JP2018062404A - Braking device of traveling crane - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a braking device capable of being attached to a new or existing traveling crane, capable of being installed in a space equivalent to that of a conventional braking device (rail clamp device) of a traveling crane, and having both abilities of a sliding brake device and the rail clamp device.SOLUTION: In a braking device of a traveling crane that is attached to the traveling crane moving along rails R, R, and that presses and holds a brake member 5 provided at an arm end into a rail head side surface 9, the brake member 5 has a first step brake part 1 and a second step brake part 2 that operates later than the first step brake part 1.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a braking device for a traveling crane.

Conventionally, a traveling crane that travels along a rail laid along the quay of a harbor is a rail that clamps and clamps the side surface of the rail head to prevent it from running away due to a gust of wind or an earthquake. A clamping device is provided (see Patent Document 1).
In the rail clamp device described in Patent Document 1, the holding performance at the time of stopping is set higher than the required braking force. Therefore, when the rail clamp device is activated due to a power failure or failure during operation of the traveling crane, shock braking force is applied and sudden deceleration is performed, causing the crane body to break down or partially There was a risk of deformation or structural damage.

In addition, a sliding brake device has been proposed in which a brake pad is slid in contact with the upper surface of the rail head so that the crane body is not damaged or partially deformed even when a braking force is applied during operation of the traveling crane. (See Patent Document 2).
Since the sliding brake device described in Patent Document 2 receives a pressing force of braking with the weight of the crane, there is a limit to the braking force in a lightweight crane, and a traveling device that supports the crane body with rails floating and sinking over time. Since the height difference (unevenness) fluctuates greatly, the stroke of the hydraulic plunger becomes large, which causes a problem of increasing the size of the apparatus.

JP, 2014-210623, A JP 2010-247944 A

However, as a control device for a traveling crane, when trying to add the slide brake device described in Patent Document 2 or the like to the rail clamp device described in Patent Document 1 or the like so as to perform sequence control,
(I) It is difficult to secure an installation space. (Ii) Mutual signal exchange is required. (Iii) It is difficult to control the operation sequence in the event of an abnormality such as a power failure or failure. (Iv) It takes time and effort to maintain the dimensions of the entire rail head and to correct the unevenness. (V) Aged maintenance and management of the braking device is troublesome. (Vi) Manufacturing costs increase. There are various problems.

  Therefore, the present invention has been made in view of such circumstances, and can be attached to a newly installed / existing traveling crane and installed in a space equivalent to a braking device (rail clamp device) of a conventional traveling crane. An object of the present invention is to provide a braking device that is capable of combining the performance of a sliding brake device and a rail clamp device.

  A traveling crane braking device according to the present invention is attached to a traveling crane that moves along a rail, and the braking device for a traveling crane that presses and grips a braking member provided at an arm end against a rail head side surface. The braking member includes a first-stage braking unit and a second-stage braking unit that operates with a delay from the first-stage braking unit.

In addition, the first stage braking unit is provided via a resilient member, and the pressure contact surface of the first stage braking unit is closer to the rail head side surface than the pressure contact surface of the second stage braking unit. It protrudes and is provided.
The pressure contact surface of the first-stage braking portion is formed by a resin brake pad.
Further, the pressure contact surface of the second-stage braking portion is harder than the rail head side surface and is formed in an uneven surface shape so as to be pressed against the rail head side surface with high surface pressure.
Moreover, the rail head side surface correction tool which deletes the plastic deformation protrusion part which arose locally on the said rail head side surface with a driving | running | working of a crane is provided.

Moreover, the arm which comprises the said 1st stage brake part, and the arm which comprises the said 2nd stage brake part are comprised independently, respectively.
In addition, a buffer member for delaying the operation of the arm constituting the second-stage braking portion is provided.

  According to the braking device for a traveling crane of the present invention, the braking by the first-stage braking unit and the second-stage braking unit can be performed in stages, and the crane main body can be destroyed without applying an impact braking force. Prevents partial deformation and reduces damage. Since the first-stage braking unit and the second-stage braking unit are in pressure contact with the rail head side surface, the braking force can be reliably exerted regardless of the state of the rail, that is, the state of ups and downs. Moreover, it can be installed in a space equivalent to a conventional device. In short, the present invention can sequentially perform two types of braking action, sliding type braking and clamping (gripping) type braking, by a mechanical mechanism --- the order of operation is determined-- ─Sequence control signals need not be exchanged, brake control is independent from the crane body, and signal exchange between the sliding type and clamp type can be omitted.

It is a schematic side view of the braking device for a traveling crane of the present invention. It is the section front view showing one embodiment of the present invention. FIG. 3 is an enlarged cross-sectional front view of a main part of FIG. 2, (A) is an enlarged cross-sectional front view in a non-braking state, (B) is an enlarged cross-sectional front view in a preliminary braking state, and (C) is a main braking state. It is an expanded sectional front view. It is an expanded sectional plan view explaining the stepwise braking action of the present invention, (A) is an expanded sectional plan view of a non-braking state, (B) is an expanded sectional plan view of a preliminary braking state, (C) FIG. 4 is an enlarged cross-sectional plan view in the final braking state. It is a principal part expanded sectional front view which shows a rail head side surface correction tool. It is the perspective view which showed other embodiment of this invention. FIG. 7 is an enlarged cross-sectional front view of an essential part of FIG. 6, (A) is an enlarged cross-sectional front view in a non-braking state, (B) is an enlarged cross-sectional front view in a preliminary braking state, and (C) is a main braking state. It is an expanded sectional front view. It is an expanded sectional plan view explaining the stepwise braking action of the present invention, (A) is an expanded sectional plan view of a non-braking state, (B) is an expanded sectional plan view of a preliminary braking state, (C) FIG. 4 is an enlarged cross-sectional plan view in the final braking state. It is the perspective view which showed another embodiment of this invention. It is the schematic of a traveling crane.

Hereinafter, the present invention will be described in detail with reference to the drawings illustrating embodiments.
The traveling crane braking device according to the present invention includes, for example, traveling devices 42 and 42 for traveling along rails R and R at the lower end of a support leg of a portal crane body 41 as shown in FIG. The traveling crane (gantry crane) 40 is provided to prevent the traveling crane (gantry crane) 40 from escaping due to a gust of wind or an earthquake.

As shown in FIGS. 1 and 2, a traveling crane braking device Z according to the present invention includes a bracket 44 attached to a lower frame 41 a that extends horizontally so as to connect support legs of a crane body 41, and a bracket 44. The internal unit 45 accommodated in the inside is provided.
The bracket 44 is formed in a rectangular shape when seen in a plan view, and surrounds the internal unit 45 in a loose fit. The internal unit 45 is mounted on a traveling carriage 33 having a traveling roller 32 (a pair of front and rear) that rolls on the rail R. Since the bracket 44 and the internal unit 45 are not connected and fixed, the internal unit 45 can travel following the rise and fall of the rail R. When the traveling crane 40 travels along the rail R, the bracket 44 is configured to push or pull the internal unit 45 to move.

  As shown in FIG. 2, the internal unit 45 (of the braking device Z) includes a pair of left and right clamp arms 6, 6 having a braking member 5 (brake shoe 12) at the lower end, and the braking member 5 includes a rail head side surface 9. The closing operation elastic member 29 that always urges and clamps the clamp arms 6 and 6 in the direction of approaching the rail, and the braking member 5 against the elastic force of the closing operation elastic member 29 against the rail head side surface 9. And an opening actuation hydraulic actuator 28 for opening the clamp arms 6 and 6 in a direction away from the clamp arms 6 and 6. Furthermore, a base member 27 that supports the hydraulic actuator 28 for opening operation and the elastic member 29 for closing operation from below and pivotally supports the clamp arms 6 and 6 by pivot shafts 23 and 23 is provided. An opening actuation hydraulic actuator 28 and a closing actuation resilient member 29 are placed on the member 27 in the same axial center in plan view.

As shown in FIG. 3A, the braking member 5 provided at the arm end of the (clamp) arm 6 includes the first-stage braking unit 1 and the second-stage braking unit 1 that operates with a delay from the first-stage braking unit 1. A step braking unit 2 is provided.
The first-stage braking unit 1 and the second-stage braking unit 2 have pressure contact surfaces 10 and 20 on the inner surface side facing the rail head side surface 9.
The first-stage braking unit 1 is provided via a resilient member 8 that is resiliently biased in a direction approaching the rail head side surface 9, and is in a non-braking state shown in FIG. One pressure contact surface 10 is provided so as to protrude in a direction approaching the rail head side surface 9 from the pressure contact surface 20 of the second-stage braking portion 2. The resilient member 8 preferably uses a disc spring.

The pressure contact surface 10 of the first-stage braking unit 1 is formed by a brake pad 11 and performs sliding type brake control.
The brake pad 11 is a resin-based material. For example, the brake pad 11 is a resin-based composite material in which a metal material such as silicon (silicon carbide) or aluminum oxide is added to an organic fiber, and is baked and hardened with a synthetic resin. It is also preferable to add an inorganic material such as glass fiber.

The pressure contact surface 20 of the second stage braking unit 2 is harder than the rail head side surface 9. As shown in FIG. 3C, in the final braking state in which the pressure contact surface 20 of the second stage braking unit 2 is in pressure contact with the rail head side surface 9, the pressure contact surface 20 is in pressure contact with the rail head side surface 9 with high surface pressure. It is formed in an uneven surface shape (see FIG. 4C). As described above, the pressure contact surface 20 of the second-stage braking unit 2 performs clamp-type main braking.
The second-stage braking unit 2 is made of, for example, ceramic or carburized / quenched steel, and the press contact surface 20 is formed with a large number of narrow convex portions having a trapezoidal or triangular cross-sectional shape to form an uneven surface shape (a jagged shape). It is preferable that the rail head side surface 9 is configured to bite. A lattice-like groove may be formed on the pressure contact surface 20.

  As shown in FIG. 2, the internal unit 45 includes a lift interlocking member 26 to which the tip of the rod 28 b of the hydraulic actuator 28 is coupled and is always elastically urged upward by the elastic member 29. A pair of left and right pressing rollers 25, 25 are pivotally attached to the left and right. The wedge members 13 and 13 having tapered surfaces 13a and 13a that gradually approach toward the upper ends of the clamp arms 6 and 6 are fixed to the upper ends of the clamp arms 6 and 6, respectively. The wedge members 13 and 13 are configured to press the tapered surfaces 13a and 13a. The clamp arms 6 and 6 are provided with a tension spring 14 that elastically urges the upper ends of the clamp arms 6 and 6 to approach each other.

  The internal unit 45 shortens the elastic member 29 (against the elastic biasing force) via the lift interlocking member 26 in the operating state of the hydraulic actuator 28, and by the elastic biasing force of the tension spring 14, The upper ends of the clamp arms 6 and 6 are brought close to each other, and the brake members 5 and 5 (brake shoes 12 and 12) at the lower ends of the clamp arms 6 and 6 are (slightly) removed from the rail head side surfaces 9 and 9. It is configured to be in a separated non-braking state.

  Although not shown in the figure, the internal unit 45 is configured such that the lift interlocking member 26 is lifted by the elastic urging force of the elastic member 29 when the hydraulic actuator 28 is not operated, and the pressing rollers 25 and 25 are connected to the wedge members 13 and 13. By pressing the taper surfaces 13a and 13a, the upper ends of the clamp arms 6 and 6 are expanded (against the elastic biasing force of the tension spring 14), and the braking members at the lower ends of the clamp arms 6 and 6 are spread. 5, 5 (brake shoes 12, 12) are configured to be in a braking state in which the rail heads 9 and 9 are pressed against the rail heads 9 and 9 to clamp and brake the rail heads in a sandwiched manner.

The use method (action) of the above-described traveling crane braking device of the present invention will be described.
From the non-braking state shown in FIG. 3 (A) and FIG. 4 (A), as shown in FIG. 3 (B) and FIG. Prior to the pressure contact, the pressure contact surface 10 of the first-stage braking unit 1 presses against the rail head side surface 9 and brakes. The first-stage braking unit 1 is elastically urged by the elastic member 8 to pinch (clamp) the rail head side surfaces 9 and 9 with relatively small pressure contact forces F ₁ and F ₁ . This state is referred to as a preliminary braking state.

Next, from the preliminary braking state, as shown in FIGS. 3C and 4C, the pressure contact surface 20 of the second-stage braking portion 2 is pressed against the rail head side surface 9 to clamp the rail head. And brake. The second-stage braking unit 2 strongly clamps (clamps) the rail head side surfaces 9 and 9 with relatively large pressure contact forces F ₂ and F _2, and a number of narrow convex portions of the pressure contact surface 20 are connected to the rail head side surface 9. Is switched to the full braking state for preventing runaway.
That is, from the non-braking state of FIGS. 3 (A) and 4 (A) to the first stage braking state (also referred to as the pre-braking state) of FIGS. 3 (B) and 4 (B), and the first stage braking. Switching from the state (preliminary braking state) to the actual braking state (for preventing runaway) in FIGS. 3C and 4C (stepping away) is performed in stages, and the braking force is increased (in stages).

  Even when an abnormal situation such as a power failure or failure occurs while the traveling crane 40 is traveling, the pressure contact surface 10 of the first stage braking unit 1 is slidably contacted with the rail head side surface 9 (sliding first). The traveling crane 40 is decelerated and braked, and then the pressure contact surface 20 of the second stage braking unit 2 is brought into pressure contact with the rail head side surface 9 to clamp the rail head. That is, it is possible to reduce damage to the traveling crane 40 (destruction or partial deformation of the crane body 41) due to rapid deceleration / stop. Since the first-stage braking unit 1 and the second-stage braking unit 2 perform braking while holding the rail head side surfaces 9 and 9, the braking force can be applied regardless of the state of the rail R, that is, the state of ups and downs. There is. If a mechanism for restricting the stroke of the hydraulic actuator 28 of the internal unit 45 is provided, it is possible to maintain the preliminary braking state, and the pressure contact surface 10 of the first stage braking unit 1 is in sliding contact with the rail head side surface 9. (Sliding) After the traveling crane 40 is completely stopped, it is preferable that the pressure contact surface 20 of the second-stage braking unit 2 is brought into pressure contact with the rail head side surface 9 to switch to the main braking state.

The traveling crane braking device of the present invention can apply a braking force with the above-described configuration and action, but when the rail head side surface 9 is not flat, the first-stage braking unit 1 and the second-stage braking unit 2 There is a possibility that the frictional force with the pressure contact surfaces 10 and 20 cannot be secured. Usually, as the secular change of the rail R, the upper surface of the rail may be crushed, and a plastic deformation protrusion X may be locally generated on the rail head side surface 9 (see FIG. 5A). When the pressure contact surface 10 of the first-stage braking portion 1 is pressed in a state where the plastic deformation protrusion X is generated, the pressure contact surface 10 (brake pad 11) and the plastic deformation protrusion X are locally contacted (sliding contact). Therefore, there is a possibility that the friction characteristics cannot be secured.
Therefore, as shown in FIGS. 4 and 5, rail head side surface correction tools 3 and 3 are provided to delete the plastic deformation protrusions X generated locally on the rail head side surface 9 as the crane travels. ing.

The rail head side surface correction tool 3 has a correction surface portion 30 for removing the plastic deformation protruding portion X formed by a grindstone or a cutting blade, and one end surface of a support base for supporting the grindstone or the cutting blade. And a flat guide surface portion 31 to be formed. The correction surface portion 30 and the flat guide surface portion 31 are formed in the same surface. The flat guide surface portion 31 is preferably formed of ceramic, hardened steel, or the like having excellent wear resistance.
The rail head side surface correcting tool 3 is provided so as to always contact the rail head side surface 9. As shown in FIG. 5A, in a state where the plastic deformation bulge portion X is formed on the rail head side surface 9, only the correction surface portion 30 is in sliding contact with the plastic deformation bulge portion X, and the rail head side surface 9 The plastic deformation ridge X swelled from is scraped off. After the plastic deformation protrusion X is cut, as shown in FIG. 5 (B), the flat guide surface portion 31 is in sliding contact with the lower side of the rail head side surface 9, and the correction surface portion 30 is more than necessary for the rail head. The side surface 9 (the portion where the plastic deformation protrusion X is present) is not cut, and the entire rail head side surface 9 is corrected and maintained in a flat surface shape.

Next, another embodiment of the braking device for a traveling crane of the present invention will be described.
As shown in FIG. 6, an arm 21 (also referred to as a first differential arm) that constitutes a sliding type first stage braking unit 1 that can brake even when the traveling crane 40 is moving, and when stopped The arm 22 (sometimes referred to as a second differential arm) that constitutes the clamp-type second-stage braking unit 2 for the purpose of holding is constructed separately. The first-stage braking unit 1 and the second-stage braking unit 2 can be mechanically sequenced.
Each clamp arm 6 is formed by a first differential arm 21 (having a first-stage braking section 1) and second differential arms 22 and 22 (having a second-stage braking section 2). The first differential arm 21 and the second differential arms 22 and 22 are pivotally attached to the same axis by a pivot shaft 23, and the first differential arm 21 is disposed at an axially intermediate portion. A pair of front and rear second differential arms 22 and 22 are arranged on both sides (both sides) of the first differential arm 21 in the axial direction.
A first-stage braking unit 1 having a resin brake pad 11 attached is provided at the lower end of the first differential arm 21, and the first differential arm 21 is stopped and held at the lower ends of the pair of front and rear second differential arms 22, 22. Second stage braking portions 2 and 2 for (clamp) are provided.

Although not shown in FIG. 6, the internal unit 45 is connected to the closing operation elastic member 29, the opening hydraulic actuator 28, and the tip of the rod 28 b of the hydraulic actuator 28, as in FIG. 2. And an elevating / lowering interlocking member 26 that is always energized and urged upward by the elastic member 29.
In FIG. 6, a wedge member 18 having a tapered surface 18 a is fixed to the upper end portion of the first differential arm 21, and a wedge member having tapered surfaces 19 a and 19 a is attached to the upper end portions of the second differential arms 22 and 22. The members 19 and 19 are fixed. The lift interlocking member 26 is provided with a pair of left and right eccentric pressing members 15 and 15. The eccentric pressing member 15 is provided at the tip end roller portion 16 for pressing the tapered surface 18 a of the wedge member 18 provided at the upper end portion of the first differential arm 21 and at the upper end portions of the second differential arms 22 and 22. And the rear contact roller portions 17 and 17 for pressing the tapered surfaces 19a and 19a of the wedge members 19 and 19, and the axial center of the front contact roller portion 16 is the axial center of the rear contact roller portions 17 and 17. It is arranged so as to be deviated slightly upward.

As shown in FIG. 7A, in a non-braking state, the tapered surface 18a of the wedge member 18 provided at the upper end portion of the first differential arm 21 and the wedge member provided at the upper end portion of the second differential arm 22. The 19 taper surfaces 19a are disposed on the same plane.
As shown in FIG. 7A to FIG. 7B, when the tip contact roller portion 16 and the rear contact roller portion 17 (eccentric pressing member 15) are raised, the tip contact roller portion 16 becomes a tapered surface 18a of the wedge member 18. And only the first differential arm 21 is actuated first.
Next, as shown in FIG. 7A to FIG. 7B, the front contact roller portion 16 and the rear contact roller portion 17 are further raised, and the rear contact roller portion 17 forms the tapered surface 19a of the wedge member 19. By pressing, the second differential arm 22 operates with a delay. At this time, the tip contact roller portion 16 is configured to be in sliding contact with the flank face 18b of the wedge member 18 so as not to push the first differential arm 21 further.

From the non-braking state shown in FIG. 8 (A), as shown in FIG. 8 (B), the pressure contact surface 20 of the second-stage braking portion 2 (provided at the lower end portion of the second differential arm 22) Prior to press contact with the side surface 9, the press contact surface 10 of the first-stage braking unit 1 (provided at the lower end of the first differential arm 21) presses against the rail head side surface 9 with the press contact forces F ₁ and F _1. And brake. The pressure contact surface 10 of the first-stage braking unit 1 formed by the resin brake pad 11 is in sliding contact with the rail head side surfaces 9 and 9 to perform deceleration braking. This state is referred to as a first stage braking state or a preliminary braking state.

Next, from the preliminary braking state (first stage braking state), as shown in FIG. 8C, the pressure contact surfaces 20 and 20 of the second stage braking parts 2 and 2 are brought into pressure contact with the rail head side surfaces 9 and 9, respectively. And clamp the rail head. The pressure contact surface 20 of the second-stage braking portion 2 is harder than the rail head side surface 9, and is formed in an uneven surface shape (jagged shape) in which a large number of narrow convex portions having a trapezoidal or triangular cross section are formed. The head side surfaces 9 and 9 are strongly clamped (clamped) with large pressing forces F ₂ and F ₂ , and the pressing surface 20 is pressed against the rail head side surface 9 with high surface pressure. The portion is bitten into the rail head side surface 9 to switch to the main braking state for preventing runaway.
That is, the braking force is changed stepwise from the non-braking state of FIG. 8A to the preliminary braking state of FIG. 8B, and from the preliminary braking state to the main braking state of FIG. 8C. (In steps). In this braking state, the first-stage braking unit 1 and the second-stage braking units 2 and 2 strongly clamp (clamp) the rail head side surfaces 9 and 9 by the resultant force of the press contact forces F ₁ and F _2. Clamp.

As shown in FIG. 9, a buffer (damper) member 24 for delaying the operation of the second differential arm 22 constituting the second-stage braking unit 2 may be provided for the first differential arm 21.
The buffer member 24 connects the pair of left and right second differential arms 22 and 22. The buffer member 24 can also be referred to as a damping member (mechanism). By installing the buffer member 24, even if the power source is lost due to a power failure or failure, the time difference between the movements of the first differential arm 21 and the second differential arms 22, 22 can be increased. Damage to the crane body can be further reduced.

  In FIG. 9, buffer members 24 and 24 are attached to the pair of front and rear second differential arms 22 and 22, respectively. It is also preferable to give a difference to the damper characteristics of the two buffer members 24, 24. By making a difference in the damper characteristics of the buffer members 24, 24, not only the braking force can be applied in two stages, but also a three-stage braking force can be applied.

  The present invention can be modified in design. For example, the actuator 28 may be an electric actuator. Further, in the non-braking state of FIG. 7 (A), the inclination of the tapered surface 18a is set to be larger than that of the other tapered surface 19a, and the tapered surface 18a comes into contact with the tip contact roller portion 16 first. A time difference may be given to the movement of the moving arm 21 and the second differential arm 22.

  As described above, the traveling crane braking device according to the present invention is attached to the traveling crane 40 that moves along the rails R, R, and presses the braking member 5 provided at the arm end against the rail head side surface 9. In the braking device for a traveling crane to be gripped, the braking member 5 includes a first-stage braking unit 1 and a second-stage braking unit 2 that operates with a delay from the first-stage braking unit 1. The brakes by the first-stage braking unit 1 and the second-stage braking unit 2 can be performed in stages, preventing the crane body 41 from being broken or partially deformed without applying an impact braking force, Can be reduced. Since the first-stage braking unit 1 and the second-stage braking unit 2 are pressed against the rail head side surface 9, the braking force can be reliably exerted regardless of the state of the rail R, that is, the state of ups and downs. It can be installed in a small space at low cost. Without transmitting a sequence control signal from the crane body side, the braking by the first stage braking unit 1 and the second stage braking unit 2 can be mechanically given a time difference.

  The first stage braking unit 1 is provided via a resilient member 8, and the pressure contact surface 10 of the first stage braking unit 1 is more than the pressure contact surface 20 of the second stage braking unit 2. Protruding in the direction approaching the side surface 9, it can be manufactured at low cost, and the performance of the sliding brake device and rail clamp device can be added in the space of one conventional rail clamp device. it can. Since the order of action of the first-stage braking unit 1 and the second-stage braking unit 2 is determined by a mechanical mechanism, no special control signal exchange is required, and the first-stage braking unit 1 and the second-stage braking unit 2 are controlled step by step even when an abnormality such as a power failure or failure occurs. It is possible to provide a braking device that can act on power and is easy to maintain.

  Further, since the pressure contact surface 10 of the first-stage braking portion 1 is formed by a resin brake pad 11, the brake pad 11 (pressure contact surface 10) is slidably brought into sliding contact with the rail head side surface 9. A type of braking force can be applied.

  Further, the pressure contact surface 20 of the second-stage braking portion 2 is harder than the rail head side surface 9 and is formed in an uneven surface shape so as to press against the rail head side surface 9 with high surface pressure. Therefore, the pressure contact surface 20 is digged into the rail head side surface 9, and a strong second-stage braking force can be generated, so that escape can be reliably prevented.

  Moreover, since the rail deformation | transformation ridge part X which arose locally on the said rail head side surface 9 is provided with the rail head side correction | amendment tools 3 and 3 which remove with a driving | running | working of a crane, rail head side surface 9 Can be corrected and maintained in a flat surface shape, and the pressure contact surface 10 (brake pad 11) of the first-stage braking portion 1 can be prevented from locally hitting the plastic deformation ridge portion X, thereby ensuring a suitable friction characteristic. it can.

  Further, since the arm 21 constituting the first-stage braking unit 1 and the arm 22 constituting the second-stage braking unit 2 are independently configured, the arm constituting the first-stage braking unit 1 21 and the arms 22 and 22 constituting the second stage braking unit 2 can be operated independently with a time difference, and the braking force can be applied stepwise. The performance of the sliding brake device and the rail clamp device can be added in the space of one conventional rail clamp device. By configuring the arm 21 and the arm 22 as separate bodies, the arms 21 and 22 are lightened, and not only the ease of handling such as assembly is improved, but also the manufacturing cost can be reduced.

  In addition, since the buffer member 24 for delaying the operation of the arm 22 constituting the second-stage braking unit 2 is provided, the first-stage braking unit 1 is installed even when the power is lost due to a power failure or failure. The operation of the arm 22 constituting the second-stage braking unit 2 is delayed with respect to the constituting arm 21 so that the braking forces of the first-stage braking unit 1 and the second-stage braking units 2 and 2 are applied stepwise. It is possible to reduce damage to the traveling crane 40.

DESCRIPTION OF SYMBOLS 1 1st step brake part 2 2nd step brake part 3 Rail head side surface correction tool 5 Braking member 8 Repelling member 9 Rail head side surface 10 Pressure contact surface 11 Brake pad 20 Pressure contact surface 21 Arm 22 Arm 24 Buffer member 40 Traveling crane R rail X Plastic deformation ridge

Claims (7)

Braking device for traveling crane attached to traveling crane (40) moving along rails (R) and (R) and pressing and holding braking member (5) provided at the arm end against rail head side surface (9) In
The braking member (5) includes a first-stage braking section (1) and a second-stage braking section (2) that operates after the first-stage braking section (1). Crane braking device. The first stage braking part (1) is provided via a resilient member (8),
The pressure contact surface (10) of the first step braking portion (1) is provided so as to protrude in a direction approaching the rail head side surface (9) from the pressure contact surface (20) of the second step braking portion (2). The traveling crane braking device according to claim 1.   The braking device for a traveling crane according to claim 1 or 2, wherein the pressure contact surface (10) of the first stage braking portion (1) is formed by a resin brake pad (11).   The pressure contact surface (20) of the second-stage braking portion (2) is harder than the rail head side surface (9), and has an uneven surface so as to press against the rail head side surface (9) with a high surface pressure. The traveling crane braking device according to claim 1, 2 or 3, wherein the traveling crane is formed in a shape.   A rail head side surface correcting tool (3) (3) for removing the plastic deformation protrusion (X) locally generated on the rail head side surface (9) as the crane runs. A braking device for a traveling crane according to 1, 2, 3, or 4.   The traveling according to claim 1, wherein the arm (21) constituting the first-stage braking part (1) and the arm (22) constituting the second-stage braking part (2) are independently constituted. Crane braking device.   The braking device of the traveling crane of Claim 6 provided with the buffer member (24) for delaying the action | operation of the arm (22) which comprises the said 2nd stage braking part (2).

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