A stable optimization device for a rail crane track

Abstract

The utility model relates to industrial crane technical field, and disclose a kind of stable optimization device of rail crane track, including track beam, crane track support and reinforced concrete beam, the track beam is hoisted in the lower of the reinforced concrete beam by the crane track support, further include: horizontal stabilizing component, it includes the limit steel beam of multiple vertical settings between the top of two parallel track beams, the both ends of the limit steel beam are fixedly connected with track beam;Vertical limiting component, it includes reinforcing steel that is welded in the included angle of the crane track support with the reinforced concrete beam, the upper end surface of the reinforcing steel is attached with the lower end surface of the reinforced concrete beam.The utility model is welded multiple limit steel beams between parallel track beam, forms a horizontal truss system, the structure can actively resist the horizontal force that makes track close to each other, permanently lock track spacing at design value, fundamentally eliminates the hidden danger of rail clamping.

Description

Technical Field

[0001] This utility model relates to the field of industrial crane technology, specifically to a track stability optimization device for preventing harmful deformation and displacement of over-rail cranes after operation, and ensuring their long-term stable operation. Background Technology

[0002] In industrial plants, the use of rail cranes is very common. The design and construction of their rail systems currently mainly refer to national standard drawings. However, these drawings mainly provide basic structures and do not fully consider the complex dynamic issues in actual use.

[0003] In actual operation, especially under conditions of heavy lifting capacity and frequent use, the track system will encounter two typical problems: 1. Horizontal deformation: Due to improper operation, there is an angle between the wire rope and the plumb line when lifting heavy objects, which generates a horizontal force on the two parallel rails that brings them closer together. Under long-term action, the rail spacing becomes smaller, causing the crane wheels to "get stuck" on the rails. 2. Vertical displacement: When the track suspension bracket is subjected to a dynamic load that is not entirely vertical, it will generate a downward force and a prying force. This causes the bracket and connecting bolts, which are originally fixed by friction, to slowly slip, resulting in uneven sinking of the track. Ultimately, a height difference will appear at the intersection of the two perpendicular tracks, making it impossible for the crane to smoothly "cross the track".

[0004] The existing solution involves frequent high-altitude maintenance and track leveling after problems occur. This is not only time-consuming, labor-intensive, and costly, but also poses risks associated with working at heights. Furthermore, it seriously disrupts normal production and is a passive maintenance approach that only addresses the symptoms, not the root cause. Therefore, there is an urgent need for an optimization device that can proactively limit harmful track displacements from the structural source. Utility Model Content

[0005] To address the technical problems existing in the background art, this utility model proposes a stability optimization device for the track of a rail-crossing crane.

[0006] This utility model proposes a stability optimization device for a crane track, comprising a track beam, a crane track support, and a reinforced concrete beam. The track beam is suspended below the reinforced concrete beam by the crane track support. It also includes: a horizontal stabilizing component comprising multiple limiting steel beams vertically arranged between the tops of two parallel track beams, with both ends of the limiting steel beams fixedly connected to the track beams; and a vertical limiting component comprising reinforcing steel welded to the angle between the crane track support and the reinforced concrete beam, with the upper end face of the reinforcing steel abutting against the lower end face of the reinforced concrete beam. To address the issues of "horizontal deformation and rail jamming, and vertical displacement and settlement" in the rails of cranes crossing tracks, this device achieves active stabilization through a dual "horizontal + vertical" component. In the horizontal stabilization component, multiple limiting steel beams are vertically connected to the parallel track beams, forming a horizontal truss system that directly resists the horizontal forces causing the tracks to approach each other, locking the track spacing and eliminating the risk of rail jamming at its source. In the vertical limiting component, reinforcing steel is welded to the angle between the support and the concrete beam, forming a rigid support that transfers the vertical load and prying force to the concrete beam, preventing the support from slipping and the track from settling. The two components work together to form a spatial stabilization system, replacing traditional passive maintenance, adapting to high-capacity and high-frequency operating conditions, reducing high-altitude maintenance, and ensuring the smooth crossing of the crane.

[0007] As a further optimization of this utility model, the upper end of the crane rail support is connected to the reinforced concrete beam by bolt fasteners; the reinforced concrete beam is provided with vertical bolt holes for the bolt fasteners to pass through. The pre-drilled holes for the vertical bolts provide vertical adjustment space for the bracket. During the initial installation, the bracket can be allowed to sink naturally to a stable position, eliminating the potential displacement risk caused by installation gaps or uneven friction, and avoiding later deformation caused by initial stress concentration. This connection method takes into account both the reliability of fixation and the flexibility of installation, adapts to the construction requirements of the track system, and lays the foundation for the subsequent reinforcement of the vertical limiting components.

[0008] Furthermore, the bolt pre-drilled holes are either oblong holes or circular holes with a diameter larger than that of the bolt shank, further expanding the vertical range of motion of the bolt shank. This ensures that the support can fully sink to a mechanically stable position, avoiding suspension or stress concentration of the support due to hole position limitations. At the same time, the hole design allows for fine-tuning of the bolt shank position during installation, adapting to hole position deviations during concrete beam pouring, improving installation tolerance, ensuring precise connection between the support and the concrete beam, and providing a good foundation for subsequent grouting and consolidation.

[0009] Furthermore, the bolt pre-drilled hole is filled with grout that covers and fixes the bolt shank of the bolt fastener. By filling the bolt pre-drilled hole with grout, the bolt shank is completely fixed to the hole wall, transforming the bolt from a "moving hinge" to a "fixed end". This completely eliminates any slight loosening or shear displacement of the bolt shank, enhancing the connection rigidity. At the same time, the grout fills the gap between the hole wall and the bolt shank, preventing bolt corrosion caused by moisture intrusion and extending service life. This design upgrades the friction connection to a "mechanical + grouting" dual fixation, improving vertical load-bearing capacity, resisting dynamic loads and prying forces, and preventing support slippage.

[0010] As a further optimization of this utility model, the crane rail support is symmetrically provided with diagonal supports on both sides, and the two ends of the diagonal supports are respectively fixed to the upper side of the crane rail support and the upper surface of the rail beam. The symmetrical diagonal bracing, together with the support frame and track beam, forms a triangular stable structure. The triangular structure has the characteristic of being non-deformable, which can effectively distribute the horizontal and vertical loads transmitted by the track beam, enhance the overall rigidity of the support frame, and prevent the support frame from tilting or bending due to unilateral force. At the same time, the diagonal bracing can reduce the vertical deflection of the support frame, prevent uneven settlement of the track beam, adapt to the dynamic loads during crane operation, provide auxiliary support for the horizontal stabilizing components, and improve the overall structural stability.

[0011] As a further optimization of this utility model, the end of the limiting steel beam is welded to the side near the connection between the bottom end of the inclined support and the track beam; The end of the limiting steel beam is welded to the connection area between the diagonal support and the track beam. This area is the stress concentration point of the track beam. The limiting steel beam can directly transmit the horizontal force to the diagonal support, and then distribute it to the support and concrete beam through the diagonal support, forming a complete force transmission path of "horizontal force - limiting steel beam - diagonal support - support - concrete beam". This avoids local deformation of the track beam caused by the concentration of horizontal force. At the same time, the connection positions of the two are coordinated, which enhances the spatial correlation between the track beam and the support, improves the overall deformation resistance, and adapts to complex load conditions.

[0012] As a further optimization of this utility model, the limiting steel beam is a channel steel, square steel, or H-beam, which has excellent axial stiffness and load-bearing capacity. The appropriate model can be selected according to the track span and load size. H-beams are selected for large span or heavy load scenarios, while channel steel or square steel is selected for small span or light load scenarios. All three types of steel are easy to weld and fix, which is suitable for industrialized construction. This ensures that the limiting steel beam is firmly connected to the track beam, resists horizontal forces for a long time without plastic deformation, and ensures horizontal stability.

[0013] As a further optimization of this utility model, the reinforcing steel is angle steel, channel steel, or H-beam, which can be selected according to the angle space between the support and the concrete beam and the load requirements. Angle steel is suitable for small space angles, while channel steel or H-beam is suitable for large load scenarios. The three types of steel have good welding performance and can fit tightly with the support and concrete beam to form rigid support, effectively transferring vertical loads and prying forces, and preventing the support from slipping. At the same time, the material is wear-resistant and corrosion-resistant, making it suitable for the long-term use environment of industrial plants.

[0014] As a further optimization of this utility model, the track beam includes two parallel X-axis track beams and two Y-axis track beams perpendicular to the X-axis track beams; the horizontal stabilizing component is simultaneously disposed between the two X-axis track beams and between the two Y-axis track beams. The X-axis and Y-axis track beams form a cross-shaped track for the overpass crane. Horizontal stabilizing components are respectively set between the two sets of parallel tracks to ensure that the track spacing in both the X-axis and Y-axis directions is locked, avoiding track jamming caused by horizontal deformation in either direction. At the same time, the two sets of horizontal stabilizing components work together to form a spatial horizontal constraint system, which is adapted to the crane's "overpass" action on the cross track, preventing overpass obstruction caused by track deformation in one direction, ensuring smooth operation of the crane throughout its entire stroke, and adapting to the complex operation requirements of industrial plants.

[0015] The stability optimization device for the overpass crane track proposed in this utility model has the following beneficial effects: (i) By welding multiple limiting steel beams between parallel track beams, a horizontal truss system is formed. This structure can actively resist the horizontal force that causes the tracks to move closer together, permanently locking the track spacing at the design value and fundamentally eliminating the hidden danger of "track jamming". (ii) By adopting a waist-shaped hole, the support system is allowed to naturally sink to a stable position during initial installation, and then reinforced steel is welded to form a rigid support. At the same time, grout is injected to completely solidify the bolts. This transforms the traditional friction connection into a multi-safety connection of "mechanical limit + rigid welding + overall grouting", which can reliably withstand dynamic loads and prying forces, and completely prevents vertical displacement and uneven settlement of the track. (iii) The horizontal stabilizing components and the inclined support structure of the crane rail bracket are spatially interconnected, which enhances the rigidity and stability of the overall structure. The vertical limiting components ensure the stability of all support points, together forming a highly reliable spatial bearing system. (iv) The device is implemented once during the construction phase, with limited cost increase, but it can save the operator a lot of production stoppage losses, high maintenance costs and labor costs, achieving long-term economic benefits of low investment and high returns, and almost no subsequent maintenance is required.

[0016] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0017] Figure 1 This is a front structural diagram of the present invention; Figure 2 This is a top view of the track beam structure of this utility model; Figure 3 This is a first-view assembly structure diagram of the crane track support and reinforced concrete beam of this utility model; Figure 4 This is a second-view assembly structure diagram of the crane track support and reinforced concrete beam of this utility model.

[0018] Attached drawings: 1. Reinforced concrete beam; 2. X-axis track beam; 3. Y-axis track beam; 4. Limiting steel beam; 5. Crane track support; 6. Bolt pre-drilled holes; 7. Bolt fasteners; 8. Reinforcing steel. Detailed Implementation

[0019] The embodiments of this utility model are described in detail below. Examples of these embodiments are illustrated in the accompanying drawings, wherein the same or similar symbols denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0020] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0021] Please see Figure 1 and Figure 2 The stability optimization device for the over-rail crane track proposed in this utility model includes a reinforced concrete beam 1 and an X-axis track beam 2 suspended at the lower end of the reinforced concrete beam 1 by a crane track support 5. There are two X-axis track beams 2, which are distributed parallel to each other. The two X-axis track beams 2 are connected by a limiting steel beam 4. The limiting steel beam 4 is vertically set on the top of the two X-axis track beams 2 and welded and fixed. There are multiple limiting steel beams 4, which are distributed at intervals along the length direction of the X-axis track beams 2, thereby effectively controlling the distance between the two X-axis track beams 2, and thus controlling the horizontal displacement and deformation of the two X-axis track beams 2, avoiding the phenomenon of track jamming due to changes in track spacing during crane operation. Below the reinforced concrete beam 1, there is also a Y-axis track beam 3 located at the end of the X-axis track beam 2. The Y-axis track beam 3 is perpendicular to the X-axis track beam 2. There are two Y-axis track beams 3, and both are hoisted to the reinforced concrete beam 1 above by crane track support 5. The two adjacent Y-axis track beams 3 are also limited by the top welded limiting steel beam 4 to prevent horizontal displacement and deformation. The limiting steel beam 4 can be channel steel, square steel or H-beam, depending on the span and stiffness requirements; Furthermore, the lower end of the crane rail bracket 5 is fixed to the rail beam with bolts. Both sides of the crane rail bracket 5 are equipped with diagonal supports, and the two ends of the diagonal supports are fixed to the upper side of the crane rail bracket 5 and the upper surface of the rail beam, respectively, forming a triangular support structure. In addition, the end of the limiting steel beam 4 is welded to the side near the bottom of the diagonal support.

[0022] like Figure 1 , Figure 3 and Figure 4 As shown, the upper end of the crane rail bracket 5 has an assembly groove that matches the lower end of the reinforced concrete beam 1. The lower end of the reinforced concrete beam 1 has a bolt pre-drilled hole 6 and is inserted into the assembly groove for assembly. The crane rail bracket 5 and the reinforced concrete beam 1 are fixed by bolt fasteners 7 passing through the upper end of the crane rail bracket 5 and the bolt pre-drilled hole 6 and locking them. Furthermore, the bolt pre-drilled hole 6 is a slotted hole and is set vertically. The bolt shank end of the bolt fastener 7 passes through the bolt pre-drilled hole 6 and is locked with a nut. During assembly, the nut is first loosened so that the crane rail bracket 5 and the reinforced concrete beam 1 are no longer clamped. Both the crane rail bracket 5 and the bolt shank can be loosened and moved downwards. After the bolt shank falls to the lowest point of the bolt pre-drilled hole 6, the bolt shank can no longer fall down. At this time, the crane rail bracket 5 has also reached the lowest point and can no longer fall down. Then the nut is tightened to complete the initial installation and fixation of the crane rail bracket 5. Furthermore, such as Figure 3 and Figure 4 As shown, reinforcing steel 8 is welded on both sides of the crane rail support 5, so that the reinforcing steel 8 is located at the angle between the crane rail support 5 and the reinforced concrete beam 1, and the upper end face of the reinforcing steel 8 is in contact with the lower end face of the reinforced concrete beam 1, thereby completely fixing the crane rail support 5 and preventing it from shifting upward due to rail deformation. The reinforcing steel 8 can be angle steel, channel steel, or other types of steel, depending on the stiffness requirements. Furthermore, grout is poured into the bolt holes 6 at the lower end of the reinforced concrete beam 1 to completely fix the bolt fasteners 7, preventing any displacement.

[0023] In summary, the working principle of this utility model is based on the core idea of ​​"changing passive adjustment to active prevention and flexible constraint to rigid limit". By working in concert with two sets of horizontal and vertical components, the possibility of track displacement is eliminated from the root, as detailed below: When improper operation generates a horizontal force that brings the two parallel tracks closer together, the force is transmitted to the limiting steel beam 4 through the track beam. The limiting steel beam 4, as a tension or compression member, directly resists this deformation with its huge axial stiffness. The multiple limiting steel beams and the track beam together form a statically indeterminate planar truss structure, which disperses and limits the possible cumulative deformation within a small elastic range, thereby firmly "locking" the horizontal spacing of the tracks. By utilizing the pre-drilled holes 6 of the waist-shaped bolts, the support system can find its most stable mechanical position under load during the initial installation phase, i.e., sinking to the lowest point. This eliminates potential instability factors caused by installation gaps or uneven friction surfaces within the system. The bolt rods fall to the bottom of the waist-shaped holes, providing initial vertical restraint. The welded reinforcing steel 8 forms an immovable rigid support between the support and the concrete beam. Vertical loads and prying forces are directly transferred to the concrete beam through this support, completely bypassing the friction surfaces that might otherwise slip. Combined with grouting material, the gap between the bolt rods and the concrete hole walls is completely filled and solidified, transforming a single bolt from a potential "moving hinge" into a "fixed end," eliminating any possibility of slight loosening or shear displacement, and forming multiple mechanical locks. This not only ensures the geometric stability of the track in the plane, but also ensures the absolute fixation of the track in the vertical direction. The combination of the two is like providing a rigid spatial grid base for the entire track system, enabling it to resist various complex dynamic loads, thereby ensuring the long-term, stable and smooth operation of the rail crane.

[0024] 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 stability optimization device for a crane track, comprising a track beam, a crane track support (5), and a reinforced concrete beam (1), wherein the track beam is suspended below the reinforced concrete beam (1) via the crane track support (5), characterized in that, Also includes: A horizontal stabilizing component includes multiple limiting steel beams (4) vertically arranged between the tops of two parallel track beams, with both ends of the limiting steel beams (4) fixedly connected to the track beams. The vertical limiting component includes a reinforcing steel (8) welded to the angle between the crane rail bracket (5) and the reinforced concrete beam (1), with the upper end face of the reinforcing steel (8) being in contact with the lower end face of the reinforced concrete beam (1).

2. The stability optimization device for a crane track according to claim 1, characterized in that, The upper end of the crane track support (5) is connected to the reinforced concrete beam (1) by bolt fasteners (7); The reinforced concrete beam (1) has vertical bolt holes (6) for the bolt fasteners (7) to pass through.

3. The stability optimization device for a crane track according to claim 2, characterized in that, The bolt pre-drilled hole (6) is a waist-shaped hole or a round hole with a diameter larger than the bolt rod diameter.

4. The stability optimization device for a crane track according to claim 2, characterized in that, The bolt pre-drilled hole (6) is filled with grout that covers and fixes the bolt shank of the bolt fastener (7).

5. The stability optimization device for a crane track according to claim 1, characterized in that, The crane track support (5) is symmetrically provided with diagonal supports on both sides, and the two ends of the diagonal supports are respectively fixed to the upper side of the crane track support (5) and the upper surface of the track beam.

6. The stability optimization device for a crane track according to claim 5, characterized in that, The end of the limiting steel beam (4) is welded to the side near the connection between the bottom end of the inclined support and the track beam.

7. The stability optimization device for a crane track according to claim 1, characterized in that, The limiting steel beam (4) is a channel steel, square steel or H-beam.

8. The stability optimization device for a rail-crossing crane according to claim 1, characterized in that, The reinforcing steel (8) is an angle steel, channel steel or H-beam.

9. A stability optimization device for a crane track according to any one of claims 1-8, characterized in that, The track beams include two parallel X-axis track beams (2) and two Y-axis track beams (3) perpendicular to the X-axis track beams (2); The horizontal stabilizing component is simultaneously positioned between the two X-axis track beams (2) and the two Y-axis track beams (3).

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