Large-span hoisting beam structure and hoisting method

Abstract

The invention relates to a large-span hoisting beam structure and a hoisting method, and belongs to the technical field of large-span hoisting. A trolley running track is arranged on a hoisting beam body in the length direction, two sets of hoisting trolleys capable of moving along the track are arranged, and meanwhile a braking mechanism is arranged on each set of hoisting trolley; a hydraulic disc brake is matched with a brake plate on the hanging beam to cope with the risk that the trolley slides or slides along a track under the working condition that the hanging beam is inclined due to asynchronous actions of double machines; the lifting hoisting mechanism is provided with a main lifting drive and an independent emergency descending drive, and the problems that under the working condition of equal-double-machine-cooperation large-tonnage lifting, the lifting points are difficult to align flexibly, and when a lifting beam inclines, a trolley is prone to uncontrolled sliding or sliding are solved. And the problems of lack of controllable emergency lowering and lack of posture and position real-time feedback when the main lifting link fails are solved.

Description

Technical Field

[0001] This invention belongs to the field of large-span hoisting technology, specifically relating to a large-span lifting beam structure and hoisting method. Background Technology

[0002] In cargo lifting operations on large vessels, the limited space inside the hold, the narrow hatch width, and the restricted reach and lifting depth of the cranes on both sides of the hull often necessitate the use of two cranes on both sides of the hull working together, supplemented by a lifting beam to lower the cargo to the bottom of the hold across the hatch. Currently, in existing technology, the lifting beam structure is usually a box girder or a simple truss beam, with the lifting points often fixed or adjustable only within a limited range. When the spacing between the lifting points of the cargo to be lifted varies significantly (e.g., the lifting point positions change noticeably along the beam's length), a lifting beam with fixed lifting points cannot achieve quick and accurate alignment. This often requires repeated adjustments to the crane position, the relative position of the vessel, or repeated trial lifts for correction, resulting in reduced operational efficiency and a more complex operation.

[0003] Furthermore, during dynamic operations involving two cranes working together, the synchronization of their movements is often difficult to achieve perfectly. This can cause the lifting beam to tilt horizontally during operation. Under tilted conditions, if the moving trolley or lifting point adjustment mechanism relies primarily on friction braking between the wheels and the rails, insufficient braking force may occur. This could lead to uncontrolled slippage or "runaway" of the trolley on the rails, affecting the accuracy of the lifting point positioning and potentially endangering lifting safety. Additionally, existing winch lifting mechanisms often rely on a single drive and braking link. When critical components such as the motor, reducer, or brake experience sudden failures, there is often a lack of independent and controllable low-speed emergency lowering methods, potentially resulting in goods suspending in mid-air and becoming difficult to handle, introducing uncertain risks to loading and unloading operations. On the other hand, when meeting the requirements of large lifting capacity (e.g., hundreds of tons) and large span, traditional lifting beams and their matching trolleys or winches often have the problem of excessive self-weight. The increased self-weight not only squeezes the effective load margin, but also increases the requirements for the lifting capacity of the ship crane, affecting the feasibility and economy of the overall solution. Furthermore, in the process of alignment and attitude adjustment, if there is a lack of real-time measurement and feedback of key parameters such as the tilt state of the lifting beam and the position of the lifting point, the operation process relies more on manual experience and judgment, making it difficult to balance efficiency and safety. Therefore, there is a need for a large-span lifting beam structure and lifting method that can adapt to a wide range of changes in the position of the lifting point, still have reliable locking ability under tilt conditions, have controllable emergency lowering ability in case of failure, and take into account self-weight optimization. Summary of the Invention

[0004] To address the aforementioned problems in the existing technology, this invention provides a large-span lifting beam structure and lifting method, which solves the problems in the existing technology such as difficulty in flexibly aligning the lifting points under the condition of dual-machine coordinated large-tonnage lifting, easy uncontrolled slippage or runaway of the trolley when the lifting beam is tilted, lack of controllable emergency lowering and lack of real-time attitude and position feedback when the main lifting link fails.

[0005] The objective of this invention can be achieved through the following technical solutions: A large-span lifting beam structure includes a beam body, end connectors disposed at both ends of the beam body, two sets of winch trolleys, and an electrical control system; characterized in that: the end connectors are used to connect to the lifting devices of two cranes respectively, so that the beam body can be lifted by the two cranes in a coordinated manner, and the beam body is provided with a trolley running track along its length. Each set of the aforementioned hoisting trolley includes a hoisting mechanism, a traveling mechanism, and a braking mechanism. The hoisting trolley can move along the trolley's running track to change the position of the lifting point. The braking mechanism includes a hydraulic disc brake that moves with the hoisting trolley and a brake plate that cooperates with the hydraulic disc brake. When the hoisting trolley stops, the hydraulic disc brake clamps the brake plate to lock the hoisting trolley. The hoisting mechanism includes a main hoisting drive and an emergency lowering drive that is independent of the main hoisting drive. The emergency lowering drive is used to achieve controlled lowering when the main hoisting drive fails. The electronic control components include a wireless remote controller, a handheld touchscreen, a controller, an audible and visual alarm, a tilt sensor, and a position sensor. The controller is electrically connected to the wireless remote controller, the handheld touchscreen, the audible and visual alarm, the tilt sensor, and the position sensor. The tilt sensor is installed on the lifting beam body, and the position sensor is installed on the hoisting trolley or the trolley's running track.

[0006] As a further embodiment of the present invention, the main body of the lifting beam is an equilateral triangular truss structure, the equilateral triangular truss structure includes an upper chord and two lower chords spaced apart in the width direction of the lifting beam, the upper chord and the two lower chords are connected by web members, the two lower chords are I-beams, and the trolley running track is formed by the lower flange of the I-beams.

[0007] As a further embodiment of the present invention, the end connection assembly includes multiple sets of lifting lugs arranged at intervals along the length of the lifting beam body, and each set of lifting lugs is provided with a connection hole.

[0008] As a further embodiment of the present invention, the traveling mechanism includes a drive motor mounted on the hoisting trolley, a drive sprocket connected to the drive motor, and a chain meshing with the drive sprocket. The chain is arranged along the length of the trolley's running track and is fixed to the lifting beam body by a fastener.

[0009] As a further aspect of the present invention, each set of the disc brake of the winch trolley includes multiple sets of disc brake calipers, which are respectively located on opposite sides of the brake plate in the thickness direction.

[0010] As a further embodiment of the present invention, it also includes a hook assembly, a drum, and a wire rope. The drum is a zigzag drum, and the wire rope is wound in multiple layers on the zigzag drum. The hook assembly includes a pulley block and a hook. The free end of the wire rope passes through the pulley block and is connected to the hook. The pulley block is a double-row pulley structure.

[0011] A method for hoisting a large-span lifting beam structure includes the following steps: S1: Connect the end connection components at both ends of the lifting beam body to the lifting devices of the cranes on both sides of the ship respectively; S2: The electronic control component controls the hoisting trolley to move along the trolley running track along the length direction of the lifting beam body and stop at the target position; S3: Connect the hook assembly of the hoisting trolley to the lifting point of the cargo to be lifted; S4: Control the main lifting and lowering motor of the hoisting mechanism to drive the drum to wind and unwind the wire rope for lifting and lowering goods; S5: During the lifting and lowering of goods, the controller receives signals from the tilt sensor and the position sensor, drives the audible and visual alarm, and simultaneously sends signals from the tilt sensor and the position sensor to the handheld touchscreen. S6: When the main hoisting and lowering motor fails, the emergency lowering motor is controlled to engage with the gear disc via its output gear to drive the drum to release the rope for lowering.

[0012] As a further aspect of the present invention, when connecting the lifting beam body to the lifting device of the crane, the lifting lug to be connected to the lifting device is selected from multiple sets of lifting lugs in the end connection assembly according to the required span of the operation.

[0013] As a further aspect of the present invention, before controlling the hoisting trolley to move along the trolley running track, the disc brake and the brake plate are separated. After the hoisting trolley stops, the relative jaws of the disc brake close and clamp the brake plate.

[0014] As a further embodiment of the present invention, when the main hoisting and lowering motor fails, the controller controls the main hoisting and lowering motor to be de-energized and release its brake, controls the emergency lowering motor to be energized and release its brake, so that the emergency lowering motor, through its output gear, meshes with the gear disc to drive the drum to lower the rope.

[0015] The beneficial effects of this invention are as follows: This invention solves the problem of rapid alignment when the lifting points of different goods vary greatly, by setting a trolley running track along the length of the lifting beam and configuring two sets of winch trolleys that can move along the track. This is achieved by not fixing the lifting points at the end of the beam or a few specific locations, but adjusting them according to the distribution of the lifting points along the beam's length. Simultaneously, a braking mechanism is installed on each winch trolley, using a hydraulic disc brake in conjunction with a brake plate on the lifting beam. This forms a clamping and locking structure when the trolley stops, addressing the risk of trolley slippage or runaway along the track due to beam tilting caused by asynchronous operation of the two machines. The lifting winch mechanism is equipped with a main lifting drive and an independent emergency lowering drive. Even if the drive link fails, an independent lowering link is still maintained to avoid the difficulty of handling large-tonnage cargo when it is suspended. In addition, the electrical control system connects the wireless remote control, handheld touch screen, controller, audible and visual alarm, tilt sensor, and position sensor to provide feedback on the tilt status of the lifting beam and the position of the hoisting trolley to the operator in a visual or alarm manner. The structural and control information links jointly support the safety and controllability of the large-tonnage dynamic lifting process, solving the problems in the existing technology of difficulty in flexibly aligning the lifting point under the condition of dual-machine coordinated large-tonnage lifting, easy uncontrolled slippage or runaway of the trolley when the lifting beam is tilted, and lack of controllable emergency lowering and lack of real-time attitude and position feedback when the main hoisting link fails. Attached Figure Description

[0016] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to the accompanying drawings.

[0017] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram of the hoist trolley structure of the present invention; Figure 3 This is a schematic diagram of the hoisting mechanism of the present invention; Figure 4 This is an enlarged view of the structure at point A of the present invention; Figure 5 This is a schematic diagram showing the installation positions of the main lifting and lowering motor and the emergency lowering motor of the present invention; Figure 6 This is a schematic diagram of the hook assembly structure of the present invention.

[0018] Explanation of key component symbols: In the diagram: 1. Lifting beam body; 11. Upper chord; 12. Lower chord; 13. Web member; 2. End connector; 3. Winch trolley; 31. Lifting and hoisting mechanism; 311. Drive motor; 312. Drive sprocket; 32. Traveling mechanism; 33. Braking mechanism; 331. Hydraulic disc brake; 332. Brake plate; 4. Hook assembly; 41. Zigzag drum; 42. Wire rope; 43. Pulley block; 44. Hook; 5. Main lifting and lowering motor; 6. Emergency lowering motor. Detailed Implementation

[0019] 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.

[0020] Please see Figure 1 - Figure 6 As shown, this embodiment provides a large-span lifting beam structure, including a beam body 1, end connectors 2 disposed at both ends of the beam body 1, two sets of hoisting trolleys 3, and an electrical control system; characterized in that: the end connectors 2 are used to connect to the lifting devices of two cranes respectively, so that the beam body 1 can be lifted by the two cranes in a coordinated manner; the beam body 1 is provided with a trolley running track along its length; each set of hoisting trolleys 3 includes a hoisting hoisting mechanism 31, a traveling mechanism 32, and a braking mechanism 33, and the hoisting trolley 3 can move along the trolley running track to change the position of the lifting point; the braking mechanism 33 includes a hydraulic disc brake 331 that moves with the hoisting trolley 3 and a hydraulic disc brake 331 that moves with the hoisting trolley 331. The brake plate 332 and the hydraulic disc brake 331 clamp the brake plate 332 to lock the hoisting trolley 3 when it stops; the hoisting hoisting mechanism 31 includes a main hoisting drive and an emergency descent drive that is independent of the main hoisting drive. The emergency descent drive is used to achieve controlled lowering when the main hoisting drive fails; the electrical control components include a wireless remote controller, a handheld touch screen, a controller, an audible and visual alarm, a tilt sensor and a position sensor. The controller is electrically connected to the wireless remote controller, the handheld touch screen, the audible and visual alarm, the tilt sensor and the position sensor respectively. The tilt sensor is installed on the hoisting beam body 1 and the position sensor is installed on the hoisting trolley 3 or the trolley running track.

[0021] To address the problems in existing technologies regarding the difficulty of flexibly aligning lifting points during dual-machine coordinated heavy-tonnage lifting operations, the tendency for trolleys to slip uncontrollably or run away when the lifting beam tilts, and the lack of controllable emergency lowering and real-time attitude and position feedback in the event of a main lifting link failure, this embodiment addresses these issues by setting a trolley running track along the length of the lifting beam body 1 and configuring two sets of winch trolleys 3 capable of moving along this track. This allows the lifting points to be adjusted along the beam length direction according to the distribution of the lifting points of the goods, rather than being fixed at the end of the lifting beam or a few specific positions. This solves the problem of rapid alignment when the positions of different goods' lifting points vary significantly. Simultaneously, a braking mechanism 33 is installed on each set of winch trolleys 3, employing a hydraulic disc brake 331 to engage with the lifting beam... The brake plate 332 works in conjunction to form a clamping and locking structure when the trolley stops, thus addressing the risk of the trolley slipping or rolling along the track when the lifting beam tilts due to asynchronous operation of the two machines. The hoisting winch mechanism 31 is equipped with a main hoisting drive and an independent emergency descent drive. When the main drive link fails, an independent descent link is still maintained to avoid the difficulty of handling large-tonnage cargo when it is suspended. In addition, the electrical control system electrically connects the wireless remote control, handheld touch screen, controller, audible and visual alarm, tilt sensor, and position sensor to provide feedback on the tilt status of the lifting beam and the position of the winch trolley 3 to the operator in a visual or alarm manner. Together, the structural and control information links support the safety and controllability of the large-tonnage dynamic hoisting process.

[0022] When large tonnage and large span coexist, the lifting beam body 1 must withstand the large bending moment and dynamic load impact brought about by the coordinated lifting of two cranes, while also providing sufficient straightness and stiffness for the trolley running track. If the lifting beam still uses the common box girder or simple beam structure, the cross-section often has to be increased to meet the strength or stiffness requirements, resulting in a significant increase in self-weight. This further reduces the crane's lifting margin and amplifies the dynamic inertial effect, making the contradiction between "strength and stiffness - self-weight - available load" more prominent under large tonnage conditions. To address this, in one embodiment, the lifting beam body 1 is an equilateral triangular truss structure, which includes an upper chord 11 and two lower chords 12 spaced apart in the width direction of the lifting beam. The upper chord 11 and the two lower chords 12 are connected by web members 13. The two lower chords 12 are I-beams, and the trolley running track... The track is formed by the lower flange of the I-beam. Here, an equilateral triangular truss is used. The upper chord 11 and two lower chords 12 arranged at intervals in the width direction are connected by the web members 13. This allows the overall load to be distributed mainly by the axial force of the members under large span conditions. Compared with a single solid web beam, it is easier to control the self-weight under the same load-bearing capacity. At the same time, the two lower chords 12 are selected as I-beams and their lower flanges are directly used to form the trolley running track. The "load-bearing component" and the "track component" are merged, reducing the number of additional tracks, connectors and repeated welding nodes, which helps to reduce the structural weight and manufacturing complexity. The spatial arrangement of the double lower chords also improves the torsional resistance of the beam and the stability of the track support, making the hoisting trolley 3 run more smoothly and the track deformation more controllable under heavy tonnage wheel pressure and dynamic disturbance. This better meets the requirements of 100-ton hoisting for overall rigidity and attitude stability.

[0023] Furthermore, in ship operations, the hatch width, deck layout, the distance between the two cranes, and the span of the lifting beam required for the operation are not constant. Large-tonnage cargoes are more sensitive to the geometry of the lifting points. Once the connection point at the end of the lifting beam is fixed, it is often necessary to repeatedly move the crane position or adjust the force angle of the lifting equipment to make up the span, which leads to a decrease in alignment efficiency and may introduce additional lateral forces and asymmetrical forces, causing the structural safety margin under large-tonnage conditions to be unnecessarily consumed. In this regard, in one embodiment, the end connection assembly includes multiple sets of lifting lugs arranged at intervals along the length of the lifting beam body 1, and each set of lifting lugs is provided with a connecting... The connection holes, by providing multiple sets of lifting lugs at intervals along the length of the lifting beam on the end connecting assembly, make the end connection point an optional location, thereby adapting to different crane spacing or hatch size requirements without replacing the lifting beam body 1. For large tonnage loads, the direct benefit of this geometric adaptability is that it makes it easier to place the lifting beam and the cargo in a more reasonable stress state, reducing off-center loading, torsion, and additional bending moments caused by forcibly matching the span; at the same time, it also reduces the time cost and risk exposure time caused by frequent on-site relocation and repeated trial lifting and correction, which is conducive to improving the overall operational economy and safety controllability.

[0024] Since the hoisting trolley 3 is required to move along the track, in the dynamic lifting of heavy loads by dual-machine coordination, the tilting of the lifting beam is a common and difficult-to-avoid situation. Once tilted, the hoisting trolley 3 will generate a component force along the track direction. This, combined with the high wheel pressure, starting and stopping inertia, and impact brought about by the trolley's own weight and load under heavy loads, will easily lead to a phenomenon of "slippage - positioning drift - repeated correction" if the traveling mechanism 32 mainly relies on the friction between the wheels and the track for traction and positioning. In extreme cases, it may even lead to the risk of uncontrolled slippage. Therefore, a more deterministic transmission or traction relationship is needed to ensure controllable movement and positioning under tilting and heavy load conditions. In one embodiment, the traveling mechanism 32 includes a drive motor 311 mounted on the hoisting trolley 3 and an active drive motor 311 that is connected to the drive motor 311. The sprocket 312 and the chain meshing with the drive sprocket 312 are arranged along the length of the trolley's running track and fixed to the lifting beam body 1 by fasteners. This defines the traveling mechanism 32 as a transmission structure of drive motor 311—drive sprocket 312—chain, and the chain is arranged along the length of the track and fixed to the lifting beam body 1, which is equivalent to upgrading the traction from "friction drive" to "meshing transmission". Under heavy tonnage conditions, meshing transmission has more advantages in resisting slippage and can maintain more stable displacement response and positioning accuracy under tilt and impact conditions, reducing repeated fine adjustments during the lifting point alignment process. At the same time, the chain is fixed to the beam, the closed path of the traveling force is clear, and the structure is relatively simple to implement, which is conducive to maintaining the reliability and maintainability of the traveling system under high load and frequent start-stop conditions.

[0025] In heavy-duty hoisting, the root cause of slippage risk comes not only from the tilting component force, but also from automatic load impact, start-stop inertia, and possible transient synchronization differences. These factors significantly increase the requirements for braking clamping force, impact resistance, and reliability redundancy. If only a single brake caliper or offset clamping point is used, problems such as insufficient clamping force, uneven force leading to increased local wear, thermal fade, or insufficient safety margin after single-point failure may occur. To address this, in one embodiment, the disc brake of each hoist trolley 3 includes multiple disc brake calipers, which are located on opposite sides of the brake plate 332 in the thickness direction. The disc brake calipers are arranged on opposite sides of the brake plate 332 in the thickness direction, making it easier to achieve symmetry and superposition of clamping force in the structure. For large tonnage, this design can achieve a higher equivalent clamping force by superimposing multiple calipers to cover the most unfavorable combination of tilting force and dynamic impact. On the other hand, symmetrical clamping can reduce warping and local stress concentration caused by eccentric loading of the brake plate 332, reduce uneven wear and extend service life. More importantly, multiple sets of brake calipers naturally bring redundancy, which can still maintain a certain locking ability when the performance of individual braking units fluctuates or fails, reducing the failure rate of large tonnage operations.

[0026] In addition, in heavy-duty hoisting, the hoisting system often faces the contradiction of simultaneously balancing load-bearing capacity, hoisting height, and equipment size or weight: increasing load-bearing capacity usually means using larger diameter, higher strength wire ropes 42, as well as larger drums and pulleys; increasing hoisting height will lead to longer rope winding requirements; if the traditional single-layer rope winding and conventional pulley configuration is used, the drum length, pulley diameter, and hook 44 group size will expand rapidly, increasing the self-weight of the winch trolley 3, limiting the layout space, and worsening the motion response. To avoid this problem, in one embodiment, a hook assembly 4, a drum, and a wire rope 42 are also included. The drum is a zigzag drum 41, and the wire rope 42 is wound in multiple layers on the zigzag drum 41. The system includes a pulley block 43 and a hook 44. The free end of the wire rope 42 is wound through the pulley block 43 and then connected to the hook 44. The pulley block 43 is a double-row pulley structure, using a zigzag drum 41 and multiple layers of wire rope 42 winding. This helps to accommodate more rope length within a limited drum length, structurally compressing the drum size. The zigzag drum 41 is more favorable for multi-layered rope winding, reducing the risk of rope tangling, compression, and derailment, thereby reducing rope damage and impact under high tonnage and high tension. At the same time, limiting the hook assembly 4 to a pulley block 43 with a double-row pulley structure, the hook 44 assembly is more compact while maintaining load capacity through a reasonable winding path, and can reduce the stress level of a single rope segment and improve system stability under high tonnage conditions. In summary, this combination of compact winding and reasonable pulley block 43 is more conducive to controlling the weight and shape of the hoisting trolley 3 within a range of mobility, layout, and maintainability, improving the available load and space adaptability of large-tonnage hoisting.

[0027] It is worth mentioning that, even after the hardware structure has been presented, there remains a critical but often overlooked issue in large-tonnage hoisting: if the same equipment lacks an operational process that matches its structural characteristics, capabilities such as moving lifting points, tilt monitoring, audible and visual alarms, and emergency lowering may not be correctly invoked or consistently executed. This prevents the equipment's advantages from being translated into safety and efficiency. Especially in large-tonnage operations involving two machines working together, the operation chain is long, many personnel are involved, and the status changes rapidly. The lack of standardized methods can easily lead to problems such as "insufficient alignment, incomplete monitoring, and inconsistent fault handling." To address this, a hoisting method for large-span lifting beam structures is proposed, including the following steps: S1: Connect the end connection components at both ends of the lifting beam body 1 to the lifting devices of the cranes on both sides of the ship respectively; S2: Control the hoisting trolley 3 to move along the trolley running track in the length direction of the lifting beam body 1 and stop at the target position through the electronic control components; S3: Connect the hook assembly 4 of the hoisting trolley 3 to the lifting point of the cargo to be lifted; S4: The main lifting and lowering motor 5 of the control hoisting mechanism drives the drum to wind and unwind the wire rope 42 to lift and lower goods; S5: During the lifting and lowering of goods, the controller receives signals from the tilt sensor and the position sensor, and drives the audible and visual alarm, while simultaneously sending signals from the tilt sensor and the position sensor to the handheld touch screen. S6: When the main hoisting and lowering motor 5 fails, the emergency lowering motor 6 is controlled to drive the drum to release the rope through the meshing of its output gear and gear disc for lowering.

[0028] The process is organized in the following order: end connection—trolley moves to target position—hook 44 connects to cargo lifting point—main drive rope lifting or lowering—inclination and position acquisition, display and alarm—emergence emergency descent in case of main drive failure. Essentially, this method solidifies the movement relationship, braking and locking relationship, electrical control signal link and dual drive redundancy relationship into executable steps at the method level. For large tonnage, the value of this method lies in embedding high-risk links, such as alignment, tilting and fault handling, into a standard action sequence, making the operation process more repeatable, transferable and traceable, reducing fluctuations caused by differences in human experience, and enabling faster return to a controllable state in case of anomalies, thereby improving the overall safety and continuity of loading and unloading operations at the hundred-ton level.

[0029] Furthermore, a more specific problem arises during on-site connection: when the end connection assembly has multiple sets of lifting lugs, how to select appropriate lifting lug connection points under different hatch and crane positioning conditions? Otherwise, it may lead to a mismatch between the beam span and the working space, an unreasonable sling angle, or uneven load distribution. Under heavy-duty conditions, these geometric mismatches will be amplified into more obvious additional loads and attitude deviations, making subsequent movement, alignment, and stable lowering more difficult. To address this, in one embodiment, when connecting the beam body 1 to the crane's lifting device, the connection point is determined based on the required span for the operation. Selecting the lifting lugs from multiple sets of lifting lugs at the end connection assembly to connect with the spreading gear, and clearly selecting the lifting lugs from multiple sets of lifting lugs to connect with the spreading gear based on the required span during the connection stage, transforms the optionality of the end connection into an executable rule. The direct benefit of doing so is to match the span of the lifting beam with the hatch conditions and the crane spacing, reducing the off-center load and torsion caused by forcibly adjusting the span. Under large tonnage conditions, this geometric matching is particularly important because it can keep the structural stress more concentrated near the design working condition, improve the safety margin, and reduce the number of trial lifts and on-site adjustment time.

[0030] Furthermore, in high-tonnage scenarios, the trolley and its hoisting mechanism are heavy and have high inertia: if the brake is not disengaged during movement, drag and heat will occur, leading to increased energy consumption, component wear, and sluggish operation; if the brake plate 332 is not clamped in time after stopping, the trolley may crawl when the lifting beam tilts slightly or is impacted, causing the lifting point position to drift, which in turn affects the force balance on both sides and the stability of lowering. In one embodiment, before controlling the hoisting trolley 3 to move along the trolley running track, the disc brake and brake plate 332 are disengaged. After stopping, the relative jaws of the disc brake close and clamp the brake plate 332. By adopting a timing control of separation before movement and clamping after stopping, the disc brake is transformed from a source of movement resistance into a stopping lock. For large tonnage, this timing reduces frictional heat and wear during travel, avoiding brake fade caused by frequent adjustments under heavy loads. On the other hand, it ensures that a reliable clamping lock can be formed immediately after stopping, suppressing secondary slippage caused by tilting force and inertia, thereby improving the positioning accuracy of the lifting point and the stability of operation, and reducing the risk of posture deviation when lowering large tonnage.

[0031] Although the above-mentioned principle and steps have been given for the emergency lowering motor 6 to drive the drum to release the rope when the main hoisting motor fails, the difficulty of switching large-tonnage faults lies in the "switching process itself": if the main and emergency drive or braking states are not handled properly, there may be risks such as the two drive systems restraining each other, transmission link impact, torque superposition due to failure to release the brake, or instantaneous slippage due to uncontrolled brake release. Due to the high potential energy and large system inertia of large tonnage loads, any instability during switching transients can be amplified into dangerous actions. To address this, in one embodiment, when the main hoisting and lowering motor 5 malfunctions, the controller de-energizes the main hoisting and lowering motor 5 and releases its brake, while energizing the emergency lowering motor 6 and releasing its brake. This allows the emergency lowering motor 6 to engage with the gear disc via its output gear, driving the drum to lower the rope. By implementing the logic of de-energizing the main motor and releasing its brake, and energizing the emergency motor and releasing its brake during a fault, the controller essentially allocates the driving power and braking release in the switching sequence, preventing dual-source drive in the transmission link. For large tonnage loads, this switching logic helps reduce switching shocks and the probability of transient loss of control, making emergency lowering actions smoother and more controllable. It also transforms fault handling from "relying on operational experience" to "a reproducible control strategy," thereby improving the actual availability and safety of system redundancy.

[0032] Working principle and usage process of this invention: By setting a trolley running track and two sets of movable winch trolleys 3 on the main body 1 of the lifting beam, the lifting point can be flexibly adjusted along the length of the beam, solving the problem of lifting alignment. The winch trolley 3 is equipped with a hydraulic disc brake 331 and a fixed brake plate 332, which clamps and locks when stopped to prevent the trolley from slipping when the lifting beam tilts due to asynchronous operation of the two machines. The lifting mechanism has independent main lifting drive and emergency lowering drive to ensure that the goods can be lowered in a controlled manner when the main drive fails. The electrical control system integrates tilt sensors, position sensors and wireless remote control to monitor and provide feedback on the attitude of the lifting beam and the position of the trolley in real time, improving the safety and controllability of the operation. Its working process is as follows: connect both ends of the lifting beam to the double crane lifting device, move the winch trolley 3 to the target lifting point and lock it, connect the goods and lift and lower them through the main lifting drive. During the process, the sensors monitor and alarm in real time. If the main drive fails, it switches to the emergency lowering drive to achieve safe lowering.

[0033] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. A large-span lifting beam structure, characterized in that, The device includes a lifting beam body, end connectors located at both ends of the lifting beam body, two sets of winch trolleys, and an electrical control system; characterized in that: the end connectors are used to connect to the lifting devices of two cranes respectively, so that the lifting beam body can be lifted by the two cranes in a coordinated manner, and the lifting beam body is provided with a trolley running track along its length; Each set of the aforementioned hoisting trolley includes a hoisting mechanism, a traveling mechanism, and a braking mechanism. The hoisting trolley can move along the trolley's running track to change the position of the lifting point. The braking mechanism includes a hydraulic disc brake that moves with the hoisting trolley and a brake plate that cooperates with the hydraulic disc brake. When the hoisting trolley stops, the hydraulic disc brake clamps the brake plate to lock the hoisting trolley. The hoisting mechanism includes a main hoisting drive and an emergency lowering drive that is independent of the main hoisting drive. The emergency lowering drive is used to achieve controlled lowering when the main hoisting drive fails. The electronic control components include a wireless remote controller, a handheld touchscreen, a controller, an audible and visual alarm, a tilt sensor, and a position sensor. The controller is electrically connected to the wireless remote controller, the handheld touchscreen, the audible and visual alarm, the tilt sensor, and the position sensor. The tilt sensor is installed on the lifting beam body, and the position sensor is installed on the hoisting trolley or the trolley's running track.

2. The large-span lifting beam structure according to claim 1, characterized in that, The main body of the lifting beam is an equilateral triangular truss structure, which includes an upper chord and two lower chords spaced apart in the width direction of the lifting beam. The upper chord and the two lower chords are connected by web members. The two lower chords are I-beams, and the trolley running track is formed by the lower flange of the I-beams.

3. The large-span lifting beam structure according to claim 1, characterized in that, The end connection assembly includes multiple sets of lifting lugs arranged at intervals along the length of the lifting beam body, and each set of lifting lugs is provided with a connection hole.

4. The large-span lifting beam structure according to claim 1, characterized in that, The traveling mechanism includes a drive motor mounted on the hoisting trolley, a drive sprocket connected to the drive motor, and a chain meshing with the drive sprocket. The chain is arranged along the length of the trolley's running track and is fixed to the lifting beam body by fasteners.

5. The large-span lifting beam structure according to claim 1, characterized in that, Each set of the winch trolley disc brake includes multiple sets of disc brake calipers, which are located on opposite sides of the brake plate in the thickness direction.

6. The large-span lifting beam structure according to claim 1, characterized in that, It also includes a hook assembly, a drum, and a wire rope. The drum is a zigzag drum, and the wire rope is wound in multiple layers on the zigzag drum. The hook assembly includes a pulley block and a hook. The free end of the wire rope passes through the pulley block and is connected to the hook. The pulley block is a double-row pulley structure.

7. A method for hoisting a large-span lifting beam structure, based on the large-span lifting beam structure described in any one of claims 1-6, characterized in that, Includes the following steps: S1: Connect the end connection components at both ends of the lifting beam body to the lifting devices of the cranes on both sides of the ship respectively; S2: The electronic control component controls the hoisting trolley to move along the trolley running track along the length direction of the lifting beam body and stop at the target position; S3: Connect the hook assembly of the hoisting trolley to the lifting point of the cargo to be lifted; S4: Control the main lifting and lowering motor of the hoisting mechanism to drive the drum to wind and unwind the wire rope for lifting and lowering goods; S5: During the lifting and lowering of goods, the controller receives signals from the tilt sensor and the position sensor, drives the audible and visual alarm, and simultaneously sends signals from the tilt sensor and the position sensor to the handheld touchscreen. S6: When the main hoisting and lowering motor fails, the emergency lowering motor is controlled to engage with the gear disc via its output gear to drive the drum to release the rope for lowering.

8. The large-span lifting beam structure and hoisting method according to claim 7, characterized in that, When connecting the lifting beam body to the lifting device of the crane, the lifting lug to be connected to the lifting device is selected from multiple sets of lifting lugs in the end connection assembly according to the span required for the operation.

9. The large-span lifting beam structure and lifting method according to claim 7, characterized in that, Before controlling the hoisting trolley to move along the trolley running track, the disc brake is separated from the brake plate. After the hoisting trolley stops, the relative jaws of the disc brake close and clamp the brake plate.

10. The large-span lifting beam structure and lifting method according to claim 7, characterized in that, When the main hoisting and lowering motor fails, the controller controls the main hoisting and lowering motor to lose power and release its brake, controls the emergency lowering motor to be powered on and release its brake, so that the emergency lowering motor, through its output gear, meshes with the gear disc to drive the drum to lower the rope.

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