GB1586440A

GB1586440A – Mobile portal
– Google Patents

GB1586440A – Mobile portal
– Google Patents
Mobile portal

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Publication number
GB1586440A

GB1586440A
GB11459/78A
GB1145978A
GB1586440A
GB 1586440 A
GB1586440 A
GB 1586440A
GB 11459/78 A
GB11459/78 A
GB 11459/78A
GB 1145978 A
GB1145978 A
GB 1145978A
GB 1586440 A
GB1586440 A
GB 1586440A
Authority
GB
United Kingdom
Prior art keywords
pivot
girder
portal
girders
cross
Prior art date
1977-03-28
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.)

Expired

Application number
GB11459/78A
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)

Individual

Original Assignee
Individual
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.)
1977-03-28
Filing date
1978-03-22
Publication date
1981-03-18

1977-03-28
Priority claimed from DE19772713692
external-priority
patent/DE2713692A1/en

1977-08-05
Priority claimed from DE19772735385
external-priority
patent/DE2735385A1/en

1978-03-22
Application filed by Individual
filed
Critical
Individual

1981-03-18
Publication of GB1586440A
publication
Critical
patent/GB1586440A/en

Status
Expired
legal-status
Critical
Current

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Classifications

B—PERFORMING OPERATIONS; TRANSPORTING

B66—HOISTING; LIFTING; HAULING

B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES

B66C23/00—Cranes comprising essentially a beam, boom, or triangular structure acting as a cantilever and mounted for translatory of swinging movements in vertical or horizontal planes or a combination of such movements, e.g. jib-cranes, derricks, tower cranes

B66C23/62—Constructional features or details

B66C23/72—Counterweights or supports for balancing lifting couples

B66C23/78—Supports, e.g. outriggers, for mobile cranes

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

B66C9/14—Trolley or crane travel drives

Description

PATENT SPECIFICATION ( 11) 1 586 440
( 21) Application No 11459/78 ( 22) Filed 22 Mar 1978 ( 19) ( 31) Convention Application No’s 2713692 ( 32) Filed 28 Mar 1977 / 2735385 5 Aug 1977 in O ( 33) Fed Rep of Germany (DE) ( 44) Complete Specification Published 18 Mar 1981 ( 51) INT CL ‘ B 66 C 5/10 B 60 P 3/28 ( 52) Index at Acceptance B 8 H 100 102 110 553 AC B 7 D 6 J 1 B 7 H 4 F 1 4 FX 4 G 4 ( 54) MOBILE PORTAL ( 71) I, HANS TAX, a Citizen of the German Federal Republic, of Potsdamer Strasse 3, D 8000 Munchen 40, German Federal Republic, do hereby declare the invention, for which I pray that a patent may be granted to me, and the method by which it is to be performed to be particularly described in and by the following statement:’ The invention relates to a mobile portal with portal’ uprights standing on steerable road wheels and a portal bridge connecting the portal uprights.
Such a portal is known for example as the undercarriage of a crane by the firm Gaillard Such a portal has the advantage that even for a jib crane it supplies a sufficiently wide supporting area and that it can be set up so that roads or rails are not blocked by the crane, but can be conducted through the portal opening On the other hand it is disadvantageous in the known portal that with an overall width of about 14 m it requires extraordinarily large space for manoeuvre This large space requirement makes travelling from one working site to another working site difficult or impossible and prevents effective exploitation of the mobility of the crane achieved by the arrangement of the portal on road wheels.
The invention is based upon the problem of developing a portal of the initially stated kind so that it possesses a minimum possible transport width, rendering transport possible on the road, and in the workingposition clears a portal opening for the passage of rail and/or road vehicles.
According to the invention, therefore, there is provided a mobile portal comprising:
a portal bridge having a substantially horizontal bridge platform; a plurality of portal uprights, each standing on a respective road bogie which is rotatable about a vertical setting axis and which has at least one wheel rotatable about a horizontal wheel axle, each upright being connected to one end of a respective elongate pivot girder of which the other end is pivotally connected to the portal bridge to pivot relative thereto about a substantially vertical pivot axis; a steering device having a servomotor which can be controlled by a combined steering-lock signal emitted by a superimposition circuit, said superimposition circuit having a first input coupled to a first signal generator which generates a basic signal representing the desired angular setting of a bogie about its setting axis relative to the respective pivot girder and a second input coupled to the output of a comparator of which an input is coupled to a pivot-angle setting means whose output signal represents a desired angular setting of the respective pivot girder relative to the bridge platform about the said pivot axis, and of which another input is coupled to a pivotangle actual-value setter or transmitter whose output signal represents the actual angular position of the pivot girder relative to the bridge platform about the said pivot axis, the comparator producing an error signal which represents the difference between the actual and desired pivot positions of the pivot girder relative to the bridge platform, and; a calculator which is coupled between the comparator output and the super imposition circuit and which in response to the error signal feeds to the superimposition circuit a correction signal representing the alteration of the angular position of the bogie relative to the pivot girder, which is necessary to move the pivot girder from its actual into its desired pivot position.
The width of the portal can be varied by pivoting of the pivot girders For transport for example the pivot girders can be pivoted so that the effective width of the portal corresponds approximately to the dimenc Ia 1 586 440 sion of the portal bridge transversely of the direction of travel If on the other hand the portal is to offer the maximum possible supporting area, as for a crane arranged on the portal, then the pivot girders can be set out accordingly In this case a portal opening is cleared which corresponds substantially to the interval between the wheels of two portal uprights Since the pivot girders are pivotable about substantially vertical axes they in no way hinder passage through the portal opening.
The bridge platform of the portal bridge can serve for example as a supporting platform for a rotating crane However, the portal can also be used in other ways, for example as portal wagon Two mutually adjacent pivot girders are preferably coupled with one another in such a way that they form approximately equal pivot angles with a horizontal main direction fixed in relation to the bridge platform This facilitates the pivoting together and apart of the pivot girders, since this operation may proceed for each pair of pivot girders substantially symmetrically in relation to the defined main direction The coupling can be achieved in any desired manner, for example by way of a rigid mechanical connection or of a gearing provided, of course, that no obstruction to passage through the portal opening is caused.
In principle, the pivot girders, within the scope of their possible pivot range, can assume any desired pivot position in operation However in order to simplify control it is expedient if essentially two working positions are provided, namely a first working position or transport position in which the pivot angles are approximately zero and a second working position or operation position in which the pivot angles lie in the range to 60 In order to hold the pivot girders in their working position in each case, means can be provided to arrest the pivot girders in a specific angle position in relation to the main direction.
The number and arrangement of the wheels will be selected according to the desired use, especially the required load capacity of the portal Thus according to a simpler and lighter embodiment of the portal it is proposed that each portal upright rests on a single-axled bogie which is rotatable about a substantially vertical axis In a heavier embodiment constructed for higher loading each portal upright comprises a substantially horizontal cross-girder which is arranged for pivoting about a substantially vertical axis close to the free end of the pivot girder and rests close to each free end on a single-axled bogie which is rotatable about a substantially vertical axis in relation to the cross-girder.
For the steering of the portal during travel and for the pivoting of the pivot girders occurring during travel, on each pivot girder at least one bogie axle is steerable about the vertical axis through an associated setting device A hydraulic drive system is preferably used for the setting device, but of course other kinds of servo-motors can also be installed By these setting devices the steerable single-axled bogies can be turned on the spot, so that the portal can travel away in a new direction at any time from stationary.
It is expedient if the setting devices for the bogie axles are controllable by a common steering signal which can be given by means of a steering device, from which a steering lock basic signal is obtained for each steerable bogie axle Thus if for example the portal is to travel round a bend, that is to say in the simplest case it is to be situated on a circular path about a pivot point, a steering signal is generated which corresponds to the radius for example of one wheel of the portal from the pivot point Now from this steering signal the steering lock basic signals for the other steerable bogie axles are derived, on the basis of which the axles of the steerable bogies are set so that the prolongations of the axles in the axial direction intersect at the pivot point On the other hand in the case of straight-ahead travel the steering signal, through the steering lock basic signals and the setting devices, effects a parallel orientation of the bodie axles The generation of the steering signal and the derivation of the steering lock basic signals from the steering signal can take place in any suitable manner, that is for example electronically through an electronic computer or mechanically by exploration of cam discs.
With the above-described steering of the portal by setting of the individual bogie axles by means of setting devices allocated to the bogie axles, more or less great steering errors are hardly avoidable, since while the steering lock basic signals for the individual bogie axles are derived from one common steering signal the bogie axles are otherwise set independently of one another by the respective setting devices These steering errors on the steerable bogies lead in the case of a rigid portal construction or in the case of pivot girders arrested in their respective pivot positions to constraint forces acting upon the portal uprights and the pivot girders In the case of a portal with a portal height and a pivot girder length each of several metres for example these constraint forces can become so great that they prevent satisfactory turning of the bogies about their vertical axes or of the pivot girders about their pivot axes or even lead to damage to the bearings of the rotation axes or pivot axes.
1 586 440 In order to exclude such constraint forces upon the bearings of the pivot axes it is proposed that the pivot girders are freely pivotable in relation to the bridge platform and that a pivot girder regulating device is provided which for at least one bogie of at least one of two coupled pivot girders effects a correction of the steering lock basic signal in dependence upon a deviation of the pivot angle from a predetermined ideal value in the direction of achievement and/or constant maintenance of the pivot angle ideal value.
A steering error on a bogie axle which in the case of a rigid portal construction leads to a constraint force upon the pivot girder effects a pivoting of the pivot girder about its pivot axis and thus a deviation of the pivot girder from a predetermined angle setting in relation to the main direction By a correction of the steering lock basic signal the regulator device ensures a setting of the bogie or bogies in such a way that the deviation of the pivot girder from the predetermined angle position is compensated again At the same time however the regulator device serves to control the pivoting of the pivot girders from one working position into the other, in that the pivot angle is issued as ideal value according to the new desired working position, in relation to which value the old angle position still assumed by the pivot girder is regarded as a deviation.
In detail the pivot girder regulator device comprises a pivot girder setting means and at least one pivot angle actual value measurer for each two coupled pivot girders, a comparator for ascertaining a pivot angle defect signal, a calculator device for ascertaining a steering lock correction signal for the steerable bogie axle on the associated portal upright from the pivot angle defect signal and a superimposition device for ascertaining a resultant steering Isock signal from the steering lock basic signal and the steering lock correction signal If all pivot girders are always to possess the same pivot angle in relation to the main direction, one pivot angle setting means suffices for all pivot girders As already indicated above, it is also sufficient in principle to effect a correction of the bogie axle setting on only one of two coupled pivot girders, since then the portal bridge always adjusts itself in relation to the coupled pivot girders in such a way that these are substantially symmetrical of the main direction It is however more expedient to correct the position of the bogie or bogies on both mutally coupled pivot girders, since then the correction necessary for the achievement of the desired correct position on each steerable bogie is only half so great.
In the above-mentioned example of embodiment, in which each portal upright comprises a cross-girder or balance beam, it is desirable to render harmless even the constraint forces possibly occurring on the rotation axis of the cross-girder For this 70 purpose it is proposed that the cross-girders are freely rotatable on the respective pivot girders and that a cross-girder regulator device is provided which effects a correction of the steering lock basic signal for the 75 steerable bogie axles in each case in dependence upon a deviation of the cross-girder pivot girder actual angle from a cross-girder pivot girder ideal angle, in the direction of achievement and/or keeping constant of the 80 cross-girder pivot-girder ideal angle.
This signifies thus that both the position of the pivot girders and the position of the cross-girders can be achieved alone by an adjustment of the steerable bogie axles in 85 each case In this case, as already explained above, the regulator device effects both the achievement of a new working position and the, correction of a predetermined position of the pivot girder and of the cross-girder 90 The above-mentioned cross-girder regulator device expediently comprises a crossgirder-pivot-girder angle setting means on each pivot girder, a comparator for ascertaining a cross-girder pivot-girder angle 95 defect signal and a calculator for ascertaining a second steering lock correction signal, the second steering lock correction signal likewise being fed into the superimposition device Thus a steering lock signal which is 100.
composed of the steering lock basic signal and possibly two steering lock correction signals, acts upon the setting device for the respective bogie axle Both steering lock correction signals can be positive or nega 105 tive, according to whether the steering lock is to be increased or decreased by the steering lock correction signal.
According to a first form of embodiment it is provided that on each cross-girder both 110 bogie axles are steerable and that the ideal value for the cross-girder pivot-girder angle is dependent substantially in each case upon the position of the bogie axles This signifies that the ideal position of the cross 115 girders is fixed in relation to the bridge platform, that is to say for example the cross-girders should always lie substantially parallel to the main direction In this case for example a cross-girder pivot-girder 120 angle can be stated the ideal value of which conforms with the ideal value for the pivot angle An ad justment of the bogies for straight-ahead travel and bend travel takes place in the manner already generally de 125 scribed above If the pivot arms are to be pivoted, whether for the correction of the pivot angle or whether for the reaching of a new working position, then in each case the two bogie axles on one cross-girder are 130 1 586 440 shifted in the same direction, that is to say for example so that, seen in the direction of travel, the wheels of both bogies run away from the other pivot girder in each case and thus effect an increase of the pivot angle, or run towards the other pivot girder in each case and thus lead to a reduction of the pivot angle If on the other hand the cross-girder is to be rotated about its rotation axis on the pivot girder, the bogies of the cross-girder must be set in opposite directions This different setting of the bogie axles, according to whether the pivot girder is to be rotated about the pivot axis or the crossgirder is to be rotated about its axis of rotation, permits of adjusting both the pivot angle and the cross-girder pivot-girder angle deliberately merely by adjustment of the bogie axles.
This form of embodiment has the advantage that the portal can travel away from any position in a new direction of travel, since the relative position of bridge platform, pivot girders and cross-girders aways remains the same, unless the pivot girders are to be brought into another operating position The bogies can be adjusted to the new direction of travel with the portal stationary, so that the portal can travel away in the new direction of travel without a transition phase It is also advantageous that the passage width of the portal remains substantially constant in the case of a change of direction of travel.
According to a second form of embodiment of the portal it is provided that on each cross-girder the rear bogie axle in the direction of travel can be made fast in a position substantially perpendicular to the longitudinal direction of the cross-girder and only the front bogie axle in each case is adjustable by the resultant steering lock signal, and that the cross-girder pivotgirder ideal angle is determined by the steering signal.
With this type of steering thus, somewhat as in the motor vehicle, the fixed rear axle substantially follows the track determined by the steerable front axle Thus however when the portal is travelling round a bend the cross-girder also changes its position in relation to the pivot girder and adjusts itself substantially tangentially to the new curved track The end position of the cross-girder corresponding to the curve radius in each case is reached when the axial extension of the rear fixed bogie on each cross-girder points to the centre of rotation This end position of the cross-girder pivot-girder angle is predetermined in dependence upon the steering signal in each case as crossgirder pivot-girder ideal angle Since thus on a change of direction of travel the cross-girder must always readjust itself in relation to the pivot girder, the cross-girder regulator device delivers a steering lock correction signal until the unsteered rear bogie axle points with its axial prolongation to the centre of rotation and the cross-girder lies tangentially to the curve path in each case at the level of the rear bogie axle.
On a change of direction of travel, that is a variation of travel direction by about 1800, the formerly steered front bogie becomes the rear bogie in relation to the direction of travel and therefore is turned with its axle into a position substantially perpendicular to the longitudinal direction of the crossgirder, and is fixed in this position and the formerly fixed bogie axle is steered.
In this embodiment it is advantageous that the power consumption for the steerable bogies is less In the case of hydraulic setting devices this signifies that weaker pumps may be sufficient Moreover the width of the power circle, that is the radial width of the curved path travelled by the wheels on one cross-girder in travel in a bend, is less than in the case of the first described form of embodiment with two steerable bogie axles on each cross-girder.
Furthermore in the second form of embodiment, on account of the lower number of steerable bogie axles, a manual setting of the steerable bogie axles, that is to say taking place without central control through the common steering device, is conceivable.
On the other hand in the second form of embodiment it is more unfavourable that the bogies, after a variation of direction of travel, require a certain travelling distance and thus time before they have reached the end position corresponding to the curve radius in each case Under some circumstances the passage width of the portal is also reduced by the variation of the position of the cross-girders in relation to the pivot girders.
On each portal upright there is preferably arranged at least one prop with prop surfaces for supporting the portal on the road surface of the road wheels.
As was determined already at the outset, such a portal for example as undercarriage of a crane offers the advantage that the crane moves independently of rails and can be set up at the working site in such a way that roads or rails are not blocked by the crane, but can be conducted through the portal opening If however the portal is for example to bridge over railways tracks, in every case it must be ensured that all the parts of the mobile portal are at a sufficient safety distance from the rail vehicles.
It should preferably be possible to adjust the portal, in a bridging position over a rail section for rail vehicles travelling beneath the portal, reliably in such a way that the clear space profile of the portal is at least in conformity with the required profile of the 1 586 440 rail vehicles travelling beneath it.
To achieve this, the prop surface is preferably replaceable by at 1 east one rail wheel Thus without toilsome shunting and adjustment work it is possible to align the portal uprights and the wheels of the portal reliably so that rail vehicles travelling beneath the portal cannot collide with the portal.
This feature also renders it possible, in regions where the bearing capacity of the road surface is not sufficient for the road wheels, but rails are laid, to transfer at least a part of the load of the portal on to the rails.
The prop surface and/or the rail wheels can be brought into use in that the prop itself is vertically adjustable or in that in the case of a vertically immovable prop the road wheels can be raised or lowered on the portal uprights.
The prop surface and the rail wheel on the prop are preferably simultaneously present and bringable into the operating position according to choice Thus in the case of a change of location of the portal, without additional fitting work, it is possible at any time to alternate between supporting by the prop surface and supporting and guidance by the rail wheel For the use of the prop surface and of the rail wheel it is possible to use the same raising and lowering devices of the support equipment.
A very simple possibility of alternating between use of the prop surface and use of the rail wheel occurs when the prop surface is arranged on a pivotable prop shoe which is pivotable between an operating position and an inoperative position, the rail wheel being in the operating position when the prop shoe is in the inoperative position.
According to an embodiment which is very simple in design the prop shoe is in this case arranged so that it is pivotable about the axle of the rail wheel If the prop surface is to come into use it is simply pivoted below the rail wheel, while when the rail wheel is in use the prop surface lies above it.
Considered in the straight ahead travelling position of an associated road wheel, the prop is preferably situated approximately in the plane of this wheel Thus the portal can be set up so that the prop, considered in the direction of passage of the portal, lies approximately in alignment with the road wheel and thus does not protrude into the clear internal profile of the portal In the case of association of the prop with a single road wheel, thus the prop will be arranged preferably approximately in the central plane of this single wheel, whereas in the case of association of the prop with a double wheel (two single wheels arranged side by side with parallel axes) the prop will be arranged approximately in the central plane, normal to the axis, of the double wheel (that is to say between the two single wheels) In order to render possible the quickest possible alternation between use of the prop surface and use of the rail wheel, it 70 is expedient if the conversion from the operating position of the rail wheel to the operating position of the prop surface is couplable to the vertical displacement of the prop In order to facilitate the placing of the 75 wheels upon the rails for the portal driver or crane driver, and for reasons of safety, it is expedient if on the props there are provided rail engagement feelers which are connected with a signal device visible to the portal 80 driver and/or the driver of a vehicle travelling beneath the portal, especially a rail vehicle, and this signal device gives an indication of the presence or absence of correct rail engagement of the rail wheel 85 The rail wheels preferably serve only for supporting and guidance, while propulsion in driving of the rail wheels on rails is effected by engagement of the road wheels with the rail and/or with the track surface 90 adjacent to the rail Thus separate drive systems for the rail Wheels can be saved.
The displaceable props can be adjusted so that they take over a part of the portal upright load in each case, while the remain 95 der of this load is taken over by the road wheels Thus it may also be possible to drive the portal under load It is here especially expedient also to provide the possibility that where several props are allocated to one 100 portal upright, an equalisation of the extension distance of the props of this portal upright situated in the operative position is possible for the equalisation of the support force transmitted by the individual props 105 An embodiment of the invention will now be described by way of example, with reference to the accompanying drawings, in which:
Figure 1 shows a view of a rotating crane 110 on a portal in accordance with the invention, seen in the direction of the portal passage opening; Figure 2 shows a view of the portal according to Figure 1 seen transversely of 115 the direction of passage of the portal; Figure 3 shows a view of the portal according to the invention, corresponding to Figure 2, according to a further form of embodiment of the invention in which the 120 props are equipped with a device for optional use of a prop surface or of rail wheels; Figure 4 shows a lateral elevation of a bogie group in a second working condition of the portal; 125 Figure 5 shows a view according to Figure 4 in a third operating condition of the portal; Figure 6 shows a view according to Figure 4 in a fourth operating condition of the 130 6 1 586 440 6 portal; Figure 7 shows a detail view in the direction of the arrow P in Figure 3 showing a support device serving for supporting and orientating the portal, on an enlarged scale; Figure 8 shows a partially diagrammatic plan view of the portal according to Figures 1 and 2 alone, with two pivot girders in an opened position and two pivot girders in a closed position; Figure 9 shows a diagrammatic plan view of a portal according to the invention with a steerable bogie on each pivot girder; Figure 10 shows a diagrammatic plan view of a portal according to Figure 8, all the bogies being simultaneously steerable; Figure 11 shows a diagrammatic plan view of a portal according to Figure 8, where in each case only the forward bogie in the direction of travel on each pivot girder is steerable, in a first working position; Figure 12 shows a plan view of a portal according to Figure 11 in a second working position; Figure 13 shows a block circuit diagram of a pivot girder regulator device; Figure 14 shows a block circuit diagram of a regulator device for the regulation of the pivot angle and for the regulation of the cross-girder pivot-girder angle; and Figure 15 shows a view corresponding to that according to Figure 8 with additional reference symbols.
The illustrations in Figures 1, 2 and 8-14 and the parts of the description pertaining thereto are valid, with the exception of the statements regarding the support devices, likewise for the example of embodiment according to Figures 3 to 7 Like parts are therefore provided with like references in both examples of embodiment.
The jib crane as illustrated in Figure 1 comprises a mobile portal, designated generally by 10, and a crane superstructure 12.
The crane superstructure 12 in turn comprises a crane platform 14 which is mounted rotatably on the portal 10 through a swivel ring 15 On the crane platform 14 there may be seen a machinery house 18 and a driver’s cabin 20 Above the machinery house 18 there rises a tower frame 22 to the foot of which a jib 24 is articulated pivotably about a substantially horizontal axis 26 For the adjustment of the jib 24 about the pivot axis 26 there serves a jib adjusting device with a jib adjusting winch 28 arranged above the machinery house 18, from which a jib adjusting cable 30 issues which is conducted over a tackle block arrangement with pulleys 32 mounted close to the upper end ofthe tower frame 22 and pulleys 34 mounted on the jib 24 The jib adjusting device is supported by compensating weights 36 (in Figure 1 only one of these weights is illustrated) which are vertically displaceably guided on the tower frame 22 Each of these weights 36 hangs on the one end of a cable 38 which is guided over pulleys 40, 42 at the upper end of the tower frame 22 and engages with its other end at the apex 44 of a triangle formed by two traction elements 46, 48 and the jib 24 Here the traction element 46 is secured with its end remote from the triangle apex 44 close to the pivot axis 26 at the foot of the tower frame 22 or to the jib 24, and the traction element 48 engages with its end remote from the triangle apex 44 on the jib 24 close to the pulleys 34 of the jib adjusting tackle block.
In the machinery house 18 there are situated hoist winches 50 and 52, represented by way of indication, from which load cables 54 and 56 lead over pulleys 58 close to the upper end of the tower frame 22 and pulleys 60 close to the jib tip to a load beam 62 on which a load 64 is secured.
The portal 10 comprises essentially four portal uprights 66 (Figures 1 to 7) and a portal bridge 70 which interconnects the portal uprights 66 and spans over a portal opening 68 (Figure 1) The portal bridge consists essentially of a bridge platform 72, which is square in the example as illustrated, and four pivot girders 74 which are articulated pivotably to the bridge platform about a substantially vertical axis 78 by means of a pivot bearing 76 arranged close to each corner of the platform, the pivot girders grasping with flanges 80 and 82 around the corners of the platform, in pincer manner.
With its free end remote from the platform each pivot girder 74 is connected with a portal upright 66 Each portal upright 66 comprises, in the examples of embodiment as illustrated in Figures 1 to 7, a columntype bearing cylinder 84 connected with the pivot girder 74 and a cross-girder or balance beam 86 extending substantially horizontally, which is mounted on the bearing cylinder 84 for rotation about a vertical axis 88 extending in the region of the middle of its length.
Each cross-girder 86 rests on two singleaxled bogies 90 arranged substantially symmetrically of the axis 88, each having an axle carrier 92 for the retention of the bogie axle 94 and road wheels 96 on both sides of the axle carrier 92.
Each bogie 90 is mounted on the crossgirder 86 for rotation about a substantially vertical axis 98 and is adjustable about the axle 98 with the aid of a setting device, for example a hydraulic motor 100.
On each cross-girder 86 the wheels 96 of at least one bogie 90 are driven In principle this can take place in any desired manner In Figure 2 an electric motor is indicated at 102, which drives the wheels 96 through a drive chain 104 On the other bogie 90 of the same cross-girder 86 a brake device is 1 586 440 1 586 440 indicated comprising a brake shoe 108 articulated to the axle carrier 92 about a substantially horizontal axis 106, which shoe can be pressed against the surface of the wheel by means of a hydraulic cylinder 110.
Of course, any other kind of brake device can be used for braking or blocking the wheels 96.
Between the bogies 90 on each crossgirder a vertically adjustable prop column 111 is arranged which is shown in Figure 2 in its lowered position It serves to impart secure standing to the crane and to relieve the bogie axles 94 when the crane is in the operating position When the portal is travelling these prop columns 111 are drawn upwards.
In the example of embodiment according to Figures 3 to 7 at each of the ends of each cross-girder 86 and between the bogies 90 in the middle of each cross-girder there is arranged a vertically adjustable prop device designated generally by 112 In Figure 3 the prop device or prop columns 112 are represented in their raised position so that the portal rests on the road wheels 96.
Each prop device 112 comprises a piston rod 113 movable upwards and downwards in a hydraulic cylinder (not shown), on the free end of which piston rod there is arranged a prop roller carrier 115 directed substantially parallel with the cross-girde 86 The prop roller carrier 115 consists essentially of two mutually parallel plates 117 which are articulated in the middle of their length to the end of the piston rod 113 about an axis 119 extending substantially parallel with the axis of the road wheels The plates 117 carry close to each of their ends a roller axle 121 extending substantially parallel with the pivot axis 119, on which in each case there is rotatably mounted a support roller 123 formed as rail wheel with double flange.
Likewise on the axle 121 there is pivotably mounted a prop shoe 125 of U-shaped cross-section, in each case, so that it is adjustable between a first position represented in Figures 3 and 4 and a second position represented in Figures 5 and 6 The U-cross-piece of the prop shoe 125 is formed as a prop surface 127 intended to rest on the ground.
In Figures 3 and 6 there are illustrated the various working positions of the prop device Figure 3 shows the prop device 112 in the raised condition so that the portal rests with its whole weight upon the road wheels and can be driven The prop shoes 125 are in this case pivoted with the prop surface 127 beneath the prop rollers 123 In order to support the portal on open ground, as is necessary for example for the operation of the crane represented in Figure 1, the piston rods 113 of the prop devices 112 are extended so that the prop shoes 125 rest on the ground with their prop surfaces 127.
This position is illustrated in Figure 4, the piston rods 113 being extended so far that the road wheels 96 of the portal have no more contact with the ground It is of course also possible to extend the piston rod 113 only so far that a part of the load is still carried by the road wheels Any irregularities in the ground can be compensated by different extension of the piston rods 113 and by a pivoting movement of the prop roller carriers 115 about their axle 119 In order to achieve uniform distribution of the load to all prop devices 112, the possibility of a pressure equalisation between the respective hydraulic cylinders can be shut off individually, so that in the case of an asymmetric loading of the portal the piston rod of the most heavily loaded prop device is not pressed in while the other piston rods are extended at the same time If now the portal is to be set up in its operating position so that it bridges over one or more rail tracks and thus rail vehicles can drive beneath it, a definite distance must be guaranteed between the crossgirders and the road wheels of the portal on the one hand and the rail-borne vehicles travelling beneath it on the other In order to render possible exact orientation of the cross-girders 86 in relation to the rail tracks, the prop and guide rollers 123 formed as rail wheels are set upon guide rails 129 (Figures and 6) extending parallel to and at a defined distance from the rail tracks For this purpose the prop shoes 125 are pivoted upwards out of the position illustrated in Figure 3 about the axis 121 into the position as illustrated in Figures 5 and 6 Figure 5 shows a first position in which the portal can be driven along the guide rails For this purpose the piston rods 113 are extended so far that only a part of the load of the portal rests on the prop devices 112 while the road wheels 96 are still loaded to such extent that they have an adhesion to the ground sufficing for the drive of the portal For this purpose the prop rollers 123 are arranged approximately in the central plane between the two road wheels 96 of a bogie, so that thus the road wheels can run on the ground to the left and right of the guide rail 129 If on the other hand there is only one road wheel per bogie, the prop rollers can be arranged so that they lie in the central plane of the road wheel, so that the latter can likewise run on the guide rail.
The operating position in which the portal is resting exclusively on the prop devices 112 is illustrated in Figure 6 In order to avoid unintended rolling away of the portal on the prop rollers 123, on at least some of the prop devices brake shoes 131 are provided which are arranged removably or pivotably either one one of the prop shoes 125 or on 1 586 440 the prop roller carrier 115.
In order to facilitate the setting of the prop rollers 123 upon the guide rails 129 for the portal driver, a monitor device (not illustrated further) can be provided with the aid of which it can be ascertained whether all prop rollers 123 are resting on the guide rail 129 For this purpose for example on each prop roller carrier 115 there can be provided feelers which come into contact with the guide rails 129 if the prop rollers 123 are in a correct position thereon At the same time a signal device visible to the portal driver and/or the driver of a rail vehicle travelling beneath the portal can be provided which delivers a clearance signal only when all the feelers on the prop devices 112 indicate a correct position of the prop rollers 123 on the guide rails 129.
The pivoting of the prop shoes 125 between the two positions represented in Figures 3 and 4 and in Figures 5 and 6 respectively can take place in any desired manner A mechanical or hydraulic adjustability will expediently be provided, which may also be couplable with the displacement of the piston rod 113.
The portal disclosed herein has the advantage that on the one hand it can change its working location independently of rail guides, but on the other hand it may be guidable on rails at the working site Thus the cross-girders of the portal may be orientated so that the safety provisions for rail vehicles travelling beneath the portal are fulfilled Moreover the essential advantage is obtained that a part of the portal load may be transmitted to the guide rails, for example in unconsolidated terrain.
Now the pivoting of the pivot girders and the steering of the portal without its guidance with the aid of the prop rollers 123 on guide rails 129 are to be explained in greater detail hereinafter.
The pivot girders 74 are substantially freely pivotable about their pivot axes 78.
As may be seen from Figure 8, here in each case two mutually adjacent pivot girders 74 are coupled with one another in a manner known per se through a rod 114 so that they include equal pivot angles a with a main direction fast with the horizontal bridge platform, indicated by the line AA This type of coupling can of course also take place in any other suitable manner.
In Figure 8 the two left pivot girders 74 are illustrated in a pivoted-out position or operating position with a pivot angle of about 45 The two right pivot girders 74 lie substantially parallel with one another in a pivoted-in position which is provided essentially only as transport position These two pivot girders may also possibly be pivoted somewhat closer together in order to reduce the width of the portal still more The inward pivoting of the pivot girders on the left in Figure 8 in the direction of a reduction of the pivot angle a is effected for example in that the portal moves in the direction of the arrow C and the wheels 96 assume the positions indicated in chain lines Thus the wheels 96 of the two pivot girders 74 move towards one another and thus pivot the pivot girders 74 inwards If instead the portal 10 moves in the direction of the arrow B, with the same wheel position the pivot girders 74 pivot still further apart Correspondingly a pivoting apart of the pivot girders 74 on the right in Figure 8 is achieved in that the portal 10 moves in the direction of the arrow B and the wheels 96 assume the position indicated in chain lines in Figure 8.
In principle it is possible to arrest the pivot girders 74 in their end position reached in each case in order to prevent the pivot girders 74 from deviating from this end position after reaching it, when the portal is moving Such arresting however leads in the case of steering errors on the bogies, which can never be entirely excluded, to constraint forces which act upon the pivot girders 74 and their pivot bearings 76 On the basis of a portal of the order of size indicated in Figure 1, which with a clear internal height of the portal opening of about 5 metres and a clear internal width of the portal opening of about 9 metres permits the passage of two goods trains 116, indicated in chain lines, side by side, these constraint forces become so great that arresting of the pivot girders 74 with means which are easy to insert and release again operationally and do not block the portal passage, is hardly possible In the case of the portal according to the invention therefore arresting of the pivot girders is waived and a regulator device is used to keep the pivot angles a constant.
For the explanation of the regulator device first the reference will be made to Figures 9 and 13.
In Figure 9 a portal is represented diagrammatically in a view according to Figure 8, where each pivot girder 74 rests through the associated portal upright upon only one bogie 90 The pivot angles are designated by cxl, a 2, a 3, a 4 and due to the coupling of the pivot girders 74 by pairs, the angles al and ct 2 on the one hand and the angles a 3 and a 4 on the other are of substantially equal sizes The steering lock of the individual bogie axles is indicated by the steering angles yl to y 4, which are measured in each case between a plane extending perpendicularly of the bogie axle 94 and a plane extending through the pivot axis 78 and the pivot girder longitudinal direction.
For the explanation of the steering it should firstly be assumed that in the portal 1 586 440 in Figure 9 all wheels 96 stand at straightahead, that is to say that the planes 118 lie parallel with the direction of travel indicated by the arrow D If now the portal is to travel in a curve, for example on a circular path about the rotation centre 120, then by means of a steering device 122 (Figure 13) (not explained further) a steering signal is issued which constitutes a measure for the curve radius of a specific point of the portal 10, for example of a wheel 96, in relation to the rotation centre 120 From the steering signal, by means of one or more suitable function generators 124 for each bogie axle 94 a steering lock basic signal is derived which is fed, following the chain line 126 in Figure 13, to the respective setting device for the setting of the bogie axle 94 By reason of the steering lock basic signals the bogie axles 94 are set so that their extensions, as represented in Figure 9, intersect at the rotation centre 120 In the case of an exact setting of the bogie axles 94 now the portal 10 moves on a circular path about the rotation centre 120 If after the curve a transition is to be made again to straightahead travel, a new steering signal is generated by means of the steering device, from which again through the function generators 124 corresponding steering lock basic signals are derived, on the basis of which the bogie axles 94 are set parallel with one another.
In the steering system as described hitherto a voluntary or unintentional variation of the pivot angles al to a 4 has not hitherto been taken into consideration If the pivot girders 74 are to be pivoted into a new working position or if the pivot girders 74 have been deflected out of their predetermined pivot position by reason of a steering error on one or more of the bogies 90 and should be brought back again into this predetermined pivot position, then the bogie axles 94 must be set so that they effect pivoting together or apart of the pivot girders 74 For this purpose the steering lock basic signals must be corrected The pivot girder regulator device provided for this purpose comprises a setting means 128 for the pivot angles ai Here one setting means 128 can be provided for all four pivot angles or a setting means 128 for each pair of coupled pivot girders 74 On at least one of each two coupled pivot girders 74 there is arranged a pivot angle actual value measurer 130 The ideal value a O given by the pivot angle setting means 128 and the actual value a ascertained by the pivot angle actual value measurer 130 are fed into a comparator 132 which ascertains a pivot angle defect signal Aa This pivot angle defect signal Ac is passed to a calculator 134 which from the pivot angle defect signal La ascertains the resultant steering lock signal and feeds it to the superimposition device 136 Then the angle y in each case corresponding to the steering lock basic signal is varied by this signal by a correction value Ay, so that with retention of the travelling condition of the portal in each case at the same time the pivot angle ideal value is achieved for the pivot girder in each case.
Tables I and II (Figure 9) indicated now the angles y must be enlarged or reduced in the case of a variation Ay of the pivot angles, in order to reach the ideal value a O again Regarding the selection of the signs it must be said that the angles are measured positively in each case in the direction of the curved arrows On account of the coupling of the pivot girders 74 by pairs, al is equal to u 2, that is also Acl is equal to Aci 2 and corresponding Aa 3 is equal to Aa 4 The corrections Ay are valid tor the direction of travel indicated by the arrow D in Figure 9.
On reversal of the direction of travel the signs of the correction values Ayi would also reverse For the explanation of the values ha, Ay, in Figure 9 the left upper pivot girder 74 was entered in chain lines in a position differing from its ideal position.
The entered correction angles Ayl is related by its sign to the direction of travel according to the arrow D The absolute value of the correction angle Ayl is determined according to the nature of the regulation (for example according to whether correction is to be effected in proportion to the deviation or with a fixed correction value) and is not entered accurately to scale in the diagrammatic illustration according to Figure 9 The deviation Aal has also been entered very large for the sake of clarity.
Such great deviations from the ideal pivot angle value by reason of steering errors are not to be expected, since the pivot girder regulator can be made very sensitive, so that even quite slight deviations Au are corrected immediately.
After the explanation of the pivot girder regulator device with reference to the simplified form of embodiment of the portal according to the invention as shown in Figure 9, now with reference to Figure 10 the steering of the portal already described in Figures I to 8 is to be explained Here the steering is not only somewhat more complicated because twice the number of steerable bogies 90 is present, but above all because the cross-girders 86 on the pivot girders 74 are substantially freely rotatable about the axes 88, in order here again to avoid the occurrence of constraint forces by reason of possible steering errors The position of the cross-girders 86 in relation to the pivot girders 74, as also the position of the pivot girders 74 in relation to the bridge platform 72, will be varied and/or kept constant solely by an appropriate position of the bogie axles 94 The pivot angles are again designated by 1 586 440 al to a 4 The position of the cross-girders 86 in relation to the pivot girders 74 is reproduced by the cross-girder pivot-girder angles 31 to 14 measured in each case between the cross-girder longitudinal direction and the pivot girder longitudinal direction The steering lock of the bogie axles 94 is designated by the angles yii, y 12 etc to y 41, y 42, the angles yij being measured in each case between a plane extending perpendicularly of the bogie axle 94 in each case and a plane placed through the crossgirder longitudinal direction 86 and containing the axes 88 and 89 All angles are again measured positively in the direction of the curved arrows, so that a variation of the angle in the direction of the arrow receives a positive sign and an angle variation contrarily of the direction of the arrow receives a negative sign.
The pivoting of the pivot girders 74 in the portal as illustrated diagrammatically in Figure 10 was already discussed in principle with reference to Figure 8 If it assumed that the cross-girders 86 always retain their position as entered in Figure 10, in which the respective angles ai and Pl are equally great, the transition from a straight-ahead movement into curve travel and vice versa takes place in principle as in the portal as represented in Figure 9, with only one bogie on each pivot girder 74 In order to come for example from straightahead travel into a position according to Figure 10 in which the portal describes a circular path about a rotation centre 138, again by means of the steering device 122 a steering signal is given from which a steering lock basic signal is derived for each of the eight bogies 90 through one or more function generators 124, which signal, provided that the pivot girders 74 occupy their intended position, aligns the respective bogie axle 94 by means of the setting device 100 so that the prolongations of all bogie axles 94 intersect at the rotation centre 138 If on the other hand the pivot girders 74 are not in their intended position, that is the pivot angle actual value a differs from the pivot angle ideal value a O, then in the superimposition device a resultant steering lock signal is generated from the steering lock basic signal and the steering lock correction signal generated by reason of a pivot angle defect signal, whereupon the angles yij are corrected and the bogie axles 94 assume a position differing from the position according to Figure 10 To this extent the steering of the portal and the regulation of the angles ai do not differ from the example of embodiment according to Figure 10 as explained previously Since however now the cross-girder 86 is also freely rotatable in relation to the pivot girder 74 in each case, a possibly occurring deviation of the angles Pl from their ideal value must also be taken into consideration in the ascertaining of the resultant steering lock signal Therefore the pivot girder regulator device as illustrated in Figure 13 is also supplemented by a cross-girder regulator device visible from Figure 14 In the entire regulator device as represented in Figure 14 the parts already known from Figure 13 are again provided with the same reference numerals.
In the cross-girder regulator device an ideal value for the respective angle 13 is fed by a cross-girder pivot-girder ideal angle setter 140 into a comparator 142 which on the other hand receives a signal corresponding to the actual value of the respective angle O from a cross-girder pivot-girder actual value measurer 144 The comparator 142 forms from this a cross-girder pivotgirder angle defect signal which is fed into a calculator 146 for the ascertaining of a second steering lock correction signal This second steering lock correction signal is fed into the superimposition device 136, where a resultant steering lock signal for the respective bogie axle is ascertained from the respective steering lock basic signal, the first steering lock correction signal and the second steering lock correction signal By reason of the resultant steering lock signals then the bogie axles 94 are adjusted by the associated setting devices 100 in such manner that, while retaining the respective travel condition of the portal (for example curve travel or straight-ahead travel) the predetermined ideal values for the angles ai and Pl are reached.
In the example of embodiment according to Figure 10 the angles P 3 i should always be equal to the associated angles (xi, namely equal to the pivot angle actual value Thus in this case, it is possible to dispense with a pertinent cross-girder pivot-girder ideal angle setter and instead of an ideal value for the respective angle P 3 to feed a signal corresponding to the actual value of the angle a into the comparator 142, as indicated by the chain line 148 in Figure 14.
As can easily become clear from the diagrammatic illustration in Figure 10, for a correction of the angle both bogie axles 94 on the associated cross-girder 86 in each case must be displaced in the same direction Thus if for example as indicated by chain lines in Figure 10 the actual value of the angle cal is too great, that is Aa l is positive, then taking consideration of the direction of travel according to the arrow E both steering angles yll and y 12 must be reduced, thus the variations Ayll and Ay 12 necessary for correction are both negative, but can be different in amount.
If on the other hand a cross-girder 86 deviates from its ideal position, then the position of the bogie axles 94 on this 1 586 440 cross-girder must be modified in opposite directions in order to obtain a rotation of the cross-girder 86 about the axis 88 and thus the reaching of the ideal cross-girder pivot-girder angle The right upper pivot girder 86 in Figure 10 is assumed for example to be situated in the position indicated by the dot-and-dash line This means the angle 34 has become greater and the deviation A 34 thus greater than zero In order to bring the cross-girder back again into its original position thus the angle y 41 must be enlarged and the angle y 42 reduced, Ay 41 is thus greater than zero and Ay 42 less than zero.
Due to the fact that a variation of the angle a is achieved by a shift of the bogie axles pertaining to the relevant pivot girder in the same direction, while a variation of the angle P is achieved by an opposite displacement of the bogie axles, it is possible merely by the shifting of the bogie axles 94 on the respective cross-girder 86 to distinguish between a movement of the cross-girder 86 about its axis 88 and a pivoting movement of the pivot-girder 74 about the pivot axis 78 and to determine which correction movement is now to be executed predominantly «Same direction» and «opposite direction» relate here in each case to the ideal position of the bogie axles which corresponds to the steering lock basic signal, in a specific travel condition of the portal.
In Table III (Figure 10) for the left upper pivot arm 74 in Figure 10 it is determined in which direction the angles yll and y 42 must be corrected if both the angle cll and the angle 31 differ from the ideal value in each case The upper line indicates the sign of the deviation Acd The left column gives the sign of the deviation Afn 1 Two signs are given in each of the columns for Ayll and Ayl 2: Here in each case the upper sign relates to the contribution Ayij, which is necessary for the correction of the deviation Acl, and the lower sign relates to the correction contribution Ayij which is necessary for the correction of the deviation AP 1.
If for example Actl and A Pl are both greater than zero, the signs of the steering angle corrections are entered in the first quadrant As can be seen in the case of Ayll a negative contribution to the correction of the angle ail and a positive contribution to the correction of the angle ( 1 are superimposed on one another Which of the two contributions now predominates and whether the resultant Ayll is positive or negative, that is to say effects an enlargement of the angle yll or a reduction of the angle ll, depends upon the size of the deviation Aal and A Pl in each case Under the column Ay 12 one finds a negative amount twice, that is to say the angle y 12 will be reduced in every case Analogously it can be read from the other quadrants with what signs the contributions to the correction of the angles 131 and cll are superimposed, while again in each area of the 70 columns Ayll and Ay 12 the upper sign is valid for the contribution to the correction of the deviation Aac and the lower sign for the contribution to the correction of a deviation Apl It should also be said that 75 the signs in Table III are valid only for the direction of travel indicated in Figure 10 by the arrow E On reversal of direction of travel with the same definition of the angles a, A and y the signs in the ‘areas of the 80 columns Ayll and Ay 12 would be reversed. According to the same diagram analogous
tables can be set up for the correction of the angles ai and Pl on the other pivot girders.
In the form of embodiment of the portal 85 as described in Figure 10 with steering of all bogies 90 thus the relative position of the cross-girders, pivot girders and bridge platform as illustrated in Figure 10 always remains the same irrespective of curve 90 travel or straight-ahead travel, unless the pivot girders 74 are to be transferred into a new pivot position, for example the transport position, according to the right side of Figure 8 This means the width of the portal 95 opening always remains the same size irrespective of curve travel of the portal The portal can immediately drive away in a new position from any momentary position, by a rotation of the bogies 90 on the spot If for 100 example the portal, which in Figure 10 is carrying out a curve to the right in relation to the direction of travel according to the arrow E, is now to travel out of this position in a curve to the left, then in the stationary 105 condition the bogies 90 can be set to a centre of rotation lying above the portal in the Figure and the portal can immediately move away with the desired curve radius.
A second form of embodiment of the 110 portal 10 with a cross-girder 86 on each pivot girder 74 is illustrated in Figures 11 and 12 It differs from the form of embodiment according to Figure 10 only by the manner of steering Like parts are therefore 115 again provided with like reference numerals The angles ai and Pl are again defined as in Figure 10 In the form of embodiment according to Figures 11 and 12 in each case only the forward bogie 90 in relation to the 120 direction of travel (arrow F) is steered, while the rear bogie 90 in relation to the direction of travel is made fast Each crossgirder 86 thus behaves substantially like a two-axled vehicle with a steerable front 125 axle In principle however both bogies 90 are steerable, so that on reversal of the direction of travel the bogie axles 94 which in each case were steerable hitherto are brought into a position perpendicular to the 130 1 586 440 longitudinal direction of the cross-girders 86 and made fast in this position and the arresting of the formerly fixed bogie axles is released The angles yi as already described above, are again measured between a plane lying perpendicular to the bogie axle in each case and a plane placed through the longitudinal direction of the cross-girder 86 and containing the axes 88 and 98 All angles are again calculated positively in the direction of the curved arrows.
As can be seen from Figure 12 now in the case of travel in a curve the position of the cross-girders 86 in relation to the respective pivot girder 74 changes, for as before it is naturally still valid that trouble-free curve travel is achieved only when again the prolongations of all bogie axles intersect at the respective centre of rotation designated by 138 Since now however the bogie axles 94 of the rear bogies 90 in each case are fixed in position in relation to the crossgirders 86, thus the whole cross-girder 86 must set itself so that it lies tangentially to the respective curve path at the point of intersection with its rear bogie axle Such a curve position in relation to the centre 138 of rotation is represented in Figure 12.
The regulator device as illustrated in Figure 14 for the keeping constant of the angles ai and Pl remains substantially unchanged for the form of embodiment of the portal 10 as illustrated in Figures 11 and 12; only now the ideal values for the angles Pl are likewise derived from the steering signal In fact as cross-girder pivot-girder ideal angles there are selected those angles Pl which correspond to the end position of the cross-girders 86 in each case pertaining to a specific travel condition of the portal This end position of the cross-girders 86 is reached in a curve travel for example when the prolongations of the rear bogie axles 94 in each case intersect in the centre of rotation, as illustrated in Figure 12 In the case of straight-ahead travel of the portal the end position of the cross-girders 86 is reached when the respective rear bogie axles 94 all lie parallel with one another.
When the portal changes from straightahead travel to curve travel about a rotation centre 138 (Figure 11), then as already described for the other examples of embodiment, a steering signal is given by the steering device 122, from which steering lock basic signals for the steerable bogie axles 94 are derived by means of one or more function generators A steering lock correction signal based upon a deviation of the respective angle &i from its ideal value may also be superimposed upon these steering lock basic signals in the superimposition device 136, before the resultant steering lock signal is fed to the setting device 100 of the steerable bogie 90 in each case, which device then effects a rotation of the steerable bogie axle 94 through an angle yi At the same time now however in dependence upon the steering signal the ideal value Pl in each case is ascertained, which corresponds to the angles P 3 entered in Figure 12 Since the actual angles Pl entered in Figure 11 do not confirm with the ideal angles Pl entered in Figure 12, thus a second steering lock correction signal will be fed to the superimposition device 136, on the basis of which the steerable front bogie axles 94 are not set with the angles yi, but with the angle yi’ indicated in chain lines in Figure 11 Due to this over-controlling (in relation to the rotation centre 138) of the steerable front bogie axles 94 the object is achieved that the cross-girders 86 place themselves more rapidly into their desired end position according to the illustration in Figure 12.
When the actual values P 3 i have adapted themselves to the ideal values f Pi, that is the cross-girders 86 assume the position entered in Figure 12, all bogie axles 94 are again aligned so that their prolongations intersect at the rotation centre 138.
When the end position entered in Figure 12 is reached, the constant regulation of the angles ai and Phi takes place in the abovedescribed manner Tables IV and V (Figure 12) show in what direction the angles yl and y 2 must be corrected in the case of deviations of the angles ci and P 3 i respectively from their respective ideal values, for the two left pivot girders of the portal illustrated in Figure 12 Here again the corrections Ayi are composed of two contributions of which the upper in each case is derived from the steering lock correction signal for the correction of the angle a and the lower in each case from the second steering lock correction signal for the correction of the angle P.
A movement of the pivot girder 74 about its axis 78 and a movement of the cross-girder 86 about its axis 88 cannot be separated strictly from one another However by suitable selection of the contributions to the correction of the angle y the bogie axle can be set in each case so that predominantly a rotation of the pivot girder about its axis 78 or predominantly a rotation of the crossgirder 86 about its axis 88 takes place.
A pivoting of the pivot girders 74 for example in the transition from the transport position into an operating position or vice versa is effected by the giving of the new ideal angles a O, whereupon the pivot girder regulator device effects a corresponding setting of the bogie axles In order to effect a rapid setting of the pivot girders, during the setting the regulation of the respective angle P can be postponed until the ideal angle a O is approximately reached On approach of the pivot girders to their desired new pivot position then the regulator 1 586 440 device for the angle P 3 is set in action again, the ideal values for the angles Pl corresponding to the desired travel condition being given, whereupon the cross-girders 86 are brought into their correct position.
The embodiment of the portal 10 according to Figures 11 and 12 has the advantage that when the portal is travelling a curve the force circles of the bogies indicated by hatched ring segments in Figure 12 are smaller than in the embodiment according to Figure 10 in which these force circles are likewise entered, The force circle is the zone which must be free from hindrances in order to render possible moving of the portal It is further advantageous that in each case only four of the bogies must be steered, which reduces the power requirement for the steering of the bogies If necessary with four bogies it is also possible that all the bogies are set individually, which would already cause considerable difficulties in the case of the eight bogies of the form of embodiment according to Figure 10 Admittedly in the form of exmbodiment according to Figures 11 and 12 it is more unfavourable that in the change of direction of travel a certain time elapses in each case before the cross-girders have assumed their new position Moreover the passage width of the portal opening is reduced by the oblique placing of the girders 86.
In all described portals the basis is adopted that the wheels in each case on the -35 interior and exterior of the curve are not coupled in rotation speed If the wheels are driven for example by hydraulic motors, a «differential» can consist for example in that the individual hydraulic motors are connected in parallel into the hydraulic circuit In this case it is guaranteed that each motor delivers the same moment irrespective of its momentary rotation speed In the case of electric drive systems this condition is sufficiently fulfilled if the electric motors have a sufficiently large «slip».
In order to avoid difficulties in the correction of the pivot angles and cross-girder pivot-girder angles which could arise due to the fact that friction moments of different sizes occur on the pivot spindles of the pivot girders and on the pivot spindles of the cross-girders, its own hydraulic circuit can be provided for each steerable wheel axle It is also possible by means of a quantity divider to guarantee that not only firstly the wheel with the smallest steering friction moment is rotated.
It should further be remarked that in the transition of the portal according to Figures 11 and 12 from the operating position into the transport position it must be possible to pivot the pivot girders further together than required by the actual transport position.
Otherwise a theoretically infinitely long track would be required before the end position, that is the transport position, is reached.
Finally it should also be added that in the embodiments of the portal according to Figures 9, 10 and 11 a transition of the pivot girders from one position into the other can take place with the aid of the regulating system simply in that a new ideal value for the pivot angle a is stated, corresponding to the desired end position.
The example of embodiment as described in Figures 3 to 7 comprises vertically displaceable props In specific utilization cases however it can also be advantageous to make the props themselves fixed in position and instead to arrange the road wheels for vertical displacement The possibility of conversion between prop surface and rail wheels and the steering of the portal are not thereby influenced.
Figure 15 corresponds essentially to the illustration of Figure 8 However, additional references are included E denotes the angular distance between two pivot girders 74 situated side by side in the direction of travel 51, 52, 53 and 54 designate the tracking directions of the bogies 90 If the angular distance of the pivot girders 74 on the left in Figure 15 is to be reduced, the portal is allowed to travel in a direction C, while the bogies 90 of these pivot girders are set to the tracking directions S, and 52 This may also be so expressed that the tracking directions S, and 52 converge in the direction of travel C Accordingly, if desired, a reduction in the angular distance E is achieved.
If the angular distance of the pivot girders 74 on the right in Figure 15 is likewise as great (in contrast to the arrangement as actually illustrated in Figure 15) as the angular distance c of the left-hand pivot girders and if the angular distance of the right-hand pivot girders 74 is to be reduced at the same time as the reduction of the angular distance E of the left-hand pivot girders 74, while the portal travels in direction C, then the tracking directions of the bogies 90 of the right-hand pivot girders are adjusted exactly as indicated by the directions 53 and 54 in the right-hand half of Figure 15, so that the tracking directions 53 and 54 also converge in the direction of travel C.
If it is desired to increase the angular distance of the pivot girders 74 on the right in Figure 14, the tracking directions of the bogies 90 of these right-hand pivot girders 74 are set according to 53 and 54 and the portal is allowed to travel in the direction of travel B, so that the tracking directions 53 and 54 diverge in the direction of travel B. The setting or adjustment of the tracking directions SI, 52, 53 and 54 may be carried l 14 1 586 440 14 out before the portal begins its travel.
Preferably, the tracking directions S,, 52, 53 and 54 are only adjusted, however, when travel has already commenced, since there is then reduced the friction of the bogies 90 opposing the tracking alteration.
In Figure 15, two tracking-adjustable bogies 90 are depicted on each pivot girder 74 However, it is not necessary for both bogies 90 of each pivot girder 74 to be adjustable in respect of tracking The alteration of the angular distance e can also be effected if for each pivot girder 74 only one bogie is adjustable for tracking For example, if in Figure 15 the left-hand bogie 90 of each pivot girder 74 is tracking-adjustable and the right-hand bogie of each pivot girder is unadjustable with respect to the cross-girder 86, it is nevertheless possible to vary the angular distance F of the pivot girders 74 situated side by side in travel direction by adjusting each left-hand bogie convergently or divergently in the direction of travel C and by allowing the portal to travel in the direction of travel C.
The alteration of angular distance E described here is similarly possible by adjustment of the tracking of the bogies if only a single bogie is allotted to each of the pivot girders 74.

Claims (12)

WHAT I CLAIM IS:-

1 A mobile portal comprising:
a portal bridge having a substantially horizontal bridge platform; a plurality of portal uprights, each standing on a respective road bogie which is rotatable about a vertical setting axis and which has at least one wheel rotatable about a horizontal wheel axle, each upright being connected to one end of a respective elongate pivot girder of which the other end is pivotally connected to the portal bridge to pivot relative thereto about a substantially vertical pivot axis; a steering device having a servomotor which can be controlled by a combined steering -lock signal emitted by a superimposition circuit, said superimposition circuit having a first input coupled to a first signal generator which generates a basic signal representing the desired angular setting of a bogie about its setting axis relative to the respective pivot girder and a second input coupled to the output of a comparator of which an input is coupled to a pivot-angle setting means whose output signal represents a desired angular setting of the respective pivot girder relative to the bridge platform about the said pivot axis, and of which another input is coupled to a pivotangle actual-value setter or transmitter whose output signal represents the actual angular position of the pivot girder relative to the bridge platform about the said pivot axis, the comparator producing an error signal which represents the difference between the actual and desired pivot positions of the pivot girder relative to the bridge platform, and; a calculator which is coupled between the comparator output and the superimposition circuit and which in response to the error signal feeds to the superimposition circuit a correction signal representing the alteration of the angular position of the bogie relative to the pivot girder, which is necessary to move the pivot girder from its actual into its desired pivot position.

2 A mobile portal according to claim 1, wherein two mutually adjacent pivot girders are coupled with one another in such a way that they form approximately equal pivot angles with a horizontal main direction with which is fixed relative to the bridge platform.

3 A mobile portal according to claim 2, wherein the said pivot girders are pivot angles pivotable between a first working position in which the pivot angles are approximately zero and a second working position in which the pivot angles lie in the range 30 to 600.

4 A mobile portal according to claim 3, wherein the pivot girders are arrestable in their respective working positions.

A mobile portal according to any one of claims 1 to 4, wherein each portal upright has a substantially horizontal cross-girder which is arranged to pivot relative to the respective pivot girder about a substantially vertical axis, which is supported adjacent each of its free ends on a respective bogie which is rotatable relative to the cross-girder about a substantially vertical axis, and wherein a cross-girder regulator device is provided, which effects a correction of the basic signal for the respective steerable bogies, in response to a deviation of the actual angle of the cross-girder relative to the pivot girder from a desired angle of the cross-girder relative to the pivot girder, thereby to reduce said deviation.

6 A mobile portal according to claim 5, wherein the cross-girder regulator device comprises an ideal-angle setter, an actualangle measurer on each pivot girder, a comparator for producing a deviation or error signal and a second calculator for producing a second correction signal which is likewise fed into the superimposition circuit ( 136).

7 A mobile portal according to claim 5 or claim 6 wherein on each cross-girder a rear bogie in a position with its bogie wheel axle code substantially perpendicular to the longitudinal direction of the cross-girder and only the front bogie is adjustable by the resultant steering-lock signal and in that the desired angle of the cross-girder relative to the pivot girder is determined by the steer1 586 440 1 586 440 1 ing signal.

8 A mobile portal according to claim 5 or claim 6 wherein on each cross-girder both bogies are steerable and wherein the desired angle of the cross-girder relative to the pivot girder is in each case substantially independent of the position of the bogies.

9 A mobile portal according to any one of the preceding claims and constituting the undercarriage for a rotating crane.

A mobile portal according to any one of the preceding claims, wherein on each portal upright there is arranged at least one vertically displaceable and arrestable prop for supporting the portal on the ground and thereby to relieve the bogie axles of the portal load.

11 A mobile portal, as claimed in any of the preceding claims, wherein for altering the angular separation between the two pivot girders situated side by side in the direction of travel, the bogies of the two pivot girders are adjustable such that their tracking directions may be made to converge or diverge in the direction of travel, according to whether it is desired to reduce or increase the said angular distance.

12 A method for altering the angular separation between two pivot girders situated side by side in the general direction of travel, in a mobile portal as claimed in any of the preceding claims wherein the portal is made to travel, while the bogies on which the said portal uprights stand converge or diverge in the direction of travel, according to whether it is desired to reduce or increase the angular separation.
BOULT, WADE & TENNANT, Chartered Patent Agents, 27 Furnival Street, London EC 4 A 1 PQ Printed for Her Majesty’s Stationery Office, by Croydon Printing Company Limited, Croydon, Surrey, 1981.
Published by The Patent Office, 25 Southampton Buildings, London WC 2 A IAY, from which copies may be obtained.
is

GB11459/78A
1977-03-28
1978-03-22
Mobile portal

Expired

GB1586440A
(en)

Applications Claiming Priority (2)

Application Number
Priority Date
Filing Date
Title

DE19772713692

DE2713692A1
(en)

1977-03-28
1977-03-28
Bogie arrangement for travelling gantry – has two bogies for each rail, each bogie having two double wheel sets

DE19772735385

DE2735385A1
(en)

1977-08-05
1977-08-05
Bogie arrangement for travelling gantry – has two bogies for each rail, each bogie having two double wheel sets

Publications (1)

Publication Number
Publication Date

GB1586440A
true

GB1586440A
(en)

1981-03-18

Family
ID=25771804
Family Applications (1)

Application Number
Title
Priority Date
Filing Date

GB11459/78A
Expired

GB1586440A
(en)

1977-03-28
1978-03-22
Mobile portal

Country Status (4)

Country
Link

US
(1)

US4200162A
(en)

FR
(1)

FR2385635A1
(en)

GB
(1)

GB1586440A
(en)

NL
(1)

NL7802188A
(en)

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NL
NL7802188A
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not_active
Application Discontinuation

1978-03-20
US
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patent/US4200162A/en
not_active
Expired – Lifetime

1978-03-22
GB
GB11459/78A
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FR
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patent/FR2385635A1/en
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Granted

Cited By (7)

* Cited by examiner, † Cited by third party

Publication number
Priority date
Publication date
Assignee
Title

GB2317862A
(en)

*

1996-10-07
1998-04-08
David Howard Gee
Variable track vehicle

GB2317862B
(en)

*

1996-10-07
1998-08-12
David Howard Gee
Variable track vehicle

GB2402658A
(en)

*

2003-06-14
2004-12-15
Glasgow School Of Art
Dynamically configured vehicle

GB2402658B
(en)

*

2003-06-14
2006-09-13
Glasgow School Of Art
Dynamically configured vehicle

GB2440300B
(en)

*

2005-04-20
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Graham John Mahy
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US7717210B2
(en)

2005-04-20
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Graham John Mahy
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(en)

*

2019-09-16
2020-01-10
中联重科股份有限公司
Swing arm structure and machineshop car of machineshop car

Also Published As

Publication number
Publication date

NL7802188A
(en)

1978-10-02

FR2385635B1
(en)

1984-01-20

US4200162A
(en)

1980-04-29

FR2385635A1
(en)

1978-10-27

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Legal Events

Date
Code
Title
Description

1981-06-03
PS
Patent sealed [section 19, patents act 1949]

1985-11-20
PCNP
Patent ceased through non-payment of renewal fee

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