Marine crane rope wheel brake device

Abstract

The utility model relates to a marine crane technical field especially is a kind of marine crane rope wheel brake device, including mounting seat and the rope wheel body of rotation installation in the inboard of mounting seat, the outside of rope wheel body is symmetrically equipped with brake ring, the both ends of rope wheel body are all set up inner concave surface, the outside of inner concave surface is equipped with brake disc, and inner concave surface is equipped with multiple brake assemblies, and multiple brake assemblies are distributed in circumferential array, brake assembly includes tension spring, and the both ends of tension spring are hung and are equipped with lug, and the one end of tension spring is fixedly connected with the central shaft hole place of rope wheel body through lug, and the other end of tension spring is fixedly connected with brake arc block through lug, in the utility model, brake assembly can be independently responded when the overspeed of rope wheel body, and brake structure is driven by centrifugal force and is quickly rubbed brake, make up the problem that water film is formed between hydraulic clamp and brake disc and causes brake effect to weaken, double protection is formed with external hydraulic pressure, reduce goods fall, wire rope fracture risk.

Description

Technical Field

[0001] This utility model relates to the field of marine crane technology, specifically to a rope wheel braking device for a marine crane. Background Technology

[0002] Marine cranes are specialized lifting equipment installed on various types of ships to load, unload, and transfer cargo, equipment, or personnel. Their core function is to lift heavy objects between ships and docks, between ships, and to allocate materials within ships in marine or port environments. They are key equipment for ensuring the efficiency of ship operations and the advancement of maritime missions. Rope pulleys are important components in marine cranes used to guide and support wire ropes. Their outer ring has a groove that matches the diameter of the wire rope. The main function of rope pulleys is to achieve lifting, lowering, and luffing of heavy objects by working with the wire rope. They can change the direction of force and amplify the traction force, thereby achieving the effect of saving effort. When a marine crane is lifting cargo, if an emergency occurs such as uncontrolled lowering of the load or signs of impending wire rope breakage, the speed of the sheave will rapidly exceed the rated value. At this time, the external hydraulic braking components that are relied upon have obvious shortcomings: in the marine environment, rainwater and seawater easily adhere to the surface of the brake disc, and when the hydraulic clamp rubs against the brake disc, a water film is easily formed, which leads to a decrease in the coefficient of friction. This weakens the braking effect and makes it difficult for the sheave to be effectively braked in the first instance, which can easily cause accidents such as cargo falling or wire rope breakage. Therefore, a sheave braking device for marine cranes is proposed to address the above problems. Utility Model Content

[0003] The purpose of this utility model is to provide a rope wheel braking device for marine cranes to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, this utility model provides the following technical solution: A rope sheave braking device for a marine crane includes a mounting base and a rope sheave body rotatably mounted inside the mounting base. Brake rings are symmetrically arranged on the outer side of the rope sheave body. Both ends of the rope sheave body have concave surfaces. A brake disc is provided on the outer side of each concave surface. Multiple sets of braking components are arranged in a circumferential array within the concave surfaces. Each braking component includes a tension spring, with lugs at both ends. One end of the tension spring is fixedly connected to the central shaft hole of the rope sheave body via the lugs. The other end of the tension spring is fixedly connected to a brake arc block via the lugs. The end of the brake arc block away from the tension spring penetrates the outer edge of the rope sheave body, and the brake arc block is slidably connected to the penetration point of the outer edge of the rope sheave body.

[0005] As a further optimization of this utility model, the brake ring sleeve is fixedly connected to the inner side of the mounting base, and the brake ring sleeve is sleeved on the outer end of the rope wheel body, and the width of the brake ring sleeve and the outer end of the rope wheel body are the same.

[0006] As a further optimization of this utility model, a gap is left between the brake ring sleeve and the outer edge of the rope wheel body, and the brake ring sleeve and the rope wheel body are coaxially arranged.

[0007] As a further optimization of this utility model, the inner side of the brake ring sleeve is provided with a brake ring groove, and the brake ring groove and the brake arc block are positioned correspondingly and matched in specifications.

[0008] As a further optimization of this utility model, the through end of the brake arc block is located inside the brake ring groove, and a gap is left between the through end of the brake arc block and the bottom of the brake ring groove.

[0009] As a further optimization of this utility model, a brake pad is provided on the outer side of the brake arc block. The brake pad is adapted to the shape of the through end of the brake arc block, and the brake pad is fixedly connected to the outer side of the through end of the brake arc block.

[0010] As a further optimization of this utility model, the brake pad is fixedly connected to a friction ridge on its outer side. The width of the friction ridge is the same as the width of the brake pad, and the friction ridge is distributed in a circumferential array.

[0011] Compared with the prior art, the beneficial effects of this utility model are: In this invention, the braking component responds autonomously when the rope wheel body is overspeeding, and uses centrifugal force to drive the braking structure to quickly contact and generate friction braking. This effectively compensates for the problem of weakened braking effect caused by the formation of a water film between the hydraulic clamp and the brake disc. Combined with external hydraulic braking, it forms double protection, which can reliably curb the accelerated rotation of the rope wheel body, significantly reduce the risk of accidents such as cargo falling and wire rope breaking, and ensure operational safety in emergency situations. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a schematic diagram of the structure of the rope wheel body of this utility model; Figure 3 This is a schematic diagram of the structure of the rope wheel body of this utility model without a brake pad; Figure 4 This is a cross-sectional view of the rope wheel body and brake ring sleeve of this utility model; Figure 5 This is a cross-sectional view of the rope pulley body of this utility model; Figure 6This is a schematic diagram of the structure of the brake ring sleeve of this utility model; Figure 7 This is a schematic diagram of the braking assembly of this utility model.

[0013] In the diagram: 1. Mounting base; 2. Sheave body; 3. Brake ring sleeve; 31. Brake ring groove; 4. Concave surface; 5. Brake disc; 6. Brake assembly; 61. Tension spring; 62. Brake block; 63. Brake pad; 64. Friction ridge. Detailed Implementation

[0014] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0015] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0016] Please see Figures 1-7 This utility model provides a technical solution: A rope sheave braking device for a marine crane includes a mounting base 1 and a rope sheave body 2 rotatably mounted inside the mounting base 1. Brake ring sleeves 3 are symmetrically arranged on the outer side of the rope sheave body 2. Both ends of the rope sheave body 2 are provided with concave surfaces 4. Brake discs 5 are provided on the outer side of the concave surfaces 4. Multiple sets of braking components 6 are provided in the concave surfaces 4. The multiple sets of braking components 6 are arranged in a circumferential array. Each braking component 6 includes a tension spring 61. Both ends of the tension spring 61 are provided with hanging ears. One end of the tension spring 61 is fixedly connected to the central shaft hole of the rope sheave body 2 through the hanging ears. The other end of the tension spring 61 is fixedly connected to a braking arc block 62 through the hanging ears. The end of the braking arc block 62 away from the tension spring 61 passes through the outer edge of the rope sheave body 2, and the braking arc block 62 is slidably connected to the point where it passes through the outer edge of the rope sheave body 2.

[0017] It should be noted that: the mounting base 1, as the basic load-bearing component, is rotatably connected to the central shaft of the rope wheel body 2 through the bearing, ensuring that the rope wheel body 2 can rotate flexibly, while providing fixed support for the brake ring sleeve 3 to prevent the components from shifting during braking. The rope wheel body 2 is the core of the wire rope transmission. Its two concave surfaces 4 provide installation space for the brake components 6. The brake disc 5 on the outer side of the concave surface 4 can cooperate with external auxiliary braking (such as hydraulic clamp braking) to form a double protection of "main braking + auxiliary braking". Multiple sets of brake components 6 (circular array distribution to ensure uniform braking force) are the core of centrifugal braking. Furthermore: The tension spring 61 is connected to the central shaft hole of the rope wheel body 2 and the brake block 62 through the lugs at both ends. In the initial state, the tension spring 61 pulls the brake block 62 toward the center of the rope wheel, ensuring that the brake block 62 does not contact the brake ring groove 31 in the brake ring sleeve 3 when the rope wheel body 2 rotates normally; when the rope wheel body 2 rotates at overspeed, the brake block 62 slides outward due to the centrifugal force overcoming the tension of the tension spring 61, and forms friction braking with the brake ring groove 31 in the brake ring sleeve 3, thereby achieving overspeed protection; Specifically: The sliding connection between the brake arc block 62 and the rope wheel body 2 ensures that the brake arc block 62 can only slide radially without circumferential offset, thus avoiding brake failure caused by uneven force during braking. The through design allows the brake arc block 62 to directly contact the outer brake ring sleeve 3, shortening the braking response path and adapting to emergency braking scenarios. As a further implementation of this solution, the brake ring sleeve 3 is fixedly connected to the inner side of the mounting base 1, and the brake ring sleeve 3 is sleeved on the outer end of the rope wheel body 2, and the width of the brake ring sleeve 3 is the same as that of the outer end of the rope wheel body 2. It should be noted that the brake ring sleeve 3 is fixed to the inner side of the mounting base 1 by welding or high-strength bolts, and is aligned with the outer end of the rope wheel body 2. This ensures that when the brake arc block 62 slides outward, it can accurately embed into the brake ring groove 31 of the brake ring sleeve 3 without lateral misalignment. The advantages of this "consistent width and end alignment" design are: firstly, the contact area between the brake arc block 62 and the brake ring sleeve 3 is maximized, avoiding uneven wear of the friction pads caused by local contact and extending the service life of the brake pads 63; secondly, when the rope wheel body 2 rotates, the brake ring sleeve 3 remains fixed, forming relative motion with the brake arc block 62 that rotates synchronously with the rope wheel body 2, ensuring the stability of friction braking. As a further implementation of this solution, a gap is left between the brake ring sleeve 3 and the outer edge of the rope wheel body 2, and the brake ring sleeve 3 and the rope wheel body 2 are coaxially arranged. It should be noted that the gap between the brake ring sleeve 3 and the outer edge of the rope wheel body 2 needs to be precisely controlled. If the gap is too small, the outer edge of the rope wheel body 2 will rub against the brake ring sleeve 3 due to manufacturing errors or vibration when the rope wheel body 2 rotates normally, resulting in unnecessary wear and noise. If the gap is too large, the brake block 62 will need to slide a longer distance to contact the brake ring sleeve 3, prolonging the braking response time and affecting the emergency braking effect. Furthermore, the coaxial arrangement of the brake ring sleeve 3 and the rope wheel body 2 is achieved through the precision machining of the mounting base 1, ensuring that the axes of the brake ring sleeve 3 and the rope wheel body 2 are completely coincident. This coaxial design allows the brake ring groove 31 on the inner side of the brake ring sleeve 3 to be completely aligned with the radial sliding path of the brake arc block 62, preventing the brake arc block 62 from getting stuck on the side wall of the brake ring groove 31 when sliding, ensuring a smooth braking process. At the same time, the high coaxiality allows the brake arc blocks 62 of multiple sets of brake components 6 to be subjected to uniform force, preventing overload damage to a single set of brake components 6 and improving the service life of the overall braking device. As a further implementation of this solution, a brake ring groove 31 is provided on the inner side of the brake ring sleeve 3. The brake ring groove 31 and the brake arc block 62 are positioned correspondingly and matched in specifications. The through end of the brake arc block 62 is located in the brake ring groove 31, and a gap is left between the through end of the brake arc block 62 and the bottom of the brake ring groove 31. It should be noted that: the brake ring groove 31 (the groove width is 1-2mm larger than the width of the brake arc block 62, and the bottom of the groove is roughened to improve the coefficient of friction) corresponds to the position of the brake arc block 62. The matching specifications ensure that the brake arc block 62 can be fully embedded in the groove when it slides outward, avoiding it from falling out and causing braking failure. The gap between the through end of the brake arc block 62 and the bottom of the brake ring groove 31 is a key design. In the initial state, this gap ensures that the brake arc block 62 does not contact the bottom of the groove when the rope wheel body 2 rotates normally, and there is no friction loss. When the rope wheel body 2 overspeeds, the brake arc block 62 slides outward due to the centrifugal force overcoming the tension of the tension spring 61, gradually reducing the gap with the bottom of the groove, and finally contacting and generating friction braking. The existence of the gap can also buffer the impact force at the moment of braking, avoiding the damage to the components caused by the rigid collision between the brake arc block 62 and the bottom of the groove. At the same time, the annular groove structure can guide the brake arc block 62 to slide radially, preventing it from shifting laterally during braking and ensuring the stability of friction contact. As a further implementation of this solution, a brake pad 63 is provided on the outer side of the brake arc block 62. The brake pad 63 is adapted to the shape of the through end of the brake arc block 62, and the brake pad 63 is fixedly connected to the outer side of the through end of the brake arc block 62. A friction ridge 64 is fixedly connected to the outer side of the brake pad 63. The width of the friction ridge 64 is the same as the width of the brake pad 63, and the friction ridge 64 is distributed in a circumferential array. It should be noted that the brake pad 63 and the brake arc block 62 have a matching shape (consistent curvature) and are fixed by high-temperature glue or rivets. Their function is to prevent the brake arc block 62 from directly rubbing against the brake ring sleeve 3, which would cause wear, and at the same time provide a stable coefficient of friction to ensure that the braking torque is controllable. Furthermore, the friction ridges 64 on the outer side of the brake pad 63 are key to improving braking efficiency. First, the ridge structure increases the roughness of the friction surface, further improving the coefficient of friction and generating greater braking torque under the same braking gap, which is suitable for the braking requirements of marine cranes. Second, the gap between the friction ridges 64 can accommodate friction debris (such as metal powder and friction material particles) generated during braking, preventing debris accumulation from causing a decrease in the coefficient of friction and ensuring stable braking performance. Third, in the humid marine environment, the gap between the ridges facilitates water drainage, preventing "braking slippage" caused by water film formation and improving braking safety under humid conditions.

[0018] Work process: When the crane is normally lifting goods, the sheave body 2 rotates at the rated speed. At this time, the braking assembly 6 is in the initial state: the tension of the tension spring 61 pulls the brake block 62 toward the center of the sheave body 2. The through end of the brake block 62 maintains a gap with the bottom of the brake ring groove 31. The brake pad 63 does not contact the brake ring sleeve 3. The sheave body 2 has no additional frictional resistance, ensuring the transmission efficiency of the wire rope. The gap between the brake ring sleeve 3 and the outer edge of the sheave body 2 avoids frictional wear caused by manufacturing errors or vibration when the sheave body 2 rotates normally, and extends the service life of the sheave body 2 and the brake ring sleeve 3. When a crane experiences uncontrolled lowering of a heavy load, signs of wire rope breakage, or a drive system malfunction, the rotational speed of the sheave body 2 will rapidly exceed the rated speed. In this scenario, if external braking (such as hydraulic clamps) is relied upon, the hydraulic system may not be able to brake fully in time due to response delays. Simultaneously, in marine environments, rainwater and seawater easily adhere to the surface of the brake disc 5. When the hydraulic clamps rub against the brake disc 5 during rotation, a water film easily forms, leading to a decrease in the coefficient of friction and further weakening the braking effect. At this point, the centrifugal force on the brake block 62 exceeds the tension of the tension spring 61, causing it to begin sliding radially outward along the sheave body 2. The brake block 62 drives the brake pad 63 to move outward synchronously, gradually reducing the gap with the bottom of the brake ring groove 31, ultimately achieving braking. The moving pad 63 is in close contact with the bottom of the groove (rough surface). The friction coefficient of the brake pad 63 and the wear-resistant steel material of the brake ring sleeve 3 form a stable friction pair, generating braking torque and hindering the rotation of the rope wheel body 2. The friction ridges 64 on the outer side of the brake pad 63 increase the roughness of the friction surface, further improving the braking torque. At the same time, the gap of the friction ridges 64 can accommodate friction debris (such as metal powder), avoiding the accumulation of debris that leads to a decrease in the friction coefficient. In a humid marine environment, the gap of the friction ridges 64 can quickly drain rainwater or seawater, preventing the formation of a water film between the brake pad 63 and the brake ring groove 31, which would cause slippage. Compared with the water film effect of the external brake disc 5 and the hydraulic caliper, the braking reliability is significantly improved, ensuring braking reliability. As the rotational speed of the sheave body 2 gradually decreases, the centrifugal force on the brake block 62 decreases. When the centrifugal force is less than the tension of the spring 61, the spring 61 pulls the brake block 62 back to the center of the sheave body 2. The brake pad 63 separates from the bottom of the brake ring groove 31, restoring the initial gap. The sheave body 2 enters normal rotation (if the fault is not eliminated, the brake will be triggered again when overspeeding). The external hydraulic clamp (installed on the outside of the brake disc 5) starts clamping action after a delay. At this time, the braking assembly 6 has reduced the rotational speed of the sheave body 2 through the initial braking, reducing the relative linear velocity between the hydraulic clamp and the brake disc 5, indirectly weakening the formation and influence of the water film. At the same time, the dual protection of the braking assembly 6 and the hydraulic clamp braking can ensure that the sheave body 2 stops urgently in a short time, avoiding the expansion of accidents in the scenario of sudden cargo fall (such as cargo falling or wire rope breakage).

[0019] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A rope sheave braking device for a marine crane, comprising a mounting base (1) and a rope sheave body (2) rotatably mounted inside the mounting base (1), characterized in that: The outer side of the rope wheel body (2) is symmetrically provided with brake ring sleeves (3), and both ends of the rope wheel body (2) are provided with concave surfaces (4). The outer side of the concave surface (4) is provided with brake discs (5), and multiple sets of brake components (6) are provided in the concave surface (4). The multiple sets of brake components (6) are arranged in a circumferential array. The braking assembly (6) includes a tension spring (61), both ends of which are provided with lugs. One end of the tension spring (61) is fixedly connected to the central shaft hole of the rope wheel body (2) through the lugs. The other end of the tension spring (61) is fixedly connected to a braking block (62) through the lugs. The end of the braking block (62) away from the tension spring (61) passes through the outer edge of the rope wheel body (2), and the braking block (62) is slidably connected to the point where it passes through the outer edge of the rope wheel body (2).

2. The marine crane rope pulley braking device according to claim 1, characterized in that: The brake ring sleeve (3) is fixedly connected to the inner side of the mounting base (1). The brake ring sleeve (3) is sleeved on the outer end of the rope wheel body (2), and the width of the brake ring sleeve (3) is consistent with the width of the outer end of the rope wheel body (2).

3. The marine crane rope pulley braking device according to claim 1, characterized in that: There is a gap between the brake ring sleeve (3) and the outer edge of the rope wheel body (2), and the brake ring sleeve (3) and the rope wheel body (2) are coaxially arranged.

4. The marine crane rope pulley braking device according to claim 1, characterized in that: The brake ring sleeve (3) has a brake ring groove (31) on its inner side. The brake ring groove (31) and the brake arc block (62) are positioned and matched in specifications.

5. A rope pulley braking device for a marine crane according to claim 4, characterized in that: The through end of the brake arc block (62) is located in the brake ring groove (31), and there is a gap between the through end of the brake arc block (62) and the bottom of the brake ring groove (31).

6. A rope pulley braking device for a marine crane according to claim 1, characterized in that: The brake pad (63) is provided on the outside of the brake arc block (62). The brake pad (63) is adapted to the shape of the through end of the brake arc block (62), and the brake pad (63) is fixedly connected to the outside of the through end of the brake arc block (62).

7. A rope pulley braking device for a marine crane according to claim 6, characterized in that: The brake pad (63) is fixedly connected to a friction ridge (64) on its outer side. The width of the friction ridge (64) is the same as the width of the brake pad (63), and the friction ridge (64) is distributed in a circumferential array.

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