A bridge girder launching machine crown block

Abstract

The utility model discloses a bridge girder erection machine crown block belongs to bridge construction machinery technical field. The crown block is in view of the technical problem that traditional crown block cannot adapt to the curve, gradient and broken line track, adopts the structure scheme that rigid support leg and flexible support leg are combined. Rigid support leg is fixed to the crown block main girder to provide stable load bearing, and flexible support leg is through the double axle articulation between its lower crossbeam and walking trolley, lower crossbeam and upper crossbeam, and cooperates the gap between stand and upper crossbeam, forms multistage rotation freedom degree. This structure makes walking trolley be able to in horizontal plane deflection to adapt to broken line trend, and be able to in longitudinal plane pitch to compensate track gradient, effectively solved the gnawing rail, uneven wheel pressure and the risk of derailment, improved the passing capacity, operation stability and structural reliability of crown block under the complex track condition.

Description

Technical Field

[0001] This utility model relates to the field of bridge construction machinery technology, specifically a bridge erecting machine overhead crane. Background Technology

[0002] Bridge erecting machines are key equipment used in bridge construction for erecting precast beam segments. The overhead crane, as the core transport and lifting component of the bridge erecting machine, directly determines the overall construction efficiency, adaptability, and safety of the machine. Traditional bridge erecting machine overhead cranes are designed primarily for straight tracks and standard working conditions, revealing numerous insurmountable technical limitations when faced with the increasingly complex track layouts in modern bridge engineering.

[0003] Specifically, traditional bridge-building cranes generally employ a rigid wheel-rail system and a rigid outrigger structure. The wheels of their traveling trolleys are typically fixed to the same rigid frame, and the outriggers are also rigidly connected to the main beam of the crane. This structure is stable on straight tracks, but problems arise when traversing curved or irregular tracks: Unable to adapt to horizontal curves and bends: When the track has angles (e.g., small radius curves below 10° common in urban light rail), the fixed-track traveling trolley cannot align its wheel tangents with the track direction. This leads to severe friction and interference between the wheel flange and the rail side, a phenomenon known as "rail biting." This not only exacerbates wear on the wheel hub and rail but also causes abnormally high wheel pressure, posing a significant safety hazard of derailment.

[0004] Unable to compensate for changes in track spacing: Due to manufacturing and installation errors or foundation settlement, the spacing between the two parallel tracks may vary slightly during actual construction. The rigid leg structure of traditional overhead cranes cannot dynamically adjust the wheel gauge. These minute changes in track spacing will translate into enormous internal structural stress, obstructing crane operation and potentially causing equipment jamming or structural damage in severe cases.

[0005] Difficulty in handling longitudinal gradients and superelevation on curves: On gradients or superelevation sections (i.e., the outer rail is higher than the inner rail), the track plane is not horizontal. The rigid outriggers of traditional overhead cranes cannot pitch and rotate in the longitudinal plane, resulting in some wheels being suspended in the air while the remaining wheels are severely overloaded. This not only causes uneven load distribution, affecting structural stability, but also generates huge dynamic impact loads during startup and braking, which can easily lead to fatigue of the metal structure under long-term action, shortening the equipment's lifespan.

[0006] To partially address the aforementioned issues, some existing technologies have employed fully flexible outriggers or active hydraulic adjustment systems. However, while fully flexible outriggers offer good adaptability, their overall rigidity is poor, making them prone to instability under heavy loads. Active adjustment systems, on the other hand, rely on complex sensors, hydraulic cylinders, and control systems, resulting in high manufacturing costs, difficult maintenance, and unreliable performance in harsh construction environments. Furthermore, their response delays may not be able to fully keep up with continuous changes in the track.

[0007] Therefore, there is an urgent need in this field for a bridge erecting machine overhead crane solution that can flexibly adapt to complex tracks (including broken lines, gradients, and curves with superelevation), maintain sufficient structural rigidity and stability, and simultaneously possess high reliability and reasonable cost. This utility model has emerged in response to this technological background. Utility Model Content

[0008] The purpose of this utility model is to provide a bridge erecting machine overhead crane to solve the problem mentioned in the background art that the current existing technology lacks a solution for a bridge erecting machine overhead crane that can flexibly adapt to complex tracks, maintain sufficient structural rigidity and stability, and at the same time have high reliability and reasonable cost.

[0009] To achieve the above objectives, this utility model provides the following technical solution: A bridge erecting machine trolley includes a main beam, a traveling trolley, rigid legs, and flexible legs. The upper end of the rigid support leg is fixed to one end of the main beam of the crane by a flange and high-strength bolts, and its lower end is connected to the traveling trolley by the first double-axis hinge. The flexible outrigger includes an upper crossbeam, a column, and a lower crossbeam arranged sequentially from top to bottom. The lower crossbeam and the column are welded together as an integral structure. The lower crossbeam and the upper crossbeam are connected by a second double-axis hinge. The lower crossbeam and the traveling trolley are connected by a third double-axis hinge. A preset gap is provided between the upper end of the column and the upper crossbeam, forming a two-dimensional rotational degree of freedom; The first, second, and third double-axis hinges all include a horizontally arranged horizontal axis and a vertically arranged vertical axis. The two ends of the horizontal axis are fixed to the clamping plate by bolts to restrict its axial movement, retaining only the rotational degree of freedom.

[0010] Furthermore, the bottom of the vertical shaft is mounted in a bearing housing via a self-aligning roller bearing, and the bearing housing is fixed to the base plate of the traveling trolley.

[0011] Furthermore, a horizontal shaft is installed through the ear plate, and the ear plate is welded and fixed to the lower crossbeam or the base plate of the traveling trolley.

[0012] Furthermore, the traveling trolley includes a frame, a drive motor, a reducer, and wheels. The drive motor (22) is connected to the drive shaft of the wheels through the reducer. The frame is provided with a mounting seat for installing a double-axis hinge.

[0013] Furthermore, rail clamps are bolted to the frame of the traveling trolley, with the clamp jaws of the rail clamps arranged on both sides of the head of the rail.

[0014] Furthermore, the width of the preset gap is 10-30mm, and a rubber buffer pad is provided inside the gap.

[0015] Furthermore, a winch is installed on the main beam of the overhead crane. The winch is connected to the slewing device through a hydraulic lateral movement system, which includes hydraulic cylinders and slide rails to achieve precise lateral positioning of the device.

[0016] Furthermore, the lower crossbeams of both the rigid and flexible outriggers are box-shaped welded structures with internal reinforcing ribs.

[0017] Furthermore, the overhead crane is also equipped with an electrical control system, including a PLC controller, a frequency converter, and an angle sensor. The angle sensor is installed at the dual-axis hinge and is used to detect the sway angle of the outriggers and feed it back to the PLC controller.

[0018] Furthermore, the PLC controller controls the speed and direction of the drive motor based on the angle sensor signal, thereby achieving differential speed adjustment of the two traveling trolleys.

[0019] Compared with the prior art, the beneficial effects of this utility model are: (1) Improved the adaptability of the overhead crane to complex tracks. By adopting a "one rigid and one flexible" support leg structure and combining it with a dual-axis articulation design with horizontal and vertical axes, the traveling trolley can yaw and rotate in the horizontal plane and pitch and rotate in the longitudinal plane. This structure enables the overhead crane to effectively adapt to horizontal broken lines, curves, and tracks with longitudinal slopes or superelevation sections, solving the risks of rail wear, uneven wheel pressure, and derailment that exist in traditional rigid structure overhead cranes under such working conditions; (2) The structural stress is optimized, improving operational safety and reliability. The rigid outriggers provide stable main load-bearing capacity and lateral constraint, while the flexible outriggers passively absorb and compensate for additional stress caused by track geometry changes through their unique dual-axis hinges and two-dimensional rotational degrees of freedom. This design ensures the overall structural rigidity while avoiding structural jamming or internal stress concentration caused by non-straight or uneven tracks, reducing the risk of structural fatigue damage and making operation safer and more reliable. (3) It achieves efficient and stable passive adaptation, with strong system robustness and simple maintenance. The crane's adaptation to the track is achieved entirely through the inherent characteristics of the mechanical structure, without relying on a complex active control system. This passive adaptive mechanism reduces the system's manufacturing cost and failure rate, making it particularly suitable for harsh construction environments. It also reduces reliance on precision sensors and maintenance needs, ensuring the continuity and economy of construction. Attached Figure Description

[0020] Figure 1 This is a front view of a bridge erecting machine trolley according to the present invention; Figure 2 This is a right view of a bridge erecting machine trolley according to the present invention; Figure 3 This is a front view of the traveling trolley structure of a bridge erecting machine crane according to this utility model; Figure 4 This is a view of the double-axis hinge structure of a bridge erecting machine trolley according to the present invention.

[0021] In the diagram: 1. Main beam of the overhead crane; 2. Traveling trolley; 21. Frame; 22. Drive motor; 23. Reducer; 24. Wheel; 3. Rigid outrigger; 4. Flexible outrigger; 41. Upper crossbeam; 42. Column; 43. Lower crossbeam; 5. First double-axis hinge; 6. Second double-axis hinge; 7. Third double-axis hinge; 8. Horizontal shaft; 9. Vertical shaft; 10. Self-aligning roller bearing; 11. Bearing housing; 12. Ear plate; 13. Rail clamp; 14. Winch; 15. Hydraulic lateral movement system; 16. Slewing device. Detailed Implementation

[0022] 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. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0023] This utility model provides a bridge erecting machine overhead crane, which can achieve the function of traveling along a broken line. For example... Figure 1 and Figure 2 As shown, the overhead crane mainly includes a main beam 1, a traveling trolley 2, rigid outriggers 3, and flexible outriggers 4. The main beam 1 serves as the primary load-bearing structure, and a winch 14 is mounted on top of it. This winch 14 is connected to a rotating hoist 16 below via a hydraulic lateral movement system 15. The hydraulic lateral movement system 15 includes hydraulic cylinders and slide rails, which drive the rotating hoist 16 to move laterally, achieving precise alignment of the precast beam segments.

[0024] The upper end of the rigid support leg 3 is rigidly fixed to one end of the main beam 1 of the crane via a flange and high-strength bolts, forming a stable main load-bearing point. Its lower end is connected to a traveling trolley 2 via a first double-axis hinge 5.

[0025] Flexible outrigger 4 is located at the other end of the main beam 1 of the overhead crane, corresponding to the rigid outrigger 3, forming a "one rigid, one flexible" outrigger layout. The flexible outrigger 4, from top to bottom, includes an upper crossbeam 41, a column 42, and a lower crossbeam 43. The lower crossbeam 43 and the column 42 are welded together to form an integral rigid structure, ensuring the overall strength of the lower part of the outrigger. The lower crossbeam 43 is connected to the upper crossbeam 41 via a second double-axis hinge 6, and simultaneously, the lower crossbeam 43 is connected to another traveling trolley 2 via a third double-axis hinge 7. Crucially, the upper end of the column 42 extends into the upper crossbeam 41, with a predetermined gap 44 between them. The preferred width of this predetermined gap 44 is 10-30mm, and a rubber buffer pad 45 is provided within the gap. This structure forms a crucial "secondary degree of rotational freedom," allowing the column 42 to rotate slightly relative to the upper crossbeam 41 in the longitudinal plane.

[0026] Combination Figure 3 and Figure 4 The first dual-axis hinge 5, the second dual-axis hinge 6, and the third dual-axis hinge 7 have the same core structure. Each dual-axis hinge includes a horizontally arranged horizontal axis 8 and a vertically arranged vertical axis 9.

[0027] Specifically, the bottom of the vertical shaft 9 is mounted in a bearing housing 11 via a self-aligning roller bearing 10, which is bolted to the base plate of the traveling trolley 2. The use of the self-aligning roller bearing 10 allows the vertical shaft 9 to rotate smoothly within a certain angle.

[0028] The horizontal shaft 8 is installed through the ear plate 12, which is welded and fixed to the lower crossbeam 43 or the base plate of the traveling trolley 2. The two ends of the horizontal shaft 8 are fixed to the clamping plates by bolts, which strictly restricts its axial movement and only retains the degree of freedom of rotation around the axis.

[0029] like Figure 3 As shown, the traveling trolley 2 includes a frame 21, a drive motor 22, a reducer 23, and wheels 24. The drive motor 22 transmits power to the drive shaft of the wheels 24 through the reducer 23, driving the trolley to run on the track. The frame 21 is equipped with a mounting base for installing a double-axis hinge. In addition, a rail clamp 13 is bolted to the frame 21, with its jaws corresponding to both sides of the rail head, used to clamp the rail when the trolley stops, preventing accidental movement or slippage of the equipment.

[0030] To further enhance structural strength, the lower crossbeams 43 of both the rigid support leg 3 and the flexible support leg 4 adopt a box-type welded structure and are equipped with several reinforcing ribs inside.

[0031] The working principle of the overhead crane for bridge erecting according to this utility model is as follows: The overhead crane is powered by a drive motor 22 and travels on the track via wheels 24 of the traveling trolley 2. When entering a horizontal zigzag or curved track, the lateral force exerted by the track on the wheels 24 causes the traveling trolley 2 to yaw and rotate in the horizontal plane around the vertical axis 9 of the double-axis hinge. This rotation automatically aligns the direction of travel of the wheels 24 with the tangential direction of the track, effectively avoiding "rail biting" and derailment risks. During this process, the rigid legs 3 provide a stable reference and main constraints, while the flexible legs 4, through their multiple hinge points (the second double-axis hinge 6 and the third double-axis hinge 7) and the preset gap 44 between the column 42 and the upper crossbeam 41, release greater yaw freedom, coordinate the yaw angle difference between the two legs, and prevent the structure from jamming.

[0032] When traversing tracks with longitudinal slopes or superelevation on curves (where there is a height difference between the inner and outer rails), the elevation changes of the track cause the traveling trolley 2 to pitch and rotate in the longitudinal plane around the horizontal axis 8 of the double-axis hinge. This rotation compensates for the elevation difference of the track, ensuring that all wheels 24 remain in contact with the track surface, bearing load evenly and avoiding excessive wheel pressure and uneven structural stress caused by wheel suspension. The "secondary rotational degree of freedom" of the flexible outrigger 4 further releases the structural constraints under this condition, allowing the lower crossbeam 43, column 42, and trolley assembly to adapt to slope changes more flexibly as a whole.

[0033] In summary, this utility model, through the collaborative design of "one rigid and one flexible" support legs and multi-degree-of-freedom dual-axis hinges, achieves stable and safe operation of the bridge erecting machine trolley on complex tracks in a purely mechanical passive adaptive manner.

[0034] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A bridge erecting machine overhead crane, comprising a main beam (1), a traveling trolley (2), rigid legs (3), and flexible legs (4), characterized in that: The upper end of the rigid support leg (3) is fixed to one end of the main beam (1) of the crane by a flange and high-strength bolts, and its lower end is connected to the traveling trolley (2) by a first double-axis hinge (5). The flexible support leg (4) includes an upper crossbeam (41), a column (42) and a lower crossbeam (43) arranged sequentially from top to bottom. The lower crossbeam (43) is welded to the column (42) as an integral structure. The lower crossbeam (43) is connected to the upper crossbeam (41) through a second double-axis hinge (6). The lower crossbeam (43) is connected to the traveling trolley (2) through a third double-axis hinge (7). A preset gap is provided between the upper end of the column (42) and the upper crossbeam (41) to form a two-dimensional rotational degree of freedom; The first dual-axis hinge (5), the second dual-axis hinge (6) and the third dual-axis hinge (7) each include a horizontally arranged horizontal axis (8) and a vertically arranged vertical axis (9). The two ends of the horizontal axis (8) are fixed to the clamping plate by bolts to restrict its axial movement, and only the rotational degree of freedom is retained.

2. The overhead crane for bridge erecting according to claim 1, characterized in that: The bottom of the vertical shaft (9) is mounted in a bearing housing (11) by a self-aligning roller bearing (10), which is fixed to the base plate of the traveling trolley (2).

3. The overhead crane for bridge erecting according to claim 1, characterized in that: The horizontal shaft (8) is installed through the ear plate (12), and the ear plate (12) is welded and fixed to the bottom plate of the lower crossbeam (43) or the traveling trolley (2).

4. The overhead crane for bridge erecting according to claim 1, characterized in that: The traveling trolley (2) includes a frame (21), a drive motor (22), a reducer (23) and wheels (24). The drive motor (22) is connected to the drive shaft of the wheels (24) through the reducer (23). The frame (21) is provided with a mounting seat for installing a double-axis hinge.

5. A bridge-building overhead crane according to claim 1, characterized in that: The frame of the traveling trolley (2) is bolted with a rail clamp (13), and the jaws of the rail clamp (13) are arranged on both sides of the head of the rail.

6. The overhead crane for bridge erecting according to claim 1, characterized in that: The width of the preset gap is 10-30mm, and a rubber buffer pad is provided inside the gap.

7. A bridge erecting machine gantry crane according to claim 1, characterized in that: A winch (14) is installed on the main beam (1) of the crane. The winch (14) is connected to the slewing device (16) through a hydraulic lateral movement system (15). The hydraulic lateral movement system (15) includes a hydraulic cylinder and a slide rail to achieve precise lateral positioning of the device.

8. A bridge-building overhead crane according to claim 1, characterized in that: The lower crossbeams (43) of both the rigid support leg (3) and the flexible support leg (4) are box-shaped welded structures with internal reinforcing ribs.

9. A bridge-building overhead crane according to claim 1, characterized in that: The overhead crane is also equipped with an electrical control system, including a PLC controller, a frequency converter, and an angle sensor. The angle sensor is installed at the dual-axis hinge and is used to detect the sway angle of the outriggers and feed it back to the PLC controller.

10. A bridge-building overhead crane according to claim 9, characterized in that: The PLC controller controls the speed and direction of the drive motor (22) according to the angle sensor signal, so as to realize the differential speed adjustment of the two walking trolleys.

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