A hoisting device for a marine main engine to enter the cabin

Abstract

The present invention relates to the technical field of equipment hoisting, and particularly relates to a hoisting device for a ship's main engine to enter the cabin. Technical problem: Since the length of the ship's hatch is generally smaller than the length of the main engine body, and the current hoisting device is not convenient for the main engine body to actively tilt during hoisting, resulting in a poor attitude of the main engine body entering the ship's hatch, and the main engine body is prone to sway on the hook due to the influence of wind and the offset of the center of gravity during the hoisting process, resulting in the instability of the main engine body during the hoisting process, thus leading to a poor hoisting effect on the main engine. A hoisting device for a ship's main engine to enter the cabin includes a main engine body and a suspension frame. A roller is rotatably connected inside the suspension frame, and four steel cables are wound around the roller. When the main engine body needs to enter the ship's hatch, by offsetting the center of gravity of the main engine body and rotating the main engine body, the main engine body is actively tilted, so that the main engine body can enter the ship's hatch in a suitable attitude, thereby enhancing the hoisting effect on the ship's main engine.

Description

Technical Field

[0001] The present invention relates to the technical field of equipment hoisting, and particularly to a hoisting device for a ship's main engine to enter the hold. Background Art

[0002] The ship's main engine is the core equipment of the ship's power system, usually composed of components such as the body, cylinders, and crankshaft. During ship construction or main engine maintenance, the main engine needs to be hoisted. The traditional overall hoisting method is often limited by the hatch size and load-bearing capacity, with high operation risks. Therefore, piecemeal hoisting is required, especially for hoisting the body of the main structure. As the core framework of the main engine, problems such as center-of-gravity offset and space limitation need to be overcome during the hoisting process. The existing hoisting device hooks the two ends of the bottom of the main engine body with two hooks, and then the crane pulls and releases the hooks to complete the hoisting of the main engine.

[0003] Since the length of the ship's hatch is generally less than the length of the main engine body, and the current hoisting device is not convenient for the main engine body to actively tilt during hoisting, resulting in a poor attitude of the main engine body entering the ship's hatch. Moreover, the main engine body is prone to sway on the hook due to the influence of wind and center-of-gravity offset during the hoisting process. Currently, the hoisting device is difficult to clamp the main engine from multiple directions during hoisting, resulting in instability of the main engine body during hoisting, thus leading to a poor hoisting effect on the main engine. Summary of the Invention

[0004] In order to overcome the above-mentioned drawbacks, the present invention provides a hoisting device for a ship's main engine to enter the hold, which can actively tilt the main engine body so that the main engine body can enter the ship's hatch in a suitable attitude and clamp the main engine body from multiple directions to make the main engine body more stable during hoisting, thereby enhancing the hoisting effect on the ship's main engine.

[0005] The technical solution is as follows: A hoisting device for a ship's main engine to enter the hold includes a main engine body and a hanging frame. A roller is rotatably connected inside the hanging frame, and four steel cables are wound around the roller. A balance frame is rotatably connected to the bottom of the hanging frame. A hooking component for hooking the main engine body is provided on the balance frame. An anti-detachment mechanism for pressing against the main engine body from the top is provided on the hooking component. A supporting component for preventing the main engine body from tilting passively is provided on the hanging frame. A control mechanism for controlling the attitude of the main engine body is provided on the balance frame.

[0006] As a further preferred solution, the hooking component includes a cross beam. Four sliding grooves are formed on the cross beam. The four sliding grooves of the cross beam are respectively slidably connected to the four ends of the balance frame. One end of the cross beam is slidably connected to a first lifting arm, and the other end of the cross beam is slidably connected to a sliding frame. The end of the sliding frame away from the cross beam is slidably connected to a second lifting arm. A first tension spring is connected between the second lifting arm and the sliding frame. Hooks are fixedly connected to the bottoms of both the second lifting arm and the first lifting arm.

[0007] As a further preferred solution, the anti-falling mechanism includes a connecting frame fixedly connected to the middle of the cross beam. A first hydraulic rod is fixedly connected to the middle of the cross beam. A lifting frame is slidably connected to the connecting frame. The lifting frame is fixedly connected to the telescopic rod of the first hydraulic rod. The lifting frame contacts the top of the main engine body. Two guiding frames are fixedly connected to the lifting frame. Two guiding grooves are formed in each guiding frame. The two guiding grooves of one guiding frame are slidably connected to the first lifting arm, and the guiding grooves of the other guiding frame are slidably connected to the sliding frame.

[0008] As a further preferred solution, buffer pads are provided on both the hook and the lifting frame.

[0009] As a further preferred solution, the support assembly includes a support frame. Two support frames are fixedly connected to the top of the hanging frame. Four limiting wheels are rotatably connected between the two support frames. All four limiting wheels are in contact with the four steel cables.

[0010] As a further preferred solution, the control mechanism includes a second hydraulic rod fixedly connected to the balance frame. The telescopic rod of the second hydraulic rod is fixedly connected to one end of the cross beam close to the sliding frame. Support sleeves are fixed on both sides of the balance frame. Rotating rods are rotatably connected to the two support sleeves. Spiral grooves are formed in the two rotating rods. A synchronous frame is fixedly connected to the top of the telescopic rod of the second hydraulic rod. The two ends of the synchronous frame are respectively slidably connected to the spiral grooves of the two rotating rods. Protective covers are fixedly connected to both sides of the balance frame. The two protective covers are respectively rotatably connected to the two rotating rods. Bevel gears are fixedly connected to both ends of the hanging frame. Bevel gears are fixedly connected to the two rotating rods. The two bevel gears are respectively meshed with the two bevel gears.

[0011] As a further preferred solution, a sharing mechanism is further included. The sharing mechanism is arranged on the sliding frame and is used for sharing pressure. The sharing mechanism includes guide rods. Guide grooves are formed in the two guide rods. The two guide rods are respectively rotatably connected to both sides of the sliding frame. Guide blocks are fixedly connected to both ends of the balance frame close to the sliding frame. The two guide blocks are respectively slidably connected to the guide grooves of the two guide rods. Threaded rods are fixedly connected to the ends of the two guide rods away from the balance frame. Two extrusion frames are slidably connected between the sliding frame and the second lifting arm. The two extrusion frames are respectively threadedly connected to the two threaded rods. Rubber buffer blocks are connected between the second lifting arm and the two extrusion frames respectively.

[0012] As a further preferred solution, it further includes a clamping mechanism. The clamping mechanism is arranged on the first boom and is used to clamp the main engine body. The clamping mechanism includes support arms. Two support arms are fixedly connected to both the first boom and the second boom. The two support arms on the first boom form a group, and the two support arms on the second boom form a group. A clamping frame is slidably connected to each of the two support arms in each group. The two clamping frames on the same group of support arms form a group. A double-headed screw rod is rotatably connected to both the first boom and the second boom. The two double-headed screw rods are respectively rotatably connected to the two groups of support arms and are respectively threadedly connected to the two groups of clamping frames. A sliding rod is slidably connected to both the first boom and the second boom. A rack is fixedly connected to each of the two sliding rods. A spur gear is fixedly connected to the middle of each of the two double-headed screw rods. The two spur gears are respectively meshed with the two racks. A second tension spring is connected between each of the two sliding rods and the first boom and the second boom respectively.

[0013] As a further preferred solution, rollers are arranged on one side of the rack and the clamping frame close to the main engine body.

[0014] The present invention has the following advantages: 1. The tightened steel cable will press against the support frame through the limiting wheel. The support frame supports the cross beam through the hanging frame and the balance frame, thereby keeping the main engine body balanced, making the main engine body not easily tilted passively, and effectively hoisting the marine main engine; when the main engine body needs to enter the ship's hatch, by offsetting the center of gravity of the main engine body and rotating the main engine body, the main engine body can be actively tilted, so that the main engine body can enter the ship's hatch in a suitable posture, enhancing the hoisting effect of the marine main engine.

[0015] 2. When the main engine body is tilted, the second boom exerts a pulling force away from the first boom on the main engine body through the hook, thereby sharing the pressure on the first boom when the main engine body is tilted, making the first boom not easily cause metal fatigue due to excessive pressure, and significantly enhancing the hoisting effect of the marine main engine.

[0016] 3. The two clamping frames in each group approach each other and press against both sides of the main engine body, thereby clamping the main engine body from multiple directions, making the main engine body more stable during hoisting, and further enhancing the hoisting effect of the marine main engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a three-dimensional structure diagram of the present invention.

[0018] Figure 2 It is a three-dimensional structure diagram of the hook lifting assembly of the present invention.

[0019] Figure 3 It is a sectional three-dimensional structure diagram of the hook lifting assembly of the present invention.

[0020] Figure 4 It is a disassembled three-dimensional structure diagram of the hook lifting assembly of the present invention.

[0021] Figure 5 This is a three-dimensional structural schematic diagram of the anti-detachment mechanism of the present invention.

[0022] Figure 6 This is a partial three-dimensional structural schematic diagram of the anti-detachment mechanism of the present invention.

[0023] Figure 7 This is a three-dimensional structural schematic diagram of the support assembly of the present invention.

[0024] Figure 8 This is a three-dimensional structural schematic diagram of the control mechanism of the present invention.

[0025] Figure 9 This is a partial three-dimensional structural schematic diagram of the control mechanism of the present invention.

[0026] Figure 10 This is a three-dimensional structural schematic diagram of the sharing mechanism of the present invention.

[0027] Figure 11 This is a sectional three-dimensional structural schematic diagram of the sharing mechanism of the present invention.

[0028] Figure 12 This is a disassembled three-dimensional structural schematic diagram of the sharing mechanism of the present invention.

[0029] Figure 13 This is a three-dimensional structural schematic diagram of the clamping mechanism of the present invention.

[0030] Figure 14 This is a sectional three-dimensional structural schematic diagram of the clamping mechanism of the present invention.

[0031] Figure 15 This is a partial three-dimensional structural schematic diagram of the clamping mechanism of the present invention.

[0032] Wherein: 0 - main machine body, 1 - hanging bracket, 2 - roller, 3 - steel cable, 4 - balance bracket, 5 - hook lifting assembly, 51 - cross beam, 52 - first lifting arm, 53 - sliding bracket, 54 - second lifting arm, 55 - hook, 56 - first tension spring, 6 - anti-detachment mechanism, 61 - connecting bracket, 62 - first hydraulic rod, 63 - lifting bracket, 64 - guiding bracket, 7 - support assembly, 71 - support frame, 72 - limiting wheel, 8 - control mechanism, 81 - second hydraulic rod, 82 - support sleeve, 83 - rotating rod, 84 - synchronization bracket, 85 - protective cover, 86 - bevel gear, 87 - cone gear, 9 - sharing mechanism, 91 - guiding rod, 92 - guiding block, 93 - threaded rod, 94 - extrusion bracket, 95 - rubber buffer block, 10 - clamping mechanism, 101 - support arm, 102 - clamping bracket, 103 - double-headed lead screw, 104 - sliding rod, 105 - rack, 106 - spur gear, 107 - second tension spring. Detailed implementation manners

[0033] The present invention will be further described below in conjunction with specific embodiments. It should also be noted that unless otherwise clearly specified and defined, terms such as: setting, installation, connection, and coupling should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0034] Embodiment 1: A hoisting device for a marine main engine to enter the cabin, as Figures 1-9 shown, which includes a main engine body 0 and a suspension bracket 1. A roller 2 is rotatably connected inside the suspension bracket 1. Four steel cables 3 are wound around the roller 2. The four steel cables 3 are used to connect to a crane. A balance bracket 4 is rotatably connected to the bottom of the suspension bracket 1. A hooking assembly 5 for hooking the main engine body 0 is provided on the balance bracket 4. An anti - detachment mechanism 6 for pressing against the main engine body 0 from the top is provided on the hooking assembly 5. A support assembly 7 for preventing the main engine body 0 from tilting passively is provided on the suspension bracket 1. A control mechanism 8 for controlling the attitude of the main engine body 0 is provided on the balance bracket 4.

[0035] The hooking assembly 5 includes a cross - beam 51. Four sliding grooves are opened on the cross - beam 51. The four sliding grooves of the cross - beam 51 are respectively slidably connected to the four ends of the balance bracket 4. One end of the cross - beam 51 is slidably connected to a first lifting arm 52. The other end of the cross - beam 51 is slidably connected to a sliding frame 53. The end of the sliding frame 53 away from the cross - beam 51 is slidably connected to a second lifting arm 54. A first tension spring 56 is connected between the second lifting arm 54 and the sliding frame 53. Hooks 55 are bolt - connected to the bottoms of both the second lifting arm 54 and the first lifting arm 52. The second lifting arm 54 and the first lifting arm 52 hook the two ends of the bottom of the main engine body 0 through the hooks 55.

[0036] The anti - detachment mechanism 6 includes a connecting frame 61. The connecting frame 61 is bolt - connected to the middle of the cross - beam 51. A first hydraulic rod 62 is bolt - connected to the middle of the cross - beam 51. A lifting frame 63 is slidably connected to the connecting frame 61. The lifting frame 63 is bolt - connected to the telescopic rod of the first hydraulic rod 62. The lifting frame 63 contacts the top of the main engine body 0. The lifting frame 63 is used to press against the main engine body 0 from the top. Two guiding frames 64 are bolt - connected to the lifting frame 63. Two guiding grooves are opened on each guiding frame 64. The two guiding grooves of one guiding frame 64 are slidably connected to the first lifting arm 52. The guiding grooves of the other guiding frame 64 are slidably connected to the sliding frame 53. The lifting frame 63 drives the first lifting arm 52 and the sliding frame 53 to move through the guiding frames 64.

[0037] Buffer pads are provided on both the hook 55 and the lifting frame 63 to buffer the pressure between the hook 55 and the lifting frame 63 and the main engine body 0.

[0038] The support assembly 7 includes a support frame 71. The two support frames 71 are connected to the top of the hanging frame 1 by bolts. Four limiting wheels 72 are rotatably connected between the two support frames 71. All four limiting wheels 72 are in contact with the four steel cables 3. The support frame 71 holds the hanging frame 1 upright by pressing against the steel cables 3 through the limiting wheels 72.

[0039] The control mechanism 8 includes a second hydraulic rod 81. The second hydraulic rod 81 is connected to the balance frame 4 by bolts. The telescopic rod of the second hydraulic rod 81 is connected to one end of the cross beam 51 close to the sliding frame 53 by bolts. Support sleeves 82 are fixed on both sides of the balance frame 4. Rotating rods 83 are rotatably connected to both support sleeves 82. Spiral grooves are formed on both rotating rods 83. A synchronous frame 84 is connected to the top of the telescopic rod of the second hydraulic rod 81 by bolts. The two ends of the synchronous frame 84 are respectively slidably connected to the spiral grooves of the two rotating rods 83. Protective covers 85 are connected to both sides of the balance frame 4 by bolts. The two protective covers 85 are respectively rotatably connected to the two rotating rods 83. Bevel gears 86 are connected to both ends of the hanging frame 1 through key grooves. Bevel gears 87 are connected to both rotating rods 83 through key grooves. The protective covers 85 are used to protect the bevel gears 86 and the bevel gears 87. The two bevel gears 87 are respectively engaged with the two bevel gears 86. The bevel gears 87 drive the balance frame 4 to rotate through the bevel gears 86.

[0040] At first, the steel cable 3 is connected to the crane, the lifting frame 63 abuts against the top of the main engine body 0, and the rotating rod 83 abuts against the bevel gear 86 through the bevel gear 87, so that the suspension bracket 1 and the balance bracket 4 cannot rotate. First, the operator controls the telescopic rod of the first hydraulic rod 62 to extend, so that the first hydraulic rod 62 pushes the cross beam 51, the first boom 52, the sliding frame 53 and the second boom 54 upward. At the same time, the two guide frames 64 will make the first boom 52 and the sliding frame 53 approach each other. The movement of the sliding frame 53 towards the first boom 52 will drive the second boom 54 to move together through the first tension spring 56, so that the first boom 52 and the second boom 54 are respectively attached to both ends of the main engine body 0. Subsequently, the first hydraulic rod 62 continues to drive the first boom 52 and the second boom 54 to move upward through the cross beam 51. The first boom 52 and the second boom 54 will respectively drive the lifting hooks 55 to move together, so that the two lifting hooks 55 respectively hook the bottom ends of both sides of the main engine body 0. At the same time, the lifting frame 63 continuously abuts against the top of the main engine body 0, so that the lifting hooks 55 are not easily detached from the bottom of the main engine body 0. Subsequently, the operator controls the crane to tow the steel cable 3, so that the steel cable 3 drives the suspension bracket 1 to move upward through the roller 2. The upward movement of the suspension bracket 1 will drive the main engine body 0 to move upward through the balance bracket 4, the cross beam 51, the first boom 52, the sliding frame 53, the second boom 54 and the lifting hook 55, thus completing the lifting of the main engine body 0 of the ship. After the main engine body 0 is lifted, the weight of the main engine body 0 will tighten the steel cable 3. When the main engine body 0 is tilted to one side due to the influence of the center of gravity, the tightened steel cable 3 will abut against the support frame 71 through the limit wheel 72. The support frame 71 supports the cross beam 51 through the suspension bracket 1 and the balance bracket 4, so as to keep the main engine body 0 balanced, so that the main engine body 0 is not easily tilted passively, effectively hoisting the main engine of the ship; The operator controls the main engine body 0 to move to the top of the ship's hatch through the crane. Since the length of the ship's hatch is generally less than the length of the main engine body, it is necessary to tilt the main engine body 0 to enter the ship's hatch. At this time, the operator controls the telescopic rod of the second hydraulic rod 81 to retract. The retraction of the telescopic rod of the second hydraulic rod 81 will drive the cross beam 51 to move towards the direction of the first boom 52, so that the center of gravity of the main engine body 0 deviates towards the first boom 52. At the same time as the second hydraulic rod 81 retracts, it will drive the synchronous frame 84 to move together. The movement of the synchronous frame 84 will drive the two rotating rods 83 to rotate half a circle through the spiral groove of the rotating rod 83, so that the two rotating rods 83 respectively drive the two bevel gears 87 to rotate half a circle. The rotation of the bevel gear 87 by half a circle will drive the balance bracket 4 to rotate 70 degrees on the suspension bracket 1 through the bevel gear 86, so that the cross beam 51 and the main engine body 0 rotate 70 degrees together. In this way, when the main engine body 0 needs to enter the ship's hatch, by offsetting the center of gravity of the main engine body 0 and rotating the main engine body 0, the main engine body 0 is actively tilted, so that the main engine body 0 can enter the ship's hatch in a suitable posture, enhancing the hoisting effect of the ship's main engine;After entering the ship's hatch, the operator controls the telescopic rod of the second hydraulic rod 81 to extend and reset, so that the cross beam 51 and the synchronous frame 84 are reset. The reset of the synchronous frame 84 causes the rotating rod 83 to reset. The reset of the rotating rod 83 drives the balance frame 4 to reset through the bevel gear 87 and the bevel gear 86, so that the cross beam 51 and the main engine body 0 return to the horizontal state. At the same time, the reset of the cross beam 51 drives the main engine body 0 to reset through the first lifting arm 52, the sliding frame 53, the second lifting arm 54 and the hook 55. Subsequently, the operator controls the main engine body 0 to move downward through the crane to make the main engine body 0 contact the ground. Immediately afterwards, the operator controls the telescopic rod of the first hydraulic rod 62 to retract and reset, so that the cross beam 51, the first lifting arm 52, the sliding frame 53, the second lifting arm 54 and the hook 55 move downward together. After the first lifting arm 52 and the sliding frame 53 move downward a certain distance, they are reset through the guide frame 64, so that the hook 55 no longer hooks the main engine body 0. Subsequently, the operator controls the lifting device to move out of the ship through the crane.

[0041] Embodiment 2: On the basis of Embodiment 1, as Figures 1-12 shown, it further includes a sharing mechanism 9. The sharing mechanism 9 is arranged on the sliding frame 53 and is used for sharing pressure. The sharing mechanism 9 includes guide rods 91. Guide grooves are formed on both guide rods 91. The two guide rods 91 are respectively rotatably connected to both sides of the sliding frame 53. Guide blocks 92 are respectively bolted to both ends of the balance frame 4 close to the sliding frame 53. The two guide blocks 92 are respectively slidably connected to the guide grooves of the two guide rods 91. The balance frame 4 rotates the guide rods 91 through the guide blocks 92. Threaded rods 93 are respectively connected to the ends of the two guide rods 91 far from the balance frame 4 through key grooves. Two extrusion frames 94 are slidably connected between the sliding frame 53 and the second lifting arm 54. The two extrusion frames 94 are respectively threadedly connected to the two threaded rods 93. Rubber buffer blocks 95 are respectively connected between the second lifting arm 54 and the two extrusion frames 94. The extrusion frames 94 apply appropriate pressure to the second lifting arm 54 through the rubber buffer blocks 95.

[0042] When the cross beam 51 moves towards the first lifting arm 52, the cross beam 51 drives the two guide rods 91 to move together through the sliding frame 53. At this time, the two guide blocks 92 drive the two guide rods 91 to rotate respectively through the guide grooves of the guide rods 91. The rotation of the two guide rods 91 drives the two threaded rods 93 to rotate respectively, so that the two threaded rods 93 drive the two extrusion frames 94 to move towards the second lifting arm 54 respectively, and the extrusion frame 94 applies a pressure away from the first lifting arm 52 to the second lifting arm 54 through the rubber buffer block 95. In this way, when the main engine body 0 is tilted, the second lifting arm 54 applies a pulling force away from the first lifting arm 52 to the main engine body 0 through the hook 55, thereby sharing the pressure of the main engine body 0 on the first lifting arm 52 when tilted, making it difficult for the first lifting arm 52 to cause metal fatigue due to excessive pressure, and significantly enhancing the lifting effect on the ship's main engine; after the main engine body 0 returns to the horizontal state, the cross beam 51 resets, and the guide rod 91 resets through the guide block 92, so that the threaded rod 93 drives the extrusion frame 94 to reset. After the extrusion frame 94 resets, it no longer applies pressure to the second lifting arm 54 through the rubber buffer block 95.

[0043] Embodiment 3: On the basis of Embodiment 2, as Figures 1-15 shown, it further includes a clamping mechanism 10. The clamping mechanism 10 is arranged on the first lifting arm 52 and is used for clamping the main engine body 0. The clamping mechanism 10 includes a support arm 101. Two support arms 101 are bolted to both the first lifting arm 52 and the second lifting arm 54. The two support arms 101 on the first lifting arm 52 form a group, and the two support arms 101 on the second lifting arm 54 form a group. A clamping frame 102 is slidably connected to each of the two support arms 101 in each group. The two clamping frames 102 on the same group of support arms 101 form a group, and the clamping frame 102 is used for clamping the main engine body 0. A double-headed lead screw 103 is rotatably connected to both the first lifting arm 52 and the second lifting arm 54. The two double-headed lead screws 103 are respectively rotatably connected to the two groups of support arms 101, and the two double-headed lead screws 103 are respectively threadedly connected to the two groups of clamping frames 102. A slide bar 104 is slidably connected to both the first lifting arm 52 and the second lifting arm 54. A rack 105 is bolted to both of the two slide bars 104. A spur gear 106 is keyed to the middle of each of the two double-headed lead screws 103. The two spur gears 106 are respectively meshed with the two racks 105. A second tension spring 107 is connected between each of the two slide bars 104 and the first lifting arm 52 and the second lifting arm 54 respectively.

[0044] Rollers are provided on the sides of the rack 105 and the clamping frame 102 close to the main engine body 0. The rollers on the rack 105 and the clamping frame 102 are used to reduce the friction with the main engine body 0.

[0045] When the first lifting arm 52 and the second lifting arm 54 approach each other, the two racks 105 will respectively press against both sides of the main engine body 0 through rollers. The racks 105 and the slide rods 104 will no longer move, and the first lifting arm 52 and the second lifting arm 54 will continue to move. The second tension spring 107 will be stretched. The two racks 105 will respectively drive the two double-headed lead screws 103 to rotate through the two spur gears 106, so that the two clamping brackets 102 in each group approach each other and press against both sides of the main engine body 0, thereby clamping the main engine body 0 from multiple directions, making the main engine body 0 more stable during the lifting process, and further enhancing the lifting effect of the marine main engine; Subsequently, the first lifting arm 52 and the second lifting arm 54 move upward and respectively drive the racks 105 to move upward through the slide rods 104. At this time, the racks 105 and the clamping brackets 102 will respectively reduce the friction with the main engine body 0 through rollers. When the first lifting arm 52 and the second lifting arm 54 return to their original positions, the second tension spring 107 returns to its original position and drives the racks 105 to return to their original positions through the slide rods 104. The return of the racks 105 will drive the double-headed lead screws 103 to return to their original positions through the spur gears 106, so that the clamping brackets 102 return to their original positions.

[0046] Although the present disclosure has been shown and described with reference to specific exemplary embodiments thereof, those skilled in the art should understand that various changes in form and detail may be made therein without departing from the spirit and scope of the present disclosure as defined by the appended claims and their equivalents. Therefore, the scope of the present disclosure should not be limited to the above embodiments, but should be determined not only by the appended claims but also by the equivalents of the appended claims.

Claims

1. A ship main engine loading and unloading device, characterized in that: The invention comprises a main machine body (0) and a hanger (1), wherein a roller (2) is rotatably connected inside the hanger (1), four steel cables (3) are wound around the roller (2), a balancing frame (4) is rotatably connected to the bottom of the hanger (1), a hook assembly (5) for hooking the main machine body (0) is provided on the balancing frame (4), an anti-slip mechanism (6) for supporting the main machine body (0) from the top is provided on the hook assembly (5), a support assembly (7) for preventing the main machine body (0) from passively tilting is provided on the hanger (1), and a control mechanism (8) for controlling the posture of the main machine body (0) is provided on the balancing frame (4); The hook assembly (5) comprises a crossbeam (51), the crossbeam (51) is provided with four slide grooves, the four slide grooves of the crossbeam (51) are respectively slidably connected to the four ends of the balance frame (4), one end of the crossbeam (51) is slidably connected to a first suspension arm (52), the other end of the crossbeam (51) is slidably connected to a sliding frame (53), an end of the sliding frame (53) away from the crossbeam (51) is slidably connected to a second suspension arm (54), a first tension spring (56) is connected between the second suspension arm (54) and the sliding frame (53), and the bottoms of the second suspension arm (54) and the first suspension arm (52) are both fixedly connected to suspension hooks (55); The anti-slip mechanism (6) comprises a connecting frame (61), the connecting frame (61) is fixedly connected to the middle part of the cross beam (51), the middle part of the cross beam (51) is fixedly connected to a first hydraulic rod (62), the connecting frame (61) is slidably connected to a lifting frame (63), the lifting frame (63) is fixedly connected to the telescopic rod of the first hydraulic rod (62), the lifting frame (63) is in contact with the top of the main machine body (0), the lifting frame (63) is fixedly connected to two guide frames (64), each guide frame (64) has two guide grooves, the two guide grooves of one guide frame (64) are slidably connected to the first boom (52), and the guide groove of the other guide frame (64) is slidably connected to the sliding frame (53); The control mechanism (8) comprises a second hydraulic rod (81), the second hydraulic rod (81) is fixedly connected to the balance frame (4), the telescopic rod of the second hydraulic rod (81) is fixedly connected to one end of the crossbeam (51) close to the sliding frame (53), support sleeves (82) are fixedly connected to both sides of the balance frame (4), the two support sleeves (82) are rotatably connected to the rotating rods (83), the two rotating rods (83) are provided with spiral grooves, the top of the telescopic rod of the second hydraulic rod (81) is fixedly connected to a synchronous frame (84), the two ends of the synchronous frame (84) are respectively slidably connected to the spiral grooves of the two rotating rods (83), the two sides of the balance frame (4) are fixedly connected to protective covers (85), the two protective covers (85) are respectively rotatably connected to the two rotating rods (83), the two ends of the hanger (1) are fixedly connected to bevel gears (86), the two rotating rods (83) are fixedly connected to bevel gears (87), the two bevel gears (87) are respectively meshed with the two bevel gears (86); The invention also comprises a distribution mechanism (9), wherein the distribution mechanism (9) is arranged on the sliding frame (53) and is used for distributing pressure. The distribution mechanism (9) comprises a guide rod (91), two guide rods (91) are provided with guide grooves, and the two guide rods (91) are rotatably connected to two sides of the sliding frame (53). Guide blocks (92) are fixedly connected to both ends of the balancing frame (4) close to the sliding frame (53), and the two guide blocks (92) are respectively slidably connected to the guide grooves of the two guide rods (91). The ends of the two guide rods (91) away from the balancing frame (4) are fixedly connected to threaded rods (93). Two extrusion frames (94) are slidably connected between the sliding frame (53) and the second suspension arm (54), and the two extrusion frames (94) are respectively threadedly connected to the two threaded rods (93). Rubber buffer blocks (95) are respectively connected between the second suspension arm (54) and the two extrusion frames (94).

2. A ship main engine loading and unloading device as claimed in claim 1, characterized in that: The hook (55) and the lifting frame (63) are both provided with buffer pads.

3. A ship main engine loading and unloading device as claimed in claim 1, characterized in that: The support assembly (7) comprises a support frame (71), wherein two support frames (71) are fixedly connected to the top of the hanger (1), and four limiting wheels (72) are rotatably connected between the two support frames (71), and the four limiting wheels (72) are in contact with four steel cables (3).

4. A ship main engine loading and unloading device as claimed in claim 1, characterized in that: The device also includes a clamping mechanism (10), the clamping mechanism (10) being arranged on the first suspension arm (52) and used for clamping the main machine body (0), the clamping mechanism (10) including a support arm (101), the first suspension arm (52) and the second suspension arm (54) both being fixedly connected to two support arms (101), the two support arms (101) on the first suspension arm (52) forming a group, the two support arms (101) on the second suspension arm (54) forming a group, the two support arms (101) in each group being slidably connected to a clamping frame (102), the two clamping frames (102) on the same group of support arms (101) forming a group, the first suspension arm (52) and the second suspension arm (54) both being rotatable. A double-ended screw rod (103) is movably connected, the two double-ended screw rods (103) are rotatably connected to the two groups of support arms (101), the two double-ended screw rods (103) are respectively threadedly connected to the two groups of clamping frames (102), the first suspension arm (52) and the second suspension arm (54) are both slidably connected to a slide rod (104), the two slide rods (104) are both fixedly connected to a rack (105), the middle parts of the two double-ended screw rods (103) are both fixedly connected to a spur gear (106), the two spur gears (106) are respectively meshed with the two racks (105), and a second tension spring (107) is connected between the two slide rods (104) and the first suspension arm (52) and the second suspension arm (54).

5. A ship main engine loading and unloading device as claimed in claim 4, characterized in that: Rollers are provided on the rack (105) and the clamping frame (102) on one side close to the main machine body (0).

Images