JP7637007B2 - Method and device for controlling rail brakes for track-traveling machines - Google Patents

Description

The present invention relates to a method and device for controlling rail brakes on track-traveling machines.

Generally, as shown in FIG. 10, a gantry crane 100, which is a track-traveling machine deployed on a traveling rail Rx on a quay Q of a port H, is provided with a traveling device 300 and a rail brake 400 on a lower frame 220 that extends parallel to the traveling rail Rx so as to connect the lower ends of the support legs 210 of the main frame 200.

The traveling device 300 has traveling wheels 310 that can roll freely along the traveling rail Rx, and is driven to rotate by a motor (not shown).

The rail brake 400 applies braking by pressing the brake pad 410 against the running rail Rx.

A total of four support legs 210 are erected, two on the land side and two on the sea side, and the upper parts of the land-side and sea-side support legs 210 are connected by a connecting frame 230 that extends in a direction intersecting with the running rail Rx.

A girder 500 is provided on the upper part of the main frame 200, extending horizontally from the land side to the sea side, and a boom 600 is attached to the tip of the girder 500, extending on its extension line.

A lateral rail Ry is laid on the girder 500 and the boom 600, and a trolley 700 that lifts and lowers a load C (container) travels lateral along the lateral rail Ry.

For example, Patent Document 1 shows the general state of the art related to the gantry cranes.

JP 2019-199220 A

However, the conventional rail brake 400 is designed to press the brake pad 410 against the traveling rail Rx with a constant force. Therefore, for example, if the brake is applied during traveling with the load C located at the tip side (sea side) of the girder 500 or boom 600, the inertial force of the sea side support leg 210 becomes larger than the inertial force of the land side support leg 210, and the braking distance of the sea side traveling device 300 becomes longer than the braking distance of the land side traveling device 300.

Conversely, if the brakes are applied while traveling with the load C located at the base end (land side) of the girder 500 or the boom 600, the inertial force of the land-side support leg 210 will be greater than the inertial force of the sea-side support leg 210, and the braking distance of the land-side running gear 300 will be longer than the braking distance of the sea-side running gear 300.

In this way, if the inertial force acting on the support leg 210 is not the same depending on the position of the suspended load C, resulting in a difference in the braking distance, the connecting frame 230 connecting the sea-side and land-side support legs 210 may twist, causing a large load to be placed on the main frame 200, and an improvement was desired.

The present invention was made in consideration of the above-mentioned problems with the conventional technology, and aims to provide a rail brake control method and device for track-traveling machinery that can minimize the difference in braking distance regardless of the position of the suspended load and reduce the load on the main body frame.

The present invention provides a rail brake control method for a track-traveling machine including a main frame having support legs that can travel along parallel traveling rails and in which a vertical load changes depending on the position of a suspended load, a fluid pressure cylinder that can press and release brake pads against the traveling rails, and a fluid pressure unit that introduces and discharges a working fluid to and from the fluid pressure cylinder,
a load detection step of measuring a vertical load acting on the support leg;
and a braking force adjusting step of increasing or decreasing the fluid pressure introduced from the fluid pressure unit to the fluid pressure cylinder based on the vertical load measured in the load detecting step.

The present invention also provides a rail brake control method for a track-traveling machine including a main frame having support legs that are movable along parallel traveling rails and in which a vertical load changes depending on the position of a suspended load, a fluid pressure cylinder that can press and release brake pads against the traveling rails, and a fluid pressure unit that introduces and discharges a working fluid to and from the fluid pressure cylinder,
A weight detection process for measuring the weight of the suspended load;
A position detection step of measuring a distance from a reference point of the suspended load;
a load calculation step of determining a vertical load acting on the support leg based on the weight of the suspended load measured in the weight detection step and the distance of the suspended load from a reference point measured in the position detection step;
and a braking force adjusting step of increasing or decreasing the fluid pressure introduced from the fluid pressure unit to the fluid pressure cylinder based on the vertical load determined in the load calculation step.

On the other hand, the present invention provides a rail brake control device for a track-traveling machine, comprising a main frame having support legs that can travel freely along traveling rails extending in parallel and in which a vertical load changes depending on the position of a suspended load, a fluid pressure cylinder that can press and release brake pads against the traveling rails, and a fluid pressure unit that introduces and discharges a working fluid to and from the fluid pressure cylinder,
A load detector that measures a vertical load acting on the support leg;
and a controller that outputs a control signal to the fluid pressure unit to increase or decrease the fluid pressure introduced from the fluid pressure unit to the fluid pressure cylinder based on the vertical load measured by the load detector.

The present invention also provides a rail brake control device for a track-traveling machine, comprising: a main frame having support legs that are movable along traveling rails extending in parallel and in which a vertical load changes depending on the position of a suspended load; a fluid pressure cylinder that can press and release brake pads against the traveling rails; and a fluid pressure unit that introduces and discharges a working fluid to and from the fluid pressure cylinder,
A weight detector that measures the weight of the suspended load;
A position detector that measures the distance of the suspended load from a reference point;
and a controller that calculates a vertical load acting on the support leg based on the weight of the suspended load measured by the weight detector and the distance of the suspended load from a reference point measured by the position detector, and outputs a control signal to the fluid pressure unit to increase or decrease the fluid pressure introduced from the fluid pressure unit to the fluid pressure cylinder based on the vertical load.

The rail brake control method and device for track-traveling machines of the present invention can minimize the difference in braking distance regardless of the position of the suspended load, and can provide the excellent effect of reducing the load on the main frame.

1 is a front view of a main portion showing a first embodiment of a rail brake control method and device for a track-traveling machine according to the present invention. FIG. 1 is a schematic diagram showing a first embodiment of a rail brake control method and device for a track-traveling machine according to the present invention; FIG. 1 is a flowchart showing a first embodiment of a rail brake control method and device for a track-traveling machine according to the present invention. FIG. 2 is an overall side view showing a second embodiment of the rail brake control method and device for a track-traveling machine of the present invention. FIG. 2 is a schematic diagram showing a second embodiment of a rail brake control method and device for a track-traveling machine according to the present invention. FIG. 11 is a diagram showing an example of a weight detector in a second embodiment of the rail brake control method and device for a track-traveling machine of the present invention. FIG. 11 is a diagram showing another example of a weight detector in the second embodiment of the rail brake control method and device for a track-traveling machine of the present invention. 5 is a flowchart showing a second embodiment of a rail brake control method and device for a track-traveling machine according to the present invention. 1 is a perspective view showing an example of a jib crane to which the rail brake control method and device for a track-traveling machine of the present invention can be applied. FIG. 1 is a perspective view showing an example of a gantry crane as a typical track-traveling machine.

The following describes an embodiment of the present invention with reference to the attached drawings.

Figures 1 to 3 show a first embodiment of the rail brake control method and device for a track-traveling machine of the present invention, and parts in the figures that are given the same reference numerals as those in Figure 10 represent the same items.

As shown in FIG. 1, a traveling device 300 and a rail brake 400 are provided on the bottom side of the lower frame 220 that extends along the traveling rail Rx to connect the support legs 210 of the main frame 200 of the gantry crane 100.

The traveling device 300 includes an upper equalizer beam 320, an intermediate equalizer beam 330, and a lower equalizer beam 340. The upper equalizer beam 320 is supported at its middle portion by a rocker pin 350 extending in a horizontal direction perpendicular to the traveling direction on the bottom side of the lower frame 220 so as to be able to swing freely. The intermediate equalizer beam 330 is supported at its middle portion by a rocker pin 360 extending in a horizontal direction perpendicular to the traveling direction on both ends of the upper equalizer beam 320 in the traveling direction so as to be able to swing freely. The lower equalizer beam 340 is supported at its middle part by rocker pins 370 extending in a horizontal direction perpendicular to the running direction at both ends of the intermediate equalizer beam 330 in the running direction, and is arranged so that it can swing freely, and running wheels 310 are arranged at both ends of the lower equalizer beam 340 in the running direction so that they can roll freely along the running rails Rx.

The rail brake 400 is attached to a brake bracket 450 held by a tension rod 440 on the bottom side of the lower frame 220, and is equipped with a hydraulic cylinder 420 and a hydraulic unit 430 on each of the land side and the sea side, as shown in FIG. 2. In the first embodiment, two rail brakes 400 are provided, one on each of the land side and the sea side, but depending on the size of the gantry crane 100, four rail brakes may be provided, two on each of the land side and the sea side.

The fluid pressure cylinder 420 includes a fluid pressure cylinder body 421, a fluid pressure piston 422, and a fluid pressure piston rod 423. The fluid pressure cylinder body 421 is suspended from the lower part of the brake bracket 450 via a support pin 470 extending in a horizontal direction perpendicular to the traveling rail Rx, and is attached downward by being inserted into the inside of an outer case 460 provided at the lower part of the brake bracket 450. The fluid pressure piston 422 is slidably inserted into the inside of the fluid pressure cylinder body 421, dividing the inside of the fluid pressure cylinder body 421 into a cap side chamber 424 and a rod side chamber 425. The fluid pressure piston rod 423 extends downward from the fluid pressure piston 422 through the rod side chamber 425, and the brake pad 410 is connected to the lower end of the fluid pressure piston rod 423 so as to be able to be pressed against and separated from the traveling rail Rx in a direction perpendicular to the traveling rail Rx. A compression spring S2, which serves as an elastic member S extending in the vertical direction, is loaded inside the fluid pressure cylinder body 421 (rod side chamber 425) of the fluid pressure cylinder 420 so as to bias the fluid pressure piston rod 423 in the direction of retraction.

The fluid pressure unit 430 introduces hydraulic fluid into the fluid pressure cylinder 420 via the supply and discharge line 431 to extend the fluid pressure cylinder 420 and press the brake pad 410 against the traveling rail Rx, while discharging hydraulic fluid from the fluid pressure cylinder 420 via the supply and discharge line 431 to contract the fluid pressure cylinder 420 with the biasing force of the compression spring S2, thereby pulling the brake pad 410 away from the traveling rail Rx.

The first embodiment is characterized by having a load detector 800 and a controller 900, as shown in FIG. 2.

The load detector 800 is a detector that measures the vertical load (w1 on the land side, w2 on the sea side) acting on the support legs 210, and can be configured, for example, by incorporating a pin-type load cell as any of the rocker pins 350, 360, or 370 (see FIG. 1). In addition, in the gantry crane 100, the vertical load acting on the two support legs 210 on the land side is the same (w1), and the vertical load acting on the two support legs 210 on the sea side is the same (w2), so it is sufficient to provide two load detectors 800 in total, one on the land side and one on the sea side.

The controller 900 outputs a control signal (901 for the land side, 902 for the sea side) to the hydraulic unit 430 to increase or decrease the hydraulic pressure introduced from the hydraulic unit 430 to the hydraulic cylinder 420 based on the vertical load (w1 for the land side, w2 for the sea side) measured by the load detector 800.

On the other hand, in the first embodiment, the rail brake control method includes a load detection process and a braking force adjustment process, as shown in Figure 3.

The load detection process is a process of measuring the vertical load acting on the support leg 210 (w1 on the land side and w2 on the sea side).

The braking force adjustment process is a process of increasing or decreasing the fluid pressure introduced from the fluid pressure unit 430 to the fluid pressure cylinder 420 based on the vertical load (w1 on the land side, w2 on the sea side) measured in the load detection process.

Next, we will explain the operation of the first embodiment.

When the rail brake 400 is activated to stop the gantry crane 100 from a traveling state, the load detector 800 measures the vertical load acting on the support leg 210 (w1 on the land side, w2 on the sea side) (see the load detection process in Figure 3).

The vertical load (w1 on the land side, w2 on the sea side) measured by the load detector 800 is input to the controller 900, which outputs a control signal (901 on the land side, 902 on the sea side) to the hydraulic unit 430.

The fluid pressure introduced from the fluid pressure unit 430 to the fluid pressure cylinder 420 is increased or decreased by a control signal (901 for the land side, 902 for the sea side) based on the vertical load (w1 for the land side, w2 for the sea side) measured by the load detector 800, and the greater the vertical load, the greater the pressing force of the brake pad 410 against the traveling rail Rx (see the braking force adjustment process in Figure 3).

As a result, for example, if the brakes are applied during travel with the load C located at the tip (sea side) of the girder 500 or boom 600, the inertial force of the sea-side support leg 210 will be greater than the inertial force of the land-side support leg 210. However, in the first embodiment, instead of pressing the brake pad 410 against the travel rail Rx with a constant force as in the conventional rail brake 400, the braking force of the sea-side rail brake 400 is adjusted to be greater than the braking force of the land-side rail brake 400, so that it is possible to prevent the braking distance of the sea-side traveling device 300 from becoming longer than the braking distance of the land-side traveling device 300.

Conversely, if the brakes are applied during travel with the load C located at the base end (land side) of the girder 500 or boom 600, the inertial force of the land-side support leg 210 becomes greater than the inertial force of the sea-side support leg 210. However, in the first embodiment, the braking force of the land-side rail brake 400 is adjusted to be greater than the braking force of the sea-side rail brake 400, so that it is possible to avoid the braking distance of the land-side traveling device 300 becoming longer than the braking distance of the sea-side traveling device 300.

In this way, even if the inertial force acting on the support leg 210 is different depending on the position of the suspended load C, there will be no difference in the braking distance, and it will be possible to prevent the connecting frame 230 connecting the sea side and land side support legs 210 from twisting and causing a large load on the main frame 200.

In this way, the difference in braking distance can be minimized regardless of the position of the suspended load C, and the load on the main frame 200 can be reduced.

Figures 4 to 8 show a second embodiment of the rail brake control method and device for a track-traveling machine of the present invention, in which parts with the same reference numerals as those in Figures 1 to 3 represent the same items.

The basic configuration is the same as the first embodiment shown in Figures 1 to 3, but the second embodiment is characterized in that it is equipped with a weight detector 810, a position detector 820, and a controller 900, as shown in Figure 5.

The weight detector 810 is a detector that measures the weight W of the load C, and can be constructed, for example, by incorporating a pin-type load cell as the support shaft 720 of the sheave 710, as shown in FIG. 6. Incidentally, the sheave 710 is around which a wire rope 740 that lifts and lowers the spreader 730 for the load C from the trolley 700 is wound. The weight detector 810 can also be constructed by incorporating a tension-type load cell into the end of the wire rope 740, as shown in FIG. 7.

The position detector 820 is a detector that measures the distance L from the reference point O of the load C, and may be, for example, a detector that detects the rotation of a drive motor (not shown) that moves the trolley 700 laterally along the lateral rail Ry (see FIG. 10) to determine the distance L.

The controller 900 determines the vertical load (w1 on the land side, w2 on the sea side) acting on the support leg 210 based on the weight W of the load C measured by the weight detector 810 and the distance L of the load C from the reference point O measured by the position detector 820, and outputs a control signal (901 on the land side, 902 on the sea side) to the fluid pressure unit 430 to increase or decrease the fluid pressure introduced from the fluid pressure unit 430 to the fluid pressure cylinder 420 based on the vertical load (w1 on the land side, w2 on the sea side).

Here, the load acting on the land-side support leg 210 due to the weight of the gantry crane 100 is w1a, the load acting on the land-side support leg 210 due to the suspended load C is w1b, and the span between the land-side and sea-side support legs 210 is l. If the moment with respect to the reference point O is positive (+) in the clockwise direction in FIG. 4 and negative (-) in the counterclockwise direction, then from the balance, w1b.l = -W.L
w1b=-W・L/l
The vertical load w1 on the land side is
w1=w1a+w1b
=w1a-W・L/l
It is more demanding.

In addition, if the load acting on the sea-side support leg 210 due to the weight of the gantry crane 100 is w2a, and the load acting on the sea-side support leg 210 due to the suspended load C is w2b, then
w2b = W - w1b
= W + W L / l
=(1+L/l)・W
The vertical load w2 on the sea side is
w2=w2a+w2b
=w2a+(1+L/l)・W
It is more demanding.

On the other hand, in the second embodiment, the rail brake control method includes a weight detection process, a position detection process, a load calculation process, and a braking force adjustment process, as shown in Figure 8.

The weight detection process is a process of measuring the weight W of the suspended load C.

The position detection process is a process of measuring the distance L from the reference point O of the load C.

The load calculation process is a process of calculating the vertical load (w1 on the land side, w2 on the sea side) acting on the support leg 210 based on the weight W of the suspended load C measured in the weight detection process and the distance L of the suspended load C from the reference point O measured in the position detection process.

The braking force adjustment process is a process of increasing or decreasing the fluid pressure introduced from the fluid pressure unit 430 to the fluid pressure cylinder 420 based on the vertical load (w1 on the land side, w2 on the sea side) calculated in the load calculation process.

Next, we will explain the operation of the second embodiment.

When the rail brake 400 is activated to stop the gantry crane 100 from a traveling state, the weight W of the load C is measured by the weight detector 810 (see the weight detection process in Figure 8), and the distance L of the load C from the reference point O is measured by the position detector 820 (see the position detection process in Figure 8).

The weight W of the load C measured by the weight detector 810 and the distance L of the load C from the reference point O measured by the position detector 820 are input to the controller 900, and the vertical load acting on the support leg 210 (w1 on the land side and w2 on the sea side) is calculated as follows: w1 = w1a - W L / l
w2=w2a+(1+L/l)・W
(See the load calculation process in FIG. 8).

Based on the vertical load (w1 for the land side, w2 for the sea side) determined by the controller 900, a control signal (901 for the land side, 902 for the sea side) is output from the controller 900 to the hydraulic unit 430.

The fluid pressure introduced from the fluid pressure unit 430 to the fluid pressure cylinder 420 is increased or decreased by a control signal (901 for the land side, 902 for the sea side) based on the vertical load (w1 for the land side, w2 for the sea side) calculated by the controller 900, and the larger the vertical load, the higher the pressing force of the brake pad 410 against the traveling rail Rx (see the braking force adjustment process in Figure 8).

As a result, for example, when the brakes are applied during travel with the load C located at the tip side (sea side) of the girder 500 or the boom 600, the inertial force of the sea-side support leg 210 becomes greater than the inertial force of the land-side support leg 210, as in the first embodiment. However, in the second embodiment, instead of pressing the brake pad 410 against the travel rail Rx with a constant force as in the conventional rail brake 400, the braking force of the sea-side rail brake 400 is adjusted to be greater than the braking force of the land-side rail brake 400, so that it is possible to avoid the braking distance of the sea-side traveling device 300 becoming longer than the braking distance of the land-side traveling device 300.

Conversely, if the brakes are applied during travel with the load C located at the base end (land side) of the girder 500 or boom 600, the inertial force of the land-side support leg 210 becomes greater than the inertial force of the sea-side support leg 210, as in the first embodiment. However, in the second embodiment as well, the braking force of the land-side rail brake 400 is adjusted to be greater than the braking force of the sea-side rail brake 400, so that it is possible to avoid the braking distance of the land-side traveling device 300 becoming longer than the braking distance of the sea-side traveling device 300.

In this way, even if the inertial force acting on the support leg 210 is different depending on the position of the suspended load C, there will be no difference in the braking distance in the second embodiment, and it will be possible to prevent the connecting frame 230 connecting the sea side and land side support legs 210 from twisting and causing a large load on the main frame 200.

In this way, similar to the first embodiment, in the second embodiment, the difference in braking distance can be minimized regardless of the position of the suspended load C, and the load on the main frame 200 can be reduced.

Incidentally, although the first and second embodiments apply the present invention to a gantry crane 100, it is also possible to apply the present invention to a jib crane 110 having a main body frame 200 with support legs 210, as shown in FIG. 9.

In this case, since the vertical load acting on each support leg 210 changes depending on the rotation direction of the jib 111, a total of four load detectors 800 as shown in FIG. 2 are required.

The rail brake control method and device for track-traveling machines of the present invention are not limited to the above-mentioned embodiments, and various modifications can be made without departing from the spirit of the present invention.

100 Gantry crane (track-running machine)
110 Jib crane (track-running machine)
111 Jib 200 Main body frame 210 Support leg 220 Lower frame 230 Connecting frame 300 Travel device 310 Travel wheel 320 Upper equalizer beam 330 Intermediate equalizer beam 340 Lower equalizer beam 350 Rocker pin 360 Rocker pin 370 Rocker pin 400 Rail brake 410 Brake pad 420 Fluid pressure cylinder 421 Fluid pressure cylinder body 422 Fluid pressure piston 423 Fluid pressure piston rod 424 Cap side chamber 425 Rod side chamber 430 Fluid pressure unit 431 Supply and discharge line 440 Tension rod 450 Brake bracket 460 Outer case 470 Support pin 500 Girder 600 Boom 700 Trolley 710 Sheave 720 Support shaft 730 Spreader 740 Wire rope 800 Load detector 810 Weight detector 820 Position detector 900 Controller C Suspended load H Port L Distance O Reference point Q Quay Rx Travel rail Ry Cross rail S Elastic member S2 Compression spring W Weight w1 Vertical load w2 Vertical load

Claims (4)

A rail brake control method for a track-traveling machine comprising: a main body frame having support legs that are movable along traveling rails extending in parallel and in which a vertical load changes depending on a position of a suspended load; a fluid pressure cylinder that can press and release brake pads against the traveling rails; and a fluid pressure unit that introduces and discharges a working fluid to and from the fluid pressure cylinder,
a load detection step of measuring a vertical load acting on the support leg;
and a braking force adjusting step of increasing or decreasing the fluid pressure introduced from the fluid pressure unit to the fluid pressure cylinder based on the vertical load measured in the load detecting step. A rail brake control method for a track-traveling machine comprising: a main body frame having support legs that are movable along traveling rails extending in parallel and in which a vertical load changes depending on a position of a suspended load; a fluid pressure cylinder that can press and release brake pads against the traveling rails; and a fluid pressure unit that introduces and discharges a working fluid to and from the fluid pressure cylinder,
A weight detection process for measuring the weight of the suspended load;
A position detection step of measuring a distance from a reference point of the suspended load;
a load calculation step of determining a vertical load acting on the support leg based on the weight of the suspended load measured in the weight detection step and the distance of the suspended load from a reference point measured in the position detection step;
and a braking force adjusting step of increasing or decreasing the fluid pressure introduced from the fluid pressure unit to the fluid pressure cylinder based on the vertical load determined in the load calculating step. A rail brake control device for a track-traveling machine, comprising: a main frame having support legs that are movable along traveling rails extending in parallel and in which a vertical load changes depending on a position of a suspended load; a fluid pressure cylinder that can press and release brake pads against the traveling rails; and a fluid pressure unit that introduces and discharges a working fluid to and from the fluid pressure cylinder,
A load detector that measures a vertical load acting on the support leg;
and a controller that outputs to the fluid pressure unit a control signal for increasing or decreasing the fluid pressure introduced from the fluid pressure unit to the fluid pressure cylinder based on the vertical load measured by the load detector. A rail brake control device for a track-traveling machine, comprising: a main frame having support legs that are movable along traveling rails extending in parallel and in which a vertical load changes depending on a position of a suspended load; a fluid pressure cylinder that can press and release brake pads against the traveling rails; and a fluid pressure unit that introduces and discharges a working fluid to and from the fluid pressure cylinder,
A weight detector that measures the weight of the suspended load;
A position detector that measures the distance of the suspended load from a reference point;
a controller that calculates a vertical load acting on the support leg based on the weight of the suspended load measured by the weight detector and the distance of the suspended load from a reference point measured by the position detector, and outputs a control signal to the fluid pressure unit to increase or decrease the fluid pressure introduced from the fluid pressure unit to the fluid pressure cylinder based on the vertical load.

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