Middle rail unloading operation vehicle

Abstract

The utility model provides a middle rail unloading operation vehicle which comprises a vehicle frame, a bogie and a mechanical arm. The two ends of the frame are connected through a middle beam, and the middle beam is narrower than the two ends of the frame. And the bogie is mounted at the bottom of the frame. The mechanical arm comprises a clamp and an operating arm, one end of the operating arm is connected with the rear end of the frame, and the other end of the operating arm is connected with the clamp. Wherein the steel rail input end is the front end of the frame, the steel rail unloading landing end is the rear end of the frame, the clamp clamps a steel rail, and the operation arm controls transverse and longitudinal movement of the steel rail. According to the utility model, the rail can be unloaded in the middle of the rail unloading operation vehicle, the mode of unloading the rail at the end part in the existing rail unloading operation is replaced, the problems that the tail space is occupied and the follow-up rail shifting and changing work cannot be immediately carried out are solved, and the operation efficiency and the overall construction quality are improved.

Description

Technical Field

[0001] This utility model relates to the field of railway engineering machinery technology, and in particular to a central rail unloading vehicle. Background Technology

[0002] In the railway system's full life-cycle management system, rails, as the core component bearing the weight of trains, endure alternating loads and high-frequency friction over long periods. When their performance indicators reach the design service life threshold, replacement work must be carried out to ensure railway transportation safety. After long rails are transported to the construction site by specialized rail transport vehicles, the rail unloading process becomes a crucial link connecting transportation and rail replacement construction. Its work quality and efficiency directly affect the overall construction progress.

[0003] Currently, railway rail unloading vehicles generally unload rails at the end of the track, using rail guiding devices to achieve precise unloading of rails in the track center or beside the track. However, this traditional operating mode has significant limitations: during the unloading process, the rails need to extend and be released behind the rail transport vehicle, resulting in a large working restricted area at the rear of the vehicle. This prevents the rail transport vehicle from being coupled and assembled with subsequent work vehicles, disrupting the continuity of the rail replacement production line. The resulting interruptions not only significantly extend the construction cycle but also reduce the utilization rate of machinery and increase the difficulty of construction organization. Furthermore, the end-unloading method also limits the development process of integrated rail transport, unloading, and replacement vehicles, hindering the further development and innovation of railway construction technology. Utility Model Content

[0004] To address the aforementioned issues, this utility model proposes a central unloading rail vehicle that can unload rails in the middle of the vehicle, replacing the existing method of unloading rails at the end of the vehicle. This solves the problems of space occupation at the rear of the vehicle and the inability to immediately carry out subsequent rail shifting and replacement work, thereby improving operational efficiency and overall construction quality.

[0005] This utility model proposes a central rail unloading vehicle, including a chassis, a bogie, and a robotic arm;

[0006] The two ends of the frame are connected by a center beam, which is narrower than the two ends of the frame;

[0007] The bogie is mounted on the bottom of the vehicle frame;

[0008] The robotic arm includes a clamp and a working arm, with one end of the working arm connected to the rear end of the vehicle frame and the other end connected to the clamp.

[0009] The rail input end is the front end of the vehicle frame, the rail unloading and landing end is the rear end of the vehicle frame, the clamp holds the rail, and the working arm controls the lateral and longitudinal movement of the rail.

[0010] In one embodiment, the central rail unloading vehicle further includes a guide device disposed at the front end of the frame to guide the sag of the rail.

[0011] In one embodiment, the guiding device includes a guide groove and a vertical roller;

[0012] The guide groove is formed at the front end of the vehicle frame, and the steel rail passes through the guide groove and hangs down;

[0013] The vertical roller is installed inside the guide groove and is located at the rear end of the guide groove.

[0014] In one embodiment, there are two sets of guide devices, respectively disposed on both sides of the front end of the vehicle frame.

[0015] In one embodiment, there are two robotic arms, respectively located on both sides of the rear end of the vehicle frame.

[0016] In one embodiment, the central unloading rail vehicle further includes a coupling device, which consists of two sets, respectively located at the front and rear ends of the vehicle frame.

[0017] In one embodiment, the coupling device includes a coupler and a buffer device disposed between the coupler and the vehicle frame.

[0018] In one embodiment, there are two bogies, which are respectively mounted at the bottom of the front and rear ends of the frame.

[0019] In one embodiment, the central rail unloading vehicle further includes a driver's cab, which is fixed to the rear end of the chassis and is equipped with a seat and a control panel.

[0020] The seat is positioned facing the front end of the vehicle frame;

[0021] The control panel is equipped with operation buttons for controlling the movement of the bogie and the robotic arm.

[0022] In one embodiment, the central rail unloading vehicle further includes an electrical control system, a power system, and a braking system;

[0023] The electrical control system is mounted on the vehicle frame, connects the control panel and the power system, and adjusts the output of the power system;

[0024] The power system is mounted on the chassis and drives the movement of the bogie and the robotic arm.

[0025] The braking system is mounted on the chassis and controls the deceleration or stopping of the bogie via hydraulic transmission.

[0026] Compared with the prior art, the advantages of the central unloading rail operation vehicle of this utility model are as follows:

[0027] 1) This utility model can unload rails in the middle of the rail unloading vehicle, and unload the rails to the track center or side by the mechanical arm. By adjusting the lateral position of the rails, the end space of the rail unloading vehicle can be freed up, which is convenient for the rail unloading vehicle to be coupled with the rail shifting and replacement vehicle to carry out subsequent rail shifting and replacement operations immediately. This saves rail replacement construction time, improves operation efficiency, has a high degree of mechanization, and provides the possibility for integrated construction of rail transportation, unloading and replacement.

[0028] 2) This utility model, through the arrangement of the body structure of the rail unloading vehicle, unloads the rails in the middle of the rail unloading vehicle. The rails can be unloaded to the center of the track or the side of the track by means of a mechanical arm, realizing two rail unloading operation methods. It is convenient to flexibly select the rail unloading position according to the actual situation of the construction site, adapt to the rail unloading selection of different working conditions, and facilitate subsequent operations such as fastener removal, rail shifting and replacement. It is not necessary to completely unload the rails before subsequent operations, which can effectively prevent the risk of the rails being stored on the ground for too long and affecting the clearance, and save a lot of construction time.

[0029] 3) The present invention has robotic arms on both sides of the rear end of the frame, which can simultaneously adjust the lateral position of the two rails and unload the two rails at the same time. Attached Figure Description

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

[0031] Figure 2 This is a top view of a central rail unloading vehicle according to an embodiment of the present invention;

[0032] Figure 3 This is a schematic diagram of the structure of the robotic arm in a central rail unloading vehicle according to an embodiment of the present invention;

[0033] Figure 4 This is a schematic diagram of the state when the central rail unloading vehicle unloads the rails to the center position according to an embodiment of the present invention.

[0034] Figure 5 This is a schematic diagram of the state when the central unloading rail operation vehicle unloads the rail to the side of the track in an embodiment of the present invention.

[0035] Figure 6 This is a schematic diagram showing the connection between the central unloading rail vehicle and the rail transport vehicle in one embodiment of the present invention.

[0036] Figure Labels

[0037] 100. Rail unloading vehicle; 1. Chassis; 11. Center beam; 2. Bogie; 3. Robotic arm; 31. Clamp; 32. Working arm; 4. Guiding device; 41. Guide groove; 42. Vertical roller; 5. Coupling device; 6. Driver's cab; 7. Electrical control system; 8. Power system; 9. Braking system; 10. Rail; 200. Rail transport vehicle; 201. Rail conveying device. Detailed Implementation

[0038] 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 specific embodiments. It should be noted that many specific details are set forth in the following description to provide a full understanding of this utility model; however, this utility model can also be implemented in other ways different from those described herein. Those skilled in the art can make similar extensions without departing from the spirit of this utility model. Therefore, this utility model is not limited to the specific embodiments disclosed below.

[0039] Secondly, this utility model is described in detail with reference to the schematic diagrams. When describing the embodiments of this utility model, for ease of explanation, the cross-sectional views illustrating the device structure may be partially enlarged, not according to the usual scale. Furthermore, the schematic diagrams are merely examples and should not limit the scope of protection of this utility model. In addition, actual manufacturing should include the three-dimensional spatial dimensions of length, width, and depth.

[0040] Furthermore, the term "an embodiment" or "embodiment" in this application refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places in this specification does not necessarily refer to the same embodiment, nor is it a single embodiment or an embodiment selectively excluded from other embodiments.

[0041] This utility model proposes a mid-section rail unloading vehicle 100, including a frame 1, a bogie 2, and a robotic arm 3. See [reference needed]. Figure 1 , Figure 2 , Figure 3 The two ends of the frame 1 are connected by a center beam 11, which is narrower than the two ends of the frame. A bogie 2 is mounted on the bottom of the frame 1, enabling the rail unloading vehicle 100 to travel and turn within the rail section. A robotic arm 3 is positioned facing the front end of the frame and includes a clamp 31 and a working arm 32. One end of the working arm 32 is connected to the rear end of the frame 1, and the other end is connected to the clamp 31. The robotic arm 3 has multiple working arm sections 32, which are connected by pivot shafts to achieve lateral and longitudinal movement.

[0042] The input end of the rail 10 is the front end of the frame, and the unloading and landing end of the rail 10 is the rear end of the frame. The clamp 31 holds the rail 10, and the working arm 32 controls the lateral and longitudinal movement of the rail 10, thereby realizing the rail shifting before the rail 10 lands.

[0043] The bogie 2 can be a common type of rail transit vehicle bogie in the prior art. It can run on the rails and is mounted to the frame 1 via a center plate and a central shaft. It supports the car body through wheelsets and a suspension system and evenly distributes the load to the rails to ensure stable vehicle operation. For example, the bogie may include a two-stage suspension system to improve the smoothness of the frame operation.

[0044] In one embodiment of this utility model, there are two bogies 2, which are respectively installed at the bottom of the front and rear ends of the frame 1.

[0045] The frame 1 with the central beam structure provides working space for the rails 10 to be unloaded in the middle of the rail unloading vehicle 100, which facilitates immediate coupling with the rail shifting and replacement vehicle to carry out subsequent rail shifting and replacement operations.

[0046] The central unloading rail handling vehicle of this utility model also includes a guide device 4. The guide device 4 is disposed at the front end of the frame 1 and guides the descent of the rail 10. When the rail is transported by the rail transport vehicle 200 to the rail unloading vehicle 100, the guide device 4 can guide the descent and landing of the rail, providing pre-guidance for the unloading of the rail.

[0047] One embodiment of the present invention includes a guide device 4 comprising a guide groove 41 and a vertical roller 42. The guide groove 41 is located at the front end of the frame 1, through which the rail 10 descends. In other words, the guide groove 41 guides the descent of the rail 10. The vertical roller 42 is installed within the guide groove 41 at its rear end, and buffers the descent of the rail 10. Furthermore, the guide device 4 can be equipped with a rail unloading guide ladder, similar to an elevator, to further ensure the controllability of the stress state and unloading trajectory of the rail during descent, preventing excessive deformation of the rail during the descent process.

[0048] In one embodiment of this utility model, there are two sets of guiding devices 4, respectively disposed on both sides of the front end of the frame 1. Correspondingly, there are two robotic arms 3, respectively disposed on both sides of the rear end of the frame 1. The robotic arms 3 cooperate with the corresponding guiding devices 4 to simultaneously unload two rails.

[0049] One embodiment of this utility model includes a coupling device 5 for the central rail unloading vehicle. Two sets of coupling devices 5 are respectively located at the front and rear ends of the chassis 1, used to couple the rail unloading vehicle with rail transport vehicles, rail replacement vehicles, and other operating vehicles for grouping operations. Specifically, the coupling device at the front end of the chassis can couple the rail unloading vehicle with the rail transport vehicle, facilitating integrated rail transport and unloading operations; the coupling device at the rear end of the chassis can couple the rail unloading vehicle with the rail replacement vehicle, facilitating immediate rail shifting and replacement operations after rail unloading.

[0050] One embodiment of the coupling device 5 of this utility model includes a coupler and a buffer device, with the buffer device disposed between the coupler and the frame 1. Specifically, the coupler can be hook-shaped, and other working vehicles can be equipped with buckles, on which the coupler can be locked and fixed. The buffer device can include components such as springs or shock absorbers, thereby reducing the vibration of the vehicle body while ensuring the normal operation of the unloading vehicle.

[0051] One embodiment of the present invention includes a driver's cab 6. The driver's cab 6 is fixed to the rear end of the frame 1, and a seat and a control panel are provided inside the driver's cab 6. The seat is positioned facing the front end of the frame 1. The control panel is provided with operating buttons for controlling the movement of the bogie 2 and the robotic arm 3, used to control the movement of the rail transport vehicle and the rail-shifting operation of the robotic arm.

[0052] One embodiment of the present invention, the central unloading rail vehicle, further includes an electrical control system 7, a power system 8, and a braking system 9.

[0053] The electrical control system 7 is mounted on the frame 1, connecting the control panel and the power system 8, and adjusting the output of the power system 8. Specifically, the electrical control system 7 can be a PLC or motion controller, etc., outputting control commands to adjust the output of the power system 8, and realizing functions such as motion control of the rail unloading vehicle, start and stop of the robotic arm, and motion precision control.

[0054] The power system 8 is mounted on the chassis 1 and drives the movement of the bogie 2 and the robotic arm 3. Specifically, the power system can be an engine or the like, which can provide power for the unloading vehicle to move, and can also drive the lifting and lateral movement of the robotic arm.

[0055] The braking system 9 is mounted on the frame 1 and controls the deceleration or stopping of the bogie 2 via hydraulic transmission.

[0056] The combined operation of the electrical control system 7, power system 8, and braking system 9 enables automated movement and construction of the central rail unloading vehicle. The installation positions of the electrical control system 7, power system 8, and braking system 9 shown in the attached diagram are for reference only.

[0057] The rail unloading vehicle of this utility model can realize two rail unloading methods: rail unloading at the track center and rail unloading beside the track. When the rail unloading vehicle 100 performs rail unloading operations, it must be connected to the rail transport vehicle 200 through the coupling device 5 at the front end of the frame. The rail transport vehicle 200 provides the rails to be unloaded, and then the unloading position of the rails is determined according to the construction situation.

[0058] When unloading the rails to the center of the track, the specific operation is as follows:

[0059] 1) Before on-site construction, the front end of the rail unloading vehicle 100 is coupled to the rail transport vehicle 200 via a coupler. It then travels to the construction site, where the rails are transported by the rail conveying device 201 on the rail transport vehicle to the rail unloading vehicle 100. (See [link]). Figure 6 ;

[0060] 2) After the rails are transported to the rail unloading vehicle 100, they begin to droop at the front end of the middle beam 11 of the frame through the guide device 4. The rails are held stationary relative to the ground by the rail clamping and fixing device on the rail transport vehicle, or the rail transport vehicle continues to transport them. The rail unloading vehicle continues to move forward, and the ends of the rails continue to droop down, close to the ground.

[0061] 3) The rail unloading vehicle moves forward, and the rail continues to sag. When the rail approaches the rear end of the frame, the robotic arms 3 on both sides of the center beam clamp the rail and adjust its lateral position, aligning it with the track center direction. (See [link]) Figure 4 The rail unloading vehicle continued to move forward;

[0062] 4) The rail unloading vehicle continues to move forward, and the rails gradually land and contact the ground in the center of the track until the rails are completely in the center of the track, and the rail unloading operation is completed.

[0063] When unloading the rails and placing them beside the track, the specific procedures are as follows:

[0064] 1) Before on-site construction, the front end of the rail unloading vehicle 100 is coupled to the rail transport vehicle 200 via a coupler. Upon arrival at the construction site, the rails are transported by the rail conveying device 201 on the rail transport vehicle to the rail unloading vehicle 100. (See [link]) Figure 6 ;

[0065] 2) After the rails are transported to the rail unloading vehicle 100, they begin to droop at the front end of the middle beam 11 of the frame through the guide device 4. The rails are held stationary relative to the ground by the rail clamping and fixing device on the rail transport vehicle, or the rail transport vehicle continues to transport them. The rail unloading vehicle continues to move forward, and the ends of the rails continue to droop down, close to the ground.

[0066] 3) The rail unloading vehicle moves forward, and the rail continues to sag. When the rail approaches the rear end of the frame, the robotic arms 3 on both sides of the middle beam clamp the rail and adjust its lateral position, bringing it to the side of the track. (See below) Figure 5 The rail unloading vehicle continued to move forward;

[0067] 4) The rail unloading vehicle continues to move forward, and the rails gradually land and contact the ground beside the track until the rails are completely on the side of the track, and the rail unloading operation is completed.

[0068] It should be noted that the terms "upper", "lower", "left", "right", "inner", "outer", "top", "bottom", "front", and "rear" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. Such expressions are only for the purpose of making the description of this utility model simpler and more convenient, and do not indicate or imply that the component referred to must have a specific orientation or be constructed and operated in a specific orientation.

[0069] In addition, unless otherwise expressly specified and limited, terms such as “installation,” “connection,” and “setting” should be interpreted broadly in this application. For example, “connection” can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can also be a connection between the internal components of two elements. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0070] The constructions and arrangements of this application shown in several different exemplary embodiments are merely illustrative. Although only a few embodiments are described in detail in this disclosure, those who consult this disclosure will readily understand that many modifications are possible (e.g., variations in the size, scale, structure, shape and proportion of various elements, mounting arrangements, use of materials, color, orientation, etc.) without substantially departing from the novel teachings and advantages of the subject matter described in this application. For example, an element shown as integrally formed may be composed of multiple parts or elements, the position of elements may be inverted or otherwise changed, and the nature or number or position of discrete elements may be altered or changed. Therefore, all such modifications are intended to be included within the scope of this utility model. In the claims, any "device plus function" clause is intended to cover the structure described herein that performs the function, and not only structurally equivalent but also equivalent in structure. Other substitutions, modifications, alterations, and omissions may be made in the design, operation, and arrangement of the exemplary embodiments without departing from the scope of this utility model. Therefore, this utility model is not limited to the particular embodiments but extends to a variety of modifications that still fall within the scope of the appended claims.

[0071] Furthermore, in order to provide a concise description of exemplary embodiments, not all features of actual embodiments (i.e., those features that are not relevant to the best mode of carrying out the present invention as currently considered, or those features that are not relevant to implementing the present invention) may be omitted.

[0072] It should be understood that numerous specific implementation decisions can be made during the development of any practical implementation, such as in any engineering or design project. Such development efforts may be complex and time-consuming, but for those skilled in the art who benefit from this disclosure, the development effort will be a routine task in design, manufacturing, and production without requiring extensive experimentation.

[0073] This utility model has the following beneficial effects:

[0074] 1) This utility model can unload rails in the middle of the rail unloading vehicle, and unload the rails to the track center or side by the mechanical arm. By adjusting the lateral position of the rails, the end space of the rail unloading vehicle can be freed up, which is convenient for the rail unloading vehicle to be coupled with the rail shifting and replacement vehicle to carry out subsequent rail shifting and replacement operations immediately. This saves rail replacement construction time, improves operation efficiency, has a high degree of mechanization, and provides the possibility for integrated construction of rail transportation, unloading and replacement.

[0075] 2) This utility model, through the arrangement of the body structure of the rail unloading vehicle, unloads the rails in the middle of the rail unloading vehicle. The rails can be unloaded to the center of the track or the side of the track by means of a mechanical arm, realizing two rail unloading operation methods. It is convenient to flexibly select the rail unloading position according to the actual situation of the construction site, adapt to the rail unloading selection of different working conditions, and facilitate subsequent operations such as fastener removal, rail shifting and replacement. It is not necessary to completely unload the rails before subsequent operations, which can effectively prevent the risk of the rails being stored on the ground for too long and affecting the clearance, and save a lot of construction time.

[0076] 3) The present invention has robotic arms on both sides of the rear end of the frame, which can simultaneously adjust the lateral position of the two rails and unload the two rails at the same time.

[0077] 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 central rail unloading vehicle, characterized in that, Includes the chassis, bogie, and robotic arm; The two ends of the frame are connected by a center beam, which is narrower than the two ends of the frame; The bogie is mounted on the bottom of the vehicle frame; The robotic arm includes a clamp and a working arm, with one end of the working arm connected to the rear end of the vehicle frame and the other end connected to the clamp. The rail input end is the front end of the vehicle frame, the rail unloading and landing end is the rear end of the vehicle frame, the clamp holds the rail, and the working arm controls the lateral and longitudinal movement of the rail.

2. The central rail unloading vehicle according to claim 1, characterized in that, It also includes a guide device, which is located at the front end of the frame to guide the sag of the rails.

3. The central rail unloading vehicle according to claim 2, characterized in that, The guiding device includes a guide groove and a vertical roller; The guide groove is formed at the front end of the vehicle frame, and the steel rail passes through the guide groove and hangs down; The vertical roller is installed inside the guide groove and is located at the rear end of the guide groove.

4. The central rail unloading vehicle according to claim 2, characterized in that, The guide device consists of two sets, which are respectively located on both sides of the front end of the vehicle frame.

5. The central rail unloading vehicle according to claim 4, characterized in that, There are two robotic arms, which are respectively located on both sides of the rear end of the vehicle frame.

6. The central rail unloading vehicle according to claim 1, characterized in that, It also includes a coupling device, of which there are two sets, respectively located at the front and rear ends of the vehicle frame.

7. The central rail unloading vehicle according to claim 6, characterized in that, The coupling device includes a coupler and a buffer device, wherein the buffer device is disposed between the coupler and the frame.

8. The central rail unloading vehicle according to claim 1, characterized in that, There are two bogies, which are respectively installed at the bottom of the front and rear ends of the frame.

9. The central rail unloading vehicle according to claim 1, characterized in that, It also includes a driver's cab, which is fixed to the rear end of the vehicle frame and is equipped with a seat and a control panel. The seat is positioned facing the front end of the vehicle frame; The control panel is equipped with operation buttons for controlling the movement of the bogie and the robotic arm.

10. The central rail unloading vehicle according to claim 9, characterized in that, It also includes electrical control systems, power systems, and braking systems; The electrical control system is mounted on the vehicle frame, connects the control panel and the power system, and adjusts the output of the power system; The power system is mounted on the chassis and drives the movement of the bogie and the robotic arm. The braking system is mounted on the chassis and controls the deceleration or stopping of the bogie via hydraulic transmission.

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