Railway crossing road roller

Abstract

The utility model discloses a railway crossing road roller device, which is installed on a shovel of a loader. The road roller device comprises a compaction roller and a connecting member. The compaction roller is made of a waste roller of a metallurgical enterprise. The axial dimension of the working section of the compaction roller is adapted to the width of the railway crossing. The connecting member comprises a roller sleeve and a shovel connecting part. The journal of the compaction roller is inserted into the roller sleeve. The shovel connecting part is installed at the front end of the shovel. The roller sleeve and the shovel connecting part are rotationally connected. The utility model solves the problems of high cost, uneven ramming and poor adaptability of the existing railway crossing road roller in the factory area of the metallurgical enterprise.

Description

Technical Field

[0001] This utility model relates to the field of road rolling technology, and in particular to a railway crossing road rolling device for use in metallurgical enterprises. Background Technology

[0002] Currently, most railway crossings within metallurgical plant areas are either steel plate crossings or rubber crossings. Both types of crossings are concealed, and their long-term use has revealed several problems, posing significant maintenance and safety hazards. Because the crossing structure obscures the railway fasteners, their condition cannot be visually inspected. Inspection requires the use of engineering machinery to dismantle the crossing structure, making it difficult for patrol personnel to detect fastener malfunctions during routine inspections. Furthermore, steel plate crossings are slippery in rainy weather, easily causing wheel slippage for two-wheeled vehicles, leading to falls and injuries. If the wooden sleepers at the bottom of the crossing are severely rotten, heavy-duty trucks crossing can cause the steel plate to vibrate, potentially causing vehicles to be thrown off course. While rubber crossings offer some impact relief, their high-temperature resistance is poor, leading to accelerated aging in the high-temperature environment of metallurgical plants, resulting in short replacement cycles and high maintenance costs.

[0003] When using traditional monolithic concrete track bed renovation to solve the above problems, the following drawbacks exist in practical applications: Due to extremely heavy traffic at the level crossings within the factory area, the time allotted for level crossing construction and renovation is short; the curing time required for monolithic concrete track beds is long; and the cost of precast monolithic concrete track beds is high. To address this, asphalt pavement level crossings were designed. However, each construction of asphalt level crossings requires renting large road rollers for compaction. Large road rollers are expensive per shift, and their rollers are wide; the internal width of the track core is much smaller than the roller width, resulting in poor adaptability. Compaction perpendicular to the track direction easily leads to deformation and unevenness of the asphalt, causing the railway level crossing compaction process to fail to achieve a smooth finish. Utility Model Content

[0004] The purpose of this utility model is to provide a railway crossing compaction device that can solve the problems of high cost, uneven compaction, and poor operational adaptability in existing railway crossing compaction methods within metallurgical plant areas.

[0005] To solve the above problems, the technical solution adopted by this utility model is as follows: This railway crossing rolling device is mounted on the bucket of a loader. The rolling device includes a compaction roller and a connecting component. The compaction roller is made from a waste rolling mill roller from a metallurgical enterprise. The axial dimension of the working section of the compaction roller is adapted to the width of the railway crossing center. The connecting component includes a roller sleeve and a bucket connecting part. The roller sleeve is rotatably connected to the journal of the compaction roller. The bucket connecting part is installed at the front end of the bucket. The roller sleeve and the bucket connecting part are hinged.

[0006] In the above-mentioned technical solution for the railway crossing rolling device, a more specific technical solution may be: a wear-resistant bushing is provided in the journal mounting hole of the roller sleeve, and the journals at both ends of the compaction roller are clearance-fitted with the wear-resistant bushing.

[0007] The bucket connection has mounting grooves for inserting the bucket teeth.

[0008] The mounting groove is provided with multiple reinforcing ribs, and each bucket tooth is inserted between two adjacent reinforcing ribs.

[0009] The bucket connecting part has two positioning protrusions that match the connecting block of the roller sleeve. The connecting block is inserted into the positioning protrusion, and the positioning protrusion is connected to the connecting block by a positioning pin.

[0010] By adopting the above technical solution, this utility model has the following beneficial effects compared with the prior art: 1. By directly mounting the road roller device onto the loader buckets widely available in metallurgical enterprises, there is no need to rent expensive and poorly adaptable large-scale specialized road rollers, significantly reducing equipment rental costs and operational barriers. The compaction roller is made from recycled waste rolls found in large quantities within metallurgical enterprises, realizing the resource reuse of solid waste and saving on raw material and waste disposal costs. The axial dimension of the compaction roller's working section is matched to the width of the railway crossing center, ensuring precise coverage of the center area during compaction, effectively compacting the center and achieving uniform compaction of the road surface outside the rails, resulting in a smooth road surface and significantly improved operational adaptability compared to traditional equipment. A reliable and rotatable connection between the compaction roller and the loader is achieved through connecting components, allowing the loader to flexibly utilize its own weight and hydraulic power for compaction operations and quickly restore its loading function.

[0011] 2. A wear-resistant bushing is installed in the journal mounting hole of the roller sleeve as a buffer and protective layer between the compaction roller journal and the connecting components. This effectively reduces direct wear between the journal and the roller sleeve, extending the service life of the compaction roller and the connecting components. At the same time, the wear-resistant bushing achieves a clearance fit between the compaction roller journal and the roller sleeve, which not only meets the requirements for flexible rotation but also ensures the smooth transmission of load during compaction operations, preventing impacts or shaking caused by gaps. This further improves the stability and reliability of the compaction process and ensures the compaction quality.

[0012] 3. The bucket connection part is designed with an installation groove into which the bucket teeth of the loader bucket can be inserted, which can effectively protect the bucket teeth and prevent the bucket teeth from colliding with or scratching railway facilities such as rails and level crossing paving.

[0013] 4. Multiple reinforcing ribs are installed in the mounting slot, and the bucket teeth are inserted between adjacent ribs. This greatly enhances the overall rigidity and deformation resistance of the bucket connection, enabling it to better withstand complex loads from all directions during compaction operations and preventing damage to the connection due to excessive force. The limiting effect of the reinforcing ribs on the bucket teeth also makes the connection more stable and avoids shaking during operation.

[0014] 5. The bucket connecting part and the roller sleeve are connected by the matching insertion of the positioning protrusion and the connecting block, and are supplemented by the positioning pin, which realizes quick and accurate alignment and reliable locking, simplifying the installation process; the pin connection structure facilitates the disassembly and replacement of individual parts. If the compaction roller is worn, it can be replaced individually by simply removing the positioning pin, without the need for the whole disassembly device. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the assembly structure of the railway crossing rolling device.

[0016] Figure 2 This is a structural diagram of the bucket connection part.

[0017] Figure 3 This is a schematic diagram of the compaction roller.

[0018] The following are the labels in the diagram: 1. Loader; 2. Bucket; 2-1. Bucket teeth; 3. Bucket connecting part; 3-1. Rivet hole; 3-2. Reinforcing rib plate; 3-3. Positioning cam; 4. Roller sleeve; 4-1. Connecting block; 5. Wear-resistant bushing; 6. Compactor roller; 6-1. Working section; 6-2. Journal; 7. Positioning pin. Detailed Implementation

[0019] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments: Figures 1 to 3 The railway crossing compaction device shown is integrally assembled on the loader bucket 2, commonly used in metallurgical enterprises. It mainly consists of a compaction roller 6 and connecting components. The compaction roller 6 is made from scrapped rolls discarded by metallurgical enterprises. The axial dimension of its working section 6-1 is precisely matched to the width of the railway crossing center, completely covering the center area and avoiding blind spots in compaction. Simultaneously, thanks to the substantial weight of the scrap roll itself, no additional counterweight is needed to ensure compaction effectiveness, thus achieving both the resource utilization of solid waste and reducing equipment manufacturing costs. The compaction roller 6 is rotatably connected to the connecting components, which are fixedly installed at the front end of the bucket 2 via riveting or bolting.

[0020] The connecting components include a bucket connecting part 3 and a roller sleeve 4. The roller sleeve 4 is rotatably connected to the journal 6-2 of the compaction roller 6. The bucket connecting part 3 is installed at the front end of the bucket 2, and the roller sleeve 4 is hinged to the bucket connecting part 3. This connection method not only achieves a stable assembly between the compaction roller 6 and the loader 1 bucket 2, but also allows the compaction roller 6 to adaptively adjust its angle according to road conditions during operation, ensuring stable power and load transmission and compaction effect. It is worth mentioning that the roller sleeve 4 is equipped with a wear-resistant bushing 5. The journals 6-2 at both ends of the compaction roller 6 and the wear-resistant bushing 5 of the roller sleeve 4 on the same side form a clearance fit. The clearance is controlled within the range of 0.1-0.3mm, which not only provides sufficient space for the compaction roller 6 to rotate flexibly, but also isolates the journal 6-2 from the direct contact between the roller sleeve 4 and the journal 6-2 through the wear-resistant bushing 5, reducing component wear and extending the service life of the device. At the same time, the reasonable clearance setting can avoid impact or shaking caused by excessive clearance during operation, ensuring smooth load transmission and improving compaction quality. In this embodiment, the bucket connecting part 3 and the bucket 2 are anchored by two rivets. Specifically, rivet holes 3-1 are pre-drilled in the bucket connecting part 3, and corresponding holes are drilled in the bottom plate of the bucket 2. During assembly, the rivets are inserted into the holes and fixed by riveting. Preferably, the bucket connecting part 3 is provided with an installation groove, and the bucket teeth 2-1 of the loader 1 bucket 2 can be fully inserted into the installation groove, avoiding collision or scratching of railway facilities such as rails and level crossing paving panels during operation. Multiple reinforcing ribs 3-2 arranged at intervals in the installation groove separate the bucket teeth 2-1 between adjacent ribs, greatly enhancing the overall rigidity and deformation resistance of the bucket connecting part 3, enabling it to stably withstand the complex loads during compaction operations and preventing damage to the connecting parts. In addition, at the hinge end between the bucket connecting part 3 and the roller sleeve 4, the bucket connecting part 3 is provided with two positioning protrusions 3-3. The connecting block 4-1 on the roller sleeve 4 matches the positioning protrusions 3-3. The cross section of the connecting block 4-1 is a quadrilateral structure. The connecting block 4-1 is inserted into the positioning protrusions 3-3, and the hinge point is reliably locked by the positioning pin 7 to achieve fast and accurate alignment and connection. During manufacturing, scrap rolls with surface damage but intact overall roll bodies are selected. The oxide scale and defects on the surface are removed by grinding on a lathe. Then, the excess parts at both ends of the roll are cut according to the width of the railway crossing center, retaining a suitable middle section as the working section. Finally, the journals at both ends of the roll are precision machined to form a precise clearance fit of 0.1-0.3mm with the inner diameter of the wear-resistant bushing, ensuring smooth rotation and preventing jamming. Next, the connecting components are processed. The bucket connecting part is made of welded steel plates, with overall dimensions matching the front end of the loader bucket. Two rivet holes are pre-set in the bucket connecting part, with a certain distance between the center of the holes and the top and side edges of the bucket connecting part, while ensuring the installation groove depth allows the bucket teeth to be fully inserted. Reinforcing ribs are welded and fixed in the installation groove. A positioning protrusion is welded to the hinge end of the bucket connecting part and the roll sleeve, with a pre-drilled pin hole. The roll sleeve is made of cast steel, with a wear-resistant bushing press-fitted inside, ensuring an interference fit to prevent loosening. A connecting block matching the positioning protrusion is machined on the roll sleeve to ensure flexible rotation during hinge. During overall assembly, first insert the pre-treated compaction roller journal into the wear-resistant bushing of the roller sleeve, using a precise clearance fit to complete the rotational connection between the two, ensuring that the compaction roller can rotate freely without obstruction. Next, align the mounting groove of the bucket connection with the bucket teeth and slowly slide it in. After aligning the bucket connection with the rivet holes of the bucket, insert the rivets and use a special riveting tool to complete the anchoring. Finally, move the compaction roller with the assembled roller sleeve to the front of the bucket connection, align the connecting block on the roller sleeve with the positioning protrusion and insert it. After inserting the positioning pin, use a cotter pin to fix it to prevent it from falling off, completing the hinged assembly.

[0021] In the on-site construction of asphalt pavement intersection reconstruction, before the road rolling operation, debris in the intersection area must be cleared. The base layer of asphalt is laid according to construction requirements and initially leveled. Then, the loader position is adjusted, and the compaction sequence is planned for different areas of the intersection. The compaction of the two sides of the intersection and the inner center surface of the intersection are carried out sequentially. Because the roller sleeve and bucket connection uses a hinged design, and the compaction roller journal and wear-resistant bushing have a precise clearance fit, when facing slightly sloping or uneven areas of the intersection, the compaction roller can achieve dual flexible adaptation through both hinge adjustment and clearance rotation. It automatically adjusts the angle and rolls smoothly, closely adhering to the road surface, completely avoiding compaction dead zones and rotation jamming problems. When compacting the two sides of the intersection, the loader's flexibility and maneuverability are used to adjust the working position, and the hinged structure allows the compaction roller to adapt to the angle of the road surface on both sides, achieving uniform compaction. When compacting the inner pavement surface layer at the crossing, the axial dimension of the compaction roller is precisely matched with the width of the pavement center, ensuring complete coverage of the pavement center area and eliminating any blind spots. Considering the total thickness of the asphalt pavement and construction specifications, compaction is carried out in layers for both the pavement center and the two side layers. Compaction tests conducted at the asphalt crossing showed that each compaction step did not exceed 8 centimeters, allowing for the use of roller gravity and loader pressure to compact the asphalt. Since the total height of the asphalt layer at the crossing is between 14-15 cm, it is clearly divided into two layers for compaction. After the bottom layer of asphalt is laid, a loader is operated to compact it back and forth along a direction parallel to the railway line at an appropriate speed. Each compaction ensures a certain overlap width. The bucket pressure is controlled by the loader's hydraulic system to ensure that the compaction density of the bottom layer of asphalt meets the requirements. After the bottom layer of asphalt cools to the specified temperature, the surface layer of asphalt is laid. At this time, the loader's travel speed needs to be appropriately reduced to avoid shoving during compaction due to the high asphalt temperature. The same back and forth compaction method as the bottom layer is used to complete the compaction of the center and both side layers. After each layer is compacted, and after the normal asphalt cooling and hardening time, the asphalt crossing is completed. After the compaction is completed, the asphalt crossing structure is stable. The strength of the asphalt surface layer is tested again the next day using the same rolling device. The test results show that the compaction effect of each layer of the asphalt crossing is good, and no local subsidence is observed.

Claims

1. A railway crossing rolling device, characterized in that: The road roller device is mounted on the bucket of the loader. The road roller device includes a compaction roller and a connecting component. The compaction roller is made from a waste rolling mill roller from a metallurgical enterprise. The axial dimension of the working section of the compaction roller is adapted to the width of the track center of the railway crossing. The connecting component includes a roller sleeve and a bucket connecting part. The roller sleeve is rotatably connected to the journal of the compaction roller. The bucket connecting part is installed at the front end of the bucket. The roller sleeve and the bucket connecting part are hinged.

2. The railway crossing rolling device according to claim 1, characterized in that: The journal mounting hole of the roller sleeve is provided with a wear-resistant bushing, and the journals at both ends of the compaction roller are clearance-fitted with the wear-resistant bushing.

3. The railway crossing rolling device according to claim 1, characterized in that: The bucket connection has mounting grooves for inserting the bucket teeth.

4. The railway crossing rolling device according to claim 3, characterized in that: The mounting groove is provided with multiple reinforcing ribs, and each bucket tooth is inserted between two adjacent reinforcing ribs.

5. The railway crossing rolling device according to any one of claims 1 to 4, characterized in that: The bucket connecting part has two positioning protrusions that match the connecting block of the roller sleeve. The connecting block is inserted into the positioning protrusion, and the positioning protrusion is connected to the connecting block by a positioning pin.

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