EP3028983B1 - Treuil, en particulier treuil à chute libre doté d'un frein de service et d'arrêt - Google Patents

Treuil, en particulier treuil à chute libre doté d'un frein de service et d'arrêt Download PDF

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Publication number
EP3028983B1
EP3028983B1 EP14196525.1A EP14196525A EP3028983B1 EP 3028983 B1 EP3028983 B1 EP 3028983B1 EP 14196525 A EP14196525 A EP 14196525A EP 3028983 B1 EP3028983 B1 EP 3028983B1
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EP
European Patent Office
Prior art keywords
brake
winch
brake body
driven
braking torque
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.)
Active
Application number
EP14196525.1A
Other languages
German (de)
English (en)
Other versions
EP3028983A1 (fr
Inventor
Roland Hartmann
Albert Pfeiffer
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.)
Zollern & Co KG GmbH
Original Assignee
Zollern & Co KG 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 Zollern & Co KG GmbH filed Critical Zollern & Co KG GmbH
Priority to EP14196525.1A priority Critical patent/EP3028983B1/fr
Priority to CN201510881365.4A priority patent/CN105668451B/zh
Priority to US14/958,296 priority patent/US10087056B2/en
Publication of EP3028983A1 publication Critical patent/EP3028983A1/fr
Application granted granted Critical
Publication of EP3028983B1 publication Critical patent/EP3028983B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D5/00—Braking or detent devices characterised by application to lifting or hoisting gear, e.g. for controlling the lowering of loads
    • 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
    • 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
    • B66D1/12—Driving gear incorporating electric motors
    • 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
    • B66D1/22—Planetary or differential gearings, i.e. with planet gears having movable axes of rotation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D5/00—Braking or detent devices characterised by application to lifting or hoisting gear, e.g. for controlling the lowering of loads
    • B66D5/02—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes
    • B66D5/023—Cooling of brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D5/00—Braking or detent devices characterised by application to lifting or hoisting gear, e.g. for controlling the lowering of loads
    • B66D5/02—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes
    • B66D5/12—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes with axial effect
    • B66D5/14—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes with axial effect embodying discs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D2700/00—Capstans, winches or hoists
    • B66D2700/07—Brakes with axial thrust for winches, hoists or similar devices

Definitions

  • the invention relates to a winch, in particular a free-fall winch with a braking device, which has a first brake for the service brake function and in particular for the holding brake function and a second brake for the holding brake function.
  • the winch may be, for example, an engine-powered winch, in particular a free-fall winch or a lifeboat winch.
  • a generic freefall winch which has a motor driven by a gear winch drum.
  • the transmission has a transmission shaft and a multi-disc brake, the first fins and second fins comprises, wherein the second fins are rotationally connected to the transmission shaft.
  • the second fins are rotationally connected to the housing.
  • the rotation of the winch drum can be braked by pressing the first and second louvers against each other.
  • the rotating winch drum can be braked or the winch drum are held against rotation relative to the housing.
  • the proposed service brake thus also serves as a holding brake.
  • the brake pads used for service brakes are usually selected to provide comfortable braking.
  • the service brake is dimensioned to only perform its proper service brake function, there is a risk, if the service brake is used as a holding brake, that creep occurs between the first and second louvers, ie, that a slow rotation between the first and second louvers second lamellae takes place.
  • the service brakes proposed in the prior art are oversized so far that creep is prevented. Due to the over-dimensioning of the brake, it requires a correspondingly larger space, whereby the compactness of the winds suffers.
  • the US 3,572,482 A describes a mechanical brake system having a disc brake comprising a plurality of brake discs, wherein a part of the Brake plate rotationally fixed to a housing and the other part of the brake disc is rotationally connected to a drive shaft. By pressing the brake disks against each other, a braking torque is generated.
  • the system also includes an input clutch which is closed by twisting a nut and can apply the brake.
  • the coupling is designed as a multi-plate clutch.
  • the winch comprises a frame, which may also be referred to as a winch frame or housing, and a winch drum rotatably mounted relative to the frame.
  • the winch drum is rotatably supported by the frame.
  • a rope in particular a steel cable, a chain or a belt can be wound or become.
  • a free-fall winch for a rope may optionally be a free-fall winch.
  • the winch comprises a gear, such as a single or multi-stage planetary gear, via which the winch drum is rotatable by means of a drive motor attachable or attached to the winch.
  • the drive shaft of the drive motor may be coupled via the transmission with the winch drum.
  • the transmission has a transmission shaft coupled to the winch drum such that rotation of the winch drum relative to the frame may cause rotation of the transmission shaft relative to the frame, particularly at a different speed from the speed of the winch drum.
  • the winch has a first brake, which preferably serves as a service brake on.
  • the first brake may be, for example, a multi-disc brake.
  • the first brake has at least one first brake body and at least one second brake body, which is rotatably connected to the transmission shaft on.
  • a plurality of first fins the first brake body and a plurality of second fins the at least one second brake body form.
  • the at least one first brake body and the at least one second brake body can be pressed against each other to achieve a friction-based braking effect, in particular by means of a pressure piece of the first brake.
  • the at least one first brake body may, for example, be connected to the frame in a rotationally fixed or permanently non-rotatable manner, in particular directly or indirectly, ie via further components.
  • the at least one second brake body can be directly or indirectly, ie via other components, rotatably connected to the transmission shaft, in particular permanently non-rotatably connected.
  • the at least one second brake body may rotate relative to the at least one first brake body and / or relative to the frame.
  • the winch has a second brake, which has at least one third brake body and at least one fourth brake body, which is non-rotatably connected to the transmission shaft and / or the at least one second brake body.
  • the second brake can serve in particular together with the first brake as a holding brake and / or be a multi-disc brake.
  • a plurality of third disks may form the at least one third brake body, wherein a plurality of fourth disks may form the at least one fourth brake body.
  • the at least one fourth brake body can be directly or indirectly permanently connected to the transmission shaft in particular.
  • the at least one fourth brake body is connected indirectly, in particular via the transmission shaft with the at least one second brake body.
  • the at least one third brake body is in particular permanently rotationally connected directly or indirectly to the frame and / or the first brake body.
  • the at least one third brake body and the at least one fourth brake body can be pressed against each other to achieve a friction-based braking effect, in particular by means of a pressure piece of the second brake.
  • the at least one fourth brake body can rotate relative to the at least one third brake body and / or to the frame.
  • both brakes can be made small, since the first brake does not need to be oversized and the second brake only needs to be designed so that it prevents the creep of the first brake when the first Brake and the second brake for the holding brake function are closed.
  • the first brake may be designed so that its maximum braking torque is less than the braking torque required for a holding brake function - based on the maximum permissible load torque -
  • the second brake can be designed so that their maximum braking torque is less than that for the holding brake function required braking torque - based on the maximum permissible load torque is, wherein the sum of the maximum braking torque of the first brake and the maximum braking torque of the second brake is greater than or equal to the braking torque required for the holding brake function - based on the maximum load torque - is.
  • the first brake needs to be used to decelerate (service brake function) of the winch, with the first and second brakes being used to lock the winch relative to the frame, in particular to be closed in order to fulfill the braking torque required for the holding brake function.
  • the second brake is considered to be too weak for a holding brake function, so that it can fulfill the holding brake function only in conjunction with the first brake.
  • the winch drum rotating relative to the frame and / or the gear shaft is braked by means of the first brake, in particular only the first brake, the second brake being open.
  • the winch drum and / or the transmission shaft can be secured against rotation relative to the frame, that is, be established or that the first brake and the second brake are closed or are.
  • the second brake may be opened and the first brake at least partially opened to allow the winch drum and gear shaft to move relative to free fall operation to rotate to the frame, wherein at the end of the free-fall operation, the winch drum or the transmission shaft is braked by the first brake until or almost to a stop and the second brake is closed to determine the winch drum and / or the transmission shaft relative to the frame.
  • the friction pairing in particular material pairing between the at least one first brake body and the at least one second brake body may differ from the friction pairing, in particular material pairing between the at least one third brake body and the at least one fourth brake body.
  • a friction or material pairing can be selected, which is usually selected for a service brake, wherein for the second brake a friction or material pairing can be selected, which is usually used for a holding brake.
  • ⁇ static ⁇ ⁇ dynamic where ⁇ statically denotes the static friction coefficient (static friction coefficient) and ⁇ dynamic the dynamic friction coefficient (sliding friction coefficient).
  • ⁇ static > ⁇ dynamic where ⁇ statically denote the static friction coefficient (static friction coefficient) and ⁇ dynamically the dynamic friction coefficient (sliding friction coefficient).
  • the at least one first brake body in particular the first lamellae, may have a first brake pad made of an organic material or the at least one second brake body, in particular the second lamellae, may have a second brake pad made of an organic material.
  • first brake body and the second brake body a friction pair of metal (such as steel) / organic material (such as paper) is preferred.
  • first brake body in particular the first lamellae
  • second brake body in particular the second lamellae
  • a brake pad of an organic material such as e.g. a paper covering
  • a metallic material in particular steel
  • the at least one first brake body in particular the first lamellae, may comprise a first brake pad of an organic material and the at least one second brake body may comprise a metallic material, in particular steel, which forms the friction surface for the organic material.
  • the at least one second brake body, in particular the second lamellae, a second brake pad made of an organic material and the at least one first brake body, a metallic material, in particular steel, which forms the friction surface for the organic material have.
  • the at least one third brake body in particular the third lamellae, may have a third brake pad made of a sintered material or the at least one fourth brake body, in particular the fourth lamellae, may have a fourth brake pad made of a sintered material.
  • a friction pair of metal such as steel
  • sintered material such as sintered metal, in particular sintered bronze
  • One of third brake body, in particular the third lamellae, and fourth brake body, in particular the fourth lamellae, a brake pad of a sintered material, such as sintered bronze, having, on the other third brake body and fourth brake body, a metallic material, in particular steel Friction surface for the brake pad made of sintered material forms.
  • the friction pair metal / sintered material is formed.
  • the at least one third brake body in particular the third lamellae, may comprise a third brake pad of a sintered material and the at least one fourth brake body may comprise a metallic material, in particular steel, which forms the friction surface for the sintered material.
  • the at least one fourth Brake body, in particular the fourth fins, a fourth brake pad made of a sintered material and the at least one third brake body, a metallic material, in particular steel have, which forms the friction surface for the sintered material.
  • the at least one first brake body and the at least one second brake body can be arranged in an oil bath. This improves the heat dissipation from the mutually rubbing at least one first and second brake bodies and reduces the wear of the at least one first and second brake body.
  • the at least one third and fourth brake bodies may also be arranged in an oil bath or alternatively run dry, i. H. not be placed in an oil bath. Since the second brake serves only as a holding brake, no major heat development between the at least one third and fourth brake bodies is to be expected.
  • the force with which the at least one first and second brake bodies are pressed against one another can be varied, in particular in several, for example at least three stages or continuously, in particular when the second brake is open.
  • the first brake can be activated independently of the second brake when the second brake is open.
  • the second brake is closed, it can be provided in particular by a controller that the first brake is also closed.
  • the second brake is opened, the at least one first brake body and second brake body can be pressed against each other independently of the at least one third and fourth brake body, d. H. in several, such as at least two, at least three or more stages or continuously, whereby the braking torque of the second brake, in particular the service brake is adjustable.
  • the first brake may comprise at least one preloaded spring, as for example comprise a plurality of prestressed springs, wherein the at least one preloaded spring presses against each other via a pressure piece, the at least one first and second brake body for braking.
  • the maximum braking torque of the brake is determined by the at least one preloaded spring, which the brake body presses against each other.
  • the pressure piece can be moved to release the first brake or to reduce the braking torque against the force of the prestressed springs electrically, hydraulically or pneumatically.
  • the means for moving the pressure piece against the force of the prestressed spring fails, that the at least one prestressed spring presses against the pressure member, the first and second brake body to generate the maximum braking torque against each other.
  • a safety device is provided, which ensures that the first brake brakes in case of failure of the means for moving.
  • the second brake has at least one prestressed spring which presses against each other via a pressure piece, the at least one third and fourth brake body for braking.
  • the pressure piece for releasing the second brake or to reduce the braking torque against the force of the prestressed springs can be electrically, hydraulically or pneumatically movable.
  • the respective pressure piece of the first and / or second brake may for example form a displaceable wall of a pressure chamber which is pneumatically or hydraulically printable to move the pressure piece against the force of the at least one spring, d. h., To move the pressure piece so that the at least one spring is tensioned. When venting the pressure chamber, the spring can move the pressure piece and press against the brake body.
  • the winch may comprise a second transmission shaft rotatably connected or connected to the drive shaft of the engine or the drive shaft of the engine.
  • the second transmission shaft may be aligned with the aforementioned transmission shaft, which may be referred to as the first transmission shaft for better distinctness.
  • the second transmission shaft can be detected relative to the frame by means of a further brake, for example a holding brake designed in particular as a multi-disc brake, in particular during free fall operation, and released for rotation relative to the frame, in particular during the motorized lifting or lowering operation.
  • the further brake is preferably closed when the first brake is at least partially open and the second brake is open (free fall operation).
  • the further brake is preferably open when the first and second brakes are closed (motorized lifting or Lowering mode).
  • the additional brake and the first and second brakes can optionally be closed (holding function or emergency stop).
  • the free-fall winch 1 has a winch drum 2, over the circumference of which a rope can be wound or wound up (not shown).
  • a winch drum 2 Within the winch drum 2 is a multi-stage, in this example two-stage planetary gear 10, in particular arranged in a housing pot 8, which in turn is located in the winch drum 2, with which it is connected torsionally rigid.
  • the winch drum 2 is rotatably mounted in the frame 3, which may also be referred to as a housing stored.
  • a drive motor 15 drives a sun gear 43 of a drive planetary stage 42 via its drive shaft 16 and a second transmission shaft 17. The rotational movement of the sun gear 43 is transmitted via a ring gear 42 of the drive planetary gear 42 to the sun gear 23 of an output planetary gear stage 22.
  • the sun gear 23 is for this purpose connected to the ring gear 42 via a hollow shaft 21, within which, for example, the second transmission shaft 17 is arranged.
  • the rotational movement of the sun gear 23 is transmitted via the planet gears 26 to the ring gear 28 of the output planetary gear stage 22, wherein the ring gear 28 is rigidly connected to the housing pot 8 and / or generally with the winch drum 2.
  • a further planetary stage may be arranged between the drive planetary stage 42 and the output planetary stage 22, which further reduces the rotational speed from the motor 15 to the winch drum 2.
  • the planet gears 26 of the Output planetary stage 22 take in response to their support against the frame 3, the reaction forces of the winch drum.
  • the planet carrier 44 of the drive planetary stage 42 is rotatably connected in particular with a first gear shaft 12, wherein the gear shaft 12 is rotatably supported relative to the housing pot 8 of the planetary gear 10 and the frame 3 of the free fall winch 1.
  • a fixedly connected to the winch frame 3 first brake 100 and a fixed to the winch frame 3 second brake 200 is arranged.
  • the first brake 100 serves as a service brake for the deceleration of the load in free fall operation.
  • the second brake 200 in conjunction with the first brake 100, serves as a holding brake for securely detecting the winch drum 2 with respect to the frame 3.
  • a second drive motor (not shown) may be attached to the transmission shaft 12, which drives the planetary carrier 44 of the drive planetary stage 42 via the transmission shaft 12.
  • the drive planetary stage 42 transmits now by means of its ring gear 48, the transmitting rotational movements of both drive motors on the sun gear 23 of the output planetary gear stage 22.
  • the planetary carrier 44 may be non-rotatably connected to the sun gear 23 via the hollow shaft 21.
  • the ring gear 48 of the drive planetary stage 42 can then be rotatably connected to the transmission shaft 12.
  • the hollow shaft 48 of the drive planetary stage 42 is in this alternative, the non-abolable web (free member), which can be braked by the free-fall brake 100, 200 relative to the winch frame 3.
  • the rotatably connected to the sun gear 43 gear shaft 17 has a holding brake 6, which is attached on the one hand to the transmission shaft 17 and on the other hand to the winch frame, so that the transmission shaft 17 with respect to the winch frame 3 can be determined, especially during free fall operation. That is, that during the lifting and lowering operation by means of the motor 15, the brake 6 is opened, wherein the first and second brakes 100, 200 are closed, so that the winch drum 2 by means of the motor 15 with respect to the winch frame 3 stroke - And / or lowering movements can perform. For the free-fall operation, the holding brake 6 is closed, wherein the second brake 200 is opened and the first brake 100 is also at least partially opened, so that the winch drum 2 with respect to sets frame 3 in motion. The rotational speed of the winch drum 2 can be regulated by means of the braking torque of the first brake 100.
  • the sun gear 23 of the output planetary stage 22 can be driven by the planet carrier 44 of the drive planetary stage 42 (in FIG FIG. 2 not shown), wherein the transmission shaft 12 is driven by the ring gear 48 of the drive planetary stage 42.
  • the sun gear 23 of the output planetary gear 22 is driven by the ring gear 48 of the drive planetary gear 22, wherein the gear shaft 12 of the planet carrier 44 of the drive planetary stage 42 can be driven.
  • the first brake 100 is a multi-disc brake
  • the second brake 200 is also a multi-disc brake.
  • the first brake 100 on a plurality of first blades 110 which rotatably with a housing 80 of the assembly from FIG. 1 are connected.
  • the module is off FIG. 1 can be connected via its housing 80, in particular via the flanges 84 fixed to the winch frame 3, so that the housing 80 can be considered part of the winch frame 3.
  • the housing 80 has a first housing pot 81, a second housing pot 82 and a lid 83 and an inner piece 152 and an inner piece 252.
  • the first brake 100 has a plate carrier 121, which is non-rotatably connected to the transmission shaft 12.
  • the first brake 100 has a plurality of second fins 120 which are non-rotatably connected to the plate carrier 121 or rotatably connected via the plate carrier 121 with the transmission shaft 12.
  • a second slat 120 is arranged in each case, wherein a first slat 110 is arranged in each case between two second slats 120.
  • the first and second blades 110, 120 can be pressed against each other via a first pressure piece 140 of the brake 100, whereby the friction between the Slats 110, 120 and thus the braking torque of the first brake 100 can be generated or increased.
  • the pressure piece 140 is pressed by means of prestressed springs 130 against the slats 110, 120.
  • the springs 130 thus generate the contact force required for the braking torque on the lamellae 110, 120.
  • the at least one spring 130 is supported at one end on the pressure piece 140 and at the other end on the housing 80, in particular on the second housing pot 82.
  • the at least one spring 130 is a helical spring, which acts as a compression spring.
  • the inner piece 152 and the pressure piece 140 form the walls of a first pressure chamber 150, which is printable via a channel 151 with a fluid, in particular compressed air or hydraulic oil.
  • the housing 80, in particular the second housing pot 82 has on its outer side a connection for connecting a supply line for the channel 151.
  • the pressure piece 140 By supplying fluid into the chamber 150, the pressure piece 140 can be displaced so that on the one hand the tensioned at least one spring 130 and the blades 110, 120 are relieved of the contact pressure of the pressure piece 140, so that braking torque of the brake 100 decreases.
  • the at least one spring 130 By discharging fluid from the pressure chamber 150, in particular by reducing the pressure in the pressure chamber 150, the at least one spring 130 can push the pressure piece 140 to increase the contact force against the blades 110, 120, whereby the braking torque of the brake 100 increases.
  • the braking torque of the brake 100 can be set almost arbitrarily, ie continuously.
  • the inner piece 152 simultaneously forms the bearing seat for a rolling bearing, which rotatably supports the gear shaft 12 on the housing 80, wherein the rolling bearing is supported with its outer periphery on the inner piece 152 and the gear shaft 12 is supported with its outer periphery on an inner periphery of the bearing.
  • a second brake 200 which acts as a holding brake, wherein the second brake 200 has a plurality of third fins 210 which are non-rotatably connected to the housing 80, in particular the second housing pot 82.
  • the second brake 200 has a plurality of fourth fins 220, which are non-rotatably connected to a plate carrier 221 or via the plate carrier 221 rotatably connected to the transmission shaft 12.
  • the plate carrier 221 is rotatably connected to the transmission shaft 12.
  • the second brake 200 has a second pressure piece 240, which presses by means of a plurality of springs 230 or generally at least one spring 230 of the second brake 200 with a contact force against the slats 210, 220.
  • the pressure piece 240 is pressed with a contact force against the slats 210, 220, so that the required braking torque is generated.
  • the pressure piece 240 is displaced against the force of at least one spring 230 so that the at least one spring 230 is tensioned by the pressure piece 240 and the lamellae 210, 220 are relieved of the contact pressure.
  • the lid 251 fixed to the inner piece 252 and the second pressure piece 240 form the walls of a second pressure chamber 250, which is supplied via a fluid passage 251 fluid.
  • the channel 251 opens on the outside of the housing 80, in particular of the lid 83, namely into a connection, to which a fluid line can be closed.
  • the at least one spring 230 is supported at one end on the second pressure piece 240 and at the other end on the housing 80, in particular on the housing cover 83.
  • the at least one spring 230 is acting as a compression spring coil spring.
  • the material pairing between the first and second blades 110, 120 differs from the material pairing between the third and fourth blades 210, 220.
  • the material combination of the first and second blades 110, 120 ⁇ static ⁇ ⁇ dynamic .
  • the first brake 100 is designed so that its maximum braking torque is less than the braking torque required for a holding brake function.
  • the braking torque required for the holding brake function refers to the maximum permissible load torque, which depends on the maximum permissible load on the cable.
  • the second brake 200 is designed so that their maximum braking torque is less than the braking torque required for a holding brake function.
  • none of the brakes 100, 200 is sufficiently dimensioned per se, that the maximum braking torque is achieved.
  • the sum of the maximum braking torque of the first brake 100 and the maximum braking torque of the second brake 200 is greater than or equal to the required braking torque for the holding brake function.
  • the first and second brakes 100, 200 can be made compact in themselves.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)

Claims (15)

  1. Treuil (1), comprenant :
    a) un châssis (3) et un tambour de treuil (2) monté de manière rotative par rapport au châssis (3),
    b) une boîte de vitesses (10), par le biais de laquelle le tambour de treuil (2) est rotatif au moyen d'un moteur d'entraînement (15) pouvant être monté ou étant monté sur le treuil (1), la boîte de vitesses (10) présentant un arbre de transmission (12),
    c) un premier frein (100) qui présente au moins un premier corps de frein (110) et au moins un deuxième corps de frein (120), qui est relié solidairement en rotation à l'arbre de transmission (12), l'au moins un premier corps de frein (110) et l'au moins un deuxième corps de frein (120) pouvant être pressés l'un contre l'autre pour obtenir un effet de freinage sur la base d'un verrouillage à friction.
    d) un deuxième frein (200) qui présente au moins un troisième corps de frein (210) et au moins un quatrième corps de frein (220), qui est relié solidairement en rotation à l'arbre de transmission (12) et/ou à l'au moins un deuxième corps de frein (120), l'au moins un troisième corps de frein (210) et l'au moins un quatrième corps de frein (220) pouvant être pressés l'un contre l'autre pour obtenir un effet de freinage sur la base d'un verrouillage à friction, caractérisé en ce que
    e) l'au moins un troisième corps de frein (210) est relié solidairement en rotation au châssis (3) et/ou au premier corps de frein (110).
  2. Treuil (1) selon la revendication 1, caractérisé en ce que le premier frein (100) peut être actionné indépendamment du deuxième frein (200), en particulier en ce que les au moins un premier et deuxième corps de frein (110, 120) peuvent être pressés l'un contre l'autre indépendamment des au moins un troisième et quatrième corps de frein (210, 220).
  3. Treuil (1) selon l'une des revendications précédentes, caractérisé en ce que l'au moins un premier corps de frein (110) présente une première plaquette de frein en matière organique ou l'au moins un deuxième corps de frein (120) présente une deuxième plaquette de frein en matière organique.
  4. Treuil (1) selon l'une des revendications précédentes, caractérisé en ce que l'au moins un troisième corps de frein (210) présente une troisième première plaquette de frein en matière frittée ou l'au moins un quatrième corps de frein (220) présente une quatrième plaquette de frein en matière frittée.
  5. Treuil (1) selon l'une des revendications précédentes, caractérisé en ce que l'au moins un premier et deuxième corps de frein (110, 120) sont disposés dans un bain d'huile, l'au moins un troisième et quatrième corps de frein (210, 220) étant disposés dans un bain d'huile ou fonctionnent à sec.
  6. Treuil (1) selon l'une des revendications précédentes, caractérisé en ce que pour l'ajustement par frottement entre l'au moins un premier corps de frein (110) et l'au moins un deuxième corps de frein (120) il faut : µstatique ≤ µdynamique.
  7. Treuil (1) selon l'une des revendications précédentes, caractérisé en ce que pour l'ajustement par frottement entre l'au moins un troisième corps de frein (210) et l'au moins un quatrième corps de frein (220) il faut : µstatique > µdynamique.
  8. Treuil (1) selon l'une des revendications précédentes, caractérisé en ce que le premier frein (100) est conçu en tant que frein de service et le deuxième frein en tant que frein d'arrêt (200).
  9. Treuil (1) selon l'une des revendications précédentes, caractérisé en ce que le premier frein (100) est conçu de manière que son couple de freinage maximal est inférieur au couple de freinage exigé pour une fonction de frein d'arrêt, le deuxième frein (200) étant conçu de manière que son couple de freinage maximal est inférieur au couple de freinage exigé pour une fonction de frein d'arrêt, la somme du couple de freinage maximal du premier frein (100) et du couple de freinage maximal du deuxième frein (200) étant supérieure ou égale au couple de freinage exigé pour la fonction de frein d'arrêt.
  10. Treuil (1) selon l'une des revendications précédentes, caractérisé en ce que le premier frein (100) est un frein à disques multiples, plusieurs premiers disques formant l'au moins un premier corps de frein (110) et plusieurs deuxièmes disques forment l'au moins un deuxième corps de frein (120).
  11. Treuil (1) selon l'une des revendications précédentes, caractérisé en ce que le deuxième frein (200) est un frein à disques multiples, plusieurs troisièmes disques formant l'au moins un troisième corps de frein (210) et plusieurs quatrièmes disques forment l'au moins un quatrième corps de frein (220).
  12. Treuil (1) selon l'une des revendications précédentes, caractérisé en ce que
    - le premier frein (100) présente au moins un ressort précontraint (130), lequel, par le biais d'un élément de pression (140), presse l'un contre l'autre l'au moins un premier et un deuxième corps de frein (110, 120) pour le freinage, l'élément de pression (140) étant mobile de manière électrique, hydraulique ou pneumatique pour libérer le premier frein (100) ou pour réduire le couple de freinage contre la force du ressort précontraint (130) et/ou
    - le deuxième frein (200) présente au moins un ressort précontraint (230), lequel, par le biais d'un élément de pression (240), presse l'un contre l'autre l'au moins un troisième et l'au moins un quatrième corps de frein (210, 220) pour le freinage, l'élément de pression (240) étant mobile de manière électrique, hydraulique ou pneumatique pour libérer le deuxième frein (200) ou pour réduire le couple de freinage contre la force du ressort précontraint (230).
  13. Treuil (1) selon l'une des revendications précédentes, caractérisé en ce que la boîte de vitesses (10) comprend :
    a) un étage planétaire de sortie (22),
    e1) dont la roue solaire (23) est susceptible d'être entraînée,
    e2) dont le support planétaire (24) ou dont la roue creuse (28) est reliée solidairement en rotation au châssis (3) et
    e3) dont l'organe libre restant est relié solidairement en rotation au tambour de treuil (2),
    b) un étage planétaire d'entraînement (42),
    f1) dont la roue solaire (43) est susceptible d'être entraînée depuis le moteur (15),
    f2) la roue solaire (23) de l'étage planétaire de sortie (22) étant susceptible d'être entraînée depuis le support planétaire (44) de l'étage planétaire d'entraînement (42) et
    f3) l'arbre de transmission (12) étant susceptible d'être entraîné depuis la roue creuse (48) de l'étage planétaire d'entraînement (42).
  14. Treuil (1) selon l'une des revendications 1 à 12, caractérisé en ce que la boîte de vitesses (10) comprend :
    e) un étage planétaire de sortie (22),
    e1) dont la roue solaire (23) est susceptible d'être entraînée,
    e2) dont le support planétaire (24) ou dont la roue creuse (28) est relié solidairement en rotation au châssis (3) et
    e3) dont l'organe libre restant est relié solidairement en rotation au tambour de treuil (2),
    f) un étage planétaire d'entraînement (22),
    f1) dont la roue solaire (43) est susceptible d'être entraînée depuis le moteur (15),
    f2) la roue solaire (23) de l'étage planétaire de sortie (22) étant susceptible d'être entraînée depuis la roue creuse (28) de l'étage planétaire d'entraînement (22) et
    f3) l'arbre de transmission (12) étant susceptible d'être entraîné depuis le support planétaire (44) de l'étage planétaire d'entraînement (42).
  15. Procédé destiné au fonctionnement du treuil (1) selon l'une des revendications précédentes, caractérisé en ce que le tambour de treuil (2) en rotation par rapport au châssis (3) ou à l'arbre de transmission (12) est décéléré au moyen du premier frein (100), le deuxième frein (200) étant ouvert et en ce que le tambour de treuil (2) ou l'arbre de transmission (12) avant ou après ceci est ainsi bloqué en rotation par rapport au châssis (3), de manière que le premier frein (100) et le deuxième frein (200) soient fermés.
EP14196525.1A 2014-12-05 2014-12-05 Treuil, en particulier treuil à chute libre doté d'un frein de service et d'arrêt Active EP3028983B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP14196525.1A EP3028983B1 (fr) 2014-12-05 2014-12-05 Treuil, en particulier treuil à chute libre doté d'un frein de service et d'arrêt
CN201510881365.4A CN105668451B (zh) 2014-12-05 2015-12-03 卷扬机
US14/958,296 US10087056B2 (en) 2014-12-05 2015-12-03 Free-fall winch with a service and holding brake

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP14196525.1A EP3028983B1 (fr) 2014-12-05 2014-12-05 Treuil, en particulier treuil à chute libre doté d'un frein de service et d'arrêt

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EP3028983A1 EP3028983A1 (fr) 2016-06-08
EP3028983B1 true EP3028983B1 (fr) 2018-02-07

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FR3118015B1 (fr) * 2020-12-17 2023-03-31 Thales Sa Treuil équipé d’un limiteur de couple variable

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Publication number Publication date
CN105668451A (zh) 2016-06-15
EP3028983A1 (fr) 2016-06-08
US20160159626A1 (en) 2016-06-09
CN105668451B (zh) 2019-01-04
US10087056B2 (en) 2018-10-02

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