JP7260125B2 - Rail clamp device - Google Patents

Description

The present invention relates to a rail clamp device for preventing a wharf crane traveling on a rail from running away, and more particularly to a rail clamp device that allows guide wheels to follow vertical distortions and steps of rails.

A quay crane such as a container crane or an unloader that travels on rails laid on a quay is equipped with a rail clamp device for preventing runaway due to gusts, storms, or the like (see, for example, Patent Document 1). The main body of the rail clamping device is connected to a strut projecting downward from the sill beam of the quay crane and the traveling device of the quay crane. A main body of the rail clamping device is equipped with a clamping mechanism that can be opened and closed in the width direction of the rail so that the sides of the rail can be gripped from both sides. The rail clamp device is further provided with a guide wheel for suppressing positional deviation of the main body with respect to the rail in the rail width direction.

When the quay crane travels, the rail clamping device opens a pair of clamps constituting a clamping mechanism in the rail width direction, and clamps the quay in a state in which the respective clamps are spaced apart near the sides of the head of the rail. Runs on rails with a crane. At this time, the main body of the rail clamp device is guided along the rail by the guide wheels that roll on the rail, thereby suppressing the positional deviation of the main body with respect to the rail in the rail width direction. It prevents the clamp part of the rail from contacting the rail.

JP 2018-203429 A

By the way, if the ground is distorted due to ground subsidence, deformation of the ground, or the like, the rail may be distorted in the vertical direction or the rail width direction under the influence of the ground. Like the rail clamp device described in Patent Literature 1, conventionally, the main body of the rail clamp device was fixed at a fixed position with respect to the strut of the wharf crane. Therefore, if the rail is distorted in the vertical direction or there is a step at the joint between the rails, if the vertical separation distance between the main body of the rail clamp device and the rail changes, the guide wheel will be distorted in the vertical direction of the rail and the step. Instead of following, the guide wheels sometimes lifted off the rails or were pushed excessively against the rails.

If the distance between the main body of the rail clamp device and the rail in the vertical direction increases and the guide wheels are lifted from the rail, the guide wheels release the restraint of the main body on the rail in the rail width direction. Therefore, when the rail is distorted in the width direction, the main body of the rail clamp device and the rail may be displaced in the rail width direction. When the guide wheel lifts up from the rail and the body of the rail clamp device and the rail are displaced in the width direction of the rail, when the distance between the body of the rail clamp device and the rail in the vertical direction becomes closer, the clamping part of the clamping mechanism is disengaged. There was a risk of contact with the rail and damage to the clamping mechanism and rail. In addition, when the distance between the main body of the rail clamp device and the rail in the vertical direction becomes short and the guide wheels are excessively pressed against the rail, there is a risk that a large load will be applied to the rail clamp device and the quay crane.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an object thereof is to provide a rail clamp device that allows guide wheels to follow vertical distortions and steps of rails.

A rail clamping device of the present invention for achieving the above objects comprises a clamping mechanism configured to open and close in the width direction of a rail on which a quay crane travels so as to be able to grip side surfaces of the rail from both sides; A main body on which a mechanism is mounted, a guide wheel having a pair of flanges abutting on both sides of the rail and fixed to the main body in a rotatable state, and the main body to the quay crane. In the rail clamp device provided with a connecting mechanism that connects, the connecting mechanism extends in the longitudinal direction of the rail and is connected to the wharf crane in a state in which one end can rotate about the width direction as a rotation axis direction. and the other end has a link portion connected to the main body in a rotatable state with the width direction as a rotation axis direction, and a pair of the link portions having the same length in the longitudinal direction are arranged in the vertical direction. It is characterized by being a structure provided parallel to each other with a gap.

According to the present invention, the main body of the rail clamping device is connected to the quay crane by the connecting mechanism in such a structure as to be relatively movable in the vertical direction. be able to.

BRIEF DESCRIPTION OF THE DRAWINGS It is explanatory drawing which illustrates typically the rail clamp apparatus of embodiment which concerns on this invention by the side view. It is an explanatory view showing a rail clamp device of another embodiment concerning the present invention by side view. FIG. 3 is a view in the direction of arrow A in FIG. 2; FIG. 3 is a cross-sectional view taken along line BB of FIG. 2; It is an explanatory view showing a rail clamp device of another embodiment concerning the present invention by plane view.

BEST MODE FOR CARRYING OUT THE INVENTION A rail clamp device of the present invention will be described below based on an embodiment shown in the drawings.

The X direction in the drawing indicates the longitudinal direction X of the rail R laid on the wharf, the Y direction indicates the width direction Y of the rail R orthogonal to the longitudinal direction X, and the Z direction indicates the vertical direction Z. In the following description, the left side of the paper surface in FIGS. 1 and 2 is one side of the longitudinal direction X, and the right side of the paper surface is the other side of the longitudinal direction X. 1 and 2 (the right side in FIGS. 3 to 5) is one side in the width direction Y, and the back side in the plane of the paper (left side in FIGS. 3 to 5) is the other side in the width direction Y.

A rail clamp device 10 according to an embodiment of the present invention will be described with reference to FIG. A rail clamp device 10 is installed in a quay crane 1 that travels on a rail R laid on a quay. The rail clamp device 10 is a device that prevents the wharf crane 1 from running away due to a gust, a storm, or the like. The wharf crane 1 is a crane that performs loading and unloading work on a docked vessel, and can be exemplified by a container crane and an unloader.

The quay crane 1 has a plurality of legs 2 extending in the vertical direction Z, and the lower portions of the legs 2 spaced apart in the longitudinal direction X are sill beams 4 extending in the longitudinal direction X. connected by A plurality of traveling devices 3 that travel on the rail R are provided below the sill beam 4 . A running device 3 is arranged below each leg 2 .

A strut 5 (also referred to as a sill beam column) for connecting the rail clamp device 10 to the wharf crane 1 is provided between the traveling devices 3 spaced apart in the longitudinal direction X. The strut 5 projects downward from the sill beam 4 toward the rail R. The upper end of the support column 5 is joined to the lower end of the sill beam 4, and the lower end of the support column 5 is located directly above the rail R.

Although FIG. 1 shows the leg 2, traveling device 3, sill beam 4, strut 5, and rail clamp device 10 on one side in the width direction Y, the leg on the other side in the width direction Y is also shown. 2. A running gear 3, a sill beam 4, a support 5 and a rail clamping device 10 are provided. The wharf crane 1 travels on two rails R that are spaced apart in the width direction Y and laid substantially parallel to each other by travel devices 3 provided on one side and the other side in the width direction Y, respectively. The rail clamp device 10 is preferably provided on one side and the other side in the width direction Y, but may be provided only on one side of the width direction Y or the other side.

As illustrated in FIG. 1, the rail clamp device 10 includes a clamp mechanism 11, a main body 12 on which the clamp mechanism 11 is mounted, a guide wheel 13 rotatably fixed to the main body 12, a quay A connection mechanism 15 for connecting the main body 12 to the crane 1 is provided. In this embodiment, the rail clamp device 10 is connected to the other side of the column 5 in the longitudinal direction X, but the rail clamp device 10 can also be connected to one side of the column 5 in the longitudinal direction X. Also, the rail clamp device 10 can be connected to the travel device 3 .

The clamp mechanism 11 can be opened and closed in the width direction Y to grip the side surfaces of the rail R from both sides. The clamp mechanism 11 has a pair of clamp parts that can be opened and closed in the width direction Y. As shown in FIG. When the quayside crane 1 is to travel, the pair of clamping portions of the clamping mechanism 11 are opened in the width direction Y in directions away from each other, and the respective clamping portions are moved to the sides of the head of the rail R (one side and the other side in the width direction Y). side).

To prevent the wharf crane 1 from running away due to gusts, storms, etc., the pair of clamping portions of the clamping mechanism 11 are closed in the width direction Y so as to approach each other, and the side surfaces of the head of the rail R are clamped from both sides by the pair of clamping portions. The quay wall crane 1 is locked to the rail R by the clamp mechanism 11 via the rail clamp device 10 by putting it in the sandwiched state.

The main body 12 is a box-shaped casing having a cavity inside, and has a structure in which the clamp mechanism 11 can be mounted. The main body 12 is arranged at a position spaced apart from the lower portion of the column 5 in the longitudinal direction X, and the lower end surface of the main body 12 is positioned directly above the rail R. As shown in FIG. The clamping mechanism 11 is fixed to the main body 12 in an operable state. An opening penetrating in the vertical direction Z is provided in the lower end surface of the main body 12, and the lower portions of the pair of clamping portions of the clamping mechanism 11 protrude downward from the opening. In this embodiment, the main body 12 has a rectangular parallelepiped outer shape, but the main body 12 may have this shape and structure as long as it can mount and hold the clamping mechanism 11 and does not interfere with the operation of the clamping mechanism 11. It is not limited to the embodiment.

The guide wheels 13 are non-driving wheels having a guide function of suppressing displacement of the main body 12 with respect to the rails R in the width direction Y. As shown in FIG. A guide wheel 13 is arranged on the rail R. The guide wheel 13 has a tread surface that contacts the upper surface of the rail R and a pair of flanges that contact both side surfaces of the rail R. As shown in FIG. The guide wheel 13 is rotatably fixed to the main body 12 with a structure in which relative movement in the width direction Y with respect to the main body 12 is restricted. The rail clamping device 10 of this embodiment has only one guide wheel 13 .

The connection mechanism 15 has a link portion 16 that connects the main body 12 of the rail clamp device 10 to the quay crane 1 so as to be relatively movable in the vertical direction Z. As shown in FIG. The link portion 16 extends in the longitudinal direction X, and one end portion of the link portion 16 in the longitudinal direction X is connected to the wharf crane 1 in a rotatable state with the width direction Y as the rotation axis direction. The other end portion of the link portion 16 in the longitudinal direction X is connected to the main body 12 in a rotatable state with the width direction Y as the rotation axis direction. In this embodiment, one end of the link portion 16 in the longitudinal direction X is connected to the column 5 of the quay crane 1 via the rotating shaft 17 , and the other end of the link portion 16 in the longitudinal direction X is via the rotating shaft 17 . It is connected to the body 12 . The connecting mechanism 15 has a structure in which a pair of link portions 16 having the same length in the longitudinal direction X are provided parallel to each other while being spaced apart in the vertical direction Z.

The connecting mechanism 15 includes an imaginary line V1 connecting the axial centers of the rotating shafts 17 on one end side in the longitudinal direction X of the pair of upper and lower link portions 16, and the other end portion side in the longitudinal direction X of the pair of upper and lower link portions 16. It is arranged so that the imaginary line V2 connecting the axial centers of the rotating shafts 17 extends parallel to each other. In FIG. 1, the virtual lines V1 and V2 described above are each indicated by a one-dot chain line. As illustrated in FIG. 1, the virtual line V1 and the virtual line V2 preferably extend substantially perpendicularly, more preferably perpendicularly, to the traveling direction of the quay crane 1 on the XZ plane. should be placed. Each member constituting the coupling mechanism 15 is made of, for example, metal such as steel or aluminum alloy.

When the quay crane 1 travels, the rail clamp device 10 travels on the rail R together with the quay crane 1 while the guide wheel 13 is on the rail R. The load of the rail clamp device 10 is supported by the guide wheels 13 . The rail R may be distorted by several mm in the width direction Y per 10 m in the longitudinal direction X, but the main body 12 is guided along the rail R by the guide wheels 13 rolling along the rail R. Therefore, even if the rail R is distorted in the width direction Y, the main body 12 moves following the distortion of the rail R in the width direction Y due to the guide function of the guide wheels 13, and the width between the rail R and the main body 12 is reduced. Positional deviation in the direction Y is suppressed. This prevents contact between the clamp portion of the clamp mechanism 11 mounted on the main body 12 and the rail R when the wharf crane 1 travels.

In this rail clamp device 10 , a rotating shaft 17 on one end side in the longitudinal direction X of a link portion 16 connected to the quay crane 1 (post 5 ) and a longitudinal direction X of the link portion 16 connected to the main body 12 . By tilting the pair of upper and lower link portions 16 in the vertical direction Z about the rotation shaft 17 on the other end side, the main body 12 is moved in the vertical direction Z with respect to the quay crane 1 (column 5). It has a movable structure. Therefore, even if the rail R is distorted in the vertical direction Z or has a step, the guide wheels 13 and the main body 12 naturally move up and down by following the distortion and the step in the vertical direction Z of the rail R due to their own weight.

At this time, the virtual line V1 and the virtual line V2 are kept parallel. Then, the pair of upper and lower link portions 16 maintains a state parallel to each other, and tilts at the same angle in the vertical direction Z with respect to the column 5 and the main body 12, so that the main body 12 is tilted with respect to the quay crane 1 (column 5). are kept parallel, the main body 12 moves in the vertical direction Z relative to the quay crane 1 (column 5). In other words, the state in which the main body 12 is kept parallel to the quay crane 1 (column 5) means that the rail clamp device 10 rotates with respect to the quay crane 1 (column 5) in the width direction Y as the rotation axis direction. It is a state of not doing. That is, as illustrated in FIG. 1, when the quay crane 1 is horizontal when viewed from the width direction Y, the main body 12 is relatively moved in the vertical direction Z in a horizontal state, and the quay crane 1 is horizontal. When the main body 12 is inclined at a certain angle with respect to the horizontal, the main body 12 also moves relatively in the vertical direction Z while being inclined at the same angle as the quay crane 1 with respect to the horizontal.

As described above, according to the rail clamp device 10 of the embodiment of the present invention, the main body 12 of the rail clamp device 10 is connected to the quay crane 1 by the connection mechanism 15 in a state in which it is relatively movable in the vertical direction Z. Therefore, the guide wheel 13 can follow the distortion of the rail R in the vertical direction Z and the step.

As a result, it is advantageous to suppress the positional deviation in the width direction Y between the main body 12 and the rail R that can occur when the guide wheel 13 is floating from the rail R. The risk of the clamping portion of 11 coming into contact with the rail R can be reduced. Further, since it is possible to prevent the guide wheels 13 from being excessively pressed against the rail R, it is possible to avoid applying a large load to the rail clamp device 10 and the wharf crane 1.例文帳に追加

Furthermore, the connecting mechanism 15 has a structure in which a pair of link portions 16 having the same length in the longitudinal direction X are provided in parallel with each other while being spaced apart in the vertical direction Z. The main body 12 of the crane 10 moves in the vertical direction Z relative to the quay crane 1 while the main body 12 of the crane 10 is kept parallel. Therefore, even when the rail clamp device 10 travels on a portion of the rail R that is distorted in the vertical direction Z or has a step, the main body 12 of the rail clamp device 10 is tilted forward or backward relative to the quay crane 1. The main body 12 can be run in a constant and stable posture parallel to the quay crane 1 without tilting. Therefore, the risk of the main body 12 of the rail clamp device 10 contacting the upper surface of the rail R or the like can be reduced when the quay crane 1 travels.

Furthermore, when the quay crane 1 pulls or pushes the rail clamp device 10 to travel, tensile stress and compressive stress in the longitudinal direction X are applied to the connection mechanism 15, but the link portion where the connection mechanism 15 extends in the longitudinal direction X 16, the structure is strong against tensile stress and compressive stress associated with running. In addition, since the connecting mechanism 15 has a plurality of link portions 16 , the tensile stress and compressive stress accompanying running are distributed to the plurality of link portions 16 , and the stress applied to each link portion 16 is transferred to the rotating shaft 17 . It is also distributed to the quay crane 1 and the main body 12 via. Therefore, stress concentration is less likely to occur, and the risk of damage to the connecting mechanism 15 is low.

For example, the rail clamp device 10 can be configured to have a plurality of guide wheels 13. In that case, if the rail R is distorted in the vertical direction Z or has a large level difference, one guide wheel 13 can be reliably secured. Although it is in a state of riding on the rail R, there are cases where the other guide wheels 13 are floating from the rail R. When the guide wheel 13 in a floating state is generated from the rail R, the guide wheel 13 in a floating state becomes a trigger, and when the quay crane 1 travels, the body 12 of the rail clamp device 10 moves in the width direction with respect to the rail R. Y may shift.

On the other hand, if the rail clamp device 10 is configured to have only one guide wheel 13 as in this embodiment, the guide wheel 13 that is floating from the rail R does not occur. Therefore, it is advantageous to reduce the risk of the clamp mechanism 11 coming into contact with the rail R when the wharf crane 1 travels, compared to the case of having a plurality of guide wheels 13 . In this rail clamp device 10, the main body 12 is kept parallel to the quay crane 1 by the connecting mechanism 15, so even if the main body 12 has only one guide wheel 13, the main body 12 is stable. It can run on the rail R in the posture.

Next, a rail clamp device 10 of another embodiment according to the present invention will be described with reference to FIGS. 2 to 4. FIG.

As illustrated in FIGS. 2 to 4, in the rail clamp device 10 of this embodiment, two pairs of upper and lower link portions 16 are arranged side by side in the width direction Y. As shown in FIGS. That is, the connecting mechanism 15 has a structure in which four link portions 16 having the same length in the longitudinal direction X are provided. Furthermore, in this embodiment, an overhanging portion 20 to which one end portion of the link portion 16 in the longitudinal direction X is connected is provided at the lower portion of the support column 5 , and the other end portion of the link portion 16 in the longitudinal direction X is provided on the main body 12 . is provided.

The projecting portion 20 on the column 5 side includes a joint portion 20a joined to the end surface of the column 5 facing the main body 12, and a plate extending in the longitudinal direction X and the vertical direction Z from the joint portion 20a toward the main body 12. and a shaped portion 20b. Plate-shaped portions 20b are provided on one side and the other side of the guide wheel 13 in the width direction Y, respectively.

The projecting portion 21 on the main body 12 side includes a joint portion 21a joined to the end face of the main body 12 facing the support column 5, and a plate extending in the longitudinal direction X and the vertical direction Z from the joint portion 21a toward the support column 5. and a shaped portion 21b. Plate-like portions 21b are provided on one side and the other side of the guide wheel 13 in the width direction Y, respectively. The pair of plate-shaped portions 20b on the support 5 side and the pair of plate-shaped portions 21b on the main body 12 side are arranged at the same positions in the width direction Y. As shown in FIG. The column 5 and the projecting portion 20 (joint portion 20a) and the main body 12 and the projecting portion 21 (joint portion 21a) are joined by, for example, welding, an adhesive, or a fixture.

In this embodiment, one guide wheel 13 is provided between a pair of plate-like portions 21b of the projecting portion 21 on the main body 12 side. A bearing through which an axle 14 extending in the width direction Y can be inserted is provided at the center of the rotation axis of the guide wheel 13 so that the guide wheel 13 can rotate with respect to the axle 14 . One end in the width direction Y of the axle 14 is fixed to the plate-like portion 21b on one side in the width direction Y, and the other end in the width direction Y of the axle 14 is fixed to the plate-like portion 21b on the other side in the width direction Y. ing. The guide wheels 13 are structured not to move in the width direction Y relative to the axle 14 .

In this embodiment, one end of each link portion 16 in the longitudinal direction X is rotatably connected to the plate-like portion 20b on the side of the column 5 with the width direction Y as the rotation axis direction. The other end in the direction X is rotatably connected to the plate-like portion 21b on the main body 12 side with the width direction Y as the rotation axis direction. The pair of upper and lower link portions 16 located on one side in the width direction Y and the pair of upper and lower link portions 16 located on the other side in the width direction Y are arranged at the same position in the longitudinal direction X and the vertical direction Z.

More specifically, the link portion 16 of this embodiment includes a pair of rotating plate portions 18 arranged at one end and the other end in the longitudinal direction X, and a connecting plate connecting the pair of rotating plate portions 18 to each other. and a portion 19 . Each rotating plate portion 18 is composed of two plate-like members extending in the longitudinal direction X and the vertical direction Z. As shown in FIG. The connecting plate portion 19 is composed of a plate-like member having a surface direction different from that of the rotating plate portion 18 .

Two plate-like members constituting the rotating plate portion 18 are arranged on one side and the other side of the plate-like portion 20b (21b) in the width direction Y so as to sandwich the plate-like portion 20b (21b). The plate-like member and the plate-like portion 20b (21b) are connected by a rotary shaft 17 having the width direction Y as an axial direction. A groove is formed in each end of the rotating plate portion 18 in the longitudinal direction X, and the end of the connecting plate portion 19 in the longitudinal direction X is fitted in the groove. The connecting plate portion 19 is joined. In this embodiment, a connecting plate portion 19 that connects a pair of rotating plate portions 18 on one side in the width direction Y, and a connecting plate portion that connects a pair of rotating plate portions 18 on the other side in the width direction Y. 19 are composed of separate connecting plate portions 19 respectively.

As in this embodiment, when the pair of upper and lower link portions 16 are arranged side by side in the width direction Y, compared to the case where only one set of the pair of upper and lower link portions 16 is provided, This is advantageous for suppressing rotation of the main body 12 with the traveling direction X as the rotational axis direction and rotation with the vertical direction Z as the rotational axis direction. That is, the main body 12 is less likely to incline in the width direction Y with respect to the wharf crane 1 . Therefore, it is advantageous to reduce the risk of the clamping portion of the clamping mechanism 11 coming into contact with the rail R when the quay crane 1 travels. In addition, compared to the case where only one pair of upper and lower link portions 16 is provided, the tensile stress and compressive stress associated with running can be distributed to more link portions 16, and stress concentration is less likely to occur. Therefore, it is more advantageous to reduce the risk of breakage of the connecting mechanism 15 .

The link portion 16 can also be configured by a single plate member extending in the longitudinal direction X and the vertical direction Z, for example. However, as in this embodiment, if the link portion 16 has a structure in which a pair of rotating plate portions 18 and a connecting plate portion 19 having a surface direction different from that of the pair of rotating plate portions 18 are combined, the link portion This is advantageous in increasing the rigidity against torsion of the link portion 16 as compared with the case where the link portion 16 is composed of a single plate-like member. In particular, as in this embodiment, the plate-like members constituting the connecting plate portion 19 extend in the longitudinal direction X and the vertical direction Z, which constitute the pair of rotating plate portions 18 . are perpendicular to each other, the torsional stress applied to the link portion 16 is distributed in a well-balanced manner between the rotating plate portion 18 and the connecting plate portion 19, so stress concentration is less likely to occur, and the link portion 16 It is more advantageous to increase the rigidity against torsion.

Next, a rail clamp device 10 of still another embodiment according to the present invention will be described with reference to FIG. In the rail clamp device 10 of this embodiment, the connecting plate portion 19 on one side in the width direction Y and the connecting plate portion 19 on the other side in the width direction Y of the embodiment illustrated in FIGS. It has a structure in which it is replaced with the connecting plate portion 19 that is connected.

In this embodiment, the connecting plate portion 19 is formed of a plate-like member that extends in the longitudinal direction X and the width direction Y and connects the link portions 16 that are arranged side by side in the width direction Y. As shown in FIG. The connecting plate portion 19 extends in the width direction Y so as to straddle the rail R, and one end portion in the longitudinal direction X of the connecting plate portion 19 is arranged on one side and the other side in the width direction Y. The connecting plate 19 is connected to the moving plate portion 18 , and the other end portion in the longitudinal direction X of the connecting plate 19 is connected to both the rotating plate portions 18 on one side and the other side in the width direction Y. The connecting plate portion 19 is arranged closer to the pillar 5 than the guide wheel 13 is.

As in this embodiment, when the connecting plate portion 19 is configured by a plate-like member that connects the link portions 16 arranged side by side in the width direction Y, a pair of left and right plates arranged on one side and the other side in the width direction Y are formed. Since the link portion 16 is connected by the connecting plate portion 19 and has an integrated structure, the main body 12 with respect to the quay crane 1 (pillar 5) rotates in the traveling direction X as the rotation axis direction and rotates in the vertical direction Z This is more advantageous for suppressing rotation in the axial direction. Therefore, it is more advantageous to reduce the risk of the clamping portion of the clamping mechanism 11 coming into contact with the rail R when the quay crane 1 travels.

One end of the connecting mechanism 15 is connected to the quay crane 1 in a rotatable state with the width direction Y as the rotation axis direction, and the other end is rotatable with the width direction Y as the rotation axis direction. 12, and a pair of link portions 16 having the same length in the longitudinal direction X are provided parallel to each other and spaced apart in the vertical direction Z. It is not limited to the configuration of the form, and various other configurations are possible. For example, on the XZ plane, the pair of upper and lower link portions 16 are arranged so that the virtual line V1 and the virtual line V2 extend in a direction inclined with respect to the direction perpendicular to the traveling direction of the quay crane 1. good too. Further, for example, a configuration in which three or more pairs of upper and lower link portions 16 are arranged side by side in the width direction Y may be employed.

As long as the guide wheels 13 are rotatably fixed to the main body 12, the arrangement of the guide wheels 13 with respect to the main body 12, the connection structure of the guide wheels 13 with respect to the main body 12, and the like are the same as in the above-described embodiment. It is not limited and can be configured differently. For example, in the embodiment illustrated in FIGS. 2-4, the guide wheels 13 may be fixed to the box-shaped casing forming the main body 12 .

1 Wharf Crane 2 Leg 3 Traveling Device 4 Silbeam 5 Support 10 Rail Clamp Device 11 Clamp Mechanism 12 Body 13 Guide Wheel 14 Axle 15 Connection Mechanism 16 Link 17 Rotational Axis 18 Rotating Plate 19 Connection Plate 20 ) projecting portion 20a joint portion 20b plate-like portion 21 (body side) projecting portion 21a joint portion 21b plate-like portion R rail V1, V2 virtual line

Claims (5)

A clamp mechanism that is configured to open and close in the width direction of the rail on which the quay crane travels so that the side surfaces of the rail can be gripped from both sides; A rail clamp device comprising a guide wheel having a flange and rotatably fixed to the main body, and a connecting mechanism for connecting the main body to the quay crane,
The connecting mechanism extends in the longitudinal direction of the rail, has one end connected to the quay crane in a rotatable state with the width direction as the rotation axis direction, and has the other end connected to the wharf crane in the width direction as the rotation axis direction. A pair of link portions having the same length in the longitudinal direction are arranged in parallel with each other and spaced apart in the vertical direction. A rail clamp device characterized by: The rail clamp device according to claim 1, wherein the pair of upper and lower link portions are arranged side by side in the width direction. The link portion is different from the rotating plate portion and a pair of rotating plate portions which are respectively arranged at the one end portion and the other end portion and which are formed of plate-like members extending in the longitudinal direction and the vertical direction. 3. The rail clamp device according to claim 2, further comprising a connecting plate portion which is configured by a plate-like member having a surface direction and which connects the pair of rotating plate portions. The link portion includes two sets of a pair of rotating plate portions arranged side by side in the width direction, each of which is composed of a plate-like member arranged at the one end portion and the other end portion and extending in the longitudinal direction and the vertical direction. Two sets of the pair of rotating plate portions arranged side by side in the width direction are connected to each other by a connection plate portion composed of a plate-like member extending in the longitudinal direction and the width direction. 2. The rail clamping device of claim 1, which is a structure . A rail clamping device according to any one of claims 1 to 4, comprising only one guide wheel.

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