Steel rail transportation frame and steel rail transportation assembly
By designing bogies with buffering capabilities and rail transport frames with a margin of safety, the problem of rail shifting during transportation was solved, thus achieving stability and safety of the rails on railway flatcars.
Patent Information
- Application Number
- CN202423007812.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-06
- Publication Date
- 2025-10-31
- Estimated Expiration
- 2034-12-06
AI Technical Summary
In existing technologies, steel rails tend to move back and forth due to inertia during transportation, resulting in poor stability and problems such as vehicle weight concentration and uneven weight distribution.
Design a rail transport frame including a bogie with a buffer function. The upper and lower bogies have a margin of movement and are equipped with a buffer to provide front and rear buffering and ensure the stability of the rails during transportation.
During curves, braking, or acceleration, the rails have room for swinging and forward/backward movement. The buffers provide a cushioning effect, preventing the rails from shifting back and forth, improving transport stability, and preventing the flatcars from jerking and bumping.
Smart Images
Figure CN223494511U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of rail transportation technology, and in particular relates to a rail transport frame and a rail transport assembly. Background Technology
[0002] The 25-meter-long steel rails are mainly transported by straddling two ordinary flatbed railway cars, using a six-point special bogie as the primary tool. The rails are loaded in layers on the bogie. Currently, bogies include fixed-center bogies and movable-center bogies. Both fixed-center and movable-center bogies consist of a lower frame and an upper frame. A convex shaft is installed in the middle of the lower end of the upper frame, which is rotatably connected to the middle of the upper end of the corresponding lower frame. For movable-center bogies, the rotatable connection point between the lower and upper frames can move back and forth in the middle of the lower frame. However, for fixed-center bogies, the connection point between the lower and upper frames can only rotate. This results in a noticeable back-and-forth swaying of the rails due to inertia when the vehicle brakes or curves, leading to poor rail stability and problems such as concentrated weight and uneven weight distribution in the vehicle. Utility Model Content
[0003] In order to solve the above-mentioned technical problems, the purpose of this utility model is to provide a rail transport frame that can lift the rails and has a buffering effect to prevent the rails from moving back and forth during transportation.
[0004] To achieve the above objectives, the technical solution of this utility model is as follows: A rail transport frame is used to support long strip rails on two adjacent railway flatcars. It includes two bogies, each bogie being positioned at the midpoint of the two railway flatcars along their length. Each bogie has a lower frame and an upper frame. The lower frame is mounted on the corresponding railway flatcar in a left-right direction. The upper frame is positioned in a left-right direction and mounted on the corresponding lower frame. The upper frame has a range of motion for forward and backward movement and circumferential rotation on the corresponding lower frame. The rails are supported on the two upper frames, and at least one upper frame on the bogie provides a buffering effect during forward and backward movement.
[0005] The beneficial effects of the above technical solution are as follows: when the two railway flatcars are going through curves, braking or accelerating, the rails supported on the two bogies have a margin for swinging and forward and backward movement relative to the two railway flatcars. At the same time, when the railway flatcars brake or accelerate, the bogies with a buffering function can also buffer the rails to avoid the rails from moving forward and backward, thereby further preventing the railway flatcars from jerking and lurching with the rails.
[0006] In the above technical solution, the two bogies are a first bogie and a second bogie, the upper frame and lower frame of the first bogie are a first upper frame and a first lower frame, the upper frame and lower frame of the second bogie are a second upper frame and a second lower frame, and a buffer is also provided on the second bogie to provide a front and rear buffering force to the second upper frame.
[0007] The beneficial effect of the above technical solution is that the second bogie can apply a buffering effect in the front and rear directions to the corresponding second upper frame.
[0008] In the above technical solution, a straight first insertion hole is provided in the middle of the first lower frame along the front-back direction, and a first protruding shaft is vertically protruding in the middle of the lower end of the first upper frame. The first protruding shaft is inserted into the first insertion hole, and the first protruding shaft can move back and forth or rotate in the first insertion hole to provide the first upper frame with a range of motion for front-back movement and circumferential rotation.
[0009] The advantages of the above technical solution are: its structure is simple, which makes it easy to assemble and disassemble the first upper frame and the first lower frame. After the first upper frame is installed on the first lower frame, it can slide back and forth relative to the first lower frame and can also rotate relative to the first lower frame.
[0010] In the above technical solution, a cavity is provided in the middle of the second lower frame, and a straight second insertion hole is provided in the middle of the upper end of the second lower frame along the front and back. The buffer is installed in the cavity at the middle of the upper end of the second insertion hole. A second convex shaft is vertically protruding from the middle of the lower end of the second upper frame. The second convex shaft is inserted into the second insertion hole, and the second convex shaft can move back and forth or rotate in the second insertion hole to provide the second upper frame with a range of motion for front-back movement and circumferential rotation. The buffer is used to provide a front-back buffering force for the second convex shaft.
[0011] The beneficial effect of the above technical solution is that the second upper frame can be buffered by the buffer when it moves back and forth, thereby counteracting the tendency of the rail to move back and forth due to inertia.
[0012] The above technical solution includes two buffers, which are arranged in the cavity along the front-back direction and the buffer ends of the two buffers are close to each other. The second convex shaft is located between the two buffers, and the two buffers are used to jointly provide a front-back buffering force to the second convex shaft.
[0013] The beneficial effect of the above technical solution is that the two buffers work together to apply a buffering force in the front-back direction to the second upper frame, thus making its buffering effect better.
[0014] In the above technical solution, a sliding sleeve is also provided in the cavity of the second lower frame. The sliding sleeve is vertically arranged and slidably installed in the cavity in the front-back direction, and is located between the two buffers. The inner hole of the sliding sleeve communicates with the second insertion hole. The second convex shaft is used to insert into the sliding sleeve and can rotate relative to the sliding sleeve.
[0015] The beneficial effect of the above technical solution is that it makes it more convenient to install the second upper frame on the second lower frame.
[0016] The buffer described in the above technical solution is a non-Newtonian fluid buffer.
[0017] The beneficial effects of the above technical solution are: it has a good buffering effect, and when the second upper frame slides violently back and forth, the buffer can stop it, while when the second upper frame slides relatively gently back and forth, the buffer can play a buffering and shock absorption role.
[0018] The second objective of this utility model is to provide a rail transport assembly with a simple structure, excellent rail support effect, and the ability to prevent the rail from shifting back and forth.
[0019] To achieve the above objectives, the technical solution of this utility model is as follows: a rail transport assembly, including rams and a rail transport frame as described above, wherein each section of the railway flatcar is provided with multiple rams, and the two bogies and the multiple rams are used to jointly support the rails on the two sections of the railway flatcar.
[0020] The advantages of the above technical solution are: its structure is simple, which can meet the loading of 25m long steel rails on two railway flatcars, and the steel rails have good stability during transportation. Especially when the railway flatcars go through curves, the two bogies can provide the steel rails with sufficient steering margin and forward and backward movement margin. At the same time, the bogies with buffer function can also prevent the steel rails from moving back and forth when the railway flatcars brake or accelerate.
[0021] The above technical solution includes four rams, with one ram installed at each end of the upper part of each section of the railway flatcar.
[0022] The beneficial effect of the above technical solution is that it enables the rails to have a better supporting effect on each section of the railway flatcar.
[0023] The above technical solution describes a rail consisting of multiple rails, which are stacked in multiple layers.
[0024] The beneficial effect of the above technical solution is that it enables multiple rails to be transported simultaneously, thereby increasing the transport capacity. Attached Figure Description
[0025] Figure 1 This is a schematic diagram of the bogie structure described in Embodiment 1 of this utility model;
[0026] Figure 2 This is an elevation view of the first lower frame in Embodiment 1 of this utility model;
[0027] Figure 3 This is a bottom view of the first upper frame in Embodiment 1 of this utility model;
[0028] Figure 4 This is a side view of the first upper frame in Embodiment 1 of this utility model;
[0029] Figure 5 This is an assembly diagram of the first upper frame and the first lower frame in Embodiment 1 of this utility model;
[0030] Figure 6 This is another assembly diagram of the first upper frame and the first lower frame in Embodiment 1 of this utility model;
[0031] Figure 7 This is a top view of the second lower frame in Embodiment 1 of this utility model;
[0032] Figure 8 This is a schematic diagram of the interior of the cavity of the second lower frame in Embodiment 1 of this utility model;
[0033] Figure 9 This is an assembly diagram of the first upper frame and the first lower frame in Embodiment 1 of this utility model;
[0034] Figure 10 This is another assembly diagram of the first upper frame and the first lower frame in Embodiment 1 of this utility model;
[0035] Figure 11 This is a schematic diagram of the rail transport assembly described in Embodiment 2 of this utility model;
[0036] Figure 12 for Figure 11 A schematic diagram of a local structure in the image;
[0037] Figure 13 This is a schematic diagram showing the distribution of rails on two railway flatcars when they pass through a curve in this embodiment of the present invention.
[0038] In the diagram: 1. Bogie; 11. Lower frame; 12. Upper frame; 1a. First bogie; 1b. Second bogie; 11a. First lower frame; 111a. First insertion hole; 12a. First upper frame; 121a. First cam shaft; 11b. Second lower frame; 111b. Second insertion hole; 112b. Sliding sleeve; 113b. Cavity; 12b. Second upper frame; 121b. Second cam shaft; 13b. Buffer; 10. Rail transport frame; 20. Railway flatcar; 30. Rail; 40. Ram; 50. Timber pad. Detailed Implementation
[0039] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present utility model. In addition, it should be understood that the specific embodiments described herein are only for illustration and explanation of the present utility model and are not intended to limit the present utility model. In the present utility model, unless otherwise stated, directional terms such as "upper" and "lower" generally refer to the upper and lower positions of the device in actual use or operation, specifically the drawing directions in the accompanying drawings; while "inner" and "outer" refer to the outline of the device.
[0040] Example 1
[0041] like Figures 1-10 and Figure 13 As shown, this embodiment provides a rail transport frame for mounting on two adjacent railway flatcars 20 to support long strips of rail 30. It includes two bogies 1, each positioned at the midpoint of one of the two railway flatcars 20 along its length. Each bogie 1 has a lower frame 11 and an upper frame 12. The lower frame 11 is mounted on the corresponding railway flatcar 20 in a left-right direction. The upper frame 12 is positioned in a left-right direction and mounted on the corresponding lower frame 11, and the upper frame 12 has a forward-backward movement capability on the corresponding lower frame 11. The rails 30 are supported on the two upper frames 12, and the upper frame 12 corresponding to at least one bogie 1 has a buffering effect when moving back and forth. This allows the rails supported on the two bogies to have a swinging and back and forth movement relative to the two railway flatcars during curves, braking or acceleration. At the same time, when the railway flatcars brake or accelerate, the bogies with buffering effect can also buffer the rails to prevent the rails from moving back and forth, thereby further preventing the railway flatcars from jerking and bumping along with the rails.
[0042] See details Figure 13 In this embodiment, the two upper frames have front-to-back movement margin and rotation margin relative to the corresponding lower frames to accommodate the turning problem of the two railway flatcars when encountering curves (mainly when the included angle between the two railway flatcars is not a flat angle, the straight distance between the two upper frames may shorten, but the support points of the rail and the two upper frames remain unchanged. Therefore, when the angle between the two railway flatcars changes, the distance between the two upper frames must be able to make corresponding displacement and deflection. Otherwise, the rigidity of the rail will hinder the turning of the two railway flatcars and lead to safety accidents).
[0043] As is well known, when a vehicle brakes, the cargo will lurch forward due to inertia, and when the vehicle accelerates, the cargo will lurch backward due to inertia (this forward and backward lurching is extremely detrimental to normal driving safety). In the transportation of rails, forward and backward lurching is also a relatively dangerous phenomenon. Slight lurching can cause the railway flatcar to jerk when it travels on the track, while a large amount of lurching may cause the railway flatcar to derail or even the rail to fall off the railway flatcar. The buffer added to the bogie in this application is to buffer the forward and backward lurching of the rails.
[0044] In the above technical solution, the two bogies 1 are a first bogie 1a and a second bogie 1b, the upper frame 12 and lower frame 11 of the first bogie 1a are the first upper frame 12a and the first lower frame 11a, and the upper frame 12 and lower frame 11 of the second bogie 1b are the second upper frame 12b and the second lower frame 11b, respectively. The second bogie 1b is also provided with a buffer 13b, which is used to provide a front-to-back buffering force to the second upper frame 12b. In this way, the second bogie can apply a front-to-back buffering effect to the corresponding second upper frame.
[0045] In this embodiment, both bogies can have a buffering function, and both bogies adopt a structure similar to that of the second bogie. Of course, only one bogie can have a buffering function, in which case one bogie adopts the structure of the first bogie, while the other bogie adopts the structure of the second bogie.
[0046] The specific structure of the first bogie is as follows: Figures 2-6As shown, the first lower frame 11a has a straight first insertion hole 111a in the middle along the front-back direction. The first upper frame 12a has a first protruding shaft 121a vertically protruding from the middle of its lower end. The first protruding shaft 121a is inserted into the first insertion hole 111a and can move back and forth or rotate within the first insertion hole 111a to provide the first upper frame 12a with a range of motion for front-back movement and circumferential rotation. Its structure is simple, which allows the first upper frame to be easily assembled and disassembled from the first lower frame. After the first upper frame is installed on the first lower frame, it can slide back and forth relative to the first lower frame and can also rotate relative to the first lower frame.
[0047] The specific structure of the second bogie is as follows: Figures 7-10 As shown, a cavity is provided in the middle of the second lower frame 11b, and a straight second insertion hole 111b is provided in the middle of the upper end of the second lower frame 11b along the front and back. The second insertion hole 111b is located in the middle of the upper end of the cavity. The buffer 13b is installed in the cavity. A second convex shaft 121b is vertically protruding from the middle of the lower end of the second upper frame 12b. The second convex shaft 121b is inserted into the second insertion hole 111b, and the second convex shaft 121b can move back and forth or rotate in the second insertion hole 111b to provide the second upper frame 12b with a range of motion for front and back movement and circumferential rotation. The buffer 13b is used to provide a front and back buffering force to the second convex shaft 121b. In this way, the second upper frame can be buffered by the buffer when moving back and forth, thereby counteracting the tendency of the rail to move back and forth due to inertia.
[0048] Specifically, two buffers 13b are provided, which are arranged in the cavity along the front-back direction and the buffer ends of the two buffers 13b are close to each other. The second convex shaft 121b is located between the two buffers 13b. The two buffers 13b are used to jointly provide front-back buffering force to the second convex shaft 121b. In this way, the two buffers jointly apply front-back buffering force to the second upper frame, thus making its buffering effect better.
[0049] In the above technical solution, a sliding sleeve 112b is also provided in the cavity of the second lower frame 11b. The sliding sleeve 112b is vertically arranged and slidably installed in the cavity in the front-back direction, and is located between the two buffers 13b. The inner hole of the sliding sleeve communicates with the second insertion hole 111b. The second convex shaft 121b is used to insert into the sliding sleeve 112b and can rotate relative to the sliding sleeve 112b. This makes it more convenient to install the second upper frame on the second lower frame (in this embodiment, two buffers are provided, and the sliding sleeve can be clamped between the damping ends of the two buffers. The sliding sleeve itself is slidably connected to the second lower frame. Under no external force, the two buffers can push the sliding sleeve to be centrally distributed in the second insertion hole. At this time, the material sliding sleeve moves forward or backward and the buffer applies a buffering force to it).
[0050] The buffer 13b is a non-Newtonian fluid buffer with excellent buffering effect. When the second upper frame slides violently back and forth, the buffer can stop it. When the second upper frame slides relatively gently back and forth, the buffer can play a role in buffering and shock absorption.
[0051] In this embodiment, the buffer end of the buffer has a certain degree of elasticity, and the buffer is a pair of circumferentially limited end of the corresponding part of the cavity by multiple stiffening plates.
[0052] In this embodiment, both the lower frame and the upper frame can be welded from I-beams and be hollow rectangular structures.
[0053] In this embodiment, the first upper frame and the second upper frame have similar structures, or the two can be used interchangeably.
[0054] Example 2
[0055] like Figure 11 and Figure 12 As shown, this embodiment provides a rail transport assembly, including rams 40 and rail transport frame 10 as described in Embodiment 1. Each section of the railway flatcar 20 is equipped with multiple rams 40. The two bogies 1 and the multiple rams 40 are used to jointly lift the rail 30 on the two sections of the railway flatcar 20. Its structure is simple, which can meet the loading of 25m long rails on two railway flatcars. The rails have good stability during transportation, especially when the railway flatcars go through curves. The two bogies can provide sufficient steering margin and forward and backward movement margin for the rails. At the same time, the bogies with a buffer function can also prevent the rails from moving back and forth when the railway flatcars brake or accelerate.
[0056] In the above technical solution, four rams 40 are provided, and one ram 40 is provided at each end of the upper end of each section of the railway flatcar 20. This ensures that the rails have a good support effect on each section of the railway flatcar. The rams are fixedly installed on the railway flatcar.
[0057] The above technical solution describes multiple rails 30, which are stacked in multiple layers, allowing multiple rails to be transported simultaneously, thus increasing the transport capacity. In this way, multiple wooden blocks 50 are placed between adjacent layers of rails in the front-to-back direction.
[0058] The embodiments of this utility model have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this utility model. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of this utility model. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this utility model. Therefore, the content of this specification should not be construed as a limitation of this utility model.
Claims
1. A rail transport frame for mounting on two adjacent railway flatcars (20) to support long strips of rail (30), characterized in that, The system includes two bogies (1), which are respectively set at the middle of the two railway flatcars (20) in the length direction. Each bogie (1) has a lower frame (11) and an upper frame (12). The lower frame (11) is installed on the corresponding railway flatcar (20) in the left-right direction. The upper frame (12) is set in the left-right direction and installed on the corresponding lower frame (11). The upper frame (12) has a range of motion for moving in the front-back direction and rotating in the circumferential direction on the corresponding lower frame (11). The rail (30) is placed on the two upper frames (12). At least one upper frame (1) on the bogie (1) has a front-back buffering effect when moving back and forth.
2. The rail transport frame according to claim 1, characterized in that, The two bogies (1) are a first bogie (1a) and a second bogie (1b). The upper frame (12) and lower frame (11) of the first bogie (1a) are the first upper frame (12a) and the first lower frame (11a), respectively. The upper frame (12) and lower frame (11) of the second bogie (1b) are the second upper frame (12b) and the second lower frame (11b), respectively. A buffer (13b) is also provided on the second bogie (1b), which is used to provide a front and rear buffering force to the second upper frame (12b).
3. The rail transport frame according to claim 2, characterized in that, The first lower frame (11a) has a straight first insertion hole (111a) in the middle along the front-back direction. The first upper frame (12a) has a first protruding shaft (121a) vertically protruding in the middle of the lower end. The first protruding shaft (121a) is inserted into the first insertion hole (111a) and can move back and forth or rotate in the first insertion hole (111a) to provide the first upper frame (12a) with a range of motion for front-back movement and circumferential rotation.
4. The rail transport frame according to claim 2, characterized in that, The second lower frame (11b) has a cavity in the middle, and a straight second insertion hole (111b) is provided in the middle of the upper end of the second lower frame (11b) along the front and back. The second insertion hole (111b) is located in the middle of the upper end of the cavity. The buffer (13b) is installed in the cavity. The second upper frame (12b) has a second convex shaft (121b) vertically protruding in the middle of the lower end. The second convex shaft (121b) is inserted into the second insertion hole (111b), and the second convex shaft (121b) can move back and forth or rotate in the second insertion hole (111b) to provide the second upper frame (12b) with a range of motion for front and back movement and circumferential rotation. The buffer (13b) is used to provide a front and back buffering force to the second convex shaft (121b).
5. The rail transport frame according to claim 4, characterized in that, Two buffers (13b) are provided, and the two buffers (13b) are arranged in the cavity along the front-back direction, with the buffer ends of the two buffers (13b) close to each other. The second convex shaft (121b) is located between the two buffers (13b), and the two buffers (13b) are used to jointly provide a front-back buffering force to the second convex shaft (121b).
6. The rail transport frame according to claim 5, characterized in that, A sliding sleeve (112b) is also provided in the cavity of the second lower frame (11b). The sliding sleeve (112b) is vertically arranged and slidably installed in the cavity in the front-back direction, and is located between the two buffers (13b). The inner hole of the sliding sleeve (112b) communicates with the second insertion hole (111b). The second convex shaft (121b) is used to be inserted into the sliding sleeve (112b) and can rotate relative to the sliding sleeve (112b).
7. The rail transport frame according to any one of claims 2-6, characterized in that, The buffer (13b) is a non-Newtonian fluid buffer.
8. A rail transport assembly, characterized in that, Includes rams (40) and rail transport frame (10) as described in any one of claims 1-7, each of the railway flatcars (20) is provided with multiple rams (40), the two bogies (1) and the multiple rams (40) are used together to support the rail (30) on the two railway flatcars (20).
9. The rail transport assembly according to claim 8, characterized in that, There are four rams (40), and one ram (40) is provided at each end of the upper end of each section of the railway flatcar (20).
10. The rail transport assembly according to claim 8, characterized in that, The rails (30) are multiple, and the multiple rails (30) are stacked in multiple layers.