201139261 六、發明說明： 【發明所屬之技術領域】 本發明係關於一種驅動單元，用於一使用壓力媒體驅動之起 重機。 此所稱之起重機，係一種構造單元，具有一馬達及一被其驅 動一通常經由一傳動器一之起重裝置，用於舉升及沉降重物，例 如’藉由一鍊條及吊重釣。 使用壓力媒體驅動之起重裝置，特別係壓縮空氣-起重機，在 許多應用中早已成效卓著。 作為使用壓力媒體驅動之起重機之驅動器有多種不同馬達型 式可供選擇，此些馬達都具有壓力媒體接口，供壓力媒體進入馬 達。馬達旋轉，造成壓力媒體膨脹（氣體型態之壓力媒體，例如 壓縮空氣）或卸壓（流體型態之壓力媒體，例如液壓油），進而 驅動馬達。 【先前技術】 在本專利申請人之德國專利案DE 10 2006 061 854A1中公布 一種葉片馬達，具有整合之煞車裝置。一轉子被一壓力媒體帶動， 可在一馬達套筒中旋轉。在軸向靠近轉子處，設有一煞車元件， 用以對轉子煞車。煞車元件與轉子軸向相對運動，並構成一彈簧 施力之摩擦配對。設有一壓力室，介於馬達套筒中之一階梯與煞 車兀件之-階梯段之間，為—環狀空間，俾便經由較強彈簧達到 較高之煞車效能。壓力室之截祕伸大於馬達室之截面延伸，提 供-明顯放大之面積。藉由在壓力室建立壓力，使煞車元件與 子構成之摩擦配對分離，解除對轉子之煞車。因而，一方面產生 強大煞車力，另一方面能畴由在馬達操作中引人之壓力媒體， 自動解除摩擦煞車。此設計在構造上特別_，實務上亦證明可 201139261 一般而言，操作起重機需要一有換向能力之馬達，在其第一 旋轉方向舉升重物，及在第二，相反旋轉向射_重物。此種 馬達具有雙接口，供壓力媒體進入，在馬達之舉升操作中，將壓 力媒體由料侧之接口引人，而在馬達之沉降操作中，將壓力媒 體由相反旋轉向之沉降侧之接口引入。 在德國專利案DE 2652111 C2中公布一種用於船舶拖曳之液 靜=達，具有一控制閥，負貴轉換旋轉方向，及調節液壓流量。 在=降操作中馬達—出口與—回流室之間設有—旁通管線，具有 一沉降煞車閥，在進口側壓力過高時打開。 【發明内容】 本發明之目的在於，提出―種驅動單元，用於—使用壓力媒 體<起重機，能總體降低起重機操作之能量消耗。 一本發明藉由-種如申請專利範圍帛丨項所述之驅動單元、及 :種:請專利範圍第12項所述之起重機，而達成。_請專利範 圍<附屬項說明本發明之較佳實施例。 循環ί發!之出發點在於一種構思，即’在一起重機通常之操作 沉降操作：達2在舉=作中工作，亦在沉降操作中工作。在 之供應m /重量完全足以造成起錢之運動，壓力媒體 叙二1〜。發明<基本構思因此在於，在沉降操作中，自 動減少壓力媒體之供應。 ==、馬達在構造上可㈣稱 逵上 1 /功率’少於在舉升方向作相同操作似 達，其經由排廢口在馬達室周緣上之非對稱設置而達到 :本發明中’設置—可換向之馬達 ，降侧有另一接口。馬達另外一般具有一驗接口並 在葉片馬 201139261 在本發明中設有一節流-止回閥，負貴在沉降操作時減少壓力 ，體流向崎侧接口之流量。此產生所期望之節約效果。流量減 y係”里由—固定節流產生’此例如可以流孔為之，其直徑小於管 線截面之直徑。較佳作法係，在轉操作時’進人之壓縮媒體量 減少至少30%，最好至少減少5〇%。 此處流量只減少，不完全停止供應，因而無需额外元件，可 操作繼續控制馬達（亦即，經由流人壓縮媒體之劑量控制 ，降）’且可經㈣沉降織供之壓力媒體解除—可能存在之煞 二降操作時壓力媒體在⑽職向馬達，而節流即係在沉降 =效。在舉升操作時，壓力_ (在壓齡賴片馬達所 邊L)由馬達流出，在本發财，打開—節流之旁通。最好 =用止_，在壓力媒體由馬舰㈣自 Ξ=Γ在蝴上，娜休錄_，但被來二 卻為，僅由壓力媒體之流動方向產生止_之切換作法 管：=，在!升操作時節流並不作用，在沉降侧有完整之 =截^用。此時旁通之枝•積大於節流之核截面積。 積至少等於4倍節流之有效截面 為至少等於1G倍。此使得在舉升操作時，由馬達 處出 < 壓力雜（灌氣）不财節流處回堵。 本發明之驅動單元使起重機之操作—儘管外部控制行為 省在整體操作中所需之壓力媒體總 =措止回闕降低對流體通過有決定性影響之有效截面積，且 在故计上僅發生於沉降操作，而在舉升操作時有明顯較大之旁通 201139261 使彳于在^馬達上其他管線截面，及設計控制閥時，可 ,操作之功率’而無需被迫接受在:¾:賴作時較高之壓力 媒^之消耗。此特別影響到在沉降侧馬達進流口之截面積，亦即， 衫響到沉降操作時壓力媒體進人轉子通過之開…在設計上，此 開口同時亦為在舉升操作時充灌媒體之出口。此開口現在可變 大，俾便在舉升操作時得到較小之充灌媒體之壓縮，使得由充灌 媒體之壓縮產生之相反力距隨之變小。其結果為，馬達效率改善， 而不致在崎操作時提高壓力舰之耗量’鋪 限制。 與此對照者為，使用本發明之驅鮮元之消耗甚低^經由一 ，單之固定節流’亦即’具有固定、相料旁通較小有效截面之 即流，自動執行在沉降操作時所有負載狀態 經由一相功能確保在舉升操作中不致損失功率。在—=實施= =，^流-止回閥具有一活動阻擋元件，在沉降操作中關閉截面， 只留下節流開口，但在舉升操作中打開一旁通。 、本發明之另一修改例係關於一種煞車，例如一種目前普遍用 於起重機之摩擦煞車。此種煞車可直接設在馬達上，並與轉子構 成一1檫對，或分離裝設，但至少以其一部份藉不旋轉方式與轉 •^聯4。此煞車最好在休止狀態產生作用，並可藉由引入具有充 刀撐開壓力之壓力媒體解除其作用。在另一實施例中，將此煞車 接設成，當壓力媒體流入接口當中之一（舉升侧、沉降侧）時， 煞車作用至少局部解除，而無需在馬達操作之外，另設置一專用 閥門裝置，用以解除煞車作用。此種自動作用之煞車可確保高度 安全。此種煞車設計亦可應用本發明之節能功能。 特别有利者為一種具有一壓力室之煞車，在向壓力室灌充壓 力媒體時，煞車作用即解除。亦可採用一分開設置、作用在馬達 201139261 軸上之煞車裝置，在本發明中，獨鐘一種具有額外壓力室之整合 式煞車，如德國專利案DE 1〇2〇〇6〇61 854 A1中所公布者。此處 更有利者為，舉升側接口及沉降侧接口經由一煞車壓力閥與煞車 之壓力室連接。煞車壓力閥設計成，壓力媒體流向二接口之任一 接口時，壓力室便受壓，亦即，煞車解除。該煞車壓力閥最好為 一交換閥（Wechselventil)，可選擇建立舉升侧接口與壓力室連接， 或沉降侧接π祕力錢接，然祕不連絲升侧接口與沉降侧 接口。此可確保在二種操作模式中，皆能解除煞車，而無短路之 虞。 依照一較佳實施例，煞車一最好係其壓力室—不直接與馬達 之沉降側連接，而僅至少經由節流_止回閥，亦即，煞車接口位於 沉降側（在崎操作中’由壓力媒體流動方向觀看）節流_止回闕 前方一位置上。如此，在該處產生之壓力回堵可额外供解除故 之用。 、… 本發明所設置之節流-止回閥原則上可裝設在系統不同位置， 例如設在-與馬達分離之手㈣上，然而較佳之作法係，該闕門 直接裝在包圍馬達之機殼内或機殼上。因而可沿用業經實證有成 效之設計形式，且可以較低成本加裝在一現存之起重機裝置上。 在實驗中，本發明經證明特別適用於壓縮空氣馬達。正如以 下將根據較佳實施例所做之詳細說明，本發明在一葉片馬達上不 造成操作行為之特別改變’即相當程度達到節約目的。然而，本 發明之裝置亦可成功應用於其他形式之馬達。 【實施方式】 圖- a顯示麟-起重機之-驅動單元之_回路圖。 實際之起重機，亦即由馬達、傳動器與舉升裝置、以及所示 之驅動單元組成之整體構造群，在財並未完麵示。圖一 a、圖 8 201139261 一 b僅以符號顯示一具有煞車12之馬達ι〇，馬達10在圖二a中 以縱截面圖詳細顯示。馬達軸11經由一傳動器驅動實際上之起重 機，例如，一鏈輪’連同其上之鏈條與掛重鉤。 所不之壓縮空風i起重機之馬達10係·—具有整合式煞車之葉片 馬達，由圖二a、圖二b可看出，在一由一馬達套筒14構成之馬 達室内，偏心裝設一轉子16，轉子具有可徑向滑動之葉片18。馬 達10具有一舉升侧A之壓縮空氣接口及另一沉降侧B之壓縮空 氣接口。相對於壓縮空氣接口 A、B，在馬達套筒14上設有一排 廢口 20«» (接口 20在圖二b所示之非對稱馬達上並非位於相對於 接口 A、B之對稱中間位置，而為偏向沉降侧B之接口）。、 馬達10在舉升方向（在圖二b中向左旋轉）操作時，壓· 氣經由舉升侧A之接σ被狀，使得經由葉片18及馬達套筒14 包圍〈中間室被充轉子16轉動，中間室擴大，使得壓縮空氣 膨脹。最後此壓縮空氣大部分經由，廢管線2()被排放給一排放 了 15。另外-部純軌降_之接口，並在賊作麟氣被交 降ί向(在圖一 b中向右旋轉)操作時，壓縮空氣經由 隨著轉子^6鑪口:皮？I入”。壓縮空氣抵達葉片18中間之中間室，並 設，馬達U)在沉膨服。經由排廢口 20之非對稱裝 〇义工率能力低於在舉升方向。依鏡面對稱 如^ =時，沉降操作之灌氣抵達舉升侧Α之接口。 近轉子16 ^。在m献煞車餅22裝設錄向直接鄰 子16之前如24私—摩^^層’煞車元件減雜層與轉 作用在煞車元件22上+甘卜彈簧讀（在圖一中未圖示） 元件。煞車元件被保其杨—軸向之力，壓緊雜配對之 可軸向移動，但不能對機殼旋轉。在轉 201139261 子16與具有一煞車層之某士 子16二頭煞車減速。 26之間形成另一摩擦配對，使得轉 煞車元件22具有一階梯 機殼之一階梯28之間形成_，在煞車元件22階梯段之軸向面與 3〇之形狀為-環繞之環^成空—間壓力室3〇。在此實施例中，塵力室 煞車經由壓縮空氣充氣至接口 A、B中之一， 中間之轉子16會自動^止墙空氣供應減弱情況，在二端摩擦配對 達葉片中間室f 氣㈣接σ A4B被導人，壓縮空氣抵 開始馬達1〇不啟動m中間之轉子16靜止不動，一 氣作用錄崎動之煞車^^^轉動/在葉种間室之壓縮空 力，由轉子16解除。件22上，使得煞車元件22抗拒彈簧 - 由一煞車壓力閥及-管線32 (見圖- a、圖 關’該煞轉力閥設計成交_ 33。煞車壓力 ❹巾壓力㈣者連接。 r圖u 中（a)’舉升侧之接口 A，及在沉降操作中 (，- b)，沉降側之接口 B，經由管線3 煞車壓力間33，確保在接口 A與接口 B之間不發生短^接线 、壓力媒體作用在煞車元件a垂直於轴向方向之面上，亦即一 方面作用在與則端面24接觸之面之内侧，另一方面作用在形成於 階梯28上之额外環獅上。减車元件22上總合作用力等於屢 力媒體之Μ力乘以職，賊去彈簧力。總計可朗，單獨恩力 媒體之壓力便足以解除煞車12。 在操作t只要壓力媒體持績流入，煞車元件22就與轉子％ 保持距離。關掉壓力媒體，彈簧元件之力自動使煞車恢復。 201139261 _圖一 a在一驅動單元之第一實施例氣壓回路圖中顯示馬達10 &由閥Η裝置34與-煞車12之結合…主要空氣源4()輸送操作 所需之壓縮空氣至一控制閥42之接口卜控制閥42係一切換閥， 其中一操控滑動柱塞以不同閥門位置建立不同連接，一邊係主要 空氣源4〇與-通往消音器出σ 15之接口 R，另—邊係在馬達1〇 之接口 A’(向舉升側)及B，（向沉降侧）。在所示之一間接控制實 施例中，操控柱塞之滑動係以氣動方式，經由壓縮空氣接口 h、s。 此使得操控柱塞在閥門位置間移動。 另一種方法係，對驅動單元施以直接控制（未圖示），在直 接控制中，係直接以機械方式，例如經由操縱桿，操縱控制閥42 之操控柱塞，使其在閥門位置間滑動。 在一中間之閥門位置（顯示於圖一 a、圖一 b)二個接口 a，、 B’皆洩氣（亦即，與出口 15連接，此時馬達10被煞車12致停）。 在第二閥門位置（柱塞在圖一 a、圖一 b中向右滑動），主要空氣 源40與舉升侧A，之進流管線連接，使得馬達在舉升操作中運行。 在第二閥門位置（柱塞在圖一 a、圖一 b中向左滑動），主要空氣 源40與沉降侧B’之進流管線連接，使得馬達在沉降操作中運行。 在通往>儿降侧接口之進流管線B’-B上設有一節流-止回闕 5〇 ’具有一節流48與一止回閥49。節流48具有一固定之、相對 於在沉降侧之管線明顯較小之截面，且降低通往沉降侧接口之進 流管線B，-B内壓力流體之流量。在舉升操作（圖一 b)時，平行 之止回閥49打開，容許旁通，使得在節流48之截面減縮無影響。 因而在舉升操作中，管線暢通’壓縮空氣由馬達1〇之接口 B經由 控制閥42 —直暢通至出口 15。 圖二b以截面圖顯示閥50之一具體實施例，該截面係穿過馬 達1〇與閥裝置34。此處，在流向馬達10之舉升側A之流動中設 11 201139261 置，節流_止_ 5G ’作為_之_，其中以可滑動之方式裝於 —節流板52，作為阻擋元件。 汉 -圖三顯示節流板52。該節流板包含一具有一節流孔48與 元件58之板體54。 ’ 在馬達10之舉升操作時，壓縮空氣流向舉升侧之接口 A，且 灌氣由馬達經沉降侧之接㈣流，節流板η在圖二b所示之間室 《下方位置，距離元件58接觸在閥室之下方。在距離元件中 ^中間空間6G容許灌氣由馬達1G流向閥門裝置34，且作用 通。由於中間空間60足夠大，此旁通具有—大有效截面， 不致在閥50產生堵塞。 在沉降操作時，經沉降侧接口 B流向馬達1〇之空氣推動節流 =滑至閥空間上侧，使得板體54在該處密封接觸。空氣僅 由節流孔48流向馬達1〇之沉降侧。 此在馬達10之操作中產生以下閥裝置之功能流動： 从在舉升操作，壓縮空氣由進流管線流向舉升侧A，。煞車Ο 如前所述被解除，主要係經由在舉升侧葉片中間室中之壓力，及 ^外經由舉升侧A之壓力，此壓力係經由煞車壓力閥％及管線 =被導引至煞車之環形空間3〇。止回閥49因沉降侧B之壓力而 打開，亦即，灌氣經過沉降侧B接口之流量通行無阻。 在沉降操作，壓縮空氣由進流管線流向沉降侧B之接口 B， =回閥49/且塞’壓縮空氣僅由節流48流向馬達ι〇沉降側之接 4此*面讓馬達i(M堇接受較少量壓縮空氣。另一方面在節 ^處產生較高之回堵壓力，此壓力㈣煞轉賴％及管線 用在煞車22之壓力室30。㈣此作用，再力吐在馬達1〇中 =力經由前端面24作用在煞較件22上，煞車因而解除’ 0在沉降方向作動。 12 201139261 節流48在沉降側接口 B之管線中產生較大流阻。其結果係， 較少壓縮空氣流向沉降侧B之接口。馬達在沉降方向之操作得以 持續，然而消耗之壓縮空氣量明顯較少。 對所示之實補有許铸代作法可想而知。可以不採用一體 設在馬達10上之煞車12 ’改為設置—分開之煞車單心本發 驅動裝置可用相同方式實現。 ㈣其他止_ 5G之實簡。麵技較佳實 中，節流功能及止回功能集中於同―姑，此 開之元件執行，例如經由-固定節流48與 TT、kQ 分離之旁通。 止回閥49之 【圖式簡單說明】 以下將根據所附圖式對本發明之一 中顯示： 實施例做進一步說明。 圖 圖一 a 圖一 b 圖，顯示-起重機之™處 ^回路圖’顯㈣-a巾驅鱗元處於舉升操作之情 圖 圖 圖 = 面圖; —節流元件之立體圖。 【主要元件符號說明】 b A，A’ b，b’ h 舉升侧-接口 沉降侧-接口 舉升 沉降 接口 接口 13 201139261 10 馬達 11 馬達軸 12 敛車 <、、、 14 馬達套筒 15 排放口、出口 16 轉子 18 葉片 20 接口、排廢口 22 煞車元件 24 前端面 26 蓋板 28 階梯 30 壓力室 32 管線 33 煞車壓力閥、 34 閥門裝置 40 主要空氣源 42 控制閥 48 節流、節流孔 49 旁通 50 節流-止回閥、 52 節流板 54 板體 58 距離元件 60 中間空間 (消音器） 交換閥 閥(Ventil)201139261 VI. Description of the Invention: [Technical Field of the Invention] The present invention relates to a driving unit for a hoist driven by a pressure medium. The so-called crane is a construction unit having a motor and a lifting device that is driven by a transmission, for lifting and sinking heavy objects, such as 'by a chain and hoisting . The use of pressure media driven lifting gear, especially compressed air-crane, has been successful in many applications. As a drive for a hydraulically driven crane, there are a number of different motor types to choose from, all of which have a pressure media interface for pressure media to enter the motor. The motor rotates, causing the pressure medium to expand (gas-type pressure media, such as compressed air) or pressure relief (fluid type pressure media, such as hydraulic oil) to drive the motor. [Prior Art] A vane motor is disclosed in the German patent application DE 10 2006 061 854 A1, which has an integrated brake device. A rotor is driven by a pressure medium and is rotatable in a motor sleeve. At the axially close to the rotor, a brake element is provided for braking the rotor. The brake element moves axially relative to the rotor and forms a friction pair of spring force. There is a pressure chamber between the step of the motor sleeve and the step section of the brake rim, which is an annular space, and the squat can achieve higher braking performance through the stronger spring. The cut-off extension of the pressure chamber is greater than the cross-section extension of the motor chamber, providing an area that is significantly enlarged. By establishing a pressure in the pressure chamber, the braking element is separated from the friction of the sub-assembly, and the braking of the rotor is released. Therefore, on the one hand, a powerful braking force is generated, and on the other hand, the pressure medium that is attracted by the motor operation can automatically cancel the friction braking. This design is particularly special in construction. In practice, it is also proved that 201139261. Generally speaking, the operating crane needs a motor with reversing ability to lift the weight in its first direction of rotation, and in the second, the opposite direction of rotation. Heavy objects. The motor has a double interface for the pressure medium to enter, and in the lifting operation of the motor, the pressure medium is introduced from the interface of the material side, and in the settlement operation of the motor, the pressure medium is rotated from the opposite side to the sinking side. Interface introduction. In German Patent No. DE 2 652 111 C2, a liquid static test for ship towing is disclosed, which has a control valve, a negative switching direction of rotation, and a regulation of hydraulic flow. In the = down operation, a bypass line is provided between the motor-outlet and the return chamber, and a settling brake valve is opened when the pressure on the inlet side is too high. SUMMARY OF THE INVENTION It is an object of the present invention to provide a drive unit for use of a pressure medium < crane to reduce the energy consumption of the crane operation as a whole. A invention is achieved by a drive unit as described in the scope of the patent application, and a type of crane according to the scope of claim 12. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ The starting point of the loop is the idea that the 'settlement operation in a crane's usual operation: up to 2 in the work, and also in the settling operation. In the supply of m / weight is enough to cause the movement of money, pressure media Syria 2 ~. The invention <the basic idea therefore consists in automatically reducing the supply of pressure medium during the settling operation. ==, the motor can be constructed (4) to say that the upper 1 / power ' is less than the same operation in the lifting direction, which is achieved by the asymmetric setting of the exhaust port on the periphery of the motor chamber: in the present invention - Reversible motor with another interface on the lower side. The motor additionally has a check interface and is provided with a throttle-check valve in the present invention. In the present invention, a flow-check valve is used to reduce the pressure and the flow of the body to the rugged side interface during the settling operation. This produces the desired savings. The flow reduction y system is generated by the fixed throttle. This can be, for example, a flow hole whose diameter is smaller than the diameter of the pipeline cross section. It is better to reduce the amount of compressed media into at least 30% during the transfer operation. It is best to reduce at least 5% by 5%. Here the flow is only reduced, the supply is not completely stopped, so no additional components are needed, and the motor can be operated to continue to control the motor (ie, dose control via the flow of compressed media, drop) and can be settled by (4) The pressure media for weaving is released - there may be a pressure medium in the (10) duty motor, and the throttle is in the settlement = effect. In the lifting operation, the pressure _ (in the pressure of the film motor L) is flowed out by the motor, in the fortune, open-throttle bypass. Best = use stop _, in the pressure media by the horse ship (four) self-defeating = Γ on the butterfly, Na Xiu _, but was two However, the switching method is only generated by the flow direction of the pressure medium: =, the throttling does not work during the operation of the lifting operation, and the complete = cut-off is used on the settlement side. The nuclear cross-sectional area of the throttling. The effective cross-section of the product is at least equal to 4 times the throttling Less than 1G times. This makes it possible for the motor to be out of pressure when the lifting operation is performed. The drive unit of the present invention makes the operation of the crane - although the external control behavior is saved in the whole The pressure medium required in the operation = the backlash reduces the effective cross-sectional area that has a decisive influence on the fluid passage, and only occurs in the settlement operation on the basis of the settlement, and there is a significantly larger bypass in the lift operation 201139261 When the other pipeline sections on the motor are used, and the control valve is designed, the power of the operation can be 'without being forced to accept: 3⁄4: the consumption of the higher pressure medium when it is used. This particularly affects the settlement. The cross-sectional area of the side motor inlet, that is, the pressure medium enters the rotor through the sinking operation... In design, this opening is also the outlet for filling the media during the lifting operation. This opening is now The variable size is large, and the squat is compressed by the smaller filling medium during the lifting operation, so that the opposite force distance generated by the compression of the charging medium becomes smaller. As a result, the motor efficiency is improved, and not in the saki Operation time The consumption of high-pressure ships is limited by the shop. In contrast, the consumption of the fresh-keeping elements using the present invention is very low. ^A single fixed throttle, that is, has a fixed, phase bypass, which is less effective. The flow of the cross section automatically performs all the load states during the settling operation via a phase function to ensure that no power is lost during the lifting operation. In the -= implementation = =, the flow-check valve has an active blocking element in the settling operation The section is closed in the middle, leaving only the throttle opening, but opening a bypass in the lifting operation. Another modification of the invention relates to a brake, such as a friction brake currently commonly used for cranes. It is arranged on the motor and forms a pair with the rotor, or is separated, but at least a part of it is not rotated and connected with the motor 4. The brake is preferably used in the rest state and can be borrowed. The action is relieved by the introduction of a pressure medium having a filling pressure. In another embodiment, the brake is connected such that when the pressure medium flows into one of the interfaces (lifting side, sinking side), the braking effect is at least partially released without setting a dedicated one in addition to the motor operation. Valve device to relieve the brake effect. This automatic action brake ensures a high degree of safety. This brake design can also be applied to the energy saving function of the present invention. Particularly advantageous is a brake with a pressure chamber that is released when the pressure chamber is filled with pressure media. It is also possible to use a brake device which is separately arranged and acts on the shaft of the motor 201139261. In the present invention, an integrated brake with an additional pressure chamber is known, for example, in the German patent DE 1〇2〇〇6〇61 854 A1. Published by. It is more advantageous here that the lifting side interface and the sinking side interface are connected to the pressure chamber of the brake via a brake pressure valve. The brake pressure valve is designed such that when the pressure medium flows to any of the two interfaces, the pressure chamber is pressurized, that is, the brake is released. The brake pressure valve is preferably an exchange valve (Wechselventil), and the connection between the lifting side interface and the pressure chamber can be selected, or the settlement side is connected with the 秘 secret force, and the connection between the rising side interface and the settlement side is not connected. This ensures that in both modes of operation, the brakes can be released without a short circuit. According to a preferred embodiment, the brakes are preferably connected to their pressure chambers - not directly to the settling side of the motor, but only via the throttle check valve, that is, the brake interface is located on the settling side (in the operation of the rampage) Viewed from the flow direction of the pressure medium) throttling _ stop back in front of a position. Thus, the pressure backflow generated there can be additionally used for decommissioning. The throttling-check valve provided by the present invention can be installed in different positions of the system, for example, on the hand (4) separated from the motor. However, it is preferred that the door is directly attached to the motor. Inside the case or on the case. It is thus possible to follow an empirically valid form of design and to retrofit it to an existing crane installation at a lower cost. In the experiments, the invention has proven to be particularly suitable for use in compressed air motors. As will be explained in detail below in accordance with the preferred embodiment, the present invention does not cause a particular change in operational behavior on a blade motor' However, the apparatus of the present invention can also be successfully applied to other forms of motors. [Embodiment] Figure-a shows the loop diagram of the lining-crane-drive unit. The actual crane, that is, the overall structure consisting of the motor, the actuator and the lifting device, and the drive unit shown, is not shown in the end. Fig. 1 a, Fig. 8 201139261 A b only shows a motor 〇 with a brake 12, and the motor 10 is shown in detail in Fig. 2a in longitudinal section. The motor shaft 11 drives an actual crane via an actuator, for example, a sprocket' together with a chain and a heavy hook thereon. The motor 10 system of the compressed air i crane is equipped with a vane motor with an integrated brake. As can be seen from Fig. 2a and Fig. 2b, in a motor chamber composed of a motor sleeve 14, the eccentric mounting A rotor 16 having a radially slidable vane 18. The motor 10 has a compressed air port on one side of the lift A and a compressed air port on the other set side B. A row of waste ports 20«» is provided on the motor sleeve 14 with respect to the compressed air ports A, B (the interface 20 is not located at a symmetrical intermediate position with respect to the interfaces A, B on the asymmetric motor shown in Fig. 2b, It is the interface to the settlement side B). When the motor 10 is operated in the lifting direction (rotating to the left in FIG. 2b), the pressure gas is shaped via the connection σ of the lifting side A so that the intermediate chamber is filled with the rotor via the blade 18 and the motor sleeve 14. 16 rotates and the intermediate chamber expands, causing the compressed air to expand. Finally, most of this compressed air is discharged via a waste line 2 () to a discharge 15 . In addition, the interface of the pure rail is reduced, and the thief is handed over to the thief. When it is operated (rotating to the right in Figure 1 b), the compressed air passes through the rotor of the rotor. I enter". The compressed air reaches the middle chamber in the middle of the blade 18, and the motor U) is in the sinking suit. The asymmetric assembly rate of the exhaust through the exhaust port 20 is lower than that in the lifting direction. When the subsidence operation reaches the interface of the lifting side sill. Near the rotor 16 ^. Before the m 煞 煞 饼 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 And the rotation on the brake element 22 + Ganbu spring read (not shown in Figure 1) components. The brake component is protected by its Yang-axial force, the compression pair can be moved axially, but not on the machine The shell rotates. At the turn of 201139261, the 16 is decelerated with a priest with a rut of a car. The other friction pair is formed between the 26, so that the switch component 22 has a stepped casing and a step 28 is formed. The axial surface of the stepping section of the brake element 22 and the shape of the three-turned ring are formed into a space-to-pressure chamber 3〇. In this embodiment, the dust chamber brake is inflated to the interfaces A and B via compressed air. One of them, the middle rotor 16 will automatically stop the wall air supply weakening situation, at the two end Paired to the middle of the blade f gas (four) connected to σ A4B is guided, compressed air to start the motor 1 〇 does not start m in the middle of the rotor 16 is still, a gas action recording the smashing car ^ ^ ^ rotation / in the leaf room The compressed air force is released by the rotor 16. The member 22 is such that the brake element 22 resists the spring - from a brake pressure valve and - line 32 (see Fig. - a, Fig. 'The 煞 turn valve design transaction _ 33. Brake pressure ❹ The pressure of the towel (4) is connected. r Figure u (a) 'interface A on the lifting side, and in the settlement operation (, - b), the interface B on the settlement side, via the line 3 brake pressure 33, ensure that the interface A No short circuit occurs between the interface B and the pressure medium acts on the surface of the braking element a perpendicular to the axial direction, that is, on the one hand, on the inner side of the surface in contact with the end surface 24, and on the other hand, on the other side. On the extra lion on the ladder 28, the total cooperation force on the vehicle-reducing component 22 is equal to the force of the force media, and the thief goes to the spring force. The total is pleasing, and the pressure of the individual Enli media is enough to lift the brakes. Operation t as long as the pressure media continues to flow in, the brake component 22 Keep the distance from the rotor %. Turn off the pressure medium, the force of the spring element will automatically restore the brakes. 201139261 _ Figure 1a shows the motor 10 & by the valve Η device 34 and - in the pneumatic circuit diagram of the first embodiment of a drive unit The combination of the brakes 12...the main air source 4 () is the interface of the compressed air required for the operation to the control valve 42. The control valve 42 is a switching valve, wherein one of the control sliding plungers establishes different connections with different valve positions, one side is The main air source 4 〇 is connected to the interface R of the silencer σ 15 , and the other side is at the interface A' (to the lifting side) and B (to the settlement side) of the motor 1 。. In the indirect control embodiment, the sliding of the steering plunger is pneumatically via the compressed air interface h, s. This causes the steering plunger to move between valve positions. Another method is to directly control the drive unit (not shown). In direct control, the control plunger of the control valve 42 is directly manipulated mechanically, for example via a joystick, to slide between valve positions. . In the middle of the valve position (shown in Figure 1 a, Figure 1 b), the two interfaces a, B' are all deflated (i.e., connected to the outlet 15, when the motor 10 is stopped by the brake 12). In the second valve position (the plunger slides to the right in Figure 1 a, Figure 1 b), the main air source 40 is connected to the inflow line of the lift side A, causing the motor to operate during the lift operation. In the second valve position (the plunger slides to the left in Figure 1 a, Figure 1 b), the primary air source 40 is connected to the inflow line of the settling side B' such that the motor operates in the settling operation. A flow-stop 阙 5 〇 ' has a throttle 48 and a check valve 49 on the inflow line B'-B leading to the lower side interface. The throttle 48 has a substantially smaller cross section relative to the line on the settling side and reduces the flow of pressure fluid in the inlet lines B, -B to the settling side interface. In the lift operation (Fig. 1b), the parallel check valve 49 is opened to allow bypassing so that the cross section of the throttle 48 is reduced without affecting. Therefore, in the lifting operation, the pipeline is unblocked, and the compressed air is smoothly passed from the interface B of the motor 1 through the control valve 42 to the outlet 15. Figure 2b shows a cross-sectional view of one embodiment of a valve 50 that passes through the motor 1 and valve assembly 34. Here, in the flow to the lift side A of the motor 10, 11201139261 is set, and the throttle_stop_5G' is used as the slidable plate 52 as a blocking element. Han-Fig. 3 shows the throttle plate 52. The throttle plate includes a plate body 54 having a manifold 48 and an element 58. ' During the lifting operation of the motor 10, the compressed air flows to the interface A of the lifting side, and the filling gas flows from the motor through the sinking side (four), and the throttle plate η is in the lower position between the chambers shown in Fig. 2b. The distance member 58 is in contact with the valve chamber. In the distance element, the intermediate space 6G allows the insufflation to flow from the motor 1G to the valve device 34, and acts. Since the intermediate space 60 is sufficiently large, this bypass has a large effective cross-section that does not cause clogging at the valve 50. During the settling operation, the air flowing through the settling side interface B to the motor 1 pushes the throttle = slides to the upper side of the valve space, so that the plate 54 is in sealing contact there. Air flows only from the orifice 48 to the settling side of the motor 1〇. This produces a functional flow of the following valve means in operation of the motor 10: From the lifting operation, compressed air flows from the inflow line to the lifting side A. The brakes are released as described above, mainly through the pressure in the intermediate chamber of the lifting side blades, and the pressure through the lifting side A, which is guided to the brake via the brake pressure valve % and the line = The ring space is 3〇. The check valve 49 is opened by the pressure of the settling side B, that is, the flow rate of the gas passing through the sedimentation side B interface is unimpeded. In the settling operation, compressed air flows from the inflow line to the interface B of the settling side B, = return valve 49 / and the plug 'compressed air flows only from the throttling 48 to the motor 〇 settlement side 4 this side makes the motor i (M堇 accepts a smaller amount of compressed air. On the other hand, it generates a higher back pressure at the section, and this pressure (4) turns to 5% and the pipeline is used in the pressure chamber 30 of the brake 22. (4) This action, and then spit in the motor 1〇中=force acts on the boring member 22 via the front end face 24, and the brake thus releases '0' in the settling direction. 12 201139261 Throttle 48 produces a large flow resistance in the line of the settling side interface B. The result is Less compressed air flows to the interface of the settling side B. The operation of the motor in the settling direction is continued, but the amount of compressed air consumed is significantly less. It is conceivable that the actual casting is shown in the form of the casting. The brake 12' on the motor 10 is changed to set--the separate single-hearted driving device can be realized in the same way. (4) The other _ 5G is simple. The surface technology is better, the throttle function and the check function are concentrated on Same as "gu, this component is executed, For example, the bypass is separated from the TT and kQ via the fixed throttle 48. [Simplified description of the check valve 49] The following shows an embodiment of the present invention according to the accompanying drawings: Fig. 1 a Figure 1 b, showing - the TM of the crane ^ circuit diagram 'display (four) - a towel drive scale element in the lifting operation picture map = surface; - throttle element perspective view. [Main component symbol description] b A,A' b,b' h Lifting side-interface settlement side-interface lifting and sinking interface 13 201139261 10 Motor 11 Motor shaft 12 Conveying car<,,, 14 Motor sleeve 15 Discharge port, outlet 16 Rotor 18 Blade 20 interface, waste port 22 Brake element 24 Front end face 26 Cover plate 28 Step 30 Pressure chamber 32 Line 33 Brake pressure valve, 34 Valve unit 40 Main air source 42 Control valve 48 Throttle, choke 49 Bypass 50 Throttle - check valve, 52 throttle plate 54 plate 58 distance element 60 intermediate space (muffler) exchange valve (Ventil)