EP2407412A1 - Système de sécurité pour un chariot roulant d'une grue - Google Patents

Système de sécurité pour un chariot roulant d'une grue Download PDF

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Publication number
EP2407412A1
EP2407412A1 EP11173920A EP11173920A EP2407412A1 EP 2407412 A1 EP2407412 A1 EP 2407412A1 EP 11173920 A EP11173920 A EP 11173920A EP 11173920 A EP11173920 A EP 11173920A EP 2407412 A1 EP2407412 A1 EP 2407412A1
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EP
European Patent Office
Prior art keywords
trolley
safety system
signals
brake
cable
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.)
Withdrawn
Application number
EP11173920A
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German (de)
English (en)
Inventor
Marco Mages
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.)
Wilbert Turmkrane GmbH
Original Assignee
Wilbert Turmkrane GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Wilbert Turmkrane GmbH filed Critical Wilbert Turmkrane GmbH
Publication of EP2407412A1 publication Critical patent/EP2407412A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C9/00—Travelling gear incorporated in or fitted to trolleys or cranes
    • B66C9/18—Travelling gear incorporated in or fitted to trolleys or cranes with means for locking trolleys or cranes to runways or tracks to prevent inadvertent movements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C15/00—Safety gear
    • B66C15/02—Safety gear for retaining load-engaging elements in the event of rope or cable breakage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C23/00—Cranes comprising essentially a beam, boom, or triangular structure acting as a cantilever and mounted for translatory of swinging movements in vertical or horizontal planes or a combination of such movements, e.g. jib-cranes, derricks, tower cranes
    • B66C23/18—Cranes comprising essentially a beam, boom, or triangular structure acting as a cantilever and mounted for translatory of swinging movements in vertical or horizontal planes or a combination of such movements, e.g. jib-cranes, derricks, tower cranes specially adapted for use in particular purposes
    • B66C23/26—Cranes comprising essentially a beam, boom, or triangular structure acting as a cantilever and mounted for translatory of swinging movements in vertical or horizontal planes or a combination of such movements, e.g. jib-cranes, derricks, tower cranes specially adapted for use in particular purposes for use on building sites; constructed, e.g. with separable parts, to facilitate rapid assembly or dismantling, for operation at successively higher levels, for transport by road or rail

Definitions

  • the present invention relates to a safety system for a trolley of a crane, in particular a tower crane, wherein the trolley is arranged movably on a guide surface of the crane. Furthermore, the invention relates to a crane, in particular a tower crane, with a safety system according to the invention.
  • Cranes are generally used whenever loads have to be lifted and moved.
  • a typical application is building construction.
  • loads must be transported quickly and flexibly to the places where they are needed for further use.
  • heavy loads over several ten to a hundred meters are transported in height, such as construction equipment or building materials such as sand or cement.
  • tower cranes which comprise a substantially vertically extending tower and an attached, substantially horizontally extending boom.
  • a guide surface on which the trolley is movable along the boom.
  • the boom pulleys on which two so-called trolley cables are guided which are connected to the trolley.
  • the trolley cables are moved by a drive unit comprising a drivable trolley drive drum from which the first trolley rope winds while the second unwinds, provided a corresponding force is applied.
  • a drivable drum on the load cables, to which the loads to be transported are attached can be rolled up and unrolled.
  • the tipping moment acting on the crane must not be too large, otherwise it can tilt or even tip over.
  • the heavier the load the less far from the tower it may be moved by means of the trolley along the boom.
  • the loads must not be moved too fast, otherwise they will swing too much and their kinetic energies become too large and thus difficult to control.
  • a particular danger during transport is based on a breakage of the trolley cable or of the gearbox, via which the trolley cable drive drum is driven.
  • the arms are, as indicated above, arranged substantially horizontally, but are never exactly in the horizontal. If the trolley cable or the gearbox breaks, the trolley can move uncontrollably on the guide surface along the boom. If heavy loads are attached to the trolley, a slight deviation from the horizontal is sufficient to accelerate the trolley. In this case, the case may occur that the trolley moves in the direction of the tower, where depending on the design of the crane operator.
  • the trolley moves uncontrollably towards the tower, it or the load hanging on it can injure the crane driver on the one hand and, on the other hand, drive the load into the tower, which can cause serious damage to the load and the tower and injuries to the crane driver. In the worst case, the tower collapses.
  • the even more critical case may occur that the trolley moves in the direction of the free, the tower facing away from the end of the boom. With increasing distance of the load from the tower, the tilting moment acting on the crane increases, so that the boom inclines more and more out of the horizontal, whereby the downhill force acting on the trolley becomes larger and the trolley is accelerated more and more. The trolley is moving faster and faster to the free end of the boom and the crane threatens to tip over. Such situations pose serious risks to the persons in the vicinity of the crane.
  • a disadvantage of such security systems is that the lever strikes abruptly on a strut and thus the trolley is braked abruptly. Firstly, in such situations, the bending moment acting on the lever exceeds the permissible bending moment many times, so that there is a great danger that the lever will be torn and damaged out of its anchorage, thus rendering the safety system ineffective. On the other hand, the abrupt deceleration of the trolley causes the loads hanging on it to swing heavily, again posing a threat to the stability of the crane and the people around the crane. Since this safety system is held by the trolley in the starting position, it is not triggered in the event of gear breakage, since in this situation the trolley rope is intact.
  • the object of the invention is therefore to develop the safety system of the type mentioned so that it causes a safe deceleration of the trolley, in particular in the event of breakage of the trolley rope or a transmission breakage, without the adverse effects described above occur. Furthermore, the security system should be easy to retrofit and robust and reliable.
  • the problem is solved with a brake cable connected to the trolley, which is movable by the trolley, and a cooperating with the brake cable brake unit for braking the brake cable and the trolley.
  • the trolley is usually moved with a first and a second trolley rope, whereby other ways are conceivable, on which the trolley is movable.
  • the trolley may have its own drive unit.
  • the brake cable is moved by the trolley and thus follows the movements of the trolley. Since it does not serve to accelerate and decelerate the trolley in normal operation, the brake cable is not loaded in this case, but is carried along by the trolley. Now executes the trolley an uncontrolled movement, in particular as a result of breakage of the trolley rope, the brake cable can be used to decelerate the trolley in this case.
  • the brake unit which interacts with the brake cable.
  • the brake unit brakes the brake cable, which also slows down the trolley.
  • the brake cable is thus also in connection with the trolley when one of the trolley ropes ruptures, so that even when breaking the trolley rope with the brake cable tensile forces can be transmitted to the trolley.
  • the movement of the trolley can also be controlled in this case, so that accidents can be avoided.
  • the trolley in which the trolley is movable by means of a controllable drive unit, are a first sensor for generating first signals, which characterize the movement state of the trolley on the guide surface and a second sensor for generating second signals, which the target state Characterize the drive unit provided.
  • the drive unit is supplied by the crane operator with drive commands, which specify, for example, the direction and speed with which the trolley is to move on the guide surface of the boom.
  • the crane operator specifies the desired state of the drive unit, which is reflected in normal operation in the moving state of the trolley, possibly also with a certain time delay due to relaxation, which may be due, for example, to acceleration and deceleration processes.
  • the first signals characterize the state of motion of the trolley and the second signals the nominal state of the drive unit.
  • the signals can be processed so that the crane operator can estimate whether the trolley follows its control commands. If this is the case, normal operation is present. However, for example, the case in which the trolley moves, although the drive unit is stationary, there is a deviation of the first and the second signals such that there is a divergence between the desired state of the drive unit and the state of motion of the trolley. This divergence indicates that there is no malfunction but a malfunction. This disorder may be, for example, the rupture of one of the trolley cables.
  • the crane operator now has the option of activating the brake unit, with which the brake cable and consequently also the trolley are braked. Accidents that arise as a result of uncontrolled movement of the trolley, thus can be detected in good time and avoided by activating the brake unit.
  • the apparatus comprises a comparison unit for comparing the first and second signals and for generating a resulting third signal.
  • the comparison unit can be set up so that the third signal triggers a warning, for example in optical or acoustic form, as soon as it exceeds a certain threshold.
  • the threshold may take into account certain time deviations of the first from the second signal, which are due to non-critical processes, for example acceleration or deceleration processes or length extensions of the trolley cables, but which do not indicate a fault. This avoids that the warning is generated incorrectly or that the crane operator the brake unit due to a misinterpretation of the divergence between the first and the second signal, although there is no interference.
  • the comparison unit can be designed so that it directly triggers the brake unit by means of the third signal at a divergence between the first and the second signal. Intervention by the crane operator is not necessary in this case.
  • the brake unit can be triggered when the divergence of the first and second signals exceeds a certain threshold. Faulty release of the brake unit due to a misinterpretation of the first and second signals are also prevented as a lack of triggering in case of failure, for example, by the absence of the crane operator. The latter may be the case if the crane is not used for some time, but still hangs a load on the trolley. The reliability of the crane is thus increased.
  • the brake cable is guided with one or more deflection rollers and the first signals characterize the revolutions of the deflection rollers.
  • the first sensor can be designed accordingly and be wholly or partially attached to the deflection roller or in its vicinity, so that it can detect the turns and convert them into corresponding first signals. Since the brake cable is moved by the trolley and thus follows their movements, for example, the number of revolutions per time can be detected and closed by means of the known diameter of the deflection roller on the movement state of the trolley.
  • the brake cable is guided over two or more pulleys.
  • the first signals generated by the plurality of first sensors can be compared with each other, whereby the quality of the first signals is improved. Should a pulley block, the first signal generated from this pulley would indicate a fault. In this case, another first signal, which is generated at another first pulley, be used. The risk of false triggering is thus reduced.
  • the trolley with a first trolley rope and a second trolley rope is movable and the drive unit comprises a motor, a transmission, a drive shaft leading into the transmission, an output shaft exiting from the transmission and a trolley cable drive drum
  • the first signals characterize the revolutions of the output shaft and / or the trolley cable driving drum.
  • This embodiment is suitable for detecting a gear breakage.
  • the revolutions of the output shaft and the trolley drive drum are determined by the trolley and rotate at a speed that does not correspond to the nominal state of the drive unit, which indicates a fault, in this case a gear breakage.
  • the second signals characterize the revolutions of the drive shaft.
  • the drive shaft gives the desired state of
  • the first signals characterize the revolutions of the trolley rope deflection rollers.
  • a change in the revolutions of the trolley cable deflection rollers that is untypical for normal operation occurs.
  • a change in the revolutions corresponding to the acceleration of the trolley or a sudden stop occurs when the broken end has passed the trolley rope deflection roller.
  • these untypical for normal operation changes in the revolutions of Laufkatzseii-Umlenkroüen can be used to characterize the state of motion of the trolley and to identify a fault.
  • the drive unit has an input unit for inputting drive commands for driving the drive unit, and the second signals characterize the drive commands.
  • the control commands express the desired state of the drive unit.
  • the control commands are available in digital form, which can be used directly by the comparison unit. Additional components such as sensors attached to a specific location of the safety system are not necessary.
  • the deflection rollers and the trolley rope deflection rollers run on a common axis.
  • the trolley rope pulleys with corresponding axes in commercial cranes are already present, so that the additional design and assembly costs required for guiding the brake cable pulleys can be kept within narrow limits. The retrofitting of existing cranes is facilitated.
  • the deflection roller and the trolley rope pulley are combined to form a double role.
  • the double roller can already be installed ex works without significant additional effort, so that the safety system can be retrofitted in a very simple way, should the customer wish it or should it make the complexity of the construction site seem advisable. The time required for retrofitting is significantly reduced.
  • the brake cable passes through the brake unit.
  • the brake cable can be braked by means of a frictional connection, for example, with two mutually movable brake shoes, which are traversed by the brake cable.
  • Corresponding rope brakes are known from other areas of technology, for example from cable car technology, and therefore cost-effective available and reliable.
  • deflection roller can be braked with the brake unit.
  • the deflection roller may have a brake disc, which is braked by means of a brake caliper.
  • the brake unit can be designed for very high loads. The brake cable is not loaded by brake shoes during braking, whereby the brake cable is exposed to less wear.
  • the brake cable can be driven by a further drive unit. Should there be a rupture of the trolley rope and the trolley come to a halt anywhere on the guide surface of the boom, it can be slowly pulled by means of the further drive unit using the brake cable in the direction of the tower, which facilitates the replacement of the broken trolley rope. Also, in this embodiment, the regular replacement of the trolley cables, for example, due to reaching the Schoereife simplified. The use of the others
  • the invention relates to a crane, in particular a tower crane, comprising a safety system according to one of the previous embodiments.
  • a crane in particular a tower crane, comprising a safety system according to one of the previous embodiments.
  • the advantages discussed for the various embodiments apply equally to the crane.
  • FIG. 1 shows a crane 10, here a tower crane 12, which is equipped with a safety system according to the invention 14 1 according to a first embodiment.
  • the crane 10 has a tower 16 which extends substantially vertically and a boom 18 attached to the tower 16 which extends substantially horizontally.
  • the term "substantially” is intended to express that an exact vertical or horizontal orientation of the tower 16 and the boom 18 is not possible.
  • many cranes are designed as luffing cranes, in which the boom 18 is rotatably mounted and can be pivoted from the horizontal almost to the vertical. However, this is not important to the present invention.
  • the boom 18 has a guide surface 20, along which a trolley 22 is movably arranged, to which wheels 24 are provided.
  • the trolley 22 is moved along the guide surface 20 with a drive unit 26, which comprises a first trolley cable 28 and a second trolley cable 30.
  • the drive unit 26 further comprises a trolley cable drive drum 32 on which the first and second trolley cables 28, 30 are arranged so that the first trolley cable 28 is unwound when the second trolley cable 30 is tightened and vice versa.
  • the first and the second trolley rope 28, 30 are guided over a total of four trolley rope deflection rollers 34 1 to 34 4 along the boom 18 around, with a smaller or higher number of trolley rope deflection rollers 34 is conceivable.
  • a brake cable 36 is attached to the trolley 22, which is guided along the boom 18 with a total of four guide rollers 38 1 to 38 4 .
  • the brake cable 36 passes through a brake unit 40 1 , which comprises two brake shoes 42 which are movable towards each other. With the brake shoes 42, the brake cable 36 can be braked via a frictional engagement.
  • the safety system 14 further comprises a first sensor 44 and a second sensor 46.
  • the first sensor 44 is arranged on one of the deflection rollers 38 and detects the revolutions of the deflection roller 38.
  • the second sensor 46 is arranged in the drive unit 26 and detects the desired state of the drive unit 26 (cf. FIGS. 3 and 4 ).
  • the first sensor 44 thereby generates first signals and the second sensor 46 generates second signals, which are forwarded to a comparison unit 48, for example via electrical lines 49, wherein a wireless communication is also conceivable.
  • the safety system 14 works as follows: In normal operation, the trolley 22 is moved with the first and second trolley cables 28, 30 along the guide surface 20 of the boom 18 by a corresponding drive of the drive unit 26. The brake cable 36 is thereby moved by the trolley 22 with or towed and therefore follows the movements of the trolley 22.
  • the first signals generated by the first sensor 44 are based on the revolutions of the guide rollers 38, while the second signals characterize the desired state of the drive unit 26 , Changes and stagnations of the first signals can also be read from the changes or stagnations of the second signals and reversed. If, for example, the drive unit 26 is controlled in such a way that the trolley 22 is to be brought from standstill to a certain speed, then initially the second signals change.
  • the comparison unit 48 determines the normal operation based on a comparison of the first and second signals.
  • the trolley 22 executes movements which no longer follow those set by the drive unit 26 become.
  • the first signals for example, an acceleration of the trolley 22 by an increase in revolutions per unit time of the guide rollers 38, although the drive unit 26 continues to run constantly.
  • the first signals change, whereas the second signals remain constant.
  • the comparison unit 48 determines a fault based on a comparison of the first and second signals.
  • the third signal may output a visual or audible warning or, as shown, may be used to activate the brake unit 40 1 .
  • the brake unit 40 1 brakes the brake cable 36, whereby the trolley 22 is braked and comes to a standstill before it can cause damage.
  • FIG. 2 a second embodiment of the security system 14 according to the invention is shown, which largely corresponds to the first embodiment.
  • the brake unit 40 2 is constructed differently than the one in FIG. 1 is shown. It is not the brake cable 36 braked directly, but one of the deflection rollers 38. Slipping of the brake cable 36 on the braked pulley 38 can be prevented by the brake cable 36 is wrapped several times around this guide roller 38.
  • the brake unit 40 2 comprises a brake disc 50, which is braked by a caliper, not shown. The caliper is in turn activated via the comparison unit 48 as soon as the third signal exceeds a certain threshold.
  • the deflection roller 38 can be driven by means of a further drive unit 26. In this way, the trolley 22 can be moved even when the trolley cables 28, 30 are broken.
  • FIG. 3 a first embodiment of a drive unit 26 1 according to the invention is shown.
  • This comprises a motor 52, a gearbox 54, a drive shaft 56 leading into the gearbox 54, and a gearbox 54 exiting from the gearbox 54 Output shaft 58, which leads to the trolley rope drive drum 32.
  • the first sensor 44 detects the revolutions of the output shaft 58 and the second sensor 46, the revolutions of the drive shaft 56. In normal operation, the revolutions of the drive shaft 56 and the output shaft 58 are in a fixed relationship to each other. Now breaks the gear 54, this fixed ratio is resolved and the revolutions of the output shaft 58 are determined by the now uncontrollable movement of the trolley 22. Again, the first signals do not follow the second signals, so that the comparison unit 48, the brake unit 40 is activated and the trolley 22 is braked by means of the brake cable 36.
  • FIG. 4 a second embodiment of the drive unit 26 2 according to the invention is shown. It is largely identical to the first embodiment, however, the drive unit 26 2 further comprises an input unit 60. In this case, the second sensor 46 is not disposed on the drive shaft 56, but directly in the input unit 60. The target state of the drive unit 26 is directly off determined by the crane operator input control commands. Otherwise, the operation is similar to that described for the first embodiment.
  • FIG. 5 a free, the tower 16 facing away from the end 68 of the boom 18 is shown with reference to a plan view, on which the guide roller 38 and the trolley rope pulley 34 are mounted by means of a holding device 62 on a common axis 64.
  • FIG. 6 a double roller 66 is shown, to which the deflection roller 38 and the trolley rope deflection roller 34 are combined.
  • the double roller 66 is in turn mounted on the common axis 64.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structural Engineering (AREA)
  • Transportation (AREA)
  • Control And Safety Of Cranes (AREA)
EP11173920A 2010-07-14 2011-07-14 Système de sécurité pour un chariot roulant d'une grue Withdrawn EP2407412A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE201020008078 DE202010008078U1 (de) 2010-07-14 2010-07-14 Sicherheitssystem für eine Laufkatze eines Krans

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EP2407412A1 true EP2407412A1 (fr) 2012-01-18

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EP11173920A Withdrawn EP2407412A1 (fr) 2010-07-14 2011-07-14 Système de sécurité pour un chariot roulant d'une grue

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DE (1) DE202010008078U1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013006073A1 (de) * 2013-04-08 2014-10-09 Liebherr-Werk Biberach Gmbh Kran sowie Verfahren zur Prüfung der Verseilung eines solchen Krans
IT202000029756A1 (it) 2020-12-03 2022-06-03 Leitalpin Gmbh Srl Impianto a fune con sistema di comando a distanza in particolare per il trasporto di materiale come per esempio legno

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04292396A (ja) * 1991-03-20 1992-10-16 C K S Chiyuuki:Kk 架設集材搬送装置
EP1710197A1 (fr) * 2005-04-07 2006-10-11 Potain Dispositif de sécurité pour chariot de grue
DE202010005201U1 (de) * 2010-04-14 2010-06-17 Wilbert Turmkrane Gmbh Sicherheitssystem für eine Laufkatze eines Kranes

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04292396A (ja) * 1991-03-20 1992-10-16 C K S Chiyuuki:Kk 架設集材搬送装置
EP1710197A1 (fr) * 2005-04-07 2006-10-11 Potain Dispositif de sécurité pour chariot de grue
DE202010005201U1 (de) * 2010-04-14 2010-06-17 Wilbert Turmkrane Gmbh Sicherheitssystem für eine Laufkatze eines Kranes

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Publication number Publication date
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