CN220813766U - Ship group passing brake formation connecting device - Google Patents

Abstract

The ship group passing formation connecting device mainly comprises an electric working ship, wherein pushing mechanical arms are arranged at the bow of the electric working ship, the pushing mechanical arms are distributed left and right and are in a group, and the pushing mechanical arms push the stern of a front-row ship; the stern of the electric working ship is provided with anti-collision buffer devices which are distributed left and right and buffer the bow of the rear-row ship; the bow and the stern of the electric working ship are additionally provided with a plurality of groups of electric cable tightening winches, and the electric cable tightening winches are connected with the front-back rows of ships in a binding mode. The ship group lock formation connecting device provided by the utility model can save the operation cost of a ship side and improve the passing capacity of the ship lock.

Description

Ship group passing brake formation connecting device

Technical Field

The utility model relates to the field of ship formation and grouped passing through hub navigation buildings, in particular to a ship formation and grouped passing connection device.

Background

The three gorges-Ge Zhouba hub pass gate demands have grown year by year, and throughput has been over-designed. The method can fundamentally solve the problem of the congestion of the three gorges-Ge Zhouba junction passing ship, fully exert the shipping benefit, and has important significance for ensuring the stable development of the Yangtze river economic zone. However, the factors currently affecting the safety and efficiency of the operation of the three gorges, ge Zhou dam locks are as follows: 1) When the ship enters and exits the ship lock, the ship is berthed by a single ship, and the time consumed by the ship entering and exits the ship lock becomes an important factor affecting the operation efficiency of the ship lock; 2) The lock chamber section is a high-rise and long-narrow airtight space, when a ship passes through the lock, the ship enters and exits the lock chamber in a self-sailing mode, and according to the operation management rule of the lock, the ship passing through the lock cannot stop in the lock chamber, and tail gas and noise of the ship passing through the lock are seriously polluted; 3) At present, navigation guarantee measures for a dam-passing ship are mainly based on single-ship in-out brake, and higher requirements are put forward on site safety guarantee and emergency rescue level in a ship group brake passing mode.

Disclosure of utility model

The technical problem to be solved by the utility model is to provide a ship group passing formation connecting device, which further improves the safety and efficiency of passing ships

In order to solve the technical problems, the utility model adopts the following technical scheme:

The ship group passing formation connecting device comprises an electric working ship, wherein pushing mechanical arms are arranged at the bow of the electric working ship, the pushing mechanical arms are distributed left and right and are in a group, and the pushing mechanical arms push the stern of a front-row ship; the stern of the electric working ship is provided with anti-collision buffer devices which are distributed left and right and buffer the bow of the rear-row ship; the bow and the stern of the electric working ship are additionally provided with a plurality of groups of electric cable tightening winches, and the electric cable tightening winches are connected with the front-back rows of ships in a binding mode.

The pushing mechanical arm comprises a base, a first large arm is hinged to the base, the first large arm is driven to swing up and down through a first large arm oil cylinder, a first small arm is hinged to the other end of the first large arm, and the first small arm is driven to swing up and down through a first small arm oil cylinder; and the first small arm end is provided with a locating plate oil cylinder, and the locating plate oil cylinder drives the locating plate to move back and forth.

The anti-collision buffer device comprises telescopic arm oil cylinders which are arranged in pairs at intervals, and one ends of the two groups of telescopic arm oil cylinders are hinged with the electric working ship and drive the electric working ship to swing up and down through amplitude-variable oil cylinders; the other ends of the two groups of telescopic arm oil cylinders are rotatably connected with the buffering anti-collision plate.

The electric cable tightening winch comprises a frame, a steel wire rope winding drum is arranged on the frame, a steel wire rope is wound on the steel wire rope winding drum, the steel wire rope winding drum is driven by a speed reducer and a variable frequency motor, and a travel encoder is arranged on the speed reducer.

The utility model relates to a ship group passing formation connecting device, which has the following technical effects:

1) The ship lock chamber section is usually a high-rise and long-narrow closed space, and when the ship passes through the ship lock, the ship tail gas and noise pollution are serious when the ship passes through the ship lock in a self-sailing mode.

2) When the ship passing through the lock advances out of the lock chamber from navigation, the traffic management department limits the ship to adopt a single-ship berthing mode.

3) According to different stress working conditions of front and rear ships during group passing, the utility model discloses a pushing mechanical arm type, and a combined type of an anti-collision buffer device and an electric tight cable winch, and the utility model can adapt to the connection and traction problems of different ship widths, different dry heights and uneven berthing of ships in the same row by adjusting a large arm oil cylinder, a small arm oil cylinder, a locating plate oil cylinder and a luffing oil cylinder.

The electromagnetic chuck type is fast to connect, but the original structures at the parts such as the bow and the stern of the ship passing through the lock cannot bear larger pushing and dragging forces, so that the structure is reinforced, and the popularization and implementation difficulty is larger. This patent connected mode, simple structure can directly carry out the mooring rope through the ship bollard of crossing gate, does not need to carry out the structure to the ship of crossing gate still earlier, and the popularization implementation degree of difficulty is little, and adaptability is strong.

4) Compared with the traditional traction trolley method, the traction system has the advantages that the arrangement scheme has small influence on the structures such as the lock chambers and the lock heads, the feasibility is strong, the traction process is convenient and reliable, the full-flow traction of the ship entering and exiting the lock chambers can be smoothly completed, and the intelligent control of the ship is realized.

Drawings

The utility model is further illustrated by the following examples in conjunction with the accompanying drawings:

Fig. 1 is a top view of the present utility model.

Fig. 2 is a front view of the work of the present utility model (a shows the pushed bow).

Fig. 3 is a left side view of the present utility model.

Fig. 4 is a top view of the pushing robot of the present utility model.

Fig. 5 is a front view of the pushing robot of the present utility model.

Fig. 6 is a front view (90 ° fully retracted state) of the crash cushion of the present utility model.

Fig. 7 is a top view of the crash cushion of the present utility model.

Fig. 8 is a schematic view of a first state (0 ° fully extended state) of the crash cushion according to the present utility model.

Fig. 9 is a schematic view of a second state (0 ° fully retracted state) of the crash cushion according to the present utility model.

Fig. 10 is a schematic view of a third state (-10 ° fully extended state) of the crash cushion of the present utility model.

FIG. 11 is a schematic view of a fourth state (-10 fully retracted state) of the crash cushion of the present utility model.

Fig. 12 is a front view of a hydraulic system according to the present utility model.

Fig. 13 is a left side view of the hydraulic system of the present utility model.

Fig. 14 is a top view of a hydraulic system according to the present utility model.

Fig. 15 is a top view of the electric tight-cable winch of the present utility model.

Fig. 16 is a front view of the arrangement of the electric tight winch according to the present utility model.

Fig. 17 is a left side view of the arrangement of the electric tight winch of the present utility model.

Fig. 18 is a schematic view of the operation of the present utility model (up through the 1# lock and down through the 2# lock).

Fig. 19 is a schematic view of the operation of the present utility model (up through the # 2 lock and down through the # 1 lock).

Fig. 20 is a schematic diagram of a hydraulic system in accordance with the present utility model.

In the figure: the device comprises an electric working ship 1, four pushing mechanical arms 2, three anti-collision buffer devices 3, a hydraulic system 4, an electric cable tightening winch 5, a No. 1 ship lock 6 and a No. 2 ship lock 7.

Detailed Description

The application is applied to Ge Zhou dam 1#, no. 2 ship locks, the effective size of the plane of the first and second ship locks of Ge Zhou dam is 280m multiplied by 34m multiplied by 5m (length multiplied by width multiplied by the minimum threshold water depth), the navigation clear height is 18m, and the navigation clear height is 18m. The maximum water head is 27 m, the maximum navigation flow of the first ship lock is 35000 cubic meters per second, and the maximum navigation flow of the second ship lock is 60000 cubic meters per second.

As shown in fig. 1-3, a ship ganged-passing formation connection apparatus includes: the device comprises an electric working ship 1, four pushing mechanical arms 2, three anti-collision buffer devices 3, a hydraulic system 4 and an electric cable tightening winch 5. All electric equipment of the electric work ship 1 is powered by batteries, two battery cabins are arranged in the bottom cabin, and a lithium iron phosphate battery pack is selected; the four pushing mechanical arms 2 are arranged on the bow main deck track of the electric working ship 1, and are grouped into a group; the anti-collision buffer device 3 is respectively arranged at the port side and the starboard side of the stern so as to prevent the rear-row ships from striking the electric working ship 1 in the processes of ship grouping, entering and exiting the lock; the hydraulic system 4 is arranged in the bottom cabin of the electric working ship 1 and provides hydraulic power for the two anti-collision buffer devices 3; the electric cable winch 5 is respectively arranged on a main deck at the bow and the stern of the electric working ship 1 and a port board and a starboard of a double deck board in order to adapt to different freeboard heights of the lock ship.

According to the performance requirements of the electric intelligent working ship, and by combining the size limitation of Ge Zhou dam 1# and 2# ship locks, the plane size of a main deck of the electric working ship 1 is 32m multiplied by 18m (length multiplied by width), the electric working ship 1 adopts a full-welded steel structure, a single bottom and a single deck are provided with double boards, two layers of deck rooms are arranged in the middle, and a 220KW full-rotation rudder propeller is respectively arranged at each angle 4; the electric working ship 1 can sail along the ship length direction (longitudinal direction) and sails along the ship width direction (transverse direction), when the electric working ship independently sails, the longitudinal sailing behavior is main, the electric working ship is connected and positioned in groups for short time to transversely move, and when the traction ship sails in groups, the tugboat transversely sails and drags the fleet.

As shown in fig. 4-5, the four pushing mechanical arms 2 are distributed in a group from two to two and left to right.

Each pushing mechanical arm 2 comprises a base 205, a first large arm 206 is hinged on the base 205, the first large arm 206 is driven to swing up and down through a first large arm oil cylinder 201, a first small arm 207 is hinged at the other end of the first large arm 206, and the first small arm 207 is driven to swing up and down through a first small arm oil cylinder 202; the end of the first small arm 207 is provided with a locating plate oil cylinder 203, and the locating plate oil cylinder 203 drives the locating plate 204 to move back and forth. The first large arm oil cylinder 201 and the first small arm oil cylinder 202 are adjusted to adapt to different starboard heights of front ships of the passing lock fleet, and the locating plate oil cylinder 203 is adjusted to adapt to the displacement difference of the front ships.

The four pushing mechanical arms 2 are transversely adjusted along the electric working ship 1 on the guide track to adapt to different widths of the front-row ship, and the front-row ship traction is realized by pushing the front-row ship stern through the positioning plate 204.

As shown in fig. 4, preferably, the angle between the two pushing mechanical arms 2 of the same group is adjustable, and the included angle between the two pushing mechanical arms 2 of the same group is adjusted according to the passing ships with different widths, so that the stress of the pushing mechanical arms 2 is always in the optimal working condition. The bases 205 of the two pushing mechanical arms 2 in the same group are meshed and connected through two slip ring bearings with external gear rings, the inner rings of the slip ring bearings with external gear rings are fixedly connected with the tops of sliding grooves at the lower ends through pin shafts, and the sliding grooves are slidably connected with the main deck rails and locked through corresponding bolts. When two groups of pushing mechanical arms 2 need to be adjusted, bolts can be loosened to slide along the main deck track, and then the relative distance between the two groups of pushing mechanical arms 2 is adjusted.

As shown in fig. 6-7, the anti-collision buffer device 3 comprises two telescopic arm cylinders 301, an amplitude variable cylinder 302, a buffer anti-collision plate 303 and lateral supports 304, wherein the telescopic arm cylinders 301 are arranged in two groups at intervals. One end of each telescopic arm cylinder 301 is hinged with the electric work ship 1, and the other end is hinged with the buffer anti-collision plate 303. A luffing cylinder 302 is hinged to the lower end of each telescopic arm cylinder 301, and the other end of the luffing cylinder 302 is hinged to the base of the electric working ship 1. The lateral supports 304 are correspondingly distributed outside the telescopic arm oil cylinders 301 in two groups, one end of each lateral support 304 is hinged with each telescopic arm oil cylinder 301, and the other end of each lateral support 304 is hinged on the base of the electric working ship 1.

The height and the direction of the buffer anti-collision plate 303 are adjusted through the extension of the extension arm oil cylinder 301 and the amplitude variation oil cylinder 302, so that the buffer anti-collision plate 303 is suitable for the purpose of anti-collision and buffering of ships with different drafts, the electric working ship 1 keeps a certain safety distance from a ship team rear-row passing ship, the rear-row passing ship is prevented from striking the outer plate of the tail of the electric working ship 1, and three pairs of anti-collision buffer devices are arranged at the tail of the electric working ship 1 so as to meet the anti-collision and buffering requirements of ships with different widths in the same row.

The buffer collision-preventing plate 303 is composed of a steel structure base and a buffer rubber rod, and the buffer rubber rod is fixed on the steel structure base through a stainless steel hoop. The main material is rubber.

As shown in fig. 12 to 15 and fig. 20, r represents cooling water. Preferably, the hydraulic system 4 comprises a variable frequency motor 401, an axial plunger pump 402, an accumulator 403, an oil tank 404 and a hydraulic valve 405. The hydraulic system 4 is provided with two sets of main pump sets which are separated by a stop valve and are mutually standby, the hydraulic system 4 provides hydraulic power for the anti-collision buffer device 3, and the energy accumulator 403 can be used for buffering when the telescopic arm 301 of the anti-collision buffer device 3 is stressed.

Preferably, the electric cable winch 5 comprises a frame 501, a variable frequency motor 502, a speed reducer 503, a steel wire rope 504 with a lantern ring at the end, a steel wire rope drum 505, a travel encoder 506 and a control system 507.

The frame 501 is provided with a steel wire rope reel 505, and the steel wire rope reel 505 is driven to rotate by a speed reducer 503 and a variable frequency motor 502. A wire rope 504 having a loop at an end is wound around the wire rope drum 505. The corresponding speed reducer 503 is provided with a travel encoder 506, which can collect the length data of the steel wire rope released and wound by the electric cable tightening winch 5 in real time, two electric cable tightening winches 5 are respectively arranged at different heights on the left side and the right side of the main deck of the electric working ship 1, one electric cable tightening winch 5 is also arranged on the left side and the right side of the two-layer overtime, and ten electric cable tightening winches 5 are arranged in total so as to adapt to the grouping and binding requirements of different topside and draft passing-gate ships.

Example 2:

As shown in fig. 19, a method for an electric working ship 1 to pull a ship group to ascend through Ge Zhou dam 2# ship lock 7 and to pull the ship group to descend through Ge Zhou dam 1# ship lock 6 to form a group to enter and exit a lock chamber comprises the following steps:

Step 1): according to a ship passing through lock scheduling plan, the ascending ship to be passed through lock is navigated from the anchor ground to be locked to the guiding channel berth at the downstream of the No. 2 ship lock 7 according to a scheduling instruction to be locked;

Step 2): after the ship passing through the lock is stopped at the downstream navigation channel berth of the No. 2 ship lock, namely, four ships passing through the lock at the same time stop after the downstream berth is stopped, after the ship passing through the No. 2 ship lock is stopped, the ship passing through the downstream navigation wall of the No. 2 ship lock is disconnected at the front outer gear ship, and after the front outer gear ship sails at a safe distance of 45m from the front inner gear ship, the front inner gear ship starts sailing towards the downstream navigation wall at a speed of 1.6 m/s;

Step 3): the ship at the outer gear of the front gear of the ship pier is guided by the downstream guiding channel of the No. 2 ship lock to the inner gear of the front gear of the downstream guiding wall, and a cable is tied at the guiding wall; when the downstream guide channel approaches the pier front-row inner-gear ship to the downstream guide wall to be moored at the front-row outer gear, the ship tails of the front-row inner-outer-gear ship of the downstream guide wall are flush, and the bow part, the middle section and the stern part of the front-row inner-outer-gear ship are tied with the main deck shipside with the bollard by adopting a cable, so that the two front-row ships are bundled into a group;

After the step 4) that two vessels at the front row of the 2# downstream navigation wall are bound into groups is completed, the electric working vessel 1 is sailed to the stern of the two vessels at the front row, the electric working vessel 1 adjusts the distance, the angle and the height of the bow pushing mechanical arms 2, the stern of each vessel at the front row is positioned through the positioning plates 204 at the ends of the two bow pushing mechanical arms 2 of the electric working vessel 1, after the positioning is completed, the collars of the steel wire ropes 504 of the bow electric tight rope winch 5 of the electric working vessel 1 are tied on the ship bolsters at the front row, the control system 507 starts the electric tight rope winch 5 to tighten the steel wire ropes 504, and the two vessels at the front row are bound with the electric working vessel 1;

Step 5): after two ships at the front row of the No. 2 ship lock are bound with the electric working ship 1 to form a group, the downstream ship is self-propelled at the speed of 1.6m/s to the downstream navigation wall by the rear-row outer gear ship, and after the rear-row outer gear ship and the rear-row inner gear ship are pulled apart by a safe distance, the rear-row inner gear ship is self-propelled at the speed of 1.6m/s to the downstream navigation wall;

Step 6): the electric working ship 1 is tethered by adjusting the extension arm oil cylinder 301 of the stern anti-collision buffer device 3 and the extension of the amplitude variable oil cylinder 302, the height and the direction of the buffering anti-collision plate 303 are adjusted, the buffering anti-collision plate 303 is contacted with the bow of the rear-row inner-gear ship at the downstream navigation wall, then the steel wire rope 504 lantern ring of the electric tight cable winch 5 at the stern of the electric working ship 1 is tethered to the ship mooring post of the rear-row inner-gear ship, the electric tight cable winch 5 is started to tighten the steel wire rope 504 through the control system 507, and the rear-row inner-gear ship and the electric working ship 1 are bundled;

Step 7): when the downstream of the No. 2 ship lock sails to the rear-row inner-gear ship at a distance of 1.0m from the stern of the electric working ship 1, the electric working ship 1 is stopped in a decelerating way, and is tied with the bow, the middle section and the stern of the rear-row inner-gear ship at the navigation wall by adopting cables to tie the main deck shipside with the cable piles, so that the two ships at the rear row are tied into groups, the electric working ship 1 adjusts the height and the direction of the buffer plate 303 through adjusting the expansion arm 301 oil cylinder and the amplitude-variable oil cylinder 302 of the stern buffer device 3, so that the buffer plate 303 is contacted with the bow of the rear-row outer-gear ship at the navigation wall, then the steel wire rope 504 lantern ring of the electric cable winch 5 is tied on the rear-row outer-gear ship mooring column, and the electric cable winch 5 is started through the control system 507 to tighten the steel wire rope 504, so that the four ships at the downstream navigation wall with the electric working ship 1 are formed into groups;

step 8): according to the running flow of the ship lock, after the lower lock head lambdoidal door of the No. 2 ship lock is opened in place to allow the lock to enter, the electric working ship 1 starts to drag the ship which is formed into a group, and enters the lock chamber at the speed of 0.4 m/s;

Step 9): after the electric working ship 1 pulls the group lock passing ship to stop in the lock chamber of the No. 2 ship lock, the lock chamber is filled with water and the lock head lambdoidal door is opened according to the operation flow of the ship lock;

Step 10): after the passing ship is provided with a condition of running out of a 2# ship lock chamber, the electric working ship 1 pulls the passing ship to run out of the 2# ship lock chamber at a speed of 0.6m/s, after the upstream and downstream waterways are stopped in the open water, the electric cable winch 5 at the bow of the electric working ship 1 releases the steel cable 504 to prevent the steel cable from being pulled, the steel cable 504 lantern ring is taken off from the front row ship bollard, the electric cable winch 5 withdraws and winds the steel cable 504 onto the steel cable winding drum 505, the electric working ship 1 adjusts the bow pushing mechanical arm 2 to withdraw, the front row two ships and the electric working ship 1 are disassembled, and the front row ship sequentially runs upstream;

Step 11): similarly, the electric cable winch 5 at the stern of the electric working ship 1 releases the steel wire rope 504 to prevent the steel wire rope 504 from being pulled, the steel wire rope 504 lantern ring is taken off from the ship bollard of the rear ship, the electric cable winch 5 withdraws and winds the steel wire rope 504 onto the steel wire rope drum 505, the electric working ship 1 adjusts the anti-collision buffer device 3 to withdraw, the rear ship and the electric working ship 1 are separated, the electric working ship 1 drives to the navigation wall of the navigation channel at the upstream of the ship lock 1, and the rear ship drives to the upstream in sequence;

Step 12): the electric working ship 1 is driven to abut against the upstream navigation wall of the No. 1 ship lock, and is bundled with the ship of the front row which is descending to pass the lock to form groups, and the ship of the No. 1 ship lock which is descending to pass the lock is formed into groups on the upstream navigation wall according to the steps 2) to 7);

step 13): according to the running flow of the ship lock, after the head-of-lock lambdoidal door of the No. 1 ship lock is opened in place to allow the lock to enter, the electric working ship 1 starts to drag the ship which is formed into a group and enters the No. 1 ship lock chamber at the speed of 0.4 m/s;

Step 14): after the electric working ship 1 pulls the group lock passing ship to stop in the lock chamber of the No. 2 ship lock, the lock chamber is drained and the lock head lambdoidal door is opened according to the operation flow of the ship lock;

Step 15): after the passing ship has the condition of exiting the 1# ship lock chamber, the electric working ship 1 pulls the passing ship to exit the 2# ship lock chamber at the speed of 0.6m/s, the unlocking is completed in the downstream open water area according to the steps 10) to 11), and the downlink flow of the group passing ship pulled by the electric working ship 1 is finished;

Step 16): and (3) the electric working ship 1 finishes a cycle flow of towing the ship up and down, the electric working ship 1 forms a cycle working mode at Ge Zhou # dam 1# and # 2 ship lock according to the step 2) -step 15), and the towing ship moves down and up through the double-line ship lock.

Preferably, the electric working ship 1 circularly pulls the ship through a double-line lock, and the number of the electric working ships 1 required by the non-self-propelled ship group lock is determined according to the time required by one cycle of the electric working ship 1 and considering factors such as battery replacement, maintenance and overhaul of the electric working ship 1.

Preferably, in step 15), the following is adopted: the electric working ship 1 pulls the ship to go up and down, one circulation flow is finished, the electric working ship 1 forms a circulation working mode at Ge Zhou # dam 1 and # 2 locks, and when the double-line locks run unidirectionally, the circulation working mode can be formed by adopting the steps 2) -15); when the single-line ship lock runs bidirectionally, the upward ship passing through the lock drives away from the ship lock upstream guiding channel to the ship pier area, the electric working ship 1 bundles the downward ships into groups on the ship lock upstream guiding wall, and the ship is pulled to form the downward ship passing through the lock into groups, and the step 2) -step 15) can also form a circulating working mode.

Preferably, when the two-line ship lock runs unidirectionally, the cycle lock passing sequence of the electric working ship 1 for towing the ship can be mainly adopted in both modes as shown in fig. 18 or 19.

Claims (4)

1. The utility model provides a boats and ships are banister formation connecting device, its characterized in that: the ship comprises an electric working ship (1), wherein pushing mechanical arms (2) are arranged at the bow of the electric working ship (1), the pushing mechanical arms (2) are distributed left and right and are in a group, and the pushing mechanical arms (2) push the stern of a front-row ship; the stern of the electric working ship (1) is provided with anti-collision buffer devices (3), the anti-collision buffer devices (3) are distributed left and right, and the anti-collision buffer devices (3) buffer the bow of the rear-row ship; the bow and the stern of the electric working ship (1) are additionally provided with a plurality of groups of electric cable tightening winches (5), and the electric cable tightening winches (5) are connected with front and rear rows of ships in a binding mode.

2. A marine ganged-passing-formation connection apparatus as claimed in claim 1, wherein: the pushing mechanical arm (2) comprises a base (205), a first big arm (206) is hinged on the base (205), the first big arm (206) is driven to swing up and down through a first big arm oil cylinder (201), a first small arm (207) is hinged at the other end of the first big arm (206), and the first small arm (207) is driven to swing up and down through a first small arm oil cylinder (202); the end of the first small arm (207) is provided with a locating plate oil cylinder (203), and the locating plate oil cylinder (203) drives the locating plate (204) to move forwards and backwards.

3. A marine ganged-passing-formation connection apparatus as claimed in claim 1, wherein: the anti-collision buffer device (3) comprises telescopic arm oil cylinders (301) which are arranged in pairs at intervals, and one ends of the two groups of telescopic arm oil cylinders (301) are hinged with the electric working ship (1) and drive the electric working ship to swing up and down through an amplitude variable oil cylinder (302); the other ends of the two groups of telescopic arm oil cylinders (301) are rotatably connected with the buffer anti-collision plate (303).

4. A marine ganged-passing-formation connection apparatus as claimed in claim 1, wherein: the electric cable tightening winch (5) comprises a frame (501), a steel wire rope winding drum (505) is arranged on the frame (501), a steel wire rope (504) is wound on the steel wire rope winding drum (505), the steel wire rope winding drum (505) is driven by a speed reducer (503) and a variable frequency motor (502), and a travel encoder (506) is arranged on the speed reducer (503).