Monorail crane suspension device multi-angle adjusting structure

Abstract

The utility model discloses a kind of single-track suspension device multi-angle adjusting structure, including frame body, sleeve, ball seat, plate body, stud, screw rod, nut, ring, first wheel body, guide rail, second wheel body, handle and rubber pad, the frame body bottom is fixedly connected with sleeve, the sleeve is movably connected with ball seat, the ball seat and sleeve constitute universal structure, the ball seat is fixedly connected with plate body.The utility model is by frame body sleeve and plate body ball seat constitute universal structure, and the different length contact of cooperation plate body stud and sleeve realizes multi-angle adjustment, and screw post can be freely rotated adaptation.This design solves the problem that traditional device adjustment is limited, can adapt to track curved road condition, reduce track wheel eccentric wear, prolong service life;Release additional stress in complex section, reduce operating resistance and jam risk;Reduce installation centering accuracy requirement, simplify debugging, significantly improve the adaptability of single-track suspension device to complex working condition, ensure smooth and efficient operation.

Description

Technical Field

[0001] This utility model relates to the field of material conveying technology, and in particular to a multi-angle adjustable structure for a monorail suspension device. Background Technology

[0002] Monorail transport systems, as efficient aerial material handling equipment, are widely used in various industrial scenarios. One of their core components is the suspension device used to connect the hoisted equipment to the fixed track. Traditional suspension devices often consist of simple rods and connectors with fixed structures or limited adjustment angles. In practical applications, the track laying paths are often complex and varied, with horizontal curves, vertical curves, and changes in slope. Furthermore, the hanging points of the hoisted equipment also vary, making these rigid suspensions difficult to adapt to diverse working conditions and prone to a series of problems. For example, the inability to maintain the optimal force transmission angle can cause uneven wear between the track and wheels, reducing the equipment's lifespan; insufficient adjustment capacity in curves or slope sections can generate additional stress, leading to increased running resistance or even jamming; in addition, the high alignment accuracy required between the track and equipment hanging points during installation increases the difficulty and time cost of debugging. Therefore, there is an urgent need for a suspension device structure with greater freedom and the ability to flexibly adjust to multiple angles to improve adaptability to complex working conditions and ensure stable and efficient system operation. Utility Model Content

[0003] The purpose of this utility model is to address the shortcomings of existing technologies by proposing a multi-angle adjustment structure for a monorail suspension device.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] A multi-angle adjustable structure for a monorail suspension device includes a frame, a sleeve, a ball seat, a plate, studs, a screw, a nut, a lifting ring, a first wheel, a guide rail, a second wheel, a handle, and a rubber pad. The sleeve is fixedly connected to the bottom of the frame, and the ball seat is movably connected to the sleeve. The ball seat and the sleeve form a universal structure. The ball seat is fixedly connected to the plate. Multiple studs are threaded through the plate, and one end of each stud is in contact with the bottom of the sleeve.

[0006] Preferably, each of the four corners of the plate is movably connected with a screw, each of the screws is threaded with a nut, and each of the screws is fixedly connected to a lifting ring at its bottom.

[0007] Preferably, one or both ends of the plurality of nuts are fixedly connected to rubber pads, and the plurality of rubber pads are in contact with the top or bottom of the plate respectively.

[0008] Preferably, each of the studs is fixedly connected to a handle.

[0009] Preferably, the contact points between the studs and the sleeve are all hemispherical.

[0010] Preferably, the frame is rotatably connected to a plurality of first wheels and second wheels, and the plurality of first wheels and second wheels are slidably connected to the guide rail.

[0011] Preferably, the plurality of first wheels and second wheels are placed horizontally and vertically, respectively.

[0012] The beneficial effects of this utility model are as follows:

[0013] 1. Through the cooperation between the frame, sleeve, ball seat, plate, and studs, the sleeve at the frame and the ball seat at the plate form a universal connection structure. Multiple studs on the plate contact the bottom of the sleeve at different lengths, allowing for multi-angle adjustment of the plate. When the studs are released, the ball seat and sleeve can rotate freely, meeting flexible adaptation requirements. This solves the problem of limited adjustment in traditional suspension devices: it can adapt to horizontal curves, vertical curves, and gradient changes in the track through multi-angle adjustment, maintaining the optimal force transmission angle to reduce track and wheel wear and extend equipment life; it can also release additional stress through free adjustment in complex road sections, reducing running resistance and the risk of jamming; at the same time, it reduces the alignment accuracy requirements of the track lifting points and equipment lifting points during installation, greatly simplifies the commissioning process, significantly improves the adaptability of the monorail transport system to complex working conditions, and ensures stable and efficient operation.

[0014] 2. Through the cooperation between the plate, screws, nuts, and lifting rings, and utilizing the screws that move through the four corners of the plate, with two nuts threaded onto each screw and the nuts contacting the top and bottom of the plate respectively, the extension length of the corresponding screw can be independently adjusted by turning the nuts on different screws, thereby controlling the placement height of the lifting rings attached to each screw. This allows for flexible adaptation to the height differences of different hanging points of the equipment in a monorail transport system without requiring overall modification of the suspension device. Furthermore, when there are slight slope deviations in the track or when the center of gravity shifts after loading the equipment, the height of one or more lifting rings can be adjusted individually to achieve horizontal calibration and center of gravity balance of the lifted equipment, avoiding operational swaying and component wear caused by uneven force. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the multi-angle adjustment structure of a monorail suspension device proposed in this utility model;

[0016] Figure 2 for Figure 1 A structural diagram of the first wheel body, the guide rail, and the second wheel body;

[0017] Figure 3 for Figure 1 Structural diagram of the middle sleeve, ball seat, and plate;

[0018] Figure 4 for Figure 1 A structural diagram of the screw, nut, and lifting eye;

[0019] Figure 5 for Figure 1 A schematic diagram of the structure of the middle lifting ring, handle, and rubber pad.

[0020] In the diagram: 1. Frame; 2. Sleeve; 3. Ball seat; 4. Plate; 5. Stud; 6. Screw; 7. Nut; 8. Lifting eye; 9. First wheel; 10. Guide rail; 11. Second wheel; 12. Handle; 13. Rubber pad. Detailed Implementation

[0021] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments.

[0022] Example 1, referring to Figures 1 to 5 A multi-angle adjustable structure for a monorail suspension device includes a frame 1, a sleeve 2, a ball seat 3, a plate 4, studs 5, screws 6, nuts 7, a lifting ring 8, a first wheel 9, a guide rail 10, a second wheel 11, a handle 12, and a rubber pad 13. The sleeve 2 is fixedly connected to the bottom of the frame 1, and the ball seat 3 is movably connected inside the sleeve 2. The ball seat 3 and the sleeve 2 form a universal structure. The inside of the sleeve 2 has a spherical cavity structure adapted to the ball seat 3, and the ball seat 3 can rotate flexibly inside the sleeve 2. Together, they form a universal structure that can achieve multi-directional rotation. The ball seat 3 is fixedly connected to the plate 4, and multiple studs 5 are threaded through the plate 4. One end of each stud 5 is in contact with the bottom of the sleeve 2. By turning the studs 5 to change their length extending out of the plate 4, the sleeve 2 can be pushed to drive the ball seat 3 to adjust the angle, thereby realizing the multi-angle adjustment of the plate 4.

[0023] In this embodiment, screws 6 are movably inserted through each of the four corners of the plate 4. Through holes are provided at each of the four corners of the plate 4, with the inner diameter of the through holes larger than the outer diameter of the screws 6, allowing the screws 6 to movably penetrate the plate 4. This ensures that the screws 6 can move freely up and down while preventing excessive swaying. Nuts 7 are threadedly connected to each of the screws 6, and the position of the screws 6 can be locked by tightening the nuts 7. Simultaneously, lifting rings 8 are fixedly connected to the bottom of each of the screws 6 through welding, threaded connections, or other methods. The lifting rings 8 are used for hooking or connecting to lifting devices. Rubber pads 13 are fixedly connected to one or both ends of each of the nuts 7. The rubber pads 13 contact the top or bottom of the plate 4 respectively. When the nuts 7 are tightened, the rubber pads 13 are in close contact with the top or bottom of the plate 4, respectively. The elastic deformation of 13 fills the gaps and increases the coefficient of friction, ensuring a more stable locking of the screw 6 and reducing rigid collision wear between the nut 7 and the plate 4. Multiple studs 5 are fixedly connected to handles 12 for easy gripping and force application, allowing operators to easily adjust the studs 5 without the need for additional tools, thus improving operational convenience. The contact points between multiple studs 5 and the sleeve 2 are hemispherical, facilitating contact after the angle of the sleeve 2 and the ball seat 3 is adjusted. The frame 1 is rotatably connected to multiple first wheels 9 and second wheels 11. The multiple first wheels 9 and second wheels 11 are slidably connected to the guide rail 10. The multiple first wheels 9 and second wheels 11 are placed horizontally and vertically, respectively, and the two cooperate to form a bidirectional limit, ensuring that the frame 1 maintains a stable trajectory when moving along the guide rail 10, adapting to complex working conditions such as curves and slope changes in the track.

[0024] The working principle of this embodiment is as follows: In use, firstly, loosen the multiple studs 5 on the plate 4, so that the sleeve 2 at the frame 1 and the ball seat 3 at the plate 4 can rotate freely in a universal state. After adjusting the plate 4 to a suitable angle according to the working conditions such as track curves and slopes, tighten the studs 5 so that they make corresponding length contact with the bottom of the sleeve 2 to fix the angle. Then, by turning the upper and lower nuts 7 on the four corner screws 6 of the plate 4, the extension length of each screw 6 can be independently adjusted by utilizing the contact relationship between the nuts 7 and the top and bottom of the plate 4, thereby adjusting the height of the corresponding lifting rings 8 to adapt to the differences in the hanging points of the equipment being lifted, and to calibrate the levelness and center of gravity balance of the equipment. Finally, through the coordinated adjustment of angle and height, the suspension device can be fully adapted to complex working conditions, ensuring the smooth and efficient operation of the monorail transport system.

[0025] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present utility model, based on the technical solution and the inventive concept of the present utility model, should be included within the protection scope of the present utility model.

Claims

1. A multi-angle adjustable structure for a monorail suspension device, comprising a frame (1), a sleeve (2), a ball seat (3), a plate (4), a stud (5), a screw (6), a nut (7), a lifting ring (8), a first wheel (9), a guide rail (10), a second wheel (11), a handle (12), and a rubber pad (13), characterized in that, The bottom of the frame (1) is fixedly connected to a sleeve (2), and a ball seat (3) is movably connected inside the sleeve (2). The ball seat (3) and the sleeve (2) form a universal structure. The ball seat (3) is fixedly connected to a plate (4). The plate (4) is threaded with multiple studs (5), and one end of each stud (5) is in contact with the bottom of the sleeve (2).

2. The multi-angle adjustment structure of a monorail suspension device according to claim 1, characterized in that, Each of the four corners of the plate (4) is movably connected with a screw (6), and each of the screws (6) is threaded with a nut (7). Each of the screws (6) is fixedly connected with a lifting ring (8) at its bottom.

3. The multi-angle adjustment structure of a monorail suspension device according to claim 1, characterized in that, Each of the nuts (7) has a rubber pad (13) fixedly connected to one end or the other end, and the rubber pads (13) are respectively in contact with the top or bottom of the plate (4).

4. The multi-angle adjustment structure of a monorail suspension device according to claim 1, characterized in that, Each of the studs (5) is fixedly connected to a handle (12).

5. The multi-angle adjustment structure of a monorail suspension device according to claim 1, characterized in that, The contact points between the studs (5) and the sleeve (2) are all hemispherical.

6. The multi-angle adjustment structure of a monorail suspension device according to claim 1, characterized in that, The frame (1) is rotatably connected to a plurality of first wheels (9) and second wheels (11), and the plurality of first wheels (9) and second wheels (11) are slidably connected to the guide rail (10).

7. The multi-angle adjustment structure of a monorail suspension device according to claim 1, characterized in that, Multiple first wheel bodies (9) and second wheel bodies (11) are placed horizontally and vertically, respectively.

Images