CN117646360A - Rail replacement operation vehicle and rail replacement system - Google Patents

Abstract

The embodiment of the application provides a change-track operation car and change-track system, wherein change-track operation car is used for waiting the old rail of change-track operation district to change into new rail, includes: the front trolley comprises a front frame, wherein a new rail guide assembly, an old rail removing assembly and a front supporting leg assembly are arranged on the front frame; the rear trolley comprises a rear frame, and the rear frame is provided with an old rail guide assembly and a rear supporting leg assembly; the rail replacement device has the beneficial effects that the working efficiency can be greatly improved, and the problems that the quality is not guaranteed and the safety coefficient is not high due to manual rail replacement are avoided; the method is suitable for the technical field of railway track maintenance.

Description

Rail replacement operation vehicle and rail replacement system

Technical Field

The application relates to the technical field of railway track maintenance, in particular to a rail changing operation vehicle and a rail changing system.

Background

The steel rail is a main component part of a railway track, is used for guiding wheels of a railway vehicle to advance, bears huge pressure of the railway vehicle, and is transmitted to a sleeper, and provides important support for running safety of the railway vehicle. In recent years, with the increase of the traction weight of the train and the acceleration of the passing speed of the train, the abrasion of the steel rail is further increased, the replacement period of the steel rail is shortened, and the work load of rail replacement is increased.

The traditional rail changing method needs a large amount of manual rail shifting by manually adopting tools such as a crowbar, a large hammer and the like, so that the rail changing working efficiency is low, the safety coefficient is low, and the quality is not guaranteed.

In order to solve the above problems, a rail changing engineering vehicle is proposed, which comprises a first rail changing operation vehicle, a gauge limiting device, a second rail changing operation vehicle and a third rail changing operation vehicle, wherein the rail changing engineering vehicle needs to be provided with a power vehicle for traction rail changing, and can not recover old rails.

Disclosure of Invention

In order to solve one of the technical defects, an embodiment of the application provides a rail changing operation vehicle and a rail changing system.

According to a first aspect of the embodiments of the present application, there is provided a rail changing operation vehicle for changing an old rail of a rail changing operation area to a new rail, including: the front trolley comprises a front frame, wherein a new rail guide assembly, an old rail removing assembly and a front supporting leg assembly are arranged on the front frame; the rear trolley comprises a rear frame, and the rear frame is provided with an old rail guide assembly and a rear supporting leg assembly.

Preferably, the old rail removing assembly includes: the first transverse moving assembly comprises a first transverse guide rail and two first sliding blocks which are distributed along the transverse direction; the first transverse guide rail is connected to the front frame, and the two first sliding blocks respectively move along the first transverse guide rail in opposite directions or in opposite directions through two first transverse driving parts; the two first lifting assemblies are respectively connected to one ends of the two first sliding blocks, which are far away from the first transverse guide rail; and the two first clamping assemblies are respectively connected below the driving ends of the two first lifting assemblies and are used for clamping the two old rails.

More preferably, the first clamping assembly comprises two first connecting rods, the tops of the two first connecting rods are hinged to the corresponding driving ends of the first lifting assembly, the bottoms of the two first connecting rods are respectively hinged to a first clamping portion and a second clamping portion, and the first clamping portions and the second clamping portions are oppositely arranged, so that the first clamping portions and the second clamping portions can clamp two sides of an old rail.

Preferably, the front trolley further comprises: the front anti-overturning assembly comprises two front anti-overturning assemblies, and the two front anti-overturning assemblies clamp two old rails respectively.

More preferably, each of the front anti-toppling assemblies comprises: the first connecting piece is connected to the front frame; the upper parts of the two third clamping parts are hinged to the first connecting piece and are used for clamping an old rail, so that the lower parts of the two third clamping parts are positioned below the upper part of the old rail in the vertical upper limit; the first clamping driving piece is connected between the middle parts of the two third clamping parts.

Preferably, a first old rail recovery assembly is arranged above the tail part of the front frame; the first old rail recycling assembly includes: the first recovery frame is provided with a first guide groove and at least one first transverse guide wheel above, and the first guide groove is positioned behind the first transverse guide wheel; the first transverse guide wheel is rotationally connected to the first recovery frame; the two side walls of the first guide groove are respectively provided with a first through hole, and the first through holes are rotationally connected with first vertical guide wheels.

Preferably, the new rail guide assembly includes: the second transverse moving assembly comprises a second transverse guide rail and two second sliding blocks which are distributed along the transverse direction, and the two second sliding blocks respectively move along the second transverse guide rail in opposite directions or in opposite directions through two second transverse moving driving parts; the second transverse guide rail is connected to the front frame through the second lifting assembly; the two second clamping assemblies are respectively connected to one ends of the two second sliding blocks, which are far away from the second transverse guide rail; for clamping two new rails.

More preferably, the second clamping assembly comprises: the second connecting piece is connected to the bottom of the corresponding second sliding block; the upper parts of the two fourth clamping parts are hinged to the second connecting piece and are used for clamping two sides of a new rail; and the second clamping driving piece is connected between the middle parts of the two fourth clamping parts.

Preferably, two groups of front travelling wheel assemblies are sequentially arranged at the bottom of the front frame along the extending direction of the old rail, travelling power is provided for the whole front trolley through the two front travelling wheel assemblies, each group of front travelling wheel assemblies comprises two front travelling wheels, and the two front travelling wheels respectively travel along the two old rails; new rail supporting components are symmetrically arranged right above two front travelling wheels of the front travelling wheel component, and are used for guiding and supporting new rails above the front travelling wheel component; the novel rail support assembly comprises a first support frame which is arranged in an L shape, and a second transverse guide wheel and a second vertical guide wheel are connected to the outer wall of the first support frame in a rotating mode.

Preferably, the rear trolley further comprises at least one pair of rear anti-overturning assemblies, one pair of rear anti-overturning assemblies comprises two rear anti-overturning assemblies, and the two rear anti-overturning assemblies clamp the two new rails respectively.

More preferably, a second old rail recovery assembly is arranged above the tail part of the rear frame; the second old rail recycling assembly includes: the second recovery frame is provided with a second guide groove and at least one third transverse guide wheel above, and the second guide groove is positioned behind the third transverse guide wheel; the third transverse guide wheel is rotationally connected to the second recovery frame; the two side walls of the second guide groove are respectively provided with a second through hole, and a third vertical guide wheel is rotationally connected in the second through holes; the lower part of the second recovery frame is connected with the rear frame through a longitudinal moving assembly; the longitudinal moving assembly comprises a longitudinal guide rail arranged at the top of the rear frame and at least one third sliding block arranged at the bottom of the second recovery frame, so that the second recovery frame longitudinally moves on the longitudinal guide rail through the third sliding block.

Preferably, two sets of rear travelling wheel assemblies are sequentially arranged at the bottom of the rear frame along the extending direction of the new rail, travelling power is provided for the whole rear trolley through the two rear travelling wheel assemblies, each set of rear travelling wheel assemblies comprises two rear travelling wheels, and the two rear travelling wheels travel along the two new rails respectively; old rail supporting components are symmetrically arranged right above two rear travelling wheels of the rear travelling wheel component, and are used for guiding and supporting old rails above the rear travelling wheel component; the old rail supporting assembly comprises a second supporting frame which is arranged in an L shape, and a fourth transverse guide wheel and a fourth vertical guide wheel are connected to the outer wall of the second supporting frame in a rotating mode.

According to a second aspect of embodiments of the present application, there is provided a rail transfer system comprising: old and new rails located in the operation area to be changed; one end or two ends of the to-be-replaced operation area are non-replaced operation areas; a rail changing operation vehicle is arranged between the rail changing operation area to be changed and the non-rail changing operation area and used for changing an old rail of the rail changing operation area to be changed into a new rail, and the rail changing operation vehicle is the rail changing operation vehicle according to any one of the above.

In this application through preceding dolly and back dolly cooperation operation, will wait to change the old rail of rail operation district to new rail, can increase substantially work efficiency through the cooperation operation of preceding dolly and back dolly, avoided the quality that the manual work carried out the rail replacement and lead to can not obtain the guarantee, factor of safety not high problem. The front trolley runs on the old rail and dials the new rail into the target rail position through the new rail guide assembly; meanwhile, the front supporting leg assembly on the front trolley can lift the whole front trolley to a certain height from the rail surface, so that the old rail removing assembly can remove the old rail at the end part of the end point, namely the old rail below the front trolley, and the whole old rail removing operation is completed. The rear trolley drives into a new rail after rail replacement from the rail of the non-rail replacement operation area and dials the old rail into the outer side of the target rail position through the old rail guide assembly; meanwhile, the rear supporting leg assembly on the rear trolley can lift the whole rear trolley to a certain height from the rail surface, so that the new rail can be conveniently pulled and locked, and rail replacement operation is completed.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute an undue limitation to the application. In the drawings:

fig. 1 is a schematic structural diagram of a front trolley of a rail transfer operation vehicle according to an embodiment of the present application;

fig. 2 is a schematic structural diagram of a rear trolley of a rail transfer operation vehicle according to an embodiment of the present application;

fig. 3 is a schematic structural diagram of a front anti-overturning assembly of a rail transfer working vehicle according to an embodiment of the present disclosure;

fig. 4 is a schematic structural diagram of a new rail guide assembly of a rail change operation vehicle according to an embodiment of the present application;

fig. 5 is a schematic structural diagram of an old rail removing assembly of a rail changing operation vehicle according to an embodiment of the present disclosure;

fig. 6 is a schematic diagram of a pre-clamping state of a first clamping assembly of a rail transfer working vehicle according to an embodiment of the present disclosure;

fig. 7 is a schematic diagram of a clamping state of a first clamping assembly of a rail transfer working vehicle according to an embodiment of the present disclosure;

FIG. 8 is a schematic diagram of recycling old track status provided in an embodiment of the present application;

fig. 9 is a schematic structural diagram of a second old rail recycling assembly of a rail change operation vehicle according to an embodiment of the present disclosure;

Fig. 10 is a front view of a working flow of a rail changing working vehicle of the rail changing system according to the embodiment of the present application;

fig. 11 is a plan view of a working flow of a rail changing working vehicle of the rail changing system according to the embodiment of the present application;

fig. 12 is a front view of a bidirectional operation flow of two rail transfer vehicles of the rail transfer system provided in the embodiment of the present application;

fig. 13 is a top view of a bidirectional operation flow of two rail transfer vehicles of the rail transfer system according to the embodiment of the present application;

fig. 14 is a working flow chart of a working method of the rail transfer working vehicle provided in the embodiment of the present application;

fig. 15 is a working flowchart of step S30 of taking one end of a to-be-changed working area as a non-changed working area in the working method of the change-track working vehicle according to the embodiment of the present application;

fig. 16 is a working flowchart of step S30 of taking two ends of a to-be-changed working area as non-changed working areas in the working method of the change-track working vehicle provided in the embodiment of the present application;

fig. 17 is a schematic view of a pull rail locking state according to an embodiment of the present disclosure;

in the figure:

1 is a front trolley, 11 is a front frame, 12 is a new rail guide assembly, 13 is an old rail removing assembly, 14 is a front landing leg assembly, 15 is a front anti-overturning assembly, 16 is a first old rail recycling assembly, 17 is a front traveling wheel assembly, 18 is a new rail supporting assembly, 121 is a second traversing assembly, 122 is a second lifting assembly, 123 is a second clamping assembly, 131 is a first traversing assembly, 132 is a first lifting assembly, 133 is a first clamping assembly, 151 is a first connecting piece, 152 is a third clamping part, 153 is a first clamping driving piece, 161 is a first recycling frame, 162 is a first guiding groove, 163 is a first transverse guiding wheel, 164 is a first vertical guiding wheel, 181 is a first supporting frame, 1211 is a second transverse guiding rail, 1212 is a second sliding block, 1213 is a second traversing driving part, 1231 is a second connecting piece, 1232 is a fourth clamping part, 3 is a second clamping driving piece, 1311 is a first sliding block, 1312 is a first sliding block, 3 is a first sliding block, and 3 is a first connecting rod, 162 is a first guiding wheel, and a second guiding wheel is a second guiding wheel, 1811 is a second guiding wheel, and a first guiding wheel is a second guiding wheel is a third guiding wheel;

2 is a rear trolley, 21 is a rear frame, 22 is an old rail guide assembly, 23 is a rear supporting leg assembly, 24 is a rear anti-overturning assembly, 25 is a second old rail recovery assembly, 26 is a rear traveling wheel assembly, 27 is an old rail support assembly, 251 is a second recovery frame, 252 is a second guide groove, 253 is a third transverse guide wheel, 254 is a third vertical guide wheel, 255 is a longitudinal guide rail, 256 is a third slide block, 271 is a second support frame, 272 is a fourth transverse guide wheel, 273 is a fourth vertical guide wheel;

10 is the old rail;

20 is a new track.

Detailed Description

In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following detailed description of exemplary embodiments of the present application is given with reference to the accompanying drawings, and it is apparent that the described embodiments are only some of the embodiments of the present application and not exhaustive of all the embodiments. It should be noted that, in the case of no conflict, the embodiments and features in the embodiments may be combined with each other.

In the embodiment of the application, the advancing direction of the rail changing operation vehicle is used as the front direction when the rail is changed, and the rail changing process is as follows: the area located in front of the track changing operation vehicle in the running direction is the front of the operation, and the area located behind the track changing operation vehicle is the rear of the operation; the extending direction of the steel rail is taken as a longitudinal direction, the extending direction of the sleeper is taken as a transverse direction, and the direction perpendicular to the plane in which the transverse direction and the longitudinal direction are located is taken as a vertical direction or a vertical direction.

Fig. 1 is a schematic structural diagram of a front trolley of a rail changing operation vehicle provided in an embodiment of the present application, and fig. 2 is a schematic structural diagram of a rear trolley of a rail changing operation vehicle provided in an embodiment of the present application, as shown in fig. 1 and fig. 2, for the above-mentioned problems, in an embodiment of the present application, a rail changing operation vehicle is provided, for changing an old rail 10 of a rail changing operation area to a new rail 20, including: the front trolley 1 comprises a front frame 11, wherein a new rail guide assembly 12, an old rail removing assembly 13 and a front supporting leg assembly 14 are arranged on the front frame 11; the rear trolley 2 comprises a rear frame 21, and the rear frame 21 is provided with a used rail guide assembly 22 and a rear support leg assembly 23.

In this application through preceding dolly and back dolly cooperation operation, will wait to change the old rail of rail operation district to new rail, can increase substantially work efficiency through the cooperation operation of preceding dolly and back dolly, avoided the quality that the manual work carried out the rail replacement and lead to can not obtain the guarantee, factor of safety not high problem. The front trolley runs on the old rail and dials the new rail into the target rail position through the new rail guide assembly; meanwhile, the front supporting leg assembly on the front trolley can lift the whole front trolley to a certain height from the rail surface, so that the old rail removing assembly can remove the old rail at the end part of the end point, namely the old rail below the front trolley, and the whole old rail removing operation is completed. The rear trolley drives into a new rail after rail replacement from the rail of the non-rail replacement operation area and dials the old rail into the outer side of the target rail position through the old rail guide assembly; meanwhile, the rear supporting leg assembly on the rear trolley can lift the whole rear trolley to a certain height from the rail surface, so that the new rail can be conveniently pulled and locked, and rail replacement operation is completed.

In the process of realizing the application, the inventor finds that in the operation process of the front trolley and the rear trolley, because the new rail and the old rail are required to be clamped and stirred, the running structure between the front trolley and the old rail and between the rear trolley and the new rail is not stable enough, namely the front trolley and the rear trolley are easy to overturn, and accidents are caused.

Fig. 3 is a schematic structural diagram of a front anti-overturning assembly of a rail transfer working vehicle according to an embodiment of the present application, as shown in fig. 3, to solve the above problem, further, the front trolley 1 further includes: at least one pair of front anti-toppling assemblies 15, the pair of front anti-toppling assemblies 15 comprising two front anti-toppling assemblies, which clamp the two old rails 10 respectively. In this embodiment of the application, the preceding subassembly of preventing toppling that sets up on the preceding dolly makes the structure between preceding dolly and the old rail more firm, and when new rail direction subassembly or old rail remove the subassembly and carry out centre gripping operation to new rail or old rail in the current dolly, perhaps when the atress is uneven in the operation process, can not take place to topple the trouble because of the atress is uneven, has ensured the stability of preceding dolly operation in-process, has improved factor of safety.

Still further, each front anti-toppling assembly 15 comprises: a first connecting member 151 connected to the front frame 11; the two third clamping parts 152, the upper parts of the two third clamping parts 152 are hinged on the first connecting piece 151 and are used for clamping one old rail 10, so that the lower parts of the two third clamping parts 152 are positioned below the upper part of the old rail 10 in the vertical upper limit; the first clamping driving member 153 is connected between the middle portions of the two third clamping portions 152. According to the embodiment of the application, the front overturning prevention assembly is connected to the front frame through the first connecting piece, and the first clamping driving piece drives the two third clamping parts to open and close, so that the corresponding old rail is released and clamped. In the clamping state, the lower part of the third clamping part can be limited below the upper part of the old rail, so that when the front trolley is stressed unevenly, the third clamping part can be used for limiting in the vertical direction relative to the old rail; and meanwhile, the longitudinal movement of the front trolley on the old rail is not affected, and the operation of the front trolley is not hindered.

Further, the rear trolley 2 also comprises at least one pair of rear anti-toppling assemblies 24, the pair of rear anti-toppling assemblies 24 comprising two rear anti-toppling assemblies, which clamp the two new rails 20 respectively. Specifically, the rear anti-toppling assembly 24 has the same structure as the front anti-toppling assembly 15 described above, except that the rear anti-toppling assembly is provided on the rear frame 21; the front anti-overturning component works relative to the old rail, and the rear anti-overturning component works relative to the new rail, so that the specific structure of the front anti-overturning component is not repeated for simplicity and brevity. In this embodiment of the application, the back that sets up on the back dolly prevents the subassembly that overturns makes the structure between back dolly and the new rail more firm, when old rail direction subassembly in the back dolly carries out centre gripping operation to old rail, perhaps when the atress is uneven in the operation process, can not take place to overtake the trouble because of the atress is uneven, has ensured the stability of back dolly operation in-process, has improved factor of safety.

Fig. 4 is a schematic structural diagram of a new rail guiding assembly of a rail changing operation vehicle according to an embodiment of the present application, as shown in fig. 4, further, the new rail guiding assembly 12 includes: the second traversing assembly 121 comprises a second transverse guide 1211 and two second sliders 1212 distributed along the transverse direction, and the two second sliders 1212 respectively move along the second transverse guide 1211 in opposite directions or in opposite directions through two second traversing driving parts 1213; at least one second lifting assembly 122, the second transverse rail 1211 being connected to the front frame 11 by the second lifting assembly 122; two second clamping assemblies 123 respectively connected to one ends of the two second slide blocks 1212 remote from the second transverse guide 1211; for clamping two new rails. In the embodiment of the application, the new rail guide assembly enables the two second clamping assemblies to clamp the two new rails through the second transverse moving assembly and the second lifting assembly; under the clamping state, two second clamping assemblies can clamp two new rails respectively to make two new rails transversely move along second transverse guide rail through two second sideslip drive parts, adjust new rail in vertical position through second lifting assembly, thereby realize the direction to new rail.

Still further, the second clamping assembly 123 includes: a second connector 1231 connected to the bottom of the corresponding second slider 1212; the upper parts of the two fourth clamping parts 1232 are hinged on the second connecting piece 1231 for clamping two sides of a new rail 20; the second clamping driving member 1233 is connected between the middle portions of the two fourth clamping portions 1232. In the embodiment of the application, the second connecting piece is connected to the bottom of the corresponding second sliding block, and the second clamping driving piece drives the two fourth clamping parts to open and close, so that the new rail is released and clamped.

Fig. 5 is a schematic structural diagram of an old rail removing assembly of a rail changing operation vehicle according to an embodiment of the present application, as shown in fig. 5, further, the old rail removing assembly 13 includes: the first traversing assembly 131 comprises a first traversing rail 1311 and two first sliders 1312 distributed in a traversing direction; the first transverse rails 1311 are connected to the front frame 11, and the two first sliders 1312 are respectively moved along the first transverse rails 1311 by two first traverse driving members 1313 in opposite directions or in opposite directions; the two first lifting assemblies 132 are respectively connected to one ends of the two first sliding blocks 1312, which are far away from the first transverse guide rail 1311; the two first clamping assemblies 133 are respectively connected below the driving ends of the two first lifting assemblies 132, and are used for clamping the two old rails 10. When the current landing leg subassembly of this application in embodiment lifts whole preceding dolly to a distance rail face take the altitude, do not have the pressurized material above the old rail of terminal tip of preceding dolly below, then make two first clamping assembly carry out the centre gripping to two old rails through first sideslip subassembly and first lifting unit in the old rail remove the subassembly, then two old rails are followed first transverse guide through two first sideslip drive parts and are carried out lateral shifting, adjust old rail in vertical ascending position through first lifting unit to the outside of target track position is removed to the old rail to the realization.

Fig. 6 is a schematic diagram of a pre-clamping state of a first clamping assembly of a rail changing operation vehicle provided in this application embodiment, and fig. 7 is a schematic diagram of a clamping state of a first clamping assembly of a rail changing operation vehicle provided in this application embodiment, as shown in fig. 6 and 7, further, the first clamping assembly 133 includes two first connecting rods 1331, the tops of the two first connecting rods 1331 are both hinged to the driving ends of the corresponding first lifting assemblies 132, the bottoms of the two first connecting rods 1331 are respectively hinged with a first clamping portion 1332 and a second clamping portion 1333, and the first clamping portion 1332 and the second clamping portion 1333 are oppositely arranged, so that the first clamping portion 1332 and the second clamping portion 1333 can clamp two sides of an old rail 10. In this embodiment, when needs carry out the centre gripping to old rail and remove, the drive end of first lifting assembly stretches out, drives first clamping assembly and removes to being close to the top of old rail, then the drive end of first lifting assembly continues to stretch out, when first clamping part and second clamping part contact the top of old rail, because the top of first clamping part and second clamping part is articulated through two first connecting rods for the bottom of first clamping part and second clamping part is moved in opposite directions, can remove along the upper portion profile of old rail promptly, when the bottom of first clamping part and second clamping part removes to when the upper portion below that is located the old rail at vertical upper limit, the drive end of first lifting assembly stops stretching out, accomplish the centre gripping to the old rail. And then the driving end of the first lifting assembly is contracted, and the clamping of the first clamping part and the second clamping part to the old rail is realized through two first connecting rods, so that the old rail is removed. When the first clamping part and the second clamping part are required to be loosened, the old rail is required to be pulled out manually or by a tool.

In the process of realizing the application, the inventor finds that in the track changing process, a new track can not be touched or falls on the front running wheel of the front trolley, an old track can not be touched or falls on the rear running wheel of the rear trolley, the running of the front trolley or the rear trolley is blocked, and the working efficiency is reduced.

In order to solve the above problem, further, two sets of front travelling wheel assemblies 17 are sequentially arranged at the bottom of the front frame 11 along the extending direction of the old rail 10, travelling power is provided for the whole front trolley 1 by the two front travelling wheel assemblies 17, each set of front travelling wheel assemblies 17 comprises two front travelling wheels, and the two front travelling wheels travel along the two old rails 10 respectively; a new rail supporting assembly 18 is symmetrically arranged right above two front travelling wheels of the front travelling wheel assembly 17 and is used for guiding and supporting a new rail 20 above the front travelling wheel assembly 17; the new rail supporting assembly 18 comprises a first supporting frame 181 which is arranged in an L shape, and a second transverse guide wheel 1811 and a second vertical guide wheel 1812 are rotatably connected to the outer wall of the first supporting frame 181.

Further, two sets of rear traveling wheel assemblies 26 are sequentially arranged at the bottom of the rear frame 21 along the extending direction of the new rail 20, traveling power is provided for the whole rear trolley 2 through the two rear traveling wheel assemblies 26, each set of rear traveling wheel assemblies comprises two rear traveling wheels, and the two rear traveling wheels travel along the two new rails 20 respectively; old rail supporting assemblies 27 are symmetrically arranged right above two rear traveling wheels of the rear traveling wheel assembly 26 and are used for guiding and supporting the old rail 10 above the rear traveling wheel assembly 26; the old rail supporting assembly 27 comprises a second supporting frame 271 which is arranged in an L shape, and a fourth transverse guide wheel 272 and a fourth vertical guide wheel 273 are rotatably connected to the outer wall of the second supporting frame 271.

Through setting up new rail supporting component and old rail supporting component in this embodiment for support the new rail of preceding running wheel top, supported the old rail of back running wheel top, and then avoided the hindrance to preceding running wheel and back running wheel, improved work efficiency. The arrangement of the second transverse guide wheel and the second vertical guide wheel on the new rail supporting assembly and the arrangement of the fourth transverse guide wheel and the fourth vertical guide wheel on the old rail supporting assembly reduce friction between the new rail and the new rail supporting assembly and between the old rail and the old rail supporting assembly, enable the passing of the new rail or the old rail to be smoother, and further improve the operation efficiency.

Specifically, the front trolley 1 is further provided with a front power assembly and a front electric assembly, wherein the front power assembly provides power support for the whole front trolley, and the front electric assembly provides electric control for the whole front trolley.

More specifically, the rear trolley 2 is further provided with a rear power assembly and a rear electrical assembly, the rear power assembly providing power support for the entire rear trolley, and the rear electrical assembly providing electrical control for the entire rear trolley.

In the process of realizing the application, the inventor finds that after the rail replacement is finished, the old rail is placed on the outer side of the target rail position, and the replaced old rail needs to be recovered. In the prior art, the old rail is recovered by adopting a manual carrying mode, so that the working load is large, and the recovery efficiency is low.

Fig. 8 is a schematic view of a state of recycling old rail according to an embodiment of the present application, as shown in fig. 8, in order to solve the above problem, further, a first old rail recycling assembly 16 is disposed above the tail portion of the front frame 11; the first old rail recycling assembly 16 includes: a first recovery frame 161, a first guide groove 162 and at least one first transverse guide wheel 163 are arranged above the first recovery frame 161, and the first guide groove 162 is positioned behind the first transverse guide wheel 163; the first transverse guide wheel 163 is rotatably connected to the first recovery frame 161; first through holes are formed in the two side walls of the first guide groove 162, and first vertical guide wheels 164 are connected to the first through holes in a rotating mode. The first guide way can play the guide effect to old rail in this application, can reduce the friction between old rail and the first guide way through first vertical leading wheel, can reduce the friction between old rail and the first recovery frame through first horizontal leading wheel, makes the transportation of old rail more convenient.

Fig. 9 is a schematic structural view of a second old rail recycling assembly of a rail changing operation vehicle according to an embodiment of the present application, as shown in fig. 9, further, a second old rail recycling assembly 25 is disposed above a tail portion of a rear frame 21; the second old rail recycling assembly 25 includes: a second recovery frame 251, a second guide groove 252 and at least one third transverse guide wheel 253 are arranged above the second recovery frame 251, and the second guide groove 252 is positioned behind the third transverse guide wheel 253; the third transverse guide wheel 253 is rotatably connected to the second recovery frame 251; second through holes are formed in the two side walls of the second guide groove 252, and third vertical guide wheels 254 are rotatably connected in the second through holes; the lower part of the second recovery frame 251 is connected with the rear frame 21 through a longitudinal moving assembly; the longitudinal moving assembly includes a longitudinal guide 255 provided at the top of the rear frame 21 and at least one third slider 256 provided at the bottom of the second recovery frame 251 such that the second recovery frame 251 is longitudinally moved on the longitudinal guide 255 by the third slider 256. The second guide way can play the guide effect to old rail in this application, can reduce the friction between old rail and the second guide way through the vertical leading wheel of third, can reduce the friction between old rail and the second recovery frame through the horizontal leading wheel of third, makes the transportation of old rail more convenient. The second guide groove on the second recovery frame can longitudinally move towards one end close to the ground old rail by arranging the longitudinally moving assembly in the second old rail recovery assembly, so that the ground old rail can be conveniently received, and the working efficiency is improved.

The first old rail recovery assembly that sets up on the preceding frame and the second old rail recovery assembly that sets up on the back frame in this embodiment can cooperate the operation, realizes efficient recovery to the old rail that changes down, has reduced operating personnel's amount of labour, has improved the operating efficiency who retrieves old rail. It should be noted here that the direction of the operation for recovering the old rail is opposite to the direction of the operation for changing the rail. The end part of the old rail is placed on the second old rail recovery assembly, then the front trolley and the rear trolley move towards the operation direction of recovering the old rail, and the first old rail recovery assembly receives the old rail transported by the second old rail recovery assembly and then transports the old rail to the steel rail transport vehicle until the old rail is completely transported to the steel rail transport vehicle.

The embodiment of the application also provides a rail changing system, which comprises: an old rail 10 and a new rail 20 positioned in a rail change operation area; one end or two ends of the to-be-changed rail operation area are non-changed rail operation areas; a change-over operation vehicle is arranged between the to-be-changed-over operation area and the non-change-over operation area, and is used for changing the old rail 10 of the to-be-changed-over operation area into a new rail 20, and the change-over operation vehicle is the change-over operation vehicle according to any one of the above.

In this application, the rail changing system includes the rail changing operation vehicle, so that the rail changing operation vehicle can be considered to have the same beneficial effects as the rail changing operation vehicle, and the description thereof is omitted. Fig. 10 is a front view of an operation flow of a rail changing operation vehicle of a rail changing system provided in an embodiment of the present application, and fig. 11 is a top view of an operation flow of a rail changing operation vehicle of a rail changing system provided in an embodiment of the present application, where, as shown in fig. 10 and 11, a rail changing operation vehicle may be adopted in the present application, and a rail changing operation is performed at one end of a rail changing operation area to be changed; fig. 12 is a front view of a bidirectional operation flow of two rail changing operation vehicles of the rail changing system provided in the embodiment of the present application, and fig. 13 is a top view of a bidirectional operation flow of two rail changing operation vehicles of the rail changing system provided in the embodiment of the present application, as shown in fig. 12 and fig. 13, two rail changing operation vehicles may be adopted, and opposite rail changing operation may be performed at two ends of a rail changing operation area to be changed. The rail changing operation efficiency can be further improved by adopting the mode that two rail changing operation vehicles are used for carrying out opposite rail changing operation.

Fig. 14 is a working flow chart of a working method of a rail changing working vehicle provided in an embodiment of the present application, and as shown in fig. 14, the present application further provides a working method of a rail changing working vehicle, including the following steps:

s10, respectively placing two new rails 20 on the outer sides of two old rails 10 in a rail changing operation area;

s20, taking one end or two ends of a to-be-replaced operation area as a non-replaced operation area, and placing a replacement operation vehicle between the to-be-replaced operation area and the non-replaced operation area;

s30, rail replacement: the initial end part of the old rail 10 is outwards pulled out, then the rail changing operation vehicle moves to the rail changing operation area to be changed for rail changing operation, and the old rail 10 in the rail changing operation area to be changed into a new rail 20;

s40, rail pulling locking;

s50, the old rail 10 is retracted.

By adopting the rail changing operation method provided by the application, the old rail can be conveniently changed into the new rail, the quality of rail changing can be ensured, and the problems that the quality caused by rail changing manually in the prior art cannot be ensured and the safety coefficient is not high are solved. In the process of changing the rails, one rail changing operation vehicle can be adopted, rail changing operation can be carried out from one end of a rail changing operation area to be changed, two rail changing operation vehicles can also be adopted, rail changing operation can be carried out from two ends of the rail changing operation area to be changed in opposite directions, and when the two rail changing operation vehicles are adopted for common rail changing operation, the efficiency of the rail changing operation is higher.

Further, in step S30, the initial end portion of the old rail 10 is pulled out, which specifically includes:

s301, cutting off the track between the to-be-replaced operation area and the non-replaced operation area, namely determining the initial end part of the old track 10;

s302, disassembling the fasteners on the old rail 10;

s303, the initial end part of the old rail 10 is pulled out of the rail bearing groove.

In this application will wait to trade the track between the rail operation district and the non-rail operation district and cut off, made clear the initial end of old rail, dismantle the fastener on the old rail in the rail groove of holding of being convenient for with the old rail.

Fig. 15 is a working flowchart of step S30 of taking one end of a to-be-replaced working area as a non-replacement working area in the working method of the rail transfer working vehicle provided in the embodiment of the present application, as shown in fig. 15, specifically, step S30, the rail transfer working vehicle proceeds to the to-be-replaced working area, and replaces the old rail 10 of the to-be-replaced working area with the new rail 20, specifically including:

s304, changing the initial end of the old rail 10;

s3041, clamping the new rail 20 by the new rail guide assembly 12 on the front trolley 1, and poking the initial end part of the new rail 20 into the rail bearing groove;

s3042, clamping the old rail 10 by the old rail guide assembly 22 on the rear trolley 2, and shifting the initial end part of the old rail 10 to the outer side of the target rail position;

S305, carrying out subsequent rail replacement;

s3051, the front trolley 1 and the rear trolley 2 start to move forward; the front trolley is placed on the old rail 10 in the moving process, and the rear trolley 2 is placed on the new rail 20; the new rail guide assembly 12 clamps and dials the new rail 20 to the target rail position, and the old rail guide assembly 22 clamps and dials the old rail 10 to the outer side of the target rail position;

at S3052, when the front carriage 1 moves to the designated position, the front carriage 1 and the rear carriage 2 stop moving.

In the application, through the cooperation operation of front trolley and back trolley, the front trolley is driven on old rail and is dialled into the target track position through new rail guiding component simultaneously, and the back trolley is driven on the new rail after the change of track by the track of non-change operation district and is dialled into the outside of target track position through old rail guiding component simultaneously.

Fig. 16 is a flowchart of a step S30 of taking two ends of a to-be-swapped-rail operation area as a non-swapped-rail operation area in the operation method of a swapped-rail operation vehicle provided in the embodiment of the present application, as shown in fig. 16, further, when two ends of the to-be-swapped-rail operation area are taken as the non-swapped-rail operation area, two swapped-rail operation vehicles perform opposite operations, and after performing subsequent swapped-rail in step S305, the method further includes:

s306, simultaneously operating the two rail changing operation vehicles, so that the remaining middle rail changing operation area to be rail changed after the two rail changing operation vehicles operate oppositely is subjected to final rail changing;

S3061, removing the old rail 10 at the bottom of the front trolley 1;

s3062, the old rail guide assembly 22 receives the removed old rail 10, and then lifts the old rail 10 into the rail receiving groove and places the old rail 10 at a specified position outside the target rail position;

s3063, the new rail guide assembly 12 dials the new rail 20 into the rail receiving groove at the bottom of the front trolley 1.

In this application when regard as the non-change operation district with the both ends of waiting the change operation district, can all place the change operation car and carry out the change operation in opposite directions between two non-change operation districts and waiting the change operation district, can accelerate the operating efficiency, two change operation cars all stop moving when two preceding dolly distance that set up in opposite directions are pointed apart from, then through step S306 to the change operation district that waits in the appointed distance (remaining middle part region after two change operation cars are operated in opposite directions) carry out the last change.

Specifically, step S3061, removing the old rail 10 at the bottom of the front trolley 1, specifically includes:

s30610, the front supporting leg assembly 14 extends out, and the front trolley 2 is lifted to a position that a front travelling wheel assembly 17 arranged at the bottom of the front trolley 1 leaves a rail surface;

s30612, the old rail removing assembly 13 clamps and moves the old rail 10 under the front truck 1 to the outside of the target rail position.

In this application, preceding landing leg subassembly on the preceding dolly can be with whole preceding dolly to carrying to apart from the rail face take altitude for old rail removal subassembly can remove the old rail of terminal end, removes the old rail of preceding dolly below promptly, thereby accomplishes the removal operation of whole old rail.

Fig. 17 is a schematic view of a pull rail locking state provided in the embodiment of the present application, as shown in fig. 16, further, in step S40, the pull rail is locked, specifically including,

s401, extending a rear supporting leg assembly arranged on the rear trolley 2, and lifting the rear trolley 2 to a rear travelling wheel assembly arranged at the bottom of the rear trolley 2 to leave a rail surface;

s402, pulling the end of the new rail 20 to be locked at the end of the rail in the non-change operation area.

The back landing leg subassembly on the back dolly in this application can be with whole back dolly to carry to apart from the rail face certain height, is convenient for carry out the rail locking of drawing to new rail, accomplishes the rail change operation.

Specifically, step S50, the old rail 10 is retracted, specifically including:

s501, placing the end of the old rail 10 on the second old rail recycling assembly 25;

s502, the front trolley 1 and the rear trolley 2 move to the rear of the operation, and the first old rail recovery assembly 17 receives the old rail 10 transported by the second old rail recovery assembly 25;

S503, the steel rail transport vehicle receives the old rail 10 transported by the first old rail recycling assembly 17;

s504, until the old rail 10 is completely transported to the rail transport vehicle, the front carriage 1 and the rear carriage 2 stop moving.

Specifically, only one rail changing operation vehicle is needed in the old rail collecting step, and the recovery operation is performed from the end of the old rail.

In the description of the present application, it should be understood that the terms "longitudinal," "transverse," "upper," "lower," "front," "rear," "vertical," "top," "bottom," "inner," "outer," and the like indicate an orientation or a positional relationship based on that shown in the drawings, merely for convenience of description and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be configured and operated in a particular orientation, and thus should not be construed as limiting the present application.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present application, the meaning of "plurality" is at least two, such as two, three, etc., unless explicitly defined otherwise.

In this application, unless specifically stated and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; may be mechanically connected, may be electrically connected or may communicate with each other; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art as the case may be.

While preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. It is therefore intended that the following claims be interpreted as including the preferred embodiments and all such alterations and modifications as fall within the scope of the application.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present application without departing from the spirit or scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims and the equivalents thereof, the present application is intended to cover such modifications and variations.

Claims (13)

1. A change-over work vehicle for changing an old rail (10) of a work area to be changed over to a new rail (20), characterized by comprising:

the front trolley (1) comprises a front frame (11), wherein a new rail guide assembly (12), an old rail removing assembly (13) and a front supporting leg assembly (14) are arranged on the front frame (11);

the rear trolley (2) comprises a rear frame (21), and the rear frame (21) is provided with an old rail guide assembly (22) and a rear supporting leg assembly (23).

2. Rail transfer work vehicle according to claim 1, characterized in that the old rail removal assembly (13) comprises:

a first traversing assembly (131) comprising a first traversing rail (1311) and two first sliders (1312) distributed in a traversing direction; the first transverse guide rail (1311) is connected to the front frame (11), and the two first sliding blocks (1312) respectively move along the first transverse guide rail (1311) in opposite directions or in opposite directions through two first transverse driving components (1313);

two first lifting assemblies (132) respectively connected to one ends of the two first sliding blocks (1312) far away from the first transverse guide rail (1311);

and the two first clamping assemblies (133) are respectively connected below the driving ends of the two first lifting assemblies (132) and are used for clamping the two old rails (10).

3. The rail transfer vehicle of claim 2, characterized in that the first clamping assembly (133) comprises two first connecting rods (1331), the tops of the two first connecting rods (1331) are hinged to the driving ends of the corresponding first lifting assemblies (132), the bottoms of the two first connecting rods (1331) are respectively hinged to a first clamping portion (1332) and a second clamping portion (1333), and the first clamping portions (1332) and the second clamping portions (1333) are arranged in opposite directions, so that the first clamping portions (1332) and the second clamping portions (1333) can clamp two sides of an old rail (10).

4. Rail transfer work vehicle according to claim 1, characterized in that the front trolley (1) further comprises: at least one pair of front anti-overturning assemblies (15), wherein the front anti-overturning assemblies (15) comprise two front anti-overturning assemblies, and the two front anti-overturning assemblies respectively clamp the two old rails (10).

5. Rail transfer work vehicle according to claim 4, characterized in that each of the front anti-capsizing assemblies (15) comprises:

a first connecting member (151) connected to the front frame (11);

the upper parts of the two third clamping parts (152) are hinged to the first connecting piece (151) and are used for clamping an old rail (10), so that the lower parts of the two third clamping parts (152) are positioned below the upper part of the old rail (10) in the vertical upper limit;

And a first clamping driving member (153) connected between the middle parts of the two third clamping parts (152).

6. Rail transfer work vehicle according to claim 1, characterized in that a first old rail recycling assembly (16) is arranged above the tail of the front frame (11);

the first old rail recycling assembly (16) includes: a first recovery frame (161), wherein a first guide groove (162) and at least one first transverse guide wheel (163) are arranged above the first recovery frame (161), and the first guide groove (162) is positioned behind the first transverse guide wheel (163); the first transverse guide wheel (163) is rotatably connected to the first recovery frame (161);

the two side walls of the first guide groove (162) are respectively provided with a first through hole, and the first through holes are rotationally connected with first vertical guide wheels (164).

7. The rail transfer work vehicle of claim 1 or 2, characterized in that the new rail guide assembly (12) comprises:

the second traversing assembly (121) comprises a second transverse guide rail (1211) and two second sliding blocks (1212) distributed along the transverse direction, and the two second sliding blocks (1212) respectively move along the second transverse guide rail (1211) in opposite directions or in opposite directions through two second traversing driving parts (1213);

At least one second lifting assembly (122), said second transverse rail (1211) being connected to said front frame (11) by means of the second lifting assembly (122);

two second clamping assemblies (123) respectively connected to one ends of the two second sliding blocks (1212) far away from the second transverse guide rail (1211); for clamping two new rails.

8. The rail transfer work vehicle of claim 7, characterized in that the second clamping assembly (123) comprises:

a second connecting piece (1231) connected to the bottom of the corresponding second slider (1212);

the upper parts of the two fourth clamping parts (1232) are hinged to the second connecting piece (1231) and are used for clamping two sides of a new rail (20);

and a second clamping driving member (1233) connected between the middle parts of the two fourth clamping parts (1232).

9. Rail-changing working vehicle according to claim 1, characterized in that the bottom of the front frame (11) is provided with two sets of front travelling wheel assemblies (17) in sequence along the extension direction of the old rail (10), the whole front trolley (1) is provided with travelling power by means of the two front travelling wheel assemblies (17), each set of front travelling wheel assemblies (17) comprises two front travelling wheels, which travel along the two old rails (10) respectively;

New rail supporting assemblies (18) are symmetrically arranged right above two front travelling wheels of the front group of front travelling wheel assemblies (17) and are used for guiding and supporting new rails (20) above the front travelling wheel assemblies (17);

the novel rail support assembly (18) comprises a first support frame (181) which is arranged in an L shape, and a second transverse guide wheel (1811) and a second vertical guide wheel (1812) are rotatably connected to the outer wall of the first support frame (181).

10. Rail transfer work vehicle according to claim 1, characterized in that the rear trolley (2) further comprises at least one pair of rear anti-toppling assemblies (24), a pair of said rear anti-toppling assemblies (24) comprising two rear anti-toppling assemblies, each clamping two new rails (20).

11. The rail transfer work vehicle of claim 1 or 10, characterized in that a second old rail recycling assembly (25) is arranged above the tail of the rear frame (21);

the second old rail recycling assembly (25) comprises: a second recovery frame (251), a second guide groove (252) and at least one third transverse guide wheel (253) are arranged above the second recovery frame (251), and the second guide groove (252) is positioned behind the third transverse guide wheel (253); the third transverse guide wheel (253) is rotatably connected to the second recovery frame (251);

Second through holes are formed in the two side walls of the second guide groove (252), and third vertical guide wheels (254) are rotatably connected in the second through holes;

the lower part of the second recovery frame (251) is connected with the rear frame (21) through a longitudinal moving assembly;

the longitudinal moving assembly comprises a longitudinal guide rail (255) arranged at the top of the rear frame (21) and at least one third sliding block (256) arranged at the bottom of the second recovery frame (251), so that the second recovery frame (251) longitudinally moves on the longitudinal guide rail (255) through the third sliding block (256).

12. The rail changing operation vehicle according to claim 1, characterized in that the bottom of the rear frame (21) is provided with two sets of rear running wheel assemblies (26) in turn along the extending direction of the new rail (20), running power is provided for the whole rear trolley (2) through the two rear running wheel assemblies (26), each set of rear running wheel assemblies comprises two rear running wheels, and the two rear running wheels run along the two new rails (20) respectively;

old rail supporting assemblies (27) are symmetrically arranged right above two rear travelling wheels of the rear group of rear travelling wheel assemblies (26) and are used for guiding and supporting the old rail (10) above the rear travelling wheel assemblies (26);

The old rail supporting assembly (27) comprises a second supporting frame (271) which is arranged in an L shape, and a fourth transverse guide wheel (272) and a fourth vertical guide wheel (273) are rotatably connected to the outer wall of the second supporting frame (271).

13. A rail transfer system, comprising: an old rail (10) and a new rail (20) which are positioned in a rail changing operation area; one end or two ends of the to-be-replaced operation area are non-replaced operation areas;

a change-over working vehicle is arranged between the to-be-changed-over working area and the non-change-over working area and is used for changing an old rail (10) of the to-be-changed-over working area into a new rail (20), and the change-over working vehicle is a change-over working vehicle according to any one of claims 1-12.