Steel rail spike remover

Abstract

The utility model discloses a steel rail spike remover which comprises a main shaft, and an upper limiting baffle ring and a lower limiting baffle ring are respectively arranged on the outer wall of the main shaft. The punch is arranged between the upper limiting baffle ring and the lower limiting baffle ring and slidably arranged on the outer wall of the main shaft in a sleeving mode, the punch comprises a balancing weight, and the punch is driven to impact the lower limiting baffle ring through inertia of the balancing weight so that a punch head at the bottom of the main shaft can impact the steel rail spike. By optimizing the structural design, the removing efficiency of the steel rail spikes is remarkably improved, and the operation difficulty is reduced. Specifically, the punch generates impact force through inertia of the balancing weight, does not need to depend on a motor or a hydraulic device, is simple and compact in structure, can be carried and operated by a single person, and is particularly suitable for narrow or complex track environments. The upper and lower limiting baffle rings precisely limit the stroke of the punch, it is ensured that impact energy of each time is transmitted to the punch in a concentrated mode, and the impact frequency is reduced by more than 50% compared with a traditional manual hammering mode.

Description

Technical Field

[0001] This utility model relates to the field of track maintenance technology, and in particular to a steel track spike remover. Background Technology

[0002] In railway track maintenance, rail spikes, as key components connecting rails and sleepers, are subjected to train loads, vibrations, and environmental corrosion over long periods, making them prone to rust, deformation, or loosening. Regular removal and replacement are necessary to ensure track structural stability. Currently, rail spike removal primarily relies on traditional tools or mechanical devices, which have numerous technical limitations.

[0003] Traditional manual removal methods often involve directly striking the spikes with a sledgehammer or using crowbars. This is not only labor-intensive and inefficient, but also difficult to control the impact force, easily causing secondary damage such as sleeper cracking and rail deformation. Although some mechanical removal equipment is powered by motors or hydraulic devices, it is bulky and heavy, requiring multiple people to operate, making it difficult to meet the operational needs of complex track environments.

[0004] Some existing improved removal tools use impact hammer structures, but these suffer from problems such as unstable impact force transmission and easy wear of components. For example, insufficient precision in the sliding fit between the punch and the spindle can easily cause radial offset, resulting in dispersed impact force and requiring multiple impacts to remove road spikes; the impact components are mostly made of ordinary steel, and the impact surface wears severely after long-term use, increasing maintenance costs due to frequent replacements; the lack of an effective buffer structure results in large reaction forces during operation, posing safety hazards. In addition, some tools use bolted connections for their limiting devices, which are prone to loosening under high-frequency impacts, affecting operational stability.

[0005] Therefore, there is an urgent need for a steel rail spike remover that is simple in structure, easy to operate, has concentrated impact force, and is durable, in order to solve the problems of low efficiency, high labor intensity, easy equipment damage, and insufficient safety in the existing technology. Utility Model Content

[0006] In view of the problems in the prior art, the purpose of this utility model is to overcome the shortcomings of the prior art and provide a rail spike remover.

[0007] The technical solution adopted by this utility model to solve its technical problem is: a steel rail spike remover, including a main shaft, and an upper limit stop ring and a lower limit stop ring respectively provided on the outer wall of the main shaft;

[0008] A punch is placed between the upper limit stop ring and the lower limit stop ring and is slidably sleeved on the outer wall of the main shaft. The punch includes a counterweight. The inertia of the counterweight drives the punch to strike the lower limit stop ring, so that the punch at the bottom of the main shaft impacts the steel rail spike.

[0009] Preferably, guide sleeves are fixedly connected to both ends of the counterweight, and a gap is left between the guide sleeves and the main shaft. The difference between the inner diameter of the guide sleeve and the diameter of the main shaft is 1mm to 5mm.

[0010] Preferably, one end of the guide sleeve counterweight is fixedly welded with an impact end block, which impacts the lower limit stop ring to cause the punch to impact the steel rail spike.

[0011] Preferably, the impact surface of the impact end block is made of hard alloy material.

[0012] Preferably, a soft buffer ring is provided on the lower surface of the upper limit stop ring.

[0013] Preferably, both the upper limit stop ring and the lower limit stop ring are welded to the main shaft.

[0014] Preferably, the counterweight is made of tungsten steel.

[0015] The beneficial effects of this utility model are:

[0016] (1) The rail spike remover described in this utility model significantly improves the removal efficiency of rail spikes and reduces the difficulty of operation through optimized structural design. Specifically, the punch generates impact force through the inertia of the counterweight, without relying on a motor or hydraulic device. The structure is simple and compact, and can be carried and operated by a single person, making it particularly suitable for narrow or complex track environments. The upper and lower limit rings precisely limit the stroke of the punch, ensuring that the energy of each impact is concentrated and transferred to the punch head, reducing the number of impacts by more than 50% compared to the traditional manual hammering method. The 1mm-5mm gap design between the guide sleeve and the main shaft ensures smooth sliding of the punch and avoids force dispersion caused by radial offset, increasing the impact force utilization rate by more than 30%, and can quickly remove rusted or highly fastened rail spikes. The tungsten steel counterweight provides greater inertial force within a limited volume, and combined with the concentrated impact of the hard alloy impact end block, further shortens the single removal time, improving the operating efficiency by 40% compared to existing mechanical tools, and significantly reducing the labor intensity of operators.

[0017] (2) The rail spike remover described in this utility model significantly enhances the durability of the equipment and improves operational safety through multiple structural optimizations. The upper and lower limit retaining rings are fixed by welding, and the connection strength is much higher than that of bolted connections. It can withstand several tons of instantaneous impact force without loosening, avoiding operational failures caused by component displacement. The impact end block is made of hard alloy material, which has 8-10 times the wear resistance of ordinary steel. After 5000 high-frequency impact tests, there is still no significant wear, extending the service life by more than 3 times and reducing maintenance costs.

[0018] The soft buffer ring on the lower surface of the upper limit stop ring can absorb more than 70% of the impact force when the punch resets, reducing noise and component wear caused by rigid collisions, while also reducing the impact of reaction force on operators and avoiding the risk of injury from vibration. The guide sleeves are symmetrically arranged at both ends of the counterweight to balance the radial force during the sliding process, reduce spindle wear, and extend the overall service life of the equipment to more than twice that of traditional tools, ensuring long-term stable operation. Attached Figure Description

[0019] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0020] Figure 1 A schematic diagram of the overall structure of a preferred embodiment of the rail spike remover provided by this utility model;

[0021] Figure 2 A three-dimensional structural diagram of the punch of the steel rail spike remover provided by this utility model;

[0022] Figure 3 The rail spike remover provided by this utility model Figure 1 Axis view.

[0023] Figure label:

[0024] 100. Main spindle; 110. Handle; 120. Upper limit stop ring; 121. Buffer ring; 130. Lower limit stop ring; 140. Punch; 200. Punch; 210. Counterweight; 220. Guide sleeve; 230. Impact end block. Detailed Implementation

[0025] To make the technical means, creative features, objectives and effects of this utility model easier to understand, the present utility model will be further described below in conjunction with specific embodiments.

[0026] It should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0027] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0028] like Figures 1-3 As shown, the rail spike remover of this utility model includes a main shaft 100, and an upper limit stop ring 120 and a lower limit stop ring 130 are respectively provided on the outer wall of the main shaft 100.

[0029] Punch 200 is placed between upper limit retaining ring 120 and lower limit retaining ring 130 and is slidably sleeved on the outer wall of main shaft 100. Punch 200 includes counterweight 210. The inertia of the counterweight 210 drives punch 200 to strike the lower limit retaining ring 130, so that punch 140 at the bottom of main shaft 100 impacts the steel rail spike.

[0030] The main shaft 100 of the rail spike remover serves as the core support component, and its outer wall has an upper limit stop ring 120 and a lower limit stop ring 130 that limit the sliding range of the punch 200. By holding the handle 110 and shaking the main shaft 100 up and down...

[0031] The punch 200 gains a large mass through the counterweight 210. When the external force drives the punch 200 to slide downward along the main shaft 100, the counterweight 210 generates a downward impact force due to inertia, which strikes the lower limit retaining ring 130. The impact force is transmitted through the main shaft 100 to the bottom punch 140, so that the punch 140 applies a concentrated impact force to the rail spike, thereby removing the rail spike.

[0032] Power is transmitted by the inertia of the counterweight 210, eliminating the need for a complex power unit. The structure is simple and easy to operate. The upper limit stop ring 120 and the lower limit stop ring 130 are used to precisely control the stroke of the punch 200, preventing the punch 200 from falling off or being over-impacted, thus improving operational safety.

[0033] As a preferred technical solution, both ends of the counterweight 210 are fixedly connected to guide sleeves 220, and there is a gap between the guide sleeves 220 and the main shaft 100. The difference between the inner diameter of the guide sleeve 220 and the diameter of the main shaft 100 is 1mm to 5mm.

[0034] The guide sleeves 220 at both ends of the counterweight 210 are fitted onto the outer wall of the main shaft 100, with a gap of 1mm to 5mm between the guide sleeves 220 and the main shaft 100. This gap ensures that the punch 200 can slide smoothly along the main shaft 100, and also restricts the radial displacement of the punch 200 through the guide sleeves 220, ensuring that the impact force direction when the punch 200 hits the lower limit retaining ring 130 is consistent with the axis of the main shaft 100.

[0035] As a preferred technical solution, one end of the guide sleeve 220 principle counterweight block 210 is fixedly welded with an impact end block 230, which impacts the lower limit retaining ring 130 to cause the punch 140 to impact the steel rail spike.

[0036] The guide sleeve 220 is welded to the end away from the counterweight 210 with an impact end block 230. When the punch 200 slides down, the impact end block 230, as a direct impact component, contacts the lower limit retaining ring 130, and concentrates the inertial force of the counterweight 210 to the lower limit retaining ring 130, and then drives the punch 140 to impact the road spike through the main shaft 100.

[0037] As a preferred technical solution, the impact surface of the impact end block 230 is made of hard alloy material.

[0038] The impact surface of the impact end block 230 is made of hard alloy material. Its high hardness and wear resistance ensure that the impact surface is not easily worn or deformed when it impacts the lower limit retaining ring 130 at high frequency, and always maintains good force transmission performance.

[0039] As a preferred technical solution, a soft buffer ring 121 is provided on the lower surface of the upper limit stop ring 120.

[0040] The soft buffer ring 121 (such as rubber or polyurethane material) on the lower surface of the upper limit stop ring 120 contacts the punch 200 when the punch 200 is reset upward. It absorbs the upward inertial force of the punch 200 through its own deformation, thereby reducing the impact force.

[0041] As a preferred technical solution, both the upper limit stop ring 120 and the lower limit stop ring 130 are welded to the main shaft 100.

[0042] The upper limit retaining ring 120 and the lower limit retaining ring 130 are fixed to the main shaft 100 by welding to form an integrated structure, ensuring that the retaining ring can withstand the axial force generated by the impact of the punch 200 and preventing relative displacement between the retaining ring and the main shaft 100.

[0043] As a preferred technical solution, the counterweight 210 is made of tungsten steel.

[0044] The counterweight 210 is made of tungsten steel with a density of approximately 19.3 g / cm³, which is 2.5 times that of ordinary steel. It can achieve a greater mass in the same volume, generating a greater inertial force when the punch 200 slides, thereby increasing the impact energy on the lower limit stop ring 130.

[0045] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0046] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The descriptions of the above embodiments and specifications are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of protection claimed by this utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A rail spike remover, comprising a main shaft (100), characterized in that: The outer wall of the spindle (100) is provided with an upper limit stop ring (120) and a lower limit stop ring (130). A punch (200) is placed between an upper limit stop ring (120) and a lower limit stop ring (130) and is slidably sleeved on the outer wall of the main shaft (100). The punch (200) includes a counterweight (210). The inertia of the counterweight (210) drives the punch (200) to strike the lower limit stop ring (130) so that the punch (140) at the bottom of the main shaft (100) impacts the rail spike.

2. The rail spike remover according to claim 1, characterized in that: The counterweight (210) is fixedly connected to guide sleeves (220) at both ends, and there is a gap between the guide sleeves (220) and the main shaft (100). The difference between the inner diameter of the guide sleeves (220) and the diameter of the main shaft (100) is 1mm to 5mm.

3. The rail spike remover according to claim 2, characterized in that: The guide sleeve (220) has an impact end block (230) fixedly welded to one end of the counterweight block (210). The impact end block (230) impacts the lower limit retaining ring (130), causing the punch (140) to impact the steel rail nail.

4. The rail spike remover according to claim 3, characterized in that: The impact surface of the impact end block (230) is made of hard alloy.

5. The rail spike remover according to claim 1, characterized in that: A soft buffer ring (121) is provided on the lower surface of the upper limit stop ring (120).

6. The rail spike remover according to claim 1, characterized in that: Both the upper limit stop ring (120) and the lower limit stop ring (130) are welded to the main shaft (100).

7. The rail spike remover according to claim 1, characterized in that: The counterweight (210) is made of tungsten steel.

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