A hundred-meter rail transport device

Abstract

The utility model discloses a kind of hundred-meter rail transport devices, belong to rail transport equipment technical field;It includes: support assembly and multiple elastic clamping components, support assembly includes first column unit, second column unit and support beam unit, and the both ends of support beam unit are connected with first column unit and second column unit respectively;Multiple elastic clamping components are connected with support beam unit respectively, and elastic clamping component includes two symmetrical torsion clamping units, and torsion clamping unit includes torsion arm that can be automatically twisted, and the fixed end of torsion arm is rotatably connected with support beam unit, and the movable end of torsion arm can be rotated relative to rail, and the movable end between two torsion arms forms the clamping space for clamping rail.The utility model can allow rail to produce slight displacement under the action of longitudinal inertia force, ensure structural safety.

Description

Technical Field

[0001] This utility model relates to the field of rail transport equipment technology, and in particular to a 100-meter rail transport device. Background Technology

[0002] During railway construction and maintenance, when using long-rail train sets to transport rails, rail locking devices are specialized equipment for securing long rails.

[0003] Traditional locking devices use a pressure iron on the upper and lower surfaces of the rail, connected by bolts along the rail's height. Tightening the bolts causes the upper and lower pressure irons to press against the upper surface of the rail head and the lower surface of the rail bottom, respectively, generating static friction along the rail's longitudinal direction to lock it in place. The lower pressure iron is installed inside a crossbeam, which is fixedly connected to the vehicle body via a column.

[0004] However, this rigid locking method has significant drawbacks: when a train starts, accelerates, or brakes, it generates enormous longitudinal inertial forces. If the rail is completely fixed, these forces will be entirely transferred to the locking device and the rail itself. This can easily lead to mechanical damage such as loosening of the locking device's bolts and deformation of the clamping weights, and may also cause structural damage such as crushing or cracking at the rail ends. Furthermore, rigid clamping exacerbates the hard friction between the rail and the transport device, reducing equipment lifespan and increasing maintenance costs over long-term use. Current technology lacks a transport fixing solution that can effectively buffer longitudinal impacts, adaptively adjust clamping force, and also ensure lateral stability. Therefore, existing technology urgently needs improvement to address these issues. Utility Model Content

[0005] In view of this, it is necessary to provide a 100-meter rail transport device to solve the problem that the existing rigid locking device for rails lacks a buffer structure and is prone to rigid damage.

[0006] This utility model provides a 100-meter steel rail transport device, comprising: A support assembly, comprising a first column unit, a second column unit, and a support beam unit, wherein both ends of the support beam unit are connected to the first column unit and the second column unit, respectively. Multiple elastic clamping components are connected to the support beam unit respectively. Each elastic clamping component includes two symmetrically arranged torsion clamping units. Each torsion clamping unit includes a torsion arm that can be automatically twisted. The fixed end of the torsion arm is rotatably connected to the support beam unit. The movable end of the torsion arm can rotate relative to the rail. A clamping space for clamping the rail is formed between the movable ends of the two torsion arms.

[0007] Furthermore, the movable end of the torque arm is provided with a roller, which is rotatably connected to the torque arm, and the rotation direction of the roller is consistent with the length direction of the rail.

[0008] Furthermore, the roller has an elastic wheel body that abuts against the side of the rail.

[0009] Furthermore, the fixed end of the torque arm is provided with a torque seat, and the two ends of the torque seat are respectively connected to the fixed end of the torque arm and the support beam unit. The torque seat can drive the torque arm to rotate relative to the rail.

[0010] Furthermore, the torque seat is a spring torque seat.

[0011] Furthermore, the support beam unit includes at least two beams, which are spaced apart along the length of the first column unit, and the beams are connected to the torsion seat.

[0012] Furthermore, the elastic clamping assembly also includes a roller, which is disposed between the two torque clamping units; the roller is rotatably connected to the beam, the roller is relatively horizontally arranged, and the wheel surface of the roller is rollingly connected to the bottom of the rail.

[0013] Furthermore, it also includes the main body of the vehicle group, with the first column unit and the second column unit respectively connected to the main body of the vehicle group.

[0014] Furthermore, the two ends of the main body of the train are provided with blocking units, which can prevent the rail from sliding along the length direction.

[0015] Compared with the prior art, the beneficial effects of this utility model are as follows: This utility model discloses a 100-meter rail transport device, equipped with multiple elastic clamping components, each connected to a support beam unit. Each elastic clamping component can constrain one rail, enabling batch clamping and transport of multiple rails. The elastic clamping component includes two symmetrically arranged torsion clamping units, each comprising an automatically torsional torsion arm. The fixed end of the torsion arm is rotatably connected to the support beam unit, while the movable end of the torsion arm can rotate relative to the rail. A clamping space for holding the rail is formed between the movable ends of the two torsion arms. The movable ends of the two torsion arms combine to form an elastic clamping mechanism, allowing the rail to undergo slight displacement under longitudinal inertial force. The elastic clamping mechanism can achieve a balance between dynamic constraint and stress release during rail transport, reducing the direct impact of longitudinal inertial force on the rail and locking structure, lowering the risk of rail surface damage and structural deformation, while maintaining effective limitation on rail displacement, ensuring the safety of the transport process. Attached Figure Description

[0016] The accompanying drawings, which are included to provide a further understanding of the present invention and form part of this application, illustrate exemplary embodiments of the present invention and, together with the description thereof, serve to explain the present invention and do not constitute an undue limitation thereof. In the drawings: Figure 1 This is a schematic diagram of the connection structure between the support component and the elastic clamping component in this utility model; Figure 2 This is a schematic diagram of the structure of the elastic clamping component in this utility model. Figure 1 ; Figure 3 This is a schematic diagram of the structure of the elastic clamping component in this utility model. Figure 2 ; Figure 4 This is a schematic diagram of the structure of the elastic clamping component in this utility model. Figure 3 ; Figure 5 This is a schematic diagram of the overall structure of this utility model.

[0017] In the diagram, 100 is the support component; 110 is the first column unit; 120 is the second column unit; 130 is the support beam unit; and 131 is the beam body. 200, Elastic clamping assembly; 210, Torque clamping unit; 211, Torque arm; 212, Roller; 213, Torque seat; 220, Idler roller; 300. Main body of the train set; 310. Barrier unit; 400. Steel rails. Detailed Implementation

[0018] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which constitute a part of this application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention.

[0019] This embodiment describes a 100-meter rail transport device, which relates to the technical field of rail 400 transport equipment. Through the cooperation of the support component 100 and the elastic clamping component 200, the automatic torsional characteristics of the torque clamping unit 210 are used to form an adaptive clamping space. Combined with the rolling contact between the elastic wheel and the idler roller 220, the longitudinal inertial force generated during transportation is effectively buffered, reducing the damage to the rail 400 and the device caused by rigid friction. It can effectively buffer longitudinal impact, adaptively adjust the clamping force, reduce the hard friction between the rail 400 and the device, extend the service life of the equipment, and reduce maintenance costs.

[0020] Please see Figures 1 to 5The 100-meter rail transport device in this embodiment includes a support component 100 and multiple elastic clamping components 200. The support component 100 can support the rail 400 to be fixed, and the elastic clamping components 200 can elastically clamp the side of the rail 400 to restrict the movement of the rail 400.

[0021] The support assembly 100 includes a first column unit 110, a second column unit 120, and a support beam unit 130. The two ends of the support beam unit 130 are connected to the first column unit 110 and the second column unit 120 respectively, forming a composite load-bearing structure for supporting the rail 400, which can provide effective longitudinal support for the rail 400.

[0022] Multiple elastic clamping components 200 are connected to the support beam unit 130, and each elastic clamping component 200 can constrain one rail 400, enabling batch clamping and transportation of multiple rails 400. Each elastic clamping component 200 includes two symmetrically arranged torque clamping units 210. Each torque clamping unit 210 includes an automatically torsional torque arm 211. The fixed end of the torque arm 211 is rotatably connected to the support beam unit 130, and the movable end of the torque arm 211 can rotate relative to the rail 400. A clamping space for clamping the rail 400 is formed between the movable ends of the two torque arms 211. The movable ends of the two torque arms 211 combine to form an elastic clamping mechanism, allowing the rail 400 to undergo slight displacement under longitudinal inertial force. The elastic clamping mechanism can achieve a balance between dynamic constraint and stress release during the transportation of the rail 400, reducing the direct impact of longitudinal inertial force on the rail 400 and the locking structure, reducing the risk of surface damage and structural deformation of the rail 400, while maintaining effective limitation on the displacement of the rail 400, ensuring the safety of the transportation process.

[0023] During use, the support assembly 100 is fixed to the vehicle body via the column unit, and the support beam unit 130 provides a lateral rigid connection. In the elastic clamping assembly 200, the fixed ends of the two symmetrical torsion arms 211 are rotatably connected to the support beam unit 130, and the movable ends are squeezed outward when the rail 400 is inserted, and then tightened inward by the elastic restoring force, forming a dynamic clamping of the side of the rail 400. When the rail 400 is subjected to longitudinal inertial force, the movable end of the torsion arm 211 can rotate with the slight displacement of the rail 400, absorbing impact energy through elastic deformation and avoiding stress concentration caused by rigid constraints.

[0024] In some embodiments, please refer to Figure 2The movable end of the torque arm 211 is equipped with a roller 212, which is rotatably connected to the torque arm 211. The rotation direction of the roller 212 is consistent with the length direction of the rail 400. By replacing sliding friction with rolling contact, the rail 400 is allowed to undergo small displacements within a limited range, thereby reducing the impact of inertial forces on the clamping structure while maintaining the constraint capacity on the rail 400. This avoids stress concentration problems caused by completely rigid fixation, and extends the service life of the clamping device while ensuring the stability of the rail 400.

[0025] In practical implementation, roller 212 is a wheel-shaped structure installed at the movable end of torque arm 211. It can be implemented using a combination of bearings and wheel body, reducing frictional resistance during the movement of rail 400 through rolling contact. The rotation direction is aligned with the length direction of rail 400, meaning the axis of roller 212 is perpendicular to the length direction of rail 400. This can be achieved by adjusting the installation angle of roller 212, allowing it to rotate freely as rail 400 moves along its length.

[0026] When the rail 400 is clamped in the clamping space formed by the two torsion arms 211, the roller 212 forms rolling contact with the side surface of the rail 400. During transportation, if the rail 400 tends to displace longitudinally due to inertia, the roller 212 can roll along the surface of the rail 400, thereby converting sliding friction into rolling friction. The arrangement of the roller 212's axis perpendicular to the length direction of the rail 400 ensures that the roller 212 rotates only when the rail 400 moves longitudinally, avoiding lateral displacement.

[0027] As a further embodiment, the roller 212 has an elastic wheel body that abuts against the side of the rail 400, which can transform rigid clamping into elastic clamping, dispersing contact pressure and reducing stress peaks. The elastic wheel body can prevent indentations or damage to the surface of the rail 400 due to hard contact, while the elastic clamping can adapt to the dynamic deformation of the rail 400 during transportation, maintaining clamping stability.

[0028] In practical implementation, the elastic wheel is a wheel-shaped structure made of elastic material, specifically rubber or polyurethane. Its elastic deformation capability can buffer the contact impact between the rail 400 and the clamping assembly. The side contact with the rail 400 involves the outer surface of the elastic wheel directly contacting the side area of ​​the rail 400. This can be achieved by adjusting the installation angle or position of the roller 212, ensuring that the elastic wheel forms surface contact with the side wall of the rail 400 during clamping.

[0029] Specifically, the elastic wheel is configured to contact the side of the rail 400. When the rail 400 is subjected to longitudinal inertial force, the elastic wheel absorbs part of the impact energy through its own deformation, while maintaining the clamping constraint on the rail 400. During transportation, the elastic properties of the elastic wheel allow the rail 400 to undergo small displacements within a limited range, avoiding local stress concentration caused by rigid contact.

[0030] In some embodiments, the fixed end of the torque arm 211 is provided with a torque seat 213. The two ends of the torque seat 213 are connected to the fixed end of the torque arm 211 and the support beam unit 130, respectively. The torque seat 213 can drive the torque arm 211 to rotate relative to the rail 400. Under the action of the torque seat 213, the two torque arms 211 form an "eight"-shaped clamping structure, which can constrain the rail 400 between the two torque arms 211 through torque. Under the action of the torque seat 213, the torque arm 211 enables the clamping assembly to dynamically adjust the clamping force, allowing a certain degree of elastic displacement while maintaining the stability of the rail 400, thereby reducing the risk of stress concentration caused by rigid connection. During transportation, the torque arm 211 can effectively absorb longitudinal inertial force, preventing structural damage to the rail 400 and clamping assembly due to rigid fixation.

[0031] In practical implementation, the torque seat 213 is a mechanical structure connecting the fixed end of the torque arm 211 to the support beam unit 130. It can be implemented using a seat with a rotating shaft or hinge, used to transmit torque and control the rotation angle of the torque arm 211. Driving the torque arm 211 to rotate relative to the rail 400 involves applying force through the torque seat 213 to rotate the torque arm 211 around the axis of its fixed end. This can be achieved using a spring, hydraulic damper, or motor drive mechanism, used to adjust the opening and closing degree of the clamping space to accommodate changes in the dimensions of the rail 400.

[0032] The torque seat 213 is mounted on the support beam unit 130 and forms a rigid or elastic connection with the fixed end of the torque arm 211 and the support beam unit 130 at both ends, respectively. When the rail 400 is subjected to longitudinal inertial force, the torque seat 213 generates a counterforce through its internal drive mechanism, causing the torque arm 211 to rotate around the axis of its fixed end, thereby dynamically adjusting the constraint force of the clamping space on the rail 400. For example, during train acceleration or braking, the longitudinal displacement tendency of the rail 400 will trigger the drive function of the torque seat 213, causing the torque arm 211 to automatically adjust the clamping angle and avoid rigid impact between the rail 400 and the clamping assembly.

[0033] It should be further explained that the torsion seat 213 is a spring torsion seat 213. The spring torsion seat 213 is a mechanical structure that generates torsional torque through an elastic element, specifically a helical spring or leaf spring structure. An elastic body is installed inside to provide recoverable deformation capability. The spring torsion seat 213 absorbs the longitudinal impact load generated during transportation through elastic deformation. When the rail 400 undergoes a slight displacement due to inertia, the movable end of the torsion arm 211 drives the spring torsion seat 213 to generate elastic torsion. At this time, the elastic element stores energy and gradually releases it, avoiding stress concentration caused by rigid connection. The stiffness coefficient of the spring can be adjusted according to the transportation load; for example, helical springs of different wire diameters can be selected to adapt to the clamping requirements of rails 400 of different specifications.

[0034] In some embodiments, please refer to Figure 1 The supporting beam unit 130 includes at least two beams 131, which are spaced apart along the length of the first column unit 110 and connected to the torsion seat 213. The spaced arrangement of multiple beams 131 forms a distributed load-bearing structure, distributing the longitudinal load along the length of the column to the vehicle body, effectively reducing the bending stress of individual beams 131. Simultaneously, each beam 131 can independently support the rail 400, allowing the rails 400 to be stacked and locked in multiple layers for transport, improving the transport efficiency of the rails 400.

[0035] In practical implementation, beam 131 is the longitudinal load-bearing component constituting the supporting beam unit 130. It can be implemented using I-beams or box girder structures to distribute the longitudinal load generated during the transportation of the rails 400. The spaced arrangement means that multiple beams 131 are arranged at a certain interval along the extension direction of the column. This can be achieved by using equidistant or non-equidistant distribution methods, thereby reducing the stress intensity of a single beam 131 by increasing the number of support points.

[0036] The support beam unit 130 forms a multi-point support structure along the longitudinal direction of the column by setting at least two parallel beams 131. Each beam 131 is rigidly connected to the torsion seat 213, so that the torsional moment generated by the torsion arm 211 of each elastic clamping assembly 200 can be distributed and transmitted to the column unit through the corresponding beam 131.

[0037] In some embodiments, please refer to Figure 2The elastic clamping assembly 200 also includes a roller 220, which is disposed between the two torque clamping units 210. The roller 220 is rotatably connected to the beam 131 and is relatively horizontally positioned. The wheel surface of the roller 220 is in rolling contact with the bottom of the rail 400. The roller 220 can provide rolling support, changing the contact mode between the rail 400 and the support structure from sliding friction to rolling friction, while allowing the rail 400 to release longitudinal stress within a limited range, significantly reducing the peak stress on the connection structure. In addition, the rolling support and elastic clamping work together to maintain the positioning accuracy of the rail 400 while dispersing dynamic loads, extending the service life of the locking device.

[0038] In the specific implementation process, the idler roller 220 is a cylindrical support component set between the torque clamping units 210. Specifically, it can be a metal roller with rolling bearings installed at both ends, which disperses the longitudinal load through rolling contact with the bottom of the rail 400.

[0039] The idler roller 220 is positioned below the clamping space formed by the two torque clamping units 210, with its axis perpendicular to the length direction of the rail 400. When the rail 400 is clamped by the torque arm 211, the wheel surface of the idler roller 220 continuously abuts against the bottom surface of the rail 400. During train start-up and stop, the longitudinal sliding tendency of the rail 400 is converted into rotational motion by the rolling of the idler roller 220, thereby reducing the sliding friction between the rail 400 and the supporting structure. The rolling freedom of the idler roller 220 allows the rail 400 to produce small displacements when subjected to longitudinal inertial forces, avoiding excessive stress concentration at a single location.

[0040] When rail 400 needs to be retrieved, simply connect rail 400 to one end with a traction rope, pull rail 400 out from one end, and the idler roller 220 rotates relative to it, reducing moving friction. Rail 400 can be laid on sleepers without the need for lifting equipment.

[0041] In some embodiments, please refer to Figure 5 A 100-meter rail transport device includes a train body 300, with a first column unit 110 and a second column unit 120 connected to the train body 300. The multiple connections between the two sets of column units and the train body 300 form a distributed load transfer path, optimizing the impact resistance of the support structure. The rigid connection between the train body 300 and the support assembly 100 also avoids localized stress concentration between the rail 400 and the locking device caused by rigid anchoring.

[0042] In practical implementation, the main body 300 of the train set is a mobile vehicle structure that carries the rails 400 for transportation. Specifically, it can be implemented using a platform structure with wheels and a frame, providing an installation foundation for the support components 100 and enabling transportation. The first column unit 110 and the second column unit 120 are connected to the main body 300 by fixing two sets of column structures at different positions on the main body 300, which can be achieved by bolting or welding. This forms a rigid connection between the support beam unit 130 and the main body 300.

[0043] When the rail 400 is clamped in the elastic clamping assembly 200, the rigid connection between the train body 300 and the support assembly 100 can transfer the longitudinal inertial force generated during transportation to the train body 300 through the column unit, thus preventing the rail 400 from bearing concentrated loads.

[0044] In some embodiments, please refer to Figure 5 The train body 300 is equipped with blocking units 310 at both ends, which can prevent the rail 400 from sliding along the length direction. The blocking units 310 limit the movement of the rail 400 along the length direction by end limiting, counteract the sliding kinetic energy, and ensure the transportation safety of the rail 400.

[0045] In the specific implementation process, the blocking unit 310 is a limiting structure set at the end of the main body 300 of the train set. Specifically, it can be implemented by using a baffle with buffer material or an adjustable damper to restrict the longitudinal movement of the rail 400 through physical blocking or energy absorption.

[0046] When the rail 400 tends to slip longitudinally due to inertial force, the blocking unit 310 applies a reverse force to the end face of the rail 400 through rigid or elastic contact, thereby counteracting the slippage kinetic energy. For example, during emergency braking of the train, the inertial displacement of the rail 400 is absorbed by the buffer structure of the blocking unit 310, preventing rigid impact between the rail 400 and the car body.

[0047] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present utility model should be included within the present utility model.

Claims

1. A 100-meter steel rail transport device, characterized in that, include: A support assembly, comprising a first column unit, a second column unit, and a support beam unit, wherein both ends of the support beam unit are connected to the first column unit and the second column unit, respectively. Multiple elastic clamping components are connected to the support beam unit respectively. Each elastic clamping component includes two symmetrically arranged torsion clamping units. Each torsion clamping unit includes a torsion arm that can be automatically twisted. The fixed end of the torsion arm is rotatably connected to the support beam unit. The movable end of the torsion arm can rotate relative to the rail. A clamping space for clamping the rail is formed between the movable ends of the two torsion arms.

2. The 100-meter rail transport device according to claim 1, characterized in that, The movable end of the torque arm is provided with a roller, which is rotatably connected to the torque arm, and the rotation direction of the roller is consistent with the length direction of the rail.

3. The 100-meter rail transport device according to claim 2, characterized in that, The roller has an elastic wheel body that abuts against the side of the rail.

4. The 100-meter rail transport device according to claim 1, characterized in that, The fixed end of the torque arm is provided with a torque seat, and the two ends of the torque seat are respectively connected to the fixed end of the torque arm and the support beam unit. The torque seat can drive the torque arm to rotate relative to the rail.

5. The 100-meter rail transport device according to claim 4, characterized in that, The torque seat is a spring torque seat.

6. A 100-meter rail transport device according to claim 4 or 5, characterized in that, The support beam unit includes at least two beams, which are spaced apart along the length of the first column unit, and are connected to the torsion seat.

7. A 100-meter rail transport device according to claim 6, characterized in that, The elastic clamping assembly also includes a roller, which is disposed between the two torque clamping units; the roller is rotatably connected to the beam, the roller is relatively horizontal, and the wheel surface of the roller is rollingly connected to the bottom of the rail.

8. The 100-meter rail transport device according to claim 1, characterized in that, It also includes the main body of the vehicle group, with the first column unit and the second column unit respectively connected to the main body of the vehicle group.

9. A 100-meter rail transport device according to claim 8, characterized in that, The train body is equipped with blocking units at both ends, which can prevent the rails from sliding along the length direction.

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