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EP3873845B1 - Ensemble de freinage pour sécuriser un dispositif transporteur, dispositif transporteur et système de grue - Google Patents

Ensemble de freinage pour sécuriser un dispositif transporteur, dispositif transporteur et système de grue Download PDF

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Publication number
EP3873845B1
EP3873845B1 EP19784023.4A EP19784023A EP3873845B1 EP 3873845 B1 EP3873845 B1 EP 3873845B1 EP 19784023 A EP19784023 A EP 19784023A EP 3873845 B1 EP3873845 B1 EP 3873845B1
Authority
EP
European Patent Office
Prior art keywords
brake
braking
load
arrangement
drive element
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP19784023.4A
Other languages
German (de)
English (en)
Other versions
EP3873845A1 (fr
Inventor
Markus Ernst Topp
Dirk Faust
Sebastian WÄSCHENBACH
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Dellner Bubenzer Germany GmbH
Original Assignee
Dellner Bubenzer Germany GmbH
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Filing date
Publication date
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Publication of EP3873845A1 publication Critical patent/EP3873845A1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C13/00—Other constructional features or details
    • B66C13/16—Applications of indicating, registering, or weighing devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C13/00—Other constructional features or details
    • B66C13/18—Control systems or devices
    • B66C13/22—Control systems or devices for electric drives
    • B66C13/30—Circuits for braking, traversing, or slewing motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C15/00—Safety gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C19/00—Cranes comprising trolleys or crabs running on fixed or movable bridges or gantries
    • B66C19/002—Container cranes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D1/00—Rope, cable, or chain winding mechanisms; Capstans
    • B66D1/54—Safety gear
    • B66D1/58—Safety gear responsive to excess of load
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D5/00—Braking or detent devices characterised by application to lifting or hoisting gear, e.g. for controlling the lowering of loads
    • B66D5/02—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes
    • B66D5/24—Operating devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D5/00—Braking or detent devices characterised by application to lifting or hoisting gear, e.g. for controlling the lowering of loads
    • B66D5/02—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes
    • B66D5/24—Operating devices
    • B66D5/26—Operating devices pneumatic or hydraulic
    • B66D5/28—Operating devices pneumatic or hydraulic specially adapted for winding gear, e.g. in mining hoists
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C19/00—Cranes comprising trolleys or crabs running on fixed or movable bridges or gantries
    • B66C19/007—Cranes comprising trolleys or crabs running on fixed or movable bridges or gantries for containers

Definitions

  • the present disclosure relates generally and in particular to a brake arrangement for securing a conveyor system, in particular a crane system. It is intended for an overload situation when, during the conveying of the conveyed goods, i.e. when the conveyed goods are in motion, a load exceeding the normal operating load, the overload, occurs.
  • Such overloads can occur particularly in crane systems, but also in elevators or other conveyor systems, for example if the material being conveyed becomes caught or jammed during conveyance.
  • a load-dependent clutch separates a hoist cable winch from a hoist cable winch drive in the event of an overload.
  • a hoist cable brake which also acts, allows a load-controlled lowering of the hoist load after the clutch is separated.
  • container bridges which transport containers from the narrow loading bays of container ships when handling them.
  • the containers can become jammed in these loading bays.
  • the resulting overload can lead to the crane bridge being heavily overloaded if the transport process is continued and, in the worst case, even breaking off and collapsing.
  • the control and regulation arrangement specified here comprises a braking device which acts on the conveyor device and a control for the braking device.
  • An overload sensor is also specified which detects the overload and emits an overload signal when an overload clutch is triggered or the separation of the overload clutch is detected.
  • the control acts on the braking device in response to the overload signal so that it blocks the conveyor device and thus secures the material being conveyed.
  • the term "goods to be conveyed” is intended to include both a changing good to be conveyed or a load - for example a container - as well as a device for receiving such a load.
  • a device can be, for example, a so-called “spreader” that can engage with corresponding corner fittings of a container at several corner points.
  • the term "goods to be conveyed” can also include an elevator cabin or similar.
  • control is used below to refer to both a classic (open) control system in which one or more input variables influence one or more output variables of a system, and a (closed) control system in which the control takes place in a control loop and a controlled variable is continuously compared as a dependent variable with a predetermined variable and automatically influenced to adjust to this so-called “reference variable”.
  • control is also used below to refer to a system that carries out both control and regulation functions or even simple digital control processes.
  • force signals can be processed or adjusted in such a way that an emergency shutdown of the crane or an interruption of the lifting process is triggered when a nominal load is exceeded.
  • overload protection devices are also suitable for preventing or detecting a so-called "snag load" condition.
  • Snag load is understood here to mean the unwanted increase in the load on the crane, e.g. due to the load or spreader becoming caught in a ship that is being unloaded or loaded, where the total load can increase symmetrically or asymmetrically if the spreader or container becomes caught or tilted.
  • the EP 2 313 336 B1 deals with the dynamic detection of such a malfunction (snag load condition) in which the signal of a force sensor is monitored and a shutdown signal is issued when a nominal overload threshold is exceeded. Lifting times with or without additional load are taken into account, average weight forces are determined as the base load and dynamic jump thresholds are set as overload thresholds that are greater than the base load and smaller than a nominal overload threshold. This dynamic jump threshold is then used to generate a shutdown signal when the jump threshold is reached.
  • container crane systems have the problem that multi-stage spur gears are connected between relatively fast-rotating drive motors (approx. 2000 revolutions per minute) and the relatively slow-rotating rope drums (approx. 20 revolutions per minute), and to achieve the best possible braking effect, brakes act on the drive shafts of the motors (at the gearbox input) and on the drive shafts of the rope drums or the rope drums themselves (at the gearbox output).
  • the task is therefore to provide an improved braking arrangement that is able to implement the fastest possible emergency braking of the load even in the event of a snag and at the same time to control the braking components that act on different points of a drive chain in such a way that no overloads occur within the load transmission chain.
  • a further object can be seen in providing a simple braking arrangement which is suitable both for the snag case and for normal service braking operations.
  • the present disclosure relates to a conveyor device with such a braking arrangement.
  • a third aspect relates to a crane system in which two corresponding conveyor devices are provided, which are synchronized for moving a container spreader up and down, wherein the two conveyor devices each have a braking arrangement according to the first aspect, which can be controlled synchronously via a common control.
  • the brake arrangement according to the invention is characterized in that both an emergency braking state and a normal braking state can be represented with the same braking devices. This is made possible by the fact that in an emergency braking state at least one of two braking devices acts on a first or a second drive element within a first (short) braking action time and in a normal braking state within a second (longer) braking action time.
  • the shortened braking time places a significantly increased load on the braking equipment.
  • the brake levers are subjected to a very high load, particularly in the case of lever brakes. This makes it possible to set the desired braking conditions with the same brake both in normal operation (regular operation with extended braking time) and in an emergency (emergency operation with shortened load).
  • both the first and the second braking device are activated simultaneously, so that the braking effect can be achieved essentially simultaneously on the drive and output sides and a transmission device between the first and second drive element remains largely load-free.
  • the second braking device In a normal braking condition, the second braking device is generally not used at all and the braking time on the first drive element is increased (the brake applies more slowly) and thus the braking process is overall softer and less stressful for the individual elements.
  • the first braking device (e.g. acting on the drive shaft of a drive motor) comprises an electrohydraulic brake release device in which a fluid pressure in a piston that counteracts the braking force can be reduced by means of two electromagnetically actuated valves, and the first braking action time can be achieved by de-energizing the two valves and the second braking action time can be set by de-energizing one of the valves.
  • the speed of the pressure reduction is also achieved by varying the flow cross-section in the valve in this way.
  • the second braking device can be controlled via a hydraulic unit and/or an electro-hydraulic brake release device, which comprises two redundant electrically controllable solenoid valves and by de-energizing one of the valves, a fluid pressure counteracting the braking force can be reduced and the braking effect on the second drive element can thus be triggered.
  • an electro-hydraulic brake release device which comprises two redundant electrically controllable solenoid valves and by de-energizing one of the valves, a fluid pressure counteracting the braking force can be reduced and the braking effect on the second drive element can thus be triggered.
  • a separate electrohydraulic brake release device is provided for each of the braking devices.
  • Each comprises two redundant, electrically controllable solenoid valves, which reduce the fluid pressure counteracting the braking force by de-energizing and thus trigger a rapid braking effect on the second drive element or elements.
  • first braking action time on the first braking device is slightly different from the first braking action time on the second braking device.
  • a first braking action time on the first braking device can be shorter than the first braking action time on the second braking device.
  • the first braking device is usually provided on the high-speed drive shaft of the drive motor and the second braking device on the drive shaft of a rope drum, which has a higher force but runs more slowly, or on the rope drum itself.
  • Different initial braking times or emergency braking times on the components are advantageous in terms of load.
  • the high-speed motor drive shaft is first braked and brought to a standstill quickly and the rope drum with a certain delay with simultaneous or slightly delayed braking start.
  • overload sensor is arranged on a load-handling arrangement that is coupled to the conveyor.
  • This can be, for example, a hook or a so-called “twist lock” on a container spreader, with which the loads to be suspended are attached.
  • the load sensor can be arranged on a load-bearing element (twistlock) itself and/or optionally also on a support cable connection. This allows overloads and in particular asymmetrical snag load conditions on the loaded container spreader (with attached container) and on an unloaded container spreader to be reliably detected and different overload thresholds can be taken into account, which are usually higher for a loaded spreader than for an unloaded spreader.
  • the invention can be used in particular for conveyor systems that are designed as a rope hoist system, as a crane system or as a component of a container crane system. And in particular for Crane systems with two conveyor devices which are synchronized for moving a container spreader up and down.
  • the two conveyor devices each have a braking arrangement according to the invention, whereby these two braking arrangements can also be controlled synchronously via a common control system.
  • FIG. 1 This shows a crane system 100 with two brake arrangements 1 according to the invention.
  • the crane system 100 comprises two drive motors 2, each of which acts on a second drive element designed as a cable pulley 5 via a first drive element designed as a drive shaft 3 and a transmission device designed as a reduction gear 4.
  • the cable pulley 5 is coupled via an output shaft 6 to the reduction gear 4 and thus also to the drive shaft 3 and the drive motor 2.
  • the output shaft 6 itself can also form the second drive element.
  • a first braking device 7 acts on the drive shaft 3, which can exert a braking force on the drive shaft 3, for example via a brake disc or brake drum connected to the drive shaft 3 in a rotationally fixed manner.
  • a second braking device 8 acts on the cable pulley 5 or on the output shaft 6, which can exert a braking force either via a brake disk formed on the brake drum 5 or optionally via a brake drum or brake disk coupled in a rotationally fixed manner to the output shaft 6.
  • Both braking devices 7, 8 can be controlled via a control 9.
  • Both brakes are so-called industrial brakes, in which the braking force is applied via a pre-tensioned brake spring and the braking effect can be canceled via an electro-hydraulic actuator (brake release device) in which a hydraulic cylinder overcomes the spring force when pressure builds up and releases the brake either via a brake lever linkage or directly.
  • a so-called “container spreader” 11 is attached to the cable 10 of the cable drum, which can hold a container 12.
  • Load sensors 13 are provided to detect load signals, which either detect the cable force or cable load and send a corresponding signal to a control system 9.
  • load sensors 13' can also be provided, which are provided on a load-bearing element (e.g. a so-called “twistlock”), which is used to pick up a load (e.g. a container).
  • a load-bearing element e.g. a so-called “twistlock”
  • These load sensors 13' also detect the corresponding load and send a corresponding load signal to the control 9.
  • the control system 9 comprises a crane control system 9a via which the normal operation of the crane system is controlled and via which, for example, the synchronization of the two drive motors 2 and the various braking devices 7 and 8 takes place.
  • the control system 9 also includes a safety control system 9b, which is designed to control an emergency braking state.
  • the crane system is controlled via the drive motors 2 and the first braking devices 7, which are designed as service brakes.
  • the drive motors 2 are accelerated and braked accordingly and, if necessary, an additional braking effect is applied via the service brakes 7.
  • the second braking devices 8 or safety brakes are generally not used in normal operation.
  • At least the braking devices 7 are designed such that they can act on the drive shaft 3 within a first braking time and/or within a second braking time.
  • the first braking time is shorter than the second braking time.
  • the first braking time is used for an emergency braking state, while the (longer) second braking time is used for a normal braking state.
  • the second braking time causes a significantly lower load on the braking components of the first braking device 7 and the drive shaft 3.
  • the first braking action time is significantly shorter and is used to bring the drive shaft 3 to a standstill very quickly in an emergency braking state.
  • Typical first braking action times are between 25 and 40 ms, while the second braking action times are between 180 and 250 ms.
  • the second braking device 8 is normally not used.
  • the second braking device or safety brake is also used to additionally bring the cable drum 5 itself to a standstill and thus stop the movement of the container spreader 11 as quickly as possible.
  • the second braking device i.e. the safety brake 8 is also effective within the shorter first braking action time, so that both brakes 7 and 8 come to a standstill at approximately the same time.
  • first braking action time on the second braking device is slightly longer than the first braking action time on the first braking device 7.
  • Typical first braking action times on the second braking device 8 are between 70 and 100 ms.
  • the control 9 is in the Figure 2
  • the crane control 9a controls the motors 2, the first braking devices 7 and the second braking devices 8 via corresponding signal lines 9c.
  • the crane control 9a can close any braking device 7, 8 at any time. In normal operation, however, it only controls the first braking devices 7 (service brakes).
  • the emergency brake control 9b (also referred to as BOSS control) is connected to the force sensors 13 and 13' and monitors and compares the two output channels of the load sensors 13 and/or 13'. If the signals of the two output channels of the load sensors 13, 13' do not match, a defect in the load sensor is detected and an emergency brake state is triggered.
  • An emergency braking state is also triggered if a load signal that exceeds an overload threshold is detected in one or more limit switches 14.
  • the control 9, 9b sends corresponding signals to switching relays 15, which control the first and second braking devices (service and safety brakes) 7, 8 so that they each apply within the first (shorter) braking time (emergency braking state).
  • a further switching relay can be provided, via which the crane control 9a can also trigger an emergency braking state under certain circumstances.
  • the lifting device 20 shown in FIG. 1 comprises an actuating cylinder 21 which is adjustable via an electrically driven hydraulic pump 22.
  • a check valve 23 is provided between the hydraulic pump 22 and the actuating cylinder 21.
  • the actuating cylinder 21 releases or releases the brake against a spring force and remains in its release position when the valves 24 and 25 are closed.
  • the pressure is reduced via a valve 24.
  • the return speed of the actuating cylinder 21 depends on the fluid cross-section of the valve 24.
  • This second braking action time for a normal braking state is usually between 180 and 250 ms, during which the actuating cylinder 21 is pushed in by the spring or braking force acting on the brake lever linkage. The smaller the flow cross-section, the longer the braking action time.
  • both valves 25 are actuated, also via the control 9. They provide an increased flow cross-section, which shortens the retraction of the actuating cylinder 21 and thus the braking effect time, which is usually between 25 ms and 40 ms.
  • valve 24 is actuated (de-energized, switched off).
  • the two valves 25 are then automatically activated (de-energized, switched off) to trigger the braking effect.
  • An optional pressure relief valve 26 is provided, which limits the pressure build-up by the hydraulic pump 22.
  • the necessary hydraulic fluid is provided in a reservoir 27.
  • Figure 4 shows the release device 30 for the second braking device 8, the safety brake.
  • the release device 30 is constructed in a similar way to the release device 20, but does not have its own actuating cylinder, but acts via two output lines 31 on the brake cylinder 8a integrated in the second braking device 8 (safety brake).
  • the pressure is also applied via a hydraulic pump 32, which is connected to the output connections 31 via a check valve 33.
  • the electrically controllable valves 34 which are designed to be open when de-energized, the pressure built up via the hydraulic pump 32 is held in the closed state (energized) and released in the open state (de-energized).
  • the valves 34 are also controlled via the controller 9, 9b.
  • an additional pressure relief valve 35 is optionally provided, which limits the pressure built up via the hydraulic pump 32.
  • the hydraulic fluid is also provided in a reservoir 36.
  • a measuring connection 37 and a pressure switch 38 can be provided, which can also be coupled to the control 9.
  • valves 34 are closed and the desired actuating pressure is built up via the hydraulic pump 32 and the brake cylinder is brought into its released (ventilated) position.
  • the valves 34 are de-energized and the hydraulic fluid flows back into the reservoir 36 and the brake spring causes the actuating pistons to extend, which then act on a brake disk of the cable drums 5 or output shafts 6 via corresponding brake shoes.
  • the valves 34 are designed redundantly, so that even if one of the valves 34 fails or jams, the braking process is always carried out via the second valve - albeit with a slightly increased braking effect time.
  • the ventilation device 30 can be provided with a manual ventilation device, in which a pressure can be built up using a hand pump 40, which is coupled to the output connections 31 via a check valve 41.
  • a manually operated valve 42 must be closed and two pressure relief valves prevent excessive pressure build-up before and after the check valve. 41.
  • a braking time of 70 to 100 ms can be achieved in conjunction with a suitable brake.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Environmental & Geological Engineering (AREA)
  • General Life Sciences & Earth Sciences (AREA)
  • Geology (AREA)
  • Control And Safety Of Cranes (AREA)

Claims (11)

  1. Ensemble de freinage (1) destiné à sécuriser un dispositif de transport, en particulier une installation de grue (100), ledit ensemble de freinage comprenant :
    un premier dispositif de freinage (7) qui agit sur un premier élément d'entraînement (3),
    un deuxième dispositif de freinage (8) qui agit sur un deuxième élément d'entraînement (5),
    un dispositif de transmission (4), en particulier une boîte de vitesses, qui agit entre les premier et deuxième éléments d'entraînement,
    un capteur de charge (13, 13'), qui détecte un signal de charge et l'envoie à une commande (9), et
    la commande (9) étant conçue de façon à déclencher un état de freinage d'urgence en réponse à un signal de charge qui dépasse un seuil de surcharge et à commander ainsi les premier et deuxième dispositifs de freinage (7, 8) de manière à ce qu'ils agissent simultanément pendant un premier temps d'action de freinage sur les premier et deuxième éléments d'entraînement (3, 5),
    caractérisé en ce que
    l'un des premier et deuxième dispositifs de freinage est conçu de façon à agir, dans un état de freinage normal, sur le premier et/ou le deuxième élément d'entraînement pendant un deuxième temps d'action de freinage et de façon à ce que le premier temps d'action de freinage soit plus court que le deuxième temps d'action de freinage.
  2. Ensemble de freinage (1) selon la revendication 1, dans lequel le premier élément d'entraînement (3) est un arbre d'entraînement d'un moteur d'entraînement qui est accouplé au dispositif de transmission (4).
  3. Ensemble de freinage (1) selon la revendication 1 ou 2, dans lequel le deuxième élément d'entraînement (5) est un tambour à câble qui est accouplé au dispositif de transmission (4) par le biais d'un arbre de sortie (6).
  4. Ensemble de freinage (1) selon la revendication 1, 2 ou 3, dans lequel le premier dispositif de freinage (7) comprend un organe de desserrage de frein électrohydraulique (20), dans lequel une pression de fluide régnant dans un piston et s'opposant à la force de freinage peut être réduite au moyen de deux soupapes à commande électromagnétique (24, 25) et le premier temps d'action de freinage peut être obtenu par mise hors tension des deux soupapes et le deuxième temps d'action de freinage peut être réglé par mise hors tension de l'une des deux soupapes.
  5. Ensemble de freinage (1) selon l'une des revendications précédentes, dans lequel le deuxième dispositif de freinage (8) peut être commandé par le biais d'une unité hydraulique et/ou d'un organe de desserrage de frein électrohydraulique (20), qui comprend deux soupapes magnétiques à commande électrique redondantes et la pression de fluide s'opposant à la force de freinage peut être réduite par mise hors tension de l'une des soupapes et l'effet de freinage peut ainsi être déclenché en réponse au deuxième élément d'entraînement.
  6. Ensemble de freinage (1) selon la revendication 4, dans lequel, lorsque la soupape (24) est désactivée, le premier temps d'action de freinage est compris entre 25 et 40 ms et, lorsque les soupapes (25) sont désactivées, le deuxième temps d'action de freinage est compris entre 180 et 250 ms.
  7. Ensemble de freinage (1) selon l'une des revendications précédentes, dans lequel le capteur de surcharge est disposé sur un ensemble de réception de charge qui est accouplé au dispositif de transport.
  8. Ensemble de freinage (1) selon la revendication 7, dans lequel l'ensemble de réception de charge est conçu comme un palonnnier de conteneur (11) et le capteur de charge (13, 13') est disposé sur un élément de réception de charge et/ou sur un raccord de câble de support.
  9. Dispositif de transport comprenant un ensemble de freinage (1) selon l'une des revendications précédentes, le dispositif de transport étant conçu comme une installation de levage par câble, une installation de grue (100) ou comme un composant d'une installation de grue pour conteneurs.
  10. Installation de grue (100) comprenant deux dispositifs de transport selon la revendication 9, qui sont synchronisés pour lever et abaisser un palonnier de conteneur (11), les deux dispositifs de transport comportant chacun un ensemble de freinage (1) selon l'une des revendications 1 à 8 qui peut être commandé de manière synchronisée par le biais d'une commande commune (9).
  11. Installation de grue (100) selon la revendication 10, dans lequel, en cas de surcharge, la synchronisation des dispositifs de transport peut être annulée et la commande (9) agit sélectivement sur le dispositif de freinage d'un des deux dispositifs de transport, ou les deux, en réponse à un signal de décharge.
EP19784023.4A 2018-10-29 2019-10-04 Ensemble de freinage pour sécuriser un dispositif transporteur, dispositif transporteur et système de grue Active EP3873845B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018126964.1A DE102018126964A1 (de) 2018-10-29 2018-10-29 Bremsanordnung zur sicherung einer fördereinrichtung, fördereinrichtung und krananlage
PCT/EP2019/076868 WO2020088879A1 (fr) 2018-10-29 2019-10-04 Ensemble de freinage pour sécuriser un dispositif transporteur, dispositif transporteur et système de grue

Publications (2)

Publication Number Publication Date
EP3873845A1 EP3873845A1 (fr) 2021-09-08
EP3873845B1 true EP3873845B1 (fr) 2025-01-08

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EP19784023.4A Active EP3873845B1 (fr) 2018-10-29 2019-10-04 Ensemble de freinage pour sécuriser un dispositif transporteur, dispositif transporteur et système de grue

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Country Link
US (1) US11993493B2 (fr)
EP (1) EP3873845B1 (fr)
KR (1) KR102799161B1 (fr)
CN (1) CN113226970B (fr)
CA (1) CA3117883A1 (fr)
DE (1) DE102018126964A1 (fr)
ES (1) ES3029207T3 (fr)
FI (1) FI3873845T3 (fr)
PL (1) PL3873845T3 (fr)
SG (1) SG11202104303WA (fr)
WO (1) WO2020088879A1 (fr)

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DE102020124135A1 (de) 2020-09-16 2022-03-17 Emg Automation Gmbh Verfahren und Vorrichtung zum Steuern eines Bremsvorgangs in einem Antriebsstrang
WO2022221751A1 (fr) * 2021-04-16 2022-10-20 Breeze-Eastern Llc Mise en œuvre de frein d'arrêt d'urgence pour des systèmes de levage
US12522354B2 (en) * 2022-04-28 2026-01-13 Hornet Acquisitionco, Llc Augmented hoist cable cut algorithm
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DE102018126964A1 (de) 2020-05-14
PL3873845T3 (pl) 2025-07-14
KR20210096109A (ko) 2021-08-04
WO2020088879A1 (fr) 2020-05-07
EP3873845A1 (fr) 2021-09-08
KR102799161B1 (ko) 2025-04-21
US11993493B2 (en) 2024-05-28
FI3873845T3 (fi) 2025-04-09
US20210395052A1 (en) 2021-12-23
CA3117883A1 (fr) 2020-05-07
CN113226970A (zh) 2021-08-06
ES3029207T3 (en) 2025-06-23
SG11202104303WA (en) 2021-05-28

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