Bridge girder erection machine walking rail car stop

Abstract

The utility model provides a bridge girder erection machine walking track car stop which comprises an anti-moving seat, a top plate and a pair of wing plates, the top plate abuts against the top of the tail end of a track, the two wing plates are symmetrically and vertically arranged on the two sides of the top plate, the wing plates correspond to a track web, and protrusions are arranged on the faces, facing the track web, of the wing plates to limit lifting of the top plate; the two wing plates are connected with the track into a whole through fasteners; the baffle is vertically arranged at the top of one end, far away from the tail end of the track, of the top plate, the car stop surface of the baffle is flush with the end surface of the top plate, and a reinforcing plate is arranged at an included angle between the baffle and the top plate; and the force unloading structure is arranged in front of the anti-moving seat, so that the force unloading structure is firstly stressed to weaken the stress borne by the anti-moving seat. The anti-moving seat is fixed on the rail through the bolt, and when the bridge erecting machine travels to the tail end of the rail, the anti-moving seat plays a role in stopping the bridge erecting machine, so that the bridge erecting machine which travels normally is prevented from derailing; the impact force of the bridge girder erection machine is relieved through the force unloading structure, and the anti-moving seat and the baffle are prevented from being damaged due to overlarge impact force of the bridge girder erection machine.

Description

Technical Field

[0001] This utility model belongs to the field of bridge erection construction technology, specifically relating to a stop for the running track of a bridge erecting machine. Background Technology

[0002] The bridge erecting machine travel rail stop is a type of rail stop used at the bridge erecting machine operation site to prevent the bridge erecting machine from traveling beyond the rail travel distance, causing safety hazards such as derailment.

[0003] Currently, during the construction of high-speed railway bridges, the tracks for bridge erecting machines are not equipped with rail stops, which poses a risk of derailment and a significant safety hazard to the machines while they are in motion.

[0004] Therefore, it is necessary to provide a stop for the bridge erecting machine's running track to solve the safety hazards existing in the bridge erecting machine's running track. Utility Model Content

[0005] The purpose of this utility model is to provide a stop for the traveling track of a bridge erecting machine to solve or alleviate the problems existing in the prior art.

[0006] To achieve the above objectives, this utility model provides the following technical solution:

[0007] This utility model provides a stop for the running track of a bridge erecting machine, including:

[0008] The anti-slip seat includes a top plate and wing plates. The top plate is attached to the top of the end of the track. The wing plates are provided in pairs and are symmetrically arranged on both sides of the top plate, with the wing plates corresponding to the web of the track. The side of the wing plate facing the web of the track has a protrusion to restrict the top plate from lifting. The two wing plates are connected to the track as a whole by fasteners.

[0009] A baffle is vertically installed at the top of the top plate at the end furthest from the end of the track, and the baffle's wheel-stopping surface is flush with the end face of the top plate. A reinforcing plate is provided at the angle between the baffle and the top plate.

[0010] A stress-relief structure is provided in front of the anti-displacement seat so that the stress-relief structure is subjected to force first, thereby reducing the force on the anti-displacement seat.

[0011] Preferably, the reinforcing plate is triangular in shape, with its side surface abutting the middle of the side surface of the baffle, and its bottom surface abutting the center of the upper surface of the top plate.

[0012] Preferably, the fastener is a bolt;

[0013] There are at least two bolts.

[0014] Preferably, the shanks of the two bolts are arranged parallel to each other at the front and rear ends of the wing plates, so as to simultaneously pass through the two wing plates and the track web plate;

[0015] Both ends of the shank of the two bolts protrude outward to accommodate the positioning tube;

[0016] The two bolts are at the same horizontal height.

[0017] Preferably, the stress-relieving structure consists of two interconnected buffer arms. Each buffer arm includes a first buffer rod and a second buffer rod. The first buffer rod is hollow and is obliquely disposed on the side of the anti-shift seat. The high end of the first buffer rod extends towards the front upper part of the anti-shift seat, and the low end of the first buffer rod is rotatably sleeved on the outside of the rod of the bolt at the front end of the wing plate.

[0018] Preferably, the upper ends of the two first buffer rods are connected as one unit by a shaft, and a roller is rotatably fitted on the outside of the shaft;

[0019] The roller is positioned between the two first buffer bars;

[0020] The surface of the first buffer rod has a groove along the axial direction, and the groove opening faces upward.

[0021] Preferably, a spring is placed inside the hollow cavity of the first buffer rod, and the extension and contraction direction of the spring is consistent with the axial direction of the first buffer rod.

[0022] Preferably, the second buffer rod is on the same side as the first buffer rod and is inclined.

[0023] Preferably, the lower end of the second buffer rod is rotatably sleeved on the outside of the shank of the bolt at the rear end of the wing plate.

[0024] Preferably, the high end of the second buffer rod extends through the channel into the hollow cavity of the first buffer rod and is upsetting so that its size is larger than the hollow channel of the spring.

[0025] Compared with the closest existing technology, the technical solution of this utility model embodiment has the following beneficial effects:

[0026] In this utility model, the anti-displacement seat is fixed to the track by bolts on the traveling rail of the bridge erecting machine. In cooperation with the baffle, when the bridge erecting machine travels to the end of the track, it can effectively stop the bridge erecting machine and prevent the bridge erecting machine from derailing during normal travel. The force-relieving structure can effectively reduce the impact force on the anti-displacement seat and ensure the stability of the anti-displacement seat structure. Attached Figure Description

[0027] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. Wherein:

[0028] Figure 1 Here is a schematic diagram of the overall structure of this utility model.

[0029] Figure 2 Here is the front view of this utility model.

[0030] Figure 3 See: Side view of this utility model.

[0031] Figure 4 See: Overall schematic diagram of the anti-shifting seat structure of this utility model.

[0032] Figure 5 See: Overall schematic diagram of the second buffer rod structure of this utility model.

[0033] Explanation of reference numerals in the attached drawings: 1. Anti-shift seat; 101. Top plate; 102. Wing plate; 2. Bolt; 3. Baffle; 4. Reinforcing plate; 5. Roller; 6. Shaft; 7. First buffer rod; 71. Spring; 72. Channel; 8. Second buffer rod; 9. Positioning tube. Detailed Implementation

[0034] The present application will now be described in detail with reference to the accompanying drawings and embodiments. Various examples are provided by way of explanation and not by way of limitation. In fact, those skilled in the art will recognize that modifications and variations can be made to the present application without departing from the scope or spirit thereof. For example, a feature shown or described as part of one embodiment may be used in another embodiment to produce yet another embodiment. Therefore, it is desirable that the present application encompass such modifications and variations that fall within the scope of the appended claims and their equivalents.

[0035] In the following description, the terms "first / second / third" are used merely to distinguish similar objects and do not represent a specific order of objects. It is understood that "first / second / third" may be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0036] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. The terminology used herein is for the purpose of describing embodiments of this disclosure only and is not intended to limit this disclosure.

[0037] In the description of this application, the terms "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," and "bottom," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and do not require that this application be constructed and operated in a specific orientation, and therefore should not be construed as limiting this application. The terms "connected," "linked," and "set up" used in this application should be interpreted broadly. For example, they can refer to fixed connections or detachable connections; direct connections or indirect connections through intermediate components; wired connections, radio connections, or wireless communication signal connections. Those skilled in the art can understand the specific meaning of the above terms according to the specific circumstances.

[0038] This embodiment aims to provide a stop on the travel track of a bridge erecting machine. Its main function is to effectively stop the bridge erecting machine, prevent it from derailing when it reaches the end of the track, and avoid causing a safety accident.

[0039] Reference Figures 1-5 As shown, the running track stop of this bridge erecting machine mainly consists of three parts: anti-slip seat 1, baffle 3, and stress relief structure. The anti-slip seat 1 consists of a top plate 101 and a pair of wing plates 102. The top plate 101 is attached to the top of the end of the track, above the top plate of the track. The two wing plates 102 are symmetrically erected on the bottom sides of the top plate 101. The upper ends of the wing plates 102 are welded to the bottom sides of the top plate 101 so that the wing plates 102 correspond to the web of the track. A protrusion is provided on the side of the wing plate 102 corresponding to the web of the track, which fills the space between the top plate and the bottom plate of the track, thereby limiting the upward movement of the top plate 101 and enhancing the stability of the anti-slip seat 1. The two wing plates 102 are connected to the track as a whole by fasteners.

[0040] Furthermore, in this embodiment, the fastener is a bolt 2. At least two bolts 2 must be provided in this device to ensure the fastening between the anti-displacement seat 1 and the track. The two bolts 2 are parallel to each other and are horizontally arranged at the front and rear ends of the wing plate 102, passing through both wing plates 102 and the track web plate at the same time. The horizontal height of the two bolts 2 is consistent. Both ends of the shank of the two bolts 2 are protruding outward, and a positioning tube 9 is fitted on the protruding part to facilitate the rotation and connection of the subsequent stress relief structure.

[0041] The baffle 3 is vertically welded to the top end of the top plate 101, away from the end of the track, i.e., the front top. The baffle 3's abutment surface is flush with the front surface of the top plate 101. A reinforcing plate 4 is welded at the angle between the baffle 3 and the top plate 101. The reinforcing plate 4 is triangular in shape. Its left side aligns with the middle of the rear side of the baffle 3, and its bottom aligns with the center of the upper surface of the top plate 101. The entire connection is completed by welding. The reinforcing plate 4 effectively enhances the resistance strength of the baffle 3, i.e., the connection strength between the baffle 3 and the top plate 101.

[0042] The stress-relief structure is located in front of the anti-shifting seat 1. This structure can withstand the impact force of the bridge erecting machine first, reducing the impact force subsequently borne by the anti-shifting seat 1. In this embodiment, the stress-relief structure consists of two interconnected buffer arms, symmetrically positioned on the left and right sides of the anti-shifting seat 1. Specifically, each buffer arm includes a first buffer rod 7 and a second buffer rod 8. The first buffer rod 7 is hollow, and the two first buffer rods 7 are obliquely positioned on the left and right sides of the anti-shifting seat 1. The high end of the first buffer rod 7 extends towards the upper front of the anti-shifting seat 1, and the low end of the first buffer rod 7 is embedded with a rotating bearing. This rotating bearing allows the low end of the first buffer rod 7 to rotate and fit onto the outside of the positioning tube 9 on the outer side of the bolt 2 rod at the front end of the wing plate 102, i.e., away from the end of the track. The upper ends of the two first buffer rods 7 are connected as one unit by a shaft 6. A roller 5 is rotatably mounted on the outside of the shaft 6. The roller 5 is positioned between the two first buffer rods 7. After the roller 5 comes into contact with the bridge erecting machine, it can reduce the resistance encountered by the force-relieving structure after contact with the bridge erecting machine, thereby effectively buffering the impact force brought by the bridge erecting machine and preventing direct hard collision from damaging the device of this application.

[0043] Furthermore, in this embodiment, when the bridge erecting machine comes into contact with the unloading structure, the first buffer rod 7 is rotated upward to a vertical track state when the bridge erecting machine pushes the roller 5 under the influence of the impact force of the bridge erecting machine. There is a distance between the roller 5 and the upper surface of the baffle 3, which prevents the contact surface of the roller 5 from colliding with the top of the baffle 3 and causing damage.

[0044] Additionally, a groove 72 is provided along the axial direction on the surface of the first buffer rod 7. The groove opening of the groove 72 faces upward. A spring 71 is placed in the hollow cavity of each of the two first buffer rods 7. The size of the spring 71 matches the hollow cavity of the first buffer rod 7, so that the spring 71 can have space to deform during the compression process. The extension and retraction direction of the spring 71 is consistent with the axial direction of the first buffer rod 7.

[0045] The second buffer rod 8 is on the same side as the first buffer rod 7 and is inclined. The lower end of the second buffer rod 8 is also equipped with a rotating bearing, so that the lower end of the second buffer rod 8, like the first buffer rod 7, is rotatably sleeved on the positioning tube 9 near the end of the track. The positioning tube 9 can effectively prevent the rotating bearing from contacting the threads on the bolt 2, thereby avoiding damage to the threads on the bolt 2. The positioning tube 9 sleeved on the first buffer rod 7 has the same function. The upper end of the second buffer rod 8 extends through the channel 72 into the hollow cavity of the first buffer rod 7 and is upset into a steel ball shape, so that the upper end of the second buffer rod 8 is larger than the hollow channel of the spring 71, so that it can effectively compress the spring 71 without detaching from the hollow cavity of the first buffer rod 7.

[0046] Reference Figure 1 As shown, when the stop device of this application is in a stationary state, the second buffer rod 8 can cooperate with the channel 72 and the hollow cavity of the first buffer rod 7 to keep the first buffer rod 7 in an inclined state, so that the roller 5 will not fall onto the track surface, thereby playing a better buffering role when the bridge erecting machine comes.

[0047] When the bridge erecting machine moves to the front of the stop device, it first contacts the roller 5. The force transmitted by the bridge erecting machine pushes the roller 5, and then the roller 5 rolls upward along the legs of the bridge erecting machine, causing the high end of the first buffer rod 7 to swing backward. During this period, along with the movement of the first buffer rod 7, the high end of the second buffer rod 8 will slide in the hollow cavity of the first buffer rod 7 to compress the spring 71 and generate a reaction force. The reaction force of the spring 71 buffers the bridge erecting machine. When the first buffer rod 7 rotates to a vertical position, the bridge erecting machine will contact the baffle 3. At this time, the anti-slip seat 1 truly plays its role. Because the force relief mechanism has reduced part of the bridge erecting machine's walking force in advance, it can ensure that the anti-slip seat 1 can stop the bridge erecting machine and prevent it from derailing.

[0048] In this utility model, the anti-displacement seat 1 is fixed to the track by bolts 2 on the traveling track of the bridge erecting machine. In cooperation with the baffle 3, when the bridge erecting machine travels to the end of the track, it can effectively stop the bridge erecting machine and prevent the bridge erecting machine from derailing during normal travel. The force-relieving structure can effectively reduce the impact force on the anti-displacement seat 1 and ensure the stability of the anti-displacement seat 1 structure.

[0049] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A travel rail stop for a bridge erecting machine, comprising: The anti-slip seat includes a top plate and wing plates. The top plate is attached to the top of the end of the track. The wing plates are provided in pairs and are symmetrically arranged on both sides of the top plate, with the wing plates corresponding to the web of the track. The side of the wing plate facing the web of the track has a protrusion to restrict the top plate from lifting. The two wing plates are connected to the track as a whole by fasteners. A baffle is vertically installed at the top of the top plate at the end furthest from the end of the track, and the baffle's wheel-stopping surface is flush with the end face of the top plate. A reinforcing plate is provided at the angle between the baffle and the top plate. A stress-relief structure is provided in front of the anti-displacement seat so that the stress-relief structure is subjected to force first, thereby reducing the force on the anti-displacement seat.

2. A bridge-launching machine traveling track car stop according to claim 1, characterized in that, The reinforcing plate is triangular in shape, with its side surface aligned with the middle of the side surface of the baffle, and its bottom surface aligned with the center of the upper surface of the top plate.

3. The bridge-launching machine traveling track car stop according to claim 1, characterized in that The fastener is a bolt; There are at least two bolts.

4. A bridge-launching machine traveling track car stop according to claim 3, characterized in that, The shanks of the two bolts are arranged parallel to each other at the front and rear ends of the wing plates, so as to simultaneously pass through the two wing plates and the track web plate; Both ends of the shank of the two bolts protrude outward to accommodate the positioning tube; The two bolts are at the same horizontal height.

5. A bridge-launching machine walkway rail car stop according to claim 4, wherein, The stress-relieving structure consists of two interconnected buffer arms. Each buffer arm includes a first buffer rod and a second buffer rod. The first buffer rod is hollow and is obliquely disposed on the side of the anti-shift seat. The high end of the first buffer rod extends towards the front and upper part of the anti-shift seat, and the low end of the first buffer rod is rotatably sleeved on the outside of the rod of the bolt at the front end of the wing plate.

6. A bridge-launching machine travel track car stop according to claim 5, characterized in that The upper ends of the two first buffer rods are connected as one unit by a shaft, and a roller is rotatably fitted on the outside of the shaft; The roller is positioned between the two first buffer bars; The surface of the first buffer rod has a groove along the axial direction, and the groove opening faces upward.

7. A bridge-launching machine travel track car stop according to claim 6, characterized in that A spring is placed inside the hollow cavity of the first buffer rod, and the extension and contraction direction of the spring is consistent with the axial direction of the first buffer rod.

8. A bridge-launching machine travel rail car stop according to claim 7, wherein The second buffer rod is on the same side as the first buffer rod and is inclined.

9. A bridge-launching machine travel track car stop according to claim 8, characterized in that The lower end of the second buffer rod is rotatably sleeved on the outside of the shank of the bolt at the rear end of the wing plate.

10. A bridge-launching machine travel track car stop according to claim 9, characterized in that The high end of the second buffer rod extends through the channel into the hollow cavity of the first buffer rod and is upsetting so that its size is larger than the hollow channel of the spring.

Images