• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Trolley with automatic adjustment system for variable track widths applicable to lifting systems such as bridge cranes as can be seen in fig. 4, comprising a tracking wheel (9) that follows the profile of the guide rails (1) of the bridge crane, so that the system is installed on the wheel axis (5) and acts to compensate for misalignments and lack of parallelism between the guide rails (1) of the bridge crane. The tracking wheel (9) is mounted on a tracking support (7) which moves perpendicularly to the guide rails (1) of the bridge crane in a manner integral with the tracking wheel (7) and which in its displacement carries the carriage wheel (4) allowing the bridge crane to move always perpendicular to the guide rails (1) of this independently of the fact that the distance between them is variable. (Machine-translation by Google Translate, not legally binding)
    公开号:ES2595403A1
    申请号:ES201630995
    申请日:2016-07-21
    公开日:2016-12-29
    发明作者:Rafael Teijeiro Castro；María Del Carmen ARRANZ GONZÁLEZ
    申请人:Teknomechanics Eng S L；Teknomechanics Engineering Sl；
    IPC主号:
    专利说明:

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    D E S C R I P C I O N
    CART WITH AUTOMATIC ADJUSTMENT SYSTEM FOR VIA WIDES
    VARIABLE
    TECHNICAL SECTOR
    The present invention, car with automatic adjustment system for variable track widths, refers to an automatic system that allows the movement of mechanisms, such as crane bridges, in environments where there is a variation in the distance between the two rails of guiding them. This will allow the crane bridge to travel perpendicular to the guide rails even if the distance between these lanes is not constant. In this way it is avoided that the crane bridge can be blocked, which could cause the said element to be rendered useless, as well as jeopardizing the integrity of the elements and people that were close to the crane bridge.
    The present invention will therefore be described within this context, that of lifting equipment. However, as can be seen, the invention has a broader application and is not limited to this particular use.
    BACKGROUND OF THE INVENTION
    A crane bridge comprises at least one main beam, a lifting equipment that is fixed or moves along that main beam and two end carriages arranged at the ends of the main beam, which serve to hold it. Wheels are mounted on the extreme carriages that allow the crane bridge to move along the guide rails. These guide rails are substantially parallel to each other and perpendicular to the main beam of the crane bridge. It is often the case that the distance between the guide rails, called the track width, is not constant due to, among other reasons, the construction tolerances. This can result in the malfunction of the crane bridge and cause dangerous situations, putting both the crane bridge itself, as well as the people who operate it and the elements that it is lifting or transporting.
    It is very common for crane bridges to meet a variable track width or
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    indeterminate, especially in equipment that is outside or in buildings whose armor has a high component of elasticity. This width of line can be altered due to variations in temperature, which will cause us a differential expansion in each of the lanes that make up the road, or by variations in the support structure. Likewise, as already mentioned, manufacturing tolerances can cause this lack of parallelism between the two lanes and cause a variable track width.
    Several technical solutions have been traditionally used to solve these problems. A first solution would be to use wheels with double flanges that allow a self-centering of the crane bridge. This solution is that described in US5,080,021. In this case, the double wheel flange makes it possible to compensate for a certain difference in track width. However, the need for the double flange makes this system only valid in the case where the wheels of the extreme carriages move above the guide rails. On the other hand, the solution itself conditions the movement, since it cannot ensure the perpendicularity between the main beam of the crane bridge and the guide rails. This causes a couple of forces on the axes that are very harmful to the life of the component. Likewise, the effort to move the crane bridge longitudinally will be increased by having to overcome these additional efforts, which implies an over-dimensioning of the motors dedicated to the movement or, in the case of manual systems, forces to exert a greater physical effort to the operator. In addition to everything previously described, the friction stresses that occur generate premature wear on the parts, which substantially shortens the life of the crane bridge and the guide rails.
    To try to solve the problem of the additional efforts that appear in the system originated in the previous solution, the option of placing systems labeled on the endcars that could compensate for these additional efforts was developed. This solution can be seen in documents ES2.345.000 and ES2.330.290 among others. In both cases, a labeled solution is used that allows a relative rotation between the main beam and the end carriages. This makes it possible to compensate for the difference in the width of the tracks but poses an additional problem: in addition to not being able to maintain the perpendicularity between the extreme cars and the main beam of the crane bridge, this system forces us to have an element that allows us to displace the main beam in front of the extreme cars, since the distance
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    relative between the two extreme carriages is increased by changing the angle between the extreme carriages and the main beam. The problems of this system are several. The first of the problems is the need for a system labeled on extreme cars, which is a cost problem, as the crane bridge becomes more expensive due to said system labeled. On the other hand, a longitudinal displacement system between the extreme carriages and the main beam is necessary, since the theoretical length of the main beam is increased with the variation of the angle of perpendicularity between these elements. This also means an increase in cost, as it is an additional element to incorporate, as well as complicating the system. In case this is not enough, the length of the main beam must be greater than if it were solidly attached to the end carriages. This characteristic causes two conditions in the complete system: the first one again in cost, since the beam must be of greater length; the second of utilization, since the system could not be used in narrow places since that extra necessary length in the main beam could collide with the walls of the installation site or with other elements that are placed near the crane bridge. On the other hand, the central arrow on the main beam will be uncontrolled at all times, since it depends directly on the length of the main beam and varies depending on the position of the extreme carriages. Finally, and due to construction, it is impossible to ensure the perpendicularity of the main beam with the endcars, so that the possibility of blocking the system by crossing does not disappear.
    A mixture of both systems described above can be seen in document ES2.211.015. In this case, wheels of greater width than the guide rails are used, while a collision system is used that allows the relative rotation between the main beam and the end carriages. In this way some of the problems described above are solved, but the greater wear of the wheels of the extreme cars due to the sliding, as well as the lack of perpendicularity between the main beam and the extreme cars are not resolved with the proposal of this document. Likewise, by not ensuring the perpendicularity of the main beam with the endcars, it can block the system if one of the cars advances too much with respect to the other.
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    EXPLANATION OF THE INVENTION
    The objective of the car with automatic adjustment system for variable widths is to solve the problems described above that have their origin in the variable distance between the guide rails of, for example, a crane bridge. This object is achieved by the system of the present invention, which integrates a track width adjustment system applied directly on the displacement wheels of the end carriages.
    The described invention can be applied to systems with open-type cars, formed by a substantially open profile, or to closed-type cars, which are those formed by substantially closed profiles. To explain the invention we will focus on a closed type car, the solution for open type cars being identical.
    This invention can be used to be used in any type of crane bridge, in cranes with a single main beam and two main beams, for newly manufactured equipment or for equipment that wants to be updated or modernized. It can be used in systems that have any number of wheels in the extreme cars and any number of extreme cars. It is also possible to use the same system in other applications where it is necessary to move a platform or structure on guide rails and that these have a variable width between them.
    The system of the invention consists of an automatic track width adjustment mechanism that is integrated into the end carriage. This adjustment mechanism is mounted on the same axis of the end carriage wheel, so that the drive is direct and efforts that generate rotation pairs to the assembly are eliminated. This is important to minimize the efforts required in the operation of the system, as well as to avoid crossings in the crane bridge or system in which the invention is applied.
    The tracking support part is mounted on the same axis of the external carriage wheel. This piece constitutes the support of the tracking wheel, which will be mounted on an axis that crosses the support piece and that is substantially parallel to the surface of the guide rail to which it intends to follow. The tracking wheel copies the position of the guide rail when resting on it. In this way and since the tracking wheel and the outer carriage wheel are mounted on the same axis of
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    in a solidary way, by following the track wheel the position of the gwa lane, causing the outer carriage wheel to also follow the position of the guide rail. This ensures that the relative position between the outer carriage wheel and the guide rail will remain constant throughout the entire route.
    To ensure continuous contact between the guide wheel and the guide rail, an elastic element is included in the system, mainly but not exclusively, a cylindrical spring, which will be responsible for keeping the tracking wheel in contact with the guide rail at all times.
    BRIEF DESCRIPTION OF THE DRAWINGS
    To complement the description that is being made and in order to help a better understanding of the features of the invention, a set of drawings is attached as an integral part of said description, where, with an illustrative and non-limiting nature, the representation has been represented. next:
    Figure 1.- Perspective view of a single-beam main crane bridge with the preferred embodiment of the automatic adjustment system for variable track widths integrated in its end carriages.
    Figure 2.- Detail of the system placed in the extreme cars of a crane bridge circulating inside the guide rails.
    Figure 3.- Detail of the system placed in the extreme cars of a crane bridge circulating along the top of the guide rails.
    Figure 4.- Exploded view of the preferred embodiment of the invention with all its components.
    Figure 5.- Elevation of the system in its positions of maximum (FIG 5.I) and minimum (FIG 5.11) displacement.
    Below is a list of the different elements represented in the figures that make up the invention:
    1. - Guide rails
    2. - Extreme trucks of the crane bridge
    3. - Main beam of the crane bridge
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    4. - Car wheel
    5. - Wheel axle
    6. - Spacer
    7. - Tracking support
    8. - Tracking wheel axle
    9. - Tracking wheel
    10. - Elastic safety ring
    11. - Lock nut
    12. - Tension spring
    13. - Union screw
    14.-Washer
    15. - Nut
    PREFERRED EMBODIMENT OF THE INVENTION
    We will detail below the preferred realization of the car with automatic adjustment system for variable track widths set forth in this document, based on the accompanying drawings. This description will be understood as an example, not limitative, of a preferred embodiment susceptible to all those variations of detail that do not imply a fundamental alteration of the essential characteristics of the system.
    The preferred embodiment of the invention of the car with automatic adjustment system for variable track widths can be seen in the attached drawings. This system will allow us to operate the crane bridge when the distance between the guide rails (1) is not constant. It will help us that the displacement of the extreme carriages (2) on these guide rails (1) is carried out smoothly, avoiding crossings and ensuring the movement of the main beam (3) of the crane bridge is perpendicular to the extreme carriages ( 2) and to the guide rails (1).
    In this preferred form of the invention the track adjustment system is integrated into the end carriage (2) and the whole is mounted on the same wheel axle (5) of the end carriage (2). This provides greater stability by not introducing efforts that generate rotation pairs. The end carriage (2) is rigidly attached to the main beam of the crane bridge (3) by any known joining process, mainly
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    by welding, screwing or riveting. The wheel axle (5) consists of a substantially cylindrical part. At one of its ends there is a flap that will be used as a mounting stop for the carriage wheel (4). The other end is threaded, allowing the system to be closed using a lock nut (11). This wheel axle (5) can have different diameters in order to be able to mount the rest of the components that are assembled on it. On the wheel axle (5), in addition to mounting the carriage wheel (4), the tracking support part (7) is mounted. The follow-up support has two holes with its perpendicular axes. One of the holes with its axis perpendicular to the guide rails (1). This is the hole used to assemble the tracking support (7) on the wheel axle (5). The other hole in the tracking support (7) will be parallel to the guide rails (1) and perpendicular to the previous one. The tracking wheel axle (8) will be mounted on this second hole. The tracking wheel (9) is mounted on this tracking wheel axis (8), which will be secured by a safety ring (10). Likewise, the follow-up wheel axle (8) will be secured on the follow-up support part (7) by another safety ring (10).
    In addition, the lower part of the follow-up support piece (7) will be substantially parallel to the inner face of the end carriage (2). With this we get a guide of this piece and its rotation is avoided, allowing only the longitudinal displacement of it.
    On the other hand, this tracking support (7) is the element that, through the tracking wheel (9) and its tracking wheel axle (8), is able to copy the position of the guide rail (1) and adjust the position of the outer carriage (2) depending on it. To help this monitoring and provide a continuous tension to the system on the profile of the guide rail (1), a tension spring (12) is applied that applies a constant force and eliminates any gaps that may exist in the system. This tension spring (12) is the one that ensures constant contact between the tracking wheel (9) and the guide rail profile (1)
    To eliminate the gaps between the carriage wheel (4) and the follow-up support (7), a spacer part (6) is included that ensures the contact between both parts. The whole wheel axle assembly (5) -process carriage (4) -differentiator (6) -tracking support (7) will be fastened by a lock nut (11). In this way the action of the tension spring (12) will be carried out on the whole assembly.
    The wheel axle (5) has a central hole, in its axis, which crosses it completely, so that a union thyme (13) can be assembled inside it that will fix the whole assembly to the end carriage (2). This union screw (13) has the peculiarity of having a smooth area, without thread, in the part closest to its head. This smooth part allows the union screw (13) to have the sliding axis function for the wheel axle (5), which moves along the union screw (13) during the operation of the mechanism, according to the position of the guide rail (1) is copied through the tracking wheel (9). The smooth, threadless part of the union screw (13) will be of length equal to or greater than the sum of the maximum displacement required for the mechanism plus the length of the wheel axle (5). The final end of the union screw (13) will be threaded and on this threaded part the nut (15) that allows the closure on the end carriage (2) will be placed. The threaded length of the union screw (13) will be sufficient to perform this function, applying sufficient tension to close the system without gaps.
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    权利要求:
    Claims (5)
    [1]
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    1. Trolley with automatic adjustment system for variable widths, for application in crane bridge systems, characterized in that this automatic system is integrated into the outer carriage (2) of the crane bridge and has at least two wheel axles (5) and comprises a follow-up support (7) crossed by two holes with perpendicular axes on which two axes will be inserted, the first for a wheel axle (5) on which the carriage wheel (4) will also be mounted, and a tracking wheel axle (8) substantially perpendicular to the wheel axle (5) and substantially parallel to the guide rail (1) of the crane bridge, on which a tracking wheel (9) which will rest on the profile of the guide rail (1) and that can follow the profile of said guide rail (1) by the action of the tension spring (13) so that the movement of the crane bridge is perform substantially perp endicular to the guide rails (1) preventing it from crossing in its movement along them.
    [2]
    2. Trolley with automatic adjustment system for variable track widths according to claim 1 characterized in that the end carriages (5) are formed by a piece constructed from a closed profile.
    [3]
    3. Trolley with automatic adjustment system for variable track widths according to claim 1, characterized in that the end carriages (5) are formed by a piece constructed from an open profile.
    [4]
    4. Trolley with automatic adjustment system for variable track widths according to any of the preceding claims characterized in that the tracking axis (9) is integrated in the tracking support (7).
    [5]
    5. Trolley with automatic adjustment system for variable track widths according to claims 1,2 or 3 characterized in that the tracking axis (9) is attached to the tracking support (7) by any joining method, such as welding , adhesive, screwed, riveted or any other.
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    同族专利:
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US765211A|1904-02-15|1904-07-19|United Supply & Mfg Company|Truck.|
    US2728304A|1950-07-18|1955-12-27|Lindsay M Applegate|Railway trucks|
    US3234891A|1960-08-26|1966-02-15|Pneuways Dev Company Private L|Highway vehicle with rail guide wheel means|
    GB2112548A|1981-12-24|1983-07-20|Ube Industries|Wheel speed control apparatus of vehicles running along two rails|
    JPH03106796A|1989-09-20|1991-05-07|Hitachi Ltd|Running guide device of moving body|
    CN2295728Y|1997-04-07|1998-10-28|林义|Safeguard for preventing overhead crane from out of railings|
    CN1583484A|2004-05-28|2005-02-23|上海磁浮交通工程技术研究中心|Magnetic suspension track inspection railcar chassis with floated steering system|
    JP2006327559A|2005-05-23|2006-12-07|Toshikatsu Hino|Derailment and overturning prevention device for railway rolling stock|
    CN202294849U|2011-09-06|2012-07-04|北京交控科技有限公司|Adjustable locator for track car|
    CN102963113A|2012-12-04|2013-03-13|卢瑞兴|Flock printing screen printer and rail wheel automatic limit device thereof|
    CN103231987A|2013-04-22|2013-08-07|武汉科技大学|Horizontal wheel rail gnawing preventing device for two-force rod system|
    CN203254885U|2013-05-07|2013-10-30|惠州市衡力达实业发展有限公司|Track wheel|
    CN203568697U|2013-11-27|2014-04-30|上海工程技术大学|Travelling auxiliary mechanism of gantry crane|
    ES1113805U|2014-06-13|2014-06-26|Talleres Amenabar, S.A.|Automatic permanent guidance mechanism in variable lights for puente grua structures |CN106976065A|2017-05-10|2017-07-25|广州协鸿工业机器人技术有限公司|Truss robot guide assembly|
    CN107915121A|2017-11-01|2018-04-17|芜湖市长江起重设备制造有限公司|A kind of guide-roller arrangement for lifting head rack|
    CN111628423A|2020-04-29|2020-09-04|煤炭科学技术研究院有限公司|Mining explosion-proof box is with floating self-interacting pull structure and mining explosion-proof box|
    法律状态:
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    优先权:
    申请号 | 申请日 | 专利标题
    ES201630995A|ES2595403B1|2016-07-21|2016-07-21|Trolley with automatic adjustment system for variable track widths|ES201630995A| ES2595403B1|2016-07-21|2016-07-21|Trolley with automatic adjustment system for variable track widths|
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