JPH06199490A - Crane - Google Patents

Abstract

PURPOSE: To reduce projecting of a rear part by providing a superstructure arranged on an undercarriage so as to be swivelable around a vertical axis and improving the carrying ability of a crane such as a railway crane fixed with a jib and a counterweight which is movable depending on the swiveling movement of the superstructure. CONSTITUTION: At least one counterweight 7 is connected with a counter weight 2 via an articulation 8, which has a swivel axis 9 aligned parallel to a vertical axis 5. Thus, a counterweight 9 is swiveled in a direction opposite to the superstructure.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a crane such as a railway crane described in the preamble of claim 1.

[0002]

2. Description of the Related Art German Patent Application Publication No. 224303A1
Jib rotary cranes having a lower wagon and an upper wagon pivotably arranged on it are known from the publication.

The jib is supported by the upper wagon.
Furthermore, a counterweight is provided on the side of the upper wagon that is located away from the jib.

The counterweight is formed so as to be movable in the horizontal direction on the extension line of the jib as seen from the top view in order to change the torque of the counterweight. To adjust the position of the counterweight,
It is performed depending on the turning motion of the counterweight. For this purpose, the counterweight is mechanically connected via a lever and gear in a rotary drive for the upper wagon.

The fact that the counterweight can be moved is a drawback. This is because this increases the distance between the rear projection of the upper wagon, that is, the pivot axis of the upper wagon, and the counterweight outer contour on the side remote from this pivot axis. The larger protrusions increase the torque of the counterweight, which increases the carrying capacity of the crane, but makes it impossible to use the crane in tight spaces.

An example is a jib crane, which is embodied as a railway crane. This limits the work area on at least one side by the railroad loading gauge.

Turning of this crane on a track with another track running in parallel is almost impossible due to the increased overhang. This is because the counterweight comes out of the railroad loading gauge toward the adjacent railroad track only by turning a slight angle, and this railroad track must be closed. In this specification, the railroad loading gauge means a work area that does not hinder the passage of other railroad tracks.

[0008]

SUMMARY OF THE INVENTION It is an object of the present invention to provide a crane, for example a railroad crane, with improved carrying capacity and reduced rear overhang.

[0009]

The above-mentioned problems can be solved by a feature described in the characterizing portion of claim 1 in a crane such as a railway crane described in the superordinate concept of claim 1. Advantageous embodiments of the invention are described in claims 2-10.

According to the present invention, a counterweight is attached to the upper wagon of a railroad crane via a link to a pivot axis parallel to the vertical axis of the upper wagon, whereby the counterweight is opposed to the upper wagon. By turning in the direction, the rear protrusion of the upper wagon can be reduced.

Since the counterweight turns in the opposite direction, 3
The outer contour of the rear part of the upper wagon changes so that the rear end of the counterweight in the turning direction does not exceed the vertical flank of the railway loading gauge, up to a preselected maximum turning angle between 0 and 40 °. The railway loading gauge is parallel to the longitudinal axis of the jib at 0 °.

Further, when the counterweight turns, the center of gravity of the counterweight deviates from the extension line of the longitudinal axis of the jib, so that the torque of the counterweight surely decreases, but the turning angle of the upper wagon is 0. It has been found that the remaining torque of the counterweight is sufficient to carry out a number of the required operations, if between -40 °.

Moreover, even if the turning area is limited, by using the jib and the traveling capability of the crane,
A sufficiently large working area can be obtained by the side of the track.

By matching the absolute value of the turning angle of the upper wagon and the absolute value of the turning angle of the counterweight, the torque of the counterweight continuously decreases as the turning angle increases,
This matching of the absolute values can be achieved well.

By selecting the width of the counterweight and the width of the upper wagon in accordance with the maximum swivel angle previously selected for the upper wagon, the outer contours of the upper wagon and the counterweight are run at the maximum swivel angle. Can be located in the railroad loading gauge on the road. It is thus possible to operate the crane on a track that is designed as a passage or railroad without obstructing oncoming traffic on adjacent tracks.

Increasing the torque of the counterweight can be accomplished by attaching the counterweight to a payout arm that is connected to the upper wagon by a link. The counterweight can be delivered linearly. This is because even if the counterweight is turned, the counterweight is only paid out in the railroad loading gauge on the traveling path.

Further, the counterweight is divided in the longitudinal direction,
It is advantageous to connect each part to the upper wagon via a multi-joint link in the form of a multi-joint connection. As a result, when the upper wagon is oriented laterally with respect to the roadway, the parts of the counterweight can be swiveled such that their longitudinal directions are oriented parallel to the longitudinal direction of the lower wagon. As a result, the crane of the present invention has a small rear protrusion and a large carrying capacity at the same time even in the lateral position.

[0018]

The present invention will now be described in detail with reference to the drawings based on an embodiment.

FIG. 1 shows a side view of the railway crane of the present invention. The railroad crane essentially consists of a lower wagon 1 and an upper wagon 2. The lower wagon 1 can travel on the track 4 via the traveling device 3.

An upper wagon 2 is supported on the lower wagon 1 so as to be pivotable about an axis 5 which is vertical and oriented at right angles to the lower wagon.

On the upper wagon 2, a jib 6 extending in parallel with the longitudinal direction L of the upper wagon 2 (see FIG. 2) is linked. Further, a counterweight 7 is attached to the end of the upper wagon 2 which is located away from the free end of the jib 6.

The counterweight 7 is a vertical shaft 5 of the upper wagon 2.
It is connected to the upper wagon 2 via a link 8 having a pivot 9 oriented parallel to. The counterweight 7 is connected to a link 8 via an arm 10.

Furthermore, the upper cabin 2 has a guide cabin 1
1 is attached to the end of the upper wagon 2 located away from the counterweight 7.

The swivel drive of the counterweight 7 is not shown for the sake of clarity. The swivel drive is performed, for example, by hydraulic cylinders operating respectively between the upper wagon and the counterweight, or, for example, on the upper wagon in response to the swivel drive, with a toothed rim mounted on the counterweight. This is done via a rotary drive that engages and is attached to the upper wagon.

FIG. 2 shows a top view of FIG. The upper wagon 2 is in a stationary or transport position.

That is, the turning angle between the longitudinal axis Lo of the upper wagon 2 and the longitudinal axis Lu of the lower wagon 1 is 0 °.
In the transport position, the longitudinal extension axis Lg of the counterweight 7 is arranged in the extension of the longitudinal axis Lo of the upper wagon 2. Furthermore, the axis 5 perpendicular to the turning of the upper wagon 2 and the turning axis 9 of the counterweight 7 intersect the longitudinal axis Lo of the upper wagon 2.

FIG. 3 shows the upper wagon 2 of FIG. 2 in a position pivoted by an angle a.

The angle a is the longitudinal direction Lo of the upper wagon 2.
And a plane including the longitudinal direction Lu of the lower wagon 1. The counterweight 7 is turned by a turning angle b surrounded by the longitudinal axis Lo of the upper wagon 2 and the longitudinal axis Lg of the counterweight 7.

The turning direction of the upper wagon 2 and the turning direction of the counterweight 7 are opposite to each other.

The width D of the counterweight 7 is chosen so that the width F of the jib 6 and the width D of the counterweight 7 are in the railroad loading gauge of the track at the preselected maximum turning angle a. ing. The width of the counterweight is defined by the dimension C between the center of the track and the side of the railroad loading gauge.

Similarly, the maximum swivel angle a is matched with the distance E between the vertical axis 5 and the swivel axis 9. Therefore, in this embodiment, the railroad crane can swing up to a turning angle a of about 30 ° without the counterweight 7 coming out of the width C of about 2 m of the railroad loading gauge.

As a result, when the jib length is about 12 m, it is possible to receive luggage in the range from the center of the line to the distance A of about 6 m. In this turning position, the angle b is -30 °.

FIG. 4 shows a railroad crane according to the present invention having a counterweight 7 that can move horizontally. The counterweight 7 can travel by the telescopic arm 10 parallel to the longitudinal axis Lu of the lower wagon 1. It can be seen that at the preselected turning angle a, the torque of the upper wagon is effectively increased without leaving the width C of the railway loading gauge.

FIG. 5 shows a top view of a railroad crane with a counterweight 7 divided along the longitudinal axis Lg of the railroad crane. Counterweight 7 part 7 ', 7 "
Is connected to the rear surface of the upper wagon 2 via the swivel shaft 9 together with the arms 10 'and 10 ".

The link 8 on the swivel shaft 9 has a counterweight 7
Is not divided into two parts 7 ', 7 "as shown in FIG.
Is configured as a multi-joint connecting member so that it can swivel in the same direction. From FIG. 5, the railway crane according to the present invention has a turning angle a of 90 ° and at the same time a portion 7 ′ of the counterweight 7,
It can be seen that the rear projection of the crane is also small when the 7 "is opened parallel to the longitudinal axis of the lower wagon.

[Brief description of drawings]

FIG. 1 is a side view of a railway crane.

FIG. 2 is a top view of FIG.

FIG. 3 is a top view of FIG. 1 with the upper wagon in a pivoted position.

FIG. 4 is a top view of a railway crane in which a counterweight can travel in a horizontal direction.

FIG. 5 is a top view of a railway crane in which the counterweight is split longitudinally open and the upper wagon is pivoted 90 ° with respect to the lower wagon.

[Explanation of symbols]

 1 Lower Wagon 2 Upper Wagon 3 Traveling Device 4, 4'Track 5 Vertical Axis 6 Jib 7 Counterweight 8 Link 9 Swing Axis 10 Arm 11 Guide Cabin 12 Traveling Path 13 Swing Drive A A between Lu and jib end. Interval B Distance between Lo and swivel axis C 1/2 Railroad gauge width D Width of counterweight E Distance between 5 and 6 Lg Longitudinal axis of counterweight Lo Longer axis of upper wagon Lu Longitudinal axis of lower wagon a Swing angle of jib b Swing angle of counterweight

Claims (10)

[Claims] 1. A counterweight comprising an upper wagon provided on a lower wagon so as to be pivotable about a vertical axis, wherein the upper wagon has a jib and a counterweight movable depending on a pivoting movement of the upper wagon. In the crane where and are installed,
At least one said counterweight (7) is a link (8)
A crane, characterized in that it is connected to the upper wagon (2) via and the link (8) has a pivot axis (9) arranged parallel to the vertical axis (5). 2. The swivel axis (9) of the counterweight (7) intersects the longitudinal axis (Lo) of the upper wagon (7) and is in relation to the vertical axis (5) of the upper wagon (2). The crane according to claim 1, wherein the crane is located at a distance in a direction from a free end of the jib (6) of (2) to a rear surface of the jib (6). 3. The counterweight (7) has an upper wagon (2).
2. A swivel drive arranged between the counterweight and the counterweight (7) can be driven in a direction opposite to the swivel direction of the upper wagon (2).
Alternatively, the crane according to claim 2. 4. A swivel angle (a) enclosed between the longitudinal axis (Lo) of the upper wagon (2) and the longitudinal axis (Lu) of the lower wagon (1) and the upper wagon (2). The turning angle (b) surrounded by the longitudinal axis (Lo) and the longitudinal axis (Lg) of the counterweight (7) has a carrying position state and a turning angle (a) of 20 to 40 °. Crane according to any one of claims 1 to 3, characterized in that it has the same absolute value in a preselected maximum turning position state. 5. A swivel drive, depending on the swivel angle (a) of the upper wagon (2), swivels the counterweight (7) with the absolute value of the swivel angle (a) of the upper wagon (2). 5. The method according to claim 1, wherein the absolute value of the angle (b) is controllable so as to be the same in each turning position of the upper wagon (2). Crane described in. 6. The ratio between the width (D) of the counterweight (7) and the width (F) of the upper wagon (2) and the distance between the vertical axis (5) and the swivel axis (9). , At the preselected maximum turning angle (a) of the upper wagon (2) the outer contours of the upper wagon (2) and the counterweight (7) are of the width of the railway loading gauge of the traveling device (12). 1 /
Crane according to any one of claims 1 to 5, characterized in that it is selected to lie in 2 (C). 7. A counterweight (7) is connected to a link (8) via an arm (10), said arm (1).
Crane according to any one of claims 1 to 6, characterized in that 0) is capable of traveling. 8. The counterweight (7) is divided in the longitudinal direction, and each part (7 ′, 7 ″) of the counterweight (7).
Crane according to any one of claims 1 to 7, characterized in that it is connected to the upper wagon (2) via a link (8) in the form of a multi-joint connection member. . 9. The width (D ') of the portion of the counterweight (7).
And the distance (B ') between the swivel axis (9) and the vertical axis (5).
And the distance between the longitudinal axis (Lo) and the swivel axis (9) is
When the turning angle (a) of the upper wagon (7) is about 90 °, the 90 ° turning portion of the counterweight (7) is the traveling device (1).
Crane according to claim 8, characterized in that it is selected to lie within the width (C) of the railway loading gauge of 2). 10. The counterweight (7) is formed in a substantially rectangular shape, and a side wall of the counterweight (7) facing a side surface of a railroad loading gauge has a maximum turning angle (a) at a turning position. Crane according to any one of claims 1 to 9, characterized in that it runs parallel to the side of the gauge.