CN113353833A - Safety braking system for preventing dynamic compaction machine from holding brake during hammer releasing - Google Patents

Safety braking system for preventing dynamic compaction machine from holding brake during hammer releasing Download PDF

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Publication number
CN113353833A
CN113353833A CN202110560797.0A CN202110560797A CN113353833A CN 113353833 A CN113353833 A CN 113353833A CN 202110560797 A CN202110560797 A CN 202110560797A CN 113353833 A CN113353833 A CN 113353833A
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China
Prior art keywords
port
valve
control valve
communicated
brake
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Application number
CN202110560797.0A
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Chinese (zh)
Inventor
张俊强
贺勃
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Hunan Bobang Heavy Industry Co ltd
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Hunan Bobang Heavy Industry Co ltd
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Priority to CN202110560797.0A priority Critical patent/CN113353833A/en
Publication of CN113353833A publication Critical patent/CN113353833A/en
Pending legal-status Critical Current

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    • 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
    • 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
    • B66D5/06—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes with radial effect
    • B66D5/08—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes with radial effect embodying blocks or shoes
    • 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
    • B66D5/12—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes with axial effect
    • B66D5/14—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes with axial effect embodying discs
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02D—FOUNDATIONS; EXCAVATIONS; EMBANKMENTS; UNDERGROUND OR UNDERWATER STRUCTURES
    • E02D3/00—Improving or preserving soil or rock, e.g. preserving permafrost soil
    • E02D3/02—Improving by compacting
    • E02D3/046—Improving by compacting by tamping or vibrating, e.g. with auxiliary watering of the soil
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D2700/00—Capstans, winches or hoists
    • B66D2700/03—Mechanisms with latches or braking devices in general for capstans, hoists or similar devices as well as braking devices actuated electrically or by fluid under pressure
    • B66D2700/035—Fluid operated braking devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D2700/00—Capstans, winches or hoists
    • B66D2700/05—Brakes with mechanisms with latches for hoists or similar devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D2700/00—Capstans, winches or hoists
    • B66D2700/07—Brakes with axial thrust for winches, hoists or similar devices

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Environmental & Geological Engineering (AREA)
  • General Life Sciences & Earth Sciences (AREA)
  • Structural Engineering (AREA)
  • Agronomy & Crop Science (AREA)
  • Soil Sciences (AREA)
  • Geology (AREA)
  • Mining & Mineral Resources (AREA)
  • Paleontology (AREA)
  • Civil Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fluid-Pressure Circuits (AREA)

Abstract

The invention discloses a safety braking system for preventing a dynamic compactor from holding a brake when a hammer is released, wherein a brake drum is arranged on a winch, and a holding brake mechanism is arranged on the brake drum and comprises a holding brake oil cylinder; the control oil circuit of the brake cylinder is provided with an electromagnetic valve, the electromagnetic valve is used for controlling the on-off of the oil inlet and return oil circuit of the brake cylinder, the electromagnetic valve is connected with the controller, when the dynamic compactor is in a state that the rammer quickly falls, the controller controls the electromagnetic valve to lock the oil inlet and return oil circuit of the brake cylinder, and the brake mechanism is in an unbraked state. The invention avoids the safety accident caused by the brake state of the brake mechanism due to misoperation or system failure when the dynamic compactor is in the state of quick falling of the rammer, and improves the stability and safety of the dynamic compactor.

Description

Safety braking system for preventing dynamic compaction machine from holding brake during hammer releasing
Technical Field
The invention relates to the field of machinery, in particular to a safety braking system for preventing a dynamic compaction machine from holding a brake when a hammer is released.
Background
The dynamic compactor uses a winch to repeatedly and vertically lift a rammer, and uses high impact generated by the high fall of the rammer to tamp the foundation. The tamping energy of the dynamic compactor is the height of the falling distance x the weight of the rammer, for example: the weight of the rammer is 30T, the drop height is 15m, and the ramming energy is 30 multiplied by 15 to 450KN. The drop height refers to the free drop height of the ram. The working mode of the dynamic compactor comprises a unhooking mode and a non-unhooking mode, wherein the unhooking mode refers to the mode that a unhooking device is connected to a hoisting steel wire rope of the dynamic compactor, the unhooking device hooks a rammer to the height of a falling distance (namely a ramming state), the unhooking device releases the rammer (namely a ramming state), the rammer falls freely, and the unhooking device does not fall along with the rammer. The unhooking mode is that a hoisting steel wire rope of the dynamic compactor is directly connected with a rammer, after the rammer is lifted to a falling distance height (namely, in a rammer lifting state), a brake mechanism and a clutch mechanism of the winch are loosened, the rammer falls freely (namely, in a rammer releasing state), and the winch rotates reversely under the pulling force of the rammer. Because the unhooking mode is ramming the in-process at every turn, all need transfer jack-up wire rope and detacher and rammer couple the action, cause the work efficiency of unhooking mode very low, non-unhooking mode is ramming the in-process at every turn, need not transfer jack-up wire rope and couple the action, consequently, the work efficiency of non-unhooking mode is higher than the work efficiency of unhooking mode far away.
In the existing dynamic compactor equipment, under a non-unhooking mode, a rammer falls freely (namely in a rammer releasing state), a winch reverses at a high speed under the pulling force of the rammer, the rammer falls quickly, a pilot control valve is in a neutral position or a system fault due to misoperation of an operator, a brake mechanism is closed, the brake force of the brake mechanism is large, the inertia potential energy of the rammer acts on a dynamic compactor arm frame and the winch through a steel wire rope, and the structure of the dynamic compactor is damaged due to huge impact, so that safety accidents are caused.
Disclosure of Invention
In view of the above, the invention provides a safety braking system for preventing a dynamic compactor from being braked when a hammer is released, so that safety accidents caused by the fact that a braking mechanism is in a braking state due to misoperation or system faults and the like when the dynamic compactor falls down quickly are avoided, and the stability and the safety of the dynamic compactor are improved.
On one hand, the invention provides a safety braking system for preventing the brake from being held when the hammer of the dynamic compactor is released, wherein a brake drum is arranged on a winch, and a brake mechanism is arranged on the brake drum and comprises a brake cylinder; the control oil circuit of the brake cylinder is provided with an electromagnetic valve, the electromagnetic valve is used for controlling the on-off of the oil inlet and return oil circuit of the brake cylinder, the electromagnetic valve is connected with the controller, and when the dynamic compactor is in a state that the rammer quickly falls, the controller controls the electromagnetic valve to lock the oil inlet and return oil circuit of the brake cylinder.
Furthermore, a rotation speed sensor is mounted on the winch and connected with the controller, and when the reverse rotation speed of the winch exceeds a preset value, the controller controls the electromagnetic valve according to signals of the rotation speed sensor to lock the oil inlet and return paths of the brake cylinder; when the reverse rotation speed of the winch does not exceed the preset value, the controller controls the electromagnetic valve according to the signal of the rotation speed sensor to enable the oil inlet and return paths of the brake cylinder to be communicated.
The hydraulic control system further comprises a first hydraulic control valve, a second hydraulic control valve, a pilot control valve, a hydraulic accumulator, a first shuttle valve and a second shuttle valve; a clutch mechanism is arranged on the brake drum and comprises a clutch oil cylinder;
the port B of the first hydraulic control valve is communicated with the clutch oil cylinder, the port B of the second hydraulic control valve is communicated with a rodless cavity of the brake oil cylinder, a rod cavity of the brake oil cylinder is communicated with the hydraulic energy accumulator through an electromagnetic valve, and the port P of the first hydraulic control valve and the port P of the second hydraulic control valve are communicated with the hydraulic energy accumulator through the electromagnetic valve; an O port of the first hydraulic control valve and an O port of the second hydraulic control valve are oil return ports; the port A of the first hydraulic control valve and the port A of the second hydraulic control valve are plugging ports;
in a normal state, the electromagnetic valve is in a lower position, and the electromagnetic valve enables the hydraulic accumulator to be communicated with the rod cavity of the brake cylinder, the port P of the first hydraulic control valve and the port P of the second hydraulic control valve; when the electromagnetic valve is positioned at an upper position, the electromagnetic valve enables the hydraulic energy accumulator to be disconnected from a rod cavity of the brake cylinder, a port P of the first hydraulic control valve and a port P of the second hydraulic control valve;
in a normal state, the first hydraulic control valve is positioned at a left position, a port P of the first hydraulic control valve is communicated with a port A of the first hydraulic control valve, and a port O of the first hydraulic control valve is communicated with a port B of the first hydraulic control valve; when the first hydraulic control valve is positioned at the right position, the port P of the first hydraulic control valve is communicated with the port B of the first hydraulic control valve, and the port O of the first hydraulic control valve is communicated with the port A of the first hydraulic control valve;
in a normal state, the second hydraulic control valve is positioned at a left position, a port P of the second hydraulic control valve is communicated with a port A of the second hydraulic control valve, and a port O of the second hydraulic control valve is communicated with a port B of the second hydraulic control valve; when the second hydraulic control valve is positioned at the right position, the port P of the second hydraulic control valve is communicated with the port B of the second hydraulic control valve, and the port O of the second hydraulic control valve is communicated with the port A of the second hydraulic control valve.
A control port of the second hydraulic control valve is communicated with an output port of the first shuttle valve, a control port of the first hydraulic control valve is communicated with a first input port of the first shuttle valve, a second input port of the first shuttle valve is communicated with an output port of the second shuttle valve, a first input port of the second shuttle valve is communicated with a port B of the pilot control valve, and a control port of the first hydraulic control valve is communicated with a port A of the pilot control valve;
the pilot control valve is a three-position four-way valve, the middle position of the pilot control valve is a Y position function, when the pilot control valve is positioned at the left position, a P port of the pilot control valve is communicated with an A port of the pilot control valve, and an O port of the pilot control valve is communicated with a B port of the pilot control valve; when the pilot control valve is positioned at the right position, the port P of the pilot control valve is communicated with the port B of the pilot control valve, and the port O of the pilot control valve is communicated with the port A of the pilot control valve; the O port of the pilot control valve is an oil return port.
Further, the device comprises a first oil-gas valve, a second oil-gas valve, a first advance valve, a second advance valve, a third shuttle valve and an exhaust valve; a brake disc is arranged on the winch, and a secondary braking clamp is arranged on the brake disc;
the air inlet of the first oil-gas valve, the air inlet of the second oil-gas valve, the air inlet of the first advance valve and the air inlet of the second advance valve are communicated with a pilot control air source; the gas outlet of the first oil-gas valve is communicated with the control port of the first pilot valve, and the control port of the first oil-gas valve is communicated with the pilot oil way; the air outlet of the first pilot valve is communicated with the first air inlet of the third shuttle valve, the air outlet of the third shuttle valve is communicated with the air inlet of the exhaust valve, and the air outlet of the exhaust valve is communicated with the control port of the second pilot valve; the air outlet of the second oil-gas valve is communicated with the second air inlet of the third shuttle valve, and the control port of the second oil-gas valve is communicated with the control port of the second hydraulic control valve; an air outlet of the second advance valve is communicated with a control air passage of the second-stage brake clamp; and a control port of the first oil-gas valve is communicated with a P port of the pilot control valve.
Further, when the normality, the air inlet of the first advance valve is communicated with the air outlet, the air inlet of the second advance valve is communicated with the air outlet, the air inlet of the first oil-gas valve is disconnected with the air outlet, and the air inlet of the second oil-gas valve is disconnected with the air outlet.
Further, when a pilot oil way at the port P of the pilot control valve is not opened, the secondary brake clamp is not braked, and the brake mechanism is in a brake state; when a pilot oil way at the port P of the pilot control valve is opened and the pilot control valve is positioned at a middle position, the secondary braking clamp brakes in advance, and the brake mechanism is in a braking state; when a pilot oil way of a port P of the pilot control valve is opened and the pilot control valve is in a left position or a right position, the secondary braking clamp is released in advance, and the brake mechanism is in an unbraked state; when the reverse rotation speed of the winch exceeds a preset value and the pilot control valve is positioned at a middle position, the secondary braking clamp brakes in advance, the controller controls the electromagnetic valve to be positioned at an upper position to lock the oil inlet and return oil path of the brake cylinder, and the brake mechanism is positioned in an unbraked state; when the reverse rotation speed of the winch does not exceed the preset value and the pilot control valve is in the middle position, the secondary braking clamp brakes in advance, the electromagnetic valve is in the lower position, and the brake mechanism is in a braking state.
Compared with the prior art, the safety braking system for preventing the dynamic compaction machine from holding brake when the hammer is released has the beneficial effects that:
1. when the dynamic compactor is in a state that the rammer rapidly falls, namely the reverse rotation speed of the winch exceeds a preset value, the controller controls the electromagnetic valve to be disconnected to lock the oil inlet and return oil circuit of the brake cylinder, and the brake mechanism is in an unbraked state. The dynamic compaction machine brake mechanism has the advantages that when the dynamic compaction machine is in a state that the rammer falls down quickly, the brake mechanism is in a brake state due to misoperation or system faults and the like, safety accidents are avoided, and the stability and the safety of the dynamic compaction machine are improved.
2. When the pilot control valve is in the right position, the dynamic compactor is in the state that the rammer quickly falls, the pilot control valve is in the middle position due to misoperation at the moment, the secondary braking clamp clamps brake in advance, the controller controls the electromagnetic valve to be in the upper position, the electromagnetic valve is disconnected to lock the oil inlet and return oil passages of the locking braking oil cylinder, and the locking braking mechanism is in the non-braking state to reduce the falling speed of the rammer. When the dropping speed of the rammer is reduced, the controller controls the electromagnetic valve to be in the lower position, the electromagnetic valve enables the hydraulic accumulator to be communicated with the rod cavity of the brake cylinder, the port P of the first hydraulic control valve and the port P of the second hydraulic control valve, and the brake mechanism is in a braking state at the moment. Therefore, when the dynamic compactor is in the state that the rammer falls down quickly, the falling speed of the rammer can be controlled in a slow speed reduction mode, and the situation that the structure of the dynamic compactor is damaged due to huge impact and safety accidents are caused is avoided.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is a schematic structural diagram of a safety braking system for preventing a dynamic compactor from contracting a brake when a hammer is released;
fig. 2 is a schematic diagram of a hoisting structure according to the present invention.
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict. The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
As shown in fig. 2, a brake disc 2 and a brake drum 3 are mounted on the left and right sides of the hoist 1, a primary brake caliper 10 and a secondary brake caliper 9 are mounted on the brake disc 2, and an internal brake mechanism 8 and a clutch mechanism 7 are mounted on the brake drum 3. The clutch mechanism 7 is used for engagement and disengagement of the drum and the large gear 5 of the hoist 1. A hydraulic rotary joint 6 for supplying oil to the clutch cylinder 70 is mounted on the rotating shaft of the hoist 1. The left side and the right side of the winch are provided with the brake drum 3 and the brake disc 2, the advantages of drum braking and disc braking are fully utilized, and the braking efficiency is improved and the braking effect is good.
As shown in fig. 1, the invention provides a safety braking system for preventing the dynamic compactor from holding brake when the hammer is released,
comprises a first hydraulic control valve 14, a second hydraulic control valve 15, a pilot control valve 18, a hydraulic accumulator 13, a first shuttle valve 16, a second shuttle valve 17 and an electromagnetic valve 23; the brake mechanism 8 comprises a brake cylinder 80, and the clutch mechanism 8 comprises a clutch cylinder 70;
the port B of the first hydraulic control valve 14 is communicated with the clutch oil cylinder 70, the port B of the second hydraulic control valve 15 is communicated with the rodless cavity of the band-type brake oil cylinder 80, the rod cavity of the band-type brake oil cylinder 80 is communicated with the hydraulic energy accumulator 13 through the electromagnetic valve 23, and the port P of the first hydraulic control valve 14 and the port P of the second hydraulic control valve 15 are communicated with the hydraulic energy accumulator 13 through the electromagnetic valve 23; the O port of the first hydraulic control valve 14 and the O port of the second hydraulic control valve 15 are oil return ports; the port a of the first hydraulic control valve 14 and the port a of the second hydraulic control valve 15 are plugging ports;
in a normal state, the electromagnetic valve 23 is in a lower position, and the electromagnetic valve 23 enables the hydraulic accumulator 13 to be communicated with the rod cavity of the brake cylinder 80, the port P of the first hydraulic control valve 14 and the port P of the second hydraulic control valve 15; when the electromagnetic valve 23 is in the upper position, the electromagnetic valve 23 disconnects the hydraulic accumulator 13 from the rod chamber of the band brake cylinder 80, the port P of the first hydraulic control valve 14, and the port P of the second hydraulic control valve 15. Therefore, the electromagnetic valve 23 is used for controlling the on-off of the oil inlet and return oil paths of the brake cylinder 80, when the electromagnetic valve 23 is in the lower position, the oil inlet and return oil paths of the brake cylinder 80 are communicated, and the brake cylinder 80 can stretch and contract by controlling the second hydraulic control valve 15. When the electromagnetic valve 23 is in an upper position, the oil inlet and return oil path of the brake cylinder 80 is locked, and the second hydraulic control valve 15 is controlled to prevent the brake cylinder 80 from stretching.
In a normal state, the first hydraulic control valve 14 is located at the left position, the port P of the first hydraulic control valve 14 communicates with the port a of the first hydraulic control valve 14, and the port O of the first hydraulic control valve 14 communicates with the port B of the first hydraulic control valve 14; when the first hydraulic control valve 14 is positioned at the right position, the port P of the first hydraulic control valve 14 communicates with the port B of the first hydraulic control valve 14, and the port O of the first hydraulic control valve 14 communicates with the port a of the first hydraulic control valve 14;
in a normal state, the second hydraulic control valve 15 is located at a left position, a port P of the second hydraulic control valve 15 is communicated with a port a of the second hydraulic control valve 15, and a port O of the second hydraulic control valve 15 is communicated with a port B of the second hydraulic control valve 15; when the second hydraulic control valve 15 is positioned at the right position, the port P of the second hydraulic control valve 15 communicates with the port B of the second hydraulic control valve 15, and the port O of the second hydraulic control valve 15 communicates with the port a of the second hydraulic control valve 15.
A control port of the second hydraulic control valve 15 is communicated with an output port of the first shuttle valve 16, a control port of the first hydraulic control valve 14 is communicated with a first input port of the first shuttle valve 16, a second input port of the first shuttle valve 16 is communicated with an output port of the second shuttle valve 17, a first input port of the second shuttle valve 17 is communicated with a port B of the pilot control valve 18, and a control port of the first hydraulic control valve 14 is communicated with a port A of the pilot control valve 18;
the pilot control valve 18 is a three-position four-way valve, the middle position of the pilot control valve 18 is a Y position function, when the pilot control valve 18 is positioned at the left position, a P port of the pilot control valve 18 is communicated with a port A of the pilot control valve 18, and an O port of the pilot control valve 18 is communicated with a port B of the pilot control valve 18; when the pilot control valve 18 is positioned at the right position, the port P of the pilot control valve 18 communicates with the port B of the pilot control valve 18, and the port O of the pilot control valve 18 communicates with the port a of the pilot control valve 18; the O port of the pilot control valve 18 is an oil return port.
When the pilot control valve 18 is in the left position, the clutch mechanism 8 is closed, and the brake mechanism 8 is opened (i.e. in a non-braking state), so that the rammer is lifted. When the pilot control valve 18 is in the right position, the clutch mechanism 8 is separated, the brake mechanism 8 is opened (i.e. in a non-braking state), and the free falling body lowering action of the rammer is realized. When the pilot control valve 18 is in the middle position, the clutch mechanism 8 is separated, the brake mechanism 8 is closed (i.e. in a braking state), and the air start-stop action is realized, and the clutch oil cylinder 70 and the brake oil cylinder 80 control the hydraulic oil path to have ingenious structure and good stability and safety.
The air inlet of the first oil-gas valve 21, the air inlet of the second oil-gas valve 11, the air inlet of the first pilot valve 22 and the air inlet of the second pilot valve 20 are communicated with a pilot control air source; the air outlet of the first oil-gas valve 21 is communicated with the control port of the first advance valve 22, and the control port of the first oil-gas valve 21 is communicated with the pilot oil way; an air outlet of the first pilot valve 22 is communicated with a first air inlet of the third shuttle valve 12, an air outlet of the third shuttle valve 12 is communicated with an air inlet of an exhaust valve 19, and an air outlet of the exhaust valve 19 is communicated with a control port of the second pilot valve 20; an air outlet of the second oil-gas valve 11 is communicated with a second air inlet of the third shuttle valve 12, and a control port of the second oil-gas valve 11 is communicated with a pilot oil way leading to the control band brake mechanism; the air outlet of the second advance valve 20 is communicated with a control air passage of the secondary brake clamp 9. The control port of the first oil-gas valve 21 is communicated with the port P of the pilot control valve 18; the control port of the second oil-gas valve 11 is communicated with the control port of the second hydraulic control valve 15. In a normal state, the air inlet of the first advance valve 22 is communicated with the air outlet, the air inlet of the second advance valve 20 is communicated with the air outlet, the air inlet of the first oil-gas valve 21 is disconnected with the air outlet, and the air inlet of the second oil-gas valve 11 is disconnected with the air outlet.
The working process of the safety braking system for preventing the dynamic compaction machine from holding the brake when the hammer is released is as follows,
when the pilot oil way with the port P of the pilot control valve 18 is not opened, the first oil-gas valve 21 is disconnected, the first advance valve 22 is communicated, the second advance valve 20 is disconnected, the pilot control air source enables the second advance valve 20 to be disconnected through the first advance valve 22, the third shuttle valve 12 and the exhaust valve 19, the two-stage brake caliper 9 is released in advance and is in an unbraked state, and the brake mechanism 8 is closed (namely in a braking state).
When the pilot oil way of the port P of the pilot control valve 18 is opened and the pilot control valve 18 is in the middle position, the pilot oil enters the control port of the first oil-gas valve 21 to communicate the first oil-gas valve 21, the pilot control gas valve enters the control port of the first advance valve 22 through the first oil-gas valve 21 to disconnect the first advance valve 22, the second advance valve 20 is communicated at the moment, the pilot control gas source controls the second-stage brake caliper 9 to brake in advance through the second advance valve 20, the second-stage brake caliper 9 is in the braking state at the moment, and the brake mechanism 8 is closed (namely the braking state) at the moment.
When the pilot control valve 18 is positioned at the left position, the port P of the pilot control valve 18 communicates with the port a of the pilot control valve 18, and the port O of the pilot control valve 18 communicates with the port B of the pilot control valve 18; the pilot oil enters a control port of the second hydraulic control valve 15 and a control port of the first hydraulic control valve 14, so that the second hydraulic control valve 15 and the first hydraulic control valve 14 are positioned at the right position, the clutch mechanism 8 is closed, and the brake mechanism 8 is opened (i.e. in a non-braking state), thereby realizing the rising action of the hammer. At this time, the two-stage brake caliper 9 needs to be released in advance, pilot oil enters the second advance valve 11 to enable the second oil-gas valve 11 to be communicated, a pilot control air source enables the second advance valve 20 to be disconnected through the second advance valve 11, the third shuttle valve 12 and the exhaust valve 19, the two-stage brake caliper 9 is released in advance and is in a non-braking state, and the band-type brake mechanism 8 is released (namely in a non-braking state).
When the pilot control valve 18 is in the right position, the clutch mechanism 8 is separated, the brake mechanism 8 is opened (i.e. in a non-braking state), and the free falling body lowering action of the hammer is realized. A port P of the pilot control valve 18 is communicated with a port B of the pilot control valve 18, and a port O of the pilot control valve 18 is communicated with a port a of the pilot control valve 18; the pilot oil enters a control port of the second hydraulic control valve 15 to enable the second hydraulic control valve 15 to be in a right position, the band-type brake mechanism 8 is opened (namely in a non-braking state), the secondary brake caliper 9 needs to be released in advance at the moment, the pilot oil enters the second pilot valve 11 to enable the second oil-gas valve 11 to be communicated, the pilot control air source enables the second pilot valve 20 to be disconnected through the second pilot valve 11, the third shuttle valve 12 and the exhaust valve 19, the secondary brake caliper 9 is released in advance and is in a non-braking state, and the band-type brake mechanism 8 is released (namely in a non-braking state) at the moment.
When the pilot control valve 18 is in the right position, the dynamic compactor is in the state that the rammer rapidly falls, namely the reverse rotation speed of the winch 1 exceeds a preset value, at the moment, the pilot control valve 18 is in the middle position due to misoperation, the secondary braking clamp 9 brakes in advance, the controller controls the electromagnetic valve 23 to be in the upper position according to a reverse rotation speed signal of the winch 1 of the rotating speed sensor, the electromagnetic valve 23 is disconnected, so that the oil inlet and return oil path of the locking braking oil cylinder 80 is locked, the locking braking mechanism is in the non-braking state, and the rammer falls and decelerates due to the braking force of the secondary braking clamp 9. When the dropping speed of the rammer is reduced, the electromagnetic valve 23 is controlled by the reverse rotation speed signal of the winch 1 of the controller rotation speed sensor to be in the lower position, the electromagnetic valve 23 enables the hydraulic accumulator to be communicated with the rod cavity of the brake cylinder, the port P of the first hydraulic control valve and the port P of the second hydraulic control valve, the brake cylinder 80 is communicated with the oil inlet and return oil way, and the brake mechanism is in a brake state at the moment. Therefore, when the dynamic compactor is in the state that the rammer falls down quickly, the falling speed of the rammer can be controlled in a slow speed reduction mode, and the situation that the structure of the dynamic compactor is damaged due to huge impact and safety accidents are caused is avoided.
The techniques not described above are common general knowledge of the skilled person. The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.

Claims (6)

1. A safety braking system for preventing a dynamic compactor from being braked when a hammer is released is characterized in that a winch (1) is provided with a brake drum (3), the brake drum (3) is provided with a brake mechanism (8), and the brake mechanism (8) comprises a brake cylinder (80); the dynamic compaction machine is characterized in that an electromagnetic valve (23) is arranged in a control oil path of the brake cylinder (80), the electromagnetic valve (23) is used for controlling the on-off of an oil inlet and return oil path of the brake cylinder (80), the electromagnetic valve (23) is connected with a controller, and when the dynamic compaction machine is in the state that a rammer quickly falls down, the controller controls the electromagnetic valve (23) to lock the oil inlet and return oil path of the brake cylinder (80).
2. The safety braking system for preventing the locking brake when the dynamic compactor discharges the hammer according to claim 1, wherein a rotation speed sensor is installed on the winch (1), the rotation speed sensor is connected with a controller, and when the reverse rotation speed of the winch (1) exceeds a preset value, the controller controls an electromagnetic valve (23) according to a signal of the rotation speed sensor to lock an oil inlet and return path of a locking brake oil cylinder (80); when the reverse rotation speed of the winch (1) does not exceed a preset value, the controller controls the electromagnetic valve (23) according to signals of the rotating speed sensor to enable the oil inlet and return paths of the brake cylinder (80) to be communicated.
3. The safety braking system for preventing the dynamic compactor from contracting brake when the hammer is off is characterized by comprising a first hydraulic control valve (14), a second hydraulic control valve (15), a pilot control valve (18), a hydraulic accumulator (13), a first shuttle valve (16) and a second shuttle valve (17); a clutch mechanism (7) is arranged on the brake drum (3), and the clutch mechanism (7) comprises a clutch oil cylinder (70);
the port B of the first hydraulic control valve (14) is communicated with the clutch oil cylinder (70), the port B of the second hydraulic control valve (15) is communicated with a rodless cavity of the band-type brake oil cylinder (80), a rod cavity of the band-type brake oil cylinder (80) is communicated with the hydraulic energy accumulator (13) through an electromagnetic valve (23), and the port P of the first hydraulic control valve (14) and the port P of the second hydraulic control valve (15) are communicated with the hydraulic energy accumulator (13) through the electromagnetic valve (23); an O port of the first hydraulic control valve (14) and an O port of the second hydraulic control valve (15) are oil return ports; the port A of the first hydraulic control valve (14) and the port A of the second hydraulic control valve (15) are plugging ports;
in a normal state, the electromagnetic valve (23) is in a lower position, and the electromagnetic valve (23) enables the hydraulic energy accumulator (13) to be communicated with a rod cavity of the brake cylinder (80), a port P of the first hydraulic control valve (14) and a port P of the second hydraulic control valve (15); when the electromagnetic valve (23) is positioned at an upper position, the electromagnetic valve (23) enables the hydraulic accumulator (13) to be disconnected from a rod cavity of the brake cylinder (80), a port P of the first hydraulic control valve (14) and a port P of the second hydraulic control valve (15);
in a normal state, the first hydraulic control valve (14) is positioned at a left position, a port P of the first hydraulic control valve (14) is communicated with a port A of the first hydraulic control valve (14), and a port O of the first hydraulic control valve (14) is communicated with a port B of the first hydraulic control valve (14); when the first hydraulic control valve (14) is positioned at the right position, the port P of the first hydraulic control valve (14) is communicated with the port B of the first hydraulic control valve (14), and the port O of the first hydraulic control valve (14) is communicated with the port A of the first hydraulic control valve (14);
in a normal state, the second hydraulic control valve (15) is positioned at a left position, a port P of the second hydraulic control valve (15) is communicated with a port A of the second hydraulic control valve (15), and a port O of the second hydraulic control valve (15) is communicated with a port B of the second hydraulic control valve (15); when the second hydraulic control valve (15) is positioned at the right position, the port P of the second hydraulic control valve (15) is communicated with the port B of the second hydraulic control valve (15), and the port O of the second hydraulic control valve (15) is communicated with the port A of the second hydraulic control valve (15).
A control port of the second hydraulic control valve (15) is communicated with an output port of the first shuttle valve (16), a control port of the first hydraulic control valve (14) is communicated with a first input port of the first shuttle valve (16), a second input port of the first shuttle valve (16) is communicated with an output port of the second shuttle valve (17), a first input port of the second shuttle valve (17) is communicated with a port B of the pilot control valve (18), and a control port of the first hydraulic control valve (14) is communicated with a port A of the pilot control valve (18);
the pilot control valve (18) is a three-position four-way valve, the middle position of the pilot control valve (18) is a Y position function, when the pilot control valve (18) is positioned at the left position, a P port of the pilot control valve (18) is communicated with an A port of the pilot control valve (18), and an O port of the pilot control valve (18) is communicated with a B port of the pilot control valve (18); when the pilot control valve (18) is positioned at the right position, a port P of the pilot control valve (18) is communicated with a port B of the pilot control valve (18), and a port O of the pilot control valve (18) is communicated with a port A of the pilot control valve (18); the O port of the pilot control valve (18) is an oil return port.
4. The safety braking system for preventing the dynamic compactor from contracting brake during the hammer releasing process is characterized by comprising a first oil-gas valve (21), a second oil-gas valve (11), a first advance valve (22), a second advance valve (20), a third shuttle valve (12) and an exhaust valve (19); a brake disc (2) is arranged on the winch (1), and a secondary braking clamp (9) is arranged on the brake disc (2);
an air inlet of the first oil-gas valve (21), an air inlet of the second oil-gas valve (11), an air inlet of the first pilot valve (22) and an air inlet of the second pilot valve (20) are communicated with a pilot control air source; the air outlet of the first oil-gas valve (21) is communicated with the control port of the first advance valve (22), and the control port of the first oil-gas valve (21) is communicated with the pilot oil way; an air outlet of the first pilot valve (22) is communicated with a first air inlet of a third shuttle valve (12), an air outlet of the third shuttle valve (12) is communicated with an air inlet of an exhaust valve (19), and an air outlet of the exhaust valve (19) is communicated with a control port of a second pilot valve (20); an air outlet of the second oil-gas valve (11) is communicated with a second air inlet of the third shuttle valve (12), and a control port of the second oil-gas valve (11) is communicated with a control port of the second hydraulic control valve (15); an air outlet of the second advance valve (20) is communicated to a control air passage of the secondary brake clamp (9); the control port of the first oil-gas valve (21) is communicated with the port P of the pilot control valve (18).
5. The safety braking system for preventing the dynamic compactor from contracting brake during the hammer releasing process according to claim 4, wherein in a normal state, an air inlet of the first advance valve (22) is communicated with an air outlet, an air inlet of the second advance valve (20) is communicated with the air outlet, an air inlet of the first oil-gas valve (21) is disconnected with the air outlet, and an air inlet of the second oil-gas valve (11) is disconnected with the air outlet.
6. The safety braking system for preventing the brake from being held when the dynamic compactor discharges the hammer according to claim 1, wherein when a pilot oil path at the port P of the pilot control valve (18) is not opened, the secondary braking clamp (9) is not braked, and the brake holding mechanism (8) is in a braking state; when a pilot oil way at the port P of the pilot control valve (18) is opened and the pilot control valve (18) is positioned at a middle position, the secondary braking clamp (9) brakes in advance, and the brake mechanism (8) is in a braking state; when a pilot oil way at the port P of the pilot control valve (18) is opened and the pilot control valve (18) is positioned at the left position or the right position, the secondary braking clamp (9) is released in advance, and the brake mechanism (8) is in an unbraked state; when the reverse rotation speed of the winch (1) exceeds a preset value and the pilot control valve (18) is positioned at a middle position, the secondary brake clamp (9) brakes in advance, the controller controls the electromagnetic valve (23) to be positioned at an upper position to enable the locking brake oil cylinder (80) to be locked in an oil inlet and return oil way, and the locking brake mechanism (8) is positioned in an unbraked state; when the reverse rotation speed of the winch (1) does not exceed the preset value and the pilot control valve (18) is in the middle position, the secondary brake clamp (9) brakes in advance, the electromagnetic valve (23) is in the lower position, and the brake mechanism (8) is in a brake state.
CN202110560797.0A 2021-05-22 2021-05-22 Safety braking system for preventing dynamic compaction machine from holding brake during hammer releasing Pending CN113353833A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202110560797.0A CN113353833A (en) 2021-05-22 2021-05-22 Safety braking system for preventing dynamic compaction machine from holding brake during hammer releasing

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202110560797.0A CN113353833A (en) 2021-05-22 2021-05-22 Safety braking system for preventing dynamic compaction machine from holding brake during hammer releasing

Publications (1)

Publication Number Publication Date
CN113353833A true CN113353833A (en) 2021-09-07

Family

ID=77527217

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202110560797.0A Pending CN113353833A (en) 2021-05-22 2021-05-22 Safety braking system for preventing dynamic compaction machine from holding brake during hammer releasing

Country Status (1)

Country Link
CN (1) CN113353833A (en)

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