RU46251U1 - DRIVE WINCH BRAKE DEVICE - Google Patents

Abstract

The invention relates to a brake device for a drive winch, comprising as a main component a sectional shaft, an elastic element, two profile half-couplings and a female half-coupling in the retarder compartment of the drive winch. The first profile coupling half is connected to the sectional shaft and is equipped with a brake disc, which is in contact with the friction surface of the moderator compartment. Between the elastic element and the first profile coupling half there is a corresponding torsional force, so that the brake disc of the first profile coupling half tends to press against the friction surface of the moderator compartment. The second profile coupling half is connected to the sectional shaft and rotates synchronously so that the first and second profile coupling halves can engage with each other to exert a pushing force on the brake disk of the first profile coupling half and create a braking effect on the inclined plane. The device has a female coupling half with an internal protrusion for transmitting a pushing force to the protruding thrust elements of two profile coupling halves, the mechanical rotational force being transmitted to the female coupling half by the motor shaft. This design of the device ensures the cessation of the braking effect during engine operation and the simultaneous rotation of two profile coupling halves in the covering profile coupling half. When the driving force is stopped, the tractive force from the reaction to the heavy load is transmitted from the cable drum and causes the inclined plane to shift in the first profile half coupling, as a result of which the brake disc and friction surface come into tight contact with each other and a braking effect is created.

Description

The technical field to which the utility model relates.

This utility model relates to a brake device for a drive winch, in particular, to a new highly reliable and safe design of the brake device.

State of the art

The brake device for general industrial use was disclosed by this author in the patent application of the People's Republic of China No. 85212474 "Brake device without traction for crane lifts", filed August 15, 1996 and published in Patent Bulletin 05/21/1997, publication No. 306588. The present utility model is a further refinement of this device design, offering a new braking mechanism.

Utility Model Disclosure

The problem to which the present utility model is directed is to create a braking device for the drive winch, which has a reliable and safe design to ensure the safety of the user and equipment and represents a new design solution.

A detailed description of the preferred embodiment of the utility model is given below with reference to the drawings for understanding the objectives of the utility model and new features.

When using a braking device, it creates a braking effect with increased safety, since in the case of removing the drive force, the device immediately creates a braking effect due to the reaction to the reverse gravitational movement of a heavy load on a cable drum. Therefore, the use of this device is absolutely safe. When the device is not in working condition, it is always braked. The device is a safe mechanical brake and creates a safe working environment for the drive winch. It represents an improvement on a conventional brake device and eliminates the disadvantages of prior art devices.

Brief Description of the Drawings

Other properties and advantages of this utility model will become apparent from the following description, which contains links to the accompanying drawings, which

illustrate embodiments without introducing any limitation. In the drawings:

figure 1 depicts in perspective exploded view of the brake device in a preferred embodiment,

figure 2 depicts a sectional view of the brake device Assembly in a preferred embodiment,

figure 3 depicts an enlarged view in section of a part of the brake device Assembly in a preferred embodiment,

4 depicts the relative positions of the female coupling halves and profile coupling halves in a preferred embodiment,

figure 5 depicts a sectional view of the position of the parts of the brake device when the engine is rotated in the forward direction,

6 depicts a diagram of the movement of the enclosing coupling halves and profile coupling halves when the engine is rotated in the forward direction,

Fig.7 depicts in section the position of the parts of the brake device when the engine is stopped,

Fig. 8 depicts a movement diagram of a female coupling half and profile coupling half when the engine is stopped,

Fig.9 depicts a sectional view of the position of the parts of the brake device in the opposite direction of rotation of the engine,

figure 10 depicts a diagram of the movement of the enclosing coupling halves and profile coupling halves in the opposite direction of rotation of the engine,

11 depicts in section a brake device in the position of manual laying of the cable with the upper position of the shutdown mechanism.

Utility Model Implementation

1 and 2, the braking device for the winch in a preferred embodiment is shown, in disassembled form, respectively, in perspective and assembled in cross-sectional view. The device contains the components described below.

Compartment 1 retarder located on the drive winch. In the compartment, a central passage bore 10 is made for passing the motor shaft S and the section shaft 3. A bearing 11 is mounted in the hole 10. After passing the section shaft 3 through the bearing 11 and its engagement with the retarder gear D, the protruding end of the shaft 3 is fixed with a C-shaped locking washer 12 for fixing the bearing 11.

The elastic element 2, which can be made in the form of a spiral spring. One end of the elastic element 2 is inserted into the groove 30 on the sectional shaft 3, and the other end abuts against the flange B1 of the first profile coupling half B, transmitting a pushing reactive force to it. The second end of the elastic element 2 is inserted into the groove B11 on the flange B1 for positioning, as shown in Fig.3.

Sectional shaft 3, which is included in the through hole 10 of the compartment 1 of the moderator. On the side surface of the sectional shaft 3 on the side facing the passage bore 10, teeth 3A are made for engagement with the gear train D of the moderator with the formation of a closed kinematic connection. At the other end of the shaft 3, facing the first profile coupling half B and the second profile coupling half A, teeth 31 are made on its lateral surface for engagement with the internal teeth A1 of the second profile coupling half A with the formation of a closed kinematic connection. Sectional shaft 3 covers the outer surface of the motor shaft S without direct kinematic connection with it. The end of the motor shaft S is made in the form of a locking end S1 of a non-circular profile. In this example, it is made hexagonal, but its shape is not limited to hexagon.

The first profile coupling B with an opening B2 for mounting on the sectional shaft 3. The hole B2 has a smooth surface, so that there is no direct kinematic connection between the profile coupling half B and the sectional shaft 3. On the outer edge of the flange B1 of the first profile coupling half B, a brake disc B3 is installed, which may be in frictional contact with the friction surface 13 of the compartment 1 of the moderator. In addition, on the upper end side of the hub B4 of the profile coupling half B facing the second profile coupling half A, several inclined planes B40 are made, which extend at different angles. On the outer surface of the hub B4 there is a protruding thrust element B41.

The second profile coupling A is provided with internal teeth A1 for engagement with the teeth 31 of the sectional shaft 3, so that the profile coupling A has a direct kinematic connection with the shaft 3. A set of C-shaped locking washers 12A prevents longitudinal displacement of the second profile coupling A on the sectional shaft 3. In addition Moreover, the second profile coupling A has an inclined plane A2 and a protruding stop element A3 located in accordance with an inclined plane B40 and a protruding stop element B41 on the hub B4 of the first profile half Ufts B. However

there is a slight angular displacement between the inclined plane A2 and the protruding stop element A3, as well as the inclined plane B40 and the protruding stop element B41.

The female coupling half 4 with a locking hole 40 in the Central part for hard drive connection of the female coupling half 4 with the locking end S1 of the motor shaft S. In addition, on the inner surface of the enclosing coupling half 4, an inner protrusion 41 is made for interacting with the protruding thrust elements A3 and B41 of the corresponding profile coupling halves A, B (Fig. 4). Thus, when the female coupling half 4 is driven into rotation by the motor shaft S, irrespective of the direction of rotation, the protruding thrust element A3 of the second profile coupling half A is driven by the inner protrusion 41, which causes the rotation of the section shaft 3. At the same time, the inner protrusion 41 pushes the protruding thrust element B41 of the first profile coupling halves B, so that the first profile coupling half B is also driven.

Bearing insert 5 mounted on the corresponding hub 42 covering the coupling half 4 and limited by an annular protrusion 60 on the inner side of the rear casing 6 of the moderator compartment 1. The rear casing 6 of the moderator compartment 1 is in a fixed position, so that the rotation of the female coupling half 4 drives the entire mechanical transmission.

When assembling the described components of the device, the elastic element 2 undergoes preliminary compression, so that a reactive force and a tendency to retract the brake disc B3 on the first profile coupling B from the friction surface 13 are created. However, when the rotation of the elements stops, the corresponding torsion force can be created between the first profile coupling half B and the elastic an element. That is, after the end of the elastic element 2 is inserted into the groove 30 for it on the sectional shaft 3, the other end is turned and pressed slightly and then inserted into the groove B11 of the profile coupling half B for positioning, so that on the first profile coupling half B there is a reverse torsion moment relative to elastic element 2 and the pushing displacement of the brake disc VZ of the first profile coupling half B to the friction surface 13, while the reverse torsion moment is greater than the pushing force. Therefore, in the stationary position, the brake disc B3 of the first profile coupling half B is always pressed against the friction surface 13 and creates friction. Thus, in a normal stationary position, braking is always ensured, FIGS. 3 and 4.

As shown in FIG. 4, between the protruding stop element A3 of the second profile coupling half A and the protruding stop element B41 of the first profile coupling half B there is an angular displacement determined by their installation, and the inner protrusion 41 does not abut against the protruding stop elements A3, B41, so that between they have no pushing effort.

When the user loads a heavy load, he presses the forward button to turn on the engine and rotate the shaft S, which rotates the female coupling half 4. In a split second, the inner protrusion 41 abuts against the protruding stop element A3 of the second profile half coupling A and the protruding stop element B41 first profile coupling half B, so that both profile coupling halves A and B rotate simultaneously (as shown in Fig.6). In this case, the profile coupling half A rotates synchronously with the sectional shaft 3, which interacts with the gear drive D of the moderator. Thus, it can transmit rotation to a cable drum for winding a cable and lifting a heavy load.

Meanwhile, the first profile coupling half B also starts to rotate, so that the angular displacement between the profile coupling halves A, B is eliminated, the surface with a smaller slope of the first profile coupling B approaches the surface with a smaller slope of the second profile coupling A (Fig. 5), and the force rotation becomes greater than the reverse moment transmitted to the first profile coupling half B. Additionally, the reverse pushing force of the elastic element 2 holds the first profile coupling half B near the right side (Fig. 5), hydrochloric drive B3 removed from contact with the friction surface 13 and does not prevent successful recovery of heavy load.

When the driving force is stopped, the motor shaft S and the female coupling half 4 stop immediately, so that the inner protrusion 41 of the female coupling half 4 stops pushing the protruding thrust elements A3 and B41. However, the torque created by the gravitational force of the heavy load will shift the cable and the cable drum back to the opposite position, and the transmission as part of the gear gear D of the moderator on the sectional shaft 3 and the second profile coupling half A will rotate in the opposite direction. In practice, the second profile coupling A turns in the opposite direction a very short distance and then stops. In a split second, an angular displacement between the profile half-couplings B and A will be created again, as shown in Fig. 8. In this short time, the A2 plane with a large slope of the second profile coupling half approaches the pushing force to

B40 plane with a large slope of the first profile coupling half. Additionally, the reverse torque is transmitted to the first profile coupling half B by the elastic element 2. As a result, the first profile coupling half B is shifted to the left, as shown in Fig. 7, and instantly creates a braking effect, tightly pressing the brake disc B3 and the friction surface 13. the greater the torque created by the heavy load, the greater the pushing force transmitted by the second profile coupling half A to the first profile coupling half B, and the greater the amount of braking force.

The described process illustrates the braking action in a situation where the user lifts a heavy load and then stops the lift. Another situation is unloading a heavy load from the upper position to the lower one with a stop in the lower position. During this process, when the user lifts a heavy load with a hook at the end of the cable to put the load in suspension, the braking effect is provided in the manner described, as shown in Figs. 7 and 8. Then, the user turns on the engine to rotate the motor shaft S and enclosing coupling halves 4 in the opposite direction. For a fraction of a second, the protruding stop element B41 of the first profile half coupling B will push the inner protrusion 41, and then the protruding stop element A3 of the second profile half coupling A, as shown in FIG. 10, so that the angular displacement between the first and second profile half coupling B, A is eliminated, and a plane with a smaller slope of the first profile half-coupling B will approach the corresponding plane of the second profile half-coupling A, as shown in Fig.9. The brake disc B3 of the first profile coupling half B will come out of contact with the friction surface 13, which will ensure the successful lowering of the heavy load from the upper position. When comparing FIGS. 5 and 9 for the positions of lifting and lowering a heavy load, it is seen that the first profile coupling half B is slightly shifted to the right, and the braking effect ceases, and in the position of FIG. 7 it occurs immediately. Moreover, the braking effect takes place even when there is no hanging heavy load on the cable and there is no drive force, as shown in Fig. 3.

From the above description it is clear that the braking effect is created immediately after the assembly of the device, and as soon as the engine is turned on, regardless of the direction of rotation, the braking effect stops. In the event of a sudden cessation of drive force or a failure in the power supply system, the brake is immediately activated. The heavier the load, the higher the brake

the effect. This ensures the safety and usability of this device.

Additionally, the compartment 1 of the moderator can be equipped with a manual shut-off mechanism 7. When the user wants to work with the cable manually, that is, the user does not rely on the engine to release the cable, he can use this manual shut-off mechanism 7 to act on the shut-off handle in order to either provide transmission of rotation between the gears in the moderator compartment 1 and sectional shaft 3 or bring them out of the interaction, 11. In the latter case, the gear train in the retarder compartment 1 will rotate idle without transmitting the rotational force to the sectional shaft 3. In this case, the cable drum will not be controlled by the braking device, and the user can easily unwind the cable manually. When the cable needs to be wound again on the drum, for example, when lifting a heavy load, the user only needs to release the handle of the shutdown device.

To summarize, it should be noted that the brake device according to the utility model creates a braking effect with increased safety, since in case of stopping the drive force, for example, when the engine stops or a malfunction in the power supply system, the device immediately creates a braking effect, as shown in Fig. 7 due to the reaction to the reverse gravitational motion of the heavy load on the cable drum. Therefore, the use of this device is absolutely safe. When the device does not work, it is always braked. The device is a safe mechanical brake and creates a safe working environment for the drive winch. It represents an improvement on a conventional brake device and eliminates the disadvantages of prior art devices.

It is clear that the utility model is described on the basis of preferred examples, and various changes and modifications are possible during its implementation that do not go beyond the scope of protection defined in the claims of the utility model.

Claims (1)

A brake device for a drive winch, comprising a retarder compartment mounted on the drive winch and provided with a central passage hole for the motor shaft and the section shaft passing in said hole, and teeth are provided on the side surface of the end of the section shaft facing the passage hole to engage the gear the transmission of the moderator with the formation of the transmission, and on the side surface of the other end of the sectional shaft made of teeth that engage with the internal teeth of the second pr of the half-coupling with the formation of a transmission, an elastic element mounted with a sectional shaft covering having a groove for receiving an end portion of the elastic element, a first profile coupling with a hole for mounting on the sectional shaft from the side facing the elastic element, and located on the outer edge of the first profile coupling the brake disk, and on the side of the first profile coupling half facing the elastic element, a groove is made for the positioning input of the end of the elastic element, so that when installing of the other element, the first profile coupling half rotates and is pressed against the elastic element with the possibility of creating a torsional force relative to the elastic element sufficient to displace the brake disk of the first profile coupling half in contact with the friction surface of the moderator compartment, while the first profile coupling includes an annular hub on the top the side of which is made a series of inclined planes extending at different angles, protruding outward from the end of the elastic element facing a profile half coupling, and the outer surface of the annular hub provided with a pair of protruding thrust elements, a second profile half coupling with a central hole and internal teeth for engagement with the corresponding teeth of the section shaft, the inclined plane and the protruding thrust element of the first profile coupling half are also facing the second profile half coupling, also provided corresponding inclined plane and protruding thrust element, covering the coupling half with a locking hole corresponding to the locking the end of the motor shaft located in the specified hole, which faces the middle of the locking end of the motor shaft, while the inner the surface of the female coupling half is provided with a pair of internal protrusions for pushing the protruding thrust elements of the first and second profile coupling half, the bearing shell mounted on the corresponding hub of the female coupling half, while the outer surface of the bearing shell is limited by the protrusion on the inner side of the rear casing of the moderator compartment connected to the moderator compartment to fix it, so that when the engine is rotated, connected with the motor shaft, the motor shaft leads to o rotation covering the half coupling, the first profile half coupling and the second profile half coupling, and the brake disc of the first profile half coupling moves away from the friction surface of the moderator compartment, as a result of which the braking effect is stopped and the cable drum is rotated by an indirect transmission from the engine, in this case, in case of stopping the drive force the load from a heavy load suspended on a cable causes a reverse pulling force, so that the first profile coupling creates a reverse pushing effect the pressure for pressing the brake disk of the first profile coupling half to the friction surface of the moderator compartment, as a result of which an immediate braking effect is ensured.