CN116084221A - Multifunctional integrated rail-changing operation train unit for railway - Google Patents

Abstract

The invention discloses a multifunctional integrated rail-changing operation train set for railways, which comprises a rail conveying part and an operation part which are connected end to end, wherein the rail conveying part comprises a safety train set, a rail conveying train set and a locking train set, the operation train set comprises an operation head car, an operation middle car set, a power generation car and an operation tail car, the safety train set comprises a first safety car and a second safety car which are respectively positioned at two ends of the rail conveying part, the operation middle car set comprises a first operation middle car, a second operation middle car and a third operation middle car, the rail conveying train set, the locking train set, the first safety car, the second safety car and a second operation middle car are respectively provided with a raceway beam mechanism, an automatic rail shifting device is arranged on a rail conveying train set platform, the second safety car is provided with an automatic opening and closing safety gear, the operation head car is provided with a rail shifting device for adjusting the rail position, and the operation tail car is used for unloading, replacing and recovering rails.

Description

Multifunctional integrated rail-changing operation train unit for railway

Technical Field

The invention belongs to the technical field of railway steel rail construction, and particularly relates to a multifunctional integrated rail changing operation train set for a railway.

Background

Along with the increase of the operation mileage and time of high-speed railways in China, the maintenance of the track lines in the line operation maintenance is particularly important, and the high-density and high-safety operation of the railways is ensured by the maintenance of good lines. The high-speed rail in China is about to change rail in a large area.

At present, rail change work tasks of railway work systems in China are mainly responsible for work machine sections (or work overhaul sections) of railway offices, a manual rail change or a semi-mechanical rail change mode of manually matching rail change is adopted as a main construction method, but the overhaul rail change modes are mainly aimed at common speed lines, and the following defects exist in the railway lines:

1) The general line allows storing the steel rail on the line, and major repair construction organizations have not improved significantly for nearly 20 years. The whole rail changing process is divided into 3 large blocks, namely, the operation of pulling ballast and unloading rails in advance (1-3 days), using a rail changing vehicle or manually changing new and old rails and recovering rail beds in the next day is carried out, the required number of skylights is relatively large, and construction organization is relatively loose and scattered; and the high-speed railway line does not allow the steel rail to be stored in the line, all operations can be completed only on the same day window, the efficiency is low, and the task is heavy.

2) The operation mechanization degree is low, a large amount of manpower is needed to be used on site, most of operators are ordinary folk workers and are not trained by professional operation skills, so that corresponding management is weak, the requirements of high-speed rail high efficiency and management standards cannot be met, and human resources are scarce.

3) The existing long rail car can only realize the transportation, unloading and recovery of the steel rail, can not realize the replacement of the steel rail, requires extra construction skylight time and extra equipment personnel for replacing the steel rail, has the maximum length of 500 meters, does not have the capability of welding the long rail and continuously replacing the rail, and can not adapt to the operation working condition of a high-speed railway.

Disclosure of Invention

The invention aims to provide a multifunctional integrated rail changing operation train set for railways, which has the advantages of multifunction, high automatic mechanical degree, suitability for various railway working conditions, and solves the problems that the rail is not allowed to be stored in a high-speed railway line, all operations can only be completed in the same sky window, the learning cost of staff is high and the function of the existing long rail train is single due to low mechanical degree of the operations.

The technical scheme adopted by the invention is as follows: the rail transporting part comprises a safety train, a rail transporting train and a locking train, the operation train comprises a first safety train, a middle train, a power generation train and an operation tail train, the safety train comprises a first safety train and a second safety train which are respectively positioned at two ends of the rail transporting part, the middle train comprises a first middle train, a second middle train and a third middle train, the rail transporting train, the locking train, the first safety train, the second safety train and the second middle train are all provided with a raceway beam mechanism, an automatic rail pulling device is arranged on the rail transporting train platform, the second safety train is provided with an automatic opening and closing safety gear, the operation train is provided with an elevating rail pulling device for adjusting the position of a rail, the middle train is provided with a rail unloading steel rail conveyor and a rail collecting conveyor, the middle train can weld and post-weld steel rails, and the rail is provided with a new energy supply power supply device for supplying power to the whole machine, a rail receiving and a power supply system for welding and a tail train, and an integral welding machine is arranged in the middle train, and the rail receiving and a tail train is used for the whole machine, and the rail exchanging and the tail train is used for the welding and the tail train is used for achieving the replacement of the power supply unit.

The operation tail car comprises a car body, a front rail changing trolley and a rear rail changing trolley which are positioned behind the car body and are positioned on the same axis with the car body, the car body is provided with an upper car channel and a lower car channel which are symmetrical left and right and are used for transporting new rails, the upper car channel is sequentially provided with a rail guide frame, a rail riding wheel and an upper car rail turnover prevention adjusting device from front to back, the lower car channel is sequentially provided with a rail guide frame and a lower car rail turnover prevention adjusting device from front to back, the upper car rail turnover prevention adjusting device comprises a turnover prevention frame of an upper limit rail and a lower limit rail, a driving mechanism for driving the turnover prevention frame to horizontally and transversely move, the lower car rail turnover prevention adjusting device comprises a main body frame, a rail turnover prevention guide frame mechanism which is positioned on the outer side and can transversely and vertically move, and a safety rail turnover prevention piece pulling-out device which is positioned on the inner side and can vertically move, and the rear rail turnover prevention adjusting device can lift and peel off the old rails of the new rails, and when the new rails pass through the guide frame and the lower car along the upper car rail channel or the lower car rail turnover prevention guide frame and the upper car turnover prevention adjusting device to enable the new rails to pass through the upper car turnover prevention frame to enter the upper car rail turnover prevention adjusting device to be successively;

the method comprises the steps that an on-vehicle channel for transporting new steel rails and an under-vehicle channel are adopted, and the under-vehicle channel is designed by considering that constructors are arranged on the vehicle and the safety of the on-vehicle channel is slightly poor; however, when a train needs to be additionally butted to longitudinally load long rails or short rails, the train needs to be welded into long rails, so that an on-board channel is needed, and the on-board channel has wide field, large horizontal and transverse movement amplitude of the anti-overturning frame and can be used for unloading rails to the inner side and the outer side of a running track, so that a double channel is designed, and the conception is exquisite;

the operation tail car can independently unload the rails, and can also exchange new and old rails through two rail changing trolleys when unloading the rails, the front rail changing trolley can readjust the rail distance of the new rail, and the rear rail changing trolley can lift and peel off the old rail, so that the functions of unloading the new rail, recycling the old rail and replacing the new and old rails are realized, the multifunctional integrated operation tail car can effectively shorten the whole rail collecting and changing period, and the rail changing is efficient, time-saving, worry-saving and labor-saving;

the driving mechanism drives the new rail to move horizontally and transversely, the rail turnover preventing frame guiding mechanism is located outside and can move horizontally and vertically, so that the initial adjustment of the track gauge of the lower rail on the vehicle is realized, the safety road turnover preventing piece pulling-out device capable of moving vertically is adopted, the safety road turnover preventing piece of the old rail can be pulled out and then is lowered, the safety coefficient is high, and the design is reasonable.

It is further preferable that the anti-turnover frame comprises a sliding base which horizontally moves through a pulley along the upper part of the driving mechanism, an anti-turnover supporting main frame which is arranged on the sliding base through a bolt, and a steel rail pressing block which is positioned in the anti-turnover supporting main frame and can press the steel rail from top to bottom, wherein the driving mechanism is hydraulically driven, the end head of a piston rod is connected with the sliding base, and the anti-turnover frame is driven to horizontally and transversely move through a telescopic piston rod; the hydraulic driving is adopted, so that time and labor are saved, the structure is stable, the rail is effectively prevented from being overturned through upper and lower limiting, the rail transportation failure is caused, the rail is tightly pressed up and down, the stability of the rail in the transverse positioning process is ensured, and the integration of the rail anti-overturning fixing function is realized;

the upper portion of rail briquetting is connected with the threaded rod bottom of screwing in the anti-turnover support body frame roof, drives rail briquetting vertical movement through screwing in the threaded rod, and manual operation ensures the mobile accuracy of rail briquetting, avoids rail briquetting too to be close to or keep away from the rail and leads to the incident, effectively promotes the security.

Further preferably, the steel rail anti-turning guide frame mechanism comprises an anti-turning guide frame installation seat which moves up and down along a chute on the outer side wall of the main body frame and a steel rail anti-turning guide frame which is installed on a horizontal transverse chute of the anti-turning guide frame installation seat in a centering manner; the safety channel anti-back-off part pulling-out device is positioned on a chute in the main body frame and is provided with a hydraulic cylinder for providing a driving force for up-down movement, the structure rings are buckled, the steel rail anti-turnover is realized through the steel rail anti-turnover frame guiding mechanism, the safety channel anti-back-off part of an old steel rail can be detached through the safety channel anti-back-off part pulling-out device, the multifunctional integration is realized, and the design is ingenious;

a safety protection supporting plate is arranged right below the main body frame corresponding to the safety passage anti-back-off part pulling-out device; the left side and the right side of the under-car channel are provided with steel rail protection plates, when the safety channel anti-reversing fastener of the old steel rail does not need to be dismounted, the safety channel anti-reversing fastener pulling-out device and the old steel rail are separated by installing the safety protection supporting plate, the safety protection coefficient is improved, and the design is reasonable; the rail falling buffer plates are symmetrically arranged at the left and right sides of the tail end of the vehicle body, so that the situation that external sand and stones enter a steel rail transportation channel to cause abrasion of parts and influence the service life of the rail transportation channel is avoided.

Still preferably, the front rail changing trolley and the rear rail changing trolley are respectively provided with a left rail guide wheel and a right rail guide wheels which are symmetrical, so that synchronous rail changing of double rails is ensured, the design structure is reasonable, the rail guide wheels of the front rail changing trolley can adjust a new port rail to a standard gauge, and the rail guide wheels of the rear rail changing trolley can lift and peel an old rail to the inner side central position of the running rail.

It is further preferable that the track beam mechanism comprises a track beam fixed at the bottom layer and a plurality of groups of automatic opening and closing track beam devices spliced at intervals up and down at the upper layer, the automatic opening and closing track beam devices comprise a driving upright post, a track beam locking side post arranged corresponding to the driving upright post, a track beam rotatably arranged on the driving upright post, an automatic control mechanism and a track beam rotation bearing mechanism which is positioned on the same longitudinal line with the driving upright post, the track beam locking side post comprises a side post main body frame and a transverse track beam supporting table, the transverse track beam supporting table is arranged at the telescopic top end of the lifter, the track beam rotation bearing mechanism comprises a bearing main frame, a longitudinal track beam supporting plate and a lifting column positioned at the center of the longitudinal track beam supporting plate, and the automatic control mechanism comprises a control host, a plurality of position sensors which are arranged on the side post main body frame and the track beam rotation bearing mechanism and used for transmitting track beam position information;

the transverse rollaway nest beam supporting table is automatically controlled to be lowered, so that friction between the rollaway nest beam and the transverse rollaway nest beam supporting table is avoided, stress of the rollaway nest beam is affected, and service life of the rollaway nest beam is shortened; the raceway beam is changed from a cantilever beam to a simply supported beam, so that the raceway beam is balanced in stress left and right in an open-close state, and stable in structure;

a plurality of position sensors are arranged on the side column main body frame and the rollaway nest beam rotation supporting mechanism and used for transmitting rollaway nest beam position information, the moving direction of the rollaway nest beam is accurately mastered through sensor layout, so that a transmission signal is transmitted to a control host, a next instruction is automatically sent out through the control host, full-automatic opening and closing operation of the rollaway nest beam is completed, high intelligence is achieved, the requirement of workers for field operation is reduced, and the personal safety of the workers is effectively improved.

It is further preferable that the grouping sequence of the train unit from left to right is a first safety car, a rail transporting train unit, a locking train unit, a rail transporting train unit, a second safety car, a first operation car, a second operation car, a power generation car, a third operation car and an operation tail car, the power generation car positioned at the first position in the existing train unit is moved between the second operation car and the third operation car, so that power is conveniently supplied to a welding and post-welding steel rail treatment device in the second operation car, and if the original layout is adopted, the power supply factor distance of a welding machine cannot meet the requirement;

the locking vehicle group comprises a first locking vehicle, a second locking vehicle and a third locking vehicle, wherein the first locking vehicle, the second locking vehicle and the third locking vehicle are respectively provided with 3 groups of side posts, a raceway beam mechanism correspondingly built on the side posts and locking beams for locking steel rails with the corresponding layers; the first locking vehicle is provided with a roller path Liang Tihuan fixed at the bottom layer in the middle of the vehicle body into a locking beam, locking beams are welded in parallel at the side of the first locking vehicle and used for jointly locking the first layer of steel rails, the automatic opening and closing roller path beams at different levels of the roller path beams in the middle of the second locking vehicle and the third locking vehicle are replaced by the locking beams, and a group of side columns provided with the locking beams are additionally arranged at the side of the first locking vehicle, so that two locking points exist in each layer of steel rails, and the second layer of steel rails and the third layer of steel rails can be respectively locked;

the locking stability of the steel rail on the same layer can be fully ensured by the two locking points, the requirement of locking force of a large ramp is met, and the independent control function of a single steel rail is increased, so that the independent operation of the steel rail on the lower layer is realized under the condition that the upper beam is not opened.

Further preferably, one end of the locking beam is hinged with the side column, so that the locking beam horizontally rotates by 90 degrees, and the lower layer rolling way Liang Xiezai steel rail is facilitated; the locking beam is provided with a locking weight, a locking bolt and a locking spanner, and is reasonable in design.

Further preferably, an electrostatic shielding protection device is arranged right above the middle part of the third locking vehicle, so that safety of equipment and staff on the locking vehicle is protected.

The invention has the beneficial effects that:

(1) Compared with the problem of low mechanization degree in the prior art, the scheme realizes the integrated operation of the transportation, unloading, replacement, welding and collection procedures of the unit rail sections, is efficient in operation, can directly unload and synchronously replace the operation equipment of the old long rail after the integrated complete equipment of the train unit is transported to the site from the rails, is used for canceling the operations of pre-unloading, ballasting, expanding prevention and the like of the existing long rail, is used for setting the rail welding on the train unit and meeting the continuous rail replacement operation equipment, is used for canceling the off-line rail welding operation, adopts automatic and remote centralized control, effectively solves the problem that the rail transportation equipment needs a large amount of personnel to operate, and solves the problem of scarcity of human resources.

(2) The rail conveying part is used for realizing two working conditions of unloading rails and recycling old rails in the same skylight, the new rails and the old rails coexist, simultaneously, the maximized carrying capacity is also met, main working equipment such as a raceway beam, a locking beam and the like are required to adapt to the interval of high-speed rail operation and the automatic rail shifting operation mode of recycling, an automatic remote control technology is adopted, the working efficiency of unloading rails and recycling steel rails is improved, and the labor intensity is reduced.

(3) The rail replacement integrated complete equipment operation mode is suitable for the characteristics of high-speed railway working conditions, can finish multi-station integrated operation of unit rail sections such as transportation, unloading, replacement, welding, collection and the like under the condition of one high-speed railway skylight period, solves the problems of limit invasion of road materials and high safety risk control difficulty, and achieves the purposes of 'finishing materials completely and cleaning people walking on the ground'.

(4) The rail conveying set platform is provided with an automatic rail shifting device, so that a crowbar is not needed to be used for shifting rails in a manual auxiliary manner, and the efficiency is high; the second safety vehicle is provided with an automatic opening and closing safety gear, so that compared with the original manual safety gear, the second safety vehicle is more convenient, time-saving and labor-saving, is used for preventing the impact of rail movement in transportation, and plays a role in safety protection; the operation head car is equipped with the height-adjusting rail-shifting device of adjustment rail position, can also adjust the height, dials the rail to multilayer rail. The first operation is middle car is equipped with and unloads rail steel rail conveyer and receipts rail conveyer, and the second operation is middle car can weld and weld the aftertreatment rail, and current group does not have the rail function of welding, and the new increase welds the rail and can realize fortune of rail, unload, trade, weld, receive etc. multiple operation integration operation, the generating car is equipped with the new forms of energy power supply unit and the welding heat treatment all-in-one air supply system that supply air for complete machine operation power supply usefulness, compares current group and adopts the internal-combustion engine to generate electricity, and obvious new forms of energy are more advanced, the internal-combustion engine generating set that is used for reserve power supply and welding machine power supply is installed to the car in the third operation, just can fully guarantee the welding machine power consumption demand on the car in the second operation, and whole group is many ways improved, has very big application prospect.

In conclusion, the rail unloading and rail recycling device has the advantages of solving the problem of scarcity of human resources, improving the operation efficiency during rail unloading and rail recycling operation, reducing the labor intensity, having great application prospect and the like.

Drawings

Fig. 1 is a schematic view of the structure of the front part of a work train set.

Fig. 2 is a schematic diagram of a structure of a middle part of a work train set.

Fig. 3 is a schematic view of the structure of the rear part of the work train set.

Fig. 4 is a working tail car when a new rail is used in the on-car aisle.

Fig. 5 is a top view of fig. 4.

Fig. 6 is a work tail car when a new rail is used in the under-car aisle.

Fig. 7 is a half cross-sectional view of the on-board rail anti-turn adjustment device.

Fig. 8 is a top view of fig. 7.

Fig. 9 is a front view of the under-car rail anti-turn adjusting device.

Fig. 10 is a left side view of fig. 9.

Fig. 11 is a schematic structural view of an automatic opening and closing raceway beam device.

Fig. 12 is a schematic structural view of a rolling track beam rotation support mechanism.

Detailed Description

The invention is further illustrated by the following examples in conjunction with the accompanying drawings:

referring to fig. 1-12, a multifunctional integrated rail changing operation train unit for railways is composed of rail conveying parts and operation parts which are connected end to end.

The rail conveying part consists of a safety train set, a rail conveying train set 2 and a locking train set 3.

The working vehicle group consists of a working head vehicle 5, a working middle vehicle group, a power generation vehicle 8 and a working tail vehicle 9.

The safety train consists of a first safety car 1 and a second safety car 4 which are respectively positioned at two ends of the rail conveying part.

The work vehicle group is composed of a first work vehicle 6, a second work vehicle 7, and a third work vehicle 10.

The marshalling sequence of the train unit from left to right is a first safety car 1, a rail transporting train unit 2, a locking train unit 3, a rail transporting train unit 2, a second safety car 4, a working head car 5, a first working car 6, a second working car 7, a power generating car 8, a third working car 10 and a working tail car 9.

The track rail car group 2, the locking car group 3, the first safety car 1, the second safety car 4 and the second in-operation car 7 are provided with a track beam mechanism 11 on the platform.

The raceway beam mechanism 11 consists of a raceway beam 13 fixed at the bottom layer and a plurality of groups of automatic raceway beam opening and closing devices spliced at intervals up and down at the upper layer.

The automatic opening and closing roller path beam device consists of a driving upright post 12a, a roller path beam locking side post 12b which is arranged corresponding to the driving upright post 12a, a roller path beam 13 which is rotatably arranged on the driving upright post 12a, an automatic control mechanism and a roller path beam rotation supporting mechanism 14 which is positioned on the same longitudinal line with the driving upright post 12 a.

The raceway beam locking jamb 12b is composed of a jamb body frame 21 and a lateral raceway beam support table 22.

The transverse race beam support table 22 is mounted on the telescoping top end of the elevator 23.

The rollaway nest beam rotation supporting mechanism 14 is composed of a supporting main frame 41, a longitudinal rollaway nest beam supporting plate 42 and a lifting column 43 positioned at the center of the longitudinal rollaway nest beam supporting plate 42.

The automatic control mechanism consists of a control host, a plurality of position sensors which are arranged on the side column main body frame 21 and the rollaway nest beam rotation supporting mechanism 14 and used for transmitting the position information of the rollaway nest beam 13.

An automatic rail shifting device 2a is arranged on the platform of the rail conveying set 2.

The lock train set 3 is composed of a first lock car 3a, a second lock car 3b, and a third lock car 3 c.

The first locking vehicle 3a, the second locking vehicle 3b and the third locking vehicle 3c are respectively provided with 3 groups of side posts 12, a raceway beam mechanism 11 correspondingly built on the side posts 12 and locking beams for locking the steel rails A with the corresponding layers.

The first locking vehicle 3a is positioned on the bottom layer of the middle part of the vehicle body, the rollaway nest Liang Tihuan is fixed to form a locking beam, and the locking beam is welded in parallel at the side of the first locking vehicle and is used for jointly locking the first layer steel rail A.

The automatic opening and closing rollaway beams of different levels of rollaway beams in the middle parts of the second locking vehicle 3b and the third locking vehicle 3c are replaced by locking beams, and a group of side posts 12 provided with the locking beams are additionally arranged on the sides, so that two locking points exist for each layer of steel rail A, and the steel rails A of the second layer and the third layer can be respectively locked.

One end of the locking beam is hinged to the side column 12 so as to horizontally rotate by 90 °, and the locking beam is provided with a locking weight, a locking bolt, and a locking wrench.

An electrostatic shielding protection device is arranged right above the middle part of the third locking vehicle 3 c.

The second safety vehicle 4 is provided with an automatic opening/closing safety barrier 4a.

The working head vehicle 5 is provided with a height-adjusting rail-shifting device 5a for adjusting the position of the rail A.

The first working vehicle 6 is provided with a rail unloading conveyor and a rail collecting conveyor, and the second working vehicle 7 can weld and post-weld treat the rails A.

The second operation middle vehicle 7 is provided with a closed type shed, a steel rail welding heat treatment integrated machine, an electric control cabinet, a hydraulic pump station, a heat treatment power supply, an autotransformer, a water chiller, a centering mechanism, a roller way mechanism and an anti-slip device.

The power generation car 8 is provided with a new energy power supply device for supplying power for the whole machine operation and an air source system for supplying air for the welding heat treatment integrated machine.

The internal layout of the generator 8 consists of a central control room and equipment rooms. The central control room is used for a command center of the operation of the train set, can provide a command personnel with a key operation node picture of the whole train in real time, can grasp the operation state in time, and can remotely control operation equipment. The new energy power supply equipment for supplying power for the whole machine operation and the air source system for supplying air for the welding heat treatment integrated machine are additionally arranged between the equipment, the new energy power supply equipment mainly comprises a storage battery pack, fire-fighting equipment, BMS, PCS, an isolation transformer, a confluence cabinet and the like, and the air source system comprises an air compressor, a cold dryer, an air storage tank and the like.

The third work vehicle 10 is equipped with an internal combustion engine generator set for backup power and welder power.

The third operation middle vehicle 10 comprises a closed type shed, a power generation room and an electric control room, wherein the power generation room is provided with 1 diesel generator set with 500kW for supplying power to the vehicle group and charging new energy, and the electric control room is provided with an electric control cabinet for controlling the power allocation of the whole vehicle group.

The operation tail car 9 is used for unloading, replacing and recycling the steel rail A and storing the rail collecting and replacing trolley, and finally, the integrated operation of the transportation, unloading, replacing, welding and collecting procedures of the unit steel rail A sections is realized.

Consists of a car body 91, a front rail changing trolley 92 and a rear rail changing trolley 93 which are positioned behind the car body 91 and are positioned on the same axis with the car body.

The car body 91 is provided with an on-car aisle and an under-car aisle both symmetrical left and right and for transporting new rails.

The on-board channel is provided with a rail guide frame 94, a rail riding wheel 95 and an on-board rail turnover prevention adjusting device 96 in sequence from front to back.

The on-vehicle rail anti-turning adjusting device 96 consists of an anti-turning frame 96a of an upper limit rail A and a lower limit rail A, and a driving mechanism 96b for driving the anti-turning frame 96a to horizontally and transversely move.

The anti-turnover frame 96a is composed of a sliding base 961 horizontally moving along the upper side of the driving mechanism 96b through pulleys, an anti-turnover supporting main frame 962 mounted on the sliding base 961 through bolts, and a rail pressing block 963 which is positioned in the frame of the anti-turnover supporting main frame 962 and can press the rail a from top to bottom.

The driving mechanism 96b is hydraulically driven, and the end of the piston rod is connected with the sliding base 961, and the anti-overturning frame 96a is driven to horizontally and transversely move by the telescopic piston rod.

The upper portion of rail briquetting 963 is connected with the threaded rod bottom of screwing in the roof of anti-turn support body frame 962, drives rail briquetting 963 vertical movement through screwing the threaded rod.

The under-car passage is provided with a rail guide frame 94 and an under-car rail anti-overturning adjusting device 97 in sequence from front to back.

The under-car rail anti-turning adjusting device 97 consists of a main body frame 97c, a rail anti-turning frame guiding mechanism 97a which is positioned at the outer side and can move transversely and vertically, and a safety road anti-back-off piece pulling device 97b which is positioned at the inner side and can move vertically.

The rail turnover preventing guide frame mechanism 97a is composed of a turnover preventing guide frame installation seat 971 moving up and down along the chute of the outer side wall of the main body frame 97c and a rail turnover preventing guide frame 972 installed on the horizontal and transverse chute of the turnover preventing guide frame installation seat 971 in the middle.

The back-off preventing member pulling-out device 97b for the safety way is located on a slide groove in the frame of the main body frame 97c and is provided with a hydraulic cylinder for providing a driving force for moving up and down.

The main body frame 97c is provided with a safety protection supporting plate right below the safety passage reverse buckle preventing member pulling-out device 97 b.

Rail guard plates 91a are arranged on the left side and the right side of the under-car channel.

The tail end of the car body 91 is symmetrically provided with a rail falling buffer plate.

The front rail changing trolley 92 and the rear rail changing trolley 93 are respectively provided with a left-right symmetrical steel rail guide wheel, the steel rail guide wheels of the front rail changing trolley 92 can adjust a new port rail to a standard gauge, and the steel rail guide wheels of the rear rail changing trolley 93 can lift and peel an old steel rail A to the inner side central position of the running rail.

The front change car 92 can readjust the new rail a gauge.

The rear change trolley 93 can lift and peel off the old rail a.

When a new steel rail A enters the front rail changing trolley 92 along the upper trolley passage or the lower trolley passage through the steel rail guide frame 94, the new steel rail A is adjusted to the standard gauge by means of the upper trolley steel rail anti-overturning adjusting device 96 or the lower trolley steel rail anti-overturning adjusting device 97 and the front rail changing trolley 92 in sequence, so that wheels of the rear rail changing trolley 93 are pressed on the new steel rail A.

When the new steel rail A is unloaded, synchronous replacement and synchronous operation are carried out, and an on-vehicle channel is used, the new steel rail A enters the on-vehicle channel through the steel rail guide frame 94, then enters the on-vehicle steel rail anti-overturning adjusting device 96 through the steel rail riding wheel 95, the new steel rail enters the steel rail guide wheel of the front rail-changing trolley through the adjustment of the on-vehicle steel rail anti-overturning adjusting device 96 and finally is adjusted to the standard gauge 1435mm, the trolley wheel of the rear rail-changing trolley is pressed on the new steel rail, the old steel rail is lifted up and stripped to the vicinity of the inner side center position of the running track through the steel rail guide wheel of the rear rail-changing trolley, and at the moment, the replacement operation of the new steel rail and the old steel rail is completed through the advance of the trolley group.

When the new steel rail A is unloaded, synchronous replacement and synchronous operation are carried out, and a lower channel of the vehicle is used, the new steel rail enters the lower channel of the vehicle after being adjusted by the steel rail guide frame 94, the new steel rail enters the steel rail guide wheels of the front rail replacement trolley through the adjustment of the lower steel rail anti-overturning adjusting device 97 at intervals from front to back and finally is adjusted to be 1435mm in standard track gauge, the wheels of the rear rail replacement trolley are pressed on the new steel rail A, the old steel rail A is lifted up by the steel rail guide wheels of the rear rail replacement trolley and is peeled to the vicinity of the inner center position of the running track, and at the moment, the replacement operation of the new steel rail and the old steel rail is completed through the advance of the train set.

When the rail is independently unloaded on the vehicle, a new rail enters the vehicle channel through the rail guide frame 94, then enters the vehicle rail anti-overturning adjusting device 96 through the rail riding wheel 95, and passes through the inner side of an adjusting track line of the vehicle rail anti-overturning adjusting device 96 or the standard track gauge 1435mm.

When the rail is independently unloaded on the vehicle, the new rail enters the vehicle lower channel after being regulated by the rail guide frame 94, then enters the vehicle lower rail anti-overturning regulating device 97 by the rail guide regulating device 9, and is regulated to the outer side of the line by the vehicle lower rail anti-overturning regulating device 97.

When the rail collecting operation is carried out, the old steel rail placed in the rail center is shoveled on the rail through the middle guide tap of the rear rail changing trolley and the front rail changing trolley in a mode that the train set runs backwards.

Claims (9)

1. The utility model provides a multi-functional integration rail change operation car group of railway, includes fortune rail part and the operation part of end to end, fortune rail part includes safety car group, fortune rail car group (2) and locking car group (3), the operation car group includes operation head car (5), operation well car group, power generation car (8) and operation tail car (9), safety car group is including first safety car (1) and second safety car (4) that are located fortune rail part both ends respectively, the operation well car group includes car (6) in the first operation, car (7) and car (10) in the third operation in the second operation, its characterized in that: the automatic rail transfer machine comprises a rail transfer machine set (2), a locking machine set (3), a first safety car (1), a second safety car (4) and a second operation middle car (7), wherein a rollaway beam mechanism (11) is arranged on a platform of the rail transfer machine set (2), an automatic rail transfer device (2 a) is arranged on the platform of the rail transfer machine set (2), an automatic opening and closing safety gear (4 a) is arranged on the second safety car (4), a height-adjusting rail transfer device (5 a) for adjusting the position of a rail (A) is arranged on the operation head car (5), a rail unloading conveyor and a rail collecting conveyor are arranged on the first operation middle car (6), a new energy power supply device for supplying power for the whole operation and an air source system for supplying air to a welding heat treatment integrated machine are arranged on the second operation middle car (7), an internal combustion engine generator set for supplying power for standby power and supplying power for a welding machine is arranged on the third operation middle car (10), and an operation tail car (9) is used for unloading and changing a rail (A), and collecting and storing the rail, and storing and transferring the rail, and transferring the rail unloading and the operation head car and the rail are realized.

2. The railway multi-functional integrated rail change work train unit of claim 1, wherein: the operation tail car (9) comprises a car body (91), a front rail changing trolley (92) and a rear rail changing trolley (93) which are positioned behind the car body (91) and are positioned on the same axis, the car body (91) is provided with a car upper channel and a car lower channel which are both bilaterally symmetrical and used for transporting new rails, the car upper channel is sequentially provided with a rail guide frame (94), a rail riding wheel (95) and a car upper rail anti-overturning adjusting device (96) from front to back, the car lower channel is sequentially provided with a rail guide frame (94) and a car lower rail anti-overturning adjusting device (97) from front to back, the car upper rail anti-overturning adjusting device (96) comprises an anti-overturning frame (96 a) of an upper limit rail (A) and a driving mechanism (96 b) which drives the anti-overturning frame (96 a) to horizontally and transversely move, the car lower rail anti-overturning adjusting device (97) comprises a main body frame (97 c), a rail anti-overturning guide frame mechanism (97 a) which is positioned on the outer side and vertically movable, and a safety rail anti-overturning device (97) which is positioned on the inner side and can vertically move, when the new rail (92) is lifted up along the car upper rail (93) and the car upper rail changing trolley (93) and the front rail changing trolley (93), the new rail (A) is adjusted to the standard gauge by means of the on-vehicle rail anti-overturning adjusting device (96) or the off-vehicle rail anti-overturning adjusting device (97) and the front rail changing trolley (92) in sequence, so that the wheels of the rear rail changing trolley (93) are pressed on the new rail (A).

3. The railway multi-functional integrated rail change work train unit of claim 2, wherein: the anti-overturning frame (96 a) comprises a sliding base (961) horizontally moving along the upper part of a driving mechanism (96 b) through pulleys, an anti-overturning supporting main frame (962) mounted on the sliding base (961) through bolts, and a steel rail pressing block (963) which is positioned in the frame of the anti-overturning supporting main frame (962) and can press a steel rail (A) from top to bottom, wherein the driving mechanism (96 b) is hydraulically driven, the end head of a piston rod is connected with the sliding base (961), and the anti-overturning frame (96 a) is driven to horizontally and transversely move through a telescopic piston rod; the upper portion of rail briquetting (963) is connected with the threaded rod bottom of screwing in the roof of anti-turn support body frame (962), drives rail briquetting (963) vertical movement through screwing the threaded rod.

4. The railway multi-functional integrated rail change work train unit of claim 2, wherein: the steel rail anti-turning guide frame mechanism (97 a) comprises an anti-turning guide frame installation seat (971) which moves up and down along a sliding groove of the outer side wall of the main body frame (97 c) and a steel rail anti-turning guide frame (972) which is centrally installed on a horizontal sliding groove of the anti-turning guide frame installation seat (971); the safety passage anti-back-off component pulling-out device (97 b) is positioned on a sliding groove in the main body frame (97 c) frame and is provided with a hydraulic cylinder for providing up-and-down movement driving force; the main body frame (97 c) is provided with a safety protection supporting plate right below the safety channel reverse buckle preventing piece pulling-out device (97 b); rail protection plates (91 a) are arranged on the left side and the right side of the under-car channel; and rail falling buffer plates are symmetrically arranged at the left and right ends of the vehicle body (91).

5. The railway multi-functional integrated rail change work train unit of claim 2, wherein: the front rail-changing trolley (92) and the rear rail-changing trolley (93) are respectively provided with a left-right symmetrical steel rail guide wheel, the steel rail guide wheels of the front rail-changing trolley (92) can adjust a new port rail to a standard gauge, and the steel rail guide wheels of the rear rail-changing trolley (93) can lift and peel an old steel rail (A) to the inner side central position of the running rail.

6. The railway multi-functional integrated rail change work train unit of claim 1, wherein: the automatic rolling track beam mechanism (11) comprises a rolling track beam (13) fixed at the bottom layer and an automatic rolling track beam device spliced at intervals from top to bottom on a plurality of groups on the upper layer, the automatic rolling track beam device comprises a driving upright post (12 a), a rolling track beam locking side post (12 b) arranged corresponding to the driving upright post (12 a), a rolling track beam (13) rotatably arranged on the driving upright post (12 a), an automatic control mechanism and a rolling track beam rotation bearing mechanism (14) which are arranged on the same longitudinal line with the driving upright post (12 a), the rolling track beam locking side post (12 b) comprises a side post main body frame (21) and a transverse rolling track beam supporting table (22), the transverse rolling track beam supporting table (22) is arranged at the telescopic top end of a lifter (23), the rolling track beam rotation bearing mechanism (14) comprises a bearing main body frame (41), a longitudinal rolling track beam supporting plate (42) and a lifting post (43) positioned at the center of the longitudinal rolling track beam supporting plate (42), and the automatic control mechanism comprises a control host machine, a plurality of rolling track beam rotation bearing mechanisms (13) arranged on the side post main body frame (21) and the rolling track beam rotation bearing mechanism (14) and a position sensor used for transmitting rolling track position information.

7. The railway multi-functional integrated rail change work train unit of claim 1, wherein: the marshalling sequence of the train unit from left to right is a first safety car (1), a rail transporting car group (2), a locking train unit (3), the rail transporting car group (2), a second safety car (4), a first operation car (5), a first operation car (6), a second operation car (7), a power generation car (8), a third operation car (10) and an operation tail car (9); the locking vehicle group (3) comprises a first locking vehicle (3 a), a second locking vehicle (3 b) and a third locking vehicle (3 c), wherein the first locking vehicle (3 a), the second locking vehicle (3 b) and the third locking vehicle (3 c) are respectively provided with 3 groups of side posts (12), a raceway beam mechanism (11) correspondingly built on the side posts (12) and a locking beam for locking steel rails (A) with the corresponding layers; the first locking vehicle (3 a) is positioned on a fixed rollaway nest Liang Tihuan at the bottom layer of the middle part of the vehicle body to form a locking beam, the locking beam is welded in parallel at the side of the first locking vehicle for jointly locking the first layer of steel rail (A), the automatic opening and closing rollaway nest beams at different levels of the rollaway nest beams at the middle part of the second locking vehicle (3 b) and the third locking vehicle (3 c) are replaced by the locking beam, and a group of side posts (12) provided with the locking beam are additionally arranged at the side of the first locking vehicle, so that two locking points exist at each layer of steel rail (A), and the steel rails (A) of the second layer and the third layer can be respectively locked.

8. The railway multi-functional integrated rail change work train unit of claim 7, wherein: the locking beam is hinged at one end to the side column (12) so as to rotate horizontally by 90 DEG, and is provided with a locking weight, a locking bolt and a locking spanner.

9. The railway multi-functional integrated rail change work train unit of claim 7, wherein: an electrostatic shielding protection device is arranged right above the middle part of the third locking vehicle (3 c).

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