Railway overhead bridge cantilever crane and railway long rail hoisting equipment

Abstract

The utility model provides a railway viaduct cantilever crane, it includes cantileern beam assembly, front door frame assembly and rear door frame assembly, wherein cantileern beam assembly adopts double main beam mechanism, hangs truss type sling rail yoke, forms "four points" lifting plane, can avoid the problem that single point hoisting steel wire rope is easy to entwine, and the overall lifting frame is relatively simple compared with large cross line door hoist structure, is convenient to assemble, and adopts double main beam structure stability is good. The utility model further provides a railway long rail hoisting equipment, and the equipment is suitable for hoisting of railway viaduct long rail, fills the vacancy of railway viaduct long rail hoisting equipment, and it adopts double-leg double-beam cantilever crane in railway viaduct, which is erected between tracks and does not invade the limit, and the requirement for geographical environment is low, and the land area under the bridge is small, can satisfy the construction requirement of "not drilling a hole in the beam surface, not putting an expansion bolt on".

Description

Technical Field

[0001] This utility model relates to the technical field of railway construction and railway construction equipment, specifically to a cantilever crane for railway viaducts and a long rail hoisting device. Background Technology

[0002] With the rapid development of my country's rail transit, the technical requirements for rail transit construction are also constantly increasing. Different projects have different construction environments and varying degrees of operational difficulty. In conventional railway projects, long rails are transported by rail from the existing railway via temporary railway lines to the track-laying base for storage and loading onto long rail cars. Then, they are connected to the new railway line via temporary connecting lines for long rail laying. This requires the construction of temporary rail storage areas and transport connecting lines. However, the Xiong'an New Area to Beijing Daxing International Airport express line project is unique in that its entire line consists of elevated sections, U-shaped transition sections, and underground sections, lacking the conditions for rail connection. Therefore, long rails need to be hoisted onto the elevated sections. Currently, the industry standard is to use cross-line gantry cranes for high-level hoisting operations. However, cross-line gantry cranes have high requirements for installation conditions and geographical environment, expanding the scope of land acquisition and demolition, and increasing costs. Furthermore, the bridge section of the track-laying base in this project has a height of 15 meters, which is quite high. The required cross-line gantry cranes are also high and have a large span, making installation and dismantling difficult, posing significant safety risks and high costs, which is not conducive to cost reduction and efficiency improvement. Utility Model Content

[0003] The purpose of this utility model is to overcome the shortcomings of the prior art and provide a cantilever crane for railway viaducts. Compared with large cross-line gantry cranes, it has a relatively simple structure, is easy to assemble, adopts a stable double main beam structure, has high safety, and overcomes the problem of single-point lifting being prone to "twisting".

[0004] To address the aforementioned problems, this utility model provides a railway viaduct cantilever crane, which is suitable for installation on a double-track railway viaduct. Its features include:

[0005] A cantilever beam assembly, comprising a first cantilever beam and a second cantilever beam, wherein the first cantilever beam and the second cantilever beam are arranged parallel to each other and spaced apart.

[0006] A front gantry assembly is disposed below the cantilever beam assembly and is used to support the cantilever beam assembly. The upper end of the front gantry assembly is detachably connected to the middle of the first cantilever beam and the second cantilever beam, respectively. The lower end of the front gantry assembly is supported between the two tracks of the double-track railway viaduct.

[0007] The rear gantry assembly is spaced apart from the front gantry assembly. The upper end of the rear gantry assembly is detachably connected to the tail ends of the first cantilever beam and the second cantilever beam, respectively. The lower end of the rear gantry assembly is supported in the cable trough near the foundation of the sound barrier on the double-track railway viaduct, and the rear gantry assembly is connected to the foundation of the sound barrier on the double-track railway viaduct.

[0008] The aforementioned cantilever crane for a railway viaduct is characterized in that the front gantry assembly includes a first front gantry column, a second front gantry column, a front gantry column connector, and a support base. The first front gantry column is located below the first cantilever beam and is perpendicular to the first cantilever beam. The upper end of the first front gantry column is detachably connected to the middle of the first cantilever beam. The second front gantry column is located below the second cantilever beam and is perpendicular to the second cantilever beam. The upper end of the second front gantry column is detachably connected to the middle of the second cantilever beam. The front gantry column connector is disposed between the first and second front gantry columns, with one end of the connector fixedly connected to the first front gantry column and the other end fixedly connected to the second front gantry column. The support base is disposed between the two tracks of the double-track railway viaduct, and the lower ends of both the first and second front gantry columns are connected to the support base.

[0009] The above-mentioned cantilever crane for railway viaduct is characterized in that the support base includes a box-shaped base plate and a tie rod. The box-shaped base plate is disposed between the two tracks of the double-track railway viaduct, and the two opposite ends of the box-shaped base plate are respectively supported on the edge of the double integral track bed of the double-track railway viaduct. One end of the tie rod is detachably and fixedly connected to the box-shaped base plate, and the other end of the tie rod extends along the gap between the pre-embedded sleepers of the integral track bed to the bottom of the rail of the double-track railway viaduct and is connected to the rail. The lower ends of the first front door column and the second front door column are both fixedly connected to the support base.

[0010] The aforementioned cantilever crane for a railway viaduct is characterized in that the rear gantry assembly includes a first rear gantry column, a second rear gantry column, a rear gantry column connecting beam, and a connecting plate. The first rear gantry column is located below the tail of the first cantilever beam and is perpendicular to the first cantilever beam. The upper end of the first rear gantry column is detachably connected to the tail of the first cantilever beam. The second rear gantry column is located below the tail of the second cantilever beam and is perpendicular to the second cantilever beam. The upper end of the second rear gantry column is detachably connected to the tail of the second cantilever beam. The rear gantry column connecting beam is located between the first and second rear gantry columns, near the foundation of the sound barrier on the double-track railway viaduct. One end of the rear gantry column connecting beam is fixedly connected to the first rear gantry column, and the other end is fixedly connected to the second rear gantry column. One end of the connecting plate is connected to the rear gantry column connecting beam, and the other end of the connecting plate is connected to the pre-embedded bolts of the sound barrier foundation.

[0011] The above-mentioned cantilever crane for railway viaducts is characterized in that the cantilever beam assembly further includes an upper gantry, diagonal braces, guardrails, and a maintenance passage. The upper gantry is fixedly connected to the first and second cantilever beams. The upper gantry is located on the side of the first and second cantilever beams opposite to the front gantry assembly and is arranged along the extension direction of the front gantry assembly. One end of the diagonal brace is connected to the upper part of the upper gantry, and the other end of the diagonal brace is connected to the first or second cantilever beam. The maintenance passage is fixedly connected to the first and second cantilever beams and is located between the first and second cantilever beams. The guardrails are arranged on both sides of the maintenance passage.

[0012] The above-mentioned railway viaduct cantilever crane is characterized in that the railway viaduct cantilever crane further includes a lifting electric hoist and a guy rope, the number of the lifting electric hoist is two, and the two lifting electric hoists are respectively installed on the first cantilever beam and the second cantilever beam;

[0013] The guy ropes include a first guy rope and a second guy rope. One end of the first guy rope is fixedly connected to the tail of the first cantilever beam, and the other end of the first guy rope is connected to a corresponding fixed anchor point. One end of the second guy rope is fixedly connected to the tail of the second cantilever beam, and the other end of the second guy rope is connected to a corresponding fixed anchor point. The fixed anchor point is a pre-embedded bolt at the bottom of the contact net pole of the double-track railway viaduct or the foundation of the cable base.

[0014] The above-mentioned railway viaduct cantilever crane is characterized in that the railway viaduct cantilever crane further includes a counterweight block, which is installed at the tail end between the first cantilever beam and the second cantilever beam.

[0015] This utility model also provides a railway long rail hoisting equipment, characterized in that it includes multiple railway viaduct cantilever cranes as described above, and the multiple railway viaduct cantilever cranes are arranged sequentially at intervals along the direction of the double-track railway viaduct.

[0016] The above-mentioned railway long rail hoisting equipment is characterized in that each of the multiple railway viaduct cantilever cranes is equipped with a sub-controller for controlling the operation of the corresponding railway viaduct cantilever crane;

[0017] The railway long rail hoisting equipment also includes a main controller, which is connected to each sub-controller and is used to centrally or separately control each railway viaduct cantilever crane, and to allow or prohibit each sub-controller from controlling the corresponding railway viaduct cantilever crane.

[0018] Compared with existing technologies, this utility model provides a rail lifting device suitable for elevated bridge construction. Compared to large cross-line gantry cranes, it has a simpler structure, is easier to assemble, and features a stable double-main-beam structure with high safety. It employs PLC master and slave station control, using two control systems: fixed control and mobile control. The mobile control uses remote control, with a central and branch control system. Branch remote controls are installed above and below the bridge deck for easy hook-and-unhook operation. The centralized and branch control modes ensure the safe and stable lifting of rails onto the transport vehicle, while reducing the number of operators and saving costs. Furthermore, the front gantry is fixed by tie rods inserted at intervals into the double-track sleepers, and the rear gantry is fixed by pre-embedded bolts in the sound barrier. Additional counterweights further enhance the safety factor and ensure the stability of the lifting operation. This meets the construction requirement of "no holes drilled in the beam surface and no expansion bolts installed."

[0019] The utility model will now be described in further detail with reference to the accompanying drawings and embodiments. Attached Figure Description

[0020] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0021] Figure 1 This is a three-dimensional structural diagram of the cantilever crane on the railway viaduct from the first perspective in an embodiment of this utility model.

[0022] Figure 2 for Figure 1 Enlarged view of point A.

[0023] Figure 3 This is a three-dimensional structural diagram of the cantilever crane on the railway viaduct from a second perspective in an embodiment of this utility model.

[0024] Figure 4 This is a view of the cantilever crane on the railway viaduct along the extension direction of the viaduct in an embodiment of this utility model.

[0025] Figure 5 This is a three-dimensional structural diagram of a cantilever crane installed on a viaduct in an embodiment of this utility model.

[0026] Figure 6 for Figure 5 Enlarged view of point B.

[0027] Figure 7 This is a three-dimensional structural diagram of the carrying pole lifting device in the embodiment of this utility model.

[0028] Figure 8 This is a three-dimensional structural diagram of the railway long rail hoisting equipment in this embodiment of the utility model.

[0029] Figure 9 This is a control connection block diagram of the railway long rail hoisting equipment in this embodiment of the utility model.

[0030] Explanation of reference numerals in the attached figures:

[0031] 10—Cantilever beam assembly; 11—First cantilever beam; 12—Second cantilever beam;

[0032] 13—Upper gantry; 14—Diagonal tie rod; 15—Guardrail;

[0033] 16—Maintenance access; 20—Front mast assembly; 21—First front door pillar;

[0034] 22—Second front door pillar; 23—Front door pillar connector; 24—Support base;

[0035] 24-1—Box-shaped bottom plate; 24-2—Tie rod; 24-3—Process hole;

[0036] 30—Rear door frame assembly; 31—First rear door upright; 32—Second rear door upright;

[0037] 33—Rear door column connecting beam; 34—Connecting plate; 40—Electric hoist;

[0038] 41—Guide rope; 41-1—First guide rope; 41-2—Second guide rope;

[0039] 42—Counterweight; 43—Sub-controller; 50—Main controller;

[0040] 60—Carrying pole lifting device; 61—Carrying pole lifting device body; 62—Rail clamp. Detailed Implementation

[0041] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present utility model or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the scope of protection of the present utility model.

[0042] To address the lack of existing lifting equipment for long rails on elevated bridge decks, this utility model provides a cantilever crane for railway elevated bridge decks. It includes a cantilever beam assembly 10, a front gantry assembly 20, and a rear gantry assembly 30. The cantilever beam assembly 10 employs a double main beam mechanism, transforming the original two-point linear lifting into a four-point planar lifting, overcoming the problem of "twisting" during two-point lifting.

[0043] like Figures 1 to 6 As shown, the cantilever crane on the railway viaduct includes a cantilever beam assembly 10, a front gantry assembly 20, and a rear gantry assembly 30. The cantilever beam assembly 10 includes a first cantilever beam 11 and a second cantilever beam 12, which are parallel and spaced apart. The front gantry assembly 20 is located below the cantilever beam assembly 10 and supports it. The upper end of the front gantry assembly 20 is detachably connected to the middle of the first cantilever beam 11 and the second cantilever beam 12, respectively, and the lower end of the front gantry assembly 20 is supported between the two tracks of the double-track railway viaduct. The rear gantry assembly 30 is spaced apart from the front gantry assembly 10. The upper end of the rear gantry assembly 30 is detachably connected to the tail of the first cantilever beam 11 and the second cantilever beam 12, respectively. The lower end of the rear gantry assembly 30 is supported near the foundation of the sound barrier on the double-track railway viaduct, and the rear gantry assembly 30 is connected to the foundation of the sound barrier on the double-track railway viaduct.

[0044] The lifting height of cantilever cranes on railway viaducts is large, generally exceeding 20 meters. Considering that a single electric hoist can easily cause the hook wire rope to "twist" at a lifting height of 20 meters, this embodiment will change the original single-beam single hoist to a double-beam double hoist, transforming the original single-point linear lifting into a double-point planar lifting, thus overcoming the problem of "twisting" during single-point lifting.

[0045] In this embodiment, the first cantilever beam 11 and the second cantilever beam 12 include 36a I-beams, which are welded to the lower part of the cantilever beam body as the running track of the electric hoist.

[0046] like Figure 1 and Figure 2As shown, the front door frame assembly 20 includes a first front door pillar 21, a second front door pillar 22, a front door pillar connector 23, and a support base 24. The first front door pillar 21 is located below the first cantilever beam 11 and is perpendicular to the first cantilever beam 11. The upper end of the first front door pillar 21 is detachably connected to the middle of the first cantilever beam 11. The second front door pillar 22 is located below the second cantilever beam 12 and is perpendicular to the second cantilever beam 12. The upper end of the column 22 is detachably connected to the middle of the second cantilever beam 12. The front door column connector 23 is located between the first front door column 21 and the second front door column 22. One end of the front door column connector 23 is fixedly connected to the first front door column 21, and the other end of the front door column connector 23 is fixedly connected to the second front door column 22. The support base 24 is located between the two tracks of the double-track railway viaduct. The lower ends of the first front door column 21 and the second front door column 22 are both connected to the support base 24.

[0047] In this embodiment, both the first front door pillar 21 and the second front door pillar 22 are square steel tubes, with flanges at the top and corresponding flanges at the lower middle of the first cantilever beam 11 and the second cantilever beam 12. The first front door pillar 21 and the first cantilever beam 11 are detachably connected via flanges. The second front door pillar 22 and the second cantilever beam 12 are also detachably connected via flanges.

[0048] like Figures 1 to 6 As shown, the support base 24 includes a box-shaped base plate 24-1 and a tie rod 24-2. The box-shaped base plate 24-1 is set between the two tracks of the double-track railway viaduct, and the two opposite ends of the box-shaped base plate 24-1 are respectively supported on the edge of the double integral track bed of the double-track railway viaduct. One end of the tie rod 24-2 is detachably and fixedly connected to the box-shaped base plate 24-1, and the other end of the tie rod 24-2 extends along the gap between the pre-embedded sleepers of the integral track bed to the bottom of the rail of the double-track railway viaduct and is connected to the rail. The lower ends of the first front door column 21 and the second front door column 22 are both fixedly connected to the support base 24.

[0049] In this embodiment, the box-shaped bottom plate 24-1 is assembled into a box-shaped structure by welding upper and lower cover plates and a web plate, with a process hole 24-3 in the middle. Using a box-shaped structure not only meets the relevant requirements of the lifting equipment but also reduces the total weight of the equipment, improving the convenience and efficiency of transportation and installation.

[0050] In this embodiment, the lower ends of the first front door pillar 21 and the second front door pillar 22 pass through the support base 24 and are supported on the double-track railway viaduct. Support ribs are provided at the connection between the first front door pillar 21, the second front door pillar 22 and the support base 24 to enhance the strength and stability of the connection between the first front door pillar 21, the second front door pillar 22 and the support base 24.

[0051] In this embodiment, there are multiple tie rods 24-2, which are respectively set on both ends of the box-shaped bottom plate 24-1 near the edge of the double integral track bed.

[0052] In this embodiment, there are eight tie rods 24-2. Four tie rods 24-2 are provided at one end of the box-shaped bottom plate 24-1 near the edge of the double integral track bed, and four tie rods 24-2 are also provided at the other end of the box-shaped bottom plate 24-1 near the edge of the double integral track bed.

[0053] In this embodiment, the pull rod 24-2 is detachably connected to the support base 24 by bolts, and a connection hole is provided at the front end of the pull rod 24-2.

[0054] In this embodiment, the tie rod 24-2 is welded from steel plates. The thickness of the front end is less than that of the rear end. While ensuring that the front end of the tie rod 24-2 can be inserted into the gap between the pre-embedded sleepers in the overall track bed and under the rail, the increased thickness of the rear end effectively improves the load-bearing capacity of the tie rod 24-2. Using steel plate welding, while meeting strength requirements, can effectively reduce equipment weight and improve the efficiency and convenience of transportation and installation.

[0055] In this embodiment, the first front portal column 21 and the second front portal column 22 of the front gantry assembly 20 serve as the main columns of the railway viaduct cantilever crane. Besides ensuring load-bearing capacity, positioning and stability are key performance requirements. Furthermore, due to bridge erection requirements, equipment installed on the beam surface cannot be installed using a simple method of "drilling a hole and installing an expansion bolt." In this embodiment, the railway viaduct cantilever crane utilizes the edges of the double integral track bed for support, designing a box-shaped base plate 24-1 that spans both edges. Utilizing the gaps between the pre-embedded sleepers on the left and right sides of the integral track bed, four tie rods 24-2 are designed from both sides of the box-shaped base plate 24-1, passing through the bottom of the sleepers, and then secured with rail fasteners to firmly connect to the rails. This perfectly solves the primary problem of the main columns not being able to firmly "root" themselves to the beam surface. When the front mast assembly 20 is installed, rubber pads and / or riser pads can be installed under the box-type bottom plate 24-1 and under the first front mast pillar 21 and the second front mast pillar 22 to ensure that the first front mast pillar 21 and the second front mast pillar 22 can be installed vertically and that each support point can be subjected to uniform force. The rubber pads and riser pads can also protect the bridge deck.

[0056] like Figure 1 and Figure 3As shown, the rear door frame assembly 30 includes a first rear door pillar 31, a second rear door pillar 32, a rear door pillar connecting beam 33, and a connecting plate 34. The first rear door pillar 31 is located below the tail of the first cantilever beam 11 and is perpendicular to the first cantilever beam 11. The upper end of the first rear door pillar 31 is detachably connected to the tail of the first cantilever beam 11. The second rear door pillar 32 is located below the tail of the second cantilever beam 12 and is perpendicular to the second cantilever beam 12. The upper end of column 32 is detachably connected to the tail of the second cantilever beam 12. The rear door column connecting beam 33 is located between the first rear door column 31 and the second rear door column 32, near the foundation of the sound barrier on the double-track railway viaduct. One end of the rear door column connecting beam 33 is fixedly connected to the first rear door column 31, and the other end of the rear door column connecting beam 33 is fixedly connected to the second rear door column 32. One end of the connecting plate 34 is connected to the rear door column connecting beam 33, and the other end of the connecting plate 34 is connected to the pre-embedded bolts of the sound barrier foundation.

[0057] In this embodiment, the rear door frame assembly 30 includes a first rear door pillar 31 and a second rear door pillar 32. Both the first rear door pillar 31 and the second rear door pillar 32 are square steel tube structures, with a base plate at the lower end and a flange at the upper end. The first rear door pillar 31 is detachably connected to the tail end of the first cantilever beam 11 via the flange. The second rear door pillar 32 is detachably connected to the tail end of the second cantilever beam 12. The flange connection uses conventional bolt connections. The rear door pillar connecting beam 33 is welded to the first rear door pillar 31 and the second rear door pillar 32.

[0058] In this embodiment, the main beam of the cantilever crane on the railway viaduct is 28 meters above the ground, and long rails are suspended from the outside of the beam. To improve the balance of the main beam under the influence of unknown external forces such as wind resistance, a rear gantry assembly 30 is designed at the rear end of the main beam. The rear gantry assembly 30 not only provides support, but also effectively solves the "rooting" problem of the rear gantry assembly 30's reinforcement function through the connection between the connecting plate 34 and the pre-embedded bolts of the sound barrier. After the main body is installed, the connecting plate 34 can be welded and reinforced on-site according to the probability of the rear gantry assembly 30 encountering the pre-embedded bolts. In addition, considering the influence of unknown external forces such as friction and jamming during the operation of the front of the machine, a counterweight can be added to the rear of the cantilever beam assembly 10. In this embodiment, a 6-ton counterweight is designed.

[0059] In this embodiment, for ease of maintenance, a ladder is installed on the side of the first rear door column 31 or the second rear door column 32 of the rear gantry assembly 30, and a fall protection ring is installed 2m above the bridge surface to ensure the safety of personnel climbing.

[0060] like Figure 1 and Figure 2As shown, the cantilever beam assembly 10 also includes an upper gantry 13, a tie rod 14, a guardrail 15, and a maintenance passage 16. The upper gantry 13 is fixedly connected to the first cantilever beam 11 and the second cantilever beam 12. The upper gantry 13 is located on the side of the first cantilever beam 11 and the second cantilever beam 12 opposite to the front gantry assembly 20, and the upper gantry 13 is arranged along the direction of extension of the front gantry assembly 20. One end of the tie rod 14 is connected to the upper part of the upper gantry 13, and the other end of the tie rod 14 is connected to the first cantilever beam 11 or the second cantilever beam 12. The maintenance passage 16 is fixedly connected to the first cantilever beam 11 and the second cantilever beam 12, and is located between the first cantilever beam 11 and the second cantilever beam 12. The guardrail 15 is arranged on both sides of the maintenance passage 16.

[0061] In this embodiment, the channel plane of the maintenance channel 16 is lower than the top plane of the first cantilever beam 11 and the second cantilever beam 12.

[0062] In this embodiment, the maintenance access passage 16 adopts a bottom-hung design. Since the cantilever beam extends 8 meters above the front gantry assembly 20, it would be extremely dangerous for maintenance personnel to perform aerial repairs if the lower-mounted electric hoist 40 malfunctions. This application utilizes the inner space of the first cantilever beam 11 and the second cantilever beam 12 to design a bottom-hung maintenance railing. This design does not affect the height of the hoisting rail, does not increase wind resistance, and simultaneously creates a safe and secure suspended basket for maintenance personnel. Furthermore, the personnel walkway 16 located above the cantilever beam is equipped with guardrails to prevent personnel from falling.

[0063] In this embodiment, there are six diagonal tie rods 14, arranged in pairs. The upper end of each tie rod 14 is connected to the ear plate at the upper end of the upper gantry 13, and the lower end is connected to the ear plate on either the first cantilever beam 11 or the second cantilever beam 12. Specifically, the upper end of the first pair of tie rods 14 is connected to the ear plate at the upper end of the upper gantry 13, and the lower end is connected to the ear plates welded to the front of the first cantilever beam 11 and the second cantilever beam 12, respectively. The upper end of the second pair of tie rods 14 is connected to the ear plate at the upper end of the upper gantry 13, and the lower end is connected to the ear plates welded to the middle of the first cantilever beam 11 and the second cantilever beam 12, respectively. The upper end of the third pair of tie rods 14 is connected to the ear plate at the upper end of the upper gantry 13, and the lower end is connected to the ear plates welded to the tail of the first cantilever beam 11 and the second cantilever beam 12, respectively. This enhances the bending strength of the main beam.

[0064] like Figure 1 and 3As shown, the railway viaduct cantilever crane also includes a lifting electric hoist 40 and a guy rope 41. There are two lifting electric hoists 40, which are respectively installed on the first cantilever beam 11 and the second cantilever beam 12. The guy rope 41 includes a first guy rope 41-1 and a second guy rope 41-2. One end of the first guy rope 41-1 is fixedly connected to the tail of the first cantilever beam 11, and the other end of the first guy rope 41-1 is connected to a corresponding fixed anchor point. One end of the second guy rope 41-2 is fixedly connected to the tail of the second cantilever beam 12, and the other end of the second guy rope 41-2 is connected to a corresponding fixed anchor point. The fixed anchor point is a pre-embedded bolt at the bottom of the contact wire pole of the double-track railway viaduct or the foundation of the cable base.

[0065] In this embodiment, the lifting electric hoist 40 adopts a national standard product. The rated lifting capacity of a single electric hoist is 3t, the maximum lifting height is 20.5 meters, buffer stops are set at both ends of the electric hoist running track, and the electric hoist is equipped with a rain cover.

[0066] In this embodiment, the two guy ropes 41 are fixed in a figure-eight shape to the base of the sound barrier or the base of the contact wire pole on the side of the bridge. The fixing position is determined according to the distance on site.

[0067] like Figures 1 to 7 As shown, the railway viaduct cantilever crane in this embodiment also includes a spreader 60, which includes a spreader body 61 and rail clamps 62. There are four rail clamps 62, with two rail clamps 62 located at one end of the spreader body 61 and the other two rail clamps 62 located at the other end of the spreader body 61.

[0068] In this embodiment, the main body 61 of the spreader lifting device is a triangular truss.

[0069] In this embodiment, the spreader 60 is 10620mm long, 500mm wide, and 600mm high. It is mainly welded from end plates, rectangular tubes, square tubes, round tubes, stiffening plates, connecting plates, and steel plates. The upper part of the spreader 60 utilizes round steel lifting lugs and lifting ring reinforcing plates welded together to form hooks and lifting rings. There are two lifting rings, each connected to the hooks of two electric hoists 40. The rail clamp 62 is connected to the spreader 60 connecting plate using shackles, serving as a rail mounting device.

[0070] A cantilever crane on a railway viaduct uses a spreader 60 to lift long rails. In this embodiment, to ensure the straightness of the long rails during lifting, the rigidity and bending resistance of the rails are considered. During the lifting process, the spreader 60 is added, and the spacing between the cantilever cranes is increased, reducing equipment investment and ensuring the straightness of the long rails. Simultaneously, four rail clamps 62 are installed on the spreader 60, allowing for the simultaneous lifting of two rails, doubling the efficiency.

[0071] like Figure 1 and Figure 3As shown, the railway viaduct cantilever crane also includes a counterweight 42, which is installed at the tail end between the first cantilever beam 11 and the second cantilever beam 12.

[0072] In this embodiment, the railway viaduct cantilever crane can be equipped with a counterweight at the rear end of the cantilever beam to create a balancing force, based on the weight of the lifted rails and the weight of the lifting equipment and the cantilever crane itself, thus ensuring the lifting safety of the cantilever crane. The counterweight adopts a modular structure and can be directly attached to the tail end between the first cantilever beam 11 and the second cantilever beam 12.

[0073] In this embodiment, to ensure nighttime construction, the cantilever crane on the railway viaduct is equipped with sufficient lighting devices, using LED lights. Simultaneously, the lifting equipment is equipped with dual lifting limits and travel limits. To prevent overloading, a lifting capacity limiter is installed on the electric hoist wire rope and connected to the control circuit; overload will automatically trigger an alarm and disconnect the power. The cantilever group is equipped with electric bells and alarms, serving as prompts and warnings during operation.

[0074] This utility model also discloses a railway long rail hoisting device, such as... Figure 3 As shown, it includes multiple railway viaduct cantilever cranes, which are arranged at intervals along the direction of the double-track railway viaduct.

[0075] like Figure 8 and Figure 9 As shown, each of the multiple railway viaduct cantilever cranes is equipped with a sub-controller 43 for controlling the operation of the corresponding railway viaduct cantilever crane; the railway long rail hoisting equipment also includes a main controller 50, which is connected to each of the sub-controllers 43 and is used to centrally or separately control each railway viaduct cantilever crane through each sub-controller 43, and to allow or prohibit each sub-controller 43 from controlling the corresponding railway viaduct cantilever crane.

[0076] The power supply for the railway viaduct cantilever cranes is provided by an external three-phase five-wire grid, and all control circuits and components use 36V low-voltage control. The controller is a PLC controller. A main control and substation control linkage method is adopted, allowing multiple railway viaduct cantilever cranes' electric hoists to simultaneously operate and start sequentially in a single group, meeting the requirements for synchronous lifting, translation, loading, and individual fine-tuning of rails. The control system is set up with a central control and sub-control systems, and includes fixed and mobile controls. Fixed control is via buttons, while mobile control is via remote control. Each double-beam cantilever crane is equipped with a remote control above and below the bridge, along with a central control remote control. This facilitates worker hook-and-hoop connection and operation. The centralized and sub-control mode ensures the safe and stable lifting of rails onto transport vehicles, while reducing the number of operators and saving costs.

[0077] This utility model also discloses a method for hoisting long rails, which includes:

[0078] First, based on the route of the viaduct, select sections with relatively low height, straight lines, and large radii of curvature as the locations for long rail hoisting.

[0079] Secondly, based on the starting position of the 100-meter-long rail, determine the corresponding area where the cantilever cranes are located. Determine the positions of cantilever cranes #1 and #5 by moving 10 meters inward from each end, then determine the positions of cantilever cranes #2 and #4 by moving 20 meters inward from each end, and finally determine the center position as #3.

[0080] Secondly, this is a rough position; it needs to be fine-tuned based on the spacing between the sleepers on both sides to ensure that the tie rod can extend into the sleeper spacing and be securely anchored to the rail above it. The location of the pre-embedded bolts for the sound barrier should also be considered, avoiding electrification poles and the base of the wind-stayed cable.

[0081] Secondly, after the front column is positioned, the rear column is placed in the cable trough. After the bridge surface is leveled over the main beam, the rear column crossbeam is precisely aligned with the flange plate fixed on the pre-embedded bolts of the corresponding sound barrier, and then welded together.

[0082] Then, the counterweight block at the rear end of the main beam is hoisted.

[0083] Finally, the cantilever cranes lowered the long rail trains, which were pre-positioned on the track, onto the beam. Two 100-meter-long rails were then transported to their designated positions via a conveyor line. Five cantilever cranes simultaneously lowered their spreader beams with double rail clamps to secure the rail tops. Then, the rotating brackets carrying the pre-positioned long rail trains were simultaneously lifted over the box girder surface and placed on designated support rollers. Immediately afterwards, anti-slip locking and reinforcement were implemented, and the rails were moved out for further installation.

[0084] Using railway long-rail hoisting equipment, an average of two 100-meter rails are hoisted every 10 minutes, with 28 rails loaded per train, taking 2.5 hours. Each shift loads 4 long-rail cars, totaling 112 rails. This significantly improves construction efficiency and allows the project to be completed ahead of schedule.

[0085] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A cantilever crane for railway viaducts, the cantilever crane being suitable for installation on a double-track railway viaduct, characterized in that, include: The cantilever beam assembly (10) includes a first cantilever beam (11) and a second cantilever beam (12), wherein the first cantilever beam (11) and the second cantilever beam (12) are arranged in parallel and at intervals. A front gantry assembly (20) is disposed below the cantilever beam assembly (10) and is used to support the cantilever beam assembly (10). The upper end of the front gantry assembly (20) is detachably connected to the middle of the first cantilever beam (11) and the second cantilever beam (12), respectively. The lower end of the front gantry assembly (20) is supported between the two tracks of the double-track railway viaduct. The rear gantry assembly (30) is spaced apart from the front gantry assembly (20). The upper end of the rear gantry assembly (30) is detachably connected to the tail ends of the first cantilever beam (11) and the second cantilever beam (12), respectively. The lower end of the rear gantry assembly (30) is supported in the cable trough near the foundation of the sound barrier on the double-track railway viaduct, and the rear gantry assembly (30) is connected to the foundation of the sound barrier on the double-track railway viaduct.

2. The cantilever crane for railway viaducts according to claim 1, characterized in that, The front door frame assembly (20) includes a first front door pillar (21), a second front door pillar (22), a front door pillar connector (23), and a support base (24). The first front door pillar (21) is located below the first cantilever beam (11) and is perpendicular to the first cantilever beam (11). The upper end of the first front door pillar (21) is detachably connected to the middle part of the first cantilever beam (11). The second front door pillar (22) is located below the second cantilever beam (12) and is perpendicular to the second cantilever beam (12). The upper ends of the two front door pillars (22) are detachably connected to the middle of the second cantilever beam (12). The front door pillar connector (23) is located between the first front door pillar (21) and the second front door pillar (22). One end of the front door pillar connector (23) is fixedly connected to the first front door pillar (21), and the other end of the front door pillar connector (23) is fixedly connected to the second front door pillar (22). The support base (24) is located between the two lines of the double-track railway viaduct. The lower ends of the first front door pillar (21) and the second front door pillar (22) are both connected to the support base (24).

3. A cantilever crane for railway viaducts according to claim 2, characterized in that, The support base (24) includes a box-shaped base plate (24-1) and a tie rod (24-2). The box-shaped base plate (24-1) is set between the two tracks of the double-track railway viaduct, and the two opposite ends of the box-shaped base plate (24-1) are respectively supported on the edge of the double integral track bed of the double-track railway viaduct. One end of the tie rod (24-2) is detachably and fixedly connected to the box-shaped base plate (24-1), and the other end of the tie rod (24-2) extends along the gap between the pre-embedded sleepers of the integral track bed to the bottom of the rail of the double-track railway viaduct and is connected to the rail.

4. A cantilever crane for railway viaducts according to claim 1, characterized in that, The rear door frame assembly (30) includes a first rear door pillar (31), a second rear door pillar (32), a rear door pillar connecting beam (33), and a connecting plate (34). The first rear door pillar (31) is located below the tail of the first cantilever beam (11) and is perpendicular to the first cantilever beam (11). The upper end of the first rear door pillar (31) is detachably connected to the tail of the first cantilever beam (11). The second rear door pillar (32) is located below the tail of the second cantilever beam (12) and is perpendicular to the second cantilever beam (12). The upper end of the gate post (32) is detachably connected to the tail of the second cantilever beam (12). The rear gate post connecting beam (33) is located between the first rear gate post (31) and the second rear gate post (32) near the foundation of the sound barrier on the double-track railway viaduct. One end of the rear gate post connecting beam (33) is fixedly connected to the first rear gate post (31), and the other end of the rear gate post connecting beam (33) is fixedly connected to the second rear gate post (32). One end of the connecting plate (34) is connected to the rear gate post connecting beam (33), and the other end of the connecting plate (34) is connected to the pre-embedded bolts of the sound barrier foundation.

5. A cantilever crane for railway viaducts according to claim 1, characterized in that, The cantilever beam assembly (10) also includes an upper gantry (13), a tie rod (14), a guardrail (15), and a maintenance access (16). The upper gantry (13) is fixedly connected to the first cantilever beam (11) and the second cantilever beam (12). The upper gantry (13) is located on the side of the first cantilever beam (11) and the second cantilever beam (12) opposite to the front gantry assembly (20), and the upper gantry (13) extends along the direction of the front gantry assembly (20). The diagonal brace (14) is configured such that one end is connected to the upper part of the upper gantry (13), and the other end is connected to the first cantilever beam (11) or the second cantilever beam (12). The maintenance passage (16) is fixedly connected to the first cantilever beam (11) and the second cantilever beam (12) and is located between the first cantilever beam (11) and the second cantilever beam (12). The protective railing (15) is set on both sides of the maintenance passage (16).

6. A cantilever crane for railway viaducts according to claim 1, characterized in that, The railway viaduct cantilever crane also includes a lifting electric hoist (40) and a guy rope (41). There are two lifting electric hoists (40), which are respectively installed on the first cantilever beam (11) and the second cantilever beam (12). The guy rope (41) includes a first guy rope (41-1) and a second guy rope (41-2). One end of the first guy rope (41-1) is fixedly connected to the tail of the first cantilever beam (11), and the other end of the first guy rope (41-1) is connected to a corresponding fixed anchor point. One end of the second guy rope (41-2) is fixedly connected to the tail of the second cantilever beam (12), and the other end of the second guy rope (41-2) is connected to a corresponding fixed anchor point. The fixed anchor point is a pre-embedded bolt at the bottom of the contact net pole of the double-track railway viaduct or the foundation of the cable base.

7. A cantilever crane for railway viaducts according to claim 1, characterized in that, The railway viaduct cantilever crane also includes a counterweight (42), which is installed at the tail between the first cantilever beam (11) and the second cantilever beam (12).

8. A railway long rail hoisting device, characterized in that, It includes multiple railway viaduct cantilever cranes as described in any one of claims 1 to 7, with the multiple railway viaduct cantilever cranes arranged sequentially at intervals along the direction of the double-track railway viaduct.

9. A railway long rail hoisting device according to claim 8, characterized in that, Each of the aforementioned railway viaduct cantilever cranes is equipped with a sub-controller (43) for controlling the operation of the corresponding railway viaduct cantilever crane; The railway long rail hoisting equipment also includes a main controller (50), which is connected to each sub-controller (43) and is used to centrally or separately control each railway viaduct cantilever crane through each sub-controller (43), and to allow or prohibit each sub-controller (43) from controlling the corresponding railway viaduct cantilever crane.

Images