Track engineering vehicle with adjustable travel direction

Abstract

This invention provides a rail engineering vehicle with adjustable travel direction. The vehicle frame includes a cab for controlling unidirectional vehicle movement and a hydraulic excavator located behind the cab. A hydraulic winch is also located at the front of the frame. A slewing support device is located at the bottom of the frame, between two sets of drive wheels, for rotating support when the vehicle is turning around. Two sets of rail grippers, corresponding to the vertical positions of the rails, are located at both ends of the bottom of the frame. Behind the rail grippers is a hydraulic support device that moves downwards to contact the rails during operation. Before the slewing support device moves downwards, the axle box end cover is driven upwards by an axle box locking cylinder to lift the wheel axle box. This invention effectively solves the problem of difficult turning of traditional rail engineering vehicles in narrow spaces, avoids lateral slippage and tilting due to vehicle center of gravity shift or smooth rail surfaces, and ensures vehicle stability during heavy-load operations, improving the efficiency and safety of rail engineering operations.

Description

Technical Field

[0001] This utility model belongs to the technical field of rail engineering vehicles, specifically relating to a rail engineering vehicle with adjustable travel direction in place. Background Technology

[0002] In the field of railway construction and maintenance operations both domestically and internationally, track engineering vehicles are core equipment. Their functionality heavily relies on the various engineering tools carried on board, and the effective operation of these tools often requires the track engineering vehicle to adjust its direction within a specific work area. However, due to the structural characteristics of railway tracks, track engineering vehicles can typically only travel in a straight line along the track's extension. In work scenarios without dedicated turning tracks (such as turnout sections), it is difficult to adjust their direction. Especially in single-track railway maintenance, tunnel construction, or small work areas, due to limited space, it is impossible to lay dedicated turning tracks. Therefore, the need for direction adjustment by the track engineering vehicle becomes a key issue restricting operational efficiency. Thus, improvements are necessary to address the aforementioned problem of track engineering vehicle direction adjustment. Utility Model Content

[0003] The technical problem solved by this utility model is to provide a rail engineering vehicle with adjustable driving direction on the spot. By setting a slewing support device at the bottom of the frame, the problem of difficult turning of traditional rail engineering vehicles in narrow scenarios is effectively solved. When turning, the slewing support device is adapted to the anti-slip connection of the rail, which effectively avoids the problems of lateral sliding and tilting due to the shift of the vehicle's center of gravity or the smoothness of the rail surface, which pose safety risks. At the same time, the setting of hydraulic support device and rail grabber effectively improves the stability and safety of the rail engineering vehicle during operation. The vehicle has a compact structure, flexible turning, and good stability, which greatly improves the flexibility of operation, realizes turning on the spot in narrow spaces, and ensures the stability of the vehicle body during heavy-load operation, thereby improving the efficiency and safety of rail engineering operations.

[0004] The technical solution adopted by this utility model is as follows: a rail engineering vehicle with adjustable travel direction, including a frame with drive wheelsets installed at both ends of the bottom. The frame is equipped with a cab for controlling the vehicle's one-way travel and a hydraulic excavator located behind the cab. A hydraulic winch is also provided at the front end of the frame. A slewing support device is provided at the bottom of the frame, located between the two sets of drive wheelsets, for rotating support of the vehicle when it turns around. Two sets of rail grippers are provided at both ends of the bottom of the frame, corresponding to the vertical position of the rails. A hydraulic support device is provided behind the rail grippers, which moves down to make close contact with the rails when the vehicle is working. Before the slewing support device moves down, the lower end of the piston rod of the axle box locking cylinder located on the bottom surface of the frame is connected to the outer side of the axle box end cover by a connecting pin. The axle box locking cylinder drives the axle box end cover to move up and lift the wheel axle box.

[0005] The slewing support device includes a support assembly fixed to the bottom of the frame and an anti-slip support seat located below the frame. The anti-slip support seat is rotatably connected to the fixed seat assembly above it via a slewing bearing. A lifting device installed on the upper surface of the fixed seat assembly is connected to the support assembly and is driven by the lifting device to move the anti-slip support seat up and down, thereby separating the anti-slip support seat from the rail or adapting it to anti-slip. An anti-rotation locking device is rotatably installed on the support assembly, with its lower end detachably connected to the anti-slip support seat in the non-working state.

[0006] Furthermore, the lifting device includes two symmetrically arranged bidirectional hydraulic cylinders, the upper end of which is fixedly connected to the support assembly, and the lower piston rod of which is connected to the fixed base assembly.

[0007] Furthermore, the fixed seat assembly includes an upper ring plate, a wear plate, and two upper seats with groove-shaped hollow structures symmetrically fixed to the upper ring plate. The upper ring plate is fixed to the upper end face of the outer ring of the slewing bearing, and the inner ring of the slewing bearing is fixedly connected to the anti-slip support seat. The piston rod of the lower end of the bidirectional oil cylinder extends into the interior of the upper seat and is connected to the middle of the upper seat through a pin. Wear plates are fixed on the outer end face and inner side wall of the upper seat. The anti-slip support includes a lower ring plate, channel steel, and stop blocks. The lower ring plate is fixedly connected to the outer ring of the slewing bearing. Two channel steels perpendicular to the rail are symmetrically fixed to the bottom surface of the lower ring plate, and two stop blocks symmetrically fixed to the bottom surface of the channel steel are located on the inner side of the rail on the same side.

[0008] Furthermore, the support assembly includes a fixed seat and a limiting seat. Two fixed seats are fixed at the bottom of the frame, corresponding to the positions of the two bidirectional hydraulic cylinders in the lifting device. The upper end of the bidirectional hydraulic cylinder is adapted to be fixedly connected to the fixed seat. Four limiting seats are fixed on the bottom surface of the frame, and an L-shaped limiting plate is fixed on the inner side wall of the limiting seat. The two upper seats in the fixed seat assembly are located at their respective ends inside the limiting seats. The wear plates on the outer end face and inner side wall of the upper seats are in contact with the long side plate and short side plate of the L-shaped limiting plate, respectively.

[0009] Furthermore, the anti-rotation locking device includes a hook and an operating rod. A mounting seat is fixed on the limiting seat in the support assembly, and the middle part of the hook is hinged to the mounting seat. The upper end of the hook is hinged to one end of the operating rod. The hook plate fixed on the lower ring plate in the anti-slip support seat is engaged with the lower end of the hook at the corresponding position in the non-working state of being suspended in the air. The hook and hook plate are separated by pulling the operating rod outward.

[0010] Furthermore, a hook seat is fixed at the bottom of the frame, located on the outside of the rail grabber, and the upper end of the hook plate is hinged to the lower end of the hook seat. A pin is fixed on the outer wall of the grab plate on the same side as the hook seat in the rail grabber. The rail grabber in the separated state achieves anti-sway positioning by hooking the hook plate and the pin. A baffle is also provided on the bottom surface of the frame between the hook seat and the rail grabber, and the baffle limits the rotation limit position of the hook plate.

[0011] Furthermore, the hydraulic support device includes an outer column, an inner column, a hydraulic cylinder, and rollers. The inner column is located inside the outer column, and the hydraulic cylinder, whose upper end is connected to the upper end of the outer column, is located inside the inner column. The lower end of the inner column is connected to the wheel frame located in the inner column and the lower end of the hydraulic cylinder piston rod by a pin. The rollers are rotatably mounted on the wheel frame and drive the inner column to move the wheel frame up and down through the hydraulic cylinder. The outer wall of the upper end of the outer column is provided with a locking assembly located at the rear of the vehicle and used to detachably connect the outer column and the inner column that has been moved upward and reset during vehicle operation. The locking assembly includes a locking plate, a locking piece, and a locking pin. The upper ends of the outer and inner columns have corresponding through holes, and the inner end of the locking pin, which is L-shaped and has a convex ring in the middle, is inserted into the through holes of the outer and inner columns. A locking plate located on one side of the locking pin is fixed on the outer wall of the outer column, and a U-shaped groove with the slot facing upward is formed on the surface of the locking plate. The outer end of the locking pin is adapted to the U-shaped groove by rotating the locking pin. The vertical plate of the locking piece facing the locking plate is installed on the locking plate by bolts, nuts, and rubber pads. The C-shaped plate on the side away from the locking plate is rotated and latches the locking pin by rotating the locking piece, thereby fixing the outer and inner columns. A hanging plate is fixed on the outer wall of the outer column, located on the other side of the locking pin, and a hanging hole is made on the surface of the hanging plate. When the hydraulic support device is in working condition, the inner end rod of the pulled-out locking pin is inserted into the hanging hole on the surface of the hanging plate to realize the storage of the locking pin on the hanging plate.

[0012] Furthermore, the lower end of the piston rod of the axle box locking cylinder has a spherical structure, and a spherical groove adapted to the piston rod of the axle box locking cylinder is made at the corresponding position on the upper end of the axle box end cover. The large end of the connecting pin is movably connected to an annular handle. When the vehicle is in motion, the connecting pin is pulled out by pulling the handle, thereby disconnecting the piston rod of the axle box locking cylinder from the axle box end cover.

[0013] Furthermore, the vehicle frame is equipped with an engine connected to a hydraulic transmission via a drive shaft one. The front and rear ends of the hydraulic transmission are connected to the axle gearboxes on the front and rear drive wheelsets via a drive shaft two, respectively, forming the running system of the rail engineering vehicle.

[0014] Advantages of this utility model compared to the prior art: 1. This technical solution sets up a slewing support device between the two sets of drive wheels at the bottom of the chassis, and lifts the wheels with the axle box locking cylinder, so that the vehicle can rotate on the track without relying on track curves or open spaces, effectively solving the problem of turning around in narrow scenarios and greatly improving operational flexibility. 2. In this technical solution, the rail grippers at both ends of the bottom of the vehicle frame correspond vertically to the rails, and the hydraulic support device can move down to make tight contact with the rails during operation. The dual structure enhances the lateral stability and support strength of the vehicle body, avoiding the risk of the vehicle body sliding, tilting or derailing during track maintenance, emergency repair and construction operations, thereby improving operational stability and safety. 3. This technical solution integrates a hydraulic excavator and a hydraulic winch onto a rail engineering vehicle, enabling simultaneous excavation, hoisting, and traction operations; the on-the-spot turning function is compatible with various track gauges and can be used in different scenarios such as railways, subways, and mining tracks, thereby improving equipment utilization. 4. This technical solution has a compact structure, flexible turning, and good stability, which greatly improves operational flexibility, enables turning around in narrow spaces, ensures vehicle stability during heavy-load operations, and improves the efficiency of track engineering operations. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall vehicle structure of this utility model; Figure 2 This is a schematic diagram of the connection position between the axle box locking cylinder and the axle box end cover of this utility model; Figure 3 This is the front view of the rotary support device of this utility model; Figure 4 This is a top view of the rotary support device of this utility model; Figure 5 This is a left view of the rotary support device of this utility model; Figure 6 This is a front view of the support assembly on the frame of this utility model; Figure 7 This is a left view of the support assembly on the frame of this utility model; Figure 8 This is a bottom view of the support assembly on the frame of this utility model; Figure 9 This is a schematic diagram of the slewing support device of this utility model when it is retracted and locked on the vehicle frame. Figure 10 This is a schematic diagram showing the support state of the slewing support device of this utility model installed on the vehicle frame in contact with the rail. Figure 11 This is a simplified structural diagram of the rail grabber of this utility model; Figure 12 This is a front view of the internal structure of the hydraulic support device of this utility model; Figure 13 for Figure 12 Diagram of direction A in the middle Figure 14 This is a left view of the hydraulic support device of this utility model. Detailed Implementation

[0016] The following will refer to the embodiments of this utility model. Figure 1-14 The technical solutions in the embodiments of this utility model are clearly and completely described herein. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0017] It should be noted that, unless otherwise stated herein, the terms "center," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are used only for the convenience of describing the invention 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, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," and "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0018] In this document, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0019] A track-mounted engineering vehicle with adjustable travel direction, such as... Figure 1-2As shown, the vehicle includes a frame 1 with drive wheel sets 2 mounted at both ends of the bottom. The frame 1 has a cab 3 for controlling the vehicle's one-way movement and a hydraulic excavator 4 located behind the cab 3. A hydraulic winch 5 is also located at the front end of the frame 1. A slewing support device 9 is located at the bottom of the frame 1, positioned between the two drive wheel sets 2, and is used to provide rotational support for the vehicle when it turns around. Two sets of rail grippers 6 are located at both ends of the bottom of the frame 1, corresponding to the vertical positions of the rails 7. A hydraulic support device 8 is located behind the rail grippers 6, which moves downwards to contact the rails 7 during vehicle operation. Before the slewing support device 9 moves downwards, the lower end of the piston rod of the axle box locking cylinder 12 located on the bottom surface of the frame 1 is connected to the outer edge of the axle box end cover 10. The wheelset axle box is connected by a connecting pin 11 and driven by the axle box locking cylinder 12 to lift the axle box end cover 10. In the above structure, the hydraulic excavator 4 and the hydraulic winch 5 are integrated on the rail engineering vehicle, which can simultaneously complete excavation, hoisting and traction operations. By setting a slewing support device 9 between the two sets of drive wheelsets 4 at the bottom of the frame 1, and cooperating with the axle box locking cylinder 12 to lift the wheelset, the vehicle can rotate on the track without relying on the track curve, effectively solving the problem of turning around in narrow scenarios, meeting the turning requirements of single-line or single-end operation, and greatly improving the flexibility of operation. The on-the-spot turning function is compatible with multiple track gauges and can be used in different scenarios such as railways, subways, and mining tracks, improving equipment utilization. The chassis 1 is equipped with a diesel tank and a hydraulic transmission cooling device located on both sides of the slewing support device 9 at the bottom. The cab 3 is equipped with a hydraulic oil tank at the rear. The chassis 1 is also equipped with an air conditioning generator set located on the left side of the hydraulic excavator 4. The air conditioning generator set is equipped with hydraulic operating mechanisms on both sides. Both ends of the chassis 1 are equipped with connecting devices and buffer devices. A battery box is located on one side of the rear end of the cab 3.

[0020] like Figure 3-5As shown, the specific structure of the slewing support device 9 is as follows: The slewing support device 9 includes a support assembly fixed to the bottom of the frame 1 and an anti-slip support seat 9-7 located below the frame 1. The anti-slip support seat 9-7 is rotatably connected to the fixed seat assembly 9-4 above it via a slewing bearing 9-8. A lifting device installed on the upper surface of the fixed seat assembly 9-4 is connected to the support assembly, and the lifting device drives the anti-slip support seat 9-7 to move up and down, so as to separate the anti-slip support seat 9-7 from the rail 7 or adapt it to anti-slip. An anti-slip support is rotatably installed on the support assembly, with its lower end detachably connected to the anti-slip support seat 9-7 in the non-working state. In this configuration, the slewing support device 9 is suspended at the bottom of the frame 1 and locked and limited by the anti-slewing locking device. In the above structure, by setting a structure below the frame 1 that uses a slewing bearing 9-8 to rotatably connect the anti-slip support seat 9-7 and the fixed seat assembly 9-4, rotational support conditions are provided for changing the direction of travel of the rail engineering vehicle. In conjunction with the lifting device, the anti-slip support seat 9-7 is driven to adapt to the anti-slip of the rail 7, so as to realize the change of the direction of travel of the rail engineering vehicle in the absence of a dedicated turning line. This solves the defect in the prior art that the rail engineering vehicle is difficult to adjust its direction in the absence of a dedicated turning line, and improves the work efficiency. The specific structure of the lifting device is as follows: The lifting device includes two symmetrically arranged bidirectional hydraulic cylinders 9-1. The upper end of the bidirectional hydraulic cylinder 9-1 is fixedly connected to the support assembly, and the piston rod of the lower end of the bidirectional hydraulic cylinder 9-1 is connected to the fixed seat assembly 9-4. Specifically, the fixed seat assembly 9-4 includes an upper ring plate 9-43, a wear plate 9-42, and two upper seats 9-41 with a groove-shaped hollow structure symmetrically fixed to the upper ring plate 9-43. The upper ring plate 9-43 is fixed to the upper end face of the outer ring of the slewing bearing 9-8, and the inner ring of the slewing bearing 9-8 is fixedly connected to the anti-slip support seat 9-7. The piston rod of the lower end of the bidirectional hydraulic cylinder 9-1 extends into the interior of the upper seat 9-41 and is connected to the middle of the upper seat 9-41 through a pin. Wear plates 9-42 are fixed on the outer end face and inner side wall of the upper seat 9-41. The specific structure of the anti-slip support 9-7 is as follows: The anti-slip support 9-7 includes a lower ring plate 9-73, channel steel 9-71, and stop blocks 9-72. The lower ring plate 9-73 is fixedly connected to the outer ring of the slewing bearing 9-8. Two channel steels 9-71, perpendicular to the rail 7, are symmetrically fixed to the bottom surface of the lower ring plate 9-73, and two stop blocks 9-72, symmetrically fixed to the bottom surface of the channel steels 9-71, are located on the inner side of the rail 7 on the same side. The channel steel 9-71 has a greater length than the rail 7. Regarding the track gauge, when the piston of the bidirectional hydraulic cylinder 9-1 extends, the channel steel 9-71 at the bottom of the lower ring plate 9-73 presses against the rail 7, while the stop block 6-72 located inside the rail 11 restricts the structure from sliding sideways on the rail surface. In the above structure, by setting an anti-slip support seat 9-7 on the bottom surface of the base 9-71 and the stop block 9-72 located inside the rail 7 when it moves down to contact the rail 7, the lateral displacement of the track engineering vehicle is restricted during the reversing process, avoiding sideways sliding and ensuring the safety of the turning process.

[0021] like Figure 6-8 As shown, the specific structure of the support assembly is as follows: The support assembly includes a fixed seat 9-5 and a limiting seat 9-9. Two fixed seats 9-5 are fixed at the bottom of the frame 1, corresponding to the positions of the two bidirectional hydraulic cylinders 9-1 in the lifting device. The upper ends of the bidirectional hydraulic cylinders 9-1 adapted to the fixed seats 9-5 are fixedly connected to the fixed seats 9-5. Four limiting seats 9-9 are fixed on the bottom surface of the frame 1, and L-shaped limiting plates 9-91 are fixed on the inner sidewalls of the limiting seats 9-9. The fixed seat assembly 9-9... The two upper seats 9-41 in -4 are located at their respective ends inside the corresponding limiting seats 9-9, and the wear plates 9-42 on the outer end face and inner side wall of the upper seats 9-41 are in contact with the long side plate and short side plate of the L-shaped limiting plate 9-91, respectively. In the above structure, during the slewing support operation, the wear plates 9-42 on the outer end face and inner side wall of the upper seats 9-41 are restricted within the L-shaped limiting plate 9-91 of the frame 1, which restricts the relative movement between the slewing support structure and the frame 1 and improves safety and reliability. like Figure 3 , 5As shown in Figures 9 and 10, the specific structure of the anti-rotation locking device is as follows: The anti-rotation locking device includes a hook 9-10 and an operating rod 9-6. A mounting base 9-2 is fixed to the limiting seat 9-9 in the support assembly, and the middle of the hook 9-10 is hinged to the mounting base 9-2. The upper end of the hook 9-10 is hinged to one end of the operating rod 9-6. Furthermore, the hook plate 9-3 fixed to the lower ring plate 9-73 in the anti-slip support 9-7, in its non-working state of being suspended in the air, is in contact with the corresponding position... The lower end of hook 9-10 is attached, and the hook 9-10 is separated from hook plate 9-3 by pulling outward operating rod 9-6; in the above structure, hook 9-10, whose lower end is attached to hook plate 9-3 on anti-slip support seat 9-7, is rotatably installed on limit seat 9-9, providing locking limit conditions for anti-slip support seat 9-7 in non-working state, improving the stability and safety of track engineering vehicle operation when anti-slip support seat 9-7 is in non-working state, and preventing it from rotating arbitrarily; like Figure 11 As shown, the bottom of the frame 1 is fixed with a hook seat 13 located outside the rail grabber 6, and the upper end of the hook plate 14 is hinged to the lower end of the hook seat 13. The outer wall of the grab plate 6-1 on the same side as the hook seat 13 in the rail grabber 6 is fixed with a pin 15. The rail grabber 6 in the state of being separated from the rail 7 achieves anti-sway positioning through the connection between the hook plate 14 and the pin 15. The bottom surface of the frame 1 is also provided with a baffle 16 located between the hook seat 13 and the rail grabber 6, and the baffle 16 limits the rotation limit position of the hook plate 14. In the above structure, when the rail grabber 6 is in a non-working state separated from the rail 7 (such as during vehicle operation), it is prone to swinging randomly due to factors such as vehicle vibration and uneven track. This may not only cause collision and wear with other parts of the frame 1, but also affect the overall ride smoothness of the vehicle. Therefore, by setting a hook seat 13 at the bottom of the frame 1, hinged the upper end of the hook plate 14 to the lower end of the hook seat 13, and using the pin 15 fixed to the outer wall of the gripper plate 6-1, the rail gripper 6 in the separated state is positioned by the engagement of the hook plate 14 and the pin 15. This directly limits the lateral and longitudinal swing amplitude of the rail gripper 6, preventing disorderly shaking during operation, ensuring the structural stability of each component during vehicle operation, and reducing the risk of mechanical wear. A baffle 16 is set on the bottom surface of the frame 1 between the hook seat 13 and the rail gripper 6 to limit the rotation limit of the hook plate 14. This design can effectively prevent the hook plate 14 from rotating excessively due to extreme situations such as severe vibration and emergency braking during vehicle operation, thus preventing it from detaching from the pin 15 and causing the rail gripper 6 to fail to anti-sway positioning. The limiting function of the baffle 16 provides double protection for the positioning of the rail gripper 6 in the non-working state, further improving the structural safety of the equipment during operation and avoiding safety hazards caused by the swing of the rail gripper 6.

[0022] like Figure 12As shown, the hydraulic support device 8 includes an outer column 8-1, an inner column 8-2, a hydraulic cylinder 8-3, and a roller 8-4. The inner column 8-2 is located inside the outer column 8-1, and the hydraulic cylinder 8-3, whose upper end is connected to the upper end of the outer column 8-1, is located inside the inner column 8-2. The lower end of the inner column 8-2 is connected to the wheel frame 8-5, whose upper end is located in the inner column 8-2, and the lower end of the piston rod of the hydraulic cylinder 8-3 by a pin. The roller 8-4 is rotatably mounted on the wheel frame 8-5 and drives the inner column 8-2 to move the wheel frame 8-5 up and down through the hydraulic cylinder 8-3. The outer wall of the upper end of the outer column 8-1 is provided with a locking component located at the rear of the vehicle and used to detachably connect the outer column 8-1 and the inner column 8-2, which is moved upward and reset, during vehicle movement. like Figure 12-14 As shown, the locking assembly includes a locking plate 8-6, a locking piece 8-7, and a locking pin 8-8. The outer post 8-1 and inner post 8-2 have corresponding through holes at their upper ends. The inner end of the locking pin 8-8, which is L-shaped and has a raised ring in its middle, is inserted into the through holes of the outer post 8-1 and inner post 8-2. A locking plate 8-6 is fixed to the outer wall of the outer post 8-1, located on one side of the locking pin 8-8. The surface of the locking plate 8-6 has an upward-facing U-shaped groove. By rotating the locking pin 8-8, its outer end is fitted into the U-shaped groove. The locking piece 8-7 has a vertical plate facing the locking plate 8-6. The locking plate 8-7 is installed on the clamping plate 8-6 using bolts, nuts, and rubber pads. By rotating the locking plate 8-7, the C-shaped plate on the side away from the clamping plate 8-6 is rotated to lock the locking pin 8-8, thus fixing the outer column 8-1 and the inner column 8-2. In the above structure, the connection between the locking plate 8-7 and the clamping plate 8-6 adopts a combination connection structure of bolts, nuts, and rubber pads. On the one hand, the rubber pads can absorb the gaps caused by vibration, reduce the collision and wear between metal parts, and enhance the anti-loosening effect of the bolts. On the other hand, under the action of the rubber pads, conditions are provided for the rotation of the locking plate 8-7, so as to achieve the purpose of rotating and adjusting the locking plate 8-7.

[0023] The outer wall of the outer column 8-1 is fixed with a hanging plate 8-9 located on the other side of the locking pin 8-8, and the hanging plate 8-9 has a hanging hole. When the hydraulic support device 8 is in working state, the inner end rod of the pulled-out locking pin 8-8 is inserted into the hanging hole on the hanging plate 8-9 to realize the storage of the locking pin 8-8 on the hanging plate 8-9. With the rail grippers 6 at both ends of the bottom of the frame 1 corresponding vertically to the rails 7, the hydraulic support device 8 can move down and make tight contact with the rails 7 during operation. The dual structure enhances the lateral stability and support strength of the vehicle body, avoids the risk of the vehicle body sliding or tilting during track maintenance, emergency rescue and construction operations, and improves operational stability and safety. The hydraulic support device 8 drives the inner column 8-2 through the oil cylinder 8-3, which in turn drives the wheel frame 8-5 and the roller 8-4 to move up and down. During operation, it can be moved down so that the roller 8-4 is in close contact with the rail 7. This structure can provide additional support points for the vehicle body. Especially in scenarios such as heavy-duty excavation by the hydraulic excavator 4 and traction of heavy objects by the hydraulic winch 5, it can effectively distribute the vertical load and lateral force borne by the frame 1, reduce the tilting or swaying of the vehicle body caused by the shift of the center of gravity, avoid the risk of equipment overturning due to insufficient support during operation, and significantly improve the stability and safety during heavy-duty operation. The outer wall of the upper end of the outer column 8-1 of the hydraulic support device 8 is provided with a locking component. Before the vehicle is driven, the outer column 8-1 can be detachably connected to the inner column 8-2, which has been moved up and reset. This design can effectively limit the axial and radial sway of the inner column 8-2, wheel frame 8-5 and roller 8-4 during driving, avoid the components from colliding and wearing with the frame 1 or rail 7 due to vibration, and prevent the noise and structural stress generated by swaying from affecting the smoothness of the vehicle driving, thus ensuring the structural integrity and safety during driving. The hydraulic support device 8 adopts a nested structure of outer column 8-1 and inner column 8-2, driven by oil cylinder 8-3. It can achieve stable support by the clamping of roller 8-4 and rail 7, and can quickly disengage from the support state by the upward movement of inner column 8-2, meeting the needs of switching between operation and travel. The outer column 8-1 guides the vertically moving inner column 8-2, improving lifting stability. At the same time, the design of roller 8-4 rotating on wheel frame 8-5 allows for fine adjustment of vehicle position during support by the roller 8-4 rolling along rail 7 without completely disengaging the support, improving operational convenience.

[0024] When the rail vehicle is in motion, the hydraulic support device 8 needs to retract (inner column 8-2 moves upward and resets) to avoid collision with the rail 7 or ground components. At this time, the locking assembly achieves rigid fixation through multiple coordinated steps: Step 1: Insert the inner end of the L-shaped locking pin 8-8 into the through hole that aligns the upper ends of the outer column 8-1 and the inner column 8-2, directly restricting the degree of freedom of movement of the inner column 8-2 along the axial direction of the outer column 8-1, and preventing the inner column from sliding down unexpectedly due to driving vibration. Step 2: Rotate the L-shaped locking pin 8-8 so that its outer end rod is engaged in the U-shaped groove of the card plate 8-6, further restricting the circumferential rotation of the locking pin itself and preventing the locking pin from loosening due to vibration; Step 3: Rotate the locking plate 8-7 so that its C-shaped plate locks the outer end rod of the locking pin 8-8, completely eliminating the displacement of the inner column 8-2 when not in operation, and ensuring the smoothness of vehicle driving.

[0025] When the hydraulic support device 8 is in working condition, the inner end rod of the pulled-out locking pin 8-8 is inserted into the hanging hole on the surface of the hanging plate 8-9 to achieve temporary storage of the locking pin 8-8 on the hanging plate 8-9; thus preventing the locking pin 8-8 from being lost.

[0026] The aforementioned locking component structure allows for unlocking and locking without the need for specialized tools, with simple operation steps, making it suitable for scenarios requiring frequent movement of rail engineering vehicles.

[0027] like Figure 2 As shown, the lower end of the piston rod of the axle box locking cylinder 12 has a spherical structure, and the upper end of the axle box end cover 10 has a corresponding spherical groove that matches the piston rod of the axle box locking cylinder 12. The large end of the connecting pin 11 is movably connected to an annular handle 17. When the vehicle is in motion, the connecting pin 11 is pulled out by pulling the handle 17, thereby disconnecting the piston rod of the axle box locking cylinder 12 and the axle box end cover 10.

[0028] like Figure 1 As shown, the frame 1 is equipped with an engine 20 connected to a hydraulic transmission 19 via a drive shaft 18. The front and rear ends of the hydraulic transmission 19 are connected to the axle gearboxes on the front and rear drive wheelsets 2 via a drive shaft 21, forming the running system of the rail engineering vehicle.

[0029] This technical solution features a compact structure, flexible turning capability, and good stability, significantly improving operational flexibility. It enables on-the-spot turning in narrow spaces, ensures vehicle stability during heavy-load operations, and enhances the efficiency of track engineering operations.

[0030] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0031] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A track engineering vehicle with adjustable travel direction in place, characterized in that: The vehicle includes a frame (1) with drive wheel sets (2) mounted at both ends of the bottom. The frame (1) has a cab (3) for controlling the vehicle's one-way movement and a hydraulic excavator (4) located behind the cab (3). A hydraulic winch (5) is also provided at the front end of the frame (1). A slewing support device (9) is located between the two sets of drive wheel sets (2) at the bottom of the frame (1) and is used to provide rotational support for the vehicle when it turns around. Two sets of hydraulic winches are provided at both ends of the bottom of the frame (1). The rail (7) is equipped with a rail gripper (6) corresponding to the upper and lower positions of the rail (7), and a hydraulic support device (8) is provided on the rear side of the rail gripper (6) to move down and abut against the rail (7) during vehicle operation; before the slewing support device (9) moves down, the lower end of the piston rod of the axle box locking cylinder (12) located on the bottom surface of the frame (1) is connected to the outer side of the axle box end cover (10) by a connecting pin (11), and the axle box locking cylinder (12) drives the axle box end cover (10) to move up to lift the wheel set axle box.

2. The track engineering vehicle with adjustable travel direction as described in claim 1, characterized in that: The slewing support device (9) includes a support assembly fixed to the bottom of the frame (1) and an anti-slip support seat (9-7) located below the frame (1). The anti-slip support seat (9-7) is rotatably connected to the fixed seat assembly (9-4) above it via a slewing bearing (9-8). A lifting device installed on the upper surface of the fixed seat assembly (9-4) is connected to the support assembly, and the lifting device drives the anti-slip support seat (9-7) to move up and down, so as to separate the anti-slip support seat (9-7) from the rail (7) or adapt it to anti-slip. The support assembly is rotatably equipped with an anti-rotation locking device whose lower end is detachably connected to the anti-slip support seat (9-7) in the non-working state.

3. The track engineering vehicle with adjustable travel direction as described in claim 2, characterized in that: The lifting device includes two symmetrically arranged bidirectional hydraulic cylinders (9-1). The upper end of the bidirectional hydraulic cylinder (9-1) is fixedly connected to the support assembly, and the piston rod at the lower end of the bidirectional hydraulic cylinder (9-1) is connected to the fixed seat assembly (9-4).

4. The track engineering vehicle with adjustable travel direction as described in claim 3, characterized in that: The fixed seat assembly (9-4) includes an upper ring plate (9-43), a wear plate (9-42), and two upper seats (9-41) with groove-shaped hollow structures symmetrically fixed to the upper ring plate (9-43). The upper ring plate (9-43) is fixed to the upper end face of the outer ring of the slewing bearing (9-8), and the inner ring of the slewing bearing (9-8) is fixedly connected to the anti-slip support seat (9-7). The piston rod of the lower end of the bidirectional oil cylinder (9-1) extends into the upper seat (9-41) and is connected to the middle of the upper seat (9-41) through a pin. Wear plates (9-42) are fixed on the outer end face and inner side wall of the upper seat (9-41). The anti-slip support (9-7) includes a lower ring plate (9-73), a channel steel (9-71), and a stop block (9-72). The lower ring plate (9-73) is fixedly connected to the outer ring of the slewing bearing (9-8). Two channel steels (9-71) are symmetrically fixed on the bottom surface of the lower ring plate (9-73) and are perpendicular to the rail (7). Two stop blocks (9-72) are symmetrically fixed on the bottom surface of the channel steel (9-71) and are located on the inner side of the rail (7) on the same side.

5. The track engineering vehicle with adjustable travel direction as described in claim 2, characterized in that: The support assembly includes a fixed seat (9-5) and a limiting seat (9-9). The bottom of the frame (1) is fixed with two fixed seats (9-5) corresponding to the positions of the two bidirectional hydraulic cylinders (9-1) in the lifting device. The upper end of the bidirectional hydraulic cylinder (9-1) adapted to the fixed seat (9-5) is fixedly connected to the fixed seat (9-5). The bottom surface of the frame (1) is fixed with four limiting seats (9-9). The inner side wall of the limiting seat (9-9) is fixed with an L-shaped limiting plate (9-91). The two upper seats (9-41) in the fixed seat assembly (9-4) are located at their respective ends inside the limiting seats (9-9). The wear plates (9-42) on the outer end face and inner side wall of the upper seat (9-41) are in contact with the long side plate and short side plate of the L-shaped limiting plate (9-91) respectively.

6. The track engineering vehicle with adjustable travel direction as described in claim 2, characterized in that: The anti-rotation locking device includes a hook (9-10) and an operating rod (9-6). A mounting base (9-2) is fixed on the limiting seat (9-9) in the support assembly, and the middle part of the hook (9-10) is hinged to the mounting base (9-2). The upper end of the hook (9-10) is hinged to one end of the operating rod (9-6). The hook plate (9-3) fixed on the lower ring plate (9-73) in the anti-slip support (9-7) is engaged with the lower end of the hook (9-10) in the corresponding position when it is in the non-working state of being suspended in the air. The hook (9-10) and the hook plate (9-3) are separated by pulling the operating rod (9-6) outward.

7. The track engineering vehicle with adjustable travel direction as described in claim 1, characterized in that: The bottom of the frame (1) is fixed with a hook seat (13) located outside the rail grabber (6), and the upper end of the hook plate (14) is hinged to the lower end of the hook seat (13). The outer wall of the grab plate (6-1) on the same side as the hook seat (13) in the rail grabber (6) is fixed with a pin (15). The rail grabber (6) in the separated state from the rail (7) achieves anti-sway positioning by hooking the hook plate (14) and the pin (15). The bottom surface of the frame (1) is also provided with a baffle (16) located between the hook seat (13) and the rail grabber (6), and the baffle (16) limits the rotation limit position of the hook plate (14).

8. The track engineering vehicle with adjustable travel direction as described in claim 1, characterized in that: The hydraulic support device (8) includes an outer column (8-1), an inner column (8-2), a cylinder (8-3), and a roller (8-4). The inner column (8-2) is located inside the outer column (8-1), and the cylinder (8-3), whose upper end is connected to the upper end of the outer column (8-1), is located inside the inner column (8-2). The lower end of the inner column (8-2) is connected to the wheel frame (8-5) located in the inner column (8-2) and the lower end of the piston rod of the cylinder (8-3) by a pin. The roller (8-4) is rotatably mounted on the wheel frame (8-5) and drives the inner column (8-2) to move the wheel frame (8-5) up and down through the cylinder (8-3). The outer wall of the upper end of the outer column (8-1) is provided with a locking component located at the rear of the vehicle and used to detachably connect the outer column (8-1) and the inner column (8-2) that has been moved up and reset during vehicle operation. The locking assembly includes a locking plate (8-6), a locking piece (8-7), and a locking pin (8-8). The outer post (8-1) and inner post (8-2) have corresponding through holes at their upper ends. The inner end of the locking pin (8-8), which is L-shaped and has a raised ring in its middle, is inserted into the through holes of the outer post (8-1) and inner post (8-2). A locking plate (8-6) located on one side of the locking pin (8-8) is fixed to the outer wall of the outer post (8-1). -6) A U-shaped groove with the opening facing upward is made on the plate surface, and the outer end rod is adapted to the U-shaped groove by rotating the locking pin (8-8). The vertical plate of the locking piece (8-7) facing the card plate (8-6) is installed on the card plate (8-6) by bolts, nuts and rubber pads. The C-shaped plate on the side away from the card plate (8-6) is rotated by rotating the locking piece (8-7) to lock the locking pin (8-8), thereby fixing the outer column (8-1) and the inner column (8-2). The outer wall of the outer column (8-1) is fixed with a hanging plate (8-9) located on the other side of the locking pin (8-8), and the hanging plate (8-9) has a hanging hole. When the hydraulic support device (8) is in working state, the inner end rod of the pulled-out locking pin (8-8) is inserted into the hanging hole on the hanging plate (8-9) to realize the storage of the locking pin (8-8) on the hanging plate (8-9).

9. The track engineering vehicle with adjustable travel direction as described in claim 1, characterized in that: The lower end of the piston rod of the axle box locking cylinder (12) is a spherical structure, and the upper end of the axle box end cover (10) is provided with a spherical groove that is adapted to the piston rod of the axle box locking cylinder (12). The large end of the connecting pin (11) is movably connected to a ring handle (17). When the vehicle is in motion, the connecting pin (11) is pulled out by pulling the handle (17), thereby disconnecting the piston rod of the axle box locking cylinder (12) and the axle box end cover (10).

10. The track engineering vehicle with adjustable travel direction as described in claim 1, characterized in that: The frame (1) is equipped with an engine (20) connected to a hydraulic gearbox (19) via a drive shaft (18). The hydraulic gearbox (19) is connected to the axle gearboxes on the front and rear drive wheelsets (2) via a drive shaft (21) to form the running system of the rail engineering vehicle.

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