Multi-functional rail engineering vehicle group with safe switching of travel direction

Abstract

This invention provides a multi-functional rail engineering vehicle for safe direction switching. The vehicle is equipped with a hydraulic winch at the front and a hydraulic excavator at the rear. An axle-box locking cylinder, corresponding to the upper and lower positions of the axle-box end caps in the wheelset axle boxes, is located on the bottom surface of the vehicle frame. A slewing support device, positioned between two sets of wheelset axle boxes, is installed in the middle of the vehicle. When the piston rod of the axle-box locking cylinder retracts, it causes the wheelset axle boxes to move upwards, and the vehicle then moves downwards to the slewing support device, which is adapted to the anti-slip mechanism of the rails, and rotates to change direction. This invention enables material transfer, traction, excavation, and hoisting without the need for additional equipment. It solves the problem of traditional rail engineering vehicles requiring dedicated turning lines to adjust direction due to track structure limitations. It provides convenience for direction switching in single-track railway maintenance, tunnel construction, and small-scale work areas with limited space, reducing the difficulty of direction adjustment and improving operational efficiency.

Description

Technical Field

[0001] This utility model belongs to the field of rail engineering vehicle technology, specifically relating to a multi-functional rail engineering vehicle group with safe switching of travel direction. Background Technology

[0002] In railway construction and maintenance operations both domestically and internationally, ensuring smooth construction requires transporting track equipment and work materials to the construction site. Track vehicles, as core transportation tools, play a crucial role in material transfer. During actual transportation, due to factors such as the layout of the work area and construction process requirements, it is often necessary to adjust the track vehicle's direction to adapt to operational needs. In such cases, turning the track vehicle around on the spot becomes essential. 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 direction. In work scenarios without dedicated turning tracks (such as turnout sections), it is difficult to adjust the direction of travel. Especially in single-track railway maintenance, tunnel construction, or small work areas, due to limited space, it is impossible to lay dedicated turning tracks, making the need for track engineering vehicle direction adjustment a key issue restricting operational efficiency. Therefore, to solve the aforementioned track vehicle direction adjustment problem... Utility Model Content

[0003] The technical problem solved by this utility model is to provide a multi-functional rail engineering vehicle group that can safely switch the direction of travel. By setting a slewing support device at the bottom of the rail engineering vehicle, it can simultaneously realize material transfer, traction, excavation and hoisting without the need for additional equipment. At the same time, it has the function of changing the direction of travel on a single line, which solves the problem that traditional rail engineering vehicles are limited by the track structure and require a dedicated turning line to adjust the direction. It provides convenience for changing direction in single-track railway maintenance, tunnel construction and small work areas with limited space. It can change direction on the spot without the need for a dedicated turning line, breaks through space limitations, reduces the difficulty of adjusting the direction of travel and improves work efficiency.

[0004] The technical solution adopted in this utility model is as follows: a multi-functional rail engineering vehicle group for safe switching of travel direction, including a rail engineering vehicle connected end to end and a rail flatcar equipped with a crane at the rear end. The front end of the rail engineering vehicle is equipped with a hydraulic winch, and the rear end of the rail engineering vehicle is equipped with a hydraulic excavator. The bottom surface of the frame of the rail engineering vehicle is equipped with an axle box locking cylinder corresponding to the upper and lower positions of the axle box end cover in the wheel set axle box. The middle of the rail engineering vehicle is equipped with a slewing support device located between two sets of wheel set axle boxes. When the rail engineering vehicle needs to be decoupled and reversed, the piston rod of the axle box locking cylinder is connected to the axle box end cover through a connecting pin. After the piston rod of the axle box locking cylinder retracts and drives the wheel set axle box to move upward, the rail engineering vehicle moves downward at the lower end to the slewing support device adapted to the anti-side slip of the rail and rotates to reverse.

[0005] The slewing support device includes a support assembly fixed to the bottom of the frame of the rail engineering vehicle 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 realizing the separation of the anti-slip support seat from the rail or the anti-slip adaptation. 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 end of the 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 hydraulic 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.

[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-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.

[0010] 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.

[0011] Furthermore, the track engineering vehicle is equipped with rail grippers at the four corners of its bottom, corresponding to the vertical positions of the rails on the corresponding sides. By controlling the rail grippers, the rail grippers can be moved downward to clamp the rails when the track engineering vehicle is in construction mode, or moved upward to separate from the rails when the track engineering vehicle is in operation mode. The rear platform of the track engineering vehicle is equipped with a generator set for the operation of the hydraulic system.

[0012] Furthermore, the air compressor installed at the bottom of the frame is powered by the front end of the engine, and the rear end of the engine is connected to the hydraulic transmission via a drive shaft. The hydraulic transmission is connected to a hydraulic pump, and both ends of the hydraulic transmission are connected to the front and rear axle gearboxes via drive shafts.

[0013] Furthermore, the rail flatcar is supported by two bogies located at the bottom of the frame two. Guardrails are fixed at the front end and upper edges of both sides of the frame two. The rear end of the platform of the frame two is equipped with a diesel generator set and a hydraulic station for the onboard crane located on both sides. Buffer devices and traction devices are provided at both the front and rear ends of the rail flatcar.

[0014] Advantages of this utility model compared to the prior art: 1. This technical solution can simultaneously realize material transfer, traction, excavation, and hoisting without the need for additional equipment allocation. It also has the function of changing the direction of travel on a single track, solving the problem that traditional rail engineering vehicles are limited by the track structure and need a dedicated turning line to adjust the direction. It provides convenience for changing direction in single-track railway maintenance, tunnel construction, and small work areas with limited space. It can change direction on the spot without a dedicated turning line, breaking through space limitations, reducing the difficulty of adjusting the direction of travel, and improving work efficiency. 2. This technical solution provides rotational support for changing the direction of travel of the rail engineering vehicle by setting a structure under the frame that uses a slewing bearing to rotatably connect the anti-slip support seat and the fixed seat. In conjunction with the lifting device, the anti-slip support seat is driven to adapt to the anti-slip of the rail, 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 of the existing technology that the rail engineering vehicle is difficult to adjust its direction in the absence of a dedicated turning line, improves the work efficiency and the work flexibility. 3. This technical solution uses a stop block located inside the rail when the anti-slip support seat on the bottom surface of the base moves down and contacts the rail. This limits the lateral displacement of the rail engineering vehicle during the reversing process, avoids slipping, and ensures the safety of the turning process. 4. This technical solution provides a locking limit condition for the anti-slip support seat when it is not in operation by rotating and installing a hook at the lower end of the limit seat and connecting it to the hook plate on the anti-slip support seat. This improves the stability and safety of the track engineering vehicle when the anti-slip support seat is not in operation and prevents it from rotating randomly. 5. This technical solution has a simple structure and reasonable design. It does not require modification of the original wheelset structure of the rail engineering vehicle and is compatible with existing rail engineering vehicles. The wear plate helps reduce component wear, extend service life, and reduce maintenance costs. The rail engineering vehicle integrates a hydraulic winch and hydraulic excavator, and the rail flatcar is equipped with a crane. It can simultaneously realize multiple operations such as material transfer, traction, excavation, and hoisting. It does not require the deployment of multiple single-function equipment, thus reducing equipment costs and operation time. Attached Figure Description

[0015] Figure 1 This is a front view of the structure of this utility model; Figure 2 This is a top view of the structure of this utility model; Figure 3 This is a diagram showing the distribution of the power unit of the track engineering vehicle of this utility model; Figure 4 This is a schematic diagram of the slewing support state when the bottom slewing support device of the frame of this utility model is adapted to the anti-slip rail. Figure 5 This is a front view of the slewing support device structure of this utility model; Figure 6 This is a top view of the slewing support device structure of this utility model; Figure 7 This is a left view of the structure of the rotary support device of this utility model; Figure 8 This is a front view of the support assembly structure of this utility model installed on the vehicle frame. Figure 9 This is a bottom view of the support assembly structure of this utility model installed on the vehicle frame. Figure 10 This is a left view of the support assembly structure of this utility model installed on the frame. Detailed Implementation

[0016] The following will refer to the embodiments of this utility model. Figure 1-10 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] Multi-functional rail engineering vehicle group with safe switching of travel direction, such as Figure 1-2As shown, the system includes a track engineering vehicle 1 connected end-to-end and a track flatcar 2 equipped with a crane 7 at the rear. The track engineering vehicle 1 has a hydraulic winch 4 at its front end and a hydraulic excavator 3 at its rear end. The bottom surface of the frame 1-1 of the track engineering vehicle 1 is equipped with an axle box locking cylinder 9, which corresponds to the vertical position of the axle box end cover 5-1 in the wheelset axle box 5. When the track engineering vehicle 1 is in motion, the piston rod of the axle box locking cylinder 9 retracts and moves upward to separate from the axle box end cover 5-1. During construction, the axle box locking cylinder 9 drives the axle box end cover 5-1 downward to press against the axle box end cover 5-1, thus rigidly connecting the wheelset 5-2 in the wheelset axle box 5 to the rail 11. A slewing support device 6 is installed in the middle of the track engineering vehicle 1, located between two sets of wheelset axle boxes 5. When the axle box locking cylinder 9 piston rod needs to be reversed during disassembly, it is connected to the axle box end cover 5-1 through the connecting pin 8. After the axle box locking cylinder 9 piston rod retracts, it drives the wheel set axle box 5 to move upward. Then, the rail engineering vehicle 1 moves downward at the lower end to the slewing support device 6, which is connected to the anti-side slip adaptation of the rail 11, and rotates under the support to reverse. The above structure can realize material transfer, traction, excavation, and hoisting simultaneously without additional equipment. It also has the function of reversing the direction of travel on a single line, which solves the problem that the traditional rail engineering vehicle 1 is limited by the track structure and requires a special turning line to adjust the direction. It provides convenience for reversing in single-line railway maintenance, tunnel construction, and small operation sections with limited space. It can reverse on the spot without a special turning line, breaking through space limitations, reducing the difficulty of adjusting the direction of travel, and improving work efficiency. like Figure 5-7 As shown, the slewing support device 6 includes a support assembly fixed to the bottom of the frame 1-1 of the rail engineering vehicle 1 and an anti-slip support seat 6-7 located below the frame 1-1. The anti-slip support seat 6-7 is rotatably connected to the fixed seat assembly 6-4 above it via a slewing bearing 6-8. A lifting device installed on the upper surface of the fixed seat assembly 6-4 is connected to the support assembly and is driven by the lifting device to move the anti-slip support seat 6-7 up and down, thereby separating the anti-slip support seat 6-7 from the rail 11 or adapting it to anti-slip conditions. An anti-rotation locking device is rotatably installed on the support assembly, with its lower end detachably connected to the anti-slip support seat 6-7 in the non-working state. At this time, the slewing support device 6 is suspended at the bottom of the frame 1-1 and locked and limited by the anti-rotation locking device. In the above structure, by setting a structure below the frame 1-1 that uses a slewing bearing 6-8 to rotatably connect the anti-slip support seat 6-7 and the fixed seat assembly 6-4, rotational support conditions are provided for the change of direction of the rail engineering vehicle 1. In conjunction with the lifting device, the anti-slip support seat 6-7 is driven to adapt to the anti-slip of the rail 11, so as to realize the change of direction of the rail engineering vehicle 1 in the case of no dedicated turning line. This solves the defect of the rail engineering vehicle 1 being difficult to adjust its direction in the case of no dedicated turning line in the prior art 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 6-1. The upper end of the bidirectional hydraulic cylinder 6-1 is fixedly connected to the support assembly, and the lower end of the piston rod of the bidirectional hydraulic cylinder 6-1 is connected to the fixed seat assembly 6-4 through a pin. Specifically, the fixed seat assembly 6-4 includes an upper ring plate 6-43, a wear plate 6-42, and two upper seats 6-41 with a groove-shaped hollow structure symmetrically fixed to the upper ring plate 6-43. The upper ring plate 6-43 is fixed to the upper end face of the outer ring of the slewing bearing 6-8, and the inner ring of the slewing bearing 6-8 is fixedly connected to the anti-slip support seat 6-7. The piston rod of the lower end of the bidirectional hydraulic cylinder 6-1 extends into the interior of the upper seat 6-41 and is connected to the middle of the upper seat 6-41 through a pin. Wear plates 6-42 are fixed on the outer end face and inner side wall of the upper seat 6-41.

[0020] like Figure 8-10 As shown, the support assembly includes fixed seats 6-5 and limiting seats 6-9. Two fixed seats 6-5 are fixed to the bottom of the frame 1-1, corresponding to the positions of the two bidirectional hydraulic cylinders 6-1 in the lifting device. The upper ends of the bidirectional hydraulic cylinders 6-1 adapted to the fixed seats 6-5 are fixedly connected to the fixed seats 6-5. Four limiting seats 6-9 are fixed to the bottom surface of the frame 1-1, and L-shaped limiting plates 6-91 are fixed to the inner sidewalls of the limiting seats 6-9. Two of the fixed seats in the fixed seat assembly 6-4... The two ends of the upper seat 6-41 are respectively located inside the corresponding limiting seats 6-9, and the wear plates 6-42 on the outer end face and inner side wall of the upper seat 6-41 are in contact with the long side plate and short side plate of the L-shaped limiting plate 6-91, respectively. In the above structure, during the slewing support operation, the wear plates 6-42 on the outer end face and inner side wall of the upper seat 6-41 are restricted within the L-shaped limiting plate 6-91 of the frame 1-1, which restricts the relative movement between the slewing support structure and the frame 1-1 and improves safety and reliability. like Figure 5-7 As shown, the anti-slip support 6-7 includes a lower ring plate 6-73, channel steel 6-71, and stop blocks 6-72. The lower ring plate 6-73 is fixedly connected to the outer ring of the slewing bearing 6-8. Two channel steels 6-71, perpendicular to the rail 11, are symmetrically fixed to the bottom surface of the lower ring plate 6-73, and two stop blocks 6-72, symmetrically fixed to the bottom surface of the channel steels 6-71, are located on the inner side of the rail 11 on the same side. The length of the channel steel 6-71 is greater than the rail gauge. When the piston of cylinder 6-1 extends, the channel steel 6-71 at the bottom of the lower ring plate 6-73 presses against the rail 11, while the stop block 6-72 located inside the rail 11 restricts the structure from sliding on the rail surface. In the above structure, by setting the anti-slip support seat 6-7 on the bottom surface of the base 6-71 and the stop block 6-72 located inside the rail 11 when it moves down to contact the rail 11, the lateral displacement of the rail engineering vehicle 1 is restricted during the reversing process, avoiding sliding and ensuring the safety of the turning process. The specific structure of the anti-rotation locking device is as follows: The anti-rotation locking device includes a hook 6-10 and an operating rod 6-6. A mounting base 6-2 is fixed on the limiting seat 6-9 in the support assembly, and the middle part of the hook 6-10 is hinged to the mounting base 6-2. The upper end of the hook 6-10 is hinged to one end of the operating rod 6-6. The hook plate 6-3 fixed on the lower ring plate 6-73 in the anti-slip support 6-7 is engaged with the lower end of the hook 6-10 in the corresponding position when it is suspended in the air and not in working state. The hook 6-10 and the hook plate 6-3 are separated by pulling the operating rod 6-6 outward. In the above structure, by rotating the hook 6-10, whose lower end is engaged with the hook plate 6-3 on the anti-slip support 6-7, on the limiting seat 6-9, a locking limit condition is provided for the anti-slip support 6-7 in the non-working state, which improves the stability and safety of the track engineering vehicle 1 when the anti-slip support 6-7 is not in working state and prevents it from rotating at will. like Figure 1 As shown, the track engineering vehicle 1 has rail grippers 10 at each of its four bottom corners, corresponding to the vertical positions of the corresponding side rails 11. By controlling the rail grippers 10, the track engineering vehicle 1 can lower itself to grip the rails 11 during construction or move upwards to separate from the rails 11 during operation. The rear platform of the track engineering vehicle 1 is equipped with generator sets 1-3 for the hydraulic system. In the above structure, the rail grippers 10 are existing structures. The lifting and lowering structure of the rail grippers 10 can employ existing hydraulic cylinder drive structures, motor-driven screw control structures, or screw height adjustment structures, which will not be elaborated upon here. like Figure 3 As shown, the air compressor 1-4 installed at the bottom of the frame 1-1 is powered by the front end of the engine 1-5, and the rear end of the engine 1-5 is connected to the hydraulic gearbox 1-8 through the drive shaft 1-6. The hydraulic gearbox 1-8 is connected to the hydraulic pump 1-7, and both ends of the hydraulic gearbox 1-8 are connected to the front and rear axle gearboxes 1-2 through the drive shaft 2-9 respectively. This power transmission layout can efficiently transmit the power of the engine 1-5, while meeting the power requirements of the air compressor 1-4, the hydraulic system and the axle drive. It eliminates the need for multiple additional power sources, simplifies the equipment structure and reduces energy consumption and maintenance costs.

[0021] like Figure 1As shown, the rail flatcar 2 is supported by two bogies 2-2 located at the bottom of the frame 2-1. Guardrails 2-3 are fixed to the front end and upper edges of both sides of the frame 2-1. A diesel generator set 2-4 and a hydraulic station 2-5 for the crane 7 are located on both sides of the platform at the rear end of the frame 2-1. Buffer devices 2-6 and traction devices 2-7 are provided at both the front and rear ends of the rail flatcar 2. The above structure, on the one hand, improves the stability and safety of the rail flatcar 2 by supporting it with two bogies 2-2, along with the front and rear buffer devices 2-6 and traction devices 2-7. The buffer devices 2-6 reduce the impact during travel and docking, and the traction devices 2-7 ensure reliable connection 2 with the rail engineering vehicle 1 or other equipment. On the other hand, the guardrails 2-3 at the front end and sides of the frame 2-1 protect the equipment and personnel on board, and the diesel generator set 2-4 and hydraulic station 2-5 at the rear provide independent power to the crane 7, ensuring that the lifting operation is not affected by other systems, thus improving operational independence and efficiency.

[0022] This technical solution has a simple structure and reasonable design. It does not require modification of the original wheelset structure of the rail engineering vehicle 1 and is compatible with the existing rail engineering vehicle 1. The wear plate setting helps to reduce component wear, extend service life, and reduce maintenance costs. The rail engineering vehicle integrates a hydraulic winch and hydraulic excavator, and the rail flatcar is equipped with a crane. It can simultaneously realize multiple operations such as material transfer, traction, excavation, and hoisting, without the need to allocate multiple single-function equipment, thus reducing equipment costs and operation time.

[0023] 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.

[0024] 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 multi-functional rail engineering vehicle group capable of safely switching travel directions, characterized in that: The system includes a track engineering vehicle (1) connected end to end and a track flatcar (2) equipped with a crane (7) at the rear end. The track engineering vehicle (1) is equipped with a hydraulic winch (4) at the front end and a hydraulic excavator (3) at the rear end. The bottom surface of the frame (1-1) of the track engineering vehicle (1) is equipped with an axle box locking cylinder (9) corresponding to the upper and lower positions of the axle box end cover (5-1) in the wheel set axle box (5). The middle part of the track engineering vehicle (1) is equipped with a slewing support device (6) located between two sets of wheel set axle boxes (5). When the track engineering vehicle (1) needs to change direction after uncoupling, the piston rod of the axle box locking cylinder (9) is connected to the axle box end cover (5-1) through the connecting pin (8). After the piston rod of the axle box locking cylinder (9) retracts and drives the wheel set axle box (5) to move upward, the track engineering vehicle (1) moves downward at the lower end to the slewing support device (6) which is adapted to the anti-side slip of the rail (11) and rotates to change direction.

2. The multi-functional rail engineering vehicle group with safe switching of travel direction according to claim 1, characterized in that: The slewing support device (6) includes a support assembly fixed to the bottom of the frame (1-1) of the rail engineering vehicle (1) and an anti-slip support seat (6-7) located below the frame (1-1). The anti-slip support seat (6-7) is rotatably connected to the fixed seat assembly (6-4) above it via a slewing bearing (6-8). A lifting device installed on the upper surface of the fixed seat assembly (6-4) is connected to the support assembly, and the lifting device drives the anti-slip support seat (6-7) to move up and down, so as to realize the separation of the anti-slip support seat (6-7) from the rail (11) or the anti-slip adaptation. The support assembly is rotatably equipped with an anti-rotation locking device whose lower end is detachably connected to the anti-slip support seat (6-7) in the non-working state.

3. The multi-functional rail engineering vehicle group with safe switching of travel direction according to claim 2, characterized in that: The lifting device includes two symmetrically arranged bidirectional hydraulic cylinders (6-1). The upper end of the bidirectional hydraulic cylinder (6-1) is fixedly connected to the support assembly, and the lower end of the piston rod of the bidirectional hydraulic cylinder (6-1) is connected to the fixed seat assembly (6-4).

4. The multi-functional rail engineering vehicle group with safe switching of travel direction according to claim 3, characterized in that: The fixed seat assembly (6-4) includes an upper ring plate (6-43), a wear plate (6-42), and two upper seats (6-41) with groove-shaped hollow structures symmetrically fixed to the upper ring plate (6-43). The upper ring plate (6-43) is fixed to the upper end face of the outer ring of the slewing bearing (6-8), and the inner ring of the slewing bearing (6-8) is fixedly connected to the anti-slip support seat (6-7). The piston rod of the lower end of the bidirectional oil cylinder (6-1) extends into the upper seat (6-41) and is connected to the middle of the upper seat (6-41) through a pin. Wear plates (6-42) are fixed on the outer end face and inner side wall of the upper seat (6-41).

5. The multi-functional rail engineering vehicle group with safe switching of travel direction according to claim 2, characterized in that: The support assembly includes a fixed seat (6-5) and a limiting seat (6-9). Two fixed seats (6-5) are fixed at the bottom of the frame (1-1) and correspond to the positions of the two bidirectional hydraulic cylinders (6-1) in the lifting device. The upper end of the bidirectional hydraulic cylinder (6-1) adapted to the fixed seat (6-5) is fixedly connected to the fixed seat (6-5). Four limiting seats (6-9) are fixed on the bottom surface of the frame (1-1). An L-shaped limiting plate (6-91) is fixed on the inner side wall of the limiting seat (6-9). The two upper seats (6-41) in the fixed seat assembly (6-4) are located at their respective ends inside the limiting seats (6-9). The wear plates (6-42) on the outer end face and inner side wall of the upper seat (6-41) are in contact with the long side plate and short side plate of the L-shaped limiting plate (6-91) respectively.

6. The multi-functional rail engineering vehicle group with safe switching of travel direction according to claim 2, characterized in that: The anti-slip support seat (6-7) includes a lower ring plate (6-73), a channel steel (6-71), and a stop block (6-72). The lower ring plate (6-73) is fixedly connected to the outer ring of the slewing bearing (6-8). Two channel steels (6-71) are symmetrically fixed on the bottom surface of the lower ring plate (6-73) and are perpendicular to the rail (11). Two stop blocks (6-72) are symmetrically fixed on the bottom surface of the channel steel (6-71) and are located on the inner side of the rail (11) on the same side.

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

8. The multi-functional rail engineering vehicle group with safe switching of travel direction according to claim 1, characterized in that: The bottom of the track engineering vehicle (1) is equipped with rail grippers (10) at the four corners, which correspond to the vertical positions of the corresponding side rails (11). By controlling the rail grippers (10), the rail grippers (10) can move down to grip the rails (11) when the track engineering vehicle (1) is in the construction state, or move up to separate from the rails (11) when the track engineering vehicle (1) is in the running state. The rear platform of the track engineering vehicle (1) is equipped with generator sets (1-3) for the hydraulic system.

9. The multi-functional rail engineering vehicle group with safe switching of travel direction according to claim 1, characterized in that: The air compressor (1-4) installed at the bottom of the frame (1-1) takes power from the front end of the engine (1-5), and the rear end of the engine (1-5) is connected to the hydraulic gearbox (1-8) through the first drive shaft (1-6). The hydraulic gearbox (1-8) is connected to the hydraulic pump (1-7), and both ends of the hydraulic gearbox (1-8) are connected to the front and rear axle gearboxes (1-2) through the second drive shaft (1-9).

10. The multi-functional rail engineering vehicle group with safe switching of travel direction according to claim 1, characterized in that: The rail flatcar (2) is supported by two bogies (2-2) located at the bottom of the frame two (2-1). The front end and upper edges of the frame two (2-1) are fixed with guardrails (2-3). The rear end of the platform of the frame two (2-1) is equipped with a diesel generator set (2-4) and a hydraulic station for the crane (7) located on both sides. The rail flatcar (2) is equipped with a buffer device (2-6) and a traction device (2-7) at both the front and rear ends.

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