Rail Loading Train For The Transport Of Long-Welded Rails
An anchoring device mechanism for anchoring rails includes a plurality of clamping jaws. The clamping jaws are connected to a jaw displacement device in order for the clamping jaws to be moved from a rail clamping position into a rail releasing position. A clamping drive unit is provided for moving the clamping jaws into the rail clamping position.
- 1. -6. (canceled)
- 7. A rail loading train for the transport of long-welded rails, the rail loading train comprising:
loading cars movable along a track; an anchoring device for the rails, said anchoring device being connected to one of said loading cars and disposed at an end of the loading train, and said anchoring device including clamping jaws each having a rail contact surface for force-locking application to a rail; each of said clamping jaws being mounted for displacement in a jaw displacement direction on said anchoring device and each of said clamping jaws having a jaw longitudinal direction extending perpendicularly to said jaw displacement direction; a jaw displacement device connected to said clamping jaws disposed on said anchoring device for displacement of said clamping jaws from a rail clamping position into a rail releasing position; and a clamping drive for displacement of said clamping jaws into said rail clamping position.
- View Dependent Claims (8, 9, 10, 11, 12)
The invention relates to a rail loading train for the transport of long-welded rails, including loading cars mobile on a track and an anchoring device for the rails which is arranged at the end of the loading train and has clamping jaws comprising in each case a rail contact surface for force-locking application to a rail.
Rail loading trains of this type are already known from WO 2007/065500 A1 or EP 2 427 599. A device for anchoring the rails consists of a number of insertion devices. The latter has two clamping jaws, each with a movable roller-shaped clamping means. For force-locking connection of the clamping means to the rail base or for releasing the connection, the two clamping jaws are designed to be spaced to and from one another.
It is the object of the present invention to provide a rail loading train of the kind mentioned at the beginning with which the clamping, necessary for the transport, of the long rails to be transported can be carried out with optimal clamping reliability.
According to the invention, this object is achieved with a rail loading train of the kind mentioned at the beginning by way of the features cited in the characterizing part of claim 1.
Due to this combination of features, an automatically executable clamping of the rails with high clamping power can be achieved. Additionally, a problem-free and likewise automatic release of the rails for the unloading of the same from the rail loading train is ensured.
Further advantages of the invention become apparent from the dependent claims and the drawing description.
The invention will be described in more detail below with reference to an embodiment represented in the drawing.
A rail loading train 1, shown in
As can be seen
Each clamping jaw 10 has two rail contact surfaces 14, extending parallel to one another in the jaw longitudinal direction 11 and lying opposite one another with regard to the jaw displacement direction 9, which are designed in each case for accommodating an end region of a rail base 15 of a rail 5. Each clamping jaw 10 is connected to a rail base contact plate 16 provided for support of the rail 5. Said rail base contact plate 16 extends in each case from the rail contact surface 14 in the direction towards the adjacent clamping jaw 10. The rail contact surfaces 14 and the rail base contact plates 16 have a special coating for increasing the friction value.
As can be seen in
The mode of operation of the anchoring device 8 will be described in more detail below.
For setting down rails 5 to be transported, the adjacent clamping jaws 10 are spaced from one another in each case in such a manner that a problem-free placement of the rail base 15 on the two sliding strips 20 is possible. The displacement, required for this purpose, of the clamping jaws 10 into the respective rail releasing position takes place by means of the jaw displacement device 12.
During this rail loading operation, each clamping jaw 10 rests on the sliding strips 20 which are spaced from one another in the jaw longitudinal direction 11 and connected to the swivel beam plate 17 and extend parallel to one another (see right-hand part of
After termination of the rail loading operation, the clamping jaws 10 are moved towards one another in pairs with the aid of the clamping drive 13, whereby finally a contacting of the rail base end with the associated rail contact surface 14 takes place. Immediately prior to finishing this closing operation, there is a slight lifting of the clamping jaws 10 together with the connected rail base contact plates 16 and the guiding wedges 19 due to the wedging effect of the rail contact surfaces 14 with the rail base end (see
This finally leads to an intensive frictional locking both between the rail base 15 and the rail contact plate 16 as well as between the clamping shoulders 21 of the guiding wedges 19 and the swivel beam plate 17. The resulting frictional lock can be additionally enforced by a special laser coating.
If not all of the clamping positions of the automatic anchoring device 8 are occupied, the hydraulic clamping force produced by the clamping drive 13 is transmitted via the adjoining rail contact plates 16.
In order to avoid an uncontrolled slipping of the rails 5 when opening the anchoring device 8 in a track incline, electromagnets are arranged in the swivel beam 6. These absorb the downward shear force of the respective rail 5 and produce a magnetic force acting against an uncontrolled slipping of the rail. The respective magnet is unlocked only when the respective rail is seized by the gripper of the rail crane 8.
With the aid of the electromagnets associated with each rail, all rails can now be released separately in any desired order and subsequently be pulled off the loading car by the crane. For this purpose, the second clamping position for example is released in that the respective neodymium magnet is demagnetized and sinks downward and thus removes the friction coating from the underside of the long rails. Thereafter, the rail can be pulled off with low friction.