Manual and automatic integrated brake driving device of ship anchor gear

Abstract

The utility model discloses a ship anchor windlass manual-automatic integrated brake driving device which comprises a power cylinder assembly, a connecting end cover, a conversion cylinder assembly, a lead screw assembly and a brake connecting rod, the connecting end cover is connected between the power cylinder assembly and the conversion cylinder assembly, the brake connecting rod is connected with an anchor windlass body through the connecting end cover, and the lead screw assembly is a manual operation end. The power cylinder assembly and the conversion lever assembly are automatic operation ends, in the operation process, the connecting end cover drives the brake connecting rod to move, the brake connecting rod is made to be close to or away from the windlass body, brake holding or opening is achieved, the advantages of manual operation and remote automatic operation are integrated, the two operation modes do not interfere with each other in the use process, manual operation can be used for emergency use, and the operation efficiency is improved. The safety of the windlass braking system is improved, the problems that traditional manual operation wastes time and labor, is low in efficiency and large in safety risk are greatly solved, after transformation, the braking force is obviously increased, the windlass braking device is convenient and fast to use and easy to operate, and the working efficiency is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of ship windlass control. More specifically, the utility model relates to a manual-automatic integrated brake driving device for a ship windlass. Background Art

[0002] A windlass is a mechanical device for casting and weighing anchors and hauling in cables. It is installed at the bow of a ship and is an important production equipment for ship positioning. Windlasses can be divided into manual windlasses, electric windlasses, and hydraulic windlasses according to different power sources. During ship navigation, the windlass plays a role in fixing and stabilizing. The windlass brake locks and releases the brake band of the windlass. Traditional electric windlasses and hydraulic windlasses generally use a motor or a hydraulic cylinder to drive a brake disc to clamp the wheel shaft of the windlass for braking. The brake structure is complex, and the safety redundancy of the device is poor. Moreover, hydraulic brake drive also requires an additional pump station, increasing the complexity of the device. Traditional manual windlasses rely heavily on manual operation, which is time-consuming and laborious. In addition, due to frequent use and the increase in service life, the braking effect of the windlass is greatly reduced, and multiple people are required to operate multiple windlass brakes, seriously affecting ship safety production. Therefore, it is necessary to design a manual-automatic integrated windlass brake device to solve the problems of poor operability of the original manual brake drive mechanism and complex structure of the traditional automatic brake drive mechanism. Summary of the Invention

[0003] The purpose of the utility model is to provide a manual-automatic integrated brake driving device for a ship windlass to solve the technical problem of low efficiency of manual braking of ship windlasses in the prior art.

[0004] To achieve these and other advantages in accordance with the present utility model, there is provided a manual-automatic integrated brake driving device for a ship windlass, including a power cylinder assembly, a connection end cover, a conversion cylinder assembly, and a lead screw assembly arranged in sequence along the coaxial direction;

[0005] The lead screw assembly includes a sleeve, a lead screw, and a manual handle. The sleeve is fixed outside the windlass body and is arranged parallel to the tangent direction of the anchor chain wheel. The inner wall of the sleeve is provided with an internal thread along the axial direction. The middle part of the lead screw is provided with an external thread and penetrates into the sleeve and is in transmission connection with the sleeve. One end of the lead screw is connected to the manual handle;

[0006] Both ends of the connection end cover are side end covers, and the middle part is provided with a hollow structure;

[0007] The power cylinder assembly includes a power cylinder. One of the side end covers of the connection end cover is fixedly connected to the power cylinder. The driving end of the power cylinder is connected with a first piston rod. The first piston rod passes through the hollow structure of the connection end cover and is slidably connected with the inner wall of the hollow structure;

[0008] The conversion cylinder assembly includes a cylinder body, one end of the cylinder body close to the screw rod is covered and connected with a head end cover, and the end away from the screw rod is sealed and connected to the other end cover of the connection end cover, a second piston rod is arranged in the cylinder body along the central axis direction, one end of the second piston rod is rotatably connected to the inner side of the head end cover through a head end bearing and is connected to the screw rod after passing through the head end cover, the other end of the second piston rod is connected to a cylinder piston, the cylinder piston is sealed and slidably connected to the inner wall of the cylinder body, the end of the first piston rod passing through the connection end cover is connected to the cylinder piston, and springs are respectively sleeved along the axial direction at both ends of the second piston rod, one end of the spring is connected to the corresponding position of the inner wall of the cylinder body, and the other end is connected to the cylinder piston or the head end bearing on the corresponding side;

[0009] A brake connecting rod is connected between the outer wall of the connecting end cover and the anchor windlass body. The brake connecting rod is moved closer to or away from the anchor chain wheel through the axial movement of the connecting end cover, so as to achieve brake clamping or opening.

[0010] Preferably, the sleeve is fixed on the top of the anchor machine body, the upper end of the brake connecting rod is hinged to the middle outer wall of the connecting end cover, and the lower end of the brake connecting rod is connected to a brake pad, and the brake is tightened or opened by the brake pad approaching or moving away from the anchor chain wheel in the anchor machine body.

[0011] Preferably, the connecting end cover comprises a cylindrical sleeve which is T-shaped as a whole along the axial direction, and the outer edge of the larger diameter end and the outer edge of the smaller diameter end of the cylindrical sleeve are respectively welded with a side end cover along the coaxial direction, and a reinforcement ring is fixedly mounted on the middle part of the cylindrical sleeve at the intersection of the outer diameter change, and the upper end of the brake connecting rod is hinged to the outer side of the reinforcement ring.

[0012] Preferably, the power cylinder is a cylinder structure.

[0013] Preferably, the second piston rod is sealedly connected to the piston in the cylinder, the head end bearing and the head end cover respectively, a first air vent is opened through the cylindrical sleeve, and a second air vent is opened through the cylinder body, and the first air vent and the second air vent are respectively connected to the cylinder through air pipes for air intake or exhaust.

[0014] Preferably, the piston in the cylinder includes a connecting sleeve, a boss, and a seat which are arranged in sequence along the coaxial direction, the boss has a two-stage step with an increasing outer diameter, one end of the connecting sleeve is sleeved on the outer end of the first piston rod, and the other end of the connecting sleeve is sleeved and fixed on the first stage with a smaller outer diameter of the boss, a bolt hole is axially opened on the first stage with a larger outer diameter of the boss and is connected to one end of the seat by bolts, the seat is an axial through structure, and the second piston rod is connected to the end with a larger outer diameter of the boss after passing through the inner side of the seat.

[0015] The utility model has at least the following beneficial effects: The manual-automatic integrated brake driving device of the ship's windlass of the utility model combines the advantages of manual and remote automatic operations, including a power cylinder assembly, a connection end cover, a conversion cylinder assembly, a lead screw assembly, and a brake connecting rod. The connection end cover is connected between the power cylinder assembly and the conversion cylinder assembly, and the brake connecting rod is connected to the windlass body through the connection end cover. The power cylinder assembly and the lead screw assembly are respectively located on the opposite sides of the axis of the conversion cylinder. The lead screw assembly is mainly the manual operation end, and the power cylinder assembly and the conversion rod assembly are mainly used as the automatic operation ends. During the operation, the connection end cover drives the brake connecting rod to move, so that the brake connecting rod approaches or moves away from the windlass body, realizing brake clamping or opening. The two operation methods do not interfere with each other during use. Manual operation can be used for emergencies, increasing the safety of the windlass brake system, greatly changing the problems of time-consuming, laborious, low efficiency, and high safety risks of traditional manual operation. After the transformation, the braking force is significantly increased, and it is convenient and fast to use, with simple operation, solving the complexity of the operation process and improving the work efficiency.

[0016] Other advantages, objectives, and features of the present utility model will be partially reflected by the following description, and partially will also be understood by those skilled in the art through the research and practice of the present utility model. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is the front view structure diagram of the whole present utility model installed on the windlass;

[0018] Figure 2 It is the front view structure diagram of the connection end cover of the present utility model connected to the power cylinder assembly and the conversion cylinder assembly;

[0019] Figure 3 It is the front view structure diagram of the connection end cover of the present utility model;

[0020] Figure 4 It is the front view structure diagram of the piston in the cylinder of the present utility model;

[0021] Figure 5 It is the side view structure diagram of the side end cover of the present utility model.

[0022] Explanation of the reference numerals in the drawings: 1. Windlass body, 2. Sleeve, 3. Lead screw, 4. Manual handle, 5. Connection end cover, 6. Side end cover, 7. Power cylinder, 8. First piston rod, 9. Cylinder block, 10. Head end cover, 11. Second piston rod, 12. Head end bearing, 13. Piston in the cylinder, 14. Spring, 15. Brake connecting rod, 16. Cylindrical sleeve, 17. Reinforcing ring, 18. First ventilation hole, 19. Second ventilation hole, 20. Connection barrel sleeve, 21. Boss, 22. Pedestal. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0023] The following further describes the present utility model in detail with reference to the accompanying drawings, so that those skilled in the art can implement it according to the text of the specification.

[0024] In the description of the present utility model, the orientation or positional relationship indicated by terms such as "lateral", "longitudinal", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing the present utility model and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present utility model.

[0025] As Figures 1-5 shown, the manual-automatic integrated brake drive device of the ship anchor winch of the present utility model includes a power cylinder 7 assembly, a connection end cover 5, a conversion cylinder assembly, and a lead screw 3 assembly arranged in sequence along the coaxial direction;

[0026] The lead screw 3 assembly includes a sleeve 2, a lead screw 3, and a manual handle 4. The sleeve 2 is fixed outside the anchor winch body 1 and is arranged parallel to the tangent direction of the anchor sprocket. The inner wall of the sleeve 2 is provided with internal threads along the axial direction. The middle part of the lead screw 3 is provided with external threads and penetrates into the sleeve 2 and is in transmission connection with the sleeve 2. One end of the lead screw 3 is connected to the manual handle 4;

[0027] Both ends of the connection end cover 5 are side end covers 6, and the middle part is provided with a hollow structure;

[0028] The power cylinder 7 assembly includes a power cylinder 7. One of the side end covers 6 of the connection end cover 5 is fixedly connected to the power cylinder 7. The driving end of the power cylinder 7 is connected with a first piston rod 8. The first piston rod 8 passes through the hollow structure of the connection end cover 5 and is slidably connected with the inner wall of the hollow structure;

[0029] The conversion cylinder assembly includes a cylinder body 9. One end of the cylinder body 9 close to the lead screw 3 is covered and connected with a head end cover 10, and the other end far from the lead screw 3 is hermetically connected to the other side end cover 6 of the connection end cover 5. A second piston rod 11 is arranged along the central axis direction in the cylinder body 9. One end of the second piston rod 11 is rotatably connected to the inner side of the head end cover 10 through a head end bearing 12 and passes through the head end cover 10 and is connected to the lead screw 3. The other end of the second piston rod 11 is connected with a cylinder inner piston 13. The cylinder inner piston 13 is hermetically slidably connected with the inner wall of the cylinder body 9. One end of the first piston rod 8 passing through the connection end cover 5 is connected to the cylinder inner piston 13. Springs 14 are respectively sleeved along the axial direction at both ends of the second piston rod 11. One end of the spring 14 is connected to the corresponding position of the inner wall of the cylinder body 9, and the other end is connected to the corresponding cylinder inner piston 13 or the head end bearing 12;

[0030] A brake connecting rod 15 is connected between the outer wall of the connecting end cover 5 and the windlass body 1. By the axial movement of the connecting end cover 5, the brake connecting rod 15 is brought closer to or farther away from the anchor chain wheel on the windlass body 1, realizing brake clamping or opening.

[0031] Take Figure 1 as an example for convenient explanation. From Figure 1 the left side to the right side, it is the sequential setting direction of the power cylinder 7 assembly, the connecting end cover 5, the conversion cylinder assembly, and the lead screw 3 assembly. Among them, the connecting end cover 5 is connected between the power cylinder 7 assembly and the conversion cylinder assembly, and the brake connecting rod 15 is connected to the windlass body 1 through the connecting end cover 5. The second piston rod 11 and the in-cylinder piston 13 are installed and connected through a flat thrust needle bearing. The flat thrust needle bearing is located at the left end position of the second piston rod 11 inside the conversion cylinder. The power cylinder 7 assembly and the lead screw 3 assembly are respectively located on the opposite sides of the conversion cylinder axially. The lead screw 3 assembly is mainly a manual operation end. By the cooperation connection method between the lead screw 3 and the sleeve 2, the rotational motion of the manual handle 4 is converted into a linear motion, so that the cylinder block 9, the connecting end cover 5, and the power cylinder 7 structure move axially. On the one hand, the connecting end cover 5 serves as a connecting piece for the power cylinder 7, the conversion cylinder, and the brake connecting rod 15, and is installed as an integral structure. On the other hand, it serves as a sealing structure at one end of the cylinder block 9. The cylinder block 9 can move axially relative to the second piston rod 11, the in-cylinder piston 13, and the first piston rod 8. The through-type spring 14 acting structure is adopted inside the cylinder block 9.

[0032] During manual operation, when the manual handle 4 is rotated in one direction, under the action of the external thread in the middle of the lead screw 3 and the internal thread in the sleeve 2 installed on the windlass body 1, the lead screw 3 will move left or right relative to the windlass body 1, and then pull the connecting end cover 5 to move left or right, thereby driving the brake connecting rod 15 to rotate around the windlass body 1, achieving the effect of brake opening or clamping, and realizing manual brake opening or clamping.

[0033] During automatic brake control operation, the manual handle 4 is not operated. The first piston rod 8 is driven to move by the power mechanism, pushing the in-cylinder piston 13, so that the in-cylinder piston 13 extends and the cylinder block 9 moves relatively to the left. At this time, the spring 14 is compressed, thereby driving the brake connecting rod 15 to rotate left around the windlass body 1, achieving the effect of brake opening and realizing automatic opening. After the power source of the power cylinder 7 is drained, the spring 14 resets, thereby driving the brake connecting rod 15 to rotate right around the windlass body 1, achieving the effect of brake clamping and realizing automatic braking.

[0034] The manual-automatic integrated brake drive device for ship windlasses of the present utility model combines the advantages of manual and remote automatic operations, and the two operation modes do not interfere with each other during use. Manual operation can be used for emergencies, which increases the safety of the windlass brake system, greatly changes the problems of time-consuming, laborious, low efficiency and high safety risks of traditional manual operations. After transformation, the braking force is significantly increased, and it is convenient, fast and simple to use during operation, solving the complexity of operation procedures and improving work efficiency.

[0035] In another technical solution, as Figure 1 shown, the sleeve 2 is fixed to the top of the windlass body 1, the upper end of the brake connecting rod 15 is hinged to the middle outer wall of the connecting end cover 5, and the lower end of the brake connecting rod 15 is connected with a brake pad. By approaching or separating the brake pad from the anchor sprocket in the windlass body 1, the brake is tightened or released.

[0036] Generally, the brake connecting rod 15 includes a driving member, a transition member, a driven member and a supporting frame body. One end of the driving member is hinged to the connecting end cover 5, and the other end is hinged to the transition member. The transition member is also hinged to the supporting frame body. One end of the driven member is hinged to the driving member, and the other end is hinged to the brake band or brake pad, so that the brake band or brake pad is tightened on or separated from the anchor sprocket.

[0037] In another technical solution, as Figures 2-3 shown in Fig. 5, the connecting end cover 5 includes a cylindrical sleeve 16 that is integrally T-shaped along the axis. The outer edges of the larger-diameter end and the smaller-diameter end of the cylindrical sleeve 16 are respectively welded with a side end cover 6 along the coaxial direction. A reinforcing ring 17 is sleeved and fixed at the middle of the cylindrical sleeve 16 at the junction of the outer diameter change. The upper end of the brake connecting rod 15 is hinged to the outside of the reinforcing ring 17.

[0038] A T-shaped cylindrical cavity is formed inside the connecting end cover 5 as a channel space for pressurizing the air inlet towards the piston 13 in the cylinder. Setting the reinforcing ring 17 not only reinforces the middle structure of the connecting end cover 5, but also facilitates the setting of a hinge seat for connecting with the brake connecting rod 15.

[0039] In another technical solution, as Figures 1-2 shown, the power cylinder 7 is a cylinder structure. Selecting a cylinder as the power driving structure can reduce the installation volume and weight. When remote driving is required, by controlling the air solenoid valve beside the windlass, the air is led to the cylinders of each windlass winch to realize the change of the brake state. After deflation, the spring 14 is used for resetting. When manual operation is required, no air enters the cylinder, and the conventional manual operation can also realize the change of the brake state.

[0040] In another technical solution, as Figures 1-2As shown, the second piston rod 11 is hermetically connected to the in-cylinder piston 13, the head-end bearing 12, and the head-end cover 10 respectively. A first ventilation hole 18 is formed through the cylindrical sleeve 16, and a second ventilation hole 19 is formed through the cylinder block 9. The first ventilation hole 18 and the second ventilation hole 19 are respectively connected to the cylinder through air pipes for air intake or exhaust. The structures of the first ventilation hole 18 and the second ventilation hole 19 are arranged corresponding to the cylinder as the power source, and cooperate to realize the axial movement of the in-cylinder piston 13 and the second piston rod 11 relative to the cylinder block 9, so as to realize the relative movement of the connecting end cover 5, and drive the brake link 15 to rotate for braking operation.

[0041] In another technical solution, as Figure 1 , 2 , as shown in FIG. 4, the in-cylinder piston 13 includes a connecting sleeve 20, a boss 21, and a pedestal 22 arranged in sequence along the coaxial direction. The boss 21 has a secondary step with an increasing outer diameter. One end of the connecting sleeve 20 is sleeved on the outer end of the first piston rod 8, and the other end of the connecting sleeve 20 is sleeved and fixed on the first step with a smaller outer diameter of the boss 21. A bolt hole is axially formed on the first step with a larger outer diameter of the boss 21 and is connected to one end of the pedestal 22 through a bolt. The pedestal 22 is an axially through structure. After the second piston rod 11 penetrates into the inner side of the pedestal 22, it is connected to the end with a larger outer diameter of the boss 21.

[0042] The connecting sleeve 20 and the boss 21 are welded and fixed, and the boss 21 and the pedestal 22 are bolt-fixed to facilitate the combined installation with the cylinder block 9. One end of the spring 14 is attached to the right side surface of the pedestal 22, and the other end is attached to the inner end wall of the cylinder block 9 to compress the spring 14.

[0043] Although the embodiments of the present invention have been disclosed above, it is not limited to the applications listed in the specification and embodiments. It can be fully applied to various fields suitable for the present invention. For those familiar with the field, additional modifications can be easily made. Therefore, without departing from the general concept defined by the claims and the equivalent scope, the present invention is not limited to the specific details and the drawings shown and described herein.

Claims

1. A ship windlass manual-automatic integrated brake drive device, characterized in that, It includes a power cylinder assembly, a connection end cover, a conversion cylinder assembly, and a lead screw assembly arranged in sequence along the coaxial direction; The lead screw assembly includes a sleeve, a lead screw, and a manual handle. The sleeve is fixed on the outside of the windlass body and is arranged parallel to the tangent direction of the anchor chain wheel. The inner wall of the sleeve is provided with internal threads along the axial direction. The middle part of the lead screw is provided with external threads and penetrates into the sleeve and is in transmission connection with the sleeve. One end of the lead screw is connected to the manual handle; Both ends of the connection end cover are side end covers, and the middle part is provided with a hollow structure; The power cylinder assembly includes a power cylinder. One of the side end covers of the connection end cover is fixedly connected to the power cylinder. The driving end of the power cylinder is connected with a first piston rod. The first piston rod passes through the hollow structure of the connection end cover and is slidably connected with the inner wall of the hollow structure; The conversion cylinder assembly includes a cylinder body. One end of the cylinder body close to the lead screw is covered and connected with a head end cover. The other end far from the lead screw is hermetically connected to the other side end cover of the connection end cover. A second piston rod is arranged along the central axis direction in the cylinder body. One end of the second piston rod is rotatably connected to the inner side of the head end cover through a head end bearing and passes through the head end cover and then is connected to the lead screw. The other end of the second piston rod is connected with an in-cylinder piston. The in-cylinder piston is hermetically slidably connected with the inner wall of the cylinder body. One end of the first piston rod passing through the connection end cover is connected to the in-cylinder piston. Springs are respectively sleeved along the axial direction at both ends of the second piston rod. One end of the spring is connected to the corresponding position of the inner wall of the cylinder body, and the other end is connected to the corresponding in-cylinder piston or head end bearing; A brake connecting rod is connected between the outer wall of the connection end cover and the windlass body. By the axial movement of the connection end cover, the brake connecting rod approaches or moves away from the anchor chain wheel to realize brake clamping or opening.

2. The ship anchor windlass manual-automatic integrated brake drive device according to claim 1, characterized in that, The sleeve is fixed on the top of the windlass body. The upper end of the brake connecting rod is hinged to the middle outer wall of the connection end cover. The lower end of the brake connecting rod is connected with a brake pad. By the brake pad approaching or moving away from the anchor chain wheel in the windlass body, brake clamping or opening is realized.

3. The ship anchor windlass manual-automatic integrated brake drive device according to claim 2, characterized in that, The connection end cover includes a cylindrical sleeve that is integrally T-shaped along the axial direction. The outer edge of the larger-diameter end and the outer edge of the smaller-diameter end of the cylindrical sleeve are respectively welded with one of the side end covers along the coaxial direction. A reinforcing ring is sleeved and fixed at the junction of the outer diameter change in the middle of the cylindrical sleeve. The upper end of the brake connecting rod is hinged to the outside of the reinforcing ring.

4. The ship anchor windlass manual and automatic integrated brake drive device according to claim 3, characterized in that, The power cylinder is of a cylinder structure.

5. The ship anchor windlass manual and automatic integrated brake drive device according to claim 4, characterized in that, The second piston rod is hermetically connected between the in-cylinder piston, the head end bearing, and the head end cover. A first ventilation hole is penetrated and opened on the cylindrical sleeve, and a second ventilation hole is penetrated and opened on the cylinder body. The first ventilation hole and the second ventilation hole are respectively connected to the cylinder through air pipes for air intake or exhaust.

6. The ship anchor windlass manual-automatic integrated brake drive device according to claim 1, wherein, The in-cylinder piston includes a connection barrel sleeve, a convex platform, and a pedestal arranged in sequence along the coaxial direction. The convex platform has a two-stage step with an increasing outer diameter. One end of the connection barrel sleeve is sleeved on the outer end of the first piston rod. The other end of the connection barrel sleeve is sleeved and fixed on the smaller-diameter first step of the convex platform. A bolt hole is axially opened on the larger-diameter first step of the convex platform and is connected to one end of the pedestal through a bolt. The pedestal is an axially-through structure. The second piston rod penetrates into the inner side of the pedestal and is connected to the larger-diameter end of the convex platform.

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