Extension pipeline, 236 - Machine body support, 237 - Support assembly; 251 - First rail receiving device, 252 - Gondola car, 253 - Second rail receiving device; 281 - Road flat car, 282 - First passenger car, 283 - Second passenger car, 284 - Third passenger car, 285 - Fourth passenger car.

[0031] 2361 - First longitudinal support rod, 2362 - Second longitudinal support rod, 2363 - First cross bar, 2364 - Second cross bar, 2365 - Machine body support seat, 2367 - Limit ear, 2368 - Limit cable; 2371 - Top support rod, 2372 - Bracket chuck, 2373 - Rail chuck, 2374 - Anti - pull rod, 2375 - Ballast fastener, 2376 - Locking nut Detailed implementation manners

[0032] The present application will be further described below in conjunction with specific embodiments and the drawings.

[0033] Reference Figures 1 to 6 As shown, a non - vehicle - mounted integrated rail replacement construction system includes a first formation train 10 and a second formation train 20.

[0034] The first formation train 10 includes a first locomotive 11, a long rail car 12 (T11 long rail car), and a second locomotive 13 connected in series from front to back. The second formation train 20 includes a third locomotive 21, a welding and straightening integrated machine 22 (YHGR - 1200 type welding and straightening integrated machine), a rail welding car 23 (YHGQ - 1200 type pneumatic rail welding car), a fourth locomotive 24, a rail receiving car group 25, a high - power rail car 26, a fifth locomotive 27, an auxiliary car group 28, and a sixth locomotive 29 connected in series from front to back.

[0035] The first locomotive 11, the second locomotive 13, the third locomotive 21, the fourth locomotive 24, the fifth locomotive 27, and the sixth locomotive 29 are used to tow other car groups to travel on the rails together, serving as the basic conditions for rail replacement construction.

[0036] The long rail car 12 is a T11 long rail car, mainly used for rail unloading operations. This car is powered by a 500 - kw generator set to provide power for equipment such as rail conveyors and winches, which are installed in the equipment power room. The rail conveyor is driven by a hydraulic motor, and its driving wheels are closely attached to the bottom of the rail, responsible for transporting the long rail to the unloading chute, providing power for the initial landing of the long rail. It is installed in the middle of the tail operation vehicle, and two are arranged symmetrically to transport two rail bars simultaneously. The winch is driven by an electric motor, and through the steel wire rope, the operation trolley is lowered below or recovered into the T11 long rail transport carriage, and is arranged at the tail of the operation vehicle. The first locomotive 11 cooperates with the long rail car 12 to gradually lower the rail to the ground while moving forward.

[0037] The integrated welding and straightening machine 22 is the YHGR-1200 type integrated welding and straightening machine. The YHGQ-1200 type integrated welding and straightening flash welding machine is containerized, loaded on a road maintenance flat car for operation, and has no self-power. All devices of this equipment are arranged inside the container, which consists of two containers. Inside the power room container, there is mainly a 450kw Volvo generator set and an air dryer. Inside the working room container, there is a YHGR-1200 type integrated welding and straightening flash welding machine, a crane, a chiller, a hydraulic pump station, an autotransformer, etc. The generator set provides power for the equipment, which is matched to the current and voltage required for welding operations through the autotransformer; the air dryer is mainly responsible for filtering the moisture in the compressed air to prevent corrosion inside the pipelines and components; the hydraulic pump station provides a power source for each hydraulic actuator of the welding machine, and is uniformly controlled by the central control computer of the welding machine to achieve full automation of the welding operation process.

[0038] The rail welding vehicle 23 is the YHGQ-1200 type pneumatic rail welding vehicle. The YHGQ-1200 type pneumatic rail welding vehicle is a large-scale railway maintenance machine integrating self-propelled operation on railway lines and welding operations. It is powered by a Deutz in-line 12-cylinder air-cooled engine. The running components are two groups of speed-up bogies, and the bogies are designed in an H-shaped structure. The front bogie is equipped with two powered axles, and the rear bogie is equipped with two non-powered axles. The powered axles are driven by hydraulic motors suspended on the bogies. The hydraulic motors are connected to the hydraulic pumps through pipelines. The hydraulic pumps are inserted on the power take-off box, and the power take-off box is connected to the engine through a coupling to form a hydrostatic drive running circuit. Another core component of the YHGQ-1200 type pneumatic rail welding vehicle is the GPW-1200 type pneumatic welding machine carried on it. This equipment also uses the engine as the operation power source and obtains power through the hydraulic pump inserted on the power take-off box. A double-arm crane is installed at the front end of the YHGQ-1200 pneumatic rail welding vehicle. The welding machine is connected to the crane through a lifting chain, and the precise alignment of the welding machine can be achieved by operating the crane. The actions of each actuator and the gas flow control of the GPW-1200 type pneumatic welding machine are all controlled by the central control computer, and the execution signals are sent through the PLC to achieve full automation of the welding operation process.

[0039] The rail collection car group 25 includes a first rail collection device 251, a boxcar 252, and a second rail collection device 253 that are successively coupled from front to back. The function of placing the boxcar in the middle is to ensure that a single stop can satisfy the simultaneous operation of two sets of rail collection devices. The old rail removed from the track on the same day is cut into 24.5-meter short rails using gas cutting and recovered using the LSD-I rail collection working device. The main crossbeam of the cantilever steel frame of the LSD-I rail collection working device is formed by welding box girders. It is equipped with a Cummins 30kw generator set to provide power. The winch is driven by an electric motor, and the steel wire rope is arranged along the cantilever steel frame. The load of the winch is reduced through a pulley block to achieve the function of lifting heavy objects. A hydraulic cylinder is installed on the cantilever steel frame, which can provide a lateral force to make the upper sliding part of the cantilever steel frame move horizontally, realizing the horizontal transverse movement of heavy objects. The fourth locomotive 24 cooperates with the rail collection car group 25 to recover the cut short rails while moving forward.

[0040] The auxiliary car group 28 includes a road flatcar 281, a first passenger car 282, a second passenger car 283, a third passenger car 284, and a fourth passenger car 285 that are successively coupled from front to back. The fifth locomotive 27 pulls the auxiliary car group for material collection operations. The road flatcar 281 is used for loading materials, and the passenger cars are used for the operators to ride.

[0041] The rail welding car 23 includes a bicycle body 231, a crane 232, a rail welding supply unit 233, a rail welding machine body 234, an extension pipeline 235, a machine body support 236, and a support assembly 237.

[0042] The bicycle body 231 travels on the rails and can achieve the function of self-propulsion, carrying other structures and units of the rail welding car for driving and moving. A crane 232 for lifting the rail welding machine body 234 is provided on the bicycle body 231. The crane 232 is arranged at the rear of the bicycle body 231 and has the functions of horizontal rotation and lifting and lowering. The crane is used to lift the rail welding machine body 234 from the bicycle body 231 downward or to lift the rail welding machine body 234 from the support and recover it to the bicycle body 231.

[0043] The rail welding machine body 234 is placed on the bicycle body 231 or the machine body support 236. When placed on the bicycle body 231, it is for transportation, and when placed on the machine body support 236, it is for welding operations. When the rail welding machine body 234 is placed on the machine body support 236, it is connected to the rail welding supply unit 233 on the bicycle body 231 through the extension pipeline 235. After the rail welding machine body 234 is separated from the bicycle body 231, the rail welding supply unit 233 can maintain the supply capacity to the rail welding machine body 234, providing water, electricity, gas, and oil required for the operation of the rail welding machine body 234.

[0044] The machine body support 236 is placed on the roadbed, and the machine body support 236 is used to place and fix the rail welding machine body, providing height and space for the rail welding. The machine body support 236 is fixed on the roadbed by the support assembly 237, and the support assembly 237 is used to provide a lateral support force for the machine body support 236, ensuring that the machine body support 236 can still remain stable under the lateral and / or longitudinal slopes, without relative slippage, to avoid affecting the stability of the operation.

[0045] The machine body support 236 includes a first longitudinal support rod 2361 , a second longitudinal support rod 2362 , a first cross-bar 2363 , a second cross-bar 2364 , a machine body support 2365 , a limiting ear 2367 and a limiting rope 2368 .

[0046] The first longitudinal support rod 2361 and the second longitudinal support rod 2362 are arranged on the left and right sides respectively, and the first cross-bar 2363 and the second cross-bar 2364 are arranged on the front and rear sides respectively. The first longitudinal support rod 2361 and the second longitudinal support rod 2362 are welded with the first cross-bar 2363 and the second cross-bar 2364 to form the main frame of the bracket. The two longitudinal support rods are used for supporting the transition between the rail welding machine body and the track bed, and the two cross-bars are used to form the frame as a whole and realize the crossing of the rails.

[0047] The first longitudinal support rod 2361 and the second longitudinal support rod 2362 are both straight rod structures, preferably steel square tubes, which can be stably placed on the roadbed and also facilitate the placement of the machine body support 2365. The first cross rod 2363 and the second cross rod 2364 are both formed with an upward convex structure that crosses the rails. Preferably, the first cross rod 2363 and the second cross rod 2364 are both steel square tubes welded into a U-shaped structure to ensure that the bracket can cross the rails and realize the placement of the bracket.

[0048] A machine body support 2365 is welded to the first longitudinal support rod 2361 and the second longitudinal support rod 2362, and two machine body supports 2365 are welded to the two longitudinal support rods, thereby forming a rectangular four-point support placement, which can ensure the stable placement of the rail welding machine body.

[0049] The first longitudinal support rod 2361 and / or the second longitudinal support rod 2362 are screwed with limiting ears 2367 located on the front and rear sides, and the limiting ears 2367 are connected to the bracket end of the limiting rope 2368. The other end of the limiting rope 2368 is the body end. After the welding rail body is placed on the bracket, the body end of the limiting rope 2368 is connected to the welding rail body. The flexible connection of the limiting rope 2368 is utilized to realize the longitudinal movement of the welding rail body along a certain range. When the welding rail body moves to the extreme position, the limiting rope 2368 pulls the welding rail body to restrict it from continuing to move.

[0050] The support assembly 237 is of the top support type and includes a top support rod 2371, a bracket chuck 2372, and a rail chuck 2373. One end of the top support rod 2371 is welded to the bracket chuck 2372. The bracket chuck 2372 is provided with a U-shaped slot, enabling the bracket chuck 2372 to be clamped on the first longitudinal support rod 2361 or the second longitudinal support rod 2362. The other end of the top support rod 2371 is welded to the rail chuck 2373. The rail chuck 2373 is provided with a U-shaped slot, enabling the rail chuck 2373 to be clamped on the rail close to the longitudinal support rod. Then, the rail located under the slope of the bracket is used as the top support, and the stability of the machine body bracket is maintained through the top support rod 2371 to prevent it from sliding down during operation.

[0051] Alternatively, the support assembly 237 is of the anti-pull type and includes an anti-pull rod 2374, a roadbed buckle 2375, and a locking member. One end of the anti-pull rod 2374 is connected to the roadbed buckle 2375. The roadbed buckle 2375 is an arc-shaped buckle plate, which is locked on the anti-pull rod 2374 by a nut. The roadbed buckle 2375 is reversely buckled on the upper corner of the side of the roadbed and remains in a state of fitting the roadbed. The other end of the anti-pull rod 2374 is provided with a locking member. Preferably, a locking nut 2376 is provided on the threaded portion at the other end of the anti-pull rod 2374. The threaded portion passes through the longitudinal support rod and is fixed to the longitudinal support rod by the locking nut 2376. Then, the side portion of the roadbed located on the slope is used as the anti-pull support, and the stability of the machine body bracket is maintained through the anti-pull rod 2374 to prevent it from sliding down during operation.

[0052] The basic example of the present application and its various further selection examples can be freely combined to form multiple embodiments, all of which are embodiments that can be adopted and claimed in the present application. In the solution of the present application, each selection example can be arbitrarily combined with any basic example and selection example.

[0053] The above are only the preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A non-vehicle-mounted welding integrated track-changing construction system, comprising a first train set (10) and a second train set (20), characterized in that: The first train set (10) comprises a first locomotive (11), a long rail car (12) and a second locomotive (13) which are connected in sequence from front to back, and the second train set (20) comprises a third locomotive (21), a welding machine (22), a rail welding car (23), a fourth locomotive (24), a rail collecting car set (25), a high-power rail car (26), a fifth locomotive (27), an auxiliary car set (28) and a sixth locomotive (29) which are connected in sequence from front to back.

2. The non-vehicle-mounted welding integrated track-changing construction system according to claim 1 is characterized in that: The rail welding vehicle (23) comprises a bicycle body (231), a crane (232), a rail welding supply unit (233), a rail welding machine body (234), an extension pipeline (235) and a machine body support (236); the bicycle body (231) travels on a steel rail; a crane (232) for hoisting the rail welding machine body (234) is arranged on the bicycle body (231) or the machine body support (236); the machine body support (236) is arranged on a roadbed; when the rail welding machine body (234) is arranged on the machine body support (236), it is communicated with the rail welding supply unit (233) on the bicycle body (231) through the extension pipeline (235).

3. The non-vehicle-mounted welding integrated track-changing construction system according to claim 2 is characterized in that: The machine body support (236) comprises a first longitudinal support rod (2361) and a second longitudinal support rod (2362) arranged on the left and right sides, a first cross rod (2363) located at the front side and a second cross rod (2364) located at the rear side are connected between the first longitudinal support rod (2361) and the second longitudinal support rod (2362), a machine body support (2365) is provided on the first longitudinal support rod (2361) and the second longitudinal support rod (2362), and an upper convex structure that crosses the rail is formed on the first cross rod (2363) and the second cross rod (2364).

4. The non-vehicle-mounted welding integrated track-changing construction system according to claim 3 is characterized in that: The first longitudinal support rod (2361) and the second longitudinal support rod (2362) are both straight rod structures, the first cross rod (2363) and the second cross rod (2364) are both U-shaped structures, and the support surface of the body support (2365) is a bent surface, which includes an inner support plane and an outer support inclined surface.

5. The non-vehicle-mounted welding integrated track-changing construction system according to claim 3 is characterized in that: The first longitudinal support rod (2361) and / or the second longitudinal support rod (2362) are provided with limiting ears (2367) located at the front and rear sides, and the limiting ears (2367) are connected to the bracket end of the limiting rope (2368), and the other end of the limiting rope (2368) is the body end.

6. The non-vehicle-mounted welding integrated track-changing construction system according to claim 2 is characterized in that: The machine body support (236) is secured on the roadbed via a support assembly (237).

7. The non-vehicle-mounted welding integrated track-changing construction system according to claim 6 is characterized in that: The support assembly (237) comprises a top support rod (2371), one end of the top support rod (2371) is connected to a bracket clamp (2372), and the other end of the top support rod (2371) is connected to a track clamp (2373), and both the bracket clamp (2372) and the track clamp (2373) are provided with a U-shaped clamping groove.

8. The non-vehicle-mounted welding integrated track-changing construction system according to claim 6 is characterized in that: The support assembly (237) includes a pull rod (2374), one end of which is connected to a track bed buckle (2375), the track bed buckle (2375) is an arc-shaped buckle plate, and a locking nut (2376) is provided on the threaded portion of the other end of the pull rod (2374).

9. The non-vehicle-mounted welding integrated track-changing construction system according to claim 1 is characterized in that: The track collecting vehicle group (25) comprises a first track collecting device (251), a boxcar (252) and a second track collecting device (253) which are sequentially connected from front to back.

10. The non-vehicle-mounted welding integrated track-changing construction system according to claim 1 or 9, characterized in that: The auxiliary vehicle group (28) comprises a road flat car (281), a first passenger car (282), a second passenger car (283), a third passenger car (284) and a fourth passenger car (285) which are connected in sequence from front to back.

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