Auxiliary traction device of bridge crane

Abstract

The auxiliary traction device comprises a traction rope, a balancing weight, a vertical guide rail, a speed reduction assembly and a switch assembly, the vertical guide rail is arranged below the end of a traveling guide rail of the bridge crane, the balancing weight is in sliding connection with the vertical guide rail, a first guide wheel is arranged above the vertical guide rail, and a second guide wheel is arranged below the first guide wheel. One end of the traction rope is fixedly connected with the balancing weight, and the other end of the traction rope is detachably connected with a bridge frame of the bridge crane; the speed reduction assembly is fixedly arranged on the balancing weight and makes contact with the vertical guide rail to be used for controlling the descending speed of the balancing weight. The switch assembly is used for controlling the speed reduction assembly to be switched between the braking state and the braking releasing state. According to the invention, through a pure mechanical counterweight traction mode, controllable moving capability is provided for the bridge crane which is powered off.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of bridge cranes, in particular to an auxiliary traction device of a bridge crane. BACKGROUND

[0002] Reliable maintenance is a prerequisite for ensuring the safe and stable operation of the bridge crane and preventing accidents. However, the current regulations require that the crane be completely powered off during maintenance, which creates a real dilemma: when maintaining the track and other items, the crane often needs to be moved to complete the overall detection or adjust the maintenance position; but the powered-off state makes it difficult to meet this basic requirement. After power-off, the bridge structure may need to be moved urgently. SUMMARY

[0003] In view of the deficiencies in the prior art, the present application provides an auxiliary traction device of a bridge crane to solve the problem that the bridge crane cannot move on the track in the powered-off state in the prior art.

[0004] To achieve the above purpose, the present application provides the following technical scheme: an auxiliary traction device of a bridge crane, comprising a traction rope, a counterweight, a vertical guide rail, a speed reduction assembly and a switch assembly, the vertical guide rail is arranged below the end of the trolley guide rail of the bridge crane, the counterweight and the vertical guide rail are slidingly connected, a first guide wheel is arranged above the vertical guide rail, one end of the traction rope is fixedly connected with the counterweight, and the other end of the traction rope is detachably connected with the bridge frame of the bridge crane; the speed reduction assembly is fixedly arranged on the counterweight and in contact with the vertical guide rail for controlling the descending speed of the counterweight; the switch assembly is used for controlling the speed reduction assembly to switch between the braking state and the unbraking state.

[0005] The working principle of the present application is that the bridge crane is moved on the track by the descending of the counterweight.

[0006] As a preferred embodiment, the speed reduction assembly comprises two first gears, two second bevel gears, a first connecting shaft and a speed reduction unit, the vertical guide rail is provided with two and parallel to each other, and the counterweight is slidingly arranged between the two vertical guide rails; the side of the vertical guide rail close to the counterweight is provided with a rack, the two first gears are respectively arranged on the two sides of the counterweight, the rotating shaft of the first gear is rotatably connected with the counterweight, and the first gear is engaged with the rack; the first connecting shaft is horizontally arranged between the two first gears, the second bevel gears are fixedly arranged at the two ends of the first connecting shaft, the end surface of the first gear is provided with a first bevel gear, and the first bevel gear is engaged with the second bevel gear; the speed reduction unit is used for controlling the rotating speed of the first connecting shaft.

[0007] Preferably, a connecting frame is fixedly provided on the counterweight block, and the rotating shaft of the first gear, the first connecting shaft and the reduction unit are rotatably connected to the connecting frame.

[0008] Preferably, the reduction unit includes a third bevel gear, a fourth bevel gear, a second connecting shaft, an escape wheel, an escape fork, and a secondary reduction section. The second connecting shaft is vertically disposed above the first connecting shaft. The fourth bevel gear is fixedly disposed at the bottom end of the second connecting shaft. The third bevel gear and the second bevel gear are coaxial and fixedly disposed on the back of the second bevel gear, and the fourth bevel gear and the third bevel gear mesh. The escape wheel is fixedly disposed at the top end of the second connecting shaft. The fork shaft of the escape fork is rotatably connected to the connecting frame. The secondary reduction section is slidably connected to the fork tail of the escape fork and controls the reciprocating swing speed of the escape fork. The second connecting shaft and the connecting frame are rotatably connected.

[0009] Preferably, the secondary reduction section includes a drive wheel, a fifth bevel gear, a sixth bevel gear, and a centrifugal reduction structure. The drive wheel is horizontally disposed at the end of the escapement fork arm, and both ends of the drive wheel are rotatably connected to the connecting frame. A wave-shaped groove is provided around the drive wheel, and the end of the escapement fork arm extends to the groove and is slidably connected to the groove. The fifth bevel gear is fixedly disposed at the end of the drive wheel, and the sixth bevel gear is disposed above the drive wheel, with its axis vertical and intersecting the axis of the drive wheel. The fifth bevel gear meshes with the sixth bevel gear. A centrifugal reduction structure is fixedly disposed on the central axis of the sixth bevel gear.

[0010] Preferably, the centrifugal deceleration structure includes a main shaft, a sliding ring, several first connecting rods, several second connecting rods, several gravity blocks, and a deceleration actuator. The main shaft is vertically arranged and fixedly connected to the center of the sixth bevel gear. The first connecting rods are arranged around the main shaft, with their ends hinged to the top of the main shaft. The sliding ring is slidably connected to the main shaft. One end of the second connecting rod is hinged to the middle of the first connecting rod, and the other end of the second connecting rod is hinged to the sliding ring. The gravity blocks are fixedly arranged at the free end of the first connecting rods. The upper section of the main shaft is a thickened section, located above the sliding ring. The bottom and top ends of the main shaft are rotatably connected to the connecting frame. The deceleration actuator limits the rotational speed of the transmission wheel by the rising of the sliding ring.

[0011] Preferably, several first gears are arranged side by side, and a coaxial third connecting rod is fixedly arranged between the first gears.

[0012] Preferably, the switch assembly includes an arc-shaped brake plate, an electric telescopic rod, and a battery; the arc-shaped brake plate is located below the fifth bevel gear with its opening facing upward, and the inner arc surface of the arc-shaped brake plate is adapted to the outer contour of the fifth bevel gear; the electric telescopic rod is used to control the movement of the arc-shaped brake plate in the vertical direction; the battery and the counterweight are fixedly connected, and the electric telescopic rod and the battery are electrically connected.

[0013] Preferably, the deceleration actuator includes a lever and a deceleration block. The bottom of the sliding ring is provided with an annular groove. One end of the lever extends into the annular groove, and the other end of the lever extends above the end of the transmission wheel away from the fifth bevel gear. The deceleration block and the end of the lever away from the sliding ring are fixedly connected, and the midpoint of the lever is rotatably connected to the connecting frame.

[0014] Preferably, a winding shaft is fixedly provided on the top of the counterweight, and a locking device is provided on the winding shaft; one end of the traction rope is wound around the winding shaft.

[0015] Preferably, a second guide wheel is provided at the end of the traveling rail away from the vertical guide rail.

[0016] Preferably, a rolling rod is provided at one end of the lever near the annular groove, one end of the rolling rod is rotatably connected to the lever, and the other end of the rolling rod extends into the interior of the annular groove.

[0017] Compared with the prior art, the technical solution of this application has the following technical effects: 1. The core of this invention lies in providing controllable movement capability for a bridge crane that has been de-energized through a purely mechanical counterweight traction method. This fundamentally solves the core dilemma of "inability to move after power failure" pointed out in the background technology, enabling the crane's position to be adjusted as needed while ensuring the absolute safety of maintenance personnel, thereby meeting the needs of comprehensive track inspection or other maintenance operations requiring displacement.

[0018] 2. Utilizing the gravitational potential energy of the counterweight as a power source, the structure is simple, the energy source is stable, it does not rely on electricity, and it is perfectly suited for power outage conditions. The detachable connection between the traction rope and the cable tray allows the device to be used flexibly and can be completely detached during normal crane operation without interference.

[0019] 3. By using a speed reduction component controlled by a switch assembly, the lowering speed of the counterweight can be effectively controlled, thus preventing the cable tray from experiencing impact or slippage due to its own weight accelerating. This provides a uniform and smooth traction process, ensuring the accuracy of fine adjustments and the safety of the entire maintenance process.

[0020] 4. This device requires no complex electric or hydraulic systems, consisting mainly of mechanical components. It boasts low manufacturing costs, high reliability, and easy maintenance. It can be fixedly installed at the end of the crane's travel, without occupying additional working space, providing an efficient and practical solution for a wide range of industrial applications. Attached Figure Description The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] Figure 1 This is a schematic diagram showing the overall position of the counterweight block in this invention.

[0022] Figure 2 This is a schematic diagram of the deceleration component structure of the present invention.

[0023] Figure 3 This is a schematic diagram of the deceleration component structure of the present invention.

[0024] In the diagram: 1. Vertical guide rail; 2. First guide wheel; 3. Traction rope; 4. First gear; 5. First transmission disc; 6. Traveling guide rail; 7. Second guide wheel; 8. Third bevel gear; 9. Fourth bevel gear; 10. Second connecting shaft; 11. Escape wheel; 12. Escape fork; 13. Transmission wheel; 14. Fifth bevel gear; 15. Main shaft; 16. First connecting rod; 17. Second connecting rod; 18. Gravity block; 19. Sliding ring; 20. Sixth bevel gear; 21. First connecting shaft; 22. Connecting frame; 23. Arc-shaped brake plate; 24. Electric telescopic rod; 25. Bridge frame; 26. Second bevel gear; 27. Counterweight; 28. Third connecting rod; 29. ​​Annular groove; 30. Lever; 31. Deceleration block; 32. Groove; 33. Sliding head; 34. Rolling rod. Detailed Implementation

[0025] To further illustrate the technical means and effects of the present invention in achieving its intended purpose, the following detailed description of the specific implementation methods, structures, features, and effects of the present invention, in conjunction with the accompanying drawings and preferred embodiments, is provided below.

[0026] like Figure 1As shown, an auxiliary traction device for a bridge crane is disclosed. The bridge crane includes a traveling rail 6 and a bridge frame 25 mounted on the traveling rail 6. This traction device includes a traction rope 3, a counterweight 27, a vertical guide rail 1, a deceleration assembly, and a switch assembly. The vertical guide rail 1 is located below the end of the traveling rail 6 of the bridge crane. The counterweight 27 is slidably connected to the vertical guide rail 1. A first guide wheel 2 is located above the vertical guide rail 1, and the shaft of the first guide wheel 2 is rotatably connected to a wall or steel structure. One end of the traction rope 3 is fixedly connected to the counterweight 27, and the other end of the traction rope 3 is detachably connected to the bridge frame 25 of the bridge crane. During maintenance and power outages, workers manually fix the end of the traction rope 3 to the bridge frame 25. The deceleration assembly is fixedly mounted on the counterweight 27 and contacts the vertical guide rail 1 to control the descent speed of the counterweight 27. The switch assembly controls the switching of the deceleration assembly between a braking state and a de-braking state. In this embodiment, the traction rope 3 is made of galvanized steel wire.

[0027] like Figure 2 As shown, preferably, the deceleration assembly includes two first gears 4, two second bevel gears 26, a first connecting shaft 21, and a deceleration unit. Two vertical guide rails 1 are provided and are parallel to each other. The counterweight 27 is slidably disposed between the two vertical guide rails 1. A rack is provided on the side of the vertical guide rail 1 near the counterweight 27. The two first gears 4 are respectively disposed on both sides of the counterweight 27, and the shafts of the first gears 4 are rotatably connected to the counterweight 27, meshing with the racks. The first connecting shaft 21 is horizontally disposed between the two first gears 4. The second bevel gears 26 are respectively fixed at both ends of the first connecting shaft 21, and the end faces of the first gears 4 are provided with first bevel gears, meshing with the first bevel gears and the second bevel gears 26. The deceleration unit is used to control the rotational speed of the first connecting shaft 21. When the counterweight 27 moves downwards between the two parallel vertical guide rails 1 under the action of gravity, the first gears 4 fixed on both sides will mesh and rotate with the racks on the vertical guide rails 1 respectively. The rotational motion of the first gear 4 is transmitted to the second bevel gear 26 meshing with it via the first bevel gear on its end face, thereby driving the horizontally positioned first connecting shaft 21 to rotate. Finally, the first connecting shaft 21 transmits power to the reduction unit, and by controlling the rotational speed of the shaft, effective and smooth buffering and control of the downward speed of the counterweight 27 can be achieved.

[0028] Preferably, a connecting frame 22 is fixedly mounted on the counterweight 27, and the rotating shaft of the first gear 4, the first connecting shaft 21, and the reduction unit are rotatably connected to the connecting frame 22. The counterweight 27 has an integral structure and is connected to other components through the connecting frame 22, which facilitates assembly.

[0029] like Figure 2As shown, preferably, the reduction unit includes a third bevel gear 8, a fourth bevel gear 9, a second connecting shaft 10, an escape wheel 11, an escape fork 12, and a secondary reduction section. The second connecting shaft 10 is vertically arranged above the first connecting shaft 21. The fourth bevel gear 9 is fixedly arranged at the bottom end of the second connecting shaft 10. The third bevel gear 8 and the second bevel gear 26 are coaxial and fixedly arranged on the back of the second bevel gear 26, and the fourth bevel gear 9 meshes with the third bevel gear 8. The escape wheel 11 is fixedly arranged at the top end of the second connecting shaft 10. The fork axle of the escape fork 12 is rotatably connected to the connecting frame 22. The secondary reduction section is slidably connected to the fork tail of the escape fork 12 and controls the reciprocating swing speed of the escape fork 12. The second connecting shaft 10 and the connecting frame 22 are rotatably connected. When the first connecting shaft 21 rotates, the power of the horizontal shaft is converted into the rotation of the vertical shaft of the second connecting shaft 10 through the meshing third bevel gear 8 and fourth bevel gear 9. The escape wheel 11 at the top end of the second connecting shaft 10 rotates accordingly. The fork head of the escapement fork 12 reciprocates rhythmically under the push of the teeth of the escape wheel 11. Simultaneously, the secondary reduction gear, slidably connected to the fork tail of the escapement fork 12, precisely limits the rotational speed of the escape wheel 11 and even the entire gear transmission chain by controlling the speed of this reciprocating oscillation, ultimately stabilizing the falling speed of the counterweight 27 within a safe range. In this embodiment, the fork tail of the escapement fork 12 is equipped with a detachable sliding head 33. The sliding head 33 can be replaced when it becomes severely worn.

[0030] like Figure 2 As shown, preferably, the secondary reduction section includes a transmission wheel 13, a fifth bevel gear 14, a sixth bevel gear 20, and a centrifugal reduction structure. The transmission wheel 13 is horizontally disposed at the end of the fork arm of the escape fork 12. Both ends of the transmission wheel 13 are rotatably connected to the connecting frame 22. A wave-shaped groove 32 is provided around the transmission wheel 13. The end of the fork arm extends to the groove 32 and is slidably connected to the groove 32. The fifth bevel gear 14 is fixedly disposed at the end of the transmission wheel 13. The sixth bevel gear 20 is disposed above the transmission wheel 13, and its axis is vertical and intersects the axis of the transmission wheel 13. The fifth bevel gear 14 meshes with the sixth bevel gear 20. A centrifugal reduction structure is fixedly disposed on the central axis of the sixth bevel gear 20. When the escape fork 12 reciprocates, the end of its fork arm slides in the wave-shaped groove 32 of the transmission wheel 13, thereby driving the transmission wheel 13 to rotate. The rotation of the transmission wheel 13 is transmitted to the sixth bevel gear 20, which meshes with it, through the fifth bevel gear 14 at its end, thus changing the power transmission direction to vertical. The sixth bevel gear 20 drives its central shaft and the centrifugal reduction structure mounted on it to rotate.

[0031] like Figure 2As shown, preferably, the centrifugal deceleration structure includes a main shaft 15, a sliding ring 19, several first connecting rods 16, several second connecting rods 17, several gravity blocks 18, and a deceleration actuator. The main shaft 15 is vertically arranged and fixedly connected to the center of the sixth bevel gear 20. The first connecting rods 16 are arranged around the main shaft 15, and the ends of the first connecting rods 16 are hinged to the top of the main shaft 15. The sliding ring 19 is slidably connected to the main shaft 15. One end of the second connecting rod 17 is hinged to the middle of the first connecting rod 16, and the other end of the second connecting rod 17 is hinged to the sliding ring 19. The gravity blocks 18 are fixedly arranged at the free end of the first connecting rods 16. The upper section of the main shaft 15 is configured as a thickened section, which is located above the sliding ring 19. The bottom and top ends of the main shaft 15 are rotatably connected to the connecting frame 22. The deceleration actuator limits the rotational speed of the transmission wheel 13 by the rising of the sliding ring 19.

[0032] When the sixth bevel gear 20 drives the main shaft 15 to rotate, the centrifugal force generated by the increased rotational speed causes the gravity block 18, fixed to the free end of the first connecting rod 16, to open outward. The radial movement of the gravity block 18 is converted into an upward thrust on the sliding ring 19 through the second connecting rod 17, forcing the sliding ring 19 to slide upward along the main shaft 15. When the sliding ring 19 rises to the thickened section of the main shaft 15, it triggers the deceleration actuator. The deceleration actuator converts the axial displacement of the sliding ring 19 into a direct or indirect braking effect on the transmission wheel 13, thereby precisely limiting its rotational speed.

[0033] Preferably, several first gears 4 are arranged in parallel, and a coaxial third connecting rod 28 is fixedly arranged between the first gears 4. The parallel arrangement of multiple first gears 4 and their rigid connection by the third connecting rod 28 effectively increases the meshing area with the rack and improves transmission stability, disperses the load, and prevents overload of individual gears.

[0034] like Figure 2 As shown, preferably, the switching assembly includes an arc-shaped brake plate 23, an electric telescopic rod 24, and a battery. The arc-shaped brake plate 23 is located below the fifth bevel gear 14 with its opening facing upwards, and the inner arc surface of the arc-shaped brake plate 23 is adapted to the outer contour of the fifth bevel gear 14. The electric telescopic rod 24 is used to control the vertical movement of the arc-shaped brake plate 23. The battery and the counterweight 27 are fixedly connected, and the electric telescopic rod 24 is electrically connected to the battery. When the counterweight 27 needs to descend, the electric telescopic rod 24 retracts, causing the arc-shaped brake plate 23 to move downwards and disengage from the gear, restoring the transmission chain to unobstructed operation, and the counterweight 27 can then descend in a controlled state. In this embodiment, the arc-shaped brake plate 23 has toothed structures arranged internally, and the contact surface between the fifth bevel gear 14 and the arc-shaped brake plate 23 is also provided with an anti-slip surface. The anti-slip surface is provided to prevent the arc-shaped brake plate 23 from failing to brake the fifth bevel gear 14. Preferably, the deceleration actuator includes a lever 30 and a deceleration block 31. The bottom of the sliding ring 19 has an annular groove 29. One end of the lever 30 extends into the annular groove 29, and the other end extends above the end of the transmission wheel 13 furthest from the fifth bevel gear 14. The deceleration block 31 and the end of the lever 30 furthest from the sliding ring 19 are fixedly connected, and the midpoint of the lever 30 is rotatably connected to the connecting frame 22. When the sliding ring 19 moves upward under centrifugal force, the annular groove 29 at its bottom pushes the inner end of the lever 30 upward. The lever 30 rotates around its central fulcrum, causing the other end, to which the deceleration block 31 is fixed, to press down, contacting the end face of the transmission wheel 13 and generating frictional resistance. This effectively reduces the speed of the transmission wheel 13, achieving deceleration control of the entire transmission system.

[0035] Preferably, a second guide wheel 7 is provided at the end of the traveling rail 6 away from the vertical guide rail 1. When the bridge frame 25 needs to move to the other side, the traction rope 3 passes around the second guide wheel 7 and connects to the bridge frame 25.

[0036] Preferably, a winding shaft is fixedly mounted on the top of the counterweight 27, and a locking device is provided on the winding shaft. One end of the traction rope 3 is wound around the winding shaft. When it is not necessary to traction the cable tray 25, the traction rope 3 can be wound up through the winding shaft. In this embodiment, the locking device is a pin structure, which restricts the rotation of the winding shaft.

[0037] Preferably, a rolling rod 34 is provided at one end of the lever 30 near the annular groove 29. One end of the rolling rod 34 is rotatably connected to the lever 30, and the other end of the rolling rod 34 extends into the interior of the annular groove 29. This preferred solution, by providing the rolling rod 34, transforms the sliding friction between the lever 30 and the sliding ring 19 into rolling friction, effectively reducing component wear and motion resistance.

[0038] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A bridge crane auxiliary traction device, characterized by: The utility model provides a bridge crane's auxiliary equipment, including traction rope (3), counterweight (27), vertical guide rail (1), deceleration subassembly and switch subassembly, vertical guide rail (1) sets up below the end of the trolley rail (6) of bridge crane, counterweight (27) and vertical guide rail (1) sliding connection, the top of vertical guide rail (1) is provided with first guide wheel (2), one end of traction rope (3) and counterweight (27) fixed connection, and the other end of traction rope (3) and the bridge frame (25) of bridge crane are detachably connected;The deceleration subassembly is fixedly arranged on the counterweight (27) and is in contact with the vertical guide rail (1) for controlling the descending speed of the counterweight (27);The switch subassembly is used for controlling the deceleration subassembly switches between the braking state and the unbraking state.

2. A bridge crane auxiliary traction device according to claim 1, characterized in that: The deceleration subassembly includes two first gears (4), two second bevel gears (26), a first connecting shaft (21) and a deceleration unit, the vertical guide rail (1) is provided with two and parallel to each other, the counterweight (27) is slidingly arranged between the two vertical guide rails (1); The side of the vertical guide rail (1) close to the counterweight (27) is provided with a rack, the two first gears (4) are respectively arranged on the two sides of the counterweight (27), the rotating shaft of the first gear (4) is rotatably connected with the counterweight (27), and the first gear (4) is engaged with the rack; The first connecting shaft (21) is horizontally arranged between the two first gears (4), the second bevel gears (26) are respectively fixedly arranged at the two ends of the first connecting shaft (21), the end surface of the first gear (4) is provided with a first bevel gear, and the first bevel gear is engaged with the second bevel gear (26); The deceleration unit is used for controlling the rotating speed of the first connecting shaft (21).

3. A bridge crane auxiliary traction device according to claim 2, characterized in that: The counterweight (27) is fixedly provided with a connecting frame, the rotating shaft of the first gear (4), the first connecting shaft (21) and the deceleration unit are rotatably connected with the connecting frame.

4. A bridge crane auxiliary traction device according to claim 3, characterized in that: The deceleration unit includes a third bevel gear (8), a fourth bevel gear (9), a second connecting shaft (10), a pallet fork (12) and a secondary reduction part, the second connecting shaft (10) is vertically arranged above the first connecting shaft (21), the fourth bevel gear (9) is fixedly arranged at the bottom end of the second connecting shaft (10), the third bevel gear (8) is coaxial with the second bevel gear (26) and is fixedly arranged on the back surface of the second bevel gear (26), the fourth bevel gear (9) is engaged with the third bevel gear (8); The pallet fork (12) is rotatably connected with the connecting frame; The secondary reduction part is slidingly connected with the tail of the pallet fork (12) and controls the speed of the reciprocating swing of the pallet fork (12); The second connecting shaft (10) is rotatably connected with the connecting frame.

5. A bridge crane auxiliary traction device according to claim 4, characterized in that: The secondary reduction part comprises a transmission wheel (13), a fifth bevel gear (14), a sixth bevel gear (20) and a centrifugal reduction structure, the transmission wheel (13) is horizontally arranged at the end of the fork arm of the pallet lever (12), the two ends of the transmission wheel (13) are rotationally connected with the connecting frame, a wave-shaped groove is arranged around the transmission wheel (13), and the end of the fork arm extends to the groove and is slidably connected with the groove; the fifth bevel gear (14) is fixedly arranged at the end of the transmission wheel (13), the sixth bevel gear (20) is arranged above the transmission wheel (13) and the axis thereof is perpendicular to the axis of the transmission wheel (13), and the fifth bevel gear (14) is meshed with the sixth bevel gear (20); the central shaft of the sixth bevel gear (20) is fixedly provided with the centrifugal reduction structure.

6. A bridge crane auxiliary traction device according to claim 5, characterized in that: The centrifugal reduction structure comprises a main shaft (15), a sliding ring (19), a plurality of first connecting rods (16), a plurality of second connecting rods (17), a plurality of gravity blocks (18) and a reduction execution mechanism, the main shaft (15) is vertically arranged and fixedly connected with the center of the sixth bevel gear (20), the first connecting rods (16) are arranged around the main shaft (15), the ends of the first connecting rods (16) are hingedly connected with the top of the main shaft (15), and the sliding ring (19) is slidably connected with the main shaft (15); one end of the second connecting rod (17) is hingedly connected with the middle part of the first connecting rod (16), and the other end of the second connecting rod (17) is hingedly connected with the sliding ring (19); the gravity block (18) is fixedly arranged at the free end of the first connecting rod (16); the upper section of the main shaft (15) is arranged as a thickened section, and the thickened section is located above the sliding ring (19); the bottom end and the top end of the main shaft (15) are rotationally connected with the connecting frame; the reduction execution mechanism limits the rotation speed of the transmission wheel (13) through the rising of the sliding ring (19).

7. A bridge crane auxiliary traction device according to claim 2, characterized in that: The first gear (4) is arranged in parallel with a plurality of first gears (4), and coaxial third connecting rods (28) are fixedly arranged between the first gears (4).

8. A bridge crane auxiliary traction device according to claim 5, characterized in that: The switch assembly comprises an arc-shaped brake plate (23), an electric telescopic rod (24) and a storage battery, the arc-shaped brake plate (23) is arranged below the fifth bevel gear (14) and has an upward opening, and the inner arc surface of the arc-shaped brake plate (23) is matched with the outer contour of the fifth bevel gear (14); the electric telescopic rod (24) is used for controlling the movement of the arc-shaped brake plate (23) in the vertical direction; the storage battery is fixedly connected with the counterweight (27), and the electric telescopic rod (24) is electrically connected with the storage battery.

9. A bridge crane auxiliary traction device according to claim 6, characterized in that: The reduction execution mechanism comprises a lever (30) and a reduction block (31), the bottom of the sliding ring (19) is provided with an annular groove (29), one end of the lever (30) extends into the annular groove (29), the other end of the lever (30) extends above the end of the transmission wheel (13) away from the fifth bevel gear (14), the reduction block (31) is fixedly connected with the end of the lever (30) away from the sliding ring (19), and the midpoint of the lever (30) is rotationally connected with the connecting frame (22).

10. A bridge crane auxiliary traction device according to claim 1, characterized in that: The top of the counterweight (27) is fixedly provided with a winding shaft, and a locker is arranged on the winding shaft; one end of the traction rope (3) is wound on the winding shaft.

11. A bridge crane auxiliary traction device according to claim 1, characterized in that: The row car guide rail (6) is provided with a second guide wheel (7) at one end away from the vertical guide rail (1).

12. A bridge crane auxiliary traction device according to claim 9, characterized in that: The lever (30) is provided with a rolling rod (33) at one end close to the annular groove (29), one end of the rolling rod (33) is rotationally connected with the lever (30), and the other end of the rolling rod (33) extends to the inside of the annular groove (29).

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