Prof. Dr.-Ing.

Stefan Vöth - Hoists with safety brakes

Hoists with safety brakes

Prof. Dr.-Ing. Stefan Vöth
Cranes integrated in the logistic chain are vital elements to
ensure safety and economic efficiency of transport. So safety is a
Holding brake
essential factor for service of cranes in nuclear plants or
metallurgical plants. For service of ship-to-shore-cranes the
economic efficiency is an additional dominating aspect.
Motor
A main assembly of every crane is the hoist. Following is
shown, which internal forces occur in the components of a hoist

Aligning coupling
with safety brake and are to be considered while dimensioning.
In addition a concept for the design and the control of the
braking system is shown in order to reduce the internal forces in

Aligning coupling
hoist components of the rotational part of the drivetrain as
couplings and gearing.

Starting point Gearing

Due to instationary service hoists are dynamically

loaded structures. Especially for the case of
Rope drum
emergency-off of safety oriented hoists with a
safety brake on the rope drum disc high dynamic
internal forces occur in the drivetrain [1, 2, 3]. Thus
exists the risk of component failure, which can be
observed in practical applications. The failure of a
component, especially the hoist gearing, results in
consequences relating safety and availability and is Rope drive
to be prevented for many cases of service urgently.

Concerning hoists of cranes two approaches for

Load
planning and manufacture may be relevant. Serial
hoists are planned and built for greater number of
pieces. Hereby serial hoists as a system can be Picture 1: Hoist
planned and checked in detail before market
introduction. Open winches in most cases are a Brakes
system configured for a singular crane plant. They
cannot be planned as detailed as a serial hoist. In Safety oriented hoists comprise more than one
addition intensive experimental tests for example brake.
over planned lifespan are not possible. Thus a target
oriented approach in planning of open winches is of Analogous to a classical hoist structure a service
special relevance. brake is located on the axis of the fast running
motor shaft. As this brake in today’s electrically
Hoist structure braking systems is hardly used as a stopping brake,
this brake may also be named as holding brake.
Generally hoists consist of a drive train, to the ends
of which loads are applied: At one end the motor In safety oriented applications the load also must be
and the brake are located, at the other end the load suspended in case of rupture in the drive train.
is attached (picture 1). Relative transparent Therefore a safety brake is located on the board
relations concerning the dynamic behavior of the disc of the rope drum, which is at the load oriented
hoist in different service conditions result out of end of the rotating part of the drive train.
this.
As for the case of service a stronger or a divided
At safety oriented hoists as in ship-to-shore-cranes, braking action is to be implemented, an additional
in nuclear plant cranes and in cranes for brake may be installed on the axis of the fast
transporting molten metal this looks a little bit running motor shaft. This additional brake is not
different. To cover a rupture of the drive train an necessary for general braking or for holding of the
additional safety brake is located on the board disc load typically.
of the rope drum mostly. Thus a load can be applied
in the middle of the drive train [1]. In comparison After switching all brakes get into action after a
to the general hoist structure a modified dynamic certain dead time. The braking torque is increasing
behavior of the hoist in general and the elastic drive according to an exponential function. The final
train especially is the consequence. braking torque depends on the frictional conditions
within the brake.

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Prof. Dr.-Ing. Stefan Vöth - Hoists with safety brakes

Braking process Switching procedure

It is task of brakes in hoists, if required, to stop the The actions of motor and brakes during a braking
hoist within a certain time or without exceeding a procedure are not permanent. In fact a sequence of
certain further hoisting distance or lowering omitting and adding loads on the drive train occurs.
distance. Subsequent the hoist is to be hold in the Especially the case of emergency-off is considered
reached position in the first instance. here with following chronological scenario: After
activation of emergency-off and a dead time ∆tM the
During deceleration a braking torque must be motor torque is dropped out. Parallel the brakes get
delivered by the brake or the brakes, which consists into action. Takes the brake application more time
of three fractions typically: than the drop out of the motor torque, exist the dead
times for the service brake ∆tBB and the safety brake
Braking torque fraction out of static load
∆tSB (picture 3).
torque of suspended load including load
suspension device and load attachment
Hoisting
device,
t
Braking torque fraction out of braking Off
torque for the deceleration of the rotational Motor
masses, Lowering
Emergency Off Event
Braking torque fraction out of braking ∆tM ∆tBB
torque for the deceleration of the
translational masses.
On
Amount and direction of action of these three t
fractions comply with the considered load case, Off
which can be understood as the transition between Service brake
∆tSB
two service conditions. The service conditions
respectively the transitions between them can be On
visualized in the four-quadrant-diagram (picture 2). t
Especially can be distinguished: Off
Safety brake

Holding service (v=0),

Hoisting service and lowering service Picture 3: Chronological scenario for switching
(v≠0), processes following emergency-off
Acceleration and deceleration (a≠0),
Load condition, in extreme cases dead load Reference system
plus rated capacity and dead load.
For a closer look on the behavior a loss-free, partly
The load condition itself is not indicated in the redundant hoist with safety brakes is considered
four-quadrant-diagram. (picture 4).

a
Central element of the hoist is the gearing. The load
is suspended by a load attachment device and a
rope drive with 8/2 reeving. Both ropes are running
onto a drum each, which are coupled with the
gearing output shafts. On the board disc of each
x x rope drum a safety brake is located. The hoist is
driven by two motors which are connected to the
gearing input shafts. On the motor shafts axis a
v<0, a>0 v>0, a>0 service brake is located each.
Braked lowering Accelerated hoisting
The reference hoist is described by following data:
v
Motor speed n1=1500min-1
Hoisting speed vH=45m/min

x x Mass motor shaft θ1=20kgm2

Mass rope drum shaft θ2=500kgm2
Mass load attachment device mLAM=10t
v<0, a<0 v>0, a<0 Mass SWL mSWL=52t
Accelerated lowering Braked hoisting
Radius rope drum r=0.5m
Picture 2: Four-quadrant-diagram Gearing ratio iG=26.2

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Prof. Dr.-Ing. Stefan Vöth - Hoists with safety brakes

Rope drive ratio iS=4 hoist, which disposes of a fast acting safety brake
and a slow acting service brake. Emergency-off
Service brake torque MBB=5.8kNm means, that energy supply is cut off spontaneously
Dead time service brake ttotBB=0.4s and all components react accordingly. The motor
Safety brake torque MSB=130kNm torque is omitted and the brakes apply
Dead time safety brake ttotSB=0.1s mechanically.

Gearing stiffness c=4e4Nm/rad The special case of a blocked load in hoisting

Clearance drum coupling s=3° service (snag) is not considered here for a start [2].

Holding brake Holding brake Rigid body kinetics

Motor Motor According to a rigid body approach the acceleration

of the drivetrain α1 results as quotient of the sum of
Aligning coupling
Aligning coupling

accelerating torques ΣMred and the sum of rotational

masses Σθred, both values for example reduced to
Rope drum coupling

Rope drum coupling

Gearing the motor shaft:

α1 = ∑M red

Rope drum Rope drum ∑θ red

α1 Acceleration of drivetrain
∑Mred Sum of accelerating torques, reduced to
Safety brake
Safety brake

motor shaft
∑θred Sum of rotational masses, reduced to
Rope drive Rope drive motor shaft
Load The accelerating torques result from the motor
torque MM, the torque of the service brake MBB, the
Picture 4: Reference system torque of the safety brake MSB and the torque out of
the load ML. The rotational masses result from the
Load cases rotational masses of the drivetrain θ1 and θ2 as well
as from the translational masses of the load mLast
The hoist underlies in service different load cases, including the load suspension device and the load
described by following parameters: attachment device mLAM.
Concerning the direction of movement For the hoist represented as a rigid body model the
holding, hoisting and lowering can be behavior of load speed over time can be calculated.
distinguished. As a result for example the speed over time for
Concerning the variation of speed different mechanical braking scenario out of
constancy, acceleration and deceleration hoisting/lowering the dead load are gained
can be distinguished. (picture 5).
Concerning the load suspended at the rope
drive loads from dead load (load With the acceleration of the drive train α1, the
attachment device) to full load (load motor torque MM, the braking torque of the service
attachment device + safe working load) brake MBB and the rotational mass of the motor θ1
may occur. results for the relevant gearing input torque MG
(picture 6):
Concerning the internal forces are switching
processes of interest. In doing so changes between M G = M M − M BB − θ1α1
following service conditions can occur:
α1 Acceleration of drivetrain
Suspended load
θ1 Rotational mass of motor
Hoisting
MG Gearing torque
Lowering
MM Motor torque
Service-stop
MBB Braking torque service brake
Emergency-stop
Emergency-off

Following load cases are considered, which will

lead to high internal forces in the drivetrain by
trend. Considered is the case of emergency-off for a

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Prof. Dr.-Ing. Stefan Vöth - Hoists with safety brakes

As observed the deceleration of the hoist occurs

50 quickly. This is caused mainly due to the braking
Hoisting, Dead load by the high load. Thus the deceleration process is
40 finished as fast that the service brake (holding
Hoisting

brake) with greater dead time in general is not or

fairly not coming into action anymore. Firstly the

7,0s; 2633mm
30
torque for braking the motor mass is supplied by
20 the load and the safety brake and transferred to the
motor mass via the drive train.
10
Hoisting speed vH in m/min

267mm

296mm Assumed

466mm
∆tBB
Time t in s
0 359mm simultaneous action of the safety brake and
566mm
302mm

0,2 0,4 0,6 0,8 1,0 1,2 switch-off of the motor,

-10
braking torque build up according to the
∆tSB
character of a jump function,
-20 a delayed action of the service brake
(holding brake) in comparison to the safety
-30 brake and
a loss free drivetrain,
-40
Lowering, Dead load the maximum relative gearing input torque for
Lowering

-50 braking with the safety brake out of hoisting (+) or

lowering (-) reaches the level
-60
M G rel max = φ5 (MF(LF ± BFSB ) − LF ) + LF
-70
MG rel Gearing input torque relative to the
Picture 5: Speed characteristics for braking the static load torque out of maximum load
dead load out of hoisting/lowering MG rel max Maximum value of MG rel
MF Mass factor: rotational mass of motor
MG relative to total rotational mass of
drivetrain reduced to motor shaft
LF Load factor: lifting load relative to
lifting capacity
BFSB Braking factor safety brake: braking
torque safety brake relative to static load
θ1α1 torque out of full load
θ1 φ5 Dynamic factor for mass forces out of
ω1 drives according to BS EN 13001-2

Here the torque jump resulting out of the change of

MM service condition according to the rigid body model
MHB is assessed with the dynamic factor for drives φ5
corresponding EN 13001-2 [4]. For braking
maximum load out of hoisting results
Picture 6: Torques acting at the cut free motor shaft
M G rel max = φ 5 [MF (BFSB + 1) − 1] + 1
Elastic body kinetics

The rigid body approach does not consider Hence the quasi static gearing input torque is:
elasticity and clearance in the hoist system.
Accordingly it is of interest to investigate the M G rel = MF (BFSB + 1)
influence of these properties. Therefore the rigid
body model is expanded by adding the elasticity of That means: In the most unfavourable case (masses
the gearing and the clearance in the rope drum almost completely concentrated on the motor shaft
coupling. (MF=1), maximum load at load attachment device)
a maximum quasi static gearing input torque of
Braking during hoisting braking torque safety brake plus static load torque
can occur:
Examinations show the special relevance of the
load case emergency-off out of hoisting the M G rel = BFSB + 1
maximum load.

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Prof. Dr.-Ing. Stefan Vöth - Hoists with safety brakes

The dynamic peak torques (picture 7) can occur, as Braking during lowering
far as they are supported by the static load, braking
torque and inertia torque. Details regarding this are Analyses show that especially the load case of
to be determined by an elasto-kinetic analysis. It is emergency-off out of lowering the dead load is of
obvious for the considered load case that internal interest.
forces resulting in the drive train are a multiple of
the static holding torque. Emergency-off immediately initiates switch-off of
the motor and activation of the safety brake. For the
8 8,0

7,6
mentioned data a maximum relative gearing input
φ5=2,0,MF=1
7 7,1 torque of MG rel max=8.9 is calculated (picture 9).
That means the gearing torque is factor 8.9 higher
Maximum relative gearing torque MG rel max/Mst

6,3

6
φ5=1,5,MF=1
5,9
5,6 than the maximum static loading of the drive train.
5
0
4

32,8
3,0

2,6
2,5
Dynamic factor φ5=2,0, Mass factor MF=0…1

Rel. Gearing Torque MG rel/MSt

2,4
2,2
2 Dynamic factor φ5=1,5, Mass factor MF=0…1
Dynamic factor φ5=2,0, Mass factor MF=0,90…0,95
1
Dynamic factor φ5=1,5, Mass factor MF=0,90…0,95
0
-0,5
φ5=1,5,MF=0 -4
φ5=2,0,MF=0
-1,0
-1
1,0 1,5 2,0 2,5 3,0 3,5

Relative braking torque safety brake MSB/Mst

Picture 7: Maximum relative gearing torque

For a braking factor of the safety brake of BFSB=1.7 -8

Time t in s
results a relative peak gearing torque assessed
according to BS EN 13001-2 of MG rel max=2.5…4.2. 0.0 0.25 0.50 0.75 1.0
For BFSB=3.3 this value reaches a level of
MG rel max=3.9…7.2. That means the gearing torque Picture 9: Relative gearing torque according to
is about factor 7.2 higher than the maximum static elasto-kinetic hoist model
internal force in the drive train.
During lowering the hoist is driven by the load,
which is hold in steady state condition by the
A special illustration for φ5=1.0 (rigid body
motor. When the safety brake gets into action, the
approach) shows picture 8.
stoppage is executed very fast for this case as well.
5 On one hand this is caused by the low load level,
4,5
dead load. Assuming clearances in the drive train
Rel. gearing torque MG rel/Mst

4,1
4 (in gearing and/or couplings) it is expected
MF=1
3
furthermore, that a flank change will occur. During
MF=0,9 2,3
this the motor side masses and the braked load side
are uncoupled. Respectively the motor side masses
2,0
2
1,8
MF=0,5
1
1,0 need not to be decelerated.

0 At an appropriate constellation the load side will

1,0 1,5 2,0 2,5 3,0 3,5 stand still before running through the clearance is
Relative braking torque safety brake MSB/Mst finished. In this case after running through the
clearance a shock will occur. The motor side
Picture 8: Relative gearing torque pitches on the standing load side. Toothed wheels
and bearings in the gearing are loaded significantly
With the rigid body model (without consideration by this shock. A special shock load may occur to
of a dynamic factor) the maximum relative gearing the bearings of helical gearings. In this case the
input torque, that is the gearing input torque relative shock is led in axial direction of the shafts and with
to the static gearing input torque out of maximum it on the roller bearing acting as fixed bearing.
load, can be calculated. For the typical hoist design
here it reaches a level of MG rel max=2.6, for special Gearing loading
designs it may reach a level of MG rel max=4.4. That
means the gearing torque is factor 4.4 higher than From the calculations maximum internal gearing
the maximum static loading of the drive train. torques much higher than according to static or
rigid body approaches can be derived. Especially in
the gearing such shock-like internal loads appear
after running through clearances in relation with

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Prof. Dr.-Ing. Stefan Vöth - Hoists with safety brakes

Hertzian contacts (toothing, roller bearings). To Hoisting

ensure safety such maximum internal loads must be t
covered statically. To ensure durability such Off
Motor
maximum internal loads should not lead to Lowering
pre-damages, which would lead to fatigue under Emergency Off Event
further service loading. ∆tM

„Intelligent“ braking
On

In zones of maximal exploitation of the strength t

Off
pre-damages of the material must be prevented. Service brake
Shall the gearing not be dimensioned too large, the
appearing internal forces are to be restricted. For
On
the given hoist structure approaches to reduce the
t
maximum values and amplitudes of the internal Off
forces are demanded. Safety brake

As measure to reduce peak values and amplitudes Picture 10: New chronological scenario for
of the internal loads is considered: switching processes following
emergency-off
Synchronous and balanced action of all
brakes participating in the braking process, Remains the question with which amount of torque
here the service brake and the safety brake. the safety brake and the service brake should act.
Favourable would be braking in a way that the
Main reason for high internal forces in the drive quasi static internal torque before braking is still
train during a safety braking process is following present during braking. Hereby at the beginning of
situation: The maximum of the kinetic energy to be braking a jump in the internal torque during
reduced is concentrated in the masses on the axis of transition from “hoisting/lowering” to “decelerated
the fast running motor shaft: masses of motor, hoisting/lowering” is prevented. Likewise at the
coupling and braking drum/braking disc. Braked end of braking a jump in the internal torque during
will be at first at the board disc of the rope drum transition from “Decelerated hoisting/lowering” to
and by the load. So the brake torque is not induced “holding” is prevented. Assuming these
at the location of demand. A significant part of the requirements given for the structure of the reference
brake torque must be led from the location of hoist following braking factors for the safety brake
induction to the fast rotating masses. To prevent and the service brake for the braking out of hoisting
this torque put through the gearing it makes sense, (-) or lowering (+) are calculated:
to bring the service brake into action synchronous
to the safety brake.  *
θ ges ∆ω 
BFBB = m  LF + MF *
 
This leads to a direct participation of the service  M st ∆ t 

brake in the braking process. This ideally results in

*
a switching scenario with dead times of the service θ ges ∆ω
BF SB = m (1 − MF ) *
brake and the safety brake of ∆tBB=∆tSB=0s. M st ∆t
Requirement is a holding of the motor torque until
both brakes get into action (picture 10). BFBB Braking factor service brake: braking
torque service brake relative to static
load torque out of full load
BFSB Braking factor safety brake: braking
torque safety brake relative to static load
torque out of full load
LF Load factor: lifting load relative to
lifting capacity
MF Mass factor: rotational mass of motor
relative to total rotational mass of
drivetrain reduced to motor shaft
θges* Total rotational mass of drivetrain
reduced to motor shaft
Mst* Static load torque out of load capacity
reduced to motor shaft
∆ω Difference of motor shaft Angular
frequency
∆t Braking time

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Prof. Dr.-Ing. Stefan Vöth - Hoists with safety brakes

2,5
BFBB+BFSB
Hoist with balanced braking: Conclusions
Brake factors braking out of hoisting
Brake factors service brake BFBB and safety brake BFSB

BFBB
BFSB For the higher internal loads occurring especially
2,0
due to emergency-off [3] the hoist may be not
dimensioned reasonably and efficiently. Assuming
a corresponding hoist concept this also applies for
1,5
emergency-stop, a load case occurring more often.
Accordingly measures have to be considered in
1,0
order to reduce internal loads induced to the drive
train. The internal loads in the drivetrain are
reduced especially by “intelligent braking”. Ideally
0,5 the braking process is designed in a way, that
during braking in the drivetrain between motor and
safety brake the torque during static hoisting is
0 present also. Hereby the maximum values as well
0 10 20 30 40 50
Load in t as the amplitudes of the internal forces are reduced
significantly. Suitable measures to be applied are:
Picture 11: Braking factors for braking out of
hoisting Reduction of clearances and increase of system
elasticity: As result shocks can be reduced and
For the reference hoist the brake factors and their absorbed, as well as internal loads are reduced in
sums are calculated as shown for braking out of connection with system damping.
hoisting (picture 11) and out of lowering (picture
12). Minimisation of dynamic effects: Following BS
EN 13001-2 [3] this may be realized by little
For braking out of hoisting the safety brake has to clearance and a gradual implementation of the
be applied to a little account only (BFSB=5%-12%). braking torque.
The service brake has to deliver a significant torque
under partial load. With increasing loads up to full Reduction of mass factor MF: By a small share of
load the braking torque of the service brake is the motor mass in relation to the total mass of the
decreasing continuously (BFBB=92%-8%). drivetrain the torque put through the gearing is
reduced.
2,5
Hoist with balanced braking:
BFBB+BFSB
Brake factors braking out of lowering Minimisation of brake factor BFSB: A small
Brake factors service brake BFBB and safety brake BFSB

BFBB
BFSB braking torque of the safety brake generally leads to
2,0 less braking action and reduced internal forces.

Braking action synchronous to motor switch-off:

1,5
Is he motor moment decreasing before braking
action takes place, the drivetrain is relieved slightly.
The resulting internal forces can be prevented by
1,0
synchronity of the events.

Synchronized application of safety brake and

0,5
service brake: In order to prevent torques put
through the drive train a synchronized application
0
of both brakes is inevitable. As a result the collision
0 10 20 30 40 50 of the non-braked massive drive side mass (motor)
Load in t
and the braked load side mass (rope drum) is
Picture 12: Braking factors for braking out of prevented. Corresponding shocks in assemblies
lowering with clearances as gearing and rope drum coupling
are reduced. In typical hoist structures the dead
For braking out of lowering the safety brake has to time of the safety brake is significantly lower than
deliver only a small torque (BFSB=5%-12%). The that of the service brake. An expandation of dead
service brake has to deliver a significant torque time of the safety brake in most cases cannot be
under partial load. With increasing loads up to full accepted. Accordingly a suitable approach is to
load the braking torque of the service brake is shorten the dead time of the service brake [4].
increasing continuously (BFBB=124%-208%).
Balanced braking torque of safety brake and
service brake: For adjusting the torques in the
drive train defined braking torques at safety brake
and service brake are required. Advisable is the

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Prof. Dr.-Ing. Stefan Vöth - Hoists with safety brakes

balancing of both braking torques according to the Low motor mass.

energies to be dissipated at the locations of brakes. Low braking torque at safety brake.
These braking torques depend on the service
condition and the suspended load. Brakes with Further measures should be taken into
controllable torques are applied ideally. For cranes consideration.
they are not state of the art today. Instead of the
step less adjustment of torques a stepped It is proposed to evolve the braking systems of
adjustment of braking torques may be considered. hoists to “intelligent braking systems”, which are
This is realized by a parallel arrangement of several able to anticipate the service condition.
smaller brakes at one braking location. Hereby an
approximation of the ideal condition is achieved. Structural and control elements of such a braking
system are:
Summary
Braking action synchronous to motor
In the logistics chain integrated crane plants are switch off,
essential elements to ensure safety and economic synchronous action of safety brake and
efficiency of the transport. An essential assembly of service brake and
every crane is the hoist. Under appreciation of Balanced action of safety brake and
dynamic processes it can be calculated, that in case service brake.
of emergency-off significant torque peaks in
gearings of hoists can occur. Here relative torques Literature
of about MG rel max=890% were determined. Those
[1] RWTÜV Schriftenreihe, Heft 8, Krane,
peaks are not covered by a rigid body analysis and
Bemessung und Sicherheit, 1981
subsequent also not by a dimensioning according to
[2] Vöth: Safety Systems for Container Cranes,
BS EN 13001-2 [4] basing on such a rigid body
17th ITI Symposium, Dresden, 2014
analysis.
[3] Schmeink: Dynamische Beanspruchung von
The hoist has to cope with those service situations, Hubwerksgetrieben, Tagungsband 22.
especially in zones of Hertzian contacts as toothing Internationale Kranfachtagung, Magdeburg,
and roller bearings of gearings. Therefore for 2014
critical systems beside the classical measures to [4] EN 13001-2: Crane safety, General design,
reduce internal loads as Part 2: Load actions
[5] Römer: Difference between dynamic and
Increase of elasticity and damping in the static coefficient of friction, Port Technology
drivetrain. International, 56. Edition, Winter 2012,
Reduction of clearances, especially in P. 49-51
drum coupling and gearing.

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