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WO2015176119A1 - Dispositif de levage électromagnétique permettant d'éliminer la possibilité de perte de contrôle d'une charge en raison d'un point de défaillance unique dans un train d'entraînement et son procédé de fonctionnement - Google Patents

Dispositif de levage électromagnétique permettant d'éliminer la possibilité de perte de contrôle d'une charge en raison d'un point de défaillance unique dans un train d'entraînement et son procédé de fonctionnement Download PDF

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Publication number
WO2015176119A1
WO2015176119A1 PCT/AU2015/000306 AU2015000306W WO2015176119A1 WO 2015176119 A1 WO2015176119 A1 WO 2015176119A1 AU 2015000306 W AU2015000306 W AU 2015000306W WO 2015176119 A1 WO2015176119 A1 WO 2015176119A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive train
hoist
drive
drive trains
detection
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.)
Ceased
Application number
PCT/AU2015/000306
Other languages
English (en)
Inventor
Christopher James CLEGG
Andrew James MATHIESON
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.)
Jands Pty Ltd
Original Assignee
Jands Pty Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from AU2014901944A external-priority patent/AU2014901944A0/en
Application filed by Jands Pty Ltd filed Critical Jands Pty Ltd
Priority to NZ727770A priority Critical patent/NZ727770B2/en
Priority to AU2015263842A priority patent/AU2015263842B2/en
Publication of WO2015176119A1 publication Critical patent/WO2015176119A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P5/00—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors
    • H02P5/74—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors controlling two or more AC dynamo-electric motors
    • H02P5/747—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors controlling two or more AC dynamo-electric motors mechanically coupled by gearing

Definitions

  • the present invention relates to overcoming problems of hoists being prone to single point failure and the consequences thereof.
  • Hoists such as electromechanical hoists, including those used in stage productions and the like are prone to single point failure in a drive train resulting in the loss of control of the load which may cause damage to the environment, property or personnel.
  • the hoist 100 comprises an electric motor 1 10, such as an AC, DC, induction, universal or the like electric motor 1 10 mechanically coupled to a load shaft 120, turning a lifting means 130 to raise and lower a load 125 via a lifting medium 135.
  • an electric motor 1 10 such as an AC, DC, induction, universal or the like electric motor 1 10 mechanically coupled to a load shaft 120, turning a lifting means 130 to raise and lower a load 125 via a lifting medium 135.
  • gear reducer 1 15 typically takes the form of a gearbox but may also provide reduction by means of chains and sprockets, belt arrangements and the like.
  • a gear reducer 1 15 is not always required, and in some embodiments, the motor 1 10 may act on the load shaft 120 directly.
  • a failsafe brake 105 is fitted to the motor 1 10 in such a manner as the motor 1 10 is usually between the failsafe brake 105 and the load shaft 120, although other arrangements are possible.
  • the failsafe brake 105 acts to hold the load shaft 120 in place when stationary and also to dynamically arrest the load shaft 120 in an emergency.
  • the failsafe brake 105 is used to arrest the load shaft 120 in normal operation as well as in an emergency.
  • a statically and dynamically irreversible gear reducer 205 (such as a worm drive) is employed instead of a reversible gear reducer 1 15 and a failsafe brake 105.
  • a lifting medium 135 which may take the form of (including but not limited to) metallic wire ropes (such as steel, stainless steel, aluminium or the like), non-metallic ropes (such as ropes comprising organic or synthetic fibres), lifting link chains, roller chains, flat steel bands and flat fabric tapes.
  • a lifting means 130 interfaces between the lifting medium 135 and the load shaft 120.
  • the lifting means may comprise a rotating grooved or un-grooved metallic or non-metallic drum, a spool or "pile winding" drum, a capstan drive, chain drive sprocket and the like.
  • these existing arrangements suffer from the disadvantage of being prone to a single point mechanical or structural failure in the drive train leading to a loss of control of the load.
  • the hoist 100 will irretrievably lose control (i.e. drop) of the load 125 should there occur a single mechanical or structural failure at any point in the drive train between the failsafe brake
  • the hoist 300 in Figure 3 utilises a full load rated failsafe brake 305 to arrest the load should there be a single point failure in the drive train.
  • the tachometer 350 causes the failsafe brake 305 to engage.
  • problems with the hoist 300 remain. Specifically, the hoist 300 does not prevent loss of control of the load following a single point failure in the drive train, but detects this loss of control of the load and brings the load safely under control via means of the full load second failsafe brake.
  • a further disadvantage of the hoist 300 is the requirement for a large and expensive high torque failsafe brake 305 and the additional overspeed detection device to trigger the failsafe brake 305.
  • the failsafe brake 305 is designed to stop the full load on the hoist (i.e. not the full load divided by the gearing of the gear reducer). Since the gear reduction may be in order of 50:1 , the cost of the failsafe brakes 305 may be largely increased.
  • the hoist 300 suffers from disadvantages in applying higher dynamic braking torque to the shaft 120 when applying the failsafe brake 305 from an overspeed condition. Yet further, the hoist 300 has disadvantages in requiring additional reinforcing in the interface to the building structure and the hoist 300 to be capable of withstanding the shock loads applied when the failsafe brake 305 is employed.
  • each failsafe brake 410, 420 comprises sufficient capacity to meet the braking requirements of the design loads of the hoist 400. This apparatus is useful in that the failsafe brakes need only be designed to hold the load once it is geared downwardly.
  • the hoist 400 must be configured such that it is not possible for their simultaneous application so as to reduce the risk of shock loads from excessive braking torque to the load shaft 120. Furthermore, the design requires very generous safety factors in the gear reducer 420, load shaft 120 and other componentry.
  • the apparatus shown in hoist 400 in Figure 4 relies on the over dimensioning of gear and motor components to justify excluding a single point failure in a drive train from hoist design risk assessments.
  • the apparatus shown in Figure 3 requires first that the load be "dropped” (i.e. losing control of the load) before being able to detect the overspeed condition of the load so as to engage the failsafe brake 305 to "catch" the load.
  • the apparatus shown in Figure 4 requires over engineering, which may include the diligent design and testing of critical load-bearing components of the drive train to greatly reduce the probability of the loss of control of the load following a single point failure of the drive train, however, the apparatus does not completely eliminate the possibility of a single point failure of the drive train.
  • hoist 400 comprises advantages in being lighter, smaller and cheaper to build and requires less shock loading than the hoist 300, the hoist 400 is still prone to loss of control of the load following a single point failure in the drive train, although the probability of such a failure is greatly reduced).
  • the present invention seeks to provide an electromechanical hoist that eliminates the possibility of a loss of control of the load following a single point failure in a drive train and a method of operating thereof, which will overcome or substantially ameliorate at least some of the deficiencies of the prior art, or at least provide an alternative.
  • an electromechanical hoist for eliminating the possibility of loss of control of the load following a single point failure in a drive train, the hoist comprising: a. a plurality of redundant drive trains, each drive train comprising a respective motor; and
  • a drive train characteristic monitor adapted to detect asymmetry between the respective drive trains in use.
  • the drive train characteristic monitor is adapted to monitor rotational speed.
  • each drive train comprises a respective tachometer.
  • the drive train characteristic monitor is operably coupled to each respective tachometer so as to be adapted for determining the rotational velocity of each respective drive train.
  • the drive train characteristic monitor is adapted to monitor stator current.
  • the drive train characteristic monitor is adapted to monitor stator current frequency difference.
  • the drive train characteristic monitor is adapted to monitor stator current phase difference.
  • the drive train characteristic monitor is operably coupled to each respective motor so as to be adapted for monitoring the motor stator current.
  • each drive train comprises one or more gear reducers.
  • each drive train comprises a respective failsafe brake.
  • the drive train characteristic monitor is operably coupled to each respective failsafe brake.
  • the drive train characteristic monitor in use, is adapted to actuate both failsafe brakes upon detecting asymmetry between the respective motors. [0038] In one embodiment, the drive train characteristic monitor is operably coupled to a rotational control circuit of each of the respective motors.
  • the drive train characteristic monitor is adapted to stop the rotation of both motors upon detecting asymmetry between the respective motors.
  • a method of operating an electromechanical hoist for eliminating the possibility of loss of control of the load is provided following a single point failure in a drive train, the method comprising detecting asymmetry between respective motors of redundant drive trains.
  • detecting asymmetry comprises monitoring a rotational speed difference.
  • detecting asymmetry comprises monitoring a motor stator current characteristic difference.
  • the motor stator current characteristic is a frequency characteristic.
  • the motor stator current characteristic is a phase characteristic.
  • the motor stator current characteristic is a magnitude characteristic.
  • the method further comprises actuating a failsafe brake of each drive train of the redundant drive trains upon detecting asymmetry.
  • the method further comprises stopping the rotation of both motors upon detecting asymmetry.
  • the invention may be said to consist in a detection arrangement for detecting asymmetry in a pair of drive trains in a hoist.
  • the invention may be said to consist in a detection mechanism for detecting asymmetry in a pair of drive trains in a hoist, the detection arrangement comprising: a. a detection arrangement configured for detecting asymmetry in a pair of drive trains, b. an actuation arrangement configured for actuating a braking mechanism in the event of the detection of asymmetry in said pair of drive trains.
  • the detection arrangement comprises a. a controller including i. a receiver for receiving signals from sensors, ii. a processor for processing information according to a set of instructions III digital storage media configured for storing instructions for:
  • the actuation arrangement comprises a a transmitter for transmitting an actuation signal; b digital storage media configured for storing instructions for
  • the hoist comprises at least one or more braking mechanisms configured for braking each of the drive trains, and the actuation signal is configured to actuate braking by said at least one or more braking mechanisms.
  • the detection arrangement comprises at least one or more sensors for sensing motion in each of the drive trains.
  • the sensors are configured for sensing one or more selected from: a. rotational velocity of the drive trains, b. motor stator current of a motor in each of the drive trains; c. frequency of the drive trains d. frequency of the motor stator current e. magnitude of the motor stator current, and f. strain in the drive trains.
  • the sensors are configured for sensing a magnitude characteristic in each drive train.
  • the detection arrangement is configured for detecting asymmetry in one or more selected from: a. rotational velocity of the drive trains, b. motor stator current of a motor in each of the drive trains; c. frequency of the drive trains d. frequency of the motor stator current e. magnitude of the motor stator current, and f. strain in the drive trains.
  • the digital media is configured for storing instructions for generating an alert signal to inform an operator of the detected asymmetry.
  • the detection arrangement is a mechanical detection arrangement.
  • the mechanical detection arrangement comprises a. a linkage extending between each drive train; b. wherein the linkage is configured to move in the event of asymmetry of
  • the linkage comprises a a. fixed member securely connected to a first drive train; and b. a moving member configured to move rotationally with the second drive train, c. wherein the shaft and the moving member are threadably engaged at a
  • the fixed member is a shaft.
  • the moving member is configured to move longitudinally along the second drive train.
  • the moving member is keyed onto the second drive train for longitudinal moment along the second drive train.
  • the actuation arrangement comprises a sensor configured to detect longitudinal movement of the moving member.
  • the senor is one or more selected from a. a light sensor, b. a proximity sensor, c. a magnetic induction sensor; d. a magnetic sensor; e. or any other suitably engineered sensor.
  • the invention may be said to consist in a detection mechanism for detecting asymmetry in a pair of drive trains in a hoist, the detection arrangement comprising: a. a controller including i. a receiver for receiving signals from sensors, ii. a transmitter for transmitting an actuation signal; iii. a processor for processing information according to a set of instructions iv. digital storage media configured for storing instructions for: A. receiving a signal from sensors indicative of motion in each of the drive trains;
  • the invention may be said to consist in a hoist comprising a detection arrangement as described.
  • the invention may be said to consist in a hoist comprising a. a lifting mechanism, b. a pair of drive trains, each drive train being independently operatively coupled to the lifting mechanism, wherein each drive train comprises at least a prime mover; and c. a detection mechanism comprising i. a detection arrangement configured for detecting asymmetry in a pair of drive trains, ii. an actuation arrangement configured for actuating a braking mechanism in the event of the detection of asymmetry in said pair of drive trains.
  • the invention may be said to consist in a method of operating an electromechanical hoist for reducing the possibility of loss of control of a load following a single point failure in a drive train, the method comprising the steps of a. providing a hoist comprising a pair of drive trains operatively coupled to a lifting mechanism b. detecting asymmetry between respective drive trains.
  • each of the drive trains comprises a braking mechanism
  • the method comprises the step of actuating a braking mechanism in each of the drive trains in the event of detecting a threshold level of asymmetry in the respective drive trains.
  • the step of detecting asymmetry comprises the step of monitoring a rotational speed difference in each drive train.
  • each of the drive trains comprises a motor, and the step of detecting asymmetry comprises the step of monitoring the difference between motor stator current in each drive train.
  • the step of detecting asymmetry comprises the step of monitoring the frequency of the motor stator current of a motor in each drive train. [0074] In one embodiment, the step of detecting asymmetry comprises the step of monitoring the difference between phase characteristics of the motor stator current in each motor.
  • the step of detecting asymmetry comprises the step of monitoring the difference between the magnitude of the motor stator current in each motor.
  • the method further comprises the step of actuating a failsafe brake of each drive train of the redundant drive trains upon detecting asymmetry.
  • the method further comprises the step of stopping the rotation of a motor in each drive train upon detecting asymmetry.
  • Other aspects of the invention are also disclosed.
  • Figure 1 shows a typical hoist in accordance with the prior art, such hoist being prone to loss of control of a load following a single point failure in a drive train;
  • Figure 2 shows an alternative design to Fig 1 where the gear reducer and failsafe brake in Fig 1 are replaced with a statically and dynamically irreversible gear reducer, such a hoist yet being prone to loss of control of the load following a single point failure in a drive train;
  • Figure 3 shows an attempt of the prior art in dealing with the loss of control of the load following a single point failure in the drive train in employing a redundant failsafe brake proximate to the load and actuated by the detection of the loss of control of the load, by means of detection of an overspeed condition.
  • Figure 4 shows an attempt of the prior art in reducing the probability of a single point failure in a drive train by employing oversized components within the drive train..
  • Figure 5 shows an electromechanical hoist for eliminating the possibility of loss of control of the load following a single point failure in a drive train
  • electromechanical hoist comprising redundant drive trains in accordance with an embodiment of the present invention
  • Figure 6 shows the electromechanical hoist of Fig. 5 for eliminating the possibility of loss of control of the load following a single point failure in a drive train, the electromechanical hoist being characteristic in comprising a drive train characteristic monitor adapted to detect asymmetry between the respective motors in use, in accordance with a preferred embodiment of the present invention; and [0086] Figure 7 shows a perspective view of a mechanical arrangement of the electromechanical hoist of Fig. 5 in accordance with an embodiment of the present invention;
  • Figure 8 shows a cutaway top view of a detection mechanism mounted to a drive train at each end;
  • Figure 9 shows a close up of the cutaway view of figure 8.
  • Figure 10 shows a top perspective assembly view of a hoist with a mechanically operable detection mechanism
  • Figure 11 shows a close up perspective view of the hoist of figure 10, showing the detection mechanism mounted to a drive train at each end.
  • FIG. 5 1 1 there is shown an electromechanical hoist 500 adapted to reduce, and preferably eliminate the possibility of loss of control of the load following a single point failure in a drive train.
  • the hoist 500 utilises the characteristic features of a redundant drive train and/or drive train characteristic monitor to eliminate the possibility of loss of control of the load following a single point failure in a drive train.
  • the hoist 500 comprises two discrete and redundant drive trains 510 and 505.
  • Each drive train 505 and 510 is independently operatively coupled to a lifting mechanism in the form of a rotating drum 130, and each drive train 505 and 510 is individually capable of arresting and holding the full rated load of the hoist 500.
  • Each of the drive trains 510 and 505 comprises a prime mover, preferably in the form of an electric motor 1 10, gear reducer 1 15, and attendant braking mechanism in the form of a failsafe brake 105.
  • Each of the drive trains 510 and 505 further comprises a tachometer 315 or device for monitoring the current of the motor 1 10. It is envisaged that each of the motors 1 10 will be designed for lifting half of the rated load of the hoist 500, however each of the failsafe brakes 105 will preferably be configured for holding the entire rated load of the hoist 500 working through the gear reducer 1 15.
  • each of the failsafe brake 105 need not be rated to the full load of the hoist. Further, should there be a single point failure in the first drive train 505, for example, the second drive train 510 will be able to fully support and control the load.
  • a hoist 500 according to the invention will preferably be provided with a detection mechanism 600.
  • the hoist 500 further comprises a detection mechanism 600 as will be described in more detail below.
  • the detection mechanism 600 is a controller, referred to as a drive train characteristic monitor 605 which, as will be described below, in combination with the redundant drive train completely reduces, and preferably eliminates the possibility of loss of control of the load following a single point failure in a drive train.
  • the detection mechanism 600 is a controller, referred to as a drive train characteristic monitor 605 which, as will be described below, in combination with the redundant drive train completely reduces, and preferably eliminates the possibility of loss of control of the load following a single point failure in a drive train.
  • Such motor characteristics may comprise differing rotational speed, frequency or differing stator current waveforms.
  • the rotational speed or stator waveforms are monitored by the drive train characteristic monitor 605 so as to detect when the motors 1 10 become asynchronous, being indicative of a single point failure.
  • the drive train characteristic monitor 605 can measure the rotational speed of each motor 1 10 by receiving the outputs from tachometers 315. It will be appreciated that monitoring the motor characteristic of rotational velocity can be measured at any point along the drive train by making use of the appropriate rotational velocity is multiplied by the gearing factors.
  • the drive train characteristic monitor 605 can monitor the stator current waveforms of the motors 1 10 by appropriate electrical coupling to each motor 1 10, and with the use of appropriate sensors. The detection of the differing stator current waveforms may be detected by detecting differences in magnitude, frequency or phase using the appropriate analogue or digital circuit.
  • the drive train characteristic monitor 605 is adapted to take appropriate action, such as by activating both of the failsafe brakes 105, or at least one of the failsafe brakes 105. It is envisaged that the drive train characteristic monitor 605 can be configured for detecting which of the drive trains 510 and 505 have incurred a single point failure, and actuating the failsafe brakes 105 on the drive train that has not incurred the failure.
  • the configuration of the hoist 500 eliminates the possibility of loss of control of the load following a single point failure in a drive train of the hoist 500.
  • the hoist 500 comprises dual drive trains 510 and 505, each drive train 510, 505, in isolation, being sufficiently rated to arrest and hold the rated load of the hoist 500.
  • the drive train characteristic monitor 605 continually monitors the symmetry of the drive trains during operation such that soon as loss of symmetry is detected, the drive train characteristic monitor 605 is able to make the hoist 500 safe by actuation of the failsafe brake(s) 105.
  • the hoist 500 shows the dual motors 1 10 operably coupled to the gear reducers 1 15 to form drive trains 510 and 505.
  • the hoist 500 comprises the lifting means or lifting mechanism 130, taking the form of a rotating drum. Wrapped about the lifting means 130 is a lifting medium 135, preferably taking the form of flexible steel wire ropes.
  • a lifting medium 1335 preferably taking the form of flexible steel wire ropes.
  • the lifting medium 135 could be a wide variety of alternative configurations, shapes and materials, including chains, ropes, or the like.
  • the lifting mechanism need not necessarily be a rotating drum, but could also be of a wide variety of configurations and shapes, including a frame, .
  • the lifting mechanism 130 need not necessarily pull upwardly on an item to be lifted, but can be configured to push the item to be lifted from below. Detection mechanism
  • the detection mechanism 600 of the hoist 500 can be electrically operated, or mechanically operated.
  • the detection mechanism 600 will preferably comprise a detection arrangement 700 configured for detecting asymmetry in the drive trains 510 and 505, as well as an actuation arrangement 800 that is configured for actuating a braking mechanism, such as the failsafe brakes 105, in the event of detection of asymmetry in the drive trains.
  • the detection mechanism 600 will comprise a controller 605.
  • the controller can include a typical
  • the controller 605 will preferably include a transmitter (not shown) configured for transmitting an actuation signal and other signals, and a receiver (not shown) configured for receiving signals, such as signals generated by sensors and/or transducers as described above.
  • the controller 605 will preferably be operatively connected to sensors to receive signals from them, as well as to the failsafe brakes 105 in order to actuate them if required.
  • the controller 605 will preferably also comprise a processor (not shown) for processing information according to a set of instructions, and digital storage media (not shown) configured for storing instructions, preferably in the form of software.
  • the instructions are configured for instructing the processor to receive signals from the sensors that are indicative of motion in each of the drive trains as discussed above, and compare the received signals from the sensors in real-time to detect asymmetry in the drive trains. In this sense, the controller 605 acts as the detection arrangement 700.
  • the instructions are preferably also configured for generating an actuation signal depending on the result of the comparison of the received signals from the sensors, and transmitting the actuation signal to at least one, and preferably both of the failsafe brake 105 to prevent loss of control of the load.
  • the controller 605 acts as the actuation arrangement 800.
  • the controller in receiving signals from the sensors, sufficient information can be received to be able to determine in which of the drive trains a failure has occurred, and an actuation signal generated and transmitted to the failsafe brake 105 in the drive train in which failure has not occurred. An example of factors that could be checked to determine this include power usage and the electric motor, loss of strain in a drive train, or the like.
  • the actuation signal will be transmitted to both of the failsafe brakes 105.
  • the controller will further be adapted to generate an alert signal as will be discussed below, to inform an operator (not shown) of the detected asymmetry.
  • a mechanically operated detection mechanism 610 is provided.
  • the mechanically operated detection mechanism 610 also comprises a detection arrangement 700 and an actuation arrangement 800.
  • the detection arrangement 700 comprises a linkage 710 extending between each drive train 510 and 505, and which is configured to move in the event of asymmetrical motion in the drive trains.
  • the linkage 710 comprises a fixed member, in the form of a shaft 720, that is securely connected to a first drive train by fixing screws 722 to rotate synchronously with the first drive train.
  • the linkage 710 further comprises a moving member 730.
  • the moving member 730 is generally hollow and is engaged with the second drive train by a key arrangement 732. In this way, the moving member 730 is configured to move rotationally synchronously with the second drive train, while being movable longitudinally along the second drive train.
  • the shaft and the moving member 730 can engage with each other at alternative interface types rather than a threaded interface.
  • One example can be a bayonet - type interface, while another can be a helical arrangement.
  • alternative arrangements are possible that allow for longitudinal movement of the moving member.
  • the linkage 710 need not necessarily include a moving member.
  • a differential or planetary gear system can be used that causes movement of a detection member (not shown) when the rotational movement of the drive trains 510 and 505 is asymmetrical or asynchronous.
  • the moving member 730 preferably comprises a sensing formation in the form of a flange 734.
  • the flange 734 is configured to be detectable by an actuation sensor 810 that is part of the actuation arrangement 800.
  • the sensor is a proximity sensor, being able to detect the presence of the flange 734. It is envisaged that in alternative embodiments (not shown) a wide variety of sensors can be used to detect movement of the sensing formation, including laser distance sensors, light sensors, ultrasound distance sensors, magnetic sensors, electromagnetic induction sensors, or the like.
  • the actuation sensor 810 will detect that movement has occurred. Once such movement has been detected, the actuation sensor 810 will preferably send an actuation signal.
  • the actuation signal can be sent to a controller as described above that will in turn actuate the failsafe brakes 105. Alternatively, the actuation signal can trip a switch or relay to cause actuation of the failsafe brakes 105.
  • the detection mechanism 600 need not necessarily actuate the failsafe brakes 105 when there is the slightest amount of asynchronous movement between the drive trains 510 and 505. Instead, it is envisaged that the detection mechanism 600 could actuate the failsafe brakes only after the drive trains are a few rotations out of synchronisation.
  • the controller or drive train characteristic monitor 605 is configured for carrying out the method of operating the electromechanical hoist 500 as a computer implemented method for reducing, and preferably eliminating the possibility of loss of control of the load following a single point failure in a drive train.
  • the controller initially carries out the step of detecting asymmetry between the respective motors 1 10 and/or drive trains 510 and 505 .
  • the controller signals from appropriately located sensors, such as those configured for detecting and signalling one or more of rotational velocity of the drive trains, motor stator current of a motor in each of the drive trains; frequency of the drive trains, frequency of the motor stator current; magnitude of the motor stator current, and strain in the drive trains.
  • the relevant sensors could include any known sensors including but not limited to optical sensors, magnetic sensors, current sensors, voltage sensors, frequency sensors and strain gauges. It is also anticipated that the relevant sensors can be analogue or digital type sensors. It is anticipated that the relevant sensors may be configured for transmitting signals over a wired or wireless network to the drive train characteristic monitor 605.
  • detecting asymmetry may comprise monitoring rotational speed difference, a motor stator current characteristic difference or the like.
  • the motor stator current characteristic being frequency characteristic, phase characteristic, magnitude characteristic or the like.
  • the method further comprises the step of taking appropriate action to make the hoist 500 safe, such as by actuating both brakes.
  • the drive train characteristic monitor 605 can be configured to generate an alert signal. Such an alert signal can be sent wirelessly or through a network to an operator, preferably for display on a display unit such as a monitor or screen.
  • objects as used herein such as 'web server', 'server', 'client computing device', 'computer readable medium' and the like should not necessarily be construed as being a single object, and may be implemented as a two or more objects in cooperation, such as, for example, a web server being construed as two or more web servers in a server farm cooperating to achieve a desired goal or a computer readable medium being distributed in a composite manner, such as program code being provided on a compact disk activatable by a license key downloadable from a computer network.
  • Wireless Wireless:
  • the invention may be embodied using devices conforming to other network standards and for other applications, including, for example other WLAN standards and other wireless standards.
  • Applications that can be accommodated include IEEE 802.1 1 wireless LANs and links, and wireless Ethernet.
  • wireless and its derivatives may be used to describe circuits, devices, systems, methods, techniques, communications channels, etc., that may communicate data through the use of modulated
  • processor may refer to any device or portion of a device that processes electronic data, e.g., from registers and/or memory to transform that electronic data into other electronic data that, e.g., may be stored in registers and/or memory.
  • “computing platform” may include one or more processors.
  • the methodologies described herein are, in one embodiment, performable by one or more processors that accept computer-readable (also called machine-readable) code containing a set of instructions that when executed by one or more of the processors carry out at least one of the methods described herein. Any processor capable of executing a set of instructions (sequential or otherwise) that specify actions to be taken are included.
  • a typical processing system that includes one or more processors.
  • the processing system further may include a memory subsystem including main RAM and/or a static RAM, and/or ROM.
  • a digital storage media or computer-readable carrier medium may form, or be included in a computer program product.
  • a computer program product can be stored on a computer usable carrier medium, the computer program product comprising a computer readable program means for causing a processor to perform a method as described herein.
  • the one or more processors operate as a standalone device or may be connected, e.g., networked to other processor(s), in a networked deployment, the one or more processors may operate in the capacity of a server or a client machine in server-client network environment, or as a peer machine in a peer-to-peer or distributed network environment.
  • the one or more processors may form a web appliance, a network router, switch or bridge, or any machine capable of executing a set of instructions (sequential or otherwise) that specify actions to be taken by that machine.
  • each of the methods described herein is in the form of a computer-readable carrier medium carrying a set of instructions, e.g., a computer program that are for execution on one or more processors.
  • embodiments of the present invention may be embodied as a method, an apparatus such as a special purpose apparatus, an apparatus such as a data processing system, or a computer-readable carrier medium.
  • the computer- readable carrier medium carries computer readable code including a set of instructions that when executed on one or more processors cause a processor or processors to implement a method.
  • aspects of the present invention may take the form of a method, an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects.
  • the present invention may take the form of carrier medium (e.g., a computer program product on a computer-readable storage medium) carrying computer-readable program code embodied in the medium.
  • Carrier Medium The software may further be transmitted or received over a network via a network interface device. While the carrier medium is shown in an example embodiment to be a single medium, the term “carrier medium” should be taken to include a single medium or multiple media (e.g., a centralized or distributed database, and/or associated caches and servers) that store the one or more sets of instructions. The term “carrier medium” shall also be taken to include any medium that is capable of storing, encoding or carrying a set of instructions for execution by one or more of the processors and that cause the one or more processors to perform any one or more of the methodologies of the present invention. A carrier medium may take many forms, including but not limited to, non-volatile media, volatile media, and transmission media. Implementation:
  • some of the embodiments are described herein as a method or combination of elements of a method that can be implemented by a processor of a processor device, computer system, or by other means of carrying out the function.
  • a processor with the necessary instructions for carrying out such a method or element of a method forms a means for carrying out the method or element of a method.
  • an element described herein of an apparatus embodiment is an example of a means for carrying out the function performed by the element for the purpose of carrying out the invention.
  • a device A connected to a device B should not be limited to devices or systems wherein an output of device A is directly connected to an input of device B. It means that there exists a path between an output of A and an input of B which may be a path including other devices or means.
  • Connected may mean that two or more elements are either in direct physical or electrical contact, or that two or more elements are not in direct contact with each other but yet still co-operate or interact with each other.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Control And Safety Of Cranes (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

La présente invention concerne un dispositif de levage comprenant une paire de trains d'entraînement reliée à un mécanisme de levage. Les trains d'entraînement sont tous deux connectés à un agencement de détection conçu pour détecter un mouvement asynchrone entre les trains d'entraînement, et actionner un frein à sécurité intégrée en cas de détection de mouvement asynchrone. La présente invention concerne en outre un agencement de détection destiné à être utilisé dans un tel appareil de levage.
PCT/AU2015/000306 2014-05-23 2015-05-22 Dispositif de levage électromagnétique permettant d'éliminer la possibilité de perte de contrôle d'une charge en raison d'un point de défaillance unique dans un train d'entraînement et son procédé de fonctionnement Ceased WO2015176119A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
NZ727770A NZ727770B2 (en) 2014-05-23 2015-05-22 An electromechanical hoist for eliminating the possibility of loss of control of a load following a single point failure in a drive train and a method of operation thereof
AU2015263842A AU2015263842B2 (en) 2014-05-23 2015-05-22 An electromechanical hoist for eliminating the possibility of loss of control of a load following a single point failure in a drive train and a method of operation thereof

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AU2014901944A AU2014901944A0 (en) 2014-05-23 An electromechanical hoist for eliminating the possibility of loss of control of a load following a single point failure in a drive train and a method of operation thereof
AU2014901944 2014-05-23

Publications (1)

Publication Number Publication Date
WO2015176119A1 true WO2015176119A1 (fr) 2015-11-26

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PCT/AU2015/000306 Ceased WO2015176119A1 (fr) 2014-05-23 2015-05-22 Dispositif de levage électromagnétique permettant d'éliminer la possibilité de perte de contrôle d'une charge en raison d'un point de défaillance unique dans un train d'entraînement et son procédé de fonctionnement

Country Status (2)

Country Link
AU (2) AU2015263842B2 (fr)
WO (1) WO2015176119A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110526149A (zh) * 2019-10-12 2019-12-03 郑州机械研究所有限公司 用于铸造起重机主起升的传动系的监测系统
US10882724B1 (en) 2020-08-10 2021-01-05 Wired Specialty Equipment, LLC Redundant multi-point chain hoist apparatus

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2293395A1 (fr) * 1974-12-05 1976-07-02 Demag Ag Dispositif de securite contre la descente en chute libre d'une charge suspendue a une grue
DE3933505A1 (de) * 1988-10-08 1990-04-12 Man Ghh Krantechnik Hubwerk
FR2741867A1 (fr) * 1995-12-04 1997-06-06 Ehrenleitner Franz Dispositif de levage de charges deplacable
WO2008151744A1 (fr) * 2007-06-11 2008-12-18 Sew-Eurodrive Gmbh & Co. Kg Agencement, module et procédé pour le fonctionnement sûr d'une installation

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10005075B4 (de) * 2000-02-04 2009-02-12 Bosch Rexroth Aktiengesellschaft Anordnung von mehreren elektrisch angetriebenen Winden

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2293395A1 (fr) * 1974-12-05 1976-07-02 Demag Ag Dispositif de securite contre la descente en chute libre d'une charge suspendue a une grue
DE3933505A1 (de) * 1988-10-08 1990-04-12 Man Ghh Krantechnik Hubwerk
FR2741867A1 (fr) * 1995-12-04 1997-06-06 Ehrenleitner Franz Dispositif de levage de charges deplacable
WO2008151744A1 (fr) * 2007-06-11 2008-12-18 Sew-Eurodrive Gmbh & Co. Kg Agencement, module et procédé pour le fonctionnement sûr d'une installation

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110526149A (zh) * 2019-10-12 2019-12-03 郑州机械研究所有限公司 用于铸造起重机主起升的传动系的监测系统
US10882724B1 (en) 2020-08-10 2021-01-05 Wired Specialty Equipment, LLC Redundant multi-point chain hoist apparatus

Also Published As

Publication number Publication date
AU2015263842B2 (en) 2020-02-27
AU2015100680A4 (en) 2015-06-18
NZ727770A (en) 2021-11-26
AU2015263842A1 (en) 2017-01-12

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