JP6735860B2 - Braking device for traveling crane - Google Patents

Description

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

Conventionally, in order to prevent a traveling crane that travels along a rail laid on the quay of a harbor from escaping due to gusts, earthquakes, etc., a traveling crane that extends a hydraulic cylinder and presses a braking friction member onto the rail is used. There was a braking device (for example, see Patent Document 1).

JP, 2003-238069, A

However, in the hydraulic cylinder, there is a possibility that hydraulic oil may flow out and pollute the harbor due to the life of hydraulic pipes and seals, contact accidents, and the like. In addition, the hydraulic oil expands and contracts due to the ambient temperature, resulting in unstable operation, and the large number of parts such as hydraulic pumps, hydraulic tanks, hydraulic piping equipment, etc., requires a lot of time and effort for maintenance and inspection. At the same time, there is a problem that the entire apparatus becomes large.

Therefore, the present invention is a traveling crane that has no fear of environmental pollution, can be stably operated with little adverse effect of ambient temperature (environmental temperature), and can easily perform maintenance and inspection work. It aims at providing the braking device of.

A braking device for a traveling crane according to the present invention is a braking device attached to a traveling crane that moves along a rail, and comprises a braking friction member that presses and separates from the rail to perform a braking action, and an electric motor. A rotating vertical male threaded rod, an elevating member that is screwed onto the male threaded rod in an externally fitted manner and moves up and down reciprocally; a pair of left and right arm members having the braking friction member attached to the lower end thereof; A spring member that constantly elastically urges the elevating member upward, and the screwing portion of the elevating member and the male screw rod is formed of a ball screw or a screw that does not satisfy the self-supporting condition of the screw. When the electric motor is in an electric stop state, the elevating member is moved upward by the elastic urging force from the spring member while rotating the male screw rod, and the lower ends of the pair of left and right arm members are closed. Then, the braking friction member is configured to come into pressure contact with the side surface of the rail head , and the braking friction member is a sliding type first stage braking portion capable of braking even when the traveling crane is moving, and when stopped. And a clamp type second-stage braking section for holding the above-mentioned, and the arm member includes a first differential arm and a second differential arm, and the lifting member includes a pair of left and right pressing rollers. Pivotally mounted, the first differential arm has a first wedge member, the second differential arm has a second wedge member, and the pressing roller is a pre-contact roller corresponding to the first wedge member. And an abutting roller portion corresponding to the second wedge member, which is provided in an eccentric type .

In a braking device attached to a traveling crane that moves along a rail, a braking friction member that presses and separates from the rail to perform a braking action, and a vertical male screw rod that is rotated by an electric motor. , bullet a lifting member for vertical reciprocating movement screwed into the outer fitting shape male screw rod, and left right pair of arm members that the braking friction member is attached to the lower end, upward at all times the lifting member A spring member for urging and pushing, and the screwing portion of the elevating member and the male screw rod is formed of a ball screw or a screw that does not satisfy the self-supporting condition of the screw, and is connected to the electric motor. In the electrically stopped state, the elevating member is moved upward by the elastic urging force from the spring member while rotating the male screw rod, and the lower ends of the pair of left and right arm members are closed to cause the braking friction. The member is configured so as to be pressed against the side surface of the rail head, and the braking friction member is a sliding type first stage braking portion capable of braking even when the traveling crane is moving, and a clamp type for holding when stopped. And a second differential arm, the first differential arm has a first wedge member, and the second differential arm has a second wedge member. The differential arm has a second wedge member, and the inclination of the first inclined surface of the first wedge member of the first differential arm is equal to the second inclined surface of the second wedge member of the second differential arm. It is set larger than the inclination of .

The pressure contact surface of the first-stage braking portion is formed of a resin brake pad, and the pressure contact surface of the second-stage braking portion is formed of a material harder than the rail head side surface. ..

According to the traveling crane braking device of the present invention, a hydraulic unit such as a hydraulic pump or a hydraulic tank is not required, the structure can be simplified, the device can be downsized, and maintenance and inspection work of parts can be performed quickly. And it becomes possible to perform easily. There is no risk of hydraulic oil flowing out of the device, and there is no risk of environmental pollution. Stable operation can be realized without being adversely affected by the environmental temperature (air temperature). Consumable parts can be reduced and maintenance costs can be reduced.

It is a schematic diagram of a traveling crane. It is a schematic side view of the braking device of the traveling crane of the present invention. It is an important section sectional front view showing the 1st reference example of the present invention. It is a principal part cross-sectional front view which shows a 2nd reference example . It is a principal part cross-sectional front view which shows a 3rd reference example . It is a principal part sectional front view which shows the 4th reference example . It is a principal part cross-sectional front view which shows a 5th reference example . It is a simplified sectional side view which shows another reference example . It is a simplified sectional side view which shows the modification of another reference example . It is an enlarged sectional front view of a main part, (A) is an enlarged sectional front view of a non-braking state, (B) is an enlarged sectional front view of a pre-braking state, (C) is an enlarged sectional front view of a main braking state. It is a figure. It is an expanded sectional plan view explaining stepwise braking action, (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) is main braking. It is an expanded sectional top view of a state. It is a principal part expanded sectional front view which shows a rail head side surface correction tool. It is a perspective view showing an embodiment of the present invention . FIG. 14 is an enlarged sectional front view of an essential part of FIG. 13, (A) is an enlarged sectional front view of a non-braking state, (B) is an enlarged sectional front view of 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 stepwise braking action, (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) is main braking. It is an expanded sectional top view of a state.

Hereinafter, the present invention will be described in detail with reference to the drawings showing an embodiment.
A braking device for a traveling crane according to the present invention includes, for example, as shown in FIG. 1, traveling devices 42, 42 for traveling along rails R, R at the lower end of a support leg of a gate type crane body 41. It is attached to the equipped traveling crane (gantry crane) 40 and prevents the traveling crane 40 from running away due to a gust of wind or an earthquake. The traveling crane 40 may be newly installed or existing.

As shown in FIG. 2, a braking device Z for a traveling crane according to the present invention includes a bracket 44 attached to a lower frame 41a extending horizontally so as to connect support legs of a crane body 41, and a bracket 44 inside the bracket 44. It has a braking unit (internal unit) 45 accommodated therein. The bracket 44 is formed in a rectangular shape when seen in a plan view, and surrounds the braking unit 45 in a loosely fitted shape.
As shown in FIGS. 3 to 7, the braking unit 45 is mounted on a traveling carriage 33 having traveling rollers 32 (a pair of front and rear) rolling on the rail R.
Since the bracket 44 and the braking unit 45 are not connected and fixed, the braking unit 45 mounted on the traveling carriage 33 can travel following the ups and downs of the rail R. When the traveling crane 40 travels along the rail R, the bracket 44 is configured to push or pull the braking unit 45 to move it.

The braking unit 45 includes a braking friction member 5 that presses and separates from the rail R to perform a braking action, a pair of left and right arm members 6 and 6 to which the braking friction member 5 is attached to the lower end portion, and an electric motor M. The rotating vertical male screw rod 28 and the elevating member 26 which is screwed onto the male screw rod 28 in an externally fitted state and moves up and down reciprocally are provided, and the elevating member 26 and the braking friction member 5 are interlocked. ..

The pair of left and right arm members 6 and 6 are pivotally attached to the left and right sides of the base portion (member) 27 mounted (attached) to the traveling carriage 33 so that their lower end portions are swingable by the pivot shafts 23 and 23. The lower end portion is provided so as to be openable and closable in the left-right direction. When the male screw rod 28 is rotated by the electric motor (electric motor) M, the elevating member 26 does not rotate but is vertically reciprocated.
The lower end portions of the pair of left and right arm members 6 and 6 are opened and closed with the up-and-down reciprocating movement of the elevating member 26, so that the braking friction member 5 is pressed against and separated from the rail head side surface 9. ..

First, the first reference example shown in FIG. 3 will be described.
In the first reference example , the braking unit 45 includes a coil spring type spring member 29 that is vertically arranged on the base portion 27 so as to constantly elastically urge the elevating member 26 upward. The spring member 29 and the male screw rod 28 are arranged at the same axial center (the same position in the left-right direction and the same position in the front-rear direction).

A pair of left and right pressing rollers (pressing members) 25, 25 are pivotally attached to the elevating member 26. Wedge members 13, 13 having inclined surfaces (tapered surfaces) 13a, 13a that incline leftward and rightward inward as they go upward (gradually approach each other) are fixed to the upper ends of the pair of left and right arm members 6, 6. The pressing rollers 25, 25 are configured to slide on the inclined surfaces 13a, 13a of the wedge members 13, 13 as the elevating member 26 moves upward, and to press the wedge members 13, 13 outward in the left and right directions. ..
The pair of left and right arm members 6 and 6 are elastically urged so that the upper end portions of the pair of left and right arm members 6 and 6 approach each other so that the wedge member 13 always contacts the pressing roller 25. An extension spring 14 is attached.

The threaded portion 70 between the male screw rod 28 and the female screw portion 26d of the elevating member 26 is composed of a ball screw 71. The ball screw 71 is in a state where the male screw rod 28 does not receive a rotational force or a braking force (brake force) from the electric motor M, and the elevating member 26 is in the axial direction of its own weight, the weight of another member, an external force, or the like ( When a force is applied in the axial direction), the elevating member 26 can be moved vertically while rotating the male screw rod 28. In other words, the ball screw 71 is a screw for which the self-locking function (action) does not work.

In the state shown in FIG. 3, the electric motor M is driven to rotate (normally rotate) the male screw rod 28 in a predetermined direction to resist the elastic urging force of the spring member 29 (while shortening the spring member 29). The elevating member 26 is lowered, the upper ends of the arm members 6, 6 are brought closer to each other by the elastic urging force of the tension spring 14, and the braking friction members 5, 5 at the lower ends of the pair of left and right arm members 6, 6. 5 (brake shoes 12, 12) is in a non-braking state in which it is separated from the rail head side surfaces 9, 9.
In this non-braking state, the male screw rod 28 is in a non-rotatable state by the braking force from the electric motor M, and the vertical position of the elevating member 26 is held (the vertical movement is prevented).

Although not shown, in order to bring the vehicle into the braking state, the braking force from the electric motor M is released, or the electric power supply to the electric motor M is stopped (the electric motor M is stopped electrically). ..
Then, the male screw rod 28 becomes free to rotate (rotate), and the elevating member 26 receiving the upward elastic urging force from the spring member 29 moves upward while rotating the male screw rod 28, and the pressing roller 25. , 25 presses the inclined surfaces 13a, 13a of the wedge members 13, 13 to push out the upper ends of the arm members 6, 6 (against the elastic biasing force of the tension spring 14), and the arm members 6, 6. When the lower end of 6 is closed, the braking friction members 5, 5 are brought into pressure contact with the rail head side surfaces 9, 9, and the rail head is clamped for braking (also referred to as a main braking state hereinafter). There is).

With this configuration, in the non-braking state, when the electricity supply to the electric motor M is stopped due to a typhoon, an earthquake, or the like, the screwing portion 70 does not self-lock, and the spring member 29 springs. It can be automatically braked by power, and the traveling crane 40 can be prevented from running away.
Further, in the braking state, even if the electric motor M is electrically stopped, the upward elastic urging force from the spring member 29 continues to be received, so that the braking state is maintained.
In order to bring the braking state, the electric motor M is driven to rotate (reverse) the male screw rod 28 to raise the elevating member 26 and close the lower ends of the pair of left and right arm members 6 and 6. It is possible to let it happen.

Further, a control processing (calculation) unit such as a CPU and a sequencer, a storage unit such as a RAM, a ROM and a flash memory, a rotation angle detecting means such as an encoder for detecting a rotation angle position of the male screw rod 28, and a control unit. Rotation angle control means having a braking completion confirmation means for determining whether or not the dynamic friction member 5 is in pressure contact with the rail head side surface 9 is provided.
The control processing section is provided so as to control the rotation of the electric motor M and receive a reading (measurement) signal from each sensor. The braking completion confirmation means is a sensor capable of confirming the presence or absence of one or a plurality of operations among the members such as the male screw rod 28, the braking friction member 5, the elevating member 26, the arm member 6 and the spring member 29, or the position. Etc.

The rotation angle control means encodes the rotation angle position of the male screw rod 28 in the braking state in which the lower ends of the pair of left and right arm members 6 and 6 are closed to bring the braking friction member 5 into pressure contact with the rail head side surface 9. It is configured to be read by the angle detecting means including and to store the read rotational angular position as the reference position (to be stored in the storage unit).
That is, each time the braking state is established, the rotational angle position of the male screw rod 28 is reset (restored) as the reference position.
Then, the rotation angle control means operates the electric motor M while detecting the rotation angle position by the rotation angle detection means so as to rotate by a predetermined rotation angle from the stored rotation angle position (reference position) of the male screw rod 28. Control (rotation).
Therefore, when the braking state (compression contact completion state) changes to the non-braking state (separation completion state), a constant gap (gap size) is formed between the braking friction member 5 and the rail head side surface 9.
For example, when operating (switching) from the braking state to the non-braking state, if the rotation speed of the electric motor M is controlled (set) so that the male screw rod 28 is rotated by 90 degrees from the stored reference position, the braking friction The member 5 is always separated from the rail head side surface 9 with a gap dimension of 2 mm.

By controlling in this way, even if the rail R and the braking friction member 5 become thin due to corrosion or wear over time, it is necessary to perform adjustment to increase the opening/closing movement amount of the pair of left and right arm members 6 and 6. Eliminates the need for adjustment and replacement of parts. Also. The amount of opening/closing movement of the arm members 6 and 6 does not increase year by year, and it is possible to prevent the operation time from being delayed when switching from the non-braking state to the braking state (the operation time is stable for a long period of time).

Next, a second reference example shown in FIG. 4 will be described.
In the second reference example , the threaded portion 70 between the male screw rod 28 and the elevating member 26 has a screw (sliding surface) in which the slope of the male screw (convex portion) and the slope of the female screw (concave portion) are in sliding contact with each other. A screw 72 that is composed of a rotating screw) and that does not satisfy the self-supporting condition of the screw. In other words, the screw 72 has a lead angle (of the screw) set to be larger than a friction angle (of the screw surface). Furthermore, in other words, as in the reference example of FIG. 3, the screwing portion 70 is configured by the screw 72 that does not work (does not exhibit) in the self-locking function (action). That is, when the elevating member 26 receives a force in the axial direction while the male screw rod 28 is idling, the elevating member 26 can move up and down while rotating the male screw rod 28. The thread (tooth) may be in any shape such as a triangular thread, a square thread, a trapezoidal thread, a round (bulb) thread, a pipe thread, and a sawtooth thread. Other configurations and operational effects are similar to those of the above-described reference example .

Next, a third reference example shown in FIG. 5 will be described.
In the third reference example , the braking unit 45 includes a slide member 53 that is externally fitted to the elevating member 26 and is capable of reciprocating vertically, and a spring member 29 that constantly urges the slide member 53 upward. Equipped with. Further, between the elevating member 26 and the slide member 53, a sliding part (low friction part) 59 such as a sliding bearing material having self-lubricating property or a lubricating layer coated with a lubricating material is provided.

Then, the elevating member 26 and the pair of left and right arm members 6 and 6 are connected to each other so that the elevating member 26 moves up and down and the lower ends of the pair of left and right arm members 6 and 6 are opened and closed (pressing the braking friction member 5 to each other). -A pair of left and right first link members 51, 51 for interlocking (approaching motion) are provided.
Furthermore, the slide member 53 and the pair of left and right arm members 6 and 6 are connected to each other so that the vertical movement of the slide member 53 and the opening and closing operation of the lower ends of the pair of left and right arm members 6 and 6 are interlocked. The second link members 52, 52 are provided.
A pair of left and right first link members 51, 51 and a pair of left and right second link members 52, 52 constitute a toggle mechanism 50.
The interlocking connecting mechanism by the first and second link members 51, 52 may be called a toggle type, and the interlocking connecting mechanism by the wedge member 13 and the pressing roller 25 in FIGS. 3 and 4 may be called a wedge type.

The pair of left and right first link members 51, 51 are arranged in an inverted V-shape in a front view, and the pair of left and right second link members 52, 52 are arranged in a laterally upward slanted shape in a front view to move up and down. The member 26 and the slide member 53 are interlockingly connected to the arm member 6. More specifically, one end portion (left and right inner ends) of the left and right first link members 51 and one end portion (left and right inner ends) of the other left and right first link members 51 are coaxial with the elevating member 26. It is pivotally attached to the heart. One end portion (the left and right inner ends) of the left and right second link members 52 is pivotally attached to the left and right portions of the slide member 53. One end of the other left and right second link member 52 is pivotally attached to the other left and right portion of the slide member 53.
The other end (left and right outer ends) of the first left and right first link members 51 and the other end (right and left outer ends) of the left and right second link members 52 are connected to the left and right arm members 6 respectively. Is coaxially and pivotally attached to the upper end of the. The other end of the other left and right first link member 51 and the other end of the other left and right second link member 52 are coaxially pivotally attached to the upper end of the other left and right arm member 6.

In addition, although the threaded portion 70 is configured by the ball screw 71 in the illustrated example, it may be configured by the screw 72 that does not satisfy the self-supporting condition of the screw as in the reference example of FIG. 4. In other words, the screws 71 and 72 that do not have the self-locking function (action) may be used.

In addition, the elevating member 26 surrounds the upper part of the screwed portion 70 (the upper end of the male screw rod 28 and the upper opening of the female screw portion 26d of the elevating member 26) from above and dusts the screwed portion 70. A cap portion 80 is provided to prevent foreign matter such as insects and insects from entering.
Further, the slide member 53 is provided to prevent foreign matter from entering the screwing portion 70 from the lower portion of the screwing portion 70 (the lower portion of the male screw rod 28 and the lower opening of the female screw portion 26d of the elevating member 26). Is provided with a cover portion 81.

In the state shown in FIG. 5, the electric motor M is driven to rotate the male screw rod 28 in a predetermined direction, and the elevating member 26 is moved upward to raise one end portions of the left and right first link members 51, 51. At the same time, the other end portion is pulled inward in the left and right direction so that the upper end portions of the pair of left and right arm members 6 and 6 approach each other, and the braking friction members 5 and 5 at the lower end portions of the arm members 6 and 6 are moved to the rail head. It is in a non-braking state in which it is separated from the side surfaces 9, 9. The male screw rod 28 is in a non-rotatable state by the braking force from the electric motor M, and the elevating member 26 is held in the vertical position.

Further, the upward elastic urging force of the spring member 29 is transmitted to the second link member 52 via the slide member 53 to try to raise one end portion of the second link member 52, and at the same time, the second link member 52. The other end (arm) of the first link member 51 driven by the electric motor M (the lifting member 26 is raised) rather than the force of moving the other end (the upper end of the arm member 6) to the left and right. The spring member 29, the electric motor M, and the toggle mechanism 50 are set so that the force to move the upper end portion of the member 6 inwardly to the left and right is predominant.

Although not shown, in order to bring the vehicle into the braking state, the braking force from the electric motor M is released, or the electric power supply to the electric motor M is stopped (the electric motor M is stopped electrically). .. Then, the male screw rod 28 becomes rotatable (idle), and the elevating member 26 becomes vertically movable without the screwing portion 70 self-locking. That is, the first link member 51 is swingable, and exerts almost no force for moving the upper end portion of the arm member 6 in the left-right direction.

Then, the elevating member 26 becomes vertically movable as described above, and the slide member 53 moves upward due to the upward elastic biasing force from the spring member 29 to raise one end of the second link member 52. At the same time, the other end of the second link member 52 is moved outward in the left and right directions. The upper ends of the pair of left and right arm members 6 and 6 move outward in the left and right, and the lower ends of the pair of left and right arm members 6 and 6 are closed to put the vehicle in a braking state.

Similar to the reference example of FIG. 3 and FIG. 4, even if the electric stop state is set in the non-braking state, the screwing portion 70 does not self-lock, and the elastic biasing force of the spring member 29 automatically brakes the state. Therefore, the traveling crane 40 can be prevented from running away. Further, even if the vehicle is brought into an electrically stopped state during the braking state, the elastically urging force from the spring member 29 continues to be received, so that the braking state is maintained as it is. Other configurations and effects are similar to those of the reference examples of FIGS. 3 and 4.

Next, a fourth reference example shown in FIG. 6 will be described.
In the fourth reference example , the threaded portion 70 is configured by a screw (sliding-rotating screw) in which an inclined surface of a male screw (convex portion) and an inclined surface of a female screw (recessed portion) are in sliding contact with each other. It consists of screws 73 that satisfy the independence condition of.
The screw 73 is in a state in which the male screw rod 28 does not receive a rotational force or a braking force (brake force) from the electric motor M and is in a state of being able to idle, so that the weight of members such as the elevating member 26 is applied to the male screw rod 28. However, the male screw rod 28 is constructed so as not to rotate (to prevent it from loosening). In other words, it is a screw that has a self-locking function. For example, a screw having a lead angle smaller than the friction angle of the thread surface of 8.5° (friction coefficient 0.15) is used. The shape of the thread is free as in the reference example of FIG. 4, but a trapezoidal screw is preferable.

Further, the interlocking connecting mechanism of the elevating member 26 and the arm member 6 is a wedge type including the pressing roller 25 and the wedge member 13 as in the reference examples of FIGS. 3 and 4. Further, the tension spring 14 is provided.

In the state shown in FIG. 6, the electric motor M is driven to rotate (normally rotate) the male screw rod 28 in a predetermined direction, the elevating member 26 is lowered, and the arm member 6 is urged by the elastic urging force of the tension spring 14. , 6 are brought close to each other so that the braking friction members 5, 5 at the lower ends of the arm members 6, 6 are separated from the rail head side surfaces 9, 9.

Then, although not shown, in order to bring into a braking state, the electric motor M is driven (reverse rotation), the male screw rod 28 is reversely rotated, the elevating member 26 is raised, and the pressing rollers 25, 25 are wedged. By pressing the members 13 and 13, the upper ends of the arm members 6 and 6 are widened (against the elastic biasing force of the tension spring 14), and the lower ends of the arm members 6 and 6 are closed, Set to the braking state.
Therefore, the spring member 29 and the tension spring 14 described in the reference examples of FIGS. 3 to 4 are unnecessary.

Further, the control processing unit, when the braking friction member 5 is pressed against the rail R, a load detection means (not shown) (a current measuring device for reading a current value applied to the electric motor M, or the electric motor M and the male screw rod 28). The load is detected and measured by a spring type thrust detection mechanism provided between and, and when a predetermined load is applied, the electric motor M is stopped. This load detection means is also a braking completion confirmation means.

Then, in the braking state, it is brought into an electrically stopped state, the male screw rod 28 becomes idle, and the reaction force from the rail R is passed through the arm member 6 (wedge member 13) to the lifting member 26 (pressing roller 25). ) Receives a downward force, the screwing portion 70 self-locks to prevent the elevating member 26 from moving up and down, and the lower end portions of the pair of left and right arm members 6 and 6 are kept closed. ..
Also, even if the traveling crane 40 is traveling (in the non-braking state), even if it is in the electric stop state, the self-lock function keeps the open state, does not start the braking, and the rapid deceleration is not performed ( It is also possible to prevent a large load from being applied to the arm member 6 and the pivot shaft 23, and a large load (damage) to the traveling crane 40, without sudden braking.
That is, the pair of left and right arm members 6 and 6 maintains the open/closed state before the electric stop even when the electric power to the electric motor M is stopped. Further, since the lead angle is smaller than the friction angle, the torque of the electric motor M can be suppressed, which contributes to downsizing of the electric motor M and energy saving.

Next, a fifth reference example shown in FIG. 7 will be described.
In the fifth reference example , in the braking unit 45, the male screw rod 28 and the screwing portion 70 of the elevating member 26 are configured by the screw 73 satisfying the self-supporting condition of the screw (similar to the embodiment of FIG. 6). .. That is, the screw has a self-locking function (action). Further, the lifting member 26 is provided with a cap portion 80 and a cover portion 81.

The elevating member 26 and the pair of left and right arm members 6 and 6 are connected to each other, and the vertical movement of the elevating member 26 and the opening/closing operation of the lower ends of the pair of left and right arm members 6 and 6 (press contact of the braking friction member 5, A pair of left and right interlocking link members 55, 55 for interlocking (approaching motion) are provided. That is, the interlocking connecting mechanism of the elevating member 26 and the pair of left and right arm members 6 and 6 is of a link type.

A pair of left and right interlocking link members 55, 55 are arranged in a V shape when viewed from the front. More specifically, one end (the left and right inner ends) of the left and right interlocking link members 55 and one end (the left and right inner ends) of the other left and right interlocking link members 55 are coaxial with each other on the elevating member 26. Is pivotally attached to.
Then, the other end (the left and right outer ends) of the left and right interlocking link members 55 is pivotally attached to the upper ends of the left and right arm members 6, and the other end of the left and right interlocking link members 55 is connected to the left and right other ends. Is pivotally attached to the upper end of the arm member 6.

In the state shown in FIG. 7, the electric motor M is driven to rotate (normally rotate) the male screw rod 28 in a predetermined direction, and the elevating member 26 is lowered so that one end portion of the pair of left and right interlocking link members 55, 55 is moved. While lowering, the other ends (left and right outer ends) are pulled inward to the left and right, and the upper ends of the pair of left and right arm members 6 and 6 are brought closer to each other, and the braking friction of the lower ends of the arm members 6 and 6 is made. The members 5 and 5 are in a non-braking state in which they are separated from the rail head side surfaces 9 and 9.

Then, although not shown, in order to bring into a braking state, the electric motor M is driven, the male screw rod 28 is reversely rotated, the elevating member 26 is moved upward, and one end of the interlocking link member 55 is raised. At the same time, the other end is moved to the left and right. The upper ends of the pair of left and right arm members 6 and 6 open outward to the left and right, and the lower ends of the arm members 6 close, so that the braking friction members 5 and 5 are brought into pressure contact with the rail head side surfaces 9 and 9 to perform braking. It becomes a state.

With such a configuration, the pair of left and right arm members 6 and 6 maintains the open/closed state before the electric stop as in the reference example of FIG. 6 even when the electric power to the electric motor M is stopped. Can hold Further, the spring member 29 is unnecessary. Other configurations and operational effects are the same as those of the above-mentioned reference example .

Incidentally, although not shown, ginseng Reference Example 7, the elevating member 26 is lower end opening operation of the pair of arm members 6, 6 rises (becomes non-braking state), the lifting member 26 is lowered The pair of left and right interlocking link members 55, 55 are arranged in an inverted V shape when viewed from the front so that the pair of left and right arm members 6, 6 are closed (in a braking state).

Next, another reference example shown in FIG. 8 will be described.
In another reference example , two traveling units 33 (a first braking unit 45A and a second braking unit 45B) are arranged in series on one traveling vehicle 33.
Like the braking unit 45 described with reference to FIGS. 3 to 5, the first braking unit 45A has the screwing portion 70 (first screwing portion 70A) with a screw (the example in the figure) for which the self-locking function does not work. Ball screw 71 or a screw 72) that does not satisfy the self-supporting condition of the screw, and the screwing portion 70 does not self-lock when the electric motor M (first electric motor MA) is in an electrically stopped state. Due to the upward urging force of the member 29, the lower end portions of the pair of left and right arm members (first arm member) 6 are closed and are brought into a braking state. It is configured as follows.

The second braking unit 45B may be any of the braking units 45 described with reference to FIGS. 6 and 7, and the screwing portion 70 (second screwing portion 70B) may be screwed with a self-locking function. (A screw satisfying the self-supporting condition of the screw) 73, and the screwing portion 70 self-locks in an electrically stopped state with respect to the electric motor M (second electric motor MB) (not shown in FIG. 8). ) The open/closed state of the lower end portions of the pair of left and right arm members (second arm members) 6, 6 is maintained as it is.

Further, the second braking unit 45B is configured to perform the braking operation (closing operation) later than the braking operation (closing operation) of the first braking unit 45A. That is, the first braking unit 45A is for a sliding brake (also referred to as deceleration stop) for braking while the braking friction member 5 is in sliding contact with the rail R, and the second braking unit 45B is for the traveling crane 40. After stopping, it is used for stop and hold (sometimes called steady rest, clamper, or clamp).

When the traveling crane 40 is in an electric stop state during traveling, the traveling crane 40 is braked by the first braking unit 45A, and the traveling crane 40 can be prevented from running away. In the second braking unit 45B, due to the self-locking of the screwing portion 70, the lower end portions of the pair of left and right arm members 6 and 6 are not closed, and unnecessary braking force is not exerted, which causes a large load on the traveling crane 40 ( (Damage) can be prevented.

Then, when the traveling crane 40 is stopped, the braking is maintained by the first braking unit 45A and the second unit 45B. The braking state is continued (maintained) even if the electric stop state is reached during the stop. Particularly, in the second braking unit 45B, the elevating member 26 (second elevating member 26B) does not move up and down even when receiving a reaction force from the rail R, and stops and holds (clamps) with a strong predetermined pressure contact force.

Further, since the first electric motor MA and the second electric motor MB can be electrically controlled respectively, the pair of left and right first arm members 6 and 6 and the pair of left and right second arm members are provided. It is possible to easily set the timing for opening and closing the lower ends of 6 and 6.
Further, since the first and second braking units 45A and 45B do not require a hydraulic unit such as a hydraulic tank or a pump (because they are an electric drive system), they can slide in the installation space of the conventional hydraulic braking device. It is possible to install both the first type braking unit 45A and the second type braking unit 45B of the clamp (pa) type.

Further, in the reference examples of FIGS. 3 to 8, the electric motor M and the male screw rod 28 are arranged coaxially, but as in the modification shown in FIG. It is also possible to dispose the electric motor M at this position and interlock the male screw rod 28 and the electric motor M via a speed reducer or the like.
According to this structure, even if a large electric motor M is used, the upper end position of the male screw rod 28 does not become high, and the height of the entire device can be kept low. Further, the electric motor M can be disposed outside the spring member 29, so that a large (high output) electric motor M can be used and the spring member 29 can be downsized.

Next, as shown in FIG. 10, the braking friction member 5 attached to the lower end portion (arm end portion) of the arm member 6 operates with the first-stage braking portion 1 and a delay from the first-stage braking portion 1. The second-stage braking unit 2 is provided.
The first-stage braking portion 1 and the second-stage braking portion 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 an elastic member 8 that elastically urges in a direction approaching the rail head side surface 9, and in the non-braking state shown in FIG. The first pressure contact surface 10 is provided so as to project from the pressure contact surface 20 of the second stage braking portion 2 in a direction approaching the rail head side surface 9. The resilient member 8 is preferably a disc spring.

The pressure contact surface 10 of the first stage braking portion 1 is formed by a brake pad 11, and performs sliding type brake control.
The brake pad 11 is a resin-based material, and is, for example, a resin-based composite material obtained by adding a metal-based material such as silicon (silicon carbide) or aluminum oxide to organic fibers, and baking and molding 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 portion 2 is harder than the rail head side surface 9. In the main braking state (braking state) in which the pressure contact surface 20 of the second stage braking portion 2 is pressure contacted with the rail head side surface 9 as shown in FIG. 10C, the pressure contact surface 20 is subjected to high surface pressure on the rail head side surface 9. It is formed in a concave-convex shape so as to be pressed into contact with each other (see FIG. 11(C)). In this way, the pressure contact surface 20 of the second stage braking portion 2 is for performing (clamp type) main braking.
The second-stage braking portion 2 is made of, for example, ceramic or carburized/quenched steel material, and a large number of narrow convex portions having a trapezoidal or triangular cross-sectional shape are formed on the pressure contact surface 20 to form an uneven surface (jagged shape). It is preferable that the rail head side surface 9 be cut into the rail head side surface 9. It is also possible to form lattice-shaped grooves on the pressure contact surface 20.

From the non-braking state shown in FIG. 10(A) and FIG. 11(A), as shown in FIG. 10(B) and FIG. Prior to the pressure contact with, the pressure contact surface 10 of the first stage braking portion 1 presses against the rail head side surface 9 for braking. The first-stage braking portion 1 is elastically urged by the elastic member 8 and clamps (clamps) the rail head side surfaces 9, 9 with relatively small pressure contact forces F ₁ , F ₁ . This state is called a preliminary braking state.

Next, from the pre-braking state, as shown in FIGS. 10(C) and 11(C), the pressure contact surface 20 of the second step braking portion 2 is pressed against the rail head side surface 9 to clamp the rail head. And brake. The second-stage braking portion 2 strongly clamps (clamps) the rail head side surfaces 9 and 9 with a relatively large pressure contact force F ₂ and F _2, and the large number of narrow convex portions of the pressure contact surface 20 are applied to the rail head side surface 9. And then switch to the main braking state (braking state) to prevent runaway.
That is, from the non-braking state of FIGS. 10(A) and 11(A) to the first-stage braking state (also referred to as pre-braking state) of FIGS. 10(B) and 11(B), and then the first-stage braking The state (preliminary braking state) is gradually changed to the main braking state (for runaway prevention) shown in FIGS. 10C and 11C to increase the braking force (stepwise).

In the braking unit 45 of the reference example of FIGS. 3 to 5, when the traveling crane 40 is traveling, even if an abnormal situation such as a power failure or a failure occurs, the first-stage braking unit 1 The pressure contact surface 10 of the above-mentioned slide contact (slide) with the rail head side surface 9 to perform deceleration braking of the traveling crane 40, and then the pressure contact surface 20 of the second stage braking portion 2 presses against the rail head side surface 9. Then, clamp the rail head. That is, damage to the traveling crane 40 (breakage or partial deformation of the crane body 41) due to sudden deceleration/stop can be reduced. Since the first-stage braking unit 1 and the second-stage braking unit 2 hold the rail head side surfaces 9 and 9 to perform braking, the braking force can be applied regardless of the state of the rail R, that is, the situation of ups and downs. There is. By controlling the rotation angle of the male screw rod 28 of the braking unit 45 (driving of the electric motor M), it is possible to maintain the pre-braking state, and the pressure contact surface 10 of the first stage braking portion 1 is the rail head. After the traveling crane 40 has completely stopped by slidingly contacting (sliding) with the side surface 9, the pressure contact surface 20 of the second-stage braking portion 2 is brought into pressure contact with the rail head side surface 9 to perform a final braking state (braking state). It is also preferable to switch to.

The braking device for a traveling crane according to the present invention can apply a braking force by 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 have There is a possibility that the frictional force with the pressure contact surfaces 10 and 20 cannot be secured. Usually, as the rail R changes with time, the rail upper surface may be crushed and a plastically deformed ridge X may locally occur on the rail head side surface 9 (see FIG. 12A). When the pressure contact surface 10 of the first stage braking portion 1 is pressure-contacted with the plastic deformation protrusions X generated, the pressure contact surface 10 (brake pad 11) and the plastic deformation protrusions X locally contact (sliding contact). ), there is a possibility that the friction characteristics cannot be secured.
Therefore, as shown in FIGS. 11 and 12, there are provided rail head side surface correction tools 3, 3 for deleting the plastically deformed ridge X locally generated 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 plastically deformed protruding ridge 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. The flat guide surface portion 31 is formed. The correction surface portion 30 and the flat guide surface portion 31 are formed in the same plane. 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 correction tool 3 is provided so as to always contact the rail head side surface 9. As shown in FIG. 12(A), in the state where the plastic deformation protruding ridge X is formed on the rail head side surface 9, only the correction surface portion 30 slidably contacts the plastic deformation protruding ridge X, and the rail head side surface 9 The bulging plastic deformation bump X is scraped off. After scraping off the plastically deformed ridge X, as shown in FIG. 12(B), the flat guide surface portion 31 slides in contact with the lower side of the rail head side surface 9, and the correction surface portion 30 moves beyond the rail head. The side surface 9 (the portion where the plastic deformation protruding ridge portion X was present) is not scraped, and the entire rail head side surface 9 is modified and maintained to be a flat surface.

Next, an embodiment of the present invention will be described.
As shown in FIG. 13, the braking friction member 5 is a sliding type first stage braking unit 1 capable of braking even when the traveling crane 40 is moving, and a second clamping type member for the purpose of holding when stopped. It is divided into a step braking portion 2 and has a separate structure. Then, the arm member 6 is divided into a first differential arm 21 provided with the first stage braking portion 1 and a second differential arm 22 provided with the second stage braking portion 2, and separately configured. I am trying. The first-stage braking unit 1 and the second-stage braking unit 2 can be mechanically sequence-controlled.
Each arm member 6 is formed by one first differential arm 21 and two second differential arms 22, 22. The first differential arm 21 and the second differential arms 22 and 22 are pivotally attached to each other by a pivot shaft 23 so as to be coaxial with each other, and the first differential arm 21 is arranged at an intermediate portion in the axial direction. A pair of front and rear second differential arms 22, 22 are disposed on both sides (both sides) of the first differential arm 21 in the axial direction.
The first differential arm 21 is provided with a first stage braking unit 1 having a resin brake pad 11 attached to the lower end thereof, and is stopped and held at the lower ends of a pair of front and rear second differential arms 22 and 22. Second-stage braking portions 2 and 2 for (clamp) are attached.

Although not shown in FIG. 13, the braking unit 45 includes a male screw rod 28 and an elevating member to which the male screw rod 28 is screwed, as in the case described with reference to FIGS. 3, 4, and 6. 26 and. As a configuration for moving the elevating member 26 so as to bring it into a braking state, as described with reference to FIGS. 3 and 4, a configuration using the screws 71 and 72 and the spring member 29, which do not operate the self-locking function, is an electric configuration. It is preferable because the braking operation is performed in a stopped state. As described with reference to FIG. 6, the screw 73 having a self-locking function may be used to operate the electric motor M.
The interlocking connection mechanism between the lifting member 26 and the braking friction member 5 is a wedge type, and the wedge member 13 is connected to the first wedge member 18 corresponding to the first differential arm 21 and the second differential arm 22. The corresponding second wedge member 19 is divided into separate members. The pressing roller (pressing member) 25 is provided in an eccentric type having a first contact roller portion 16 corresponding to the first wedge member 18 and a rear contact roller portion 17 corresponding to the second wedge member 19.
In FIG. 13, a first wedge member 18 having a first inclined surface (tapered surface) 18a is fixed to the upper end portion of the first differential arm 21, and a second wedge member 18 is fixed to the upper end portion of the second differential arm 22. The second wedge members 19, 19 having the inclined surfaces (tapered surfaces) 19a, 19a are fixed. The elevating member 26 is provided with a pair of left and right eccentric pressing rollers (pressing members) 25. The eccentric pressing roller 25 is provided on the top end portions of the second differential arms 22 and 22 and the pre-contact roller portion 16 for pressing the first inclined surface 18a provided on the upper end portion of the first differential arm 21. And the rear contact roller portions 17 and 17 for pressing the second inclined surfaces 19a and 19a, and the axis of the first contact roller portion 16 is slightly above the axis of the rear contact roller portions 17 and 17. It is arranged so as to be displaced and eccentric.

As shown in FIG. 14A, in the non-braking state, the first inclined surface 18a of the first wedge member 18 provided on the upper end portion of the first differential arm 21 and the upper end portion of the second differential arm 22 are provided. The second inclined surface 19a of the provided second wedge member 19 is arranged on the same plane.
As shown in FIGS. 14(A) to 14(B), when the front contact roller portion 16 and the rear contact roller portion 17 (the eccentric pressing roller 25) are lifted, the front contact roller portion 16 is moved to the first wedge member 18. By pressing the first inclined surface 18a, only the first differential arm 21 operates first.
Next, as shown in FIG. 14(A) to FIG. 14(B), the front contact roller portion 16 and the rear contact roller portion 17 are further raised, and the rear contact roller portion 17 is the second wedge member 19 of the second wedge member 19. By pressing the inclined surface 19a, the second differential arm 22 operates with a delay. At this time, the pre-contact roller portion 16 is configured to be in sliding contact with the flank 18b of the first wedge member 18 so as to prevent the first differential arm 21 from being expanded further.

From the non-braking state shown in FIG. 15(A), as shown in FIG. 15(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) is changed to the rail head. Prior to the pressure contact with the side surface 9, the pressure contact surface 10 of the first stage braking portion 1 (provided at the lower end portion of the first differential arm 21) is pressed against the rail head side surface 9 with the pressure contact forces F ₁ , F _1. And brake. The pressure contact surface 10 of the first-stage braking portion 1 formed by the resin brake pad 11 makes sliding contact with the rail head side surfaces 9, 9 to perform deceleration braking. This state is called a first stage braking state or a preliminary braking state.

Next, from the pre-braking state (first stage braking state), as shown in FIG. 15(C), the pressure contact surfaces 20, 20 of the second stage braking portions 2, 2 are brought into pressure contact with the rail head side faces 9, 9. 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 a concavo-convex 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 pinched (clamped) with a large pressure contact force F ₂ and F ₂ , and the pressure contact surface 20 is pressed against the rail head side surface 9 with a high surface pressure, resulting in a large number of narrow projections on the pressure contact surface 20. The part is made to bite into the rail head side surface 9 to switch to the main braking state for the escape prevention.
That is, the non-braking state in FIG. 15(A) is switched to the preliminary braking state in FIG. 15(B), and the preliminary braking state is switched to the main braking state (braking state) in FIG. 15(C) in a stepwise manner. The braking force is increased (in steps). In the main braking state, the first-stage braking unit 1 and the second-stage braking unit 2 and 2 strongly pinch (nip) the rail head side faces 9 and 9 by the resultant force of the pressure contact forces F ₁ and F _2. , Clamp.

As shown in FIG. 13, the first differential arm 21 may be provided with a buffer (damper) member 24 for delaying the operation of the second differential arm 22 constituting the second stage braking portion 2.
The cushioning member 24 connects the pair of left and right second differential arms 22, 22. The buffer member 24 can also be referred to as a damping member (mechanism). By installing the cushioning member 24, the time difference between the movements of the first differential arm 21 and the second differential arms 22, 22 can be increased even if the power is lost due to a power failure or a failure. The damage to the crane body 41 can be further reduced.

In FIG. 13, cushioning members 24, 24 are attached to each of the pair of front and rear second differential arms 22, 22. It is also preferable to give a difference in the damper characteristics of the two buffer members 24, 24. By making the damper characteristics of the cushioning members 24, 24 different, not only the braking force can be applied in two steps, but also the braking force in three steps and four steps can be added.
In addition, braking can be performed stepwise by a plurality of differential arms 21 and 22, and the degree of freedom in structural construction is wide and it is easy to use (can meet various traveling cranes 40 and customer needs).

Further, in the non-braking state of FIG. 14(A), the inclination of the first inclined surface 18a is set to be larger than that of the second inclined surface 19a so that the first contact roller portion 16 is contacted with the first inclined surface 18a first. The movement of the first differential arm 21 and the second differential arm 22 may have a time difference.

As described above, the traveling is performed by pressing the braking friction member 5 attached to the traveling crane 40 moving along the rails R and R and provided at the lower end portion (arm end portion) of the arm member 6 against the rail head side surface 9 to hold it. A braking device for a crane, wherein the braking friction member 5 has a first-stage braking portion 1 and a second-stage braking portion 2 that operates later than the first-stage braking portion 1. The braking by the braking unit 1 and the second-stage braking unit 2 can be performed in stages, and the crane main body 41 can be prevented from being broken or partially deformed and the damage can be reduced without applying a shocking braking force. .. Since the first-stage braking portion 1 and the second-stage braking portion 2 are in pressure contact with the rail head side surface 9, the braking force can be reliably exerted regardless of the state of the rail R, that is, the situation of ups and downs. It can be installed in a small space at low cost. The braking by the first stage braking unit 1 and the second stage braking unit 2 can be mechanically provided with a time difference without transmitting a sequence control signal from the crane body side.

Further, the first-stage braking portion 1 is provided via the elastic member 8, and the pressure contact surface 10 of the first-stage braking portion 1 is located closer to the rail head than the pressure contact surface 20 of the second-stage braking portion 2. Since it is provided so as to project in the direction approaching the side surface 9, it can be manufactured at low cost, and the performance of the sliding brake device and the rail clamp device can be added in the space for one conventional rail clamp device. it can. Since the operation sequence of the first-stage braking unit 1 and the second-stage braking unit 2 is determined by a mechanical mechanism, no special control signals need to be exchanged, and even when there is an abnormality such as a power failure or failure, it is controlled stepwise. It is possible to provide a braking device that can apply power and is easy to maintain.

Further, since the pressure contact surface 10 of the first step braking portion 1 is formed by the resin type brake pad 11, the brake pad 11 (pressure contact surface 10) is slidably contacted with the rail head side surface 9 to slide. A type of braking force can be applied.

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 be pressed against the rail head side surface 9 with a high surface pressure. Therefore, the pressure contact surface 20 is made to bite into the rail head side surface 9 to generate a strong second-stage braking force, and the escape can be reliably prevented.

Further, the rail head side surface 9 is provided with the rail head side surface correction tools 3, 3 for deleting the plastically deformed ridges X locally generated on the rail head side surface 9 as the crane travels. Can be corrected and maintained to be a flat surface, and the pressure contact surface 10 (brake pad 11) of the first-stage braking portion 1 can be prevented from locally hitting the plastically deformed ridge X, ensuring suitable friction characteristics. it can.

Further, since the first differential arm 21 having the first-stage braking section 1 and the second differential arm 22 having the second-stage braking section 2 are independently configured, The differential arm 21 and the second differential arms 22 and 22 are independently operated with a time difference, so that 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 for one conventional rail clamp device. By configuring the first differential arm 21 and the second differential arm 22 as separate bodies, the respective arms 21, 22 are lightened, and not only the handling property such as assembling can be improved but also the manufacturing cost can be reduced.

Further, since the buffer member 24 for delaying the operation of the second differential arm 22 is provided, even if the power source is lost due to a power failure or a failure, the second differential arm 22 is provided with the second differential arm 21. By delaying the operation of the differential arm 22, the braking force of the first-stage braking unit 1 and the second-stage braking units 2 and 2 can be applied in stages, and damage to the traveling crane 40 can be reduced.

The present invention can be modified in design, and the braking friction member 5 is not limited to the one having the first-stage braking portion 1 and the second-stage braking portion 2, and one braking portion (friction portion) is provided. May be Further, the braking friction member 5 may be configured to come into contact with the upper surface of the head of the rail R for braking. In the reference examples of FIGS. 3, 4, 6, 8 and 9, a cap portion 80 and a cover portion 81 may be provided. 3 to 8, the male screw rod 28 is shown integrally with the output shaft of the electric motor M (a part of the output shaft), but between the male screw rod 28 and the output shaft of the electric motor M. , A deceleration mechanism (machine), a coupling, a clutch, a thrust detection mechanism, etc. may be provided. The elevating member 26 is not limited to the structure that is interlockingly connected to the upper portion of the arm member 6 as shown in the figure, but may be interlockingly connected to an intermediate portion of the arm member 6 (a part of the arm member 6 above the pivot 23). Good to configure. Further, as shown in FIGS. 8 and 9, when a plurality of braking units 45 are provided, the configuration of the modified example described with reference to FIGS. 13 and 14 may be applied to all the braking units 45. It may also be applied to one or more braking units 45. The rotation angle detecting means (encoder) may be provided to detect the rotation angle position of the male screw rod 28, and may not be provided to directly measure the male screw rod 28. For example, the control processing unit is provided so as to detect the rotation angle (rotation speed) of the output shaft of the electric motor M, the gear of the reduction gear, the driven shaft (gear shaft), and the like, and the rotation angle position of the male screw rod 28 is set by the control processing unit. Should be converted (calculated) to.

Further, in the braking device attached to the traveling crane 40 that moves along the rail R, the braking friction member 5 that presses and separates from the rail R to perform a braking action, and the vertical shape that is rotated by the electric motor M. Of the male screw rod 28, and an elevating member 26 that is screwed onto the male screw rod 28 in an externally fitted manner and moves up and down reciprocally. Since the elevating member 26 and the braking friction member 5 are interlocked, Since a hydraulic unit such as a hydraulic pump or a hydraulic tank is not required, the structure can be simplified, the device can be downsized, and maintenance and inspection work of parts can be performed quickly and easily. There is no risk of hydraulic oil flowing out of the device, and there is no risk of environmental pollution. Stable operation can be realized without being adversely affected by the environmental temperature (air temperature). Consumable parts can be reduced and maintenance costs can be reduced.

Further, the braking friction member 5 is provided with a pair of left and right arm members 6 and 6 attached to the lower ends thereof, and the lower end portions of the pair of left and right arm members 6 and 6 are moved along with the vertical reciprocating movement of the elevating member 26. Since the braking/friction member 5 is configured to come into pressure contact with and separate from the rail head side surface 9 by opening/closing operation, it is possible to perform braking with a strong gripping force while realizing downsizing of the entire device.

Further, the screwing portion 70 of the elevating member 26 and the male screw rod 28 is formed of a ball screw 71 or a screw 72 that does not satisfy the self-supporting condition of the screw, and further, the elevating member 26 is always raised. A spring member 29 for elastically urging the electric motor M, the elevating member 26 is moved upward while the male screw rod 28 is rotated by the elastic urging force from the spring member 29. Since the lower end portions of the pair of left and right arm members 6 and 6 are closed, the braking friction member 5 is pressed against the side surface 9 of the rail head portion. When the electric power supply to the electric motor M is stopped due to an earthquake or the like, the elastic biasing force of the spring member 29 can automatically bring into a braking state, and it is possible to reliably prevent the traveling crane 40 from running away due to an earthquake or a gust of wind. Is high. Further, in the braking state, even if the electric motor M is electrically stopped, the upward elastic urging force from the spring member 29 continues to be received, so that the braking state can be maintained as it is. Electric energy for maintaining the closing operation is unnecessary, and energy saving can be realized.

Further, the screwing portion 70 of the elevating member 26 and the male screw rod 28 is composed of a ball screw 71, or a screw 72 that does not satisfy the self-supporting condition of the screw, and further, the elevating member 26 and the left and right members. A pair of left and right first link members 51, 51 for interlockingly connecting the pair of arm members 6, 6, a vertically movable reciprocating slide member 53 disposed on the elevating member 26 so as to be reciprocally movable, A pair of left and right second link members 52, 52 for interlockingly connecting the arm members 6, 6 constitute a toggle mechanism 50, and a spring member 29 for elastically urging the slide member 53 upward always. When the electric motor M is stopped electrically, the screw member 70 does not self-lock and the elevating member 26 can move up and down, and the slide member 53 is elastically urged by the spring member 29. Moves upward and closes the lower ends of the pair of left and right arm members 6 and 6 via the second link members 52 and 52 so that the braking friction member 5 comes into pressure contact with the rail head side surface 9. Since it is configured as described above, when the electricity supply to the electric motor M is stopped due to a typhoon, an earthquake, or the like in the non-braking state, the spring force of the spring member 29 can automatically bring the braking state into the braking state. It is possible to reliably prevent the traveling crane 40 from running away due to the high safety. Further, in the braking state, even if the electric motor M is electrically stopped, the upward elastic urging force from the spring member 29 continues to be received, so that the braking state can be maintained as it is. Electric energy for maintaining the closing operation is not required and energy efficiency is high (energy saving can be realized). The braking friction member 5 can be pressed against the rail head side surface 9 with a strong gripping force. Compared with the wedge-type interlocking connection mechanism, there are advantages that the sliding contact portion (contact portion) is less worn and the durability is excellent. In other words, there is a risk that the sliding contact (contact) state will change due to wear, and the frictional resistance of the sliding contact part will change due to the roughness of the sliding contact surface due to wear, and the force with which the braking friction member 5 presses against the rail R is stabilized. There is no problem of not stopping (that is, the braking force stabilizes). Further, compared to the wedge-type interlocking coupling mechanism, the sliding portions are the inner peripheral surface of the link pivot attachment hole portion and the outer peripheral surface of the link pin, and are not opened to the outside, so maintenance work such as cleaning is reduced. .. That is, a predetermined braking force (holding force of the arm member 6) can be stably obtained for a long period of time.

Further, the screwing portion 70 of the elevating member 26 and the male screw rod 28 is composed of a screw 73 which satisfies the self-supporting condition of the screw, and the self-locking of the screwing portion 70 in an electrically stopped state to the electric motor M. The vertical movement of the elevating member 26 is prevented by the above, and the open/closed state of the lower end portions of the pair of left and right arm members 6 and 6 is maintained as it is. Therefore, the traveling crane 40 is traveling (in the non-braking state). In addition, even if the electric stop state is reached, the sudden deceleration is not performed (the sudden braking is not applied), and it is possible to prevent the braking device Z and the traveling crane 40 from being loaded. The torque of the electric motor M can be suppressed, which can contribute to downsizing of the electric motor M and energy saving. Since the spring member 29 for opening operation is unnecessary, the number of parts can be reduced and the manufacturing can be performed easily (inexpensively). It can be stopped and held (clamped) with a predetermined pressure contact force without being affected by the reaction force from the rail R.

Further, with reference to the rotational angle position of the male screw rod 28 in a braking state in which the lower ends of the pair of left and right arm members 6 and 6 are closed and the braking friction member 5 is in pressure contact with the rail head side surface 9. Since the rotation angle control means is provided for rotating the rail head side surface 9 and the braking friction member 5 by a predetermined rotation angle so as to form a constant gap, the rail R and the braking friction member 5 are Even if it becomes thin due to corrosion or wear over time, it is not necessary to make adjustments to increase the opening/closing movement amount of the pair of left and right arm members 6 and 6, and the work such as adjustment and parts replacement can be reduced. In addition , the opening/closing movement amount of the arm members 6 and 6 does not increase year by year, and it is possible to prevent the operation time from being delayed when switching from the non-braking state to the braking state, and the operation time is stabilized for a long period of time. The head of the rail R can be easily and promptly adjusted (adjusted) to wear or deformation (slimming or expansion).

As described above, in the braking device for the traveling crane according to the present invention, in the braking device attached to the traveling crane 40 that moves along the rail R, the braking action is performed by contacting and separating from the rail R. The braking friction member 5, the vertical male screw rod 28 that is rotated by the electric motor M, the elevating member 26 that is screwed onto the male screw rod 28 in an externally fitting manner and reciprocates up and down, and the braking friction member 5 are A pair of left and right arm members 6 and 6 attached to the lower end portion and a spring member 29 that constantly elastically urges the elevating member 26 upward are provided, and the elevating member 26 and the male screw rod 28 are screwed together. The portion 70 is composed of a ball screw 71 or a screw 72 that does not satisfy the self-supporting condition of the screw, and when the electric motor M is in an electrically stopped state, the part 70 is moved up and down by the elastic urging force from the spring member 29. The member 26 moves upward while rotating the male screw rod 28, and the lower end portions of the pair of left and right arm members 6 and 6 are closed so that the braking friction member 5 comes into pressure contact with the rail head side surface 9. The braking friction member 5 includes a sliding type first stage braking portion 1 capable of braking even when the traveling crane 40 is moving, and a clamp type second stage braking portion 2 for holding when the traveling crane 40 is stopped. , And the arm member 6 is composed of a first differential arm 21 and a second differential arm 22, and a pair of left and right pressing rollers 25, 25 are pivotally attached to the elevating member 26. The first differential arm 21 has a first wedge member 18, the second differential arm 22 has a second wedge member 19, and the pressing roller 25 is a pre-contact roller corresponding to the first wedge member 18. Since the eccentric type is provided with the portion 16 and the rear contact roller portion 17 corresponding to the second wedge member 19, a hydraulic unit such as a hydraulic pump or a hydraulic tank is not required, and the structure can be simplified. In addition, the device can be downsized, and maintenance and inspection work of parts can be performed quickly and easily. There is no risk of hydraulic oil flowing out of the device, and there is no risk of environmental pollution. Stable operation can be realized without being adversely affected by environmental temperature (air temperature). Consumable parts can be reduced and maintenance costs can be reduced. In the non-braking state, when the electricity supply to the electric motor M is stopped due to a typhoon, an earthquake, etc., the spring force of the spring member 29 can automatically bring the braking state to the braking state of the traveling crane 40. It is possible to reliably prevent runaway and is highly safe. Further, in the braking state, even if the electric motor M is electrically stopped, the upward elastic urging force from the spring member 29 continues to be received, so that the braking state can be maintained as it is. Electric energy for maintaining the closing operation is unnecessary, and energy saving can be realized. Further, the first differential arm 21 and the second differential arm 22 can be differentially moved with a time difference, and a time difference is given to the braking by the first-stage braking unit 1 and the second-stage braking unit 2. It is possible to reduce the damage to the traveling crane 40 by braking in stages.

Further, in the braking device attached to the traveling crane 40 that moves along the rail R, the braking friction member 5 that presses and separates from the rail R to perform a braking action, and the vertical shape that is rotated by the electric motor M. Male screw rod 28, an elevating member 26 that is screwed onto the male screw rod 28 in an externally fitted manner and reciprocates up and down, and a pair of left and right arm members 6, 6 with the braking friction member 5 attached to the lower end portion thereof . And a spring member 29 for constantly elastically urging the elevating member 26 upward, and the screwing portion 70 of the elevating member 26 and the male screw rod 28 is constituted by a ball screw 71, or a screw. Of the screw 72 which does not satisfy the self-sustaining condition, the elevating member 26 is moved upward while the male screw rod 28 is rotated by the elastic urging force from the spring member 29 when the electric motor M is electrically stopped. and, the lower end portion of the pair of arm members 6, 6 and closing operation, and configured so that the braking friction member 5 is pressed against the rail head side surfaces 9, the braking friction member 5, traveling crane 40 The arm member 6 is divided into a sliding type first-stage braking portion 1 capable of braking even when moving and a clamp-type second-stage braking portion 2 performing holding at the time of stop. A moving arm 21 and a second differential arm 22. The first differential arm 21 has a first wedge member 18, the second differential arm 22 has a second wedge member 19, and The inclination of the first inclined surface 18a of the first wedge member 18 of the first differential arm 21 is set larger than the inclination of the second inclined surface 19a of the second wedge member 19 of the second differential arm 22. Since a hydraulic unit such as a hydraulic pump and a hydraulic tank is not required, the structure can be simplified, the device can be downsized, and maintenance and inspection work of parts can be performed quickly and easily. There is no risk of hydraulic oil flowing out of the device, and there is no risk of environmental pollution. Stable operation can be realized without being adversely affected by the environmental temperature (air temperature). Consumable parts can be reduced and maintenance costs can be reduced. In the non-braking state, when the electric power supply to the electric motor M is stopped due to a typhoon, an earthquake, etc., the spring force of the spring member 29 can automatically bring the braking state into a braking state. It is possible to reliably prevent runaway and is highly safe. Further, in the braking state, even if the electric motor M is electrically stopped, the upward elastic urging force from the spring member 29 continues to be received, so that the braking state can be maintained as it is. Electric energy for maintaining the closing operation is unnecessary, and energy saving can be realized. In addition, the first differential arm 21 and the second differential arm 22 can be differentially moved with a time difference, and the first stage braking unit 1 and the second stage braking unit 2 provide a time difference for braking. The braking to the traveling crane 40 can be reduced by applying the braking in stages.

The pressure contact surface 10 of the first-stage braking portion 1 is formed by a resin brake pad 11, and the pressure contact surface 20 of the second-stage braking portion 2 is formed of a material harder than the rail head side surface 9. Therefore, stable braking can be performed when the traveling crane 40 starts braking during traveling, and after traveling, the traveling crane 40 can be reliably prevented from running away.

1 1st stage braking unit
2 2nd step braking part 5 Braking friction member 6 Arm member 9 Rail head side surface
10 Pressure contact surface
13a inclined surface
16 Contact roller part
17 Rear contact roller section
18 First wedge member
18a First inclined surface
19 Second wedge member
19a Second inclined surface
20 Pressure contact surface
21 1st differential arm
22 Second differential arm
25 pressure roller
26 Lifting member
28 Male screw rod
29 Spring member
40 traveling crane
55 Interlocking link member
70 screw
71 ball screw
72 Flip It does not meet the independence conditions of the screw
M electric motor R rail

Claims (3)

In the braking device attached to the traveling crane (40) that moves along the rail (R),
A braking friction member (5) that presses and separates from the rail (R) to exert a braking action, a vertical male screw rod (28) rotated by an electric motor (M), and the male screw rod (28). ), which vertically reciprocates by being screwed onto the outer peripheral member, and a pair of left and right arm members (6) and (6) having the lower end of the braking friction member (5) attached thereto. A spring member (29) for constantly elastically urging the member (26) upward,
The screwing portion (70) of the elevating member (26) and the male screw rod (28) is formed of a ball screw (71) or a screw (72) that does not satisfy the self-standing condition of the screw,
When the electric motor (M) is stopped electrically, the elevating member (26) moves upward while rotating the male screw rod (28) by the elastic urging force from the spring member (29), and The lower ends of the pair of arm members (6) (6) are closed so that the braking friction member (5) is in pressure contact with the rail head side surface (9) .
The braking friction member (5) includes a sliding type first stage braking portion (1) capable of braking even when the traveling crane (40) is moving, and a clamp type second stage braking portion for holding when the traveling crane (40) is stopped. It is divided into part (2) and
Said arm member (6) includes a first differential arm (21), a second differential arm (22) or al become, in the lift member (26), a pair of right and left pressing rollers (25) (25) Is pivoted,
The first differential arm (21) has a first wedge member (18), the second differential arm (22) has a second wedge member (19),
The pressing roller (25) includes a first-contact roller portion (16) corresponding to the first wedge member (18) and a rear-contact roller portion (17) corresponding to the second wedge member (19). An eccentric type braking device for a traveling crane. In the braking device attached to the traveling crane (40) that moves along the rail (R),
A braking friction member (5) that presses and separates from the rail (R) to exert a braking action, a vertical male screw rod (28) rotated by an electric motor (M), and the male screw rod (28). ), which vertically reciprocates by being screwed onto the outer peripheral member, and a pair of left and right arm members (6) and (6) having the lower end of the braking friction member (5) attached thereto. A spring member (29) for constantly elastically urging the member (26) upward,
The screwing portion (70) of the elevating member (26) and the male screw rod (28) is formed of a ball screw (71) or a screw (72) that does not satisfy the self-standing condition of the screw,
When the electric motor (M) is stopped electrically, the elevating member (26) moves upward while rotating the male screw rod (28) by the elastic urging force from the spring member (29), and The lower ends of the pair of arm members (6) (6) are closed so that the braking friction member (5) is in pressure contact with the rail head side surface (9).
The braking friction member (5) includes a sliding type first stage braking portion (1) capable of braking even when the traveling crane (40) is moving, and a clamp type second stage braking portion for holding when the traveling crane (40) is stopped. It is divided into part (2) and
The arm member (6) includes a first differential arm (21) and a second differential arm (22),
The first differential arm (21) has a first wedge member (18), the second differential arm (22) has a second wedge member (19),
The inclination of the first sloping surface (18a) of the first wedge member (18) of the first differential arm (21) is set to be the same as that of the second wedge member (19) of the second differential arm (22). A braking device for a traveling crane characterized by being set to be larger than the inclination of the two inclined surfaces (19a) . The pressure contact surface (10) of the first step braking portion (1) is formed by a resin brake pad (11), and the pressure contact surface (20) of the second step braking portion (2) is the rail head. The braking device for a traveling crane according to claim 1 or 2 , wherein the braking device is made of a material harder than the side surface (9) .

Images