CN112797094A

CN112797094A - Marine brake device

Info

Publication number: CN112797094A
Application number: CN201911107377.6A
Authority: CN
Inventors: 郑力双; 张健; 刘渊; 李松山; 侯天柱; 高珍; 王英泽; 丁毅; 曲佳辉; 王恒泽
Original assignee: 711th Research Institute of CSIC
Current assignee: Shanghai Marine Diesel Engine Research Institute; 711th Research Institute of CSIC
Priority date: 2019-11-13
Filing date: 2019-11-13
Publication date: 2021-05-14

Abstract

The invention provides a marine braking device which is used for braking a shafting of a ship and comprises a base, a braking mechanism, a turning mechanism and a locking mechanism. The braking mechanism comprises a braking disc and a pair of clamping discs, the braking disc is fixed to the shaft system and arranged between the pair of clamping discs, and at least two open holes are formed in the braking disc along the circumferential direction. The barring mechanism is provided on the base and includes a guide plate having a slide groove formed therein and a link member defined in the slide groove and coupled to the caliper disc so that the caliper disc is movable relative to the base. The locking mechanism is disposed on the base and includes a locking pin for insertion into an opening of the brake disc. According to the marine braking device, the functions of braking, turning and locking can be realized independently or jointly, the structure is simple, and the production and the installation are easy.

Description

Marine brake device

Technical Field

The invention relates to the technical field of ships, in particular to a marine braking device.

Background

During the sailing process of the ship, a brake is usually required to exert a braking function to slow down or stop a shaft system of the ship due to the requirements of berthing or operation. There are many types of existing marine brakes, such as disc brakes, block brakes, band brakes, etc. However, these many types of marine brakes generally have only a single function of braking the vehicle. Further, even if the brake function can be combined with other functions, the conventional marine brake has an excessively complicated structure.

Therefore, there is a need to provide a marine brake device that at least partially solves the above problems.

Disclosure of Invention

In this summary, concepts in a simplified form are introduced that are further described in the detailed description. This summary of the invention is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

To at least partially solve the above problems, the present invention discloses a marine braking device for braking a shafting of a ship, comprising:

a base;

the braking mechanism comprises a braking disc and a pair of caliper discs, the braking disc is fixed to the shaft system and arranged between the pair of caliper discs, and at least two openings are formed in the braking disc along the circumferential direction;

a barring mechanism provided on the base and including a guide plate having a slide groove formed therein and a coupling member defined in the slide groove and coupled to the caliper disc so that the caliper disc is movable relative to the base so that the caliper disc rotates the brake disc; and

a locking mechanism disposed on the base and including a locking pin for insertion into the opening of the brake disc.

According to the marine braking device, the functions of braking, turning and locking can be realized independently or jointly, the structure is simple, and the production and the installation are easy. The turning mechanism is arranged on the basis of the braking mechanism, so that the space occupied by the whole equipment can be reduced, and the structural complexity is reduced. By arranging the locking mechanism, the shafting of the ship can be kept static to prevent abnormal rotation, and the continuous turning function of any angle can be further realized.

Optionally, the barring mechanism further comprises a drive member having a first end and a second end opposite the first end along its longitudinal axis, the first end being fixed to the base, the second end being coupled to the braking mechanism, and the drive member being retractable along the longitudinal axis.

Optionally, the barring mechanism comprises two sets of said guide plates, two sets of said coupling members and/or two sets of said driving members arranged substantially symmetrically about said brake disc.

Optionally, the locking mechanism further comprises a sensor configured to detect whether the hole is aligned with the locking pin in the axial direction of the shaft system.

Optionally, the locking mechanism further comprises an actuator, wherein the locking pin is disposed in the base, and the actuator is connected to the locking pin to drive the locking pin to be inserted into the opening when the sensor detects that the opening is aligned with the locking pin in the axial direction of the shaft system.

Optionally, at least three equally spaced openings are included.

Optionally, the slide groove is configured as an arc, and the arc is concentric with the brake disc.

Optionally, the sliding groove comprises a tight clearance section and a loose clearance section, and the tight clearance section and the loose clearance section are in smooth transition.

Optionally, the tight clearance sections are located at two ends of the sliding chute, the loose clearance sections are located in the middle of the sliding chute, and a limit switch is arranged between the tight clearance sections and the loose clearance sections for controlling the moving state of the connecting piece.

Optionally, the coupling is configured as a roller bearing.

Drawings

The following drawings of embodiments of the invention are included as part of the present invention for an understanding of the invention. The drawings illustrate embodiments of the invention and, together with the description, serve to explain the principles of the invention.

In the drawings, there is shown in the drawings,

fig. 1 is a schematic structural view of a marine brake device according to an embodiment of the present invention.

Description of reference numerals:

10. marine brake device 11. shafting flange

20. Base 21. groove

30. Brake mechanism 31. brake disc

311. Opening 32. nipper disc

33. Caliper disk mounting seat 40 turning mechanism

41. Guide plate 42, chute

421. Tight gap section 422 loose gap section

423. Limit switch 43, connector

431. Stopper 44 driving member

441. First end 442, second end

50. Locking mechanism 51 locking pin

52. Sensor 53 actuator

Detailed Description

In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present invention. It will be apparent, however, to one skilled in the art, that embodiments of the invention may be practiced without one or more of these specific details. In other instances, well-known features have not been described in detail so as not to obscure the embodiments of the invention.

In the following description, a detailed structure will be presented for a thorough understanding of embodiments of the invention. It is apparent that the implementation of the embodiments of the present invention is not limited to the specific details familiar to those skilled in the art.

The present invention provides a marine brake assembly 10 that is primarily intended for braking marine shafting while also performing other functions as will be described in detail below.

As shown in fig. 1, the marine brake device 10 of the present invention mainly includes a base 20, a brake mechanism 30, a turning mechanism 40, and a lock mechanism 50. The base 20 is fixed to the hull of the vessel to maintain stability when supported. For example, the bottom of the base 20 is provided with through holes through which the base 20 is fixed to the hull using fasteners such as bolts.

The brake mechanism 30 is disposed above the base 20, and includes a brake disc 31 and a pair of caliper discs 32. The brake disc 31 is fixed to the shaft system, and in the illustrated embodiment, the brake disc 31 is fixed to the shaft system flange 11 and is coaxial with the shaft system flange 11. A pair of caliper discs 32 are disposed opposite to each other on both sides of the brake disc 31 in the axial direction of the brake disc 31 such that the brake disc 31 is located between the pair of caliper discs 32. The brake mechanism 30 may further include a caliper disc mount 33, the caliper disc mount 33 being connected to the pair of caliper discs 32 and placed on top of the base 20. In this embodiment, the brake mechanism 30 is a separate member from the base 20. Optionally, a recess 21 is provided on the top of the base 20 for at least partially receiving the detent mechanism 30, which may stabilize the detent mechanism 30. Further, the groove 21 at the top of the base 20 may have a bottom wall and side walls inclined with respect to the bottom wall to provide a guiding function when the braking mechanism 30 enters the groove 21, thereby reducing interference or collision and improving structural stability.

It will be appreciated that the pair of caliper discs 32 further include conventional components such as friction plates, internal cylinders and pistons to effect clamping and releasing of the pair of caliper discs 32, thereby braking the brake disc 31 and the shaft system when clamped. The brake mechanism 30 in this embodiment is configured as a conventional disc brake, however, the configuration of the brake mechanism 30 is not limited to this embodiment.

In particular, the brake disc 31 of the marine brake device 10 according to the present invention further includes at least two openings 311, and the at least two openings 311 are spaced apart in a circumferential direction of the brake disc 31. The at least two openings 311 are configured as bores completely through the axial thickness of the brake disc 31. The at least two openings 311 may be arranged at different positions in the radial direction of the brake disc 31. For example, in the illustrated embodiment, the at least two apertures 311 are disposed on the outer circumference of the brake disc 31 such that the at least two apertures 311 are not completely closed. However, in an embodiment not shown, the at least two openings 311 may also be completely closed.

Similarly to the arrangement of the pair of caliper discs 32 in the brake mechanism 30, the turning mechanism 40 is also arranged on both sides of the brake disc 31 in the axial direction of the brake disc 31. That is, the turning mechanism 40 includes a portion that is substantially symmetrical with respect to the brake disc 31. It will be appreciated that the portions of the turning mechanism 40 that are substantially symmetrical about the brake disc 31 have substantially the same structure. Therefore, for the sake of brevity, the turning gear 40 of the present invention will be described below by taking the side shown in fig. 1 as an example.

The turning mechanism 40 is provided on the base 20, and includes a guide plate 41 and a coupling 43. The guide plate 41 extends upward from the base 20 and has a substantially elongated shape. The guide plate 41 has a slide groove 42 formed therein, and a coupling member 43 is defined in the slide groove 42 and is movable in the slide groove 42. In the illustrated embodiment, the link 42 extends completely through the guide plate 41 in the axial direction of the brake disk 31, i.e. is designed as a through-slot. This can facilitate the arrangement of the coupling member 43. However, in a not shown embodiment, the slide groove 42 may also extend partially through the guide plate 41 in the axial direction of the brake disk 31, i.e. be configured as a non-through groove, as long as the coupling piece 43 can move in a determined path following the shape of the slide groove 42. Further, the coupling 43 is also coupled to the caliper disc 32 of the brake mechanism 30 to move together with the caliper disc 32. In the illustrated embodiment, the coupler 43 is coupled to the caliper disc 32 by being connected to the caliper disc mounting seat 33. In this way, when the coupling member 43 moves in the sliding slot 42 of the guide plate 41, the caliper disc 32 coupled with the coupling member 43 can move relative to the base 20, so that the brake disc 31 (and the fixed shaft system thereof) can be driven to rotate when the brake disc 31 is clamped, so as to realize the turning function of the marine brake device 10. Further, the turning mechanism 40 includes two sets of guide plates and two sets of coupling members that are substantially symmetrical with respect to the brake disc 31. For example, on the other side in the axial direction of the brake disk 31, an opposite-side guide plate (not shown) and an opposite-side coupling member (not shown) may be provided, which are opposite to the guide plate 41 and the coupling member 43 in the drawing.

In the illustrated embodiment, the link 42 of the guide plate 41 is substantially configured as an arc, which is preferably concentric with the brake disk 31. That is, when moving in the slide groove 42, the relative distance between the coupling member 43 and the brake disc 31 may be kept constant, thereby facilitating the caliper disc 32 to move relative to the base 20 while firmly clamping the brake disc 31.

The barring is actually an operation of driving the shafting to rotate by a certain angle before starting or after stopping the marine unit so as to achieve the purposes of avoiding the bending deformation of the shafting, realizing the natural transition between a hot state and a cold state and facilitating the maintenance of the rotating shafting. Thus, the barring function is a more common functional requirement for marine craft units. Compared with the conventional barring gear which needs gear engagement, the barring mechanism 40 of the invention is based on the brake mechanism 30, thus no extra space is needed, and the structure is simple, and the production and the installation are convenient.

Optionally, turning mechanism 40 further includes a drive member 44, drive member 44 having a first end 441 and a second end 442 opposite first end 441 along a longitudinal axis thereof. The first end 441 is secured to the base 20, such as by a hinge. The second end 442 is coupled to the brake mechanism 30, for example, in the illustrated embodiment, the second end 442 is coupled to the caliper disc to drive movement of the caliper disc 32. The drive member 44 is telescopic along its longitudinal axis, for example the drive member 44 may be configured as a power cylinder and piston, or as a telescopic rod, and the drive member 44 may be driven by mechanical, electrical, hydraulic, etc. By providing the driving member 44 in the barring mechanism 40, the manual labor in the barring process can be reduced, thereby reducing the labor intensity. Further, the turning mechanism 40 may include two driving elements that are substantially symmetrical with respect to the brake disc 31. For example, on the other side in the axial direction of the brake disk 31, a counter drive (not shown) may be provided opposite the drive 44 in the figure, which may improve the stability of the movement and support. However, the turning mechanism 40 may also include a driving member, for example, the driving member 44 may be disposed to be axially farther from the brake disc 31 than the caliper disc 32, or between two sets of guide plates 41, so as to avoid interference in movement.

The locking mechanism 50 is provided on the base 20, and includes a locking pin 51. The locking pin 51 is adapted to be inserted into the opening 311 of the brake disc 31 as previously described. In the illustrated embodiment, the locking pin 51 is disposed in the base 20. Preferably, the locking pin 51 has a longitudinal length greater than the axial thickness of the brake disc 31. However, the position and size of the lock pin 51 are not limited to this embodiment. It will be appreciated that when the locking pin 51 is inserted into the opening 311 of the brake disc 31, the rotation of the brake disc 31 is restricted and accordingly the rotation of the shaft system is also restricted. That is, the locking mechanism 50 can keep the shafting stationary, thereby realizing the locking function of the marine brake apparatus 10.

By using the locking mechanism 50 according to the present invention, on one hand, the shafting of the ship can be ensured to be still, so as to prevent the propeller connected with the shafting from driving the shafting to rotate due to the application of external force such as water flow scouring, and the like, and avoid the damage of the shafting and related components caused by abnormal rotation in such a situation. On the other hand, in cooperation with the braking mechanism 30 and the turning mechanism 40 of the marine brake apparatus 10 according to the present invention, it is also possible to achieve continuous turning at any desired angle, which will be described in detail below.

Optionally, the locking mechanism 50 further includes a sensor 52, and the sensor 52 is configured to detect whether the aforementioned opening 311 and the locking pin 51 are aligned in the axial direction of the shaft system. This allows the locking pin 51 to be accurately inserted into the opening 311 of the brake disk 31, while avoiding interference or even collision damage between the locking pin 51 and other members. It is understood that the marine brake device 10 according to the present invention further includes a control part (not shown) that receives a signal transmitted from an element such as the sensor 52, and controls the operation of components such as the caliper 32, the driver 44, etc. according to the received signal. This can improve the degree of automation of the marine brake apparatus 10, and facilitate the control operation.

Further, the locking mechanism 50 may further include an actuator 53, and the actuator 53 is connected to the aforementioned locking pin 51 provided in the base 20, for example, to drive the locking pin 51 to be inserted into the opening 311 when the sensor 52 detects that the opening 311 is aligned with the locking pin 51 in the axial direction of the shaft system. In the illustrated embodiment, the actuating member 53 is disposed between portions of the turning mechanism 40 that are symmetrical with respect to the brake disc 31, so that the actuating member 53 itself is easily moved. In an embodiment not shown, the actuator 53 may also be provided in the base 20 to make the structure compact. As shown, since the opening 311 of the brake disc 31 is not completely closed, the actuating member 53 can drive the locking pin 51 into the opening 311 in the radial direction of the brake disc 31. However, for the purpose of simple structure, the actuating member 53 can drive the locking pin 51 into the opening 311 in the axial direction of the brake disk 31, and such an entering manner is not limited by the position where the opening 311 is provided. The invention is not limited to the manner in which the locking pin 51 enters the opening 311. Thereby, the lock mechanism 50 can easily insert the lock pin 51 into the opening 311.

In order to better fit the locking pin 51 with the opening 311, at least three openings 311 may be included, and the openings 311 may be equally spaced along part or all of the outer circumference of the brake disc 31. Preferably, the plurality of openings 311 are evenly distributed along the circumferential direction of the brake disc 31, i.e., are equally spaced along the entire outer circumference of the brake disc 31. More preferably, the central angle between adjacent two of the plurality of holes 311 is equal to the central angle corresponding to the moving path length of the link 43 in the slide groove 42.

Optionally, the locking mechanism 50 further comprises an elastic member (not shown) disposed on the locking pin 51, for example, between the locking pin 51 and the actuator 53, for providing shock absorption to prevent a large impact when the shafting is locked. The locking mechanism 50 may further include a retainer (not shown), such as a hydraulic lock provided in a hydraulic oil path, and/or employ mechanical positioning, such as a set screw, to limit rotation of the locking pin 51 during insertion or withdrawal into or out of the opening 311 of the brake disc 31, so that the locking mechanism 50 may hold the shaft system in a locked state for a long time without minute movement.

The slide groove 42 in the guide plate 41 of the turning mechanism 40 will be described in detail below. The curved chute 42 may also include a tight clearance section 421 and a loose clearance section 422. For example, the coupling member 43 is tightly fitted to the sliding groove 42 when it is located at the tight gap section 421 of the sliding groove 42, and the coupling member 43 is loosely fitted to the sliding groove 42 when it is located at the loose gap section 422 of the sliding groove 42. It will be readily appreciated that the coupling 43 can move easily in the loose gap section 422, but not in the tight gap section 421. The tight clearance section 421 and the loose clearance section 422 are smoothly transitioned, for example, in a diagonal line or an arc line, so that the coupling member 43 tends to move toward the loose clearance section 422 at the junction of the tight clearance section 421 and the loose clearance section 422, thereby reducing the contact load between the coupling member 43 and the slide groove 42 and avoiding the generation of interference stress.

In the illustrated embodiment, the tight clearance segments 421 are located at both ends of the chute 42 and the loose clearance segments 422 are located in the middle of the chute 42. That is, the chute 42 has one loose gap section 422 and two tight gap sections 421, and the length of the loose gap section 422 is much greater than the length of the tight gap sections 421. Further, a limit switch 423 is arranged between the tight gap section 421 and the loose gap section 422. The limit switch 423 may include a contact type or non-contact type switch such as a micro switch, a reed switch, etc., and may be electrically connected with the aforementioned control part. In the illustrated embodiment, a limit switch 423 is provided at a connection of the tight clearance section 421 and the loose clearance section 422, that is, at least two limit switches 423 are provided in the slide groove 42. For example, the slide groove 42 in the figure is provided with two limit switches 423. In particular, limit switches 423 located at different ends of the slide groove 42 have different distances from the respective ends of the slide groove 42, so as to better control the movement state of the coupling 43.

When the coupling 43 moves to the limit switch 423 in the slide groove 42, the limit switch 423 is triggered, the limit switch 423 sends a signal to the control part of the marine brake device 10 due to the switching of the circuit state, and the control part controls the driving part 44 of the turning mechanism 40 according to the received signal to change the expansion and contraction direction of the driving part 44, so that the movement of the caliper disc 32 is stopped and/or the moving direction is changed. Thus, limit switch 423 may be used to control the state of movement of linkage 43. Further, the turning mechanism 40 includes two sets of limit switches that are substantially symmetrical with respect to the brake disc 31. For example, on the other side in the axial direction of the brake disc 31, an opposite-side slide groove (not shown) and an opposite-side limit switch (not shown) may be provided opposite to the slide groove 42 and the limit switch 423 in the drawing. However, the configuration of the reverse slide slot and the position of the reverse limit switch may be reversed relative to the slide slot 42 and limit switch 423 in the figures.

Alternatively, in the illustrated embodiment, the coupling 43 may be configured as a roller bearing to achieve both coupling and movement. At this time, the coupling 43 can slide in the slide groove 42, thereby reducing frictional resistance during the movement. Optionally, in order to cooperate with the limit switch 423 described above, a limit block 431 may be provided on the roller bearing for triggering the limit switch 423 by contact or the like when moved to an appropriate position. In addition, the roller bearing has high load bearing capacity, and the use of standard parts facilitates easy installation of the marine brake device 10. Alternatively, the coupling 43 may be provided in one or more. For example, two coupling members 43 are provided in the illustrated embodiment to enhance the degree of stability, and are securely coupled to the caliper disc 32 by the caliper disc mounting seat 33. However, the configuration form of the coupling 43 is not limited to this embodiment.

The turning process of the marine brake apparatus 10 according to the present invention will be described below.

When there is a turning demand, the control portion sends a signal that first the pair of caliper discs 32 of the brake mechanism 30 grips the brake disc 31, and at this time the driving member 44 of the turning mechanism 40 extends and contracts along its longitudinal axis, bringing the caliper discs 32 of the second end 442 to move relative to the base 20, so that the coupling member 43 coupled to the caliper discs 32 moves in the slide groove 42, and the brake disc 31 gripped by the caliper discs 32 rotates relative to its central axis. Referring to fig. 1, when the second end 442 of the driving member 44 extends outwardly, the brake disc 31 rotates counterclockwise.

Generally, during one turning, the coupling 43 is always moved from the tight clearance section 421 of the chute 42 having a smaller length to the loose clearance section 422. As shown in the drawing, in the case where the length of the tight clearance section at the lower portion in the drawing is smaller than the length of the tight clearance section 421 at the upper portion in the drawing, the coupling 43 is configured to move counterclockwise in the slide groove 42, so that the brake disc 31 in the drawing rotates counterclockwise. In particular, the coupling 43 in the figure is configured to initially activate the lower limit switch when in this position, so that the limit switch is configured to send a signal to the control only when activated from above. In contrast, the limit switch 423 on the upper side in the figure is configured to send a signal to the control unit only when triggered from below. The control portion stops the movement and/or changes the moving direction of the coupling 43 upon receiving the signal (by controlling the driving member 44). Here, "up" and "down" merely refer to relative directions in the drawings.

At this time, the coupling 43 is initially located in the tight clearance section (i.e., the illustrated position) of the lower portion of the chute 42 in the figure. When the control portion sends a turning signal, the coupling member 43 moves upward, first passes through the limit switch at the lower portion of the figure without sending a signal to the control portion, and then moves along the gap releasing section 422 until reaching the limit switch 423 at the upper portion of the figure to send a signal to the control portion. Then, the control portion stops the movement and/or changes the movement direction of the coupling 43 (by controlling the driving member 44). Finally, the coupling 43 returns to its original position again. The maximum angle that the link 43 can travel is thus the central angle corresponding to the arc length of the slack section 422. In this way, the marine brake apparatus 10 can rotate the shafting through the maximum angle of the primary barring.

The movement of the counter side coupling member in the counter slide groove has the same procedure as the movement of the coupling member 43 in the slide groove 42, except that the counter side coupling member is initially located in the tight clearance section in the upper portion of the counter slide groove, causing the brake disc 31 to rotate clockwise in the figure, and will not be described again here. Conversely, when the second end of the counter drive element is retracted inwardly, the brake disc 31 rotates clockwise. Therefore, the barring mechanism 40 can achieve forward and reverse barring.

It will be appreciated that in the above process, the signal sent by the limit switch 423 is also used to control the pair of caliper discs 32 of the brake mechanism 30. For example, the control portion is configured to control the pair of caliper discs 32 to release the brake disc 31 when receiving the signal.

On this basis, the control portion also controls the operation of the actuator 53 of the lock mechanism 50 when there is a continuous barring demand. For example, the control portion is configured to control the actuating member 53 to drive the locking pin 51 to be inserted into the opening 311 of the brake disc 31 upon receiving a signal that the sensor detects the alignment. Preferably, the openings 311 of the brake disc 31 may be set such that the central angle between two adjacent openings 311 is equal to the maximum angle of the primary turning so as to be engaged with the locking mechanism 50.

Specifically, the control portion controls the actuating member 53 to drive the locking pin 51 to be inserted into the opening 311 of the brake disc 31 to lock the brake disc 31 before controlling the pair of caliper discs 32 to release the brake disc 31 as described above, preventing the brake disc 31 from being unintentionally rotated. At this time, even if the pair of caliper discs 32 releases the brake disc 31, the shafting can maintain the maximum angle rotated by one-time jigger. Further, when the coupling member 43 is moved to the tight clearance section at the lower portion of the figure again after being reset, that is, after changing the moving direction, the control portion controls the pair of caliper discs 32 to clamp the brake disc 31, and controls the actuating member 53 to drive the locking pin 51 to retreat from the opening 311 of the brake disc 31 so that the brake disc 31 can rotate relative to the center axis thereof. Next, the marine brake device 10 may repeat the above-described one-time barring operation, so that the shafting rotates through the maximum angle of one-time barring for many times, and thus, a continuous barring with a large angle may be achieved.

Further, it is understood that since the parking angle at the time of shafting braking is arbitrary, the coupling 43 can stop moving at any position before reaching the limit switch 423 in response to the signal of the sensor 52, and the marine brake apparatus 10 can further realize continuous barring at any angle. In this way, the possibility of the link 43 moving to the limit switch 423 concurrently with the sensor 52 detecting a misalignment is avoided, preventing interference or damage between the components of the turning gear 40.

According to the marine brake device 10 of the present invention, the braking, turning and locking functions can be independently or commonly realized, and the marine brake device has a simple structure and is easy to produce and install. By providing the turning mechanism 40 on the basis of the braking mechanism 30, the space occupied by the whole apparatus can be reduced, and the structural complexity can be reduced. By arranging the locking mechanism 50, the shafting of the ship can be kept static to prevent abnormal rotation, and the continuous turning function of any angle can be further realized.

Unless defined otherwise, technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. Terms such as "disposed" and the like, as used herein, may refer to one element being directly attached to another element or one element being attached to another element through intervening elements. Features described herein in one embodiment may be applied to another embodiment, either alone or in combination with other features, unless the feature is otherwise inapplicable or otherwise stated in the other embodiment.

The present invention has been described in terms of the above embodiments, but it should be understood that the above embodiments are for purposes of illustration and description only and are not intended to limit the invention to the scope of the described embodiments. It will be appreciated by those skilled in the art that many variations and modifications may be made to the teachings of the invention, which fall within the scope of the invention as claimed.

Claims

1. A marine braking device for braking a shafting of a marine vessel, comprising:

a base;

2. The marine brake device of claim 1, wherein said barring mechanism further comprises a drive member having a first end and a second end opposite said first end along a longitudinal axis thereof, said first end being fixed to said base, said second end being coupled to said brake mechanism, and said drive member being retractable along said longitudinal axis.

3. The marine brake of claim 2 wherein said barring mechanism comprises two sets of said guide plates and two sets of said coupling members arranged substantially symmetrically about said brake disc.

4. The marine braking device of claim 1, wherein the locking mechanism further comprises a sensor configured to detect whether the aperture and the locking pin are aligned in an axial direction of the shafting.

5. The marine brake of claim 4, wherein said locking mechanism further comprises an actuator member, wherein said locking pin is disposed in said base, said actuator member being coupled to said locking pin to drive said locking pin into said opening when said sensor detects that said opening is axially aligned with said locking pin in said shafting.

6. A marine brake arrangement according to claim 1, including at least three said apertures arranged at equal intervals.

7. The marine brake of claim 1, wherein said slide slot is configured in an arc and said arc is concentric with said brake disc.

8. The marine brake of claim 7, wherein the runner includes a tight clearance section and a loose clearance section, the tight clearance section and the loose clearance section having a smooth transition therebetween.

9. The marine brake apparatus according to claim 8, wherein the tight clearance sections are located at both ends of the slide groove, the loose clearance section is located at a middle portion of the slide groove, and a limit switch is provided between the tight clearance sections and the loose clearance sections for controlling a moving state of the coupling member.

10. Marine braking apparatus according to claim 1, characterised in that the coupling is configured as a roller bearing.