Novel quayside crane trolley track connector

Abstract

The utility model relates to the field of track joints, in particular to a novel quayside crane trolley track joint which comprises a track body used for guiding a trolley and wheels rolling on the surface of the track body, the track body comprises a front track and a rear track in butt joint with the front track, and the front track and the rear track are identical in structure. The front end of the front rail is provided with a butt joint end used for being in butt joint with the rear rail in a matched mode, a stepped rail connector can be formed through the butt joint ends of the same structure between the front rail and the rear rail, the problem of height difference at the position of the rail connector is effectively solved, but the key point is that the overlapped sections of the front rail and the rear rail must be located on the same plane, and therefore impact does not occur. It is guaranteed that the wheels are borne by half of the width of the two rails at the same time when the trolley passes through the overlapping section, the trolley can stably transition from one rail to the other rail, and the phenomena that when the trolley passes through the butt joint end, impact is large, abnormal sound is caused, the rails and the wheels are abraded, and even short rails are prone to being damaged are avoided.

Description

Technical Field

[0001] The utility model relates to the field of track joints, and particularly to a new type of trolley track joint for a shore crane. Background Technique

[0002] The trolley track joint of a shore crane is a device for connecting and supporting the trolley track of the crane. It is usually made of metal materials and has a special shape and structure to ensure that the crane trolley can move and operate smoothly. The quality of the transition of the trolley track joint will affect the smoothness and comfort of the trolley operation, as well as the service life of the trolley wheels and the short rails.

[0003] Currently, the form of the trolley track joint used on the existing dock shore cranes is the bevel cutting form. However, since it is difficult to handle the height difference of the joint transition between the two tracks at the bevel cutting joint, it causes a large impact when the trolley passes through the track joint, resulting in abnormal noises, wear of the track and wheels, and even easy damage to the short rails. Content of the Utility Model

[0004] In view of this, the purpose of the present utility model is to provide a new type of trolley track joint for a shore crane to solve the technical problems that the form of the trolley track joint used on the existing dock shore cranes is the bevel cutting form, resulting in a large impact when the trolley passes through the track joint, abnormal noises, wear of the track and wheels, and even easy damage to the short rails.

[0005] Based on the above purpose, the present utility model provides a new type of trolley track joint for a shore crane, which is used for docking the front rail and the rear rail of the track body. It is characterized in that: the front rail and the rear rail have the same structure, and the front end of the front rail is provided with a docking end for fitting and docking with the rear rail;

[0006] The front end of the docking end is provided with an inclined surface forming an angle with the surface of the front rail. One side of the inclined surface is polished with a first rounded corner, and the inner side of the docking end is polished with a second rounded corner;

[0007] The front end of the docking end is further provided with a rubber pad for buffering the front rail.

[0008] Preferably, mounting plates for fixing the front rail are provided on both sides of the front rail, and a plurality of groups of mounting holes are provided on the mounting plates.

[0009] Preferably, wheels are rollingly arranged on the surface of the track body. First contact surfaces and second contact surfaces are respectively provided between the wheels and the front rail, and first contact surfaces and second contact surfaces are also provided between the wheels and the rear rail.

[0010] Preferably, a third contact surface is provided between the connection of the front rail and the rear rail and the wheels.

[0011] Advantages of the Present Utility Model:

[0012] The utility model can form a stepped track joint through the butt joints with the same structure between the front track and the rear track. While strengthening the connection between the front track and the rear track, the stepped track joint effectively solves the problem of height difference at the track joint. However, the overlapping section of the front track and the rear track must be on the same plane, which is the key to avoiding impact, ensuring that when the trolley passes through the overlapping section, the wheels bear half of the width of each of the two tracks simultaneously, enabling the trolley to smoothly transition from one track to another, and preventing large impact when the trolley passes through the butt joint, resulting in abnormal noise, wear of the track and wheels, and even easy damage of the short track. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the technical solutions in the present utility model or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only those of the present utility model. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0014] Figure 1 It is a schematic diagram of the overall structure of the present utility model;

[0015] Figure 2 It is a schematic diagram of the front track structure of the present utility model;

[0016] Figure 3 It is a schematic diagram of the working state of the present utility model Figure 1 ;

[0017] Figure 4 It is a schematic diagram of the working state of the present utility model Figure 2 ;

[0018] Figure 5 It is a schematic diagram of the working state of the present utility model Figure 3 ;

[0019] Figure 6 It is a schematic diagram of the working state of the present utility model Figure 4 ;

[0020] Figure 7 It is a schematic diagram of the working state of the present utility model Figure 5 ;

[0021] The reference numerals in the drawings are:

[0022] 1. Track body; 11. Front track; 12. Mounting plate; 121. Mounting hole; 13. Butt joint; 131. Inclined surface; 132. First fillet; 133. Second fillet; 14. Rubber pad; 2. Wheel; 21. First contact surface; 22. Second contact surface; 23. Third contact surface DETAILED DESCRIPTION OF THE EMBODIMENTS

[0023] To make the objectives, technical solutions and advantages of the present utility model clearer and more understandable, the following further details the present utility model in conjunction with specific embodiments.

[0024] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the present utility model should have the ordinary meanings understood by those with general skills in the field to which the present utility model belongs. The "first", "second" and similar terms used in the present utility model do not indicate any order, quantity or importance, but are only used to distinguish different components. Words such as "comprising" or "including" mean that the elements or objects appearing before this word cover the elements or objects listed after this word and their equivalents, without excluding other elements or objects. Words such as "connected" or "linked" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Upper", "lower", "left", "right", etc. are only used to represent relative positional relationships, and when the absolute position of the object being described changes, the relative positional relationship may also change accordingly.

[0025] To further understand the present utility model, the following will describe the present utility model in detail with reference to the accompanying drawings.

[0026] Combined Figure 1 and Figure 2 , the present utility model provides a new type of shore crane trolley track joint, including a track body 1 for guiding the trolley, and wheels 2 rolling on the surface of the track body 1. The track body 1 includes a front rail 11 and a rear rail docked with the front rail 11. The front rail 11 and the rear rail have the same structure. A docking end 13 for fitting and docking with the rear rail is provided at the front end of the front rail 11;

[0027] First of all, a stepped track joint can be formed between the front rail 11 and the rear rail through the docking ends 13 with the same structure. While strengthening the connection between the front rail 11 and the rear rail, the stepped track joint effectively solves the problem of height difference at the track joint. However, the overlapping section of the front rail 11 and the rear rail must be on the same plane, which is the key to avoiding impact, ensuring that when the trolley passes through the overlapping section, the wheels 2 are simultaneously borne by each half of the width of the two tracks, and the trolley can smoothly transition from one track to another, avoiding large impacts when the trolley passes through the docking end 13, resulting in abnormal noises, wear of the track and wheels, and even easy damage of the short rail. There will still be a certain gap when the front rail 11 and the rear rail are connected, thereby further reducing the back-and-forth transmission of the vibration generated when the wheels 2 travel on the track between them.

[0028] In this embodiment, a bevel 131 forming an angle with the surface of the front rail 11 is provided at the front end of the docking end 13. A first rounded corner 132 facilitating the rolling of the wheel 2 is polished on one side of the bevel 131, and a second rounded corner 133 is polished on the inner side of the docking end 13.

[0029] Further, when the trolley passes through the docking end 13, it first passes through the downward slope of the bevel 131, and the wheel rolls over the tread surface of the track with the other half width without the bevel 131, enters the overlapping section of the front rail 11 and the rear rail without impact, then passes through the bevel 131 of the rear rail and finally leaves the Z-shaped track without impact and completely enters the normal track area. The design of the first rounded corner 132 facilitates the rolling of the wheel 2 and also protects the wheel 2 to avoid damage to the surface of the wheel 2 due to extrusion by sharp corners.

[0030] In this embodiment, a rubber pad 14 for buffering the front rail 11 is further provided at the front end of the docking end 13.

[0031] Further, the rubber pad 14 can absorb the impact generated when the wheel 2 passes through the docking end 13, avoid the track from vibrating and causing the wheel 2 to intermittently disengage from the track surface, resulting in the trolley shaking. At the same time, the rubber pad 14 can also prevent dust or debris from entering the gap between the front rail 11 and the rear rail, causing the vibration to transfer the jitter to the two tracks through the debris.

[0032] In this embodiment, mounting plates 12 for fixing the front rail 11 are provided on both sides of the front rail 11, and a plurality of mounting holes 121 are provided on the mounting plates 12.

[0033] Further, the front rail 11 and the rear rail can be installed on the crane girder through the mounting plates 12, and the front rail 11 and the rear rail are fixed through the mounting holes 121 and bolts.

[0034] Combined Figures 3 - 7 In this embodiment, a first contact surface 21 and a second contact surface 22 are respectively provided between the wheel 2 and the front rail 11, and a first contact surface 21 and a second contact surface 22 are also provided between the wheel 2 and the rear rail.

[0035] A third contact surface 23 is provided between the joint of the front rail 11 and the rear rail and the wheel 2.

[0036] Further, Figures 3 to 7 shows the process when the wheel passes through the track joint. When the wheel passes through the track joint, the load transfers from the second contact surface 22 to the third contact surface 23, and then redistributes on the first contact surface 21 of the rear rail.

[0037] Those of ordinary skill in the art should understand that the discussion of any of the above embodiments is only exemplary and is not intended to imply that the scope of the present invention (including the claims) is limited to these examples; within the concept of the present invention, the technical features in the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations in different aspects of the present invention as described above, which are not provided in detail for the sake of brevity.

[0038] The present invention is intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A new type of shore crane trolley rail joint, used for connecting the front rail (11) of the rail body (1) with the rear rail, characterized in that : The front rail (11) has the same structure as the rear rail, and the front end of the front rail (11) is provided with a docking end (13) for docking with the rear rail; The front end of the butt end (13) is provided with an inclined surface (131) which forms an angle with the surface of the front rail (11); one side of the inclined surface (131) is ground with a first rounded corner (132); and the inner side of the butt end (13) is ground with a second rounded corner (133); The front end of the butt end (13) is also provided with a rubber pad (14) for buffering the front rail (11).

2. A new type of shore crane trolley rail joint according to claim 1, characterized in that: Mounting plates (12) for fixing the front rail (11) are provided on both sides of the front rail (11), and a plurality of mounting holes (121) are provided on the mounting plates (12).

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