EP0647586B1 - Device for driving a lifting apparatus - Google Patents

Device for driving a lifting apparatus Download PDF

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Publication number
EP0647586B1
EP0647586B1 EP93116142A EP93116142A EP0647586B1 EP 0647586 B1 EP0647586 B1 EP 0647586B1 EP 93116142 A EP93116142 A EP 93116142A EP 93116142 A EP93116142 A EP 93116142A EP 0647586 B1 EP0647586 B1 EP 0647586B1
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EP
European Patent Office
Prior art keywords
slip clutch
fact
accordance
torque
gear unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Revoked
Application number
EP93116142A
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German (de)
French (fr)
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EP0647586A1 (en
Inventor
Lothar Bühne
Willi Martens
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ABUS Kransysteme GmbH
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ABUS Kransysteme GmbH
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Application filed by ABUS Kransysteme GmbH filed Critical ABUS Kransysteme GmbH
Priority to AT93116142T priority Critical patent/ATE142599T1/en
Priority to DE59303780T priority patent/DE59303780D1/en
Priority to EP93116142A priority patent/EP0647586B1/en
Priority to ES93116142T priority patent/ES2093898T3/en
Publication of EP0647586A1 publication Critical patent/EP0647586A1/en
Application granted granted Critical
Publication of EP0647586B1 publication Critical patent/EP0647586B1/en
Anticipated expiration legal-status Critical
Revoked legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D3/00—Portable or mobile lifting or hauling appliances
    • B66D3/18—Power-operated hoists
    • B66D3/20—Power-operated hoists with driving motor, e.g. electric motor, and drum or barrel contained in a common housing
    • B66D3/22—Power-operated hoists with driving motor, e.g. electric motor, and drum or barrel contained in a common housing with variable-speed gearings between driving motor and drum or barrel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D1/00—Rope, cable, or chain winding mechanisms; Capstans
    • B66D1/02—Driving gear
    • B66D1/14—Power transmissions between power sources and drums or barrels
    • B66D1/16—Power transmissions between power sources and drums or barrels the drums or barrels being freely rotatable, e.g. having a clutch activated independently of a brake
    • B66D1/18—Power transmissions between power sources and drums or barrels the drums or barrels being freely rotatable, e.g. having a clutch activated independently of a brake and the power being transmitted from a continuously operating and irreversible prime mover, i.e. an internal combustion engine, e.g. on a motor vehicle or a portable winch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D1/00—Rope, cable, or chain winding mechanisms; Capstans
    • B66D1/54—Safety gear
    • B66D1/58—Safety gear responsive to excess of load

Definitions

  • the invention relates to a device for driving a hoist, in which a transmission and a slip clutch are provided in a drive train between the shaft of an asynchronous motor and the drive shaft of the hoist.
  • the three-phase drive that is by far the most frequently used, in particular because of its simple structure and robustness, is the asynchronous motor with squirrel-cage rotor.
  • One of its disadvantages is that its speed is proportional to the frequency of the three-phase supply network and inversely proportional to its number of pole pairs, so it cannot be changed if it is supplied from a three-phase network without the interposition of control elements. If the fed three-phase network has a frequency of 50 Hz, the maximum speed of the asynchronous motor is limited to 3000 rpm.
  • the asynchronous motor with squirrel-cage rotor is preferably used in conveyor technology.
  • pole-changing motors are increasingly being used, especially in hoists.
  • a parallel shaft, spur gear or planetary gear is inserted into the drive train between the pole-changing asynchronous motor and hoist, thus adapting the drive to the desired output speed.
  • the strength of the gear unit must be such that even sudden braking on the output side does not lead to the destruction of the gear unit.
  • the forces occurring in the above-mentioned operating case are considerable as a result of the rotational energy of the motor and flywheel.
  • gearbox has to be considerably oversized in relation to its nominal power.
  • a further unfavorable load situation occurs when the pole-changing asynchronous motor is switched from the motor winding with a low number of pole pairs to the motor winding with a higher number of pole pairs.
  • the asynchronous motor works as a generator during the switchover.
  • the engine braking torque generated is a multiple of the nominal torque.
  • the gearbox must therefore be dimensioned for this engine braking torque.
  • the slip clutch is provided in the drive train between the asynchronous motor and hoist in addition to the transmission.
  • Such drives are known per se.
  • the slip clutch In the drive known from EP-A-0 077 890, the slip clutch is in the first gear stage. This serves to provide security in the event that the load crashes at full load after the slip clutch has responded. The overload torque can also be set with your help.
  • the slip clutch In the drive known from DE-A-14 31 962, the slip clutch is accommodated together with a brake in a housing part which is separate from the motor. The slip clutch is used to elastically absorb the impact of the limiting part of a chain in the highest load position.
  • the invention has for its object to provide a device of the type mentioned in such a way that the transmission can be loaded in a jerky manner without an overload occurring.
  • this object is achieved in that the slipping clutch provided in the drive train is set such that the torque generated by its static friction, the Slipping torque is greater than the starting torque of the asynchronous motor on the one hand, but less than the torque occurring when the gearbox output shaft is subjected to sudden loads.
  • the slip clutch is thus set so that the starting torque of the motor is not sufficient to rotate the clutch wheels of the slip clutch against each other.
  • the slip torque of the slip clutch is below the maximum engine torque in order to limit the drive torque.
  • a slip clutch in the sense of the invention is to be understood as a safety clutch that is not switchable, torque-actuated, non-positive, rotationally flexible and resilient.
  • an oversizing of the transmission can be dispensed with.
  • the gearbox only needs to be designed to withstand a slightly higher load than the maximum engine torque requires.
  • the entire drive unit becomes smaller, lighter and less expensive.
  • the slip clutch is accommodated in a separate module which has standard connection dimensions.
  • This module can be switched between any gear and any motor, however it is preferred to install the slip clutch in the gear. This can be done both with a planetary gear as well as with a spur gear or a flat gear.
  • the slip clutch has a large adjustment range. This makes it possible to adapt the device to different engine and transmission combinations.
  • the spur gear selected as an exemplary embodiment has an input shaft 11 and an output shaft 14.
  • a motor (not shown) can be connected to the drive shaft 11, preferably an asynchronous motor with a squirrel-cage rotor.
  • a drive of a hoist which is also not shown, can be connected to the output shaft 14.
  • Pinion shafts 12, 13 are provided between the drive shaft 11 and the output shaft 14.
  • the shafts 11 to 14 are supported by means of ball bearings 21 to 24 in the two-part housing 40 of the transmission, which is fastened to one another by screws 30.
  • the shafts 11 to 13 have gear rings 51 to 53 on their circumference, which are in engagement with gear wheels 62 to 64 fastened on the respectively adjacent shafts 12 to 14.
  • the ring gears 51 to 53 and the gears 62 to 64 form paired gear stages which effect the translation of the speed in a known manner.
  • a slip clutch 3 is arranged between the drive shaft 11 and the first pinion shaft 12.
  • the slip clutch 3 is mounted by means of a feather key 9 on the pinion shaft 12 with its two clutch wheels 1, 2 slidably in the axial direction of the pinion shaft 12.
  • a plate spring 6 presses against the clutch wheel 1, via which the torque applied by the slip clutch 3 can be adjusted.
  • a hexagon nut 8 is provided on the end face of the pinion shaft 12, which presses against the adjacent ball bearing 22 via a washer 7 and against the plate spring 6 via the ball bearing 22. Tightening the hexagon nut 8 results in the adjustment of the slip clutch 3.
  • the clutch wheels 1, 2 are formed on the mutually facing sides as hollow stub shafts 10, 20.
  • the adjacent gear wheel 62 is supported on the hollow stub shafts 10, 20 via a slide bearing 4.
  • the coupling wheels 1, 2 are provided with a slip coating 5 on the sides facing one another radially outwards. With the slip pads 5, the clutch wheels 1, 2 rest under the action of the plate spring 6 on the end faces 60 of the adjacent gear 62.
  • the gear 62 engages with its outer ring 61 in the ring gear 51 of the drive shaft 11.
  • the transmission operates like a "normal" multi-stage spur gear. If the loads on the output shaft 14 leave the range mentioned, the slip clutch 3 acts: the transmission of the torque between the slip lining 5 of the Clutch wheels 1, 2 and the end faces 60 of the adjacent gear 62 become so large that slip occurs between these parts - Fig. 2b -.
  • the other critical load case namely the switching of the pole-changing motor, is shown in Fig. 2a below. In all cases, the gearbox remains within the specified load limits.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control And Safety Of Cranes (AREA)
  • Structure Of Transmissions (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Sheets, Magazines, And Separation Thereof (AREA)
  • Retarders (AREA)
  • Jib Cranes (AREA)
  • Gear Transmission (AREA)
  • Carriers, Traveling Bodies, And Overhead Traveling Cranes (AREA)

Abstract

In the device, a gear unit is provided in a drive line between the output shaft of an asynchronous motor and the drive shaft of a lifting apparatus. In addition, a slip clutch (3) is arranged in the drive line. The slip clutch (3) is preferably built into the gear unit. <IMAGE>

Description

Die Erfindung betrifft eine Vorrichtung zum Antrieb eines Hebezeugs, bei der in einem Antriebsstrang zwischen der Welle eines Asynchronmotors und der Antriebswelle des Hebezeugs ein Getriebe und eine Rutschkupplung vorgesehen sind.The invention relates to a device for driving a hoist, in which a transmission and a slip clutch are provided in a drive train between the shaft of an asynchronous motor and the drive shaft of the hoist.

Der insbesondere wegen seines einfachen Aufbaus und seiner Robustheit bei weitem am häufigsten verwendete Drehstromantrieb ist der Asynchronmotor mit Kurzschlußläufer. Einer seiner Nachteile besteht darin, daß seine Drehzahl proportional der Frequenz des speisenden Drehstromnetzes und umgekehrt proportional seiner Polpaarzahl ist, also nicht veränderbar ist, wenn er ohne Zwischenschaltung von Steuergliedern aus einem Drehstromnetz gespeist wird. Hat das gespeiste Drehstromnetz eine Frequenz von 50 Hz, so ist die maximale Drehzahl des Asynchronmotors auf 3000 U/min begrenzt.The three-phase drive that is by far the most frequently used, in particular because of its simple structure and robustness, is the asynchronous motor with squirrel-cage rotor. One of its disadvantages is that its speed is proportional to the frequency of the three-phase supply network and inversely proportional to its number of pole pairs, so it cannot be changed if it is supplied from a three-phase network without the interposition of control elements. If the fed three-phase network has a frequency of 50 Hz, the maximum speed of the asynchronous motor is limited to 3000 rpm.

Trotz der geschilderten Nachteile wird in der Fördertechnik bevorzugt der Asynchronmotor mit Kurzschlußläufer eingesetzt. Um verschiedene Abtriebsdrehzahlen zu erhalten, werden vermehrt polumschaltbare Motoren verwendet, vor allem in Hebezeugen. Zusätzlich wird in den Antriebsstrang zwischen polumschaltbarem Asynchronmotor und Hebezeug ein Flach-, Stirnrad- oder Planetengetriebe eingebracht und so der Antrieb an die gewünschte Abtriebsdrehzahl angepaßt. Dabei muß das Getriebe hinsichtlich seiner Festigkeit so ausgelegt werden, daß selbst stoßartiges Abbremsen auf der Abtriebsseite nicht zur Zerstörung des Getriebes führt. Insbesondere bei Kranfahr- und Katzfahrantrieben, bei denen auf der Getriebeantriebsseite eine Schwungmasse angeordnet ist, sind die bei dem genannten Betriebsfall auftretenden Kräfte infolge der Rotationsenergie von Motor und Schwungmasse erheblich. Dies führt dazu, daß das Getriebe bezogen auf seine Nennleistung erheblich überdimensioniert werden muß. Ein weiterer ungünstiger Belastungsfall ist dann gegeben, wenn der polumschaltbare Asynchronmotor von der Motorwicklung mit niedriger Polpaarzahl auf die Motorwicklung mit höherer Polpaarzahl umgeschaltet wird. Während des Umschaltens arbeitet der Asynchronmotor nämlich als Generator. Das dabei erzeugte Motorbremsmoment beträgt ein Vielfaches des Nennmoments. Für dieses Motorbremsmoment muß demzufolge das Getriebe dimensioniert werden.Despite the disadvantages described, the asynchronous motor with squirrel-cage rotor is preferably used in conveyor technology. In order to obtain different output speeds, pole-changing motors are increasingly being used, especially in hoists. In addition, a parallel shaft, spur gear or planetary gear is inserted into the drive train between the pole-changing asynchronous motor and hoist, thus adapting the drive to the desired output speed. The strength of the gear unit must be such that even sudden braking on the output side does not lead to the destruction of the gear unit. In particular in the case of crane travel and trolley travel drives in which a flywheel is arranged on the transmission drive side, the forces occurring in the above-mentioned operating case are considerable as a result of the rotational energy of the motor and flywheel. This means that the gearbox has to be considerably oversized in relation to its nominal power. A further unfavorable load situation occurs when the pole-changing asynchronous motor is switched from the motor winding with a low number of pole pairs to the motor winding with a higher number of pole pairs. The asynchronous motor works as a generator during the switchover. The engine braking torque generated is a multiple of the nominal torque. The gearbox must therefore be dimensioned for this engine braking torque.

Um die beiden vorgenannten Betriebsfälle zu beherrschen, wurden schon Lösungen vorgestellt und auch in der Praxis erprobt. So wird beispielsweise die stoßartige Belastung der Getriebeabtriebsseite, die dann auftritt, wenn beispielsweise der Kran vor einen Puffer oder ein anderes stehendes Hindernis fährt, durch elektrische Verriegelungen und Vorabschaltungen eliminiert. Auch der Einsatz verformbarer Puffer zur Aufnahme der kinetischen Energie hat sich für kleinere Kranfahrgeschwindigkeiten bewährt. Der beim Umschalten der polumschaltbaren Wicklungen auftretende generatorische Drehmomentenstoß kann durch elektronische Stellglieder vermindert werden. Eine derartige Vorrichtung ist aus DE-C-39 32 149 bekannt.In order to master the two above-mentioned operating cases, solutions have already been presented and also tested in practice. For example, the impact load on the transmission output side, which occurs when, for example, the crane is in front of a buffer or another stationary obstacle, eliminated by electrical interlocks and pre-switching. The use of deformable buffers to absorb the kinetic energy has also proven itself for lower crane travel speeds. The generator torque surge occurring when the pole-changing windings are switched can be reduced by electronic actuators. Such a device is known from DE-C-39 32 149.

Bei der Erfindung ist in dem Antriebsstrang zwischen Asynchronmotor und Hebezeug neben dem Getriebe die Rutschkupplung vorgesehen. Solche Antriebe sind ansich bekannt. Bei dem aus EP-A-0 077 890 bekannten Antrieb liegt die Rutschkupplung in der ersten Getriebestufe. Dies dient dazu, Sicherheit für den Fall zu geben, daß bei Vollast nach Ansprechen der Rutschkupplung die Last abstürzt. Im übrigen ist mit Ihrer Hilfe das Überlastdrehmoment einstellbar. Bei dem aus DE-A-14 31 962 bekannten Antrieb ist die Rutschkupplung zusammen mit einer Bremse in einem von dem Motor getrennten Gehäuseteil untergebracht. Die Rutschkupplung dient dazu, den Stoß des Begrenzungsteils einer Kette in der höchsten Laststellung elastisch abzufangen.In the invention, the slip clutch is provided in the drive train between the asynchronous motor and hoist in addition to the transmission. Such drives are known per se. In the drive known from EP-A-0 077 890, the slip clutch is in the first gear stage. This serves to provide security in the event that the load crashes at full load after the slip clutch has responded. The overload torque can also be set with your help. In the drive known from DE-A-14 31 962, the slip clutch is accommodated together with a brake in a housing part which is separate from the motor. The slip clutch is used to elastically absorb the impact of the limiting part of a chain in the highest load position.

Der Erfindung liegt die Aufgabe zugrunde, eine Vorrichtung der eingangs genannten Art so auszubilden, daß das Getriebe stoßartig belastet werden kann, ohne daß eine Überlastung auftritt. Gemäß der Erfindung wird diese Aufgabe dadurch gelöst, daß die in dem Antriebsstrang vorgesehene Rutschkupplung so eingestellt ist, daß das durch ihre Haftreibung erzeugte Drehmoment, das Rutschdrehmoment, größer ist als das Anlaufmoment des Asynchronmotors einerseits, jedoch kleiner als das bei stoßartiger Belastung der Getriebe-Abtriebswelle auftretende Moment. Die Rutschkupplung ist also so eingestellt, daß das Anlaufmoment des Motors nicht ausreicht, die Kupplungsräder der Rutschkupplung gegeneinander zu drehen. Wird hingegen die Abtriebsseite des Getriebes stoßartig belastet, so wird das durch die Rotationsenergie des Motors und der Schwungmasse erzeugte stark überhöhte Drehmoment in seiner Wirkung auf das Getriebe durch die Rutschkupplung begrenzt. Vorzugsweise liegt das Rutschdrehmoment der Rutschkupplung unterhalb des maximalen Motordrehmoments, um das Antriebsdrehmoment zu begrenzen.The invention has for its object to provide a device of the type mentioned in such a way that the transmission can be loaded in a jerky manner without an overload occurring. According to the invention, this object is achieved in that the slipping clutch provided in the drive train is set such that the torque generated by its static friction, the Slipping torque is greater than the starting torque of the asynchronous motor on the one hand, but less than the torque occurring when the gearbox output shaft is subjected to sudden loads. The slip clutch is thus set so that the starting torque of the motor is not sufficient to rotate the clutch wheels of the slip clutch against each other. If, on the other hand, the output side of the transmission is subjected to a sudden load, the greatly excessive torque generated by the rotational energy of the motor and the flywheel mass is limited in its effect on the transmission by the slip clutch. Preferably, the slip torque of the slip clutch is below the maximum engine torque in order to limit the drive torque.

Unter einer Rutschkupplung im Sinne der Erfindung ist nach VDI 2240 eine Sicherheitskupplung zu verstehen, die nicht schaltbar, momentbetätigt, kraftschlüssigdrehnachgiebig und federelastisch ist. Mit der Erfindung kann auf eine Überdimensionierung des Getriebes verzichtet werden. Das Getriebe braucht nur geringfügig höher belastbar ausgelegt zu werden, als es das maximale Motordrehmoment erfordert. Die gesamte Antriebseinheit wird kleiner, leichter und kostengünstiger .According to VDI 2240, a slip clutch in the sense of the invention is to be understood as a safety clutch that is not switchable, torque-actuated, non-positive, rotationally flexible and resilient. With the invention, an oversizing of the transmission can be dispensed with. The gearbox only needs to be designed to withstand a slightly higher load than the maximum engine torque requires. The entire drive unit becomes smaller, lighter and less expensive.

In Weiterbildung der Erfindung ist die Rutschkupplung in einem separaten Modul untergebracht, welches Normanschlußmaße aufweist. Dieses Modul kann zwischen ein beliebiges Getriebe und einen beliebigen Motor geschaltet werden.Bevorzugt wird jedoch, die Rutschkupplung in das Getriebe einzubauen. Dies kann sowohl bei einem Planetengetriebe als auch bei einem Stirnrad- oder einem Flachgetriebe geschehen.In a further development of the invention, the slip clutch is accommodated in a separate module which has standard connection dimensions. This module can be switched between any gear and any motor, however it is preferred to install the slip clutch in the gear. This can be done both with a planetary gear as well as with a spur gear or a flat gear.

In Ausgestaltung der Erfindung verfügt die Rutschkupplung über einen großen Einstellbereich. Dies ermöglicht es, die Vorrichtung an verschiedene Motor- und Getriebekombinationen anzupassen.In an embodiment of the invention, the slip clutch has a large adjustment range. This makes it possible to adapt the device to different engine and transmission combinations.

Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und wird nachfolgend im einzelnen beschrieben. Es zeigen:

Fig. 1
einen Vollschnitt durch ein außenverzahntes mehrstufiges Stirnradgetriebe mit eingebauter Rutschkupplung;
Fig. 2
über der Zeit aufgetragen Diagramme
  • a) des Hochlauf- und Umschaltdrehmoments;
  • b) des zugehörigen Schlupfs der Rutschkupplung;
  • c) des Drehmoments beim Pufferstoß.
An embodiment of the invention is shown in the drawing and is described in detail below. Show it:
Fig. 1
a full section through an externally toothed multi-stage spur gear with built-in slip clutch;
Fig. 2
Plots plotted against time
  • a) the acceleration and switching torque;
  • b) the associated slip of the slip clutch;
  • c) the torque at the buffer stroke.

Das als Ausführungsbeispiel gewählte Stirnradgetriebe weist eine Antriebswelle 11 sowie eine Abtriebswelle 14 auf. Mit der Antriebswelle 11 ist ein nicht dargestellter Motor verbindbar, vorzugsweise ein Asynchronmotor mit Kurzschlußläufer. Mit der Abtriebswelle 14 ist ein ebenfalls nicht dargestellter Antrieb eines Hebezeugs verbindbar. Zwischen der Antriebswelle 11 und der Abtriebswelle 14 sind Ritzelwellen 12, 13 vorgesehen. Die Wellen 11 bis 14 sind mit Hilfe von Kugellagern 21 bis 24 in dem zweiteiligen, durch Schrauben 30 miteinander befestigten Gehäuse 40 des Getriebes gelagert. Die Wellen 11 bis 13 weisen auf ihrem Umfang Zahnkränze 51 bis 53 auf, die mit auf den jeweils benachbarten Wellen 12 bis 14 befestigten Zahnrädern 62 bis 64 in Eingriff stehen. Die Zahnkränze 51 bis 53 und die Zahnräder 62 bis 64 bilden paarweise Getriebestufen, die in bekannter Weise die Übersetzung der Drehzahl bewirken.The spur gear selected as an exemplary embodiment has an input shaft 11 and an output shaft 14. A motor (not shown) can be connected to the drive shaft 11, preferably an asynchronous motor with a squirrel-cage rotor. A drive of a hoist, which is also not shown, can be connected to the output shaft 14. Pinion shafts 12, 13 are provided between the drive shaft 11 and the output shaft 14. The shafts 11 to 14 are supported by means of ball bearings 21 to 24 in the two-part housing 40 of the transmission, which is fastened to one another by screws 30. The shafts 11 to 13 have gear rings 51 to 53 on their circumference, which are in engagement with gear wheels 62 to 64 fastened on the respectively adjacent shafts 12 to 14. The ring gears 51 to 53 and the gears 62 to 64 form paired gear stages which effect the translation of the speed in a known manner.

Zwischen der Antriebswelle 11 und der ersten Ritzelwelle 12 ist eine Rutschkupplung 3 angeordnet. Die Rutschkupplung 3 ist mittels einer Paßfeder 9 auf der Ritzelwelle 12 mit ihren beiden Kupplungsrädern 1, 2 in Axialrichtung der Ritzelwelle 12 verschiebbar gelagert.A slip clutch 3 is arranged between the drive shaft 11 and the first pinion shaft 12. The slip clutch 3 is mounted by means of a feather key 9 on the pinion shaft 12 with its two clutch wheels 1, 2 slidably in the axial direction of the pinion shaft 12.

Gegen das Kupplungsrad 1 drückt eine Tellerfeder 6, über die das von der Rutschkupplung 3 aufgebrachte Drehmoment einstellbar ist. Zu diesem Zweck ist an der Stirnseite der Ritzelwelle 12 eine Sechskantmutter 8 vorgesehen, die über eine Scheibe 7 gegen das benachbarte Kugellager 22 und über das Kugellager 22 gegen die Tellerfeder 6 drückt. Anziehen der Sechskantmutter 8 hat das Verstellen der Rutschkupplung 3 zur Folge.A plate spring 6 presses against the clutch wheel 1, via which the torque applied by the slip clutch 3 can be adjusted. For this purpose, a hexagon nut 8 is provided on the end face of the pinion shaft 12, which presses against the adjacent ball bearing 22 via a washer 7 and against the plate spring 6 via the ball bearing 22. Tightening the hexagon nut 8 results in the adjustment of the slip clutch 3.

Die Kupplungsräder 1, 2 sind auf den einander zugewandten Seiten als hohle Wellenstümpfe 10, 20 ausgebildet. Auf den hohlen Wellenstümpfen 10, 20 ist über ein Gleitlager 4 das benachbarte Zahnrad 62 gelagert. Im Anschluß an die hohlen Wellenstümpfe 10, 20 sind die Kupplungsräder 1, 2 auf den einander zugewandten Seiten radial nach außen mit einem Rutschbelag 5 versehen. Mit den Rutschbelägen 5 liegen die Kupplungsräder 1, 2 unter der Wirkung der Tellerfeder 6 an den Stirnflächen 60 des benachbarten Zahnrads 62 an. Das Zahnrad 62 greift mit seinem Außenkranz 61 in den Zahnkranz 51 der Antriebswelle 11 ein.The clutch wheels 1, 2 are formed on the mutually facing sides as hollow stub shafts 10, 20. The adjacent gear wheel 62 is supported on the hollow stub shafts 10, 20 via a slide bearing 4. Following the hollow stub shafts 10, 20, the coupling wheels 1, 2 are provided with a slip coating 5 on the sides facing one another radially outwards. With the slip pads 5, the clutch wheels 1, 2 rest under the action of the plate spring 6 on the end faces 60 of the adjacent gear 62. The gear 62 engages with its outer ring 61 in the ring gear 51 of the drive shaft 11.

Liegt das auf die Abtriebswelle 14 aufgebrachte Drehmoment unterhalb des Hochlaufdrehmoments des Asynchronmotors - Fig. 2a links - und unterhalb des bei stoßartiger Belastung der Abtriebswelle 14 auftretenden Moments - Fig. 2c -, arbeitet das Getriebe wie ein "normales" mehrstufiges Stirnradgetriebe. Verlassen die Belastungen an der Abtriebswelle 14 den genannten Bereich, wirkt die Rutschkupplung 3: Die Übertragung des Drehmoments zwischen dem Rutschbelag 5 der Kupplungsräder 1, 2 und den Stirnflächen 60 des benachbarten Zahnrads 62 wird so groß, daß zwischen diesen Teilen Schlupf auftritt - Fig. 2b -. Der andere kritische Belastungsfall, nämlich das Umschalten des polumschaltbaren Motors, ist in Fig. 2a unten dargestellt. In allen Fällen bleibt das Getriebe innerhalb der vorgegebenen Belastungsgrenzen.If the torque applied to the output shaft 14 is below the run-up torque of the asynchronous motor - FIG. 2a on the left - and below the torque occurring when the output shaft 14 is suddenly loaded - FIG. 2c - the transmission operates like a "normal" multi-stage spur gear. If the loads on the output shaft 14 leave the range mentioned, the slip clutch 3 acts: the transmission of the torque between the slip lining 5 of the Clutch wheels 1, 2 and the end faces 60 of the adjacent gear 62 become so large that slip occurs between these parts - Fig. 2b -. The other critical load case, namely the switching of the pole-changing motor, is shown in Fig. 2a below. In all cases, the gearbox remains within the specified load limits.

Claims (9)

  1. Device for driving a lifting apparatus, where in a drive train between the shaft of an asynchronous motor and the input drive shaft of the lifting apparatus, a gear unit and a slip clutch (3) are provided, characterized by the fact that the slip clutch (3) is set such that the torque produced by its static friction - slip torque - is greater than the starting torque of the asynchronous motor, but less than the torque occurring in the case of sudden loading of the gear unit output drive shaft (14)
  2. Device in accordance with Claim 1, characterized by the fact that the slip torque is lower than the maximum motor torque.
  3. Device in accordance with Claim 1 or 2, characterized by the fact that the slip clutch (3) is accommodated in a separate module which possesses standard connection dimensions.
  4. Device in accordance with Claim 1 or 2, characterized by the fact that the slip clutch (3) is installed in the gear unit.
  5. Device in accordance with one of Claims 1 to 4, characterized by the fact that the slip clutch (3) possesses a wide range of adjustment.
  6. Device in accordance with one of Claims 1 to 5, characterized by the fact that the gear unit takes the form of a planetary, helical or spur gear unit.
  7. Device in accordance with one of Claims 1 to 6, characterized by the fact that onto the end face of the shaft accommodating the slip clutch (3) is screwed a hexagon nut (8) which, via a washer (7), a ball bearing (42) and a cup spring (6), exerts pressure on one of the clutch wheels (1) of the slip clutch (3).
  8. Device in accordance with Claim 4 in conjunction with one of Claims 5 to 7, characterized by the fact that the slip clutch (3) is fixed on a pinion shaft (12) of the gear unit and that a gear wheel (62) of the gear unit, on the one hand is retained between the friction linings (5) of the slip clutch and, on the other hand engages in the teeth of an adjacent shaft (11) of the gear unit.
  9. Device in accordance with Claim 8, characterized by the fact that the clutch wheels (1, 2) of the slip clutch (3) take the form of hollow shaft stubs (10, 20) on the sides facing one another, on which the gear wheel (62) is mounted by means of a journal bearing (4), and on the exterior adjacent thereto take the form of disks provided with friction linings (5), between which the gear wheel (62) is retained with its end faces (60).
EP93116142A 1993-10-06 1993-10-06 Device for driving a lifting apparatus Revoked EP0647586B1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
AT93116142T ATE142599T1 (en) 1993-10-06 1993-10-06 DEVICE FOR DRIVING A HOIST
DE59303780T DE59303780D1 (en) 1993-10-06 1993-10-06 Device for driving a hoist
EP93116142A EP0647586B1 (en) 1993-10-06 1993-10-06 Device for driving a lifting apparatus
ES93116142T ES2093898T3 (en) 1993-10-06 1993-10-06 DEVICE FOR THE OPERATION OF A LIFTING EQUIPMENT.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP93116142A EP0647586B1 (en) 1993-10-06 1993-10-06 Device for driving a lifting apparatus

Publications (2)

Publication Number Publication Date
EP0647586A1 EP0647586A1 (en) 1995-04-12
EP0647586B1 true EP0647586B1 (en) 1996-09-11

Family

ID=8213326

Family Applications (1)

Application Number Title Priority Date Filing Date
EP93116142A Revoked EP0647586B1 (en) 1993-10-06 1993-10-06 Device for driving a lifting apparatus

Country Status (4)

Country Link
EP (1) EP0647586B1 (en)
AT (1) ATE142599T1 (en)
DE (1) DE59303780D1 (en)
ES (1) ES2093898T3 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19951221A1 (en) * 1999-04-01 2000-10-05 Mannesmann Ag Winding mechanism with housing incorporates electric motor, gear and traction roller fitted on gear output shaft, motor shaft being connected to gear input shaft
DE102015218300B4 (en) * 2015-09-23 2019-10-31 Flender Gmbh Motor-driven crane drive, method of operation, and control unit

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1431962A1 (en) * 1967-01-20 1969-05-29 Hoffmann & Co Kg Chain winch driven by an electric motor
DE1963647A1 (en) * 1969-02-28 1970-10-08 Suhl Hebezeugwerk Mechanized spur gear train
US4175727A (en) * 1978-03-06 1979-11-27 Ederer Incorporated Single failure proof crane
DE3142473A1 (en) * 1981-10-27 1983-05-11 R. Stahl GmbH & Co , Elektrozugwerk, 7118 Künzelsau ELECTRIC CHAIN HOIST
JPS5939693A (en) * 1982-08-25 1984-03-05 株式会社キト− Electric traction device combining winding
DE3910369A1 (en) * 1989-03-28 1990-10-04 Mannesmann Ag SECURITY DEVICE

Also Published As

Publication number Publication date
DE59303780D1 (en) 1996-10-17
ATE142599T1 (en) 1996-09-15
ES2093898T3 (en) 1997-01-01
EP0647586A1 (en) 1995-04-12

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