US20140158475A1 - Vertical retractable rail clamp - Google Patents

Vertical retractable rail clamp Download PDF

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Publication number
US20140158475A1
US20140158475A1 US14/178,267 US201414178267A US2014158475A1 US 20140158475 A1 US20140158475 A1 US 20140158475A1 US 201414178267 A US201414178267 A US 201414178267A US 2014158475 A1 US2014158475 A1 US 2014158475A1
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United States
Prior art keywords
pair
carriage
rail
clamping levers
actuator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US14/178,267
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English (en)
Inventor
Ian W. Bourhill
Igor Berliant
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Hillmar Industries Ltd
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Hillmar Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hillmar Industries Ltd filed Critical Hillmar Industries Ltd
Priority to US14/178,267 priority Critical patent/US20140158475A1/en
Publication of US20140158475A1 publication Critical patent/US20140158475A1/en
Abandoned legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H7/00—Brakes with braking members co-operating with the track
    • B61H7/12—Grippers co-operating frictionally with tracks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/22—Brakes applied by springs or weights and released hydraulically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H7/00—Brakes with braking members co-operating with the track
    • B61H7/02—Scotch blocks, skids, or like track-engaging shoes
    • B61H7/04—Scotch blocks, skids, or like track-engaging shoes attached to railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K7/00—Railway stops fixed to permanent way; Track brakes or retarding apparatus fixed to permanent way; Sand tracks or the like
    • B61K7/02—Track brakes or retarding apparatus
    • B61K7/04—Track brakes or retarding apparatus with clamping action
    • B61K7/08—Track brakes or retarding apparatus with clamping action operated pneumatically or hydraulically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C9/00—Travelling gear incorporated in or fitted to trolleys or cranes
    • B66C9/18—Travelling gear incorporated in or fitted to trolleys or cranes with means for locking trolleys or cranes to runways or tracks to prevent inadvertent movements

Definitions

  • This invention relates to spring-set clamps and brakes employing clamping devices that clamp the opposite sides of a clamped member such as a rail.
  • a fail-safe clamping apparatus adapted to clamp the sides of crane rails must satisfy several requirements: first, it must be independently powered by fail-safe means such that it is actuated when the crane is unpowered or unattended; second, the clamping assembly must permit sufficient lateral movement of the clamp with respect to the rail to accommodate the movement of the crane wheels on the rail as limited by the tread width between the wheel flanges; third, lateral movement of the clamp assembly should not significantly alter the angle at which the clamping surfaces approach the sides of the crane rails; fourth, where the clamping surfaces comprise metal serrated shoes of hardness substantially greater than that of the rail, means should be provided to prevent the shoes from dragging on the rails when the crane moves along its rails; fifth, the clamping assembly should be of narrow cross section such that the opening in a traveled surface in which the rails are embedded, as in the case of a dock facility, does not exceed approximately three times the width of the top of the rail; and finally, means should be provided whereby remote sensing means are provided to indicate to the crane operator that
  • Johnson provides a fail-safe clamping apparatus wherein its clamping surfaces are externally mounted to facilitate periodic examination without disassembling the clamping assembly.
  • Constant Force Rail Clamp applications disclose a rail clamp having a frame and a pair of levers. Each of the levers has a brake pad at a first end thereof, a cam follower at second end thereof, and is mounted to the frame by a pivot disposed between said first and second ends. A cam is disposed between the levers and a spring biases the cam in a first direction. A clamp release actuator is operable to displace the cam in a second direction. The second direction is opposite to the first direction.
  • a pair of variably sloped cam surfaces are disposed on opposite sides of the cam.
  • Each of the variably sloped cam surfaces is in contact with the cam follower of a corresponding one of the levers, and each of the variably sloped cam surfaces has a slope which varies to counteract variations in a spring force of the spring as the cam is displaced, thereby maintaining a constant clamping force.
  • the rail clamp according to the present invention may be characterized in one aspect as including a carriage having a lower end and an opposite upper end, where the carriage has a rigid base mounted at the lower end and an actuator frame mounted to the base so as to extend upwardly from the base to the upper end. At least one spring is mounted in the actuator frame at the upper end of the carriage. A selectively actuable actuator is mounted between the base and the spring(s). The actuator is actuable between a retracted position, a first extended position and fully extended position.
  • At least one guide wheel is mounted on a wheel support so as to depend therefrom for rolling engagement along a rail.
  • At least one suspension frame is pivotally mounted at a first end of the suspension frame to the carriage and is pivotally mounted at an opposite second end of the suspension frame to the wheel support.
  • the actuator operates on the first end of the suspension frame so as to elevate the carriage to a fully elevated position on the suspension frame as the actuator extends from the first extended position to the fully extended position.
  • a substantially vertically aligned, opposed facing pair of clamping levers is pivotally mounted to the base of the carriage, wherein lower-most ends of the pair of clamping levers are adapted for mounting a corresponding opposed facing pair of brake shoes thereon.
  • the pair of clamping levers are pivotable relative to the base so as to clamp their lower-most ends together when opposite upper ends of the pair of clamping levers are moved apart.
  • a clamping lever retractor acts on the pair of clamping levers to move the lower-most ends of the pair of clamping levers apart to unclamp the rail when the actuator extends from the refracted position to the first extended position.
  • the actuator extends from the first extended position to the fully extended position positions the carriage in the fully elevated position and simultaneously elevates the lower-most ends of the pair of clamping levers above a substantially horizontal plane containing a lower-most surface of the guide wheels so that brake shoes mounted on the lower-most ends of the pair of clamping levers are elevated above the rail when the guide wheels are on the rail.
  • the actuator retracts from the fully extended position to the first extended position positions the carriage in a fully lowered position and simultaneously lowers the lower-most ends of the pair of clamping levers to bracket opposite sides of the rail.
  • the actuator When the actuator retracts from the first extended position to the retracted position it operates on the upper ends of the pair of clamping levers to move the uppers ends of the pair clamping levers apart thereby clamping the lower most ends together onto the opposite sides of the rail.
  • the rail clamp may include a load transfer frame mountable at at least a first end thereof to a piece of rail-mounted machinery, such as a crane, needing the braking assistance of the rail clamp.
  • the lower-most ends of the pair of clamping levers are disposed relative to the mounting frame so as to depend downwardly below the load transfer frame when the carriage is in the fully lowered position.
  • the load transfer frame may include at least a longitudinally spaced apart pair of load transfer members sandwiching in sliding engagement therebetween the base of the carriage and lower ends of the pair of clamping levers.
  • the load transfer frame may also include longitudinally extending load transfer walls wherein the pair of load transfer members may be laterally extending members mounted to the load transfer walls.
  • the load transfer walls may be mounted to the first ends of the load transfer frame and extend to an opposite second end of the load transfer frame.
  • the load transfer walls may be a laterally spaced apart pair of walls, spaced apart so as to enclose the carriage and the pair of clamping levers, wherein the pair of walls each have lower edges adjacent the rail when the guide wheels are on the rail, and wherein a cut-out is formed in each of the lower edges of the pair of side walls adjacent the lower most ends of the pair of clamping levers to provide access to the brake shoes when mounted thereon.
  • the cut-outs may have reinforcing there-around, for example, the reinforcing may be a reinforcing arch mounted around each the cut-out.
  • each of the reinforcing arches may be of a thickness substantially that of a corresponding lower flange of a corresponding I-beam.
  • the base of the carriage may include a laterally extending substantially parallel elongate pair of base members sandwiching the lower ends of the pair of clamping levers therebetween.
  • the pair of clamping levers may be pivotally mounted to the pair of base members.
  • the pair of base members are a pair of connector plates.
  • Each suspension frame may include at least a pair of parallelogram linkages pivotally mounted to the carriage so as to maintain a substantially vertical trajectory for movement of the carriage relative to the guide wheels.
  • Each wheel support may include a vertically extending member wherein upper and lower linkages of the pair of parallelogram linkages are pivotally mounted to corresponding upper and lower ends of the vertically extending member of the corresponding wheel support.
  • the carriage may include suspension supports.
  • the pair of parallelogram linkages may be mounted vertically spaced apart on the suspension supports.
  • a load transfer frame is provided for mounting at a first end thereof to a piece of rail-mounted machinery such as a crane wherein the carriage and the pair of clamping levers are mounted for substantially vertical translation within said load transfer frame, and wherein the pair of clamping levers transfer loads applied substantially longitudinally to the load transfer frame to brake shoes mounted to the pair of clamping lever's when clamped onto the rail, wherein the load is transferred by compression against the pair of clamping levers.
  • the carriage may further include a guide member cooperating with the load transfer frames to guide the substantially vertical translation relative to the load transfer frame.
  • the actuator frame may also include a cage of vertical uprights. A spring housing for the springs is mounted to the cage.
  • the base of the carriage may include a rigid cross member mounted between a laterally extending pair of base members, wherein the pair of clamping levers are mounted to, so as to be sandwiched between, the pair of base members, and wherein said actuator bears down against the cross member.
  • the actuator may include a piston actuating from a piston housing which bears against the upper ends of the pair of clamping levers.
  • the piston housing may be wedge shaped.
  • the housing bears against the upper ends of the pair of clamping levers so as to force the upper ends apart as the piston housing is lowered relative to the actuator frame and the base by a retraction of the piston into the piston housing as it is urged downwards by the spring(s).
  • the elevation of the piston housing by actuation of the piston is against the return biasing force of the spring(s).
  • the clamping lever retractor may be at least one resilient member urging the upper ends of the pair of clamping levers together as the piston housing is elevated.
  • the load transfer frame may further include lateral cross members bracketing the carriage.
  • the carriage may include a longitudinally spaced apart parallel pair of base members, wherein the lateral cross members sandwich the pair of base members against the pair of clamping levers.
  • the lateral cross members may include support plates extending laterally across the top of the load transfer frame, and wherein the support plates define an opening therebetween through which the carriage is mounted and through which the upper ends of the pair of clamping levers protrude. The opening may be sized in a longitudinal dimension so that the support plates are adjacent the upper ends of the pair of clamping levers.
  • each lever in the pair of clamping levers includes extensions of the upper ends of the levers which extend the upper ends of the levers longitudinally into snug adjacency with corresponding edges of the supports plates so that pivoting of the levers about the corresponding brake shoes bears the extensions against the support plates.
  • actuator drive accessories may be mounted on the support plates.
  • FIG. 1 is, in partially cut-away perspective view, the rail clamp according to one embodiment of the present invention with one load transfer side wall removed.
  • FIG. 2 is, in partially cut-away perspective view, the rail clamp according to one embodiment of the present invention with the top supporting plates removed.
  • FIG. 3 is a cross-sectional view, sectioned vertically through the rail clamp of FIG. 1 and the rail on which the rail clamp sits, showing the clamping lever carriage in its elevated position, and also showing the hydraulic actuator equipment including motor, pump and reservoir mounted on top of the top supporting plates.
  • FIG. 4 a is the cross-sectional of FIG. 3 with the clamping levers removed and the clamping lever carriage in its lowered position.
  • FIG. 4 b is the view of FIG. 4 a with the cylinder extended until the suspension arms contact the annular flange around the cylinder.
  • FIG. 4 c is, the view of FIG. 4 b , with the cylinder further extended so as to start upward rotation of the suspension arms as the carriage elevates.
  • FIG. 4 d is the view of FIG. 4 c with the cylinder fully extended so as to elevate the carriage to its fully raised position.
  • FIG. 5 is, in perspective view, the rail clamp of FIG. 2 with one load transfer side wall removed, but with the reinforcing arch remaining.
  • FIG. 6 is, in side perspective view, the rail clamp of FIG. 1 partially cut-away to show the underlying structure of the load transfer frame, and to show the clamping lever actuator and actuator frame of the clamping lever carriage.
  • FIG. 7 is a cross-sectional view of the rail clamp of FIG. 5 , sectioned vertically and laterally in a plain orthogonal to the rail so as to bisect the clamping lever carriage and clamping levers.
  • FIG. 8 is, in end perspective view, the rail clamp of FIG. 6 showing both load transfer side walls in place and the spring housing in place.
  • FIG. 9 is, in perspective view, the rail clamp of FIG. 1 with the end plates and one load transfer side wall removed.
  • FIG. 10 is, in perspective view, one embodiment of a clamping lever for use in a rail clamp according to the present invention.
  • FIG. 11 is, in perspective view, one embodiment of a piston housing of the clamping lever actuator of the rail clamp according to the present invention.
  • FIG. 12 is, in perspective view, one connector plate from the clamping lever carriage according to one embodiment of the present invention.
  • FIG. 13 is, in perspective view, an upper suspension arm of the parallelogram links according to one embodiment of the rail clamp according to the present invention.
  • FIG. 14 is, in perspective view, one cantilevered arm of the suspension of the clamping lever carriage according to one embodiment of the rail clamp according to the present invention.
  • FIG. 15 is, in perspective view, the actuator frame cap of the clamping lever carriage according to one embodiment of the present invention.
  • FIG. 16 is, in perspective view, a horizontal guide frame supporting tubular guides for the actuator frame of the clamping lever carriage according to the present invention.
  • FIG. 17 is, in perspective view, the upper and lower suspension arms mounted onto a cantilevered arm.
  • FIG. 18 is, in an alternative embodiment, the cross sectional view of FIG. 4 d where the rail clamp has been released and the carriage manually elevated, the upper suspension arms not having extensions to engage the annular flange around the base of the cylinder.
  • a rail clamp 10 is provided for clamping onto a rail 12 .
  • Rail 12 includes side surfaces 12 a and 12 b and a top, or lateral surface 12 c.
  • a load transfer frame 14 is mounted on wheels 16 .
  • An elevating suspension 18 is mounted on frame 14 and is adapted for movement relative to rail 12 and frame 14 .
  • the frame 14 is rigidly secured to the crane and moves with the crane along rails 12 , in longitudinal direction A.
  • Elevating suspension 18 includes vertical wheel support members 20 on which are pivotally mounted suspension arms, which may be parallelogram linkages 24 . Wheels 16 are rotatably mounted on axles 22 or the like on wheel support members. Within suspension 18 , first ends 24 a of parallelogram linkages 24 are pinned to the wheel supports 20 . The opposite second ends 24 b of parallelogram linkages 24 are pinned to uprights 26 a of cantilevered arms 26 . Cantilevered arms 26 are cantilevered from base ends 26 b which are bolted down onto the upper surface of connector plates 28 .
  • the distal ends 26 c of cantilevered arms 26 each include a laterally elongate follower 26 d that slidably mounts into a corresponding channel 30 .
  • Each follower 26 d is free to move laterally relative to channel 30 .
  • Each channel 30 is slidably mounted onto a corresponding upright guide 32 .
  • cantilevered arms 26 are constrained in the longitudinal direction parallel to rails 12 , that is, parallel to direction A, but are otherwise free to float in the vertical and lateral directions, constrained however by the motion-in and of channel 30 .
  • the rail clamps according to the present invention may advantageously be used as storm brakes for rail-mounted cranes
  • the primary forces which have to be resisted when the clamps are set so as to clamp rails 12 between brake shoes 34 are forces primarily acting parallel to direction A.
  • the rail clamp load transfer frame 14 is mounted at one end, by means of bolting end plate 36 to the crane structure 38 .
  • the brake shoes 34 are mounted on the lower-most ends of clamping levers 62 , themselves pivotally mounted to the lower most end of a selectively elevatable clamping lever carriage 40 .
  • Carriage 40 travels vertically on suspension 18 .
  • brake shoes 34 In a lowered, brake-set position brake shoes 34 , positioned in opposed facing pairs, are clamped onto opposite sides 12 a and 12 b of rails 12 . In an elevated position, the brakes have been released and the carriage elevated in direction B on suspension 18 . The range of vertical movement is constrained by the rotation of parallelogram linkages 24 as they rotate in directions C on guide wheel supports 20 .
  • a hydraulically actuated piston 42 is hydraulically driven from piston cylinder housing 44 downwardly against the base of clamping lever carriage 40 .
  • This drives piston cylinder housing upwardly against the return biasing force of a nested single pair or pairs of inner and outer helical coil springs 46 a and 46 b respectively, contained within cylindrical spring housing 48 .
  • spring housing 48 includes an outer cowling 48 a in which is snugly telescopically nested a cylindrical spring retaining basket 48 b .
  • a removable cap 50 held in place on the upper-most end of a four-post actuator frame consisting of four oppositely disposed tie rods 52 mounted journalled vertically upwardly through hollow posts 54 .
  • the cap 50 is bolted onto the upper most ends of tie rods 52 and posts 54 .
  • the lower most ends of tie rods 52 are rigidly mounted into the upper surfaces of the laterally extending parallel pair of connector plates 28 .
  • Connector plates 28 are joined together by a base member 58 to form a “H”-shaped base structure which forms the base of clamping lever carriage 40 .
  • Piston cylinder housing 44 is rigidly mounted to, so as to be suspended centrally between, four oppositely disposed tubular guides 56 mounted on a horizontal guide frame 56 a .
  • Guides 56 are slidably mounted onto posts 54 so as to vertically guide the translation of piston cylinder housing 44 as hydraulic piston 42 is hydraulically actuated so as to extend from the lower most end of housing 44 .
  • Housing 44 is elevated vertically through what may be characterized as a two stage translation as piston 42 extends from housing 44 so as to bear against base member 58 rigidly mounted between the pair of connector plates 28 .
  • the first stage of the two stage translation releases the brake shoes 34 from their clamped and set position clamped onto the top of rails 12 .
  • the second stage follows the first stage and engages a tip extensions 24 c , extending cantilevered from second end 24 b of the upper linkage of parallelogram linkages 24 , against a flange or ledge 60 extending from cylinder housing 44 .
  • Ledge 60 may be annular.
  • Cap 50 is bolted to the four posts 54 to make a rigid structure together with the connector plates and base member 58 .
  • Bottom cap 56 slides on posts 54 together with cylinder-wedge body 44 .
  • the stroke is shown as being 65 mm in direction B.
  • the clamping lever 62 have been lowered and the brake shoes 34 engaged against rail 12 .
  • There is minimal or no pressure in the hydraulic system actuating cylinder 42 so cylinder 42 is fully retracted.
  • FIG. 4 b the stroke has been reduced to 30 mm as the upper suspension arms start contact annular flange 60 at 60 a .
  • FIG. 4 c the stroke has been reduced to 15 mm as cylinder 42 extends so as to raise carriage 40 .
  • the carriage is elevated approximately half way as illustrated by the corresponding lift dimension d 1 as the carriage is lifted in direction B 1 .
  • FIG. 4 d the carriage is fully elevated as shown by the height of dimension d 1 .
  • clamping levers 62 are pivotally mounted on pins 64 , journalled in bores 28 a in connecting plates 28 .
  • Connecting plates 28 extend laterally; that is, they extend perpendicularly relative to rails 12 .
  • pins 64 are aligned parallel to rails 12 .
  • brake shoes 34 mounted by bolt 34 a through apertures in the lower most ends 62 a , are either translated towards or away from the surfaces 12 a and 12 b of rails 12 , assuming that clamping levers 62 are in their lowered position.
  • Clamping levers 62 are lowered on carriage 40 as the hydraulic pressure in cylinder housing 44 is reduced thereby allowing piston 42 to retract upwardly into the housing urged by the expansion of springs 46 a and 46 b . As the springs expand cylinder housing 44 is driven downwardly guided by tubular guides 56 sliding on posts 54 .
  • Wheels 66 rotatably mounted between parallel flanges 62 b on clamping levers 62 are urged against an upwardly diverging cam surface 44 a and onto a diverging wedge 44 b releasably mounted onto cylinder housing 44 in line with cam surface 44 a .
  • the uppers ends of clamping levers 62 are forced apart, that is are rotated in direction E about pins 64 thereby driving brake shoes 34 in directions F so as to close the gap between opposed facing pairs of brake shoes 34 .
  • Bolts 63 are used to keep the carriage elevated while springs 46 a and 46 b are caged by means of caging bolt 50 a an with no hydraulic power applied (for example, during maintenance). During normal operation bolts 63 are secured in an unscrewed position or kept separately as part of a maintenance kit.
  • brakes shoes 34 are vertically serrated and have a hardness of approximately Rockwell Hardness Re 56-58.
  • the brake shoes 34 are harder than the material of rails 12 so that the serrations may bite into the rails when clamped thereon with sufficient force.
  • the combined spring strength of springs 46 a and 46 b varies as the springs expand, varying between a maximum compression force of approximately 30 kilo newtons (30 KN) when the springs are fully compressed, and lowering to approximately 21 kilo newtons (21 KN) as the springs reach approximately their mid-expansion, which corresponds to engagement of brake shoes 34 with the sides of rails 12 .
  • the combined downward spring force of 21 KN acting on cylinder housing 44 and, via cam surfaces 44 a and wedges 44 b the conversion of the downward spring force into a moment acting on clamping lever 62 causing the clamping of the brake shoes 34 onto rails 12 as wheels 66 are driven apart, results in a holding force of approximately 250 kilo newtons (250 KN). Assuming a gripping co-efficient of approximately 0.5, the clamping force for each brake shoe is also approximately 250 KN.
  • brake shoes 34 When brake shoes 34 are clamped and set onto rails 12 , they provide collectively the resistance to, for example rail mounted cranes, shifting along the rails under the influence of wind, storms etcetera. Thus primarily the brake pads resist rolling translation along the rails of the rail-mounted machinery they provide the braking for. Cranes are one example. The brake pads also however provide resistance to bending moments for example moments tending to rotate the clamping levers in a plane parallel to the plane containing the faces of the brakes shoes, that is about a lateral axis passing through the brake shoes.
  • the elevation of clamping lever carriage 40 provides for ease of checking the wear of brake shoes and for ease of replacing brake shoes.
  • brake shoes 34 are at their maximum separation and elevated above the height of rails 12 .
  • walls 68 which form the longitudinally extending walls of load transfer frame, cut-outs 70 are formed in the lower flanges and corresponding portion of the web of I-beams 68 .
  • the position of cut-outs 70 correspond to the position of brake shoes 34 when in their elevated position.
  • a workman may reach through cut-outs 70 to obtain access to brake shoes 34 and in particular to their corresponding mounting bolts 34 a to thereby simplify the checking and replacement of worn brake shoes.
  • the holding force provided by the clamped brake shoes cut-outs 70 could not however be allowed to weaken the structure of I-beams 68 .
  • end plate 36 is bolted to a rail-mounted machine such as a crane to help prevent the machine from undesirably moving along the rails due to buffeting of the machine by wind or storm.
  • a rail-mounted machine such as a crane
  • the machine might freely roll along the rails, thereby risking damage were it not for the rail clamps.
  • large forces may be applied either in compression or tension to end plate 36 by the rail mounted machine either being pushed or pulled relative to the rail clamp. These large forces are transmitted to the brake shoes.
  • the applied force is for example tension applied to end plate 36 in direction G (as seen in FIG.
  • Bottom cross bars 72 are rigidly mounted laterally across the guide wheel openings under frame 14 , and in particular are rigidly mounted to the bottom guide bars 74 .
  • Bottom guide bars 74 are rigidly mounted to the lower edges of end plates 36 and 76 .
  • reinforcing arches 78 are rigidly mounted to bottom guide bars 74 so as to provide a force transferring bridge in the longitudinal direction between longitudinally spaced apart pairs of bottom guide bars 74 .
  • Reinforcing arches 78 may for example be made of one and one quarter inch steel plate so as to bear the loading which would otherwise be born by web 68 b and flanges 68 a .
  • frame 14 may deform during high loading and so has also provided bottom cross bars 72 to add additional stiffness laterally across the bottom of the enclosure.
  • frame 14 is free to float to a small degree independently of carriage 40 .
  • small fluctuations in the height of rails 12 when a rail-mounted machine is rolling on the rails with the rail clamps retracted, is accommodated as the guide wheels then may rise and fall following the undulations in rails 12 independent of the position of frame 14 bolted to the rail-mounted machine.
  • Access holes 84 are provided in webs 68 b of I-beams 68 . Holes 84 are aligned with ends 24 a of the upper parallelogram linkages 24 . Means are provided on the ends of the corresponding pins 25 , such as male socket ends 25 a , so that a workman may insert a socket wrench or other torquing device to apply a moment to parallelogram linkage arms 24 . The workman may thereby manually retract clamping levers 62 and manually elevate carnage 40 so as to raise brake shoes 34 and the lower most ends of clamping levers 62 above rails 12 .
  • arms 24 do not have cantilevered ends 24 c and so consequently, carriage 40 may not be hydraulically elevated. Instead, carriage 40 is elevated by means of a socket drive, for example a 1 ⁇ 2 inch square socket, rotating arms 24 in direction Z by rotating male socket ends 25 a . Access to male socket ends 25 a is through holes 84 in I-beams 68 .
  • a socket drive for example a 1 ⁇ 2 inch square socket

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Carriers, Traveling Bodies, And Overhead Traveling Cranes (AREA)
US14/178,267 2009-11-30 2014-02-11 Vertical retractable rail clamp Abandoned US20140158475A1 (en)

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US14/178,267 US20140158475A1 (en) 2009-11-30 2014-02-11 Vertical retractable rail clamp

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PCT/CA2009/001737 WO2011063491A1 (en) 2009-11-30 2009-11-30 Vertical retractable rail clamp
US201213512871A 2012-05-30 2012-05-30
US14/178,267 US20140158475A1 (en) 2009-11-30 2014-02-11 Vertical retractable rail clamp

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PCT/CA2009/001737 Continuation WO2011063491A1 (en) 2009-11-30 2009-11-30 Vertical retractable rail clamp
US13/512,871 Continuation US8646582B2 (en) 2009-11-30 2009-11-30 Vertical retractable rail clamp

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US20140158475A1 true US20140158475A1 (en) 2014-06-12

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US13/512,871 Active 2029-12-25 US8646582B2 (en) 2009-11-30 2009-11-30 Vertical retractable rail clamp
US14/178,267 Abandoned US20140158475A1 (en) 2009-11-30 2014-02-11 Vertical retractable rail clamp

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EP (1) EP2523841B1 (und)
JP (1) JP5465788B2 (und)
KR (1) KR101691685B1 (und)
CN (1) CN102762429B (und)
WO (1) WO2011063491A1 (und)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
US11420850B2 (en) * 2015-02-11 2022-08-23 Portal Crane Parts Ltd. Retracting rail clamp

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU2014248932B2 (en) * 2013-03-11 2017-04-27 Herzog Contracting Corp. Clamp assembly
CN103204443A (zh) * 2013-04-16 2013-07-17 抚顺永茂建筑机械有限公司 高层建筑用屋面吊吊臂防风夹轨器装置
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CN108215316A (zh) * 2017-12-22 2018-06-29 宁波富乐礼机器人科技有限公司 体外诊断试剂盒的自动组装机的装配机构
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CN111845837B (zh) * 2019-04-29 2024-09-20 常州中车铁马科技实业有限公司 制动夹钳装置、变轨距转向架和轨道车辆
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KR101691685B1 (ko) 2017-01-09
EP2523841A1 (en) 2012-11-21
US8646582B2 (en) 2014-02-11
CN102762429A (zh) 2012-10-31
CN102762429B (zh) 2015-08-19
WO2011063491A1 (en) 2011-06-03
JP5465788B2 (ja) 2014-04-09
KR20120105499A (ko) 2012-09-25
JP2013512158A (ja) 2013-04-11
EP2523841A4 (en) 2014-02-12
EP2523841B1 (en) 2016-11-23
US20120241262A1 (en) 2012-09-27

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