A crane rail wear correction method based on frame deformation release and elastic pre-compensation

Abstract

This invention discloses a method for correcting rail wear on overhead cranes based on frame deformation release and elastic pre-compensation, belonging to the field of crane motion control and on-site maintenance technology. The method involves disconnecting the drive coupling on one side of the object being corrected, completely mechanically decoupling the drive systems of both beams. Then, the wheel set of the single-sided beam is driven to reciprocate along the track to its extreme positions on both sides, repeated multiple times until it stops at the geometric midpoint of the effective travel range. The drive coupling is then reconnected and braking is restored. Next, the geometric position of the wheel set is detected and adjusted, and heavy-load elastic deformation pre-compensation is applied to the wheel perpendicularity. Finally, after a successful trial run, the wheel set is locked in its adjusted working position. This invention, by combining stress release, geometric constraint alignment, and heavy-load elastic deformation pre-compensation, achieves stable linear operation under both no-load and heavy-load conditions, effectively solving the rail wear problem caused by frame deformation, drive asynchrony, and heavy-load elastic deformation.

Description

Technical Field

[0001] This invention belongs to the field of crane motion control and on-site maintenance technology, specifically relating to a crane rail wear correction method based on frame deformation release and elastic pre-compensation. Background Technology

[0002] During long-term service, bridge and gantry cranes are prone to residual stress and plastic deformation in their metal structures such as the bridge frame and end beams, causing the wheel assembly geometry to deviate from its design state. Figure 1 or Figure 2 As shown, problems such as non-coplanarity of the four wheels, non-parallelism of the axes, and asynchronous operation of the running mechanism occur, which in turn lead to malfunctions such as running deviation, wheel flange wear on the rail, rail wear, and increased running resistance.

[0003] Currently, the main methods for addressing crane rail wear issues include mechanical adjustment of wheel angles, track straightening, and electronically controlled synchronous correction. However, these existing methods generally have the following shortcomings in practical applications:

[0004] Firstly, the impact of residual stress in the crane frame and assembly constraint stress is overlooked. Under welding, manufacturing processes, and long-term alternating loads, significant residual stress accumulates within the metal structures of crane bridges and end beams. Simultaneously, assembly constraint stresses exist at various connection points. Existing mechanical wheel angle adjustment methods or track correction methods only make local adjustments to the wheels or tracks, failing to release these stresses. Once the residual stress in the frame is gradually released during use, the previously properly adjusted wheel positions will shift again, causing rail wear problems to recur, and the correction effect is difficult to sustain.

[0005] Secondly, there is a lack of compensation for elastic deformation under heavy loads. Under heavy load conditions, the crane's bridge and end beams will experience significant downward elastic deflection, which causes the upper part of the wheels to tilt inwards towards the rail. Existing correction methods typically perform testing and adjustments under no-load conditions, without considering the elastic deformation factor under heavy loads. Therefore, the contradictory phenomenon of passing no-load testing but still experiencing rail wear under heavy loads frequently occurs.

[0006] In summary, how to eliminate the influence of residual stress from the structural root cause, while taking into account the operating posture under different working conditions of no-load and heavy-load, and achieve long-term stable rail-biting-free operation of cranes under all working conditions, is a technical problem that urgently needs to be solved in this field. Summary of the Invention

[0007] To address the shortcomings of existing technologies, this invention aims to provide a crane rail wear correction method based on frame deformation release and elastic pre-compensation. By combining stress release, geometric constraint alignment, and heavy-load elastic deformation pre-compensation, stable linear operation is achieved under both no-load and heavy-load conditions, thereby effectively solving the rail wear problem caused by frame deformation, drive asynchrony, and heavy-load elastic deformation.

[0008] To achieve the above objectives, the technical solution adopted by this invention is as follows: A method for correcting crane rail wear based on frame deformation release and elastic pre-compensation, comprising the following steps:

[0009] S1. Depending on the object being corrected, release the brake of the trolley traveling mechanism or the trolley traveling mechanism, and disconnect the drive coupling on one side to completely mechanically decouple the drive systems of the two end beams.

[0010] S2. Drive the single-sided end beam wheel set to run back and forth along the track to the extreme positions on both sides. After repeating at least one round trip, stop the machine at the geometric midpoint position and lock the wheel set within the effective travel range formed by the extreme positions on both sides.

[0011] S3. Lock the wheel assembly on the other end beam, reconnect the drive coupling, and restore the brake to the braking state;

[0012] S4. Perform heavy-load elastic deformation pre-compensation on the perpendicularity of the wheels, causing the upper part of the wheels to tilt outwards from the track by a preset angle; at the same time, using the outer plane of the wheels as a reference, detect and adjust the wheel set so that the outer planes of the two wheels on the same side are coplanar, and the line connecting the outer planes is parallel to the outer side of the track, and the center line of the wheel tread coincides with the center of the track tread; S5. After the trial run is qualified, lock the wheel set in the currently adjusted working position.

[0013] As a limitation of the present invention, the two extreme positions mentioned in step S2 include the inner extreme position and the outer extreme position;

[0014] The inner limit position is the position where the wheel swings inward toward the inside of the track until the wheel flange contacts and blocks the side of the track.

[0015] The outermost limit position is the position where the wheel swings outward from the track until the wheel flange contacts and blocks the side of the track.

[0016] The effective travel range is the length of track that the wheel travels along the track between the inner and outer limit positions.

[0017] As a further limitation of the present invention, in step S2, the end beam wheel set is driven manually or by means of auxiliary tools; the number of repeated strokes is 2 to 3 times.

[0018] As another limitation of the present invention, the preset angle in step S4 is 1°, which is used to compensate for the inward tilt of the wheels caused by the elastic deflection of the bridge frame and end beam when the crane is under heavy load, so that the wheels are close to the vertical working state under both no-load and heavy-load conditions.

[0019] As a further limitation of the present invention, the adjustment in step S4 is achieved by adding or removing adjustment shims between the wheel angular bearing housing and the end beam mounting joint surface.

[0020] As a further limitation of the present invention, the detection in step S4 is performed using a laser alignment instrument; the setting of the preset angle in step S5 is measured and verified using an angle ruler.

[0021] As a third limitation of the present invention, step S5 includes no-load test run: before the test run, apply lubricating indicator to both sides of the track; run the track back and forth without load for the entire distance, observe the wheel flange gap, running trajectory, abnormal noise and vibration, and observe the wear of the indicator; if the indicator is worn off, it indicates that the track biting phenomenon still exists, and it is necessary to continue to adjust and reapply the indicator, and run the test run again, repeating until the indicator has a uniform color.

[0022] As a further limitation of the present invention, step S5 also includes heavy load test run: conduct a suspended test run according to the design load, observe the contact between the wheel and the rail tread, and ensure that the contact line of the tread is centered and coincident; if the coincidence rate exceeds 80%, the wheel adjustment is deemed qualified; if the coincidence rate is less than 80%, the levelness and straightness of the rail need to be adjusted and restored, or the worn rail needs to be replaced or repaired, until the coincidence rate exceeds 80%.

[0023] As a further limitation of the present invention, the step S5 of locking the wheel assembly in the currently adjusted working position specifically includes: after adjustment, tightening the angle bearing box connecting bolts evenly according to the designed torque to achieve the initial locking of the wheel assembly; after running for more than 24 hours, checking again whether the position of the wheel assembly has changed; if there is a change, restoring the adjustment, re-tightening and testing again; if there is no change, finally tightening the bolts.

[0024] As a further limitation of the present invention, the method is applicable to on-site correction of rail wear in the trolley traveling mechanism or gantry crane of a bridge crane or gantry crane.

[0025] By adopting the above-described technical solution, the beneficial effects achieved by this invention compared to the prior art are as follows:

[0026] (1) This invention eliminates the influence of stress at the source, and the rail wear correction effect is stable and durable. Specifically, this invention completely decouples the drive systems of the two beams by disconnecting the drive coupling on one side, and drives the wheel set of the single-sided beam to run back and forth along the track to the extreme positions on both sides by manual or auxiliary tool turning method. After repeating the stroke multiple times, it stops at the geometric midpoint of the effective stroke range, which effectively releases the residual stress and makes the wheel alignment based on the real stress-free structural state. This avoids the problem of position displacement after correction caused by forced alignment under stress constraint in traditional methods. The correction effect is stable and not easy to relapse.

[0027] (2) This invention creatively introduces a pre-compensation mechanism for heavy-load elastic deformation, pre-setting a 1° tilt angle on the upper part of the wheel towards the outside of the track. This pre-set angle is used to counteract the inward tilting tendency of the wheel caused by the elastic deflection of the bridge frame and end beam when the crane is under heavy load, so that the wheel tread is in uniform contact with the top surface of the track under heavy load conditions and the wheel is in an approximately vertical state. Thus, stable straight-line operation is achieved under both no-load and heavy-load conditions, effectively solving the contradiction of the traditional method of "qualified debugging under no-load conditions, but still gnawing on the track under heavy load".

[0028] (3) The entire calibration process of this invention does not change the original structure of the equipment, does not require irreversible operations such as cutting, welding, or hole enlargement, and does not rely on high-risk, high-cost auxiliary equipment such as jacks to lift the end beams or hand-operated hoists to suspend the wheel sets. On-site operation only requires conventional maintenance tools and manual or auxiliary tools to rotate the machine, which is simple to construct, highly safe, and does not damage the equipment.

[0029] (4) This invention does not rely on any special mechanical adjustment mechanism or electronic control synchronous correction system. It achieves rail wear correction entirely through pure mechanical means. It is applicable to the on-site rail wear correction of the trolley traveling mechanism and gantry crane of various types of bridge cranes and gantry cranes. It has wide versatility and economy.

[0030] In summary, this invention, through the organic combination of frame deformation release, geometric alignment constraint, and heavy-load elastic deformation pre-compensation, eliminates the influence of residual stress and elastic deformation on the running trajectory from the structural root, achieving long-term stable track-free operation under both no-load and heavy-load conditions. It also has significant advantages such as not changing the original structure, simple on-site implementation, low cost, and strong versatility, effectively overcoming many shortcomings of the existing technology. Attached Figure Description

[0031] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0032] Figure 1 This is a top view of the geometric position of a wheel set in the background art where the four wheels are not coplanar and the axes are not parallel, used to illustrate the causes of rail wear caused by the geometric position deviation of the wheel set in the prior art.

[0033] Figure 2 This is a top view of the geometric position of a wheel set with four non-coplanar wheels in the background art, used to illustrate the situation where the center end faces of the treads of two wheels on a single-sided end beam are not coplanar;

[0034] Figure 3 This is a schematic diagram of the drive wheel assembly reciprocating to both extreme positions in an embodiment of the present invention. The diagram shows the inner extreme position and the outer extreme position.

[0035] Figure 4 This is a schematic diagram showing the upper part of the wheel tilting at a preset angle to the outside of the track in an embodiment of the present invention. Detailed Implementation

[0036] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustrative and understanding purposes only and are not intended to limit the scope of the invention.

[0037] I. Tool Preparation

[0038] To implement the overhead crane rail-biting correction method based on frame deformation release and elastic pre-compensation disclosed in this invention, the following tools are required: manual turning tools (such as turning wrenches or pry bars) or auxiliary turning devices, laser alignment instrument, angle ruler, tape measure, feeler gauge, torque wrench, adjusting shims with a thickness of 0.1mm to 2mm (preferably made of copper), and conventional disassembly and assembly tools (such as wrenches, screwdrivers, etc.).

[0039] II. Shutdown and Safety Preparations

[0040] Move the crane to the maintenance area, disconnect the power supply, set up safety warning signs, and confirm that there are no obstacles on the track and in the operating area, meeting the conditions for maintenance work. Maintenance personnel should wear necessary safety protective equipment.

[0041] III. Specific Operating Steps

[0042] Step S1: Decoupling of the drive system and preparation for rack deformation release

[0043] Depending on the object of calibration, if the object is a trolley traveling mechanism, release the brake of the trolley traveling mechanism; if the object is a trolley traveling mechanism, release the brake of the trolley traveling mechanism. Then, disconnect the drive coupling on one side of the drive system corresponding to the object of calibration, so that the drive systems of the two end beams are completely mechanically decoupled.

[0044] Step S2: Stress relief and midpoint positioning of a single-sided wheel assembly

[0045] The decoupled single-sided end beam wheel assembly is driven using a manual turning tool or auxiliary turning device. The specific operation is as follows:

[0046] First, the wheel assembly of one side end beam is moved back and forth longitudinally along the track, while the longitudinal movement of the wheel assembly of the other side end beam along the track direction is restricted. However, the wheel assembly of the other side end beam is allowed to make minor adaptive adjustments in other directions (such as lateral movement and rotation about each axis) to release additional forces beyond movement along the track direction. Figure 3 As shown, the CC' side end beam wheel set remains stationary, and the EE' side end beam wheel set is pushed laterally to its respective limit positions: when pushed laterally to the limit to the inside of the track, the wheel flange contacts and blocks the side of the track, this position is called the inner limit position, i.e., the AA' position; when pushed laterally to the limit to the outside of the track, the wheel flange contacts and blocks the side of the track, this position is called the outer limit position, i.e., the BB' position.

[0047] Repeat the above round trip from the inner limit position to the outer limit position 2 to 3 times. In the last stroke, when the wheel set reaches the geometric midpoint of the effective travel range formed between the inner and outer limit positions, stop the machine and lock the wheel set on that side.

[0048] It should be noted that the effective travel range is the track length traversed by the wheel as it rolls along the track between the inner and outer limit positions. This geometric midpoint is calculated by measuring the track length between the inner and outer limit positions with a measuring tape.

[0049] Step S3: Reconnect the drive coupling

[0050] After completing the stress relief and midpoint positioning in step S2, directly reconnect the drive coupling that was disconnected in step S1 and restore the brake to the braking state. That is, drive the wheel set of the other end beam to the position corresponding to the geometric midpoint mentioned above, stop the machine and lock the wheel set of that side; then, reconnect the drive coupling that was disconnected in step S1 and restore the brake to the braking state.

[0051] It should be noted that since the geometric position has been found in step S2 and the additional force caused by forced centering and frame deformation has been released, it is not necessary to drive the wheel set of the other end beam to find the geometric midpoint.

[0052] Step S4: Pre-compensation for heavy-load elastic deformation and adjustment of geometric reference

[0053] This step is carried out in the following two stages:

[0054] Phase 1: Pre-compensation angle adjustment, taking into account geometric position

[0055] First, heavy-load elastic deformation pre-compensation is performed on the wheel perpendicularity, causing the upper part of the wheel to tilt outwards from the track by a preset angle θ, with reference to... Figure 4In this embodiment, the preset angle is preferably 1°.

[0056] While adjusting the pre-compensation angle, the basic requirements of geometric position are also taken into account: with the outer plane of the wheel as the reference, the wheel set is initially adjusted so that the outer planes of the two wheels on the same side of the end beam tend to be coplanar, the line connecting the outer planes of the two wheels on the same side tends to be parallel to the outer side of the track, and the center line of the wheel tread tends to coincide with the center of the track tread.

[0057] The specific operation is as follows: By adding or removing adjusting shims between the wheel's angular bearing housing and the end beam, an angle gauge is used to measure and control the upper part of the wheel to tilt outward by 1°. During the process of adding or removing shims, a laser alignment instrument is used simultaneously to observe the relative position of the outer plane of the wheel and the outer side of the track, as well as the coincidence of the tread centerline and the track centerline. The main goal of this stage is to achieve a pre-compensation angle of 1°, while reducing the geometric position deviation to an acceptable range.

[0058] Phase Two: Precise Adjustment of Geometric Position

[0059] After the pre-compensation angle reaches 1°, the precise adjustment stage of the geometric position begins.

[0060] Using the outer plane of the wheel as a reference, a laser alignment instrument is used for precise detection and adjustment: the laser alignment instrument is placed on the track so that the laser beam emitted by it coincides with the center line of the track; the wheel set is precisely adjusted so that the outer planes of the two wheels on the same end beam are completely coplanar; the line connecting the outer planes of the wheels on the same side of the two end beams is precisely adjusted to be parallel to the outer side of the track; the center line of the wheel tread is precisely adjusted to coincide with the laser beam (center line of the track).

[0061] The above geometric adjustments are achieved by adding or removing shims, and a retest is required after each adjustment. The pre-set 1° pre-compensation angle remains unchanged during this stage.

[0062] The adjustment is considered successful when all of the following conditions are met:

[0063] The outer planes of the two wheels on the same end beam are coplanar (detected using a laser alignment instrument);

[0064] The line connecting the outer planes on the same side of both beams is parallel to the outer surface of the track.

[0065] The centerline of the wheel tread coincides with the centerline of the track.

[0066] The outer tilt angle of the wheel is 1° (verified using an angle gauge).

[0067] At the same time, use a feeler gauge to check whether the gaps are uniform and whether there is any local contact between the wheel flange and the side of the rail, and between the tread and the top surface of the rail.

[0068] It should be noted that for cranes of different tonnages and spans, the preset tilt angle can be determined based on actual deflection calculations or tests, and is usually selected within the range of 0.5° to 1.5°, with 1° being the preferred value.

[0069] The mechanism of this 1° preset angle is as follows: Under heavy load conditions, the crane's bridge and end beams will undergo significant downward elastic deflection. This deformation will cause the upper part of the wheels to tilt inward toward the rail. By pre-tilting the upper part of the wheels outward by 1°, the inward tilt can be offset under heavy load conditions, ensuring that the wheel tread always fits evenly with the rail and maintains an ideal near-vertical working state, thereby avoiding rail biting caused by elastic deformation under heavy load conditions.

[0070] Step S5: Trial Run and Final Locking

[0071] This step involves no-load test run, heavy-load test run, and final locking in sequence, as detailed below.

[0072] Phase 1: No-load test run (applying lubricant)

[0073] Before the no-load test run, apply a lubricating indicator evenly to both sides of the track. During the test run, this indicator can lubricate the wheel flange and the side of the track, and can also be used to repair irregular burrs caused by wheel and track wear due to rail wear, and to observe the wheel running trajectory.

[0074] Then, a no-load, full-range round-trip test was conducted. During the test, the wheel flange-rail clearance, running trajectory, abnormal noises and vibrations were observed, along with the wear of the indicator agent.

[0075] If the indicator is worn away, it indicates that there is still contact and rail wear between the wheel flange and the side of the rail, and it is necessary to return to step S4 to continue adjustment;

[0076] After the adjustment is completed, reapply the indicator and run the test run under no-load again;

[0077] Repeat the above process until the indicator has a uniform color and no local wear, indicating that the track wear phenomenon has been eliminated.

[0078] Phase Two: Heavy-Load Testing

[0079] After the no-load test run is passed, a heavy-load test run (heavy-load test run) is conducted according to the crane's design load. During the test run, observe the contact between the wheel tread and the rail tread to ensure that the tread contact lines are centered and coincident.

[0080] If the tread contact lines mostly overlap (overlap rate exceeding 80%) along the entire length of the track, the wheel adjustment is deemed qualified.

[0081] If the overlap rate is less than 80%, the levelness and straightness of the track need to be adjusted and restored, or the severely worn track sections need to be replaced or repaired until the overlap rate exceeds 80%.

[0082] After the trial run is successful, tighten the angular bearing housing connecting bolts evenly according to the design torque to achieve initial locking of the wheel set. After the crane has been running normally for more than 24 hours, check again for any changes in the position of the wheel set: if there are any changes, restore and adjust, retighten, and test run again; if there are no changes, tighten the bolts to complete the final locking.

[0083] Taking the rail wear correction of the trolley traveling mechanism of a bridge crane with a rated lifting capacity of 50 tons as an example:

[0084] Step S1: Move the crane to the maintenance section, disconnect the power supply, and set up safety warnings. Release the brake of the trolley traveling mechanism, disconnect one side of the drive coupling, and completely mechanically decouple the drive systems of the two end beams.

[0085] Step S2: Manually drive the wheel set on one side of the end beam using a turn wrench (the other end beam is only restricted to longitudinal movement, allowing for minor adaptive adjustments). Move the wheel set on that side back and forth along the track, while simultaneously pushing the wheel laterally inward and outward until the wheel flange contacts the track, repeating this stroke 3 times. Measure the track length L between the inner and outer limits using a measuring tape, stop the machine at the geometric midpoint L / 2, and lock the wheel set on that side.

[0086] Step S3: Directly reconnect the drive coupling that was disconnected in step S1, and restore the brake to the braking state.

[0087] Step S4: First stage: By adding or removing angular bearing housing shims, the upper part of the wheel is tilted outward by a preset 1° angle (pre-compensation). During this process, the outer plane of the wheel is used as a reference to make preliminary adjustments with a laser alignment instrument, so that the outer planes of the two wheels on the same side of the end beam tend to be coplanar, the line connecting the outer planes on the same side tends to be parallel to the outer side of the track, and the center line of the tread tends to coincide with the center line of the track.

[0088] The second stage: After the pre-compensation angle stabilizes at 1°, use a laser alignment instrument to precisely adjust the geometric position: ensure that the outer planes of the two wheels are completely coplanar, the line connecting the outer planes is parallel to the outer surface of the track, and the center line of the tread coincides with the center line of the track. The 1° pre-compensation angle remains unchanged during the adjustment process.

[0089] Step S5: No-load test run: Apply lubricant to both sides of the track and run it back and forth 3 times under no-load. Observe that the wheel flange gap is uniform, there is no deviation, no abnormal noise, and the lubricant is uniform in color and without wear. If the lubricant is worn off, return to S4 to continue adjustment and reapply until it is qualified;

[0090] Heavy load test run: Conduct a lifting test run with a design load of 50 tons and observe whether the contact lines of the wheel tread and the rail tread are centered and coincident. After testing, if the contact line coincidence rate of the entire rail length exceeds 85%, it is deemed qualified (if it is less than 80%, the rail needs to be adjusted or replaced).

[0091] Preliminary tightening: Tighten the angle bearing housing connecting bolts to the designed torque;

[0092] Confirmed after 24 hours: After the crane has been running normally for 24 hours, the position of the wheel set was checked again and found to be unchanged. The bolts were then tightened and the correction was completed.

[0093] The correction method of this invention is also applicable to the trolley traveling mechanism of gantry cranes, as well as the on-site correction of rail wear in the trolley traveling mechanism of various bridge and gantry cranes. The entire correction process does not change the original structure of the equipment, does not use cutting, welding, or hole enlargement methods, and does not use jacks to lift the end beams or hand-operated hoists to suspend the wheel sets, thus having wide versatility and good on-site operability.

[0094] It should be noted that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art can still modify the technical solutions described in the above embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for correcting overhead crane rail wear based on frame deformation release and elastic pre-compensation, characterized in that, Includes the following steps: S1. Depending on the object being corrected, release the brake of the trolley traveling mechanism or the trolley traveling mechanism, and disconnect the drive coupling on one side to completely mechanically decouple the drive systems of the two end beams. S2. Drive the single-sided end beam wheel set to run back and forth along the track to the extreme positions on both sides. After repeating at least one round trip, stop the machine at the geometric midpoint position and lock the wheel set within the effective travel range formed by the extreme positions on both sides. S3. Lock the wheel assembly on the other end beam, reconnect the drive coupling, and restore the brake to the braking state; S4. Perform heavy-load elastic deformation pre-compensation on the perpendicularity of the wheel, so that the upper part of the wheel tilts to the outside of the track by a preset angle; at the same time, using the outer plane of the wheel as a reference, detect and adjust the wheel set so that the outer planes of the two wheels on the same side are coplanar, and the line connecting the outer planes is parallel to the outer side of the track, and the center line of the wheel tread coincides with the center of the track tread. S5. After the trial run is successful, lock the wheel assembly in the currently adjusted working position; The extreme positions mentioned in step S2 include the inner extreme position and the outer extreme position; The inner limit position is the position where the wheel swings inward toward the inside of the track until the wheel flange contacts and blocks the side of the track. The outermost limit position is the position where the wheel swings outward from the track until the wheel flange contacts and blocks the side of the track. The effective travel range is the length of track that the wheel travels along the track between the inner and outer limit positions.

2. The method according to claim 1, characterized in that, In step S2, the end beam wheel set is driven manually or by using auxiliary tools; the stroke is repeated 2 to 3 times.

3. The method according to claim 1 or 2, characterized in that, The preset angle mentioned in step S4 is 1°, which is used to compensate for the inward tilt of the wheels caused by the elastic deflection of the bridge frame and end beam when the crane is under heavy load, so that the wheels are close to the vertical working state under both no-load and heavy-load conditions.

4. The method according to claim 3, characterized in that, The adjustment described in step S4 is achieved by adding or removing shims between the wheel angular bearing housing and the end beam mounting joint surface.

5. The method according to claim 4, characterized in that, The detection in step S4 is performed using a laser alignment instrument; the setting of the preset angle in step S5 is measured and verified using an angle ruler.

6. The method according to any one of claims 1, 2, 4, and 5, characterized in that, Step S5 includes no-load test run: Before the test run, apply lubricant indicator to both sides of the track; run the track back and forth without load for the entire distance, observe the wheel flange gap, running trajectory, abnormal noise and vibration, and observe the wear of the indicator; if the indicator is worn off, it means that the track biting phenomenon still exists, and it is necessary to continue to adjust and reapply the indicator, and run the test run again, repeating until the indicator has a uniform color.

7. The method according to claim 6, characterized in that, Step S5 also includes heavy load test run: conduct a suspended test run according to the design load, observe the contact between the wheel and the rail tread, and ensure that the contact line of the tread is centered and coincident; if the coincidence rate exceeds 80%, the wheel adjustment is deemed qualified; if the coincidence rate is less than 80%, the levelness and straightness of the rail need to be adjusted and restored, or the worn rail needs to be replaced or repaired, until the coincidence rate exceeds 80%.

8. The method according to claim 7, characterized in that, Step S5, which involves locking the wheel assembly in the currently adjusted working position, specifically includes: after adjustment, uniformly tightening the angle bearing housing connecting bolts according to the designed torque to achieve initial locking of the wheel assembly; after running for more than 24 hours, checking again whether the position of the wheel assembly has changed; if it has changed, restoring the adjustment, re-tightening, and testing again; if it has not changed, finally tightening the bolts.

9. The method according to claim 8, characterized in that, The method is applicable to on-site correction of rail wear in the trolley traveling mechanism or gantry crane of bridge crane or gantry crane.

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