JP2017088284A - Brake gear and brake method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a brake gear capable of showing braking effect without resort to close contact or the like, and improving the braking effect.SOLUTION: A brake gear for runaway prevention is installed on a portal crane or a quay crane running along an iron rail 3, and aluminum or an aluminum alloy is installed as a contact member 10 on a brake shoe 9 of the brake gear. Thus, the contact member 10 is pressed onto the rail 3 upon braking, to thereby deform the contact member 10 so as to adhere to the rail 3.SELECTED DRAWING: Figure 7

Description

  The present invention relates to a braking device and a braking method for a crane traveling on a rail, and more particularly to a braking device and a braking method that can exhibit a braking effect and improve the braking effect without performing hitting or the like.

  Various brake devices have been proposed that are installed on quay cranes or portal cranes (hereinafter sometimes collectively referred to as cranes) that run on rails and prevent escape due to gusts or the like (for example, patent documents) 1).

  Document 1 includes an elevating mechanism fixed to a crane, a receiving part installed below the elevating mechanism, and a brake shoe arranged below the receiving part. A brake device is proposed that is joined via an inclined surface.

  This brake device makes a brake shoe contact the upper surface of a rail at the time of an action | operation. When the crane runs away in this state, the receiving part runs on the brake shoe. Since the brake shoe is pressed against the rail using the weight of the crane, a great braking effect can be obtained.

  A conventional brake shoe contact member is composed of a resin molding material obtained by molding a plurality of materials with a resin, or a sintered material obtained by sintering powdery metal or the like. In either case of the resin mold material or the sintered material, the contact member requires an operation referred to as hitting, running-in or quenching in order to exert a predetermined braking force.

  In the case of an automobile or the like, the hitting is performed by actually using the brake device after replacing the brake shoe. By raising the temperature of the contact member by actual use of the brake device and then cooling it, the contact surface of the contact member that contacts the brake disc or the like can be altered to obtain a predetermined coefficient of friction. In addition, a predetermined braking effect can be obtained when the contact surface with the contact member becomes familiar with the brake disc or the like.

  However, in the case of a crane, a frictional force is not generated between the contact member and the rail unless the crane runs away, such as when a gust of wind occurs, so that the hitting by actually using the brake device cannot be performed. Therefore, when installing a brake shoe in the brake device of a crane, there exists a malfunction which must perform contact | abutting of the contact member of a brake shoe separately.

  Even if the hitting can be performed by actually using the brake device, the rail position when the brake device operates often differs from the position where the hitting is performed. In this case, the braking effect as expected by performing the hitting cannot be obtained.

  Since the rails laid on the quay or the like have a length of several tens of meters to several hundreds of meters, the rails may be wavy in the vertical direction or the horizontal direction. In addition, unevenness may be formed on the upper and side surfaces of the rail due to wear and the like associated with long-term use. Even if the contact member is pressed against such a rail, a part of the contact member may not contact the rail. Since the contact area of the contact member with respect to the rail cannot be obtained sufficiently, a problem that a sufficient braking effect cannot be obtained occurs.

If the pressing force of the contact member is increased with respect to the rail in order to obtain a high braking effect, the resin mold material and the sintered material constituting the contact member may not withstand the pressure and may break. Therefore, there is a limit to improving the braking effect of the crane brake device.

JP 2014-190450 A

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a brake device that can exhibit a braking effect and improve the braking effect without performing hitting or the like.

  A brake device according to a first aspect of the present invention that achieves the above object is provided with a brake shoe that is installed in a crane that travels along a rail and is pressed against the rail to brake the crane. The contact member of the brake shoe that contacts is made of aluminum or an aluminum alloy.

  A brake device according to a second aspect of the present invention includes a brake shoe that is installed on a portal crane or a quay crane that travels along an iron rail and that presses against the rail to brake the portal crane or the quay crane. In the brake device for preventing runaway, the contact member of the brake shoe that comes into contact with the rail is made of aluminum or an aluminum alloy.

  According to the braking method of the present invention, a brake device for preventing a runaway is installed in a portal crane or a quay crane that travels along an iron rail, and the escape of the portal crane or the quay crane is prevented by this brake device. A braking method, wherein aluminum or an aluminum alloy is installed as a contact member on a brake shoe of the brake device, and the contact member is pressed against the rail at least during braking to deform the contact member and closely contact the rail It is characterized by that.

  According to the present invention, since the contact member is made of relatively soft aluminum or aluminum alloy, the contact member can be deformed and brought into close contact with the rail, which is advantageous for obtaining a high braking effect. Since the contact member is in close contact with the rail by deformation to enhance the braking effect, a high braking effect can be obtained without performing contact or the like as in the case of a conventional contact member made of resin mold material or sintered material. Can do.

  The contact member can be in close contact with the rail by deformation during braking. Moreover, an aluminum alloy can be comprised with an Al-Cu type alloy.

  The contact member can be configured to be pressed against the upper surface of the rail during braking. Since the contact area between the rail and the contact member can be secured wider than the side surface of the rail, the upper surface is advantageous in improving the braking effect.

An elevating mechanism fixed to the crane, a receiving part installed below the elevating mechanism, and a brake shoe suspended below the receiving part via a suspension member, the brake shoe having an inclined part The brake shoe has an upper surface, and the receiving portion has a lower surface of the receiving portion having an inclined portion corresponding to the upper surface of the brake shoe. The contact member installed on the lower surface of the shoe contacts the upper surface of the rail, and the receiving portion can ride on the upper surface of the brake shoe by moving the crane.

  Since the contact member can be pressed against the rail by utilizing the crane's own weight during braking, it is advantageous to closely contact the rail while deforming the contact member. As a result, a higher braking effect can be obtained.

  Since the contact member is pressed against the upper surface of the rail only when the brake device is activated and the crane runs away, it is advantageous for suppressing wear of the contact member.

It is explanatory drawing which illustrates the traveling device periphery of a crane provided with the brake device of this invention. It is explanatory drawing which expands and illustrates the brake device of FIG. It is explanatory drawing which illustrates the brake device of FIG. 2 by AA arrow. It is explanatory drawing which illustrates the state at the time of the action | operation of the brake device of FIG. It is explanatory drawing which illustrates the state at the time of braking of the brake device of FIG. It is explanatory drawing which illustrates the contact state of the contact member of FIG. 4, and a rail. It is explanatory drawing which illustrates the contact state of the contact member of FIG. 5, and a rail. It is explanatory drawing which illustrates the BB cross section of FIG. It is explanatory drawing which illustrates the modification of a brake device.

  Hereinafter, a brake device and a brake method of the present invention will be described based on the embodiments shown in the drawings. In the drawing, the traveling direction of the crane is indicated by an arrow y, the transverse direction that intersects the traveling direction y at a right angle is indicated by an arrow x, and the vertical direction is indicated by an arrow z.

  As illustrated in FIG. 1, a crane 2 including a brake device 1 of the present invention includes a traveling device 4 that travels on a rail 3 at a lower end portion. The traveling device 4 includes a brake device 1 for preventing runaway that is installed from the lower surface of the central portion in the traveling direction y toward the rail 3, and a plurality of wheels 5 that roll on the rail 3.

  The position where the brake device 1 is installed is not limited to the above, and can be installed at any position between the crane 2 and the rail 3 such as the lower surface of the leg structure constituting the crane 2. The crane 2 is constituted by, for example, a quay crane or a portal crane. The crane 2 should just have the structure which drive | works on the rail 3 not only in this, For example, it can comprise with an overhead crane.

  The brake device 1 is operated after the crane 2 has traveled to a predetermined position where cargo handling work is performed. When the crane 2 receives an external force that is unexpectedly pushed in the traveling direction y due to a gust of wind or the like, the brake device 1 that contacts the rail 3 prevents the crane 2 from running away in the traveling direction y.

  Since the traveling speed of the crane 2 is relatively slow, about 0.8 to 10 km per hour, the crane 2 can be stopped at any position by stopping the rotation of the driving motor that rotates the wheels 5. Therefore, the brake device 1 is not used when stopping the crane 2 from traveling normally. That is, it is fundamentally different from a brake device such as an automobile that is repeatedly operated to obtain a braking effect.

  The brake device 1 illustrated in FIGS. 2 and 3 includes an elevating mechanism 6 installed on the crane 2, a receiving unit 7 installed below the elevating mechanism 6, and a suspension such as a wire below the receiving unit 7. And a brake shoe 9 suspended through a suspension member 8. The brake shoe 9 includes an inclined portion 9a formed on the upper surface side, and a contact member 10 that is disposed on the lower surface side and configured to come into contact with the rail 3. The inclined portion 9a is formed in a state having an upward inclination and a downward inclination in the traveling direction y, and is formed in a convex shape, for example.

  The receiving part 7 includes an inclined part 7a formed on the lower surface side. The inclined portion 7 a is formed in a shape corresponding to the inclined portion 9 a of the opposing brake shoe 9. The inclined portion 7a of the receiving portion 7 is formed in a state having an upward inclination and a downward inclination in the traveling direction y, and is formed in a concave shape, for example. The brake device 1 of the embodiment illustrated in FIGS. 2 and 3 may be hereinafter referred to as a wedge type brake device 1.

  The elevating mechanism 6 includes a crane-side fixture 11 fixed to the crane 2 such as the traveling device 4, a first arm portion 12 having one end connected to the crane-side fixture 11 in a tiltable state, and the first arm A second arm part 14 having one end connected to the other end of the part 12 via a bending / extending part 13 and a receiving part side connected to the other end of the second arm part 14 in a tiltable state And a fixture 15. The receiving portion 7 is fixed to the receiving portion side fixing tool 15.

  The elevating mechanism 6 includes a control unit 16 for fixing or releasing the bending and extension of the bending / extending portion 13. The control unit 16 can be constituted by, for example, a hydraulic cylinder, a clutch mechanism, a motor, or the like. The elevating mechanism 6 is not limited to the above configuration, and may have another structure as long as it has a function of moving the brake shoe 9 in the vertical direction z.

  The contact member 10 is made of aluminum or an aluminum alloy as a main material. For example, 90% or more of the volume of the contact member 10 is made of aluminum or the like. Here, the aluminum in the present specification refers to pure aluminum or the like with the 1000 series in the international aluminum alloy name.

  The aluminum alloy in the present specification is, for example, an Al—Cu based alloy such as duralumin with a 2000 series in the name of an international aluminum alloy, an Al—Mn based alloy with a 3000 series, and a 4000 series. The Al-Si alloy, the Al-Mg alloy with the 5000 series, the Al-Mg-Si alloy with the 6000 series, and the like. In addition, the aluminum alloy in this specification is the Al-Zn-Mg-based alloy or Al-Zn-Mg-Cu-based alloy with the 7000 series in the international aluminum alloy name, or other than the above with the 8000 series. This does not exclude the alloy.

  In this embodiment, the contact member 10 has a thickness in the vertical direction z of 35 mm. The thickness of the contact member 10 is desirably 1 to 100 mm, and more desirably 5 to 50 mm. The thickness of the contact member 10 may be at least as large as the allowable wear margin. For example, when the wear margin is set to 5 mm, the thickness of the contact member 10 may be 5 mm or more. When the thickness of the contact member 10 is set to be larger than the preset wear margin, the contact member 10 can be reused by carrying out polishing and the like after being worn by the thickness of the wear margin.

  As illustrated in FIG. 3, the contact member 10 is configured by a flat plate-like member whose width in the transverse direction x is larger than the width of the upper surface of the rail 3. The contact member 10 is installed in a state where it can be attached to and detached from the brake shoe 9 with a fixing member 17 such as a bolt, for example.

The brake device 1 is operated after the crane 2 has traveled and stopped at a predetermined position and before the cargo handling operation is started. As illustrated in FIG. 4, when the brake device 1 is in an operating state, the bending portion 13 of the elevating mechanism 6 extends, and the brake shoe 9 is placed on the rail 3. At this time, the brake shoe 9 is separated from the receiving portion 7 and is not pressed against the rail 3. That is, no large pressure is generated in the contact member 10.

  If a gust or the like is generated during the cargo handling operation and an external force in the traveling direction y is generated in the crane 2, the crane 2 attempts to move in the traveling direction y. As illustrated in FIG. 5, when the crane 2 moves in the traveling direction y, the receiving portion 7 moves in the traveling direction y together with the crane 2, so it rides on the brake shoe 9 that is placed on the rail 3 and does not move in the traveling direction y. .

  During braking, the inclined portion 9 a of the brake shoe 9 comes into contact with the inclined portion 7 a of the receiving portion 7, so that the brake shoe 9 is pressed against the rail 3. Since the bending portion 13 of the lifting mechanism 6 is fixed in an extended state, a vertical load proportional to the weight of the crane 2 is generated in the brake shoe 9.

  As illustrated in FIG. 6, the upper surface of the rail 3 may be shaped like a wave in the vertical direction z. Therefore, as illustrated in FIG. 4, when the brake device 1 is operated and the brake shoe 9 is placed on the rail 3, a part of the contact member 10 is not in contact with the upper surface of the rail 3.

  As illustrated in FIG. 7, when the crane 2 tries to run away due to a gust of wind or the like, the brake shoe 9 is pressed against the rail 3. The contact member 10 made of relatively soft aluminum or the like is deformed along the shape of the upper surface of the rail 3 by the pressing force of the brake device 1.

  Due to the deformation of the contact member 10, the upper surface of the rail 3 and the contact member 10 are brought into close contact with each other, and the contact area is increased, which is advantageous for obtaining a high braking effect of the crane 2. Since the friction coefficient of aluminum against iron is relatively large at 0.82, a higher braking effect can be obtained when the rail 3 is made of iron. The rail 3 is not limited to iron and may be made of other materials.

  When the contact member 10 is formed of a resin mold material or a sintered material as in the conventional case, the braking effect by the brake device 1 is hardly obtained unless the contact surface is hit. However, when the contact member 10 is made of aluminum or the like, the contact member 10 is deformed and brought into close contact with the rail 3 to obtain a braking effect. Can be obtained. Since it is not necessary to perform work such as hitting in advance, it is advantageous to efficiently perform installation work and replacement work of the brake shoe 9 or the contact member 10.

  In the case of the wedge-type brake device 1 illustrated in FIGS. 2 to 7, the pressing force may be extremely large because the contact member 10 is pressed against the upper surface of the rail 3 using the weight of the crane 2. When the crane 2 runs away, a large surface pressure is applied to the contact member 10, and a vertical load of, for example, 50 t is generated per one brake device 1. When the contact member 10 is made of relatively soft aluminum or the like, problems such as the contact member 10 being cracked and broken against this vertical load are unlikely to occur. Therefore, it is advantageous to obtain a high braking effect stably.

  In the case of the wedge type brake device 1, a pressing force is not generated on the contact member 10 unless the crane 2 runs away, which is advantageous in suppressing the deterioration of the contact member 10.

  As illustrated in FIG. 8, when the contact member 10 is configured to be larger than the width of the rail 3 in the transverse direction x, the deformed contact member 10 may go around the side surface of the rail 3. As a result, the contact area between the contact member 10 and the rail 3 can be further increased, which is advantageous in increasing the frictional force generated between the rail 3 and the contact member 10.

  The thickness of the contact member 10 and the size in the horizontal direction are not limited to the above. The contact member 10 only needs to have a thickness and a size that allows the contact member 10 to be in close contact with the rail 3 by being pressed against the upper surface or side surface of the rail 3 and deformed.

  The brake device 1 is not limited to the wedge type, and can be configured by a disc spring type brake device that presses the brake shoe 9 against the upper surface of the rail 3 with a disc spring or the like that expands and contracts in the vertical direction z, for example. Further, as illustrated in FIG. 9, it can be configured by a clamp type brake device in which the side surface of the rail 3 is sandwiched from both sides by a clamp 18 or the like that opens and closes in the transverse direction x. At this time, the contact member 10 is pressed against the side surface of the rail 3. In the case of the disc spring type and clamp type brake device 1, the contact member 10 is pressed against the rail 3 when the brake is operated, and a pressing force is generated on the contact member 10 even when the crane 2 does not run away. .

  It is desirable that the material constituting the contact member 10 is appropriately selected according to the method of the brake device 1. In the case of the clamp type brake device 1, the pressing force for pressing the contact member 10 against the rail 3 is relatively small. Therefore, it is desirable to select a relatively soft material such as pure aluminum as the contact member 10. Even when the pressing force is relatively small, the contact member 10 is easily deformed to be brought into close contact with the rail 3.

  In the case of the clamp-type brake device 1, the wall members 19 may be arranged to face each other above and below the contact member 10. By arranging the pair of wall members 19 so as to face each other and arranging the contact member 10 on the inside, it is advantageous to suppress the contact member 10 pressed against the rail 3 from being deformed and extending in the vertical direction and becoming thin. is there. Since the thickness of the contact member 10 in the transverse direction x can be easily maintained, the life of the contact member 10 can be extended.

  In the case of the wedge type or disc spring type brake device 1, the pressing force of the contact member 10 can be made relatively large by utilizing the weight of the crane 2. Therefore, even if a relatively hard material such as duralumin (international aluminum alloy name 2000 series) is selected, the contact member 10 can be deformed and brought into close contact with the rail 3.

  The combination of the material which comprises the contact member 10, and the system of the brake device 1 is not limited above, It can change suitably. Any combination that allows the contact member 10 to be brought into close contact with the rail 3 while being deformed when the contact member 10 is brought into contact with the rail 3 may be used. In other words, the brake device 1 has a mechanism that generates a pressing force that can deform the contact member 10 pressed against the rail 3 so as to be brought into close contact therewith. Further, the contact member 10 has such flexibility that it can be deformed and brought into close contact when pressed against the rail 3 by the brake device 1.

  As the brake device 1 is used, the contact member 10 is deformed. If there is still room for deformation, the contact member 10 can be continuously used as it is. In the case of the wedge-type brake device 1, since no pressing force is generated on the contact member 10 unless the crane 2 runs away, it can be used for a long time.

  In the case of the clamp-type or disc-spring-type brake device 1, a pressing force is generated on the contact member 10 and is deformed every time the brake device 1 is operated. Therefore, when it is used repeatedly, it becomes gradually thinner and there is no room for deformation. When the contact member 10 extends thinly and it becomes difficult to follow the unevenness of the rail 3, the contact member 10 is replaced.

  When the contact member 10 has no room for deformation and needs to be replaced, it is only necessary to replace the contact member 10 with the brake shoe 9. Since there is no incidental operation such as hitting, the replacement operation of the contact member 10 can be easily performed.

DESCRIPTION OF SYMBOLS 1 Brake apparatus 2 Crane 3 Rail 4 Traveling apparatus 5 Wheel 6 Elevating mechanism 7 Receiving part 7a Inclining part 8 Suspension member 9 Brake shoe 9a Inclining part 10 Contact member 11 Crane side fixture 12 First arm part 13 Bending and extending part 14 Second Arm portion 15 Receiving portion side fixture 16 Control portion 17 Fixing member 18 Clamp 19 Wall member x Traverse direction y Traveling direction z Vertical direction

Claims (7)

In a brake device comprising a brake shoe installed on a crane that travels along a rail and pressed against the rail to brake the crane,
The brake device, wherein a contact member of the brake shoe that contacts the rail is made of aluminum or an aluminum alloy. In a brake device for preventing runaway, the brake device is installed on a portal crane or a quay crane that travels along an iron rail, and includes a brake shoe that is pressed against the rail and brakes the portal crane or the quay crane.
The brake device, wherein a contact member of the brake shoe that contacts the rail is made of aluminum or an aluminum alloy.   The brake device according to claim 1, wherein the contact member is configured to be in close contact with the rail by deformation during braking.   The brake device according to any one of claims 1 to 3, wherein the aluminum alloy is an Al-Cu alloy.   The brake device according to claim 1, wherein the contact member is configured to be pressed against an upper surface of the rail during braking. An elevating mechanism fixed to the crane, a receiving portion installed below the elevating mechanism, and the brake shoe suspended below the receiving portion via a suspension member,
The brake shoe has a brake shoe upper surface with an inclined portion, and the receiving portion has a receiving portion lower surface with an inclined portion corresponding to the upper surface of the brake shoe;
During the braking operation, the receiving portion and the brake shoe are lowered by the operation of the lifting mechanism, the contact member installed on the lower surface of the brake shoe contacts the upper surface of the rail, and the receiving portion is moved by the movement of the crane. The brake device of Claim 5 provided with the structure which rides on the said brake shoe upper surface. A brake method for preventing escape of the portal crane or the quay crane by installing a brake device for preventing escape in a portal crane or a quay crane traveling along an iron rail,
A brake characterized in that aluminum or an aluminum alloy is installed as a contact member on a brake shoe of the brake device, and the contact member is pressed against the rail at least during braking to deform the contact member and bring it into close contact with the rail. Method.

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