RU2774304C1 - Complex for mobile fence for track works - Google Patents

Abstract

FIELD: railway transport.

SUBSTANCE: invention relates to the field of railway rolling stock, in particular to mobile fencing systems for track work. The complex contains a guardrail car, a storage module and an inter-car crossing. The car-enclosure contains the spinal and end beams, sliding side walls and a roof. Retractable beams on roller bearings are fixed on the spinal beam. The walls are fixed on retractable beams oriented in the transverse direction. The beams are moved by means of an actuator with a limit switch. Rulers are fixed on the beams, showing the distance from the longitudinal axis of the car to the outer surface of the wall. In the transport position, the walls are fixed with stoppers. The length of the side wall braces is adjusted by couplings. Folding shields with flexible aprons are installed in the lower part of the side wall and on the inner parts of the cantilever frame.

EFFECT: passage of trains along the adjacent track without speed limits is provided.

15 cl, 14 dwg

Description

The invention relates to the field of railway construction, namely to a complex of mobile fencing for track work (hereinafter referred to as MKOPR) and is intended to protect track fitters when working with elements of the superstructure of the track for the current maintenance and various types of repair of the railway track using manual and mechanized tool without limiting the speed of trains on adjacent tracks. MKOPR consists of a guardrail car, an intercarriage walkway and a storage room.

When performing work on the current maintenance of the superstructure of the track on double-track and multi-track high-speed sections of the track using manual and mechanized tools when passing a high-speed or high-speed train along an adjacent track in accordance with the "Rules for labor protection, environmental, industrial and fire safety during maintenance and repair of facilities infrastructure of the track complex of Russian Railways, employees no later than 10 minutes before the passage of the train must stop work and leave the track being repaired at a safe distance (at least 5 m from the outermost rail of the track along which the train should follow).

These requirements for labor protection lead to unproductive loss of time during work on the current maintenance of the track.

The following technical solutions are known from the prior art, aimed at solving this problem and allowing the operating personnel not to leave the place of work when moving the train along the adjacent track.

From the author's certificate SU 1141172 A1 (published on February 23, 1985), a protective fence for working on railway tracks is known, containing racks connected to each other by a rope, pivotally mounted on a supporting structure and having rollers in the upper part to hold the rope, each rack is made of hinged interconnected horizontal and inclined parts, united by a lever, and the horizontal part of the rack has a support made in the form of a bracket-like grip with a shock absorber, fixed to the rail sole by means of an eccentric mechanism, while one of the extreme supports is equipped with a winch and a flexible tension element, and the other - a fastening element, and the inclined parts of the intermediate supports have heads with forks at the free end to hold the rope.

Also known repair movable unit, consisting of two located in the longitudinal direction and separated from each other, the ends respectively based on the rail running gear, serving to limit the open in the direction of the rail track working area of the frame beams. The fastening unit serving for detachable fixation of the rail-working machine is fixed on the frame beam and by means of the drive can move relative to it in the longitudinal direction of the movable unit. In the attachment unit of the machine there is a first beam located transversely to the longitudinal direction of the movable unit with a locking device for detachable fastening of the rail-working machine. The locking device can move along the transverse guide of the first beam across the longitudinal direction of the movable unit (RU 2428337 C2. 10.09.2011).

The disadvantage of the known solution is the lack of regulation of the size of the working space inside the fence, depending on the transport and working position.

The closest analogue of the patented complex is known from the international publication of the PCT application WO 2020114838 A1 (published on 06/11/2020) a complex of mobile fencing for track work, containing a railing car, a storage module and an inter-car crossing, the railing car includes a U-shaped center beam and two end beams, providing in the longitudinal direction free space inside the railing car, retractable beams mounted on roller supports are fixed on the center beam of the frame.

The disadvantage of the known solution is the lack of reliable fastening of the sliding side elements of the fence in the transport position and automatic control of the transfer of the side elements of the fence from the transport position to the working position and vice versa.

The technical problem solved by the claimed complex is to ensure the passage of trains along the adjacent track without limiting the speed of movement, as well as to enable the operating personnel to be in a safe area during the repair work, and to perform work in all weather conditions and at any time of the day. when implementing quick installation and “curtailment” from the place of work.

The technical result achieved in the implementation of the claimed invention is to ensure reliable fastening of the sliding side elements of the fence in the transport position, while allowing you to quickly bring the fence to the working position with the necessary and sufficient width of the working space inside the fence car with safe shelter for the working personnel inside the car from adverse environmental conditions, including weather conditions and passing vehicles on adjacent tracks, during repair work on rail tracks.

The claimed technical result is achieved due to the design of a mobile fence complex for carrying out track work, containing a railing car, a storage module and an inter-car transition, the railing car includes a U-shaped spinal beam and two end beams that provide free space inside the car in the longitudinal direction - railings, retractable beams are fixed on the center beam of the frame, which are mounted on roller supports. According to the invention, the fence car consists of sliding side walls and a roof, each side wall contains a guide for moving the carriage along it and is fixed on retractable beams oriented in the transverse direction and made movable by means of an actuator, to limit the course of which a limit switch is installed, on the inner end rulers are fixed on the surface of each end beam, showing the distance from the longitudinal axis of the railing car to the outer surface of the side sliding wall, a pointer is fixed on the sliding wall, which shows the distance, in the transport position the side walls are fixed with stoppers, and the side walls are fixed between themselves with spacers placed in the working position along the side walls and fixed with the same clamps as in the transport position, while axles are used for permanent fixation of one of the sides of the strut, in the struts and lugs of the side walls in the middle part there are m sleeves that regulate the length of the spacers, in the lower part of the side wall, as well as on the inner parts of the cantilever part of the frame, there are hinged metal shields fixed on horizontal hinges, fixed with fingers installed from the inside of the railing car, while flexible aprons are hinged on the lower part of the folding shields.

In a particular case of the invention, a strip of hardened steel is installed in the contact zone of the sliding beam and the roller of the roller support.

In a particular case of carrying out the invention, on the carriage, made with the possibility of moving along the guide on the side wall, a jib beam is installed on the vertical axis, along which a manual hoist or a spring balancer for hanging a mechanized tool is installed on a roller cart.

In a particular embodiment of the invention, the carriage along the side wall is made to move due to the traction force of the chain.

In a particular case of the invention, a bypass sprocket is mounted on bearings at the end of the sliding wall.

In a particular case of the invention, limit switches are installed at both ends of the guides along which the carriages move, designed to turn off the drive for moving the carriage when it reaches its extreme positions.

In a particular case of the invention, each freight carriage moves to the middle of the guardrail car, and in the extreme positions, the drive of the movement of the carriages is turned off.

In a particular case of the invention, the longitudinal movement of the cargo carriage is controlled from a remote control (on a cable) fixed to the electrical cabinet of the carriage body or using radio control.

In a particular case of the invention, the movement drive of the cargo carriage consists of a gear motor, an intermediate shaft and an open gear transmission to the drive roller of the cargo carriage.

In a particular case of the invention, an electric hoist with a lifting capacity of 1 t is installed on each cargo carriage for lifting-lowering and transverse movement of equipment.

In a particular case of the invention, the electric hoist is made with the possibility of control by means of a regular remote control or radio control.

In a particular case of the implementation of the invention in the cross section of the guardrail car, the electric hoist is mounted on a movable beam, which can move from a central position to the left or right at a distance of up to 440 mm in each direction.

In a particular case of the invention, the movable beam is installed in the cargo carriage with the help of two roller bearings fixed on the movable beam.

In a particular case of the implementation of the invention, a toothed rack is installed on the roller bearings, which engages with a gear wheel mounted on a load carriage on bearing supports.

Further, the solution is explained by reference to the figures, which show the following.

Fig. 1 is a side view of the mobile fence complex.

Fig. 2 is a side view of the guardrail car.

Fig. 3 is a top view of the guardrail car in section B-B from FIG. one.

Fig. 4 is the transport position of the guardrail car, front view in section I-I from FIG. 2.

Fig. 5 - the working position of the guardrail car, front view in section I-I from FIG. 2.

Fig. 6 - the contact zone of the sliding beam and the roller of the roller support, a view in section K-K from FIG. four.

Fig. 7 shows the configuration of the struts in the rail car in transport position, in section B-B of FIG. one.

Fig. 8 shows the configuration of the struts in the guardrail car in working position, in section B-B of FIG. one.

Fig. 9 - the site for fixing the strut, a view in section G-D from FIG. 7.

Fig. 10 - couplings that regulate the length of the spacers, a view in section E-E of FIG. 7.

Fig. 11 is a carriage drive chain assembly, L-L sectional view of FIG. 2.

Fig. 12 - attachment point of the bypass sprocket to the end of the sliding wall, sectional view M-M from FIG. 2.

Fig. 13 - drive movement of the carriage cargo, sectional view H-H from FIG. 2.

Fig.14 - drive movement of the movable beam, a view in section P-P from Fig. 5.

The mobile fencing complex for track works consists of a railcar 1, an inter-car crossing 2, a passenger module 5 and a warehouse 3.

AM-140 modular railcars from the operating fleet of AM-140 railcars are used for the operation and transportation of MKOPR. 2.2 Intercarriage walkway 2 is installed between railcar 1 and modular railcar AM-140 (hereinafter referred to as railcar). Before joining the railcar, the cargo module is dismantled on the railcar, the passenger module is rearranged in its place, the removable cabin of the railcar is dismantled and installed in the corresponding place of the railcar, the storage module is installed on the mounting points of the removable cab and the cargo module, then the storage module and the passenger module connected to the electrical system of the railcar. A detachable railcar cab is installed on the railcar and connected to the electric and pneumatic systems of the railcar.

After the additional equipment of the guardrail car and the re-equipment of the railcar, they are coupled using their own automatic couplers, after which the attachment points of the intercarriage transition (based on the bracket of the guardrail car and fixed on the end wall of the guardrail car) are connected to the attachment points of the storage room. Pneumatic connecting sleeves of the brake and supply lines of the guardrail car and railcar are connected. Electrical connections are established between the railcar and the guardrail car using connectors.

The guardrail car is intended for direct protection (shelter) of the track fitters and the work manager, who are on the track, from the impact of negative factors during the passage of high-speed and high-speed trains along the adjacent track. In addition, the fence car serves as a shelter for track fitters from external precipitation when they perform work on the railway track.

The car-protection includes the undercarriage, fencing of the work area; control cabin 4, cargo carriages, electrical equipment, pneumobrake equipment.

The crew part consists of a metal structure of the frame (spine beam, cantilever parts of the frame), automatic couplers and non-driven bogies.

The spinal beam 9 has a U-shape, providing in the longitudinal direction free space inside the guardrail car at a height of up to 2970 mm from the level of the top of the rail head 6 (hereinafter - UVGR 6).

On the end wall of the room, coinciding with the frontal sheet of the frame, from the side of the intercarriage passage, a frame is welded to fix one side of the intercarriage passage on it.

Bogies with a gauge of 1520 mm are installed under the frame with a wheel diameter along the rolling circle (957 ± 7) mm.

Console parts of the frame are equipped with automatic couplers. Uncoupling of automatic couplers is provided with the help of uncoupling levers.

The rail car consists of sliding side walls 7 and a roof 10.

Each side wall 7 is fixed on four retractable beams 11 by means of corner fasteners 27, which are mounted on roller supports 22, which in turn are fixed on the center beam 9 of the frame (Fig. 4, Fig. 5).

In the contact zone of the drawer 11 and the roller 33 of the roller support 22, a strip 34 of hardened steel is installed. The rollers 33 themselves are mounted on axles 31 fixed to the housing 32 of the roller support 22 as shown in FIG. 6.

Each drawer 11 is moved by an industrial actuator 23.

Rulers 16 are fixed on the inner end surface of each end beam, showing the distance from the longitudinal axis of the railing car to the outer surface of the sliding side wall. A pointer 17 is fixed on the sliding wall, which shows the distance. Next to the ruler is a control panel 18 for sliding the side wall.

In the transport position, the pointer shows a value of 1610 mm (Fig. 4).

With the maximum extended working position, the pointer shows a value of 2050 mm (Fig. 5). Since the maximum stroke of the actuator is 457 mm, and the maximum allowable extension of the side wall is 440 mm, a limit switch is installed to limit the actuator stroke.

In the transport position, the side walls are fixed with stoppers 12 as shown in Fig. 1. In addition, the side walls are fixed to each other with struts (struts of the upper floor 13, struts of the lower floor 14 accommodation) as shown in FIG. 4 and in FIG. 7. Spacers in the working position are placed along the side walls 7 and secured with the same retainers 15 as in the transport position (Fig. 8). For permanent fixation of one of the sides of the spacer, axes are used, in Fig. 9 shows the positions of the locks and spacers in the transport position (I) and in the working position (II). The lengths of the struts 13 and 14 and the location of the lug holes on the side walls provide for the transfer of the struts from the transport position to the working position and back without adjusting the length of the strut. If the holes in the struts and the lugs of the side walls do not match, couplings 29 are provided in the middle part of the struts, which regulate the length of the struts (Fig. 10).

In the lower part of the side wall, as well as on the inner parts of the cantilever part of the frame, on horizontal hinges, metal folding shields 25 are installed, which ensure that the side surface of the railing car is closed up to 100 mm from the UVGR 6. In the working and transport position, the folding shields are fixed with fingers installed from the inside of the car - fences. Flexible aprons 26 (from a conveyor belt) are hinged on the lower part of the folding shields, ensuring the closure of the side surface of the railing car up to 85 mm below the UVGR 6 (Fig. 5).

Electrical sockets for connecting power tools are installed on the inner side surfaces of the side walls. The placement of the sockets does not interfere with bringing the flaps 25 into the transport position.

Guides 8 are installed on the inner side surfaces of the side walls, along which carriages 19 move (one carriage on each side wall). On the carriage 19, on the vertical axis, a jib beam 20 is installed, along which a manual hoist 21 with a load capacity of 500 kgf or a spring balancer 28 for suspension of a mechanized tool is installed on a roller cart. The carriage 19 moves along the side wall due to the traction force of the chain, created by the rotation of the drive sprocket 35, which, together with the motor-reducer 36, is installed at the end of the sliding wall 7, as shown in Fig. eleven.

A drive sprocket with a number of teeth 19 and a pitch of 15.875 mm at a speed of rotation of the output shaft of the motor-reducer of 50 rpm ensures the movement of the carriage 19 at a speed of 0.25 m/s and a chain pull of 485 N.

At the opposite end of the sliding wall, a bypass sprocket 37 is mounted on bearings, as shown in FIG. 12.

At both ends of the guides along which the carriage 19 moves, there are limit switches designed to turn off the drive for moving the carriage 19 when it reaches its extreme positions.

The control cabin is designed to control the movement of the MKOPR in both shunting and transport modes.

Carriages 24 are designed to move heavy equipment, as well as rails 12.5 m long inside the work area.

Two cargo carriages 24 are installed on the railing car. The cargo carriages 24 with their wheels rest on the center beam 9 and move along the beam with the help of an electric drive installed on the cargo carriage 24. Each freight carriage 24 must move to the middle of the guardrail car. In the extreme positions, it must be ensured that the drive for moving the carriages is turned off. The control of the longitudinal movement of the cargo carriage 24 should be carried out from a remote control (on a cable) fixed to the electrical cabinet of the carriage body or using a radio control.

The drive for the movement of the cargo carriage consists of a gear motor 38 (with two output shafts), an intermediate shaft 39 and an open gear 40 on the drive (it is also the support) roller 41 of the cargo carriage 24 (Fig. 13).

The drive provides the speed of movement of the cargo carriage at a speed of 0.36 m/s and a traction force of 2432 N (248 kgf), which ensures the movement of the carriage on a slope of up to 40%o.

On each cargo carriage 24, an electric hoist with a lifting capacity of 1 ton is installed for lifting and lowering and transverse movement of equipment. The electric hoist is controlled from a standard remote control or using a radio control.

The power supply to the cargo carriage must be carried out using an electric cable suspended using cable trolleys or rings.

To increase the service area of the electric hoist in the cross section of the railing car, the electric hoist is installed on a movable beam, which can move from the central position to the left or right at a distance of up to 440 mm in each direction.

The movable beam 11 is installed in the cargo carriage with the help of two roller bearings fixed on the movable beam. A gear rack 43 is installed on the roller bearings, which engages with a gear wheel 42 mounted on a cargo carriage on bearing supports. The gear wheel is driven by a gear motor 44 (7МЧ-М-70) with a gear ratio of 100. The drive for moving the movable beam is shown in Fig. fourteen.

Brake equipment is installed under the cantilever part of the frame on the side of the removable cab. To brake the bogie, a brake cylinder with a piston diameter of 254 mm is installed on the frame of the railing car (one cylinder for each bogie). In addition, a parking brake is installed at the bogie on the side of the detachable cabin, which ensures that the railing car is held on a slope of 40%o with a force of 345 N on the parking brake helm.

Warehouse module.

The storage module is designed to accommodate tools (manual and mechanized) and control devices for performing work on the current maintenance and repair of the railway track.

The storage module is fastened to the railcar frame AM-140 by means of four assembled limiters installed on the same places of the railcar frame intended for attaching a removable cabin and a passenger module.

The basis of the storage module is a subframe made of channel 20P according to GOST 8240-97, in the corners of which there are holes for fixing the storage module with the help of clamps.

The storage module is a room (without windows) with hinged double doors on the end walls of the module, lockable. The width of the doorway is 1450 mm and the height is 2200 mm.

Lockable doors are installed on the side walls in the area of the stairs for climbing into the removable cabin.

On the end wall of the storage module on the side of the automatic coupler, a frame is welded for fixing one side of the inter-car gangway on it.

For the safe passage of track fitters between the storage room and the passenger module, handrails are provided on the side edges of the frame of the AM-140 railcar. The handrails are fastened to the railcar by welding plates to the frame and installing handrails on them using bolted connections.

Intercarriage crossing.

The inter-car crossing is designed to carry out the transition of track fitters from the railcar to the guardrail car, including the transfer of tools and equipment to perform work on the current maintenance and repair of the track.

The inter-car passage is flanged with its outer frames to the end surfaces of the frames of the storage room and the guardrail car room.

The inter-car crossing rests through sliding pairs (PTFE plates) on a bracket flanged to the end surface of the railing car.

Claims (15)

1. A complex of mobile fencing for carrying out track work, containing a railing car, a storage module and an inter-car crossing, the railing car includes a U-shaped center beam and two end beams that provide free space in the longitudinal direction inside the railing car, on the center beam the frame is fixed with retractable beams, which are mounted on roller supports, characterized in that the railing car consists of sliding side walls and a roof, each side wall contains a guide for moving the carriage along it and is fixed on retractable beams oriented in the transverse direction and made movable by means of actuator, to limit the course of which a limit switch is installed, rulers are fixed on the inner end surface of each end beam, showing the distance from the longitudinal axis of the railing car to the outer surface of the side sliding wall, a pointer is fixed on the sliding wall, which shows the value distance, in the transport position the side walls are fixed with stoppers, and between themselves the side walls are fixed with spacers placed in the working position along the side walls and fixed with the same clamps as in the transport position, in the spacers and lugs of the side walls in the middle part at the attachment point struts to the walls there are couplings that regulate the length of the struts, in the lower part of the side wall, as well as on the inner parts of the cantilever part of the frame, folding metal shields are installed on horizontal hinges, and flexible aprons are pivotally fixed on the lower part of the folding shields. 2. The complex according to claim 1, characterized in that a strip of hardened steel is installed in the contact zone of the sliding beam and the roller of the roller support. 3. The complex according to claim. 1, characterized in that on the vertical axis of the carriage, made with the possibility of moving along the guide on the side wall, there is a jib beam, along which a hand hoist or a spring balancer for hanging a mechanized tool is installed on a roller cart. 4. The complex according to claim 1, characterized in that the carriage is made moving along the guide along the side wall due to the traction force of the chain. 5. The complex according to claim 1, characterized in that a bypass sprocket is installed on bearings at the end of the sliding wall. 6. The complex according to claim 1, characterized in that limit switches are installed at both ends of the guides along which the carriages move, designed to turn off the drive for moving the carriage when it reaches its extreme positions. 7. The complex according to claim 1, characterized in that each freight carriage moves to the middle of the guardrail car, and in the extreme positions, the carriage movement drive is turned off. 8. The complex according to claim 1, characterized in that the longitudinal movement of the cargo carriage is controlled from a remote control on a cable fixed to the electrical cabinet of the carriage body or using radio control. 9. The complex according to claim 1, characterized in that the drive for the movement of the cargo carriage consists of a gear motor, an intermediate shaft and an open gear drive to the drive roller of the cargo carriage. 10. The complex according to claim 1, characterized in that an electric hoist with a lifting capacity of 1 t is installed on each cargo carriage for lifting-lowering and transverse movement of equipment. 11. The complex according to claim. 10, characterized in that the electric hoist is made with the ability to control by means of a regular remote control or radio control. 12. The complex according to claim 10, characterized in that in the cross section of the railing car, the electric hoist is installed on a movable beam, which can move from the central position to the left or right at a distance of up to 440 mm in each direction. 13. The complex according to claim 1, characterized in that the movable beam is installed in the cargo carriage with the help of two roller bearings fixed on the movable beam. 14. The complex according to claim 1, characterized in that a toothed rack is installed on the roller bearings, which engages with a gear wheel mounted on a cargo carriage on bearing supports. 15. The complex according to claim 1, characterized in that the flaps are fixed with fingers installed from the inside of the railing car.

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