A new joint support structure for a track-bearing beam

Abstract

This disclosure relates to a novel joint support structure for a rail bearing beam, including a rear beam connecting a crane and a front beam with varying pitch angles. Both the front and rear beams have rail bearing beam webs on their sides, which are connected via V-joints. Rails are mounted on the top of both the front and rear rail bearing beam webs. The break points of the rails are aligned with the break points of the rail bearing beams on the front and rear rail bearing beam webs, ensuring that each rail break point remains within the support range of its corresponding rail bearing beam web. This ensures smooth movement of the hoisting trolley on the rails, and the consistent break point positions also allow for rail tightening via pressure plates, preventing loosening of nearby rail pressure plates under frequent loads.

Description

Technical Field

[0001] This disclosure belongs to the technical field of quay crane rail bearing beam joints, specifically relating to a novel joint support structure for rail bearing beams. Background Technology

[0002] The statements herein provide only background information in relation to this disclosure and do not necessarily constitute prior art.

[0003] A quay crane (STS) is a specialized machine used in container terminals for loading and unloading container ships. It is typically installed on the quayside of a port terminal and is often simply called a quay crane or gantry crane. The superstructure of a quay crane mainly includes a front girder, a rear girder, a ladder frame, and tie rods. Rails are laid on the front and rear girder, and the trolley moves back and forth on these rails to load and unload containers. The front girder of a quay crane generally has a tilting function. When a container ship berths, the front girder needs to tilt up at a certain angle to avoid it. Therefore, quay cranes with this tilting function have a hinge system connecting the front and rear girder; this component is generally called the girder hinge point.

[0004] The trolley tracks and rail bearing beams laid on the front and rear main beams are disconnected near the hinge point. During container loading and unloading operations, the trolley often travels back and forth at high speed under heavy load, requiring a very smooth transition between the main beam tracks and rail bearing beams at the hinge point. This places high demands on installation accuracy and debugging. If the flatness error of the rail surface at the joint is too large, coupled with the deflection caused by the trolley traveling at high speed under heavy load, the unevenness of the track will produce a strong impact or even abnormal noise. This can affect the driver's operating comfort or, in severe cases, damage the track and affect operational safety.

[0005] While existing quay crane rail-bearing girder joint structures ensure consistent height between the front and rear main girder rail-bearing girders, their wedge-type unidirectional constraint supports offer limited constraint on deformation of the lateral rail-bearing girders. Furthermore, the shape and position of the rail-bearing girder's bisecting opening cannot align with the track's bisecting opening, resulting in a section of track extending beyond the rail-bearing girder at the rear main girder joint. This extended section cannot be secured with pressure plates, compromising tight contact with the rail-bearing girder. Under frequent loads, this extended section is prone to causing loosening of nearby track pressure plates, impacting track lifespan. Utility Model Content

[0006] The purpose of this disclosure is to provide a novel joint support structure for rail bearing beams, which can at least solve one of the above-mentioned technical problems.

[0007] To achieve the above objectives, one or more embodiments of this disclosure provide a novel joint support structure for a rail bearing beam, including a rear beam connecting a crane and a front beam with varying pitch angles. A front rail bearing beam web is provided on the side of the front beam, and a rear rail bearing beam web is provided on the side of the rear beam. The front and rear rail bearing beam webs are joined together via a V-joint. A rail is provided on the top of both the front and rear rail bearing beam webs. The break point of the rail is consistent with the break point of the rail bearing beam in the front and rear rail bearing beam webs, and each rail break point remains within the support range of its respective rail bearing beam web.

[0008] Furthermore, the cross-sections of the front and rear rail beam webs are vertically oriented "Z"-shaped tenon joints.

[0009] Furthermore, the V-shaped joint is installed on the web of the front bearing rail beam, and a matching V-shaped groove is provided on the web of the corresponding rear bearing rail beam.

[0010] Furthermore, the V-groove is located at the middle position of the transverse end face of the web fracture of the rear bearing rail beam.

[0011] Furthermore, the V-shaped joint is located at the middle position of the transverse end face of the web fracture of the front bearing rail beam.

[0012] Furthermore, the V-joint is connected to the web of the front bearing rail beam by welding.

[0013] Furthermore, adjustment pads are provided on both the upper and lower sides of the inner wall of the V-groove.

[0014] Furthermore, the adjusting pad is fixed in the V-groove by adjusting screws.

[0015] Furthermore, the lower side edge of the V-shaped connector is inclined to the horizontal plane and tends to be at a right angle.

[0016] Furthermore, the front beam and the rear beam are hinged together by a rotating upper hinge point and a load-bearing lower support point.

[0017] The beneficial effects of one or more of the above technical solutions are as follows:

[0018] This invention ensures that the track break position is consistent with the break position of the front and rear rail beam webs, keeping each track break position within the support range of the corresponding rail beam web. This guarantees smooth movement of the hoisting trolley on the track. Furthermore, the consistent break position allows for track tightening via pressure plates, preventing loosening of nearby rail pressure plates under frequent loads.

[0019] The V-shaped joints provide constraint support in both the upper and lower directions on the web of the rail beam. During the lifting of the front beam, the V-shaped joints can be smoothly disengaged from the V-groove without obstruction. The bottom of the V-shaped interface is equipped with a slope structure, which increases the load-bearing capacity of the rail beam by reducing the area of ​​the slot. Attached Figure Description

[0020] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute a limitation thereof.

[0021] Figure 1 This is a front view of the overall structure in one or more embodiments of this disclosure;

[0022] Figure 2 This is a top view of the overall structure in one or more embodiments of this disclosure;

[0023] Figure 3 This is a schematic diagram of the horizontal state of the front beam in one or more embodiments of this disclosure;

[0024] Figure 4 This is a schematic diagram of the front beam in the tilted-up state in one or more embodiments of this disclosure;

[0025] Figure 5 This is a schematic diagram of the fracture structure of the front beam and the rear beam in one or more embodiments of this disclosure;

[0026] Figure 6 For one or more embodiments of this disclosure Figure 1 Enlarged view of part A.

[0027] In the diagram, 1. Rear beam; 2. Front beam; 3. Upper hinge point; 4. V-joint; 5. Rail; 6. Lower support point; 7. Adjusting pad; 8. Rail beam break; 9. V-groove; 10. Rear rail beam web; 11. Front rail beam web. Detailed Implementation

[0028] like Figures 1-6 As shown, this embodiment provides a novel joint support structure for a rail bearing beam, including a rear beam 1 connecting a crane and a front beam 2 with a pitch angle variation. The front beam 2 and the rear beam 1 are hinged together by a rotating upper hinge point 3 and a load-bearing lower support point 6. The front beam 2 can rotate around the upper hinge point 3 to achieve the pitch function.

[0029] like Figure 2As shown, the front main beam 2 is provided with a front bearing rail web 11 on its side, and the rear main beam 1 is provided with a rear bearing rail web 10 on its side. The front bearing rail web 11 and the rear bearing rail web 10 are connected by a V-joint 4. The top of both the front bearing rail web 11 and the rear bearing rail web 10 is provided with a rail 5. The break position of the rail 5 is consistent with the position of the bearing rail break 8 of the front bearing rail web 11 and the rear bearing rail web 10. The position of the rail break is kept within the support range of the corresponding bearing rail web.

[0030] Specifically, such as Figure 5 As shown, the rail beam breaks 8 of the front rail beam web 11 and the rear rail beam web 10 are designed with a vertical "Z"-shaped tenon joint structure. Firstly, this ensures that the positions of the rail breaks remain within the support range of their respective rail beam webs, effectively dispersing stress on the rail and improving the overall structural stability and safety. Secondly, the "Z"-shaped tenon joint structure allows the hoisting trolley to maintain smooth operation on the rail 5, avoiding any jerking or instability. This improves operational stability and reduces noise and vibration that may occur during operation, thereby increasing work efficiency and extending the equipment's lifespan.

[0031] like Figure 3 As shown, the V-joint 4 is installed on the web plate 11 of the front bearing rail beam by welding. The lower side edge of the V-joint 4 is inclined to the horizontal plane and tends to be right angled. The corresponding rear bearing rail beam web plate 10 is provided with a matching V-groove 9. The V-groove 9 is located in the middle of the transverse end face of the fracture of the rear bearing rail beam web plate 10, and the V-joint 4 is located in the middle of the transverse end face of the fracture of the front bearing rail beam web plate 11.

[0032] Specifically, such as Figure 6 As shown, adjustment pads 7 are designed on the upper and lower sides of the inner wall of the V-groove 9. The adjustment pads 7 are fixed inside the V-groove 9 by adjustment screws. By adjusting these adjustment screws, the height of the adjustment pads 7 can be flexibly adjusted to ensure that the contact position between the V-connector 4 and the V-groove 9 can reach the optimal gap state, thereby ensuring that the two can fit tightly together and achieve the ideal connection effect.

[0033] The V-joint 4 effectively constrains and supports the web plates of the front and rear rail beams in both vertical directions, ensuring that the V-joint 4 can smoothly and unobstructedly disengage from the V-groove 9 during the lifting operation of the front beam 2, thereby guaranteeing the flexibility and reliability of the entire system.

[0034] The working principle of this utility model:

[0035] By thickening the web of the rail bearing beam at the lower support point 6 of the track 5 and the rail bearing beam structure, and by making the rail bearing beam break 8 between the front rail bearing beam web 11 and the rear rail bearing beam web 10 a vertical "Z" shape design, the hoisting trolley can maintain a smooth running state when traveling on the track, avoiding any jerking or instability. This is achieved through the V-groove 9 on the rear rail bearing beam web 10 and the V-joint 4 on the front rail bearing beam web 11, such as... Figure 3 As shown, when the front beam 2 is in a horizontal state, the V-joint 4 can be inserted into the V-groove 9 and make tight contact with the adjusting pad 7, limiting the relative deformation of the two side rail beams and achieving constraint support in both the upper and lower directions. Figure 4 As shown, during the process of the front beam 2 being raised, the V-joint 4 can be dislodged from the V-groove 9 without obstruction.

[0036] While the specific embodiments of this disclosure have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of this disclosure. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of this disclosure are still within the scope of protection of this disclosure.

Claims

1. A new joint support structure for a rail-bearing girder, characterized in that, The system includes a rear beam connecting the crane and a front beam with varying pitch angles. The front beam has a front support rail web on its side, and the rear beam has a rear support rail web on its side. The front and rear support rail webs are connected by a V-joint. Rails are provided on the top of both the front and rear support rail webs. The break points of the rails are consistent with the break points of the support rails in the front and rear support rail webs, and each rail break point is within the support range of its respective support rail web.

2. A new joint support structure of a rail bearing girder according to claim 1, characterized in that, The cross-sections of the front and rear rail beam webs are vertical "Z"-shaped tenon joints.

3. A new type of joint support structure of rail bearing girder according to claim 1, characterized in that, The V-shaped joint is installed on the web of the front bearing rail beam, and a matching V-shaped groove is provided on the web of the corresponding rear bearing rail beam.

4. A new type of joint support structure of rail bearing girder according to claim 3, characterized in that, The V-groove is located at the middle of the transverse end face of the web fracture of the rear bearing rail beam.

5. The new joint support structure of rail bearing girder according to claim 1, characterized in that, The V-shaped joint is located at the middle of the transverse end face of the web fracture of the front bearing rail beam.

6. A new joint support structure of rail bearing girder according to claim 1, characterized in that, The V-shaped joint is connected to the web of the front bearing rail beam by welding.

7. A new type of joint support structure of rail bearing girder according to claim 3, characterized in that, Adjustment pads are provided on both the upper and lower sides of the inner wall of the V-groove.

8. A new joint support structure of rail bearing girder according to claim 7, characterized in that, The adjusting pad is fixed in the V-groove by adjusting screws.

9. A new joint support structure of rail bearing girder according to claim 1, characterized in that, The lower edge of the V-shaped connector is inclined to the horizontal plane and tends to be at a right angle.

10. A new joint support structure of rail bearing girder according to claim 1, characterized in that, The front beam and the rear beam are hinged together by a rotating upper hinge point and a load-bearing lower support point.

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