Steel rail bearing device

Abstract

The utility model provides a steel rail bearing device which comprises a conveying power unit, a conveying unit, a bidirectional limiting unit, a spiral sleeve, a support, a cross beam rod and a cross beam driving unit. The cross beam rod is rotatably installed at the upper end of the support to bear a steel rail. The cross beam driving units are arranged at the two ends of the cross beam rod and coupled with the cross beam rod to achieve rotation of the cross beam rod. The spiral sleeve sleeves the cross beam rod and rotates along with the cross beam rod, and protrusions are arranged on the surface of the spiral sleeve to push the steel rail to transversely move. The conveying unit is arranged on the support and drives the steel rail to move longitudinally. The conveying power unit is coupled with the conveying unit. The two-way limiting unit is arranged on the conveying unit and used for limiting the transverse position of the steel rail. The utility model provides a steel rail bearing device suitable for transverse and longitudinal movement of a steel rail, the device can realize transverse and longitudinal position conversion of the steel rail in a very short distance, and large deformation and large stress are not generated in the movement process of the steel rail.

Description

Technical Field

[0001] This utility model belongs to the field of railway engineering machinery, and specifically relates to a rail bearing device. Background Technology

[0002] In urban rail transit construction operations such as rail unloading, rail collection, and rail replacement, efficient transportation and precise displacement control of long rails are crucial for ensuring construction efficiency and track quality. During loading, unloading, and welding processes, long rails require simultaneous displacement changes in both the horizontal (longitudinal) and vertical (lateral) directions to complete unloading at the track center or side, welding in the middle, and rail replacement within the rail's allowable stress range. However, existing construction technologies and equipment face significant bottlenecks in multi-dimensional displacement control and spatial adaptability.

[0003] Current mainstream processes employ rail-mounted robotic arms to clamp the rail heads and adjust their direction, or use winches combined with guiding devices to achieve displacement. These methods rely on long distances for lateral rail movement; for example, moving rails segment by segment with a robotic arm requires tens of meters of longitudinal track, making them unsuitable for tight clearance environments like subway tunnels. Furthermore, the decoupled control mode of longitudinal movement and lateral adjustment easily leads to excessive rail stress, especially on small-radius curves or steep slopes, significantly increasing the risk of rail deformation and making it difficult to meet high-precision construction requirements such as direct rail insertion. For instance, patent publication number CN109910927B discloses a rail-bearing device control system and a rail transport vehicle. This device can support multiple layers of rails, but it cannot achieve lateral and longitudinal rail transport, hindering integrated rail replacement operations. Patent publication numbers CN206692959U and CN206666950U disclose a rail transport frame improved from a traditional rail transport roller beam, which can achieve fixation and stability during rail transport, but it also cannot achieve directional transport, making it inconvenient for integrated rail replacement operations. Patent publication number CN109136514A discloses a heat-treated rail transport device that allows rails to be transported during heat treatment, enabling unidirectional rail transport, but it cannot achieve overall lateral movement of the rails.

[0004] Therefore, there is an urgent need to develop new equipment with short-distance longitudinal and lateral displacement control, multi-process integration and stress optimization functions to break through the constraints of existing technologies on construction efficiency and operational safety, and promote the upgrading of long rail construction towards intelligence and modularization. Utility Model Content

[0005] The purpose of this invention is to provide a rail bearing device suitable for the lateral and longitudinal movement of rails. This device can realize the lateral and longitudinal position changes of rails within a very short distance, and the rails do not undergo large deformation or generate large stress during the movement process.

[0006] This utility model proposes a rail bearing device, which includes:

[0007] support;

[0008] A crossbeam is rotatably mounted on the upper end of the bracket, and the crossbeam carries the steel rail;

[0009] A beam drive unit is disposed at both ends of the beam rod, the beam drive unit is coupled to the beam rod, and the beam drive unit realizes the rotation of the beam rod;

[0010] A spiral sleeve is fitted onto the crossbeam and rotates with the crossbeam. The surface of the spiral sleeve is provided with protrusions. The spiral sleeve pushes the rail to move laterally.

[0011] A conveying unit is mounted on the support and located in the middle of the rail bearing device. The conveying unit drives the rail to move longitudinally.

[0012] A power supply unit, coupled to the conveying unit, provides power for the longitudinal movement of the rail;

[0013] A bidirectional limiting unit is provided on the conveying unit to restrict the lateral position of the rails on the conveying unit;

[0014] Wherein, the longitudinal direction is the direction along which the vehicle travels on the horizontal plane, and the transverse direction is the direction perpendicular to which the vehicle travels on the horizontal plane.

[0015] In one embodiment, the bidirectional limiting unit includes an arc-shaped stop and an elastic reset unit disposed at the bottom of the arc-shaped stop. The elastic reset unit is fixed on the conveying unit. When the rail enters the conveying unit, the arc-shaped stop is pressed down. After the rail enters the conveying unit, the arc-shaped stop is reset and bounced up by the elastic reset unit to constrain the lateral displacement of the rail.

[0016] In one embodiment, the elastic reset unit is a spring, and the arc-shaped stop is linked to the spring via a hinge shaft.

[0017] In one embodiment, the beam drive unit is disposed at both ends of the beam rod.

[0018] In one embodiment, the protrusions arranged on the surface of the spiral sleeve include: protrusions arranged in a spiral pattern, and cylindrical or conical protrusions arranged in a dispersed manner.

[0019] In one embodiment, the conveying unit is a roller-type pushing mechanism, which includes multiple sets of rotatable rollers, and the rollers are connected to the conveying power unit via a transmission connection.

[0020] In one embodiment, the support includes:

[0021] The base has a connecting unit at its bottom, which is used to fix the bracket to the long rail transport vehicle.

[0022] Side beams are vertically welded to both sides of the base;

[0023] A crossbeam is horizontally connected to two side beams, and a conveying unit is installed on the crossbeam.

[0024] In one embodiment, a triangular reinforcing rib is added at the connection between the base and the side beam.

[0025] In one embodiment, a horizontally extending support plate is provided at the top of the side beam, and the crossbeam is fixed to the side beam by the support plate.

[0026] This utility model has the following beneficial effects:

[0027] 1. The spiral sleeve enables the rail to be moved laterally as a whole without large deformation or stress concentration during the movement, which greatly saves the overall length of the vehicle and is especially suitable for integrated construction such as subways and tunnels where the overall length of the vehicle is limited.

[0028] 2. This utility model is a rail-bearing device that combines rail storage and transportation with overall rail displacement. The rail-bearing device with a spiral sleeve can restrict the lateral position of the rail during transport and achieve overall rail displacement during unloading.

[0029] 3. After the rail enters, it is limited by a bidirectional limiting unit. The bidirectional limiting unit, consisting of an arc-shaped stop and a spring, presses down the stop when the rail moves laterally to the conveying unit, and then springs up under the action of the spring after entering the conveying unit, thus limiting the lateral position of the rail. Attached Figure Description

[0030] Figure 1 This is a front view of a rail bearing device according to an embodiment of the present invention;

[0031] Figure 2 This is a top view of a rail bearing device according to an embodiment of the present invention.

[0032] Figure Labels

[0033] Conveying power unit 1, conveying unit 2, bidirectional limiting unit 3, steel rail 4, spiral sleeve 5, support 6, crossbeam rod 7, crossbeam drive unit 8. Detailed Implementation

[0034] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the utility model and are not intended to limit the utility model.

[0035] This utility model proposes a rail bearing device, such as Figure 1 and Figure 2 As shown, the rail-bearing device includes: a conveying power unit 1, a conveying unit 2, a bidirectional limiting unit 3, a spiral sleeve 5, a support 6, a crossbeam 7, and a crossbeam drive unit 8. The crossbeam 7 is rotatably mounted on the upper end of the support 6 and carries the rail. The crossbeam drive unit 8 is located at both ends of the crossbeam 7 and is coupled to it, enabling the crossbeam 7 to rotate. The spiral sleeve 5 is fitted onto the crossbeam 7 and rotates with it. The surface of the spiral sleeve 5 has protrusions, and it pushes the rail to move laterally. The conveying unit 2 is located on the support 6, in the middle of the rail-bearing device, and drives the rail to move longitudinally. The conveying power unit 1 is coupled to the conveying unit 2, providing power for the longitudinal movement of the rail. The bidirectional limiting unit 3 is located on the conveying unit 2, limiting the lateral position of the rail on the conveying unit 2. (See [reference needed]). Figure 1 The longitudinal direction is the direction along which the vehicle travels on the horizontal plane, and the transverse direction is the direction perpendicular to the vehicle travels on the horizontal plane.

[0036] In this embodiment, the bidirectional limiting unit 3 includes an arc-shaped stop and an elastic reset unit disposed at the bottom of the arc-shaped stop. The elastic reset unit is fixed to the conveying unit 2. When the rail enters the conveying unit 2, the arc-shaped stop is pressed down. After the rail enters the conveying unit 2, the arc-shaped stop is reset and bounced up by the elastic reset unit to constrain the lateral displacement of the rail. Preferably, the elastic reset unit is a spring, and the arc-shaped stop is linked to the spring through a hinge shaft.

[0037] In this embodiment, the crossbeam drive unit 8 is disposed at both ends of the crossbeam rod 7. The crossbeam rod 7 is designed with a suitable length and diameter according to the actual situation.

[0038] In this embodiment, the protrusions arranged on the surface of the spiral sleeve 5 include: protrusions arranged in a spiral line, and dispersed cylindrical or conical protrusions. Specifically, the protrusions on the spiral sleeve 5 can adjust parameters such as the thread pitch according to the number and type of rails to be transported. The protrusions can be continuous or dispersed, and can be cylindrical protrusion structures or conical or other shapes.

[0039] In this embodiment, the conveying unit 2 is a roller-type pushing mechanism, which includes multiple sets of rotatable rollers, and the rollers are connected to the conveying power unit for transmission.

[0040] In this embodiment, the support 6 includes a base, side beams, and a crossbeam, providing space and a reference for the installation of each component. A connecting unit is provided at the bottom of the base to fix the support to the long-rail transport vehicle. The side beams are vertically welded to both sides of the base, and the crossbeam spans across the two side beams laterally. A conveying unit 2 is provided on the crossbeam. Preferably, a triangular reinforcing rib is added at the connection between the base and the side beams in this embodiment. A horizontally extending support plate is provided at the top of the side beams, and the crossbeam is fixed to the side beams through the support plate.

[0041] The rail-bearing device proposed in this utility model enables the overall lateral position change of the rails on long rail transport vehicles, facilitating alignment with the welding machine on rail welding vehicles and with the guide mechanism of rail unloading vehicles, allowing the rails to be unloaded to the track center or side. The overall lateral movement of the rails requires no transition length, making it particularly suitable for operations such as subways and tunnels where the length of engineering vehicles is limited. It saves on the overall vehicle length, improves operational efficiency, has a high degree of mechanization, and makes integrated construction possible.

[0042] The working principle of the rail bearing device of this utility model is as follows:

[0043] The rail support device has two operating states: rail unloading and rail storage. The rail support device can be installed on a long rail transport vehicle and connected to a rail unloading vehicle, a mobile rail welding vehicle, etc., to move the long rail horizontally and longitudinally as a whole. Multiple support devices can be installed on a single rail transport vehicle according to the length of the rail.

[0044] 1) Operation Method 1: Rail Unloading Mode

[0045] Before the rail unloading operation, the crossbeam drive unit 8 on the rail bearing device is activated, driving the crossbeam rod 7 to rotate, and the spiral sleeve 5 rotates accordingly. The spiral protrusions on the spiral sleeve 5 continuously push the rail 4 on the crossbeam rod 7 towards the center of the crossbeam rod. The rail 4 closest to the center first presses down the bidirectional limiting unit 3 and then moves to the conveying unit 2.

[0046] After rail 4 is pushed to conveying unit 2, crossbeam drive unit 8 stops driving, and bidirectional limiting unit 3 springs up under the action of springs, limiting the lateral displacement of rail 4. Conveying power unit 1 starts, providing power for the longitudinal movement of rail. Rail is pushed by rollers away from the long rail transport vehicle and enters the subsequent rail unloading or rail welding vehicle.

[0047] 2) Operation Method Two: Rail Transport Mode

[0048] In rail transport mode, the crossbeam drive unit 8 and the conveying power unit 1 on the rail bearing device are not activated. The protrusion on the spiral sleeve 5 acts as a lateral limit for the rail 4, effectively preventing misalignment during rail transport.

[0049] This utility model has the following beneficial effects:

[0050] 1. The spiral sleeve enables the rail to be moved laterally as a whole without large deformation or stress concentration during the movement, which greatly saves the overall length of the vehicle and is especially suitable for integrated construction such as subways and tunnels where the overall length of the vehicle is limited.

[0051] 2. This utility model is a rail-bearing device that combines rail storage and transportation with overall rail displacement. The rail-bearing device with a spiral sleeve can restrict the lateral position of the rail during transport and achieve overall rail displacement during unloading.

[0052] 3. After the rail enters, it is limited by a bidirectional limiting unit. The bidirectional limiting unit, consisting of an arc-shaped stop and a spring, presses down the stop when the rail moves laterally to the conveying unit, and then springs up under the action of the spring after entering the conveying unit, thus limiting the lateral position of the rail.

[0053] The embodiments described above are merely further illustrations of the present invention and are not intended to limit the present invention in any other way. The present invention may have many other embodiments. Without departing from the spirit and essence of the present invention, those skilled in the art can make various corresponding modifications and changes based on the present invention, but all such modifications and changes should fall within the protection scope of the present invention.

Claims

1. A steel rail bearing arrangement, characterised in that, The rail bearing device includes: support; A crossbeam is rotatably mounted on the upper end of the bracket, and the crossbeam carries the steel rail; A beam drive unit is disposed at both ends of the beam rod, the beam drive unit is coupled to the beam rod, and the beam drive unit realizes the rotation of the beam rod; A spiral sleeve is fitted onto the crossbeam and rotates with the crossbeam. The surface of the spiral sleeve is provided with protrusions. The spiral sleeve pushes the rail to move laterally. A conveying unit is mounted on the support and located in the middle of the rail bearing device. The conveying unit drives the rail to move longitudinally. A power supply unit, coupled to the conveying unit, provides power for the longitudinal movement of the rail; A bidirectional limiting unit is provided on the conveying unit to restrict the lateral position of the rails on the conveying unit; Wherein, the longitudinal direction is the direction along which the vehicle travels on the horizontal plane, and the transverse direction is the direction perpendicular to which the vehicle travels on the horizontal plane.

2. The rail bearing device of claim 1, wherein The bidirectional limiting unit includes an arc-shaped stop and an elastic reset unit disposed at the bottom of the arc-shaped stop. The elastic reset unit is fixed on the conveying unit. When the rail enters the conveying unit, the arc-shaped stop is pressed down. After the rail enters the conveying unit, the arc-shaped stop is reset and bounced up by the elastic reset unit to constrain the lateral displacement of the rail.

3. The rail bearing arrangement of claim 2, wherein, The elastic reset unit is a spring, and the arc-shaped stop is linked to the spring through a hinge shaft.

4. The rail bearing device of claim 1, wherein The beam drive unit is located at both ends of the beam.

5. The rail bearing device of claim 1, wherein, The protrusions arranged on the surface of the spiral sleeve include: protrusions arranged in a spiral line, and cylindrical or conical protrusions arranged in a dispersed manner.

6. The rail bearing device of claim 1, wherein The conveying unit is a roller-type pushing mechanism, which includes multiple sets of rotatable rollers, and the rollers are connected to the conveying power unit for transmission.

7. The rail bearing device of claim 1, wherein The support includes: The base has a connecting unit at its bottom, which is used to fix the bracket to the long rail transport vehicle. Side beams are vertically welded to both sides of the base; A crossbeam is horizontally connected to two side beams, and a conveying unit is installed on the crossbeam.

8. The rail bearing device according to claim 7, characterized in that, Triangular reinforcing ribs are added at the connection between the base and the side beam.

9. The rail bearing device of claim 7, wherein, The top of the side beam is provided with a horizontally extending support plate, and the crossbeam is fixed to the side beam through the support plate.

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