crane bridge

Abstract

Crane bridge (1), comprising: a) two stop segments (2) each with an upper chord plate (3), a lower chord plate (4) and at least one spacer element (5) arranged between them, b) at least one main segment (6) between the two stop segments (2) with an upper chord plate (7), a lower chord plate (8) and at least one spacer element (9) arranged between them, c) Guide means (10) for an alignment of the upper chord plates (3, 7) and lower chord plates (4, 8) with each other, d) a separate connecting element (13) between each main segment (6) and to the two adjoining stop segments (2), e) at least one traction element (11) between the two stop segments (2) and f) one stop piece (12) for the at least one traction element (11) on each of the two stop segments (2), where g) the upper chord plates (3, 7) and the lower chord plates (4, 8) are arranged serially and in full alignment, and h) the at least one main segment (6) and the two stop segments (2) each have two standing plates (14) as spacer elements (5, 9), characterized by the fact that i) that at least one tension element (11) is arranged between the upper chord plates (3, 7) and the lower chord plates (4, 8) and is located closer to the lower chord plates (4, 8), j) the connecting elements (13) are sheet metal elements (22), k) each of the sheet metal elements (22) extends from the upper chord sheet (3, 7) to the lower chord sheet (4, 8) and rests against the vertical sheets (14), l) the sheet metal elements (22) comprise edge guide plates (23), as well as m) the guide plates (23) are located on the inner walls of the at least one main segment (6) and the two stop segments (2) as guide means (10).

Description

[0001] The invention relates to a crane bridge, in particular for a gantry crane or a bridge crane according to the first claim.

[0002] The crane bridges mentioned at the beginning are well-known in the field as a central component of gantry cranes or bridge cranes. A crane bridge is a girder that rests on two spaced-apart supports and is equipped with rails for a trolley. End girders are attached to the ends of the crane bridge, which move along the crane track. The trolley is movable on the rails and serves to support the load.

[0003] Crane bridges are therefore one of the major components of gantry cranes or bridge cranes. They are typically constructed as profile girders or welded box girders. However, with increasing load capacities and spans, the demands on manufacturing and the available production area also grow. A further challenge arises with transport to the installation site, as heavy transport vehicles are often required.

[0004] WO 2018 / 146 152 A1 describes, as an example, a crane bridge that can be assembled into a truss from standardized individual parts. The top and bottom chords consist of folded hollow profiles. These are arranged parallel to each other for each chord. At the connection points, cross braces in the form of folded sheet metal are attached at an angle to each other. Folded sheet metal is located at the ends, serving to connect to the end girders. Aluminum connecting elements are also used at the connection points; these facilitate assembly and ensure a positive fit during joining. Two parallel tie rods made of round steel run through the two hollow profiles, i.e., the top and bottom chords. Each tie rod has a threaded hole at its end for the insertion of a threaded rod. The force is introduced into the hollow profiles centrally, i.e., along the local axis of symmetry of the hollow profiles.At the ends of the crane bridge, the threaded rods penetrate a stop piece in the upper and lower chords, respectively. A washer and the tightening of a nut create a preload force, which is transferred into the hollow profiles via the force application point. This closes the contact surfaces, enabling the structure to transmit shear forces and moments.

[0005] Crane bridges of the aforementioned type, constructed using truss methods, require a large number of individual components and joints, which also place special demands on tolerances. This leads to increased assembly effort. Furthermore, a problem with a high number of joints is that the preload loss of the bolted connection increases significantly due to the flattening of the numerous contact surfaces.

[0006] Based on this, one object of the invention is to design a demountable crane bridge with a reduced number of components in such a way that it can be transported and assembled more easily and with less effort compared to the aforementioned prior art.

[0007] The problems are solved with a crane bridge having the features of the first claim. Dependent claims relating to this claim describe advantageous embodiments.

[0008] To solve the problem, a crane bridge is proposed comprising two stop segments and at least one main segment arranged between them. Both the two stop segments and the main segments each have an upper chord plate, a lower chord plate, and at least one spacer element arranged between them. The spacer element connects the upper and lower chord plates, thus holding them in a fixed position, preferably parallel to each other. Furthermore, guides are provided for aligning the upper and lower chord plates in a series, with the upper and lower chord plates arranged in a series. Finally, at least one tension member is provided between the two stop segments, which can be anchored to them by a stop piece and holds the series arrangement of the stop segments and the at least one main segment arranged between them together.The traction element is located in the crane bridge between the upper chord plate and the lower chord plate, and is positioned closer to the lower chord plate.

[0009] The crane bridge essentially consists of the main segments, the two end segments with end pieces, connecting elements, and the traction element. The basic concept is twofold: firstly, to connect a section of an upper and a lower chord in a fixed arrangement relative to each other within the main and end segments; and secondly, to design the main and end segments for serial assembly in such a way that the aforementioned sections can be aligned to form an upper and a lower chord, creating a guide rail for a trolley. Joining the segments results in a crane bridge with guide rails that serve as the crane's supporting structure.

[0010] A preferred embodiment of the crane bridge provides that the at least one main segment and the two stop segments each have two vertical plates as spacers, which preferably form a box section or hollow profile together with the upper chord plate and the lower chord plate. Preferably, the vertical plates and / or box sections are designed such that, like the upper and lower chord sections, they align themselves in a series when the main segments and the two stop segments are arranged to form a crane bridge, for example, to form a composite box profile that is dimensionally stable. Preferably, the box profile has a rectangular cross-section, with the at least one upper chord plate and / or lower chord plate, which serves as a guide rail, preferably projecting beyond the extent of the box profile on both sides (similar to a T-beam or I-beam).

[0011] Another preferred embodiment of the crane bridge provides for the inclusion of bulkhead plates between the upper and lower chord plates in the stop segments and main segments for further stiffening, which in particular further stiffens the aforementioned box section. Within this context, it is proposed that the bulkhead plates be designed or equipped as guide elements for the tensioning elements or for only a portion of the tensioning elements.

[0012] The guide elements preferably serve to align the upper and / or lower chord plates of the serially arranged segments. It is proposed here to design the guide element as a bulkhead plate, preferably with guides for the upper and lower chord plate sections and / or the aforementioned spacer elements.

[0013] A preferred embodiment provides for a parallel arrangement of the upper chord plates and the lower chord plates in the stop and main segments. More preferably, the stop and main segments have consistently uniform cross-sectional dimensions, so that the main segments are interchangeable.

[0014] Another preferred embodiment features upper chord plates and / or lower chord plates designed as continuous guide rails, preferably extending between the two stop segments, for a traversing element or a vehicle. This embodiment allows for a flush, and preferably also straight, alignment of the upper chord plates and lower chord plates relative to each other.

[0015] Preferably, a separate connecting element is provided between each main segment and to the two adjoining stop segments. These connecting elements incorporate, either wholly or partially, the guide means for guiding the tension members, or a portion of the tension members, through the main and stop segments. In a preferred embodiment, the guide means have integrally formed or separate guide elements that engage positively with the respective adjacent main segments or stop segments.

[0016] The tensioning elements are preferably inserted at their ends into separate stop pieces, which in turn are attached to the end faces of the stop elements in a form-fitting or material-fitting manner.

[0017] Compared to conventional crane bridges, the invention is characterized in particular by the following features, effects and / or advantages: • Construction of a segmented crane bridge using a segmented box girder profile. This allows for assembly with fewer, standardized individual parts compared to conventional designs (better availability of standard components, reduction of incorrect deliveries and assembly errors during crane bridge construction). The small number of individual parts also enables faster on-site assembly, especially compared to truss construction. • The parts can be designed as standard components in such a way that their dimensions allow them to be transported on Euro pallets or other standard means of transport. • Easy disassembly and storage is facilitated by the force- and form-fit component connection of standard components after the end of their service life. • Connecting elements with positive locking connection of the stop and main segments serve to increase stability and also as an assembly aid. • Applying an eccentric prestressing force via the tensioning elements serves not only to ensure contact at the connecting elements, but also to predeform the crane bridge against the load from the trolley. • The fact that all components of the crane bridge, except for the tensioning elements, are prestressed under pressure has a positive effect on operational strength. • The small dimensions of standardized components particularly facilitate manufacturability with consistent quality, preferably enabling series production, which in turn reduces manufacturing costs. In particular, standardized components can also be manufactured in larger quantities by specialized third parties. • The individual components are interchangeable, an advantage for warehousing and spare parts supply.

[0018] The invention is explained in more detail with reference to exemplary embodiments, the following figures, and descriptions. All features shown and their combinations are not limited to these exemplary embodiments and their configurations. Rather, they are intended to be considered representative of further possible configurations that are not explicitly shown as exemplary embodiments. The figures show... Fig. 1a and b a perspective exploded view or a perspective view of a first embodiment of a crane bridge, Fig. 2a and b a side exploded view or side view of the first embodiment of a crane bridge, Fig. 3a and b two views of a main segment, Fig. 4 a sectional view of a first design of the main segment, Fig. 5a to d four further embodiments of the main segment, each in a sectional view, Fig. 6a and b perspective views of two main segments with a connecting element that can be inserted or is inserted between them, Fig. 7a to c a preferred embodiment of a connecting element as a component in three view perspectives, suitable e.g. for a main segment according to. Fig. 4 or a stop segment acc. Fig. 8, Fig. 8a and b show a side or perspective view of a stop segment, respectively. Fig. 9a to c two views or a partial sectional view of a stop piece, Fig. 10 a partial sectional view through the crane bridge in the area of ​​the stop segment acc. Fig. 8, Fig. 11 a partial sectional view of a segmented traction element, as well as Fig. Sections 12a to d present a selection of four basic segmentation types for a crane bridge with standardized main and end segments, whose dimensions are defined by constraints such as those of a Euro pallet (800 mm to 1200 mm). Depending on the required span, a different disassembly method is then used to construct the crane bridge.

[0019] How Fig. 1 and Fig. As shown in Figure 2, the proposed crane bridge 1 in the illustrated embodiment comprises two stop segments 2, at least one main segment 6 between the two stop segments 2, guide means 10, and at least one tension means 11. The main segments, by virtue of their connection, form a long beam and constitute the main supporting structure of the crane. The stop segments 2 each have an upper chord plate 3, a lower chord plate 4, and at least one spacer element 5 arranged between them. Similarly, the at least one main segment 6 has an upper chord plate 7, a lower chord plate 8, and at least one spacer element 9 arranged between them. As shown, the main segments between the two stop segments are arranged in series and are drawn together by the at least one tension means 11 between the two stop segments 2, with the upper chord plates 3, 7 and the lower chord plates 4, 8 arranged in series and aligned with each other.The tensioning elements 11 are each fixed in both stop segments 2 via a stop piece 12, with the tensioning elements being arranged closer to the lower chord plates than to the upper chord plates. The guide elements 10 enable the serially arranged upper chord plates 3, 7 and lower chord plates 4, 8 to be aligned with each other. Connecting elements 13 are also shown as spacers between the stop and main segments.

[0020] Fig. Figures 3a and b, 4, and 5a to d each show a main segment 6 in various detailed configurations. A main segment consists of a lower chord plate 8 and an upper chord plate 7, which are connected to each other by two parallel upright plates 14 as spacers 9, preferably by metallurgical welding. This results in – see Fig. 3 - preferably a hollow profile open at both ends, in the example a box profile, wherein in a composite crane bridge the main segments are joined serially via their open ends.

[0021] In the hollow profile, rails 15 are arranged on the lower chord plate, upper chord plate and the standing plates as stiffening elements and / or as part of the guide means 10, preferably axially aligned (parallel to the lower chord plate, upper chord plate and the standing plates). Fig. Figure 4 shows an example of an arrangement of rails in the form of a dovetail guide rail only on the lower chord plate and upper chord plate. Fig. 3a and b as well Fig. Figures 5a to d, on the other hand, show rails arranged on all four inner walls, i.e., on the bottom flange plate, top flange plate, and both upright plates. Possible configurations of the rails are shown – not exhaustively – e.g., as U-profiles ( Fig. 3a and b as well Fig. 5c and d) as square profile ( Fig. 5a) as T-profiles ( Fig. 5b) or as L-profiles ( Fig. 3a and b, Fig. 5b) The rails serve not only as guides and / or sheet metal stiffeners, but also as further stiffeners of the hollow profile as a whole, with the rails preferably bearing against both connecting elements attached to the main segment on both sides and preferably forming a positive-locking connection with them (i.e., interlocking via fits). Preferably, the rails are welded to the hollow profile.

[0022] To further stiffen the hollow profile, intermediate bulkhead plates 16 are proposed, which are inserted into the hollow profile, preferably welded in place, thus stiffening its cross-section. Preferably, the intermediate bulkhead plates are positioned centrally between the two open ends of the hollow profile and each has recesses for the guide elements 17 and the tension elements 18. The recesses for the tension elements 18 are dimensioned such that the tension elements do not come into contact with the intermediate bulkhead plates 16, even if the tension elements shift within the recess due to the load on the crane bridge. The recesses for the guide elements 17 are either dimensioned with an interference fit ( Fig. 3a, Fig. 5 b to d, simpler assembly in the hollow profile) or without or with only slight excess ( Fig. 4. This allows welding to the rails and further increases the overall stiffness) to create the continuous rails. In general, intermediate bulkhead plates fulfill two essential functions: firstly, they reduce the effective buckling length of the bottom flange plate, top flange plate, and both upright plates, thereby contributing to increased elastic stability. Secondly, they facilitate the easier assembly of the segments.

[0023] The recesses for the guide elements 17 and the tension elements 18 are shown as rectangles in the figures. In a preferred embodiment, these are rounded at the corners to reduce stress singularities.

[0024] The aforementioned recesses for the traction elements are designed in such a way that they do not come into contact with the traction elements, even when the crane bridge is under load, and thus advantageously do not cause any additional load on the traction element 17.

[0025] All depicted configurations show a crane bridge or components thereof, characterized by a lower chord plate and / or upper chord plate projecting beyond the hollow profile, which can be used as a guide rail for a trolley. Examples include: Fig. Four wheels 19 and chassis components 20 of a trolley are indicated. The wheels run on the projecting area 21 of the lower chord plate.

[0026] Fig. Figures 6a and 6b show two perspective views of two main segments 6 with a connecting element 13 that can be inserted between them or is already inserted, having a recess 18 for a tensioning element. The connecting element is of particular importance in the overall construction, as it aligns the two main segments, and thus also the projecting area 21 of the bottom flange plate that can be used as a guide rail, with each other by means of a positive fit. The connecting element closely resembles the geometry of the aforementioned intermediate bulkhead plate.

[0027] The connecting element, shown as a single component in Fig. Figures 7a to c, shown in three perspective views, comprise a sheet metal element 22 in the illustrated example. The outer dimensions of this element preferably correspond exactly to the inner dimensions of the main segments and stop segments, and it is preferably designed to be inserted into these segments with a clearance fit. It has guide plates 23 on its outer edges, which are attached orthogonally to the edges of the sheet metal element (preferably by welded joints or folded sheet metal sections). These guide plates do not protrude beyond the edges of the sheet metal element, thus guiding the connecting element against the inner walls of a stop element or main segment in a positive-locking manner when the connecting element is attached. The guide plates are preferably aligned parallel to the adjacent top flange sheet, bottom flange sheet, and / or top plate (spacer element). This positive locking action facilitates insertion and prevents the element from falling out during assembly.Optionally, the guide plates have corresponding receptacles 25 into which the rails 10 mounted on the inner walls (cf. e.g. dovetail guide in . Fig. 4) are insertable. Alternatively or additionally, optional guide lugs 24 are provided, which are arranged at the edges of the sheet metal element and project beyond it. They are either – as shown – part of the sheet metal element or are placed on it. They are preferably surrounded by a guide plate and, in the inserted state, engage with clearance in corresponding grooves 26 (preferably recesses, see figure). Fig. 8) in the upper flange plate, lower flange plate and / or vertical plate (spacer element). Furthermore, stiffening ribs 27 are optionally arranged, preferably around the recesses 18 for the tension members. The stiffening ribs 27 preferably have integrally formed plug-in elements 28 for insertion under the in Fig. 4 L-shaped rails shown above the lower chord plate.

[0028] The aforementioned designs of the connecting element, as well as the aforementioned positive-locking connections to the adjacent components, also have a separately stabilizing effect on the crane bridge as a whole, since they reduce the buckling length, analogous to the previously described bulkhead plates.

[0029] Fig. Figures 8a and 8b show an exemplary side view of a stop segment 2 as a component. Analogous to the aforementioned main segment 6, it also comprises two parallel upright plates 14 that connect the upper flange plate 3 and the lower flange plate 4. An intermediate bulkhead plate 16 is welded into the center of the stop segment in the same manner (see Figure 8a). Fig. 8a), and the standing plates also have a milled groove 26 on their edge for the insertion of a connecting element, as is described in Fig. 7a to c is shown.

[0030] Unlike a main segment, the force is applied to the stop segment only on one side via a tension element and a connecting element. To reduce mechanical stress concentration in the part of the stop segment facing away from the connecting element, it is chamfered at an angle of 45° corresponding to the forming pressure cone (chamfer 29). This counteracts the possibility of the stiffer stop element pressing into the narrow vertical plates of the stop segment. In addition, two additional reinforcing plates 30 are welded to each vertical plate to increase the cross-sectional area in the vertical plate that can bear the force and thus reduce the stresses. Preferably, these reinforcing plates are bent outwards by 90° to enlarge or create a new bearing surface for the stop elements (see Figure 29). Fig. 8b). A corresponding material strengthening 31 also takes place in the lower chord plate 4 in the example shown. This reinforced area preferably serves, for example, in Fig. 2b shown bridge bearing.

[0031] The stop segments are positioned at the ends of the crane bridge and are intended to form the interface to the head girders of the crane bridge at their outer edges (see figure). Fig. 1a and b as well as 2a and b).

[0032] Fig. Figures 9a to c show an example of a stop piece 12. It serves to transmit force from the tensioning element to a stop segment. It consists of a plate-shaped base body 32 into which a bore 33 is machined for receiving the tensioning element. Its geometry is adapted to the local stress conditions and serves to directly absorb / introduce the force into the hollow profile structure of the stop segment by means of the tensioning element's preload. By preferably positioning the bore eccentrically, the tensioning elements can be positioned in the crane bridge, preferably below the center of gravity axis of the crane bridge. This allows for a pre-deformation of the crane bridge against the load from the trolley during operation, which is particularly advantageous for larger crane bridge spans due to the greater overall deformation under load.The underside of the stop piece has a slope 34 to reduce stress singularities in the force flow in the contact zone with the stop segment.

[0033] Fig. Figure 10 shows a partial sectional view through the crane bridge through the area around a stop segment, encompassing stop segment 2 according to [reference]. Fig. 8 with one in Fig. Figures 9a to c show a stop piece 12, a sectioned main segment 6, an intermediate connecting element 13, and a segmented tension member 11, which is composed of several serially connected tension rod segments 34 (preferably pipe sections or round bars with internal threads). The tension rod segments are connected to each other by means of threaded bolts 35 and each is anchored in the stop pieces 12 by means of a stop threaded rod 36 with a clamping nut 37 and washers. In the bearing area, the stop threaded rods penetrate the stop pieces. Fig. Figure 11 shows a partial sectional view of the segmented tension member in detail. A washer and the subsequent tightening of the corresponding clamping nut apply the preload force, which acts as an internal force within the system. Thus, the tension member effectively functions like a long threaded rod running inside the supporting structure.

[0034] All components are preferably made of steel. The support structure, i.e., the stop pieces, stop segments, main segments, and connecting elements clamped against each other under pressure, is preferably made of a structural steel (e.g., S235, S355) that is sufficiently ductile (plastic elongation > 10%) to reduce stress singularities at the respective contact points. The tension member is preferably made of a heat-treated steel characterized by a high yield strength.

[0035] It is within the scope of the invention to provide several traction elements parallel between the stop pieces.

[0036] The proposed crane bridge is preferably characterized by a mirror-symmetrical structure around a vertical plane in the axial direction, wherein the tensioning elements in the crane bridge have a resulting vectorial prestressing force as well as the respective symmetry lines 38 (cf. Fig. 3a, Fig. 4, Fig. 5a to d and Fig. 7) on the vertical plane.

[0037] Unlike conventional crane bridges, the key feature is that the individual serial segments, when assembled, form a complete box girder profile. This solves the problem of manufacturing a segmented bridge crane girder in box girder construction. A particularly noteworthy aspect is the comparatively small number of individual components required. This expands the original function of the connecting element to include that of a removable sheet metal element. This reduces the effective buckling length of the adjacent web plates and makes the structure more robust in terms of elastic stability.

[0038] Another special feature of the segmented box-type crane girder is the application of a prestressing force oriented eccentrically to the center of gravity axis. This ensures both a secure connection at the joints and allows for a pre-deformation of the crane bridge as a whole. Under a given nominal load, this pre-deformation influences the resulting deformation of the crane girder, which is reduced by the intended load being applied via the trolley.

[0039] Furthermore, weight and dimensions are limited, and manufacturing costs are reduced through component standardization. Additionally, the segmented crane girder allows for rapid on-site assembly due to the reduced number of individual parts compared to other methods. Disassembly of the crane bridge after its operational life is also facilitated by its form-fitting and force-fit design.

[0040] The segmented design also allows for a significant reduction in transport and setup costs for the entire crane bridge, as the dimensions of its components can be reduced to match the dimensions of standard Euro pallets (e.g., a maximum length of 800 mm for a main segment or traction segment, and a maximum of 1200 mm for a stop segment).

[0041] Figures 12a to d show preferred segmentations for a crane bridge, where one transition between each pair of main segments 6 in the crane bridge experiences the highest load and, in the event of overload, is the first transition to gap despite prestressed tension members 11. This transition is the so-called critical joint 39. While only two stop segments 2 and two stop pieces 12 are required for a crane bridge, the number of main segments 6 depends on the respective main segment length l. sThe length of the connecting elements and the tie rod segments of the tensioning device 11 depends on the desired span 2·l0 of the crane bridge. Additionally, the length of the stop segments is variable. A total of four different segmentation types are available; the respective case is determined by a defined case distinction. The individual segmentation types are briefly explained below using examples (see below). Fig. 12a to d).

[0042] Segmentation type 1, Fig. 12a: • The length of both stop segments 2 is 1200 mm each. • The number of main segments used, 6, is an integer and odd number. • The critical joint 39 (highest-loaded segment transition in the crane bridge; the load refers to the critical area where tensile stresses increase and the prestress in the joint decreases; the bottom chord must always be under compression, the remaining prestress, to avoid gapping caused by the inherently loose component connection) is located off-center at the transition closest to the center of the crane bridge, at point l0 - l S / 2.

[0043] Segmentation type 2, Fig. 12b: • The length of both stop segments 2 is 1200 mm each. • The number of main segments used, 6, is an integer and even. • The critical joint 39 is located in the middle at position l0.

[0044] Segmentation type 3, Fig. 12c: • A mathematical division of the crane bridge is necessary. • The original bridge consists of two stop segments 2 with a length of 1200 mm and an odd number of main segments 6 and a remaining (calculated) residual width 40, Fig. 12c above. • In the following step, the remaining distance 40 is divided into two sub-segments 41, each part being added to a stop segment, Fig. 12c middle top. • 400 mm are subtracted from the total length of a stop segment, which, together with the remaining width, results in a length l s a main segment of 800 mm added, which is additionally inserted into the crane bridge as a new main segment 42, Fig. 12c middle bottom. • Thus, the crane bridge according to segmentation type 3 consists of an even number of main segments 6 and two stop segments 2 of individual length, which results from the remainder of the division. The critical joint 39 is located in the middle of the crane bridge at position l o , Fig. 12c below.

[0045] Segmentation type 4, Fig. 12d: • A mathematical division of the crane bridge is necessary. • The original bridge consists of two stop segments 2 with a length of 1200 mm and an even number of main segments 6 and a remaining (calculated) residual width 40, Fig. 12d above. • In the following step, the remaining distance 40 is divided into two sub-segments 41, each part being added to a stop segment, Fig. 12d middle top. • 400 mm are subtracted from the total length of a stop segment, which, together with the remaining width, results in a length l s a main segment of 800 mm added, which is additionally inserted into the crane bridge as a new main segment 42, Fig. 12d middle bottom. • Thus, the crane bridge according to segmentation type 4 consists of an odd number of main segments 6 and two stop segments 2 of individual length, which also results from the rest of the division, Fig. 12d below. • The critical joint 39 is located off-center at the transition closest to the center of the crane bridge, at point l0 - l s / 2. Reference symbol list 1 crane bridge 2 stop segment 3. Top chord plate of the stop segment 4 Lower chord plate of the stop segment 5 Spacer element of the stop segment 6 Main Segment 7. Top chord plate of the main segment 8 Lower chord plate of the main segment 9 Spacer element of the main segment 10 Management tools 11 traction elements 12 Stop piece 13 Connecting element 14 Standing plate 15 rail 16 intermediate bulkhead plates 17 recesses for guide elements 18 recesses for traction elements 19 wheels 20 chassis components of a trolley 21 protruding area 22 sheet metal elements 23 Guide plate 24 Lead nose 25 recording 26 Nut 27 stiffening rib 28 plug-in elements 29 Bevel 30 Reinforcing plates 31 Material reinforcement 32 basic shapes 33 bore 34 tie rod segment 35 threaded bolts 36 Stop threaded rod 37 Clamping nut 38 Line of symmetry 39 Critical Fugue 40 remaining range 41 sub-segment 42 New Main Segment

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