Emergency braking structure for large port crane

Abstract

The utility model belongs to the technical field of large cranes, and particularly relates to an emergency braking structure for a large port crane, which comprises a brake shell 11, three sliding rods 26 are fixedly connected in the brake shell 11, each sliding rod 26 is slidably connected with a sliding rod sleeve 25, and two first clamping blocks 12 are fixedly connected among the three sliding rod sleeves 25. A first brake pad 13 is fixedly connected in each first clamping block 12, a track 10 is further included, a trolley 34 is arranged on the track 10, the trolley 34 is fixedly connected with a brake shell 11, a set of second clamping blocks 15 are arranged on the two sides of the track 10, each second clamping block 15 is fixedly connected with a second brake pad 16, and a connecting rod component is arranged between each set of second clamping blocks 15 and the corresponding first clamping block 12 in a transmission mode. The first brake pad 13 and the second brake pad 16 can synchronously brake, and the second brake pad 16 moves in the inclined direction through the connecting rod 17, so that the brake structure can be firmly and stably combined with the track 10, and the trolley 34 and the whole crane are prevented from toppling over.

Description

Technical Field

[0001] This utility model belongs to the field of large crane technology, specifically an emergency braking structure for a large port crane. Background Technology

[0002] The entire rail-mounted gantry crane is supported by wheel frames on rails, and its normal operation braking is achieved by the braking system in the trolley traveling mechanism. However, to prevent sudden strong winds during operation and for safe parking after operation, additional auxiliary devices such as powerful rail clamps are needed. Current conventional wind protection measures have the following shortcomings: First, electric or hydraulic spring rail clamps have small opening intervals, require high-quality rails, and their braking force is not scientifically labeled, making it difficult for on-site personnel to confirm and adjust the braking force. They also suffer from excessive size and cost. Second, electric wheel clamps and electric brake shoes have insufficient braking force to meet strong wind protection requirements. Third, while positioning and anchoring devices have strong clamping force, they can only be used for fixed-point storage and require pre-installation and manual removal, lacking dynamic braking function during operation and failing to quickly establish strong wind protection capabilities. The insufficient wind protection capabilities or inability to quickly establish strong wind protection capabilities of traditional wind protection measures may affect the safety of gantry cranes in strong winds.

[0003] Chinese Patent No. CN218058164U discloses a three-sided braking type rail gantry crane braking device, including a brake seat, a telescopic assembly, and a three-sided braking assembly. One side of the brake seat is used for connecting the rail gantry crane, and the upper part of the other side is used to suspend the telescopic end of the telescopic assembly. The three-sided braking assembly includes a three-sided brake block frame and a connecting assembly. The three-sided brake block frame includes two side brake blocks, a rail surface brake block, and two connecting plates. Each side brake block is connected to the lower part of the telescopic assembly through a connecting assembly. The telescopic assembly drives the three-sided braking assembly to move up and down, and drives the lower ends of the two side brake blocks to open and close.

[0004] However, the aforementioned patents still have the following drawbacks:

[0005] 1. Although the above patent adopts a three-sided braking method, in actual use, the position of the rail surface brake block is fixed and cannot be moved, thus failing to provide effective braking force. The braking force is only provided by the brake blocks on both sides, resulting in poor braking effect.

[0006] 2. The aforementioned patents cannot provide a secure fixation effect for the trolley and crane body during braking, making the crane prone to tipping over due to inertia or strong winds during braking, thus threatening property and personnel safety. Utility Model Content

[0007] To overcome the shortcomings of the prior art, this utility model solves the technical problem by setting a second clamping block and a second brake pad, which can contact both sides of the track, thereby increasing the contact area with the track and improving the braking effect. Furthermore, by setting a connecting rod, the second clamping block and the second brake pad can be simultaneously driven to contact the track for braking while the first brake pad is braking. By adjusting the shims, the position of the first brake pad can be accurately adjusted, ensuring that the first and second brake pads can accurately and synchronously contact the track for effective braking. By setting an inclined connecting rod at an angle, the second brake pad moves obliquely during braking. While clamping and braking both sides of the track, the second brake pads on both sides of the track engage with the contour edge of the track, ensuring that the braking structure is firmly and stably connected to the track, improving the braking effect while preventing the trolley and crane from tipping over.

[0008] To achieve the above objectives, this utility model provides the following technical solution: an emergency braking structure for a large port crane, comprising:

[0009] A brake housing, wherein three slide rods are fixedly connected inside the brake housing, and a slide rod sleeve is slidably connected to each slide rod. Two first clamping blocks are fixedly connected between the three slide rod sleeves, and a first brake pad is fixedly connected inside each first clamping block.

[0010] A track, on which a trolley is mounted, the bottom center of which is fixedly connected to the brake housing;

[0011] The second clamping block is provided on both sides of the track at the corresponding position of each first clamping block. A second brake pad is fixedly connected to the side of each second clamping block near the track. A connecting rod component is provided between each set of second clamping blocks and the corresponding first clamping block for transmission.

[0012] Furthermore, the connecting rod component includes a second rotating shaft, with a set of second rotating shafts fixedly connected to the outside of each second rotating shaft. Each set of second rotating shafts is rotatably connected to a set of staggered connecting rods. A sliding groove that is fixedly connected to the brake housing is hinged between the two sets of connecting rods. Two sets of first rotating shafts are fixedly connected to both sides of each first clamping block. A sliding groove is provided on the end of each set of connecting rods away from the second rotating shaft. Each driving sliding pin is slidably connected to the corresponding sliding groove. The connecting rods on both sides of the first clamping block are symmetrical to each other and set at an angle.

[0013] Furthermore, two buckle plates are fixedly connected to the two first clamping blocks at the corresponding positions of the first rotating shafts. Each buckle plate is fixedly connected to the end of the first rotating shaft extending out of the slide groove on the same side. An end cap is fixedly connected to one end of each second rotating shaft extending out of the connecting rod. A bearing is rotatably connected to each second rotating shaft at the staggered gap of the connecting rod.

[0014] Furthermore, each of the first clamping blocks is provided with stacked adjusting shims for adjusting the height of the first brake pads.

[0015] Furthermore, two mutually symmetrical drive plates are fixedly connected to the upper sides of the two first clamping blocks respectively. Each drive plate is provided with a set of inclined drive grooves. A push-pull block is slidably connected inside each drive plate. A slide rail is fixedly connected to the inner side of the brake housing at the corresponding position of each push-pull block. Each slide rail is slidably connected to the corresponding push-pull block. A set of drive pins is fixedly connected inside each push-pull block. Each set of drive pins is slidably connected to the corresponding drive groove.

[0016] Furthermore, two cylinder seats are fixedly connected to the bottom side of the brake housing at the two ends of the push-pull blocks that are far apart from each other. A hydraulic cylinder is fixedly connected inside each cylinder seat, and the extended end of each hydraulic cylinder is fixedly connected to the corresponding push-pull block.

[0017] In summary, compared with the prior art, the beneficial effects of this utility model are as follows:

[0018] (1) By setting the second clamping block and the second brake pad, it can contact both sides of the track, thereby increasing the contact area with the track and improving the braking effect. Furthermore, by setting the connecting rod, it is possible to simultaneously drive the second clamping block and the second brake pad to contact the track for braking while the first brake pad is braking.

[0019] (2) By adjusting the setting of the shims, the position of the first brake pad can be accurately adjusted to ensure that the first brake pad and the second brake pad can accurately and synchronously contact the track for effective braking.

[0020] (3) By setting an inclined connecting rod at an angle, the second brake pad moves obliquely during braking. While clamping and braking both sides of the track, the second brake pads on both sides of the track lock onto the outline edge of the track, so that the braking structure can be firmly and stably combined with the track, improving the braking effect while preventing the trolley and the crane from tipping over. Attached Figure Description

[0021] Figure 1 This is a three-dimensional schematic diagram of the present patent.

[0022] Figure 2 This is a side view of the present patent.

[0023] Figure 3 for Figure 2 A three-dimensional sectional view at point AA.

[0024] Figure 4 This is a schematic diagram of the main structure of this patent.

[0025] Figure 5 This is a schematic diagram of the main structure of this patent.

[0026] Figure 6 This is a schematic diagram of the installation of this patent.

[0027] Explanation of reference numerals in the attached drawings: Track 10; Brake housing 11; First clamping block 12; First brake pad 13; Adjusting shim 14; Second clamping block 15; Second brake pad 16; Connecting rod 17; Second rotating shaft 18; First rotating shaft 19; Slide groove 20; Buckle plate 21; Third rotating shaft 22; End cover 23; Bearing 24; Slide rod sleeve 25; Slide rod 26; Drive plate 27; Drive slide groove 28; Drive slide pin 29; Push-pull block 30; Slide rail 31; Hydraulic cylinder 32; Cylinder seat 33; Trolley 34. Detailed Implementation

[0028] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention.

[0029] Example 1:

[0030] like Figure 1-6 As shown, an emergency braking structure for a large port crane includes a track 10, on which a trolley 34 is mounted. A brake housing 11 is located at the center of the bottom side of the trolley 34. Three slide rods 26 are evenly distributed and fixedly connected to the bottom side of the brake housing 11. A slide rod sleeve 25 is slidably connected to each slide rod 26. Two mutually symmetrical first clamping blocks 12 are fixedly connected between the three slide rod sleeves 25. A first brake pad 13 is fixedly connected inside each first clamping block 12. A set of adjusting shims 14 are stacked and arranged between the first clamping block 12 and the first brake pad 13 inside each first clamping block 12.

[0031] By setting the first clamping block 12 and the first brake pad 13, the first brake pad 13 is pressed down and comes into contact with the rail 10 to achieve the braking effect on the crane. By setting the adjusting shim 14, the position of the first brake pad 13 extending out of the first clamping block 12 can be adjusted, thereby ensuring that the first brake pad 13 can effectively contact the surface of the rail 10 and ensure the braking effect.

[0032] like Figure 1-6As shown, two sets of third rotating shafts 22 are fixedly connected to the two sides of the inner side of the brake housing 11. A set of staggered connecting rods 17 are hinged to each set of third rotating shafts 22. The connecting rods 17 on both sides of the track 10 are symmetrical and set at an angle. A set of second rotating shafts 18 are rotatably connected to the bottom of each set of connecting rods 17. A second clamping block 15 is fixedly connected to each set of second rotating shafts 18. The second clamping blocks 15 are divided into two sets symmetrically arranged on both sides of the track 10. A second brake pad 16 is fixedly connected to the side of each second clamping block 15 closest to the track 10. Two sets of first rotating shafts 19 are fixedly connected to both sides of each first clamping block 12. A sliding groove 20 is opened at the top of each set of connecting rods 17. Each first rotating shaft 19 is slidably connected to the corresponding sliding groove 20.

[0033] By setting the second clamping block 15 and the second brake pad 16, they can contact both sides of the track 10, thereby increasing the contact area with the track 10 and improving the braking effect. Furthermore, by setting the connecting rod 17, the first brake pad 13 can be braked while the second clamping block 15 and the second brake pad 16 are simultaneously driven to contact the track 10 for braking. Moreover, due to the setting of the adjusting shim 14, the position of the first brake pad 13 can be accurately adjusted, ensuring that the first brake pad 13 and the second brake pad 16 can accurately and synchronously contact the track 10 for effective braking.

[0034] Furthermore, by setting an inclined connecting rod 17 at an angle, the second clamping block 15 and the second brake pad 16 not only tend to move closer to each other to clamp the two sides of the track 10 when braking, but also cause the second brake pad 16 to move upward. That is, the second brake pad 16 moves obliquely when braking. While clamping and braking the two sides of the track 10, the second brake pads 16 on both sides of the track 10 engage with the contour edge of the track 10, so that the braking structure can be firmly and stably combined with the track 10, improving the braking effect while preventing the trolley 34 and the crane as a whole from tipping over.

[0035] like Figure 1-6 As shown, two buckle plates 21 are fixedly connected to both sides of the two first clamping blocks 12. Each buckle plate 21 is fixedly connected to one end of the first rotating shaft 19 on the same side that extends out of the slide groove 20. Each second rotating shaft 18 is fixedly connected to one end of the connecting rod 17 with an end cap 23. Each second rotating shaft 18 is rotatably connected to a bearing 24 at the position of the gap between the staggered connecting rods 17.

[0036] By setting the buckle plate 21, the structural strength of the first rotating shaft 19 can be improved, thereby ensuring that the device can provide sufficient braking force without damage. Furthermore, by setting the bearing 24, the friction can be reduced.

[0037] like Figure 1-6As shown, two mutually symmetrical drive plates 27 are fixedly connected to the upper sides of the two first clamping blocks 12 respectively. Each drive plate 27 has a set of inclined drive grooves 28. A push-pull block 30 is slidably connected inside each drive plate 27. A slide rail 31 is fixedly connected to the inner side of the brake housing 11 at the corresponding position of each push-pull block 30. Each slide rail 31 is slidably connected to the corresponding push-pull block 30. A set of drive pins 29 is fixedly connected inside each push-pull block 30. Each set of drive pins 29 is slidably connected to the corresponding drive groove 28. Two cylinder seats 33 are fixedly connected to the bottom side of the brake housing 11 at the two ends of the two push-pull blocks 30 that are far apart from each other. A hydraulic cylinder 32 is fixedly connected inside each cylinder seat 33. The extended end of each hydraulic cylinder 32 is fixedly connected to the corresponding push-pull block 30.

[0038] By setting the hydraulic cylinder 32 horizontally, the space occupied by this device can be saved, and it is easier to arrange and connect the hydraulic pipeline of the hydraulic cylinder 32. By setting the drive slide groove 28 and the drive slide pin 29, the horizontal thrust of the hydraulic cylinder 32 can be converted into vertical pressure, thereby driving the first clamping block 12 to move down and driving the second clamping blocks 15 on both sides to move.

[0039] In this embodiment, when erecting the port crane, this device is installed on the trolley 34 and connected to the hydraulic control system. During installation, an appropriate number of adjusting shims 14 can be stacked between the first brake pad 13 and the first clamping block 12 according to the actual installation conditions. When the crane is working and moving normally, the first clamping block 12 and the first brake pad 13 are located at a high position and do not contact the surface of the rail 10. The second clamping blocks 15 and the second brake pad 16 on both sides of the rail 10 are far away from each other and do not contact the surface of the rail 10, so as not to affect the normal operation and movement of the crane.

[0040] When the crane encounters an emergency, such as a collision with other port equipment or a tendency to tip over due to strong winds, the operator controls the hydraulic control system to make the hydraulic cylinders 32 on both sides extend outwards simultaneously to push the push-pull block 30 to slide on the slide rail 31. Then, the drive pin 29 slides in the drive groove 28, pushing the drive groove 28 and the first clamping block 12 to move downwards, so that the first brake pad 13 contacts the surface of the rail 10 for friction braking.

[0041] At the same time, the downward movement of the first clamping block 12 causes the first rotating shaft 19 to slide in the slide groove 20, which in turn causes the connecting rod 17 to move and drive the second clamping block 15 and the second brake pad 16 to move obliquely. This causes the second brake pads 16 on both sides of the track 10 to move closer to each other and clamp the two sides of the track 10. Together with the first brake pad 13, they achieve a highly efficient braking effect, thereby enabling the crane to brake quickly and preventing further damage to the crane.

[0042] Furthermore, while clamping both sides of the track 10, the second brake pad 16 can also hold the contour edge of the track 10 and generate an upward pulling force, so that the first brake pad 13 and the second brake pad 16 apply all-directional wrapping pressure to the track 10, improving the braking effect and firmly fixing the trolley 34 and the crane body to the track 10, effectively preventing the crane from tipping over due to collision or strong winds, and protecting property and personnel safety.

[0043] The specification and claims use certain terms to refer to specific components. Those skilled in the art will understand that hardware manufacturers may use different names to refer to the same component. This specification and claims do not distinguish components based on differences in name, but rather on differences in function. The term "comprising" throughout the specification and claims is an open-ended term and should be interpreted as "comprising but not limited to." "Approximately" means that within an acceptable margin of error, those skilled in the art can solve the technical problem and substantially achieve the technical effect within a certain margin of error.

[0044] It should be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a product or system comprising a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a product or system. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the product or system that includes said element.

[0045] The foregoing description illustrates and describes several preferred embodiments of this application. However, as previously stated, it should be understood that this application is not limited to the forms disclosed herein and should not be construed as excluding other embodiments. It can be used in various other combinations, modifications, and environments, and can be altered within the scope of the application concept described herein through the foregoing teachings or techniques or knowledge in related fields. Any modifications and variations made by those skilled in the art that do not depart from the spirit and scope of this application should be within the protection scope of the appended claims.

Claims

1. An emergency braking structure for a large port crane, characterized in that, The emergency braking structure for the large port crane includes: Brake housing (11), three slide rods (26) are fixedly connected inside the brake housing (11), each slide rod (26) is slidably connected to a slide rod sleeve (25), two first clamping blocks (12) are fixedly connected between the three slide rod sleeves (25), and a first brake pad (13) is fixedly connected inside each first clamping block (12). Track (10), on which a trolley (34) is provided, the bottom middle position of the trolley (34) is fixedly connected to the brake housing (11); The second clamping block (15) is provided on both sides of the track (10) at the corresponding position of each first clamping block (12). Each second clamping block (15) is fixedly connected to a second brake pad (16) on the side of the track (10). A connecting rod component is provided between each set of second clamping blocks (15) and the corresponding first clamping block (12).

2. The emergency braking structure for a large port crane according to claim 1, characterized in that, The connecting rod assembly includes a second rotating shaft (18), and a set of second rotating shafts (18) are fixedly connected to the outside of each second rotating shaft (18). Each set of second rotating shafts (18) is rotatably connected to a set of staggered connecting rods (17). A sliding groove (20) that is fixedly connected to the brake housing (11) is hinged between the two sets of connecting rods (17). Two sets of first rotating shafts (19) are fixedly connected to both sides of each first clamping block (12). A sliding groove (20) is provided on the end of each set of connecting rods (17) away from the second rotating shaft (18). Each first rotating shaft (19) is slidably connected to the corresponding sliding groove (20). The connecting rods (17) on both sides of the first clamping block (12) are symmetrical to each other and set at an angle.

3. The emergency braking structure for a large port crane according to claim 2, characterized in that, Two buckle plates (21) are fixedly connected to the two first clamping blocks (12) at the corresponding positions of the first rotating shaft (19). Each buckle plate (21) is fixedly connected to the end of the first rotating shaft (19) on the same side that extends out of the slide groove (20). An end cap (23) is fixedly connected to one end of each second rotating shaft (18) that extends out of the connecting rod (17). A bearing (24) is rotatably connected to each second rotating shaft (18) at the staggered gap of the connecting rod (17).

4. The emergency braking structure for a large port crane according to claim 1, characterized in that, Each of the first clamping blocks (12) is provided with an adjusting shim (14) stacked inside for adjusting the height of the first brake pad (13).

5. The emergency braking structure for a large port crane according to claim 1, characterized in that, Two mutually symmetrical drive plates (27) are fixedly connected to the upper side of the two first clamping blocks (12). Each drive plate (27) has a set of inclined drive grooves (28). Each drive plate (27) has a push-pull block (30) slidably connected inside. The inner side of the brake housing (11) is fixedly connected to a slide rail (31) at the corresponding position of each push-pull block (30). Each slide rail (31) is slidably connected to the corresponding push-pull block (30). Each push-pull block (30) has a set of drive pins (29) fixedly connected inside. Each set of drive pins (29) is slidably connected to the corresponding drive groove (28).

6. The emergency braking structure for a large port crane according to claim 5, characterized in that, The bottom side of the brake housing (11) is fixedly connected to two cylinder seats (33) at the two ends of the two push-pull blocks (30) that are far apart from each other. Each cylinder seat (33) is fixedly connected to a hydraulic cylinder (32), and the extended end of each hydraulic cylinder (32) is fixedly connected to the corresponding push-pull block (30).

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