EP2616377B1 - Rail for suspended conveyors and suspended cranes - Google Patents

Description

The invention relates to a rail for monorails and overhead cranes, with a profile head for suspending the rail and an associated profile body, wherein the profile head seen in cross section is a substantially C-shaped upwardly open profile head, the opening of which forms a along a longitudinal center plane extending gap which is bounded on both sides by first web portions which extend outwards as viewed from the longitudinal median plane, are connected to the first web portions in cross-section as two opposite downwardly and outwardly extending second web portions, the cross-section being symmetrical with respect to the vertical Longitudinal plane arranged profiles is composed

Such rails usually include a rail head for providing a suspension for attachment to ceilings, walls, etc. and a rail body for providing the functional aspects, such as carriage lanes, support sections, etc.

Corresponding self-supporting tubular rails for monorails, overhead cranes u. Like. Are, for example, from the DE 1 249 301 known. The running track described therein is composed in cross section, for example, of two symmetrical to the vertical longitudinal center plane thin-walled profiles, the roller pairs of a chassis with upper walls and obliquely down to the longitudinal center plane extending side walls and two sides of a lower slot lying, to this downwardly inclined lanes enclose and above are provided on the longitudinal median plane with a respective upwardly and then outwardly from the longitudinal center plane facing web, which rests against the web of the second profiled bar in the upwardly facing part and is connected thereto. The upper profile walls fall from the longitudinal center plane to the outside and the distance between the oblique side walls is only so large that the running track provides space only a chassis whose width is determined only by a plate-shaped support body and this tightly arranged roles. The running rail is fastened via the upwardly directed webs by means of a suspension, for example, to the hall ceiling, the suspension clasping the upwardly facing webs in the outwardly facing part.

From the brochure HB system (as of August 2009) from ABUS Kransysteme GmbH on page 11 corresponding rails are also known, which consist of two symmetrically welded to the vertical longitudinal center plane half-shells, with their first upwardly and then outwardly facing web terminating inwards approximately horizontal back in the direction of the vertical longitudinal center plane. In this case, a gap remains between the opposite ends of the webs, so that a substantially C-shaped profile head is formed, which is open at the top. In this opening engages a ball joint suspension such that it rests with a lower plate from the inside to the webs and is bolted by means of bolts with a lying on the webs outside ball socket plate through the opening. Further, the profiles of the running rail in the lower region at the lower slot for the chassis are each twice approximately at right angles below the slot first down and then folded outwards, so that a running on the outside longitudinal groove is formed in the rail section connector (sleeves) can be arranged and cause a stiffening.

From the German patent application DE 101 15 565 A1 For example, a device for suspending rails for a suspension crane with a longitudinally extending rail and a suspension is known. The rail consists of two mirror-symmetrical sheet metal profiles, which are welded together below a profile head. The rail comprises a C-shaped and upwardly open profile head with two webs and three web sections. The webs extend in a first web portion horizontally outward and in an adjoining second web portion almost vertically obliquely outwards and downwards. Angled third land sections adjoin each other, running and meeting at an angle inwardly and downwardly.

From the German Utility Model DE 73 46 004 U is a monorail railway with a rail known along the longitudinal direction carriages are movable. The rail consists of a cross-sectionally c-shaped and upwardly open profile head, which is followed by a hook-shaped lower part, which forms the running rail. To hang the rail, a suspension element is inserted in the longitudinal direction in the profile head. Therefor The profile head has two webs, each with four web sections, which enclose an upwardly open receiving space for the suspension and form a gap extending in the longitudinal direction of the rail. Both webs extend starting from the gap in each case in a first web portion obliquely outwards and upwards and each pass into a second web portion, which is angled and extends horizontally outwards. The second web section is followed in each case by a third web section which is angled at 90 degrees and runs vertically downwards. A horizontal fourth land portion connects the two lands at lower ends of the third land portions.

In the German patent DE 914 895 B a rail for a Einschienenkatze or a smooth-running crane is described, which seen in cross section has the shape of an inverted letter "T". Also, this rail suspended from a suspension on a trained at its upper end profile head. The profile head has two webs, each with three web sections. The two webs each extend in a first web portion of the gap starting obliquely outwards and upwards and then fall in an angled second web portion vertically downwards. The second web section is followed by a third web section sloping obliquely inwards. Between lower ends of the third land portions, a second gap is formed within the receiving space.

From the US 4 524 698 A as well as from the FR 2 201 561 A1 are each a rail with a c-shaped and upwardly open profile head known, with a gap of the respective profile head is bounded by web portions which are round and semicircular.

Proceeding from this, the object of the present invention is to provide a rail for overhead monorail systems and suspension cranes which, by virtue of their geometry in the region of the profile head, at least supports a safeguard against overload and allows simple fastening by means of suspensions. In addition, the rail should be stiff and allow good connection options for rail sections.

This object is achieved by the reproduced in claim 1 rail. Advantageous embodiments of the invention are in the claims 2 to 8 specified.

According to the invention, in a rail for monorails and overhead cranes, with a profile head for suspension of the rail and a profiled body connected thereto, the profile head is seen in cross-section a substantially C-shaped upwardly open profile head whose opening forms a gap extending along a longitudinal center plane which is bounded on both sides by first web portions which extend outwards as viewed from the longitudinal median plane, are connected to the first web portions in cross-section as two opposite downwardly and outwardly extending second web portions, the cross-section being symmetrical with respect to the vertical Longitudinal plane arranged profiles is composed, a backup against overload by the geometry in the profile of the profile head supported at least thereby and a simple attachment by means of suspensions allowed by the fact that the first web sections starting from v extend obliquely outward and upward on the longitudinal median plane approximately in a V-shape, and an angle between 15 to 35 degrees, preferably 20 to 30 degrees, is included between the first land portions and a horizontal plane perpendicular to the longitudinal median plane. Since the first web sections do not recede approximately horizontally in the direction of the vertical longitudinal center plane, as in the prior art (HBUS system of ABUS, see above), but extend obliquely outward and upward, i. are arranged substantially V-shaped, they prevent the rail profile bends even in extreme overload. Thus, overloading even increases the clamping effect on a suspension arranged in the gap, since the first web sections are "pulled" toward one another in the event of overload.

This is of enormous importance, since even in case of overloading no failure of the connection between the rail or its head profile and the suspension or its connecting element may occur. The special geometry of the profile head of the rail according to the invention ensures that the rail is not the weakest link in the chain.

Finally, when horizontally inwardly in the direction of the vertical longitudinal center plane, third land portions adjoining the second land portions, i. the profile head at the base is wider and narrows in the direction away from the profile body, a suspension for the rail can be used, which can be "swivel" through the gap in the hollow profile head, since thus the diagonal extent (seen in cross section) is large enough to accommodate a pivoting part of a suspension, which is then pivoted approximately horizontally and thereby positively engages in the bead formed by the first web portions of the profile head. Thus, the profile head is held in a simple manner in the transverse direction by positive engagement with a corresponding coordinated on dimensioning of the profile head and the suspension or its Einschwenkteils.

As already stated in the introduction, the profile head of the rail is used for attachment to ceilings, walls, etc. via a suspension and the profile body of the rail to provide the functional aspects, such as carriage carriageways, support sections, etc.

For this purpose, it is advantageous if the profile body with upper substantially horizontally extending profile walls and slightly obliquely down to the longitudinal center plane extending profile side walls and two on both sides of a lower slot lying, this downward inclined lower profile walls forms a cavity for trolleys, in which case is additionally preferred in that the lower profile wall at the slot is continued substantially downwards and then obliquely outwards and finally obliquely downwards. This allows a further stiffening of the rail in the region of the profile body and in addition a lead-out of one end of the weld of the welded tubes or sleeves commonly used for the butt joint of rail sections.

These sleeves are usually welded in outward on the rail extending longitudinal grooves along its two sides. However, in the case of the rails of the prior art, the weld then lies in the region of the highest stress, namely at the edge of the profile. Due to the possibility of the lead out of the weld, this can end outside this range. Thus, the spout of the Weld seam is arranged by pulling the weld outside the critical area of the weld joint, whereby a voltage increase by geometry jump and a local separation of the notch is achieved, so that ultimately the holding means (sleeves) can be charged higher. This also allows a total of a higher load on the connection of the rail sections.

Preferably, the angle of the obliquely downward continued lower profile wall 90 to 130 degrees relative to the longitudinal center plane, more preferably 100 to 120 degrees, most preferably 110 degrees. In this angular range, the optimum weld seam course is coupled with the higher stiffening particularly effectively.

To connect the profile head with the profile body is provided in a preferred embodiment that fourth approximately along the longitudinal center plane extending web portions which adjoin the third web portions connect the profile head with the profile body on the upper profile walls. In this case, the web portions are dimensioned so that connecting sleeves can be taken approximately half in the correspondingly formed on the outside of the rail longitudinal groove.

It is also advisable to connect to the halves of the rail in this area with each other, including the fourth web portions of the profile head in the upward-facing area abut each other and are connected to each other.

The rails according to the invention can be used in many ways. However, the use as a running rail and / or mounting rail for single or double-girder suspension cranes is particularly preferred.

• Fig. 1 eine perspektivische und schematische Ansicht eines Einträgerhängekrans nach dem Stand der Technik zur Veranschaulichung der Einsatzmöglichkeiten entsprechender Schienen;
• Fig. 2 eine perspektivische Ansicht einer erfindungsgemäßen Schiene;
• Fig. 3 einen Querschnitt durch die Schiene aus Figur 2 und
• Fig. 4 einen Querschnitt durch die Schiene aus Figur 2 im Bereich der Aufhängung des Profilkopfs sowie
• Fig. 5 den Querschnitt aus Figur 4 beim Einführen der Aufhängung.

Further details, features and advantages of the invention will become apparent from the following description of an embodiment with reference to the drawing, in which

• Fig. 1 a perspective and schematic view of a single-girder suspension crane according to the prior art to illustrate the applications of corresponding rails;
• Fig. 2 a perspective view of a rail according to the invention;
• Fig. 3 a cross section through the rail FIG. 2 and
• Fig. 4 a cross section through the rail FIG. 2 in the area of the suspension of the profile head as well
• Fig. 5 the cross section FIG. 4 when inserting the suspension.

To illustrate the various uses of connected rail sections for the formation of rails is in the FIG. 1 a single-girder suspension crane shown.

By means of suspension devices 1, substantially horizontally extending and downwardly open C-shaped profiled rails 2 are suspended on support elements 3 or further rails 2. The support elements 3 are designed as double T-beams. Since the present embodiment relates to a single-girder suspension crane, there are provided two substantially horizontally, parallel and spaced-apart first rails 2a which serve as rails of the one-beam towing crane and a second rail 2b which forms a crane rail substantially transverse to the first Aligned rails 2a and along the first rails 2a is movable. For this purpose, the second rail 2b is suspended via two suspension devices 1 in each case on a running gear, not shown, and movable along the first rail 2a. On the second rail 2b a hoist 4 is suspended in a conventional manner as a chain or cable and with a further chassis, not shown, along the second rail 2b moved. The hoist 4 is controllable via a suspended from the hoist 4 pendant switch 5.

The rails 2a, 2b can therefore be used optionally as crane runway or carrier rails.

Based on FIGS. 2 to 5 Now, a rail 2 according to the invention will be described.

The rails 2a and 2b each consist of two or three depending on the length requirement a plurality of rail sections 2aa and 2ab or 2ba and 2bb.

The rail sections 2aa and 2ab or 2ba and 2bb are connected to each other via end-side butt joints 6.

By way of example, only the butt joint 6 of the rail sections 2aa and 2ab will be described by way of example on the basis of FIG Figures 2 and 3 explained, since that of the rail sections 2ba and 2bb is formed accordingly. The profile of the rail sections of the Figures 2 and 3 is only the one who FIG. 1 similar, but not identical.

In order to form the butt joints 6 of the rail sections 2aa and 2ab, the rail sections 2aa and 2ab each have on their outer sides formed as sleeves 7 holding elements, which are arranged on the rail section ends 8 in longitudinal angular spaces or grooves 9 of the rail sections 2aa and 2ab.

In the example shown, four sleeves 7 per rail section are used, which are each arranged in corresponding longitudinal grooves 9. Two sleeves 7 are provided per rail section longitudinal side.

The sleeves 7 are penetrated by bolts as connecting elements and form for their heads or their nuts a transverse to the longitudinal direction of the rail sections extending contact surface 16 as an abutment surface.

The sleeves 7 are fastened to the rail sections 2aa and 2ab, in each case by a weld seam 12 extending in the longitudinal direction of the rail section 2aa and 2ab, on each of the two longitudinal sides of the sleeves 7. The welds 12 need not extend over the entire length of the sleeves 7 and may be formed differently from each other.

The end 13 facing away from the end 13 of the weld 12 differs from the longitudinal direction. In this case, the end 13 to the remaining weld 12 forms an angle 14 and extends out of the groove 9 out to the side surface 15 of the rail profile or the continued profile wall.

The rail 2 consists in cross section of two symmetrical to the vertical longitudinal center plane L identical profiles 20a, 20b.

In this case, the rail has a profile head 22 arranged at the top along the longitudinal center plane L and a profiled body 23 connected thereto below.

The profile head 22 is seen in cross-section a substantially C-shaped upwardly open profile head whose opening forms a along the longitudinal center plane L extending gap 24 which is bounded on both sides by first web portions 25a, 25b, viewed from the longitudinal center plane L obliquely extend outwards and at the same time upwards.

The angle 21 of the web portions 25a, 25b is about 25 degrees relative to the longitudinal center plane L.

The profile head 22 also has in cross-section two opposite downwardly and outwardly extending second web portions 26a, 26b, which adjoin the first web portions 25a, 25b, and finally inwardly in the direction of the vertical longitudinal center plane L zurückkragende third web portions 27a, 27b, which connect to the second web portions 26a, 26b, on.

That is, the profile head 22 is wider at its base and narrows in the direction away from the profile body 23. Thus, a suspension 34 can be used for the rail 2, which can "swing" through the gap 24 in the hollow profile head 22, thus thus the diagonal extent (seen in cross-section) is large enough to receive a pivotable pivoting part 35 of the suspension 34, which is then pivoted approximately horizontally and thereby positively engages in the beads 36a, 36b of the profile head 22 formed by the first web portions 25a, 25b. Thus, the profile head 22 is held in a simple manner in the transverse direction by a positive fit with a corresponding coordinated on each dimensioning of the profile head 22 and the suspension 34 and the Einschwenkteils 25.

Alternatively, the height of the profile head 22 would have to be much larger and the rail 2 could be less compact and stiff overall.

In order to attach and fix the suspension 34 on the profile head 22, the aforementioned pivoting part 35 is first pivoted approximately perpendicular to the suspension on one side fitting, so that it can be inserted with the other side in the gap 24.

Subsequently, the suspension 34 is slid with the Einschwenkteil 35 obliquely in one of the lower corners of the profile head 22, which are formed by the web portions 26 a, 27 a and 26 b, 27 b.

Then it is possible to insert the other end of the Einschwenkteils 35 past the web portion 25a and 25b in the gap 24 and finally pivot the Einschwenkteil horizontally and insert into the beads 36a, 36b.

Thus, the suspension 34 already carries the rail 2 via the Einschwenkteil 35 without a screw, etc. Thus, the entire load from the pivot pin 37 of the suspension is added, which can be dimensioned much more resilient than a normal bolt of a clamping connection from the prior art.

In addition, fourth web portions 28a, 28b extending approximately along the longitudinal center plane L are provided on the profile head 22, which adjoin the third web portions 27a, 27b and connect the profile head 22 to the profile body 23 via its upper profile walls 29a, 29b.

The fourth web portions 28a, 28b of the profile head 22 abut each other and are welded together there. Thus, the profiles 20a, 20b are connected to form the rail 2.

The profile body 23 forms with upper substantially horizontally extending profile walls 29a, 29b and slightly obliquely down to the longitudinal center plane L extending profile side walls 30a, 30b and two on either side of a lower slot 31 lying, slightly inclined to this lower profile walls 32a, 32b a cavity H for trolleys, wherein lower profile walls 32a, 32b form a tread for the corresponding wheels. In addition, a conductor rail can be arranged in the region of the upper profile walls 29a, 29b.

The lower profile wall 32a, 32b at the slot 31 is substantially downwardly and then continued obliquely outwardly and finally obliquely downward. The resulting end portions 33a, 33b of the lower profile wall 32a, 32b allow a lead out of the weld 12, as explained above.

The angle end portions 33a, 33b of the lower profile wall 32a, 32b is about 110 degrees relative to the horizontal.

LIST OF REFERENCE NUMBERS

1

suspension

2

rail

2aa, 2ab, 2ba, 2bb

rail section

3

supporting elements

4

hoist

5

Pendant switches

6

butt joint

7

shell

8th

Schlenenabschnittende

9

groove

12

Weld

13

End of the weld

14

angle

15

side surface

16

shelf

20a, 20b

profile

21

angle

22

profile head

23

profile body

24

gap

25a, 25b

first bridge section

26a, 26b

second bridge section

27a, 27b

third bridge section

28a, 288

fourth bridge section

29a, 29b

upper profile wall

30a, 30b

Profile sidewall

31

slot

32a, 32b

lower profile wall

33a, 33b

end

34

suspension

36a, 36b

Beading

35

Einschwenkteil

37

pivot pin

L

Longitudinal center plane

H

cavity

Claims (8)

1. Rail (2) for suspended railways and overhead cranes, having a profiled head (22) for the suspension of the rail (2) and a profiled main body (23) connected thereto, the profiled head (22) being a profiled head which is substantially C-shaped when seen in cross-section and open in the upward direction and whose opening forms a gap (24) extending along a longitudinal centre plane (L), which gap (24) is defined, on the two sides, by first web portions (25a, 25b) which extend outwards when seen from the longitudinal plane (L), and there follow on from the first web portions (25a, 25b), when seen in cross-section, two second web portions (26a, 26b) situated opposite one another which extend outwards and downwards, the rail (2), when seen in cross section, being an assembly of two profiles (20a, 20b) which are symmetrically arranged to the vertical longitudinal centre plane (L), characterised in that, starting from the longitudinal centre plane (L), the first web portions (25a, 25b) extend obliquely outwards and upwards approximately in a V-shape, and in that an angle (21) which is 15 to 35 degrees, and preferably 20 to 30 degrees, is made between the first web portions (25a, 25b) and a horizontal line aligned at right angles to the longitudinal centre plane (L).
2. Rail (2) according to claim 1, characterised in that third web portions (27a, 27b) which are cantilevered back inwards horizontally towards the vertical longitudinal centre plane (L) finally follow on from the second web portions (26a, b).
3. Rail (2) according to claim 1 or 2, characterised in that the profiled main body (23) forms a cavity (H) for running gear by upper profile walls (29a, b) which extend substantially horizontally and profile side-walls (30a, 30b) which extend downwards at a slight obliquity to the longitudinal centre plane (L), plus two lower profile walls (32a, b) situated on the two sides of a slot (31) at the bottom which are inclined downwards to the latter.
4. Rail (2) according to claim 3, characterised in that, at the slot (31), the lower profile wall (32a, 32b) continues substantially downwards and then obliquely outwards and finally obliquely downwards.
5. Rail (2) according to claim 4, characterised in that the angle of the profile wall (32a, 32b) which continues obliquely downwards is 90 to 130 degrees relative to the longitudinal centre plane (L).
6. Rail (2) according to one of claims 2 to 5, characterised in that fourth web portions (28a, 28b) extending approximately along the longitudinal centre plane (L) which follow on from the third web portions (27a, 27b) connect the profiled head (22) to the profiled main body (23) via the upper profile walls (29a, 29b) of the latter.
7. Rail (2) according to claim 6, characterised in that the fourth web portions (28a, 28b) of the profiled main body (22) rest against one another in the region pointing upwards and are connected together there.
8. Use of a rail (2) according to one of the preceding claims as a travel rail and/or supporting rail for single-beam or twin-beam overhead cranes.

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