阅读说明：本技术 一种可变轨距式岸桥 (Variable gauge formula bank bridge ) 是由 梁晨 于 2021-07-15 设计创作，主要内容包括：本申请提供了一种可变轨距式岸桥,解决了现有技术中,岸桥的大车轨距无法改变,难以适应多个泊位的情形的技术问题。本申请提供的一种可变轨距式岸桥,包括：支腿；变轨支架以及下横梁,其中,变轨支架与支腿和下横梁均是可拆卸连接。其中,变轨支架被翻转第一预设角度前后,两个横梁之间的距离与翻转之前也不同,因此,起到了改变了岸桥的两个下横梁之间的距离,即分别固定在两个下横梁下方的两个大车行走机构之间的距离也得到了改变,从而实现了岸桥大车轨距的改变,可以适应多种泊位的情形,提高了岸桥的适用性。(The application provides a variable gauge formula bank bridge has solved prior art, and the cart gauge of bank bridge can't change, is difficult to adapt to the technical problem of the condition of a plurality of berths. The application provides a variable gauge formula bank bridge includes: a support leg; become rail support and bottom end rail, wherein, become rail support and landing leg and bottom end rail all can dismantle the connection. The distance between the two cross beams is different from that before overturning before the rail-changing support is overturned by a first preset angle, so that the distance between the two lower cross beams of the shore bridge is changed, namely the distance between the two cart traveling mechanisms fixed below the two lower cross beams is also changed, the rail distance of the shore bridge cart is changed, the land bridge cart can adapt to the situation of various berths, and the applicability of the shore bridge is improved.)

1. A variable gauge shore bridge, comprising:

two support legs;

the two rail transfer supports are arranged in the length extending direction of the rail transfer supports, each rail transfer support is provided with a first end and a second end, and the first ends of the rail transfer supports are detachably connected with the support legs; and

the two lower cross beams are detachably connected with the second end of the track transfer bracket;

before the track transfer support is turned over by a first preset angle, the vertical distance between the two lower cross beams is a first vertical distance;

the rail transfer support is turned over by the first preset angle, and after the first end and the second end of the rail transfer support are respectively fixed with the support leg and the lower cross beam again, the vertical distance between the two lower cross beams is a second vertical distance;

wherein an absolute value of a difference between the first vertical distance and the second vertical distance is greater than zero.

2. The variable gauge shore bridge of claim 1,

before the orbital transfer bracket is turned over by the first preset angle, the central shaft of the orbital transfer bracket is a first central shaft;

the track transfer support is turned over by the first preset angle, and after the first end and the second end of the track transfer support are respectively fixed with the support leg and the lower cross beam again, the central shaft of the track transfer support is a second central shaft;

wherein, the included angle between the first central axis and the second central axis is larger than zero.

3. The variable gauge shore bridge of claim 1, further comprising:

first bearing structure, first bearing structure respectively with the landing leg with the connection can be dismantled to the orbital transfer support.

4. The variable gauge shore bridge of claim 3, wherein said track transfer carriage comprises:

a fixing member;

one end of the first connecting rod is fixedly connected with the fixing piece, and the other end of the first connecting rod is detachably connected with the supporting leg;

and one end of the second connecting rod is fixedly connected with the fixing part, and the other end of the second connecting rod is detachably connected with the orbital transfer support.

5. The variable gauge shore bridge of claim 4, wherein said track transfer carriage further comprises:

one end of the third connecting rod is fixedly connected with the fixing piece, and the other end of the third connecting rod is detachably connected with the track transfer support;

and an included angle between a third central axis of the third connecting rod and a second central axis of the second connecting rod is greater than 0 degree.

6. The variable gauge land bridge of claim 5, wherein the third central axis of the third connecting rod, the second central axis of the second connecting rod and an extension of the first central axis of the first connecting rod intersect at a first point.

7. The variable gauge shore bridge of claim 6, wherein said first point is located within said fixture.

8. The variable gauge shore bridge according to claim 6, wherein an angle between the third central axis of the third connecting rod and the second central axis of the second connecting rod is a third angle, and an angle between the first central axis of the first connecting rod and the second central axis of the second connecting rod is a fourth angle;

wherein the third included angle is equal to the fourth included angle.

9. The variable gauge shore bridge of claim 8, further comprising:

the second supporting structure is detachably connected with the supporting leg and the track transfer bracket respectively;

wherein the first support structure and the second support structure are respectively arranged at two opposite sides of the track transfer bracket.

10. The variable-gauge land bridge of claim 9, wherein the first and second support structures are axisymmetrical about a central axis of the orbital transfer carriage.

Technical Field

The application relates to the field of engineering machinery, in particular to a variable-gauge shore bridge.

Background

A shore bridge, also known as a shore container crane, is a device used to load and unload containers on ships on shore. The shore container crane works by mainly depending on the self trolley to do linear reciprocating motion on the girder so as to transfer the container from a cargo ship to the shore or transfer the container from the shore to the cargo ship to realize the loading and unloading work of the container.

The track gauge of the conventional quayside container crane is fixed after being installed, and the track gauge of the crane cannot be changed in the using process. And the track gauges of the large vehicles of the new wharf and the old wharf of some customers are often inconsistent, so that the crane is difficult to adapt to each berth.

Disclosure of Invention

In view of this, the application provides a variable-track-gauge shore bridge, which solves the technical problem that in the prior art, the track gauge of a large vehicle of the shore bridge cannot be changed and is difficult to adapt to the situation of multiple berths.

According to one aspect of the present application, there is provided a variable gauge shore bridge comprising:

two support legs; the two rail transfer supports are arranged in the length extending direction of the rail transfer supports, each rail transfer support is provided with a first end and a second end, and the first ends of the rail transfer supports are detachably connected with the support legs; the lower cross beam is detachably connected with the second end of the track transfer bracket; before the track transfer support is turned over by a first preset angle, the vertical distance between the two lower cross beams is a first vertical distance; the rail transfer support is turned over by the first preset angle, and after the first end and the second end of the rail transfer support are respectively fixed with the support leg and the lower cross beam again, the vertical distance between the two lower cross beams is a second vertical distance; wherein an absolute value of a difference between the first vertical distance and the second vertical distance is greater than zero.

In a possible implementation manner, before the orbital transfer bracket is turned over by the first preset angle, a central axis of the orbital transfer bracket is a first central axis; the track transfer support is turned over by the first preset angle, and after the first end and the second end of the track transfer support are respectively fixed with the support leg and the lower cross beam again, the central shaft of the track transfer support is a second central shaft; wherein, the included angle between the first central axis and the second central axis is larger than zero.

In one possible implementation, the variable-gauge shore bridge further includes: first bearing structure, first bearing structure respectively with the landing leg with the connection can be dismantled to the orbital transfer support.

In one possible implementation, the orbital transfer carriage includes: a fixing member; one end of the first connecting rod is fixedly connected with the fixing piece, and the other end of the first connecting rod is detachably connected with the supporting leg; and one end of the second connecting rod is fixedly connected with the fixing part, and the other end of the second connecting rod is detachably connected with the orbital transfer support.

In one possible implementation, the orbital transfer carriage further includes: one end of the third connecting rod is fixedly connected with the fixing piece, and the other end of the third connecting rod is detachably connected with the track transfer support; and an included angle between a third central axis of the third connecting rod and a second central axis of the second connecting rod is greater than 0 degree.

In a possible implementation manner, extension lines of the third central axis of the third connecting rod, the second central axis of the second connecting rod and the first central axis of the first connecting rod intersect at a first point.

In one possible implementation, the first point is located within the fixture.

In a possible implementation manner, an included angle between the third central axis of the third connecting rod and the second central axis of the second connecting rod is a third included angle, and an included angle between the first central axis of the first connecting rod and the second central axis of the second connecting rod is a fourth included angle; wherein the third included angle is equal to the fourth included angle.

In one possible implementation, the variable-gauge shore bridge further includes: the second supporting structure is detachably connected with the supporting leg and the track transfer bracket respectively; wherein the first support structure and the second support structure are respectively arranged at two opposite sides of the track transfer bracket.

In one possible implementation, the first support structure and the second support structure are axisymmetrical with respect to a central axis of the orbital transfer support.

The application provides a variable gauge formula bank bridge includes: a support leg; become rail support and bottom end rail, wherein, become rail support and landing leg and bottom end rail all can dismantle the connection. Wherein, before and after the track-changing bracket is turned over by a first preset angle, the included angle between the central shaft of the track-changing bracket and the upper surface of the lower cross beam is different, because the two support legs in the shore bridge are fixed and the distance between the support legs is also fixed, after the track transfer support is detached from the support legs, the track transfer support is turned over by a first preset angle and then is arranged on the support legs, and a lower cross beam is arranged on the track transfer bracket, at the moment, the included angle between the central shaft of the track transfer bracket and the upper surface of the lower cross beam is different from that before overturning, so the distance between the two cross beams is different from that before overturning, therefore, the distance between the two lower cross beams of the quay crane is changed, namely the distance between the two cart travelling mechanisms respectively fixed below the two lower cross beams is changed, therefore, the track gauge of the crane of the shore bridge is changed, the crane can adapt to various berth situations, and the applicability of the shore bridge is improved.

Drawings

Fig. 1 is a schematic structural view illustrating a track-changing support in a variable-track-gauge quay crane according to an exemplary embodiment of the present disclosure before the track-changing support is turned over by a first predetermined angle;

fig. 2 is a schematic structural view illustrating a track-changing support in a track-changeable shore bridge according to another exemplary embodiment of the present disclosure after being turned over by a first predetermined angle;

fig. 3 is a diagram showing the positional relationship between the track-changing brackets before and after being turned over after the track-changing brackets are turned over by 180 degrees;

fig. 4 is a schematic structural diagram illustrating a first support structure in another exemplary variable-track quay crane according to the present application;

fig. 5 is a schematic structural diagram illustrating a first support structure in another exemplary variable-track quay crane according to the present application.

Reference numerals:

a leg 100; a track transfer bracket 200, a first end 201, a second end 202; a lower cross member 300; a tie beam 600; a first support structure 400; a second support structure 500; a fixing member 401; a first connecting rod 402; a second connecting rod 403; a third connecting rod 404; a flange plate 700.

Detailed Description

In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless explicitly specifically limited otherwise. All directional indicators in the embodiments of the present application (such as upper, lower, left, right, front, rear, top, bottom … …) are only used to explain the relative positional relationship between the components, the movement, etc. in a particular posture (as shown in the drawings), and if the particular posture is changed, the directional indicator is changed accordingly. Furthermore, the terms "include" and "have," as well as any variations thereof, are intended to cover non-exclusive inclusions. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those steps or elements listed, but may alternatively include other steps or elements not listed, or inherent to such process, method, article, or apparatus.

Furthermore, reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the application. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is explicitly and implicitly understood by one skilled in the art that the embodiments described herein can be combined with other embodiments.

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

Fig. 1 is a schematic structural view illustrating a track-changing bracket 200 in a variable track gauge type shore bridge provided by the present application before being turned by a first preset angle, and fig. 2 is a schematic structural view illustrating the track-changing bracket 200 in the variable track gauge type shore bridge provided by the present application after being turned by the first preset angle; as shown in fig. 1 and 2, the variable track gauge shore bridge includes: a connection beam 600, two legs 100 disposed below the connection beam 600; the two rail transfer supports 200 are arranged, in the length extending direction of the rail transfer supports 200, the rail transfer supports 200 are provided with first ends and second ends, and the first ends of the rail transfer supports 200 are detachably connected with the supporting legs 100; the two lower cross beams 300 are detachably connected with the second end of the track transfer bracket 200, and a cart travelling mechanism is arranged below the lower cross beams 300; as shown in fig. 1 and 2, before the track transfer bracket 200 is turned over by a first preset angle, the vertical distance between the two lower cross beams 300 is a first vertical distance l 1; after the track transfer bracket 200 is turned over by a first preset angle and the first end and the second end of the track transfer bracket 200 are respectively fixed with the support leg 100 and the lower cross beam 300 again, the vertical distance between the two lower cross beams 300 is a second vertical distance l 2; wherein the absolute value of the difference between the first vertical distance l1 and the second vertical distance l2 is greater than zero, i.e., l1-l2| > 0. I.e., l2 and l1 are different. Therefore, when the track gauge of the cart travelling mechanism needs to be changed, no matter the track-changing support 200 is replaced or the track-changing support 200 is turned over by a certain angle, the distance between the two lower cross beams 300 of the shore bridge can be changed, namely, the distance between the two cart travelling mechanisms respectively fixed below the two lower cross beams 300 is also changed, so that the track gauge of the cart of the shore bridge is changed, the situation of various berths can be adapted, and the applicability of the shore bridge is improved.

In one possible implementation manner, as shown in fig. 1, before the orbital transfer bracket 200 is turned over by the first preset angle, the central axis of the orbital transfer bracket 200 is the first central axis, and at this time, the first central axis is perpendicular to the ground. As shown in fig. 2, after the orbital transfer bracket 200 is turned over by a first predetermined angle, and the first end and the second end of the orbital transfer bracket 200 are respectively fixed to the leg 100 and the lower beam 300 again, the central axis of the orbital transfer bracket 200 is a second central axis; wherein, the included angle alpha between the first central axis and the second central axis is larger than zero.

Because two supporting legs 100 in the quay crane are fixed and the distance between the supporting legs 100 is also fixed, after the track transfer support 200 is detached from the supporting legs 100, the track transfer support is turned over by a first preset angle and then installed on the supporting legs 100, and the lower cross beam 300 is installed on the track transfer support 200, at this time, the included angle α between the first central axis and the second central axis is larger than zero, that is, the central axes of the track transfer support 200 before and after being turned over are intersected, the included angle between the first central axis and the horizontal plane is a third included angle γ 1, the included angle between the second central axis and the horizontal plane is a fourth included angle γ 2, the third included angle γ 1 and the fourth included angle γ 2 are also different, no matter how the track transfer support 200 is turned over, but the height h of the track transfer support 200 is unchanged, therefore, the horizontal distance between the lower cross beam 300 and the supporting legs 100 is changed before and after the track transfer support 200 is turned over, again, since the horizontal distance between the two legs 100 is fixed, then the distance between the two lower beams 300 is different from before the turn, as shown in fig. 1 and 2, i.e. l2 and l1 are different. Therefore, when the track gauge of the cart travelling mechanism needs to be changed, no matter the track-changing support 200 is replaced or the track-changing support 200 is turned over by a certain angle, the distance between the two lower cross beams 300 of the shore bridge can be changed, namely, the distance between the two cart travelling mechanisms respectively fixed below the two lower cross beams 300 is also changed, so that the track gauge of the cart of the shore bridge is changed, the situation of various berths can be adapted, and the applicability of the shore bridge is improved.

It should be noted that: when the track gauge of the crane on the shore needs to be changed, the two track-changing supports 200 can be detached and turned over by a first preset angle at the same time, and then the two track-changing supports 200 are installed on the supporting legs 100 and the lower cross beam 300. Or after one of the orbital transfer supports 200 is detached and turned over by a first preset angle, the two orbital transfer supports 200 are mounted on the support legs 100 and the lower cross beam 300.

Optionally, the variable track gauge shore bridge further includes: a flange plate 700; the flange plate 700 is used to detachably connect the transition rail bracket 200 to the leg 100. Namely, the orbital transfer bracket 200 is detachably connected to the leg 100 through the flange plate 700. The flange plate 700 has a simple structure, and the detachable connection of the supporting leg 100 and the orbital transfer support 200 is easy to realize.

It should be noted that: the derailment bracket 200 may also be removably linked to the leg 100 by other means, such as a threaded connection, a pinned connection, a hinged connection, etc.

Similarly, the detachable connection between the transition support 200 and the lower cross beam 300 may also be implemented by the flange plate 700, or may also be implemented by other connection methods, such as a threaded connection, a pin connection, a hinge connection, and the like.

It should be noted that, the implementation manner in which the orbital transfer bracket 200 is turned by the first preset angle may be as described above: the derailing support 200 is detached from the support legs 100 and the lower cross beam 300, then the derailing support is turned over by a first preset angle, then the derailing support 200 is installed on the support legs 100, and then the lower cross beam 300 is installed on the derailing support 200.

The implementation of the track transfer bracket 200 being turned over by the first preset angle may also adopt the following manner:

(1) become rail support 200 and landing leg 100 and rotate to be connected, become rail support 200 and crossbeam 300 can dismantle and be connected, when becoming rail support 200 by the first angle of predetermineeing of upset, can follow crossbeam 300 with becoming rail support 200 and dismantle, then rotate rail support 200 for become rail support 200 and rotate the first angle of predetermineeing of landing leg 100 relatively, then install crossbeam 300 to becoming on rail support 200 again.

(2) Become rail support 200 and landing leg 100 and can dismantle and be connected, become rail support 200 and bottom end rail 300 rotatable coupling, when becoming rail support 200 by the first angle of predetermineeing of upset, can follow landing leg 100 with becoming rail support 100 and dismantle, then rotate rail support 200 for become rail support 200 and rotate the first angle of predetermineeing of relative bottom end rail 300, then will become rail support 200 and install to landing leg 100 on.

In a possible implementation manner, fig. 3 is a diagram illustrating a position relationship between the track-changing brackets before and after being turned over after the track-changing bracket is turned over by 180 °, and as shown in fig. 3, in a width direction of the track-changing bracket 200, the width direction is perpendicular to a length extension direction of the track-changing bracket 200, an absolute value of a difference between a width d1 of the first end 201 of the track-changing bracket 200 and a width d2 of the second end 202 of the track-changing bracket 200 is greater than zero, that is, | d1-d2| > 0, and the first preset angle is 180 °. I.e., the first end 201 is different in width from the second end 202. As shown in fig. 3, since the position of the leg 100 is fixed and the difference between the widths of the first end 201 and the second end 202 of the track-changing bracket 200 is greater than 0, before and after the track-changing bracket 200 is turned by the first predetermined angle, the central axis of the track-changing bracket 200 is misaligned, so that the distance between the two lower beams 300 is different from that before the track-changing bracket is turned.

Alternatively, since the absolute value of the difference between the width d1 of the first end 201 of the transfer rack 200 and the width d2 of the second end 202 of the transfer rack 200 is greater than zero, | d1-d2| > 0, the width d1 of the first end 201 of the transfer rack 200 may be greater than the width d2 of the second end 202 of the transfer rack 200; width d1 of first end 201 of transition support 200 may be less than width d2 of second end 202 of transition support 200. Therefore, the magnitude relationship between width d1 of first end 201 of derailing bracket 200 and width d2 of second end 202 of derailing bracket 200 is not limited as long as it is possible to achieve an absolute value of the difference between width d1 of first end 201 of derailing bracket 200 and width d2 of second end 202 of derailing bracket 200 that is greater than zero.

Optionally, the larger the absolute value of the difference between the width d1 of the first end 201 of the track-changing bracket 200 and the width d2 of the second end 202 of the track-changing bracket 200 is, the larger the change of the track pitch of the crane truck chassis is.

In an embodiment of the present application, fig. 2 is a schematic structural view illustrating a track-changing bracket 200 in a variable-track-gauge shore bridge according to another exemplary embodiment of the present application after being turned over by a first preset angle; as shown in fig. 2, the variable gauge shore bridge further includes: the first supporting structure 400, the first supporting structure 400 is detachably connected with the supporting leg 100 and the track-changing bracket 200 respectively. Through the arrangement of the first support structure 400, after the orbital transfer bracket 200 is fixed with the leg 100 and the lower beam 300, the first support structure 400 can enhance the stability between the orbital transfer bracket 200 and the leg 100.

Alternatively, as shown in fig. 4, the track transfer bracket 200 includes: a fixing member 401; one end of the first connecting rod 402 is fixedly connected with the fixing piece 401, and the other end of the first connecting rod 402 is detachably connected with the supporting leg 100; and one end of the second connecting rod 403 is fixedly connected with the fixing piece 401, and the other end of the second connecting rod 403 is detachably connected with the orbital transfer support 200. Stability between the derailing bracket 200 and the leg 100 is achieved by using two connecting rods.

Optionally, as shown in fig. 5, the track transfer bracket 200 further includes: one end of the third connecting rod 404 is fixedly connected with the fixing piece 401, and the other end of the third connecting rod 404 is detachably connected with the orbital transfer bracket 200; wherein, an included angle between the third central axis of the third connecting rod 404 and the second central axis of the second connecting rod 403 is greater than 0 °. Namely, three connecting rods are adopted, and a certain angle is formed between every two three connecting rods, so that the rail transfer support 200 and the supporting leg 100 are fixed in a triangular fixing mode, and the stability between the rail transfer support 200 and the supporting leg 100 is further enhanced.

In one possible implementation, as shown in fig. 5, the transition rack 200 further includes: when the first connecting rod 402, the second connecting rod 403 and the third connecting rod 404 are connected, the extension lines of the third central axis of the third connecting rod 404, the second central axis of the second connecting rod 403 and the first central axis of the first connecting rod 402 intersect at a first point. This allows the first support structure 400 to be stressed evenly, further enhancing the stability between the derailment bracket 200 and the leg 100.

Alternatively, the first point is located in the fixture 401, as shown in fig. 5.

Optionally, the first point is located in a first spatial region between the fixing member 401 and the transfer rack 200.

Alternatively, the first point may also be located in a second spatial region of the fixing member 401 remote from the transfer rail bracket 200.

Optionally, as shown in fig. 5, an included angle between a third central axis of the third connecting rod 404 and a second central axis of the second connecting rod 403 is a third included angle β 1, and an included angle between a first central axis of the first connecting rod 402 and a second central axis of the second connecting rod 403 is a fourth included angle β 2; wherein, third contained angle β 1 equals fourth contained angle β 2, three connecting rod evenly distributed in first bearing structure 400 promptly for the atress of every connecting rod is even, when further having strengthened the stability between become rail support 200 and landing leg 100, can also prolong the life of connecting rod.

In one possible implementation, as shown in fig. 3, the variable-gauge shore bridge further includes: the second supporting structure 500, the second supporting structure 500 is detachably connected with the supporting leg 100 and the track-changing bracket 200 respectively; wherein the first support structure 400 and the second support structure 500 are respectively disposed at two opposite sides of the derailing bracket 200. That is, the support structures are arranged on the inner side and the outer side of the orbital transfer support 200, so that the stability between the orbital transfer support 200 and the support legs 100 is further enhanced, the working stability of the whole shore bridge is improved, and the probability of working faults is reduced.

Alternatively, the specific structure of the second support structure 500 may adopt the specific structure of the first support structure 400, for example, the specific structure of the second support structure 500 may adopt the specific structure of the first support structure 400 shown in fig. 5, and may also adopt the specific structure of the first support structure 400 shown in fig. 4.

It should be noted that: the specific structure of the first support structure 400 may be the same as that of the second support structure 500, for example, the specific structure of the first support structure 400 and the specific structure of the second support structure 500 both adopt the first support structure 400 shown in fig. 5 described above.

The specific structure of the first support structure 400 may be different from that of the second support structure 500, for example, the specific structure of the first support structure 400 is the first support structure 400 shown in fig. 5 and the specific structure of the second support structure 500 is the first support structure 400 shown in fig. 4.

Alternatively, as shown in fig. 2, the first support structure 400 and the second support structure 500 are axisymmetrical about the central axis of the derailing carriage 200. Further increasing the stability between the derailing bracket 200 and the leg 100.

Optionally, no matter which of the first support structure 400 and the second support structure 500 is installed on the side of the track transfer bracket 200 close to the tie beam 600, that is, on the inner side of the track transfer bracket 200, the included angle between the first connecting rod 402 and the leg 100 is smaller than a first preset angle, that is, the included angle between the first connecting rod 402 and the leg 100 is as small as possible, so as to ensure that the trucks can pass through.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the present invention, and any modifications, equivalents and the like that are within the spirit and principle of the present invention should be included in the scope of the present invention.