CN115523247A - Emergency braking system and method for ship lift ship reception chamber driving device - Google Patents
Emergency braking system and method for ship lift ship reception chamber driving device Download PDFInfo
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- CN115523247A CN115523247A CN202211128145.0A CN202211128145A CN115523247A CN 115523247 A CN115523247 A CN 115523247A CN 202211128145 A CN202211128145 A CN 202211128145A CN 115523247 A CN115523247 A CN 115523247A
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
- F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
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- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02C—SHIP-LIFTING DEVICES OR MECHANISMS
- E02C3/00—Inclined-plane ship-lifting mechanisms ; Systems for conveying barges or lighters over land, e.g. by railway
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- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02C—SHIP-LIFTING DEVICES OR MECHANISMS
- E02C5/00—Mechanisms for lifting ships vertically
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B1/00—Installations or systems with accumulators; Supply reservoir or sump assemblies
- F15B1/02—Installations or systems with accumulators
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B11/00—Servomotor systems without provision for follow-up action; Circuits therefor
- F15B11/16—Servomotor systems without provision for follow-up action; Circuits therefor with two or more servomotors
- F15B11/17—Servomotor systems without provision for follow-up action; Circuits therefor with two or more servomotors using two or more pumps
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2211/00—Circuits for servomotor systems
- F15B2211/20—Fluid pressure source, e.g. accumulator or variable axial piston pump
- F15B2211/205—Systems with pumps
- F15B2211/20576—Systems with pumps with multiple pumps
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2121/00—Type of actuator operation force
- F16D2121/02—Fluid pressure
- F16D2121/04—Fluid pressure acting on a piston-type actuator, e.g. for liquid pressure
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Ocean & Marine Engineering (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Fluid-Pressure Circuits (AREA)
Abstract
The invention discloses an emergency braking system and method for a ship lift ship reception chamber driving device, which comprises a working brake and a safety brake, wherein the working brake and the safety brake are used for braking a high-speed shaft of the ship lift driving device; the working brake and the safety brake both adopt hydraulic disc brakes; the working brake and the safety brake are connected with a hydraulic control system; on the basis of adjusting the control current of the proportional overflow valve, the system increases the on-off control of a fifth two-position two-way electromagnetic valve for pressure relief and a third two-position two-way electromagnetic valve for pressure compensation, so that the self-adaption problem of the braking torque under the condition of non-constant load is well solved, and the aims of reducing mechanical impact and stably braking and stopping are fulfilled.
Description
Technical Field
The invention relates to the field of control systems of ship lifts, in particular to an emergency braking system and method for a ship receiving chamber driving device of a ship lift.
Background
According to the design specification of the ship lift, a main hoisting machine of the driving system is provided with a working brake and a safety brake. The brake should be normally closed, and a hydraulic disc brake is preferably adopted. The working brake is preferably a pressure-regulating upper brake, and the braking load of the working brake is calculated according to the rated output torque of the motor.
At present, the control mode of the brake is mainly an electric braking mode of a frequency conversion device, when a ship reception chamber needs to stop running, a motor is controlled to decelerate by a frequency converter, and a working brake and a safety brake are put into use when the speed is close to zero. Once the frequency converter or the motor breaks down in the operation process and needs emergency braking, if the working brake is directly locked, the large impact is generated on the whole ship reception chamber, and even equipment damage accidents occur. The pressure regulating upper brake adopted by the existing brake mostly adopts a fixed curve, the braking effect is not ideal enough, and the emergency braking still has certain impact on equipment.
Disclosure of Invention
The invention provides an emergency braking system of a ship lift ship reception chamber driving device, which is characterized in that on the basis of adjusting the control current of a proportional overflow valve, on-off control of a fifth two-position two-way electromagnetic valve for pressure relief and a third two-position two-way electromagnetic valve for pressure compensation is added, so that the self-adaption problem of braking torque under the condition of non-constant load is well solved, and the aims of reducing mechanical impact and stably braking and stopping are fulfilled.
In order to achieve the technical features, the invention is realized as follows: an emergency braking system for ship lift cabin driving device comprises a working brake and a safety brake for braking a high-speed shaft of the ship lift driving device; the working brake and the safety brake both adopt hydraulic disc brakes;
the working brake and the safety brake are connected with a hydraulic control system;
the hydraulic control system comprises a hydraulic pump station system for providing power, the hydraulic pump station system is connected with a main oil way through a one-way oil filtering valve group and a one-way valve, the main oil way is connected with the safety brake through a second two-position two-way electromagnetic valve, and the main oil way is connected with the working brake through a third two-position two-way electromagnetic valve; the safety brake is connected with an oil tank of the hydraulic pump station system through a first two-position two-way electromagnetic valve; a fourth two-position two-way electromagnetic valve and a fifth two-position two-way electromagnetic valve are connected in parallel on an oil return path of the working brake, a brake actual pressure sensor is installed on the oil return path, and the third two-position two-way electromagnetic valve is connected with an oil tank of the hydraulic pump station system through a proportional overflow valve; the third two-position two-way electromagnetic valve and the proportional overflow valve are communicated with the main oil way through a speed regulating valve and a sixth two-position two-way electromagnetic valve; the fifth two-position two-way electromagnetic valve is connected with an oil tank of the hydraulic pump station system through a third overflow valve and a throttle valve which are connected in parallel; the hydraulic control system is connected with the PLC.
The hydraulic pump station system comprises two parallel electric pump sets; the electric pump set is connected with a manual pump in parallel; and a first overflow valve is arranged between the one-way oil filtering valve group and the one-way valve.
And the main oil way is provided with an energy accumulator and is respectively connected with an oil tank of the hydraulic pump station system through a second overflow valve and a manual overflow valve.
The emergency braking method of the ship lift ship reception chamber driving device by adopting the emergency braking system comprises the following steps:
under normal conditions: the ship lift driving device is driven by a variable frequency motor, a working brake and a safety brake are mounted on a high-speed shaft, when the working brake and the safety brake receive a brake release instruction of a main system, the second two-position two-way electromagnetic valve, the third two-position two-way electromagnetic valve and the fifth two-position two-way electromagnetic valve are powered on successively, the safety brake and the working brake are opened in sequence, and the ship lift is started to run; after the ship lift runs to a target position, the frequency converter controls the driving motor to decelerate, when the speed approaches zero speed, the third two-position two-way electromagnetic valve and the fifth two-position two-way electromagnetic valve lose power, the working brake is decompressed and closed through the third overflow valve and the throttle valve, then the second two-position two-way electromagnetic valve loses power, the first two-position two-way electromagnetic valve is powered on, and the safety brake is closed in a delayed manner;
when a frequency converter and a driving motor are in power failure or failure and need emergency braking, the electric braking fails, and if the ship bearing compartment is mechanically braked at a high speed by adopting a normal method, large impact can be generated to permanently damage equipment, and the emergency braking is adopted at the moment;
emergency braking: in order to reduce the impact load under the emergency braking working condition, a proportional overflow valve is arranged in a brake hydraulic control loop, the proportional overflow valve operates according to a control pressure-current relation curve, after a PLC receives an emergency braking instruction sent by a main system, a speed signal of a main elevator and a pressure parameter of an actual pressure sensor of a brake are collected, the input current of the proportional overflow valve is adjusted through calculation and judgment, and the output pressure of a working brake is adjusted to control the running deceleration acceleration of a ship bearing chamber by matching with the on-off control of a third two-position two-way electromagnetic valve, a fourth two-position two-way electromagnetic valve, a fifth two-position two-way electromagnetic valve and a sixth two-position two-way electromagnetic valve, so that the purpose of reducing the impact is achieved.
A method for emergency braking by adopting an emergency braking system of a ship lift ship reception chamber driving device specifically comprises the following steps:
step one, initial value calculation:
considering the standard water depth of the ship reception chamber and the friction resistance factor of the system, calculating the pressure of the hydraulic system of the working brake when the brake is just started to be P 0 ：
According to the following steps:
M b0 ＝M z +I·ε g (1)
in the formula: m b0 Calculating braking torque for standard water depth, M z For the system friction torque, I is the moment of inertia converted to the motor shaft, ε g For converting the absolute value of the rated angular acceleration of the motor shaft, N is the maximum pressure which can be applied to a brake disc by a single working brake, eta is the efficiency value of the pressure loss along the hydraulic pipeline, S is the rod cavity area of the working brake oil cylinder, N is the number of the single set of working brake oil cylinders, and mu is the friction coefficient of a brake shoe and the brake disc of the brake，R b The braking radius of the working brake;
step two, speed feedback control:
start of braking to t n At the moment, the theoretical angular velocity of the motor is omega n ：
ω n ＝ω 0 -ε g ×t n (3)
In the formula: omega 0 For the initial angular velocity of the motor for emergency braking, the actual measured angular velocity of the motor is assumed to be omega m ；
At the moment, the angular speed deviation of the motor is delta n ：
To reduce the speed deviation, the angular acceleration adjustment amount is set to Δ ∈ n ：
Δε n ＝kε g (5)
In the formula: k value in delta n The size is determined, and the value range is as follows: -0.1 to 0.1;
finding the system control pressure as p n ：
In the formula: p is a radical of n Is t n System control pressure of time, p n-1 Is t n System control pressure of a scanning period before the moment;
the input current and the control pressure of a typical proportional overflow valve operate according to a control pressure-current relation curve, the working pressure of the proportional overflow valve is in a linear section of the curve and is approximately proportional to the current, and the pressure P is inquired n The value can be used to derive the control current;
step three, controlling requirements:
1) When p is min ≤p n ≤p max The fourth two-position two-way solenoid valve, the fifth two-position two-way solenoid valve and the sixth two-position two-way solenoid valve are electrified according to P n The control current of the proportional overflow valve is assigned, and the brake is carried out by the proportional overflow valve, so that the acceleration of the brake deceleration is ensured to be within an allowable range, p max And p min Respectively corresponding to the maximum working pressure and the minimum working pressure of the proportional overflow valve;
2) When p is n≥ p max Or p n ≤p min According to the measured value P of the hydraulic system pressure of the working brake pt2 Controlling, wherein m is a normal deviation value of the system control pressure and the actual pressure, and n is an allowable deviation value of the system control pressure and the actual pressure, and determining according to a system test;
when m is less than or equal to p pt2 -p n When the braking speed is less than or equal to n, the fourth two-position two-way electromagnetic valve is electrified, the fifth two-position two-way electromagnetic valve is deenergized, and the pressure is P n Assigning a control current of the proportional overflow valve, and performing combined braking through the proportional overflow valve, the third overflow valve and the throttle valve;
when-n is less than or equal to p pt2 -p n When the braking speed is less than or equal to-m, the braking speed is too high, the third two-position two-way electromagnetic valve is electrified to supplement the working brake with pressure instantaneously, then the working brake is immediately deenergized, and simultaneously the fourth two-position two-way electromagnetic valve, the fifth two-position two-way electromagnetic valve and the sixth two-position two-way electromagnetic valve are electrified according to P n Assigning a control current of the proportional overflow valve, and braking through the proportional overflow valve;
when | p pt2 -p n If the result is more than n, the reasons of brake function failure or brake failure and detection speed abnormity are indicated, the first two-position two-way solenoid valve, the second two-position two-way solenoid valve, the third two-position two-way solenoid valve, the fourth two-position two-way solenoid valve, the fifth two-position two-way solenoid valve and the sixth two-position two-way solenoid valve are all de-energized, and a third overflow valve and a throttle valve are adopted for combined braking.
The invention has the following beneficial effects:
1. according to the system, on-off control of a fifth two-position two-way electromagnetic valve for pressure relief and a third two-position two-way electromagnetic valve for pressure compensation is added on the basis of adjusting the control current of the proportional overflow valve, so that the self-adaption problem of the braking torque under the condition of non-constant load is well solved, and the aims of reducing mechanical impact and stably braking and stopping are achieved.
2. The invention calculates the initial control pressure of the working brake system according to the braking torque required by the given deceleration acceleration braking under the condition of considering the ship-carrying chamber in the standard water depth, namely the condition that the load unbalanced torque is zero, compares the actual deceleration acceleration during the braking process, adjusts the control pressure of the system, gives the control current of the overflow valve according to the pressure-current curve of the proportional overflow valve, and outputs the control requirement of achieving the emergency braking through the PLC.
3. Under the condition that the ship-carrying chamber has wrong water-carrying depth, the invention controls the deceleration acceleration which possibly cannot meet the requirement by only depending on the proportional overflow valve during emergency braking, and at the moment, the on-off of a pressure supplementing/releasing electromagnetic valve of a hydraulic control loop can be adjusted by acquiring the actual control pressure of the system and comparing the actual control pressure with the calculated control pressure, so as to achieve the aim of flexible braking.
Drawings
The invention is further illustrated by the following figures and examples.
Fig. 1 is a schematic diagram of an emergency braking system of a ship lift ship reception chamber driving device of the invention.
Fig. 2 is a flow chart of the emergency braking method of the ship lift ship reception chamber driving device of the present invention.
FIG. 3 is a pressure-current relationship diagram of the proportional relief valve of the present invention.
In the figure: the hydraulic brake system comprises a first two-position two-way solenoid valve 1, a second two-position two-way solenoid valve 2, a third two-position two-way solenoid valve 3, a third two-position two-way solenoid valve 4, a fifth two-position two-way solenoid valve 5, a sixth two-position two-way solenoid valve 6, a safety brake 7, a work brake 8, a brake actual pressure sensor 9, a third overflow valve 10, a throttle valve 11, a proportional overflow valve 12, an energy accumulator 13, a PLC (programmable logic controller) 15, a hydraulic pump station system 16, a one-way oil filtering valve group 17, a first overflow valve 18, a one-way valve 19, a main oil way 20, a second overflow valve 21, a manual overflow valve 22 and a speed regulating valve 23;
Detailed Description
Embodiments of the present invention will be further described with reference to the accompanying drawings.
Example 1:
as shown in fig. 1, an emergency braking system for a ship lift cage driving unit includes an operating brake 8 and a safety brake 7 for braking a high speed shaft of the ship lift driving unit; the working brake 8 and the safety brake 7 both adopt hydraulic disc brakes; the working brake 8 and the safety brake 7 are both connected with a hydraulic control system; the hydraulic control system comprises a hydraulic pump station system 16 for providing power, the hydraulic pump station system 16 is connected with a main oil way 20 through a one-way oil filtering valve group 17 and a one-way valve 19, the main oil way 20 is connected with the safety brake 7 through a second two-position two-way electromagnetic valve 2, and the main oil way 20 is connected with the working brake 8 through a third two-position two-way electromagnetic valve 3; the safety brake 7 is connected with an oil tank of the hydraulic pump station system 16 through a first two-position two-way electromagnetic valve 1; a fourth two-position two-way electromagnetic valve 4 and a fifth two-position two-way electromagnetic valve 5 are connected in parallel on an oil return path of the working brake 8, a brake actual pressure sensor 9 is installed on the oil return path, and the third two-position two-way electromagnetic valve 4 is connected with an oil tank of a hydraulic pump station system 16 through a proportional overflow valve 12; the third two-position two-way electromagnetic valve 4 and the proportional overflow valve 12 are communicated with the main oil way 20 through a speed regulating valve 23 and a sixth two-position two-way electromagnetic valve 6; the fifth two-position two-way electromagnetic valve 5 is connected with an oil tank of a hydraulic pump station system 16 through a third overflow valve 10 and a throttle valve 11 which are connected in parallel; the hydraulic control system is connected with a PLC (programmable logic controller) 15. By adopting the emergency braking system, on-off control of the fifth two-position two-way electromagnetic valve 5 for pressure relief and the safe third two-position two-way electromagnetic valve 3 for pressure compensation is added on the basis of adjusting the control current of the proportional overflow valve 12, so that the problem of self-adaption of braking torque under the condition of non-constant load can be solved, and the aims of reducing mechanical impact and stably braking and stopping are fulfilled.
Further, the hydraulic pump station system 16 includes two parallel electric pump sets 1601; a manual pump 1602 is connected in parallel to the electric pump group 1601; a first overflow valve 18 is arranged between the one-way oil filter valve group 17 and the one-way valve 19. The flexibility of use is enhanced by the hydraulic pump station system 16 described above, and hydraulic energy can be provided manually by the manual pump 1602.
Further, an energy accumulator 13 is installed on the main oil path 20, and the main oil path 20 is connected with an oil tank of the hydraulic pump station system 16 through a second overflow valve 21 and a manual overflow valve 22 respectively. The purpose of system pressure stabilization is achieved by the accumulator 13. The purpose of limiting the pressure of the system is achieved through the second overflow valve 21 and the manual overflow valve 22, and the safety of the system is further ensured.
Example 2:
referring to fig. 2, the emergency braking method using the emergency braking system for the ship lift ship reception chamber driving device comprises the following steps:
under normal conditions: the ship lift driving device is driven by a variable frequency motor, a working brake 8 and a safety brake 7 are installed on a high-speed shaft, when the working brake 8 and the safety brake 7 receive a brake release instruction of a main system, the second two-position two-way electromagnetic valve 2, the third two-position two-way electromagnetic valve 3 and the fifth two-position two-way electromagnetic valve 5 are powered on successively, the safety brake 7 and the working brake 8 are opened in sequence, and the ship lift is started to run; after the ship lift runs to a target position, the frequency converter controls the driving motor to decelerate, when the speed is close to zero, the third two-position two-way electromagnetic valve 3 and the fifth two-position two-way electromagnetic valve 5 lose power, the working brake 8 is decompressed and closed through the third overflow valve 10 and the throttle valve 11, then the second two-position two-way electromagnetic valve 2 loses power, the first two-position two-way electromagnetic valve 1 is powered on, and the safety brake 7 is closed in a delayed mode;
when a frequency converter and a driving motor are in power failure or failure and emergency braking is needed, electrical braking fails, and a ship receiving chamber can generate large impact if mechanical braking is performed at a high speed by a normal method, so that permanent damage is formed on equipment, and emergency braking is performed by the emergency braking system;
emergency braking: in order to reduce the impact load under the emergency braking working condition, a proportional overflow valve 12 is arranged in a brake hydraulic control loop, a control pressure-current relation curve of the proportional overflow valve 12 runs, after a PLC (programmable logic controller) 15 receives an emergency braking instruction sent by a main system, a speed signal of a main elevator and a pressure parameter of an actual brake pressure sensor 9 are collected, the input current of the proportional overflow valve 12 is adjusted through calculation and judgment, and the output pressure of a working brake 8 is adjusted to control the running deceleration acceleration of a ship bearing chamber by matching with the on-off control of a third two-position two-way electromagnetic valve 3, a fourth two-position two-way electromagnetic valve 4, a fifth two-position two-way electromagnetic valve 5 and a sixth two-position two-way electromagnetic valve 6, so that the purpose of reducing the impact is achieved.
Example 3:
a method for emergency braking by adopting an emergency braking system of a ship lift ship reception chamber driving device specifically comprises the following steps:
step one, initial value calculation:
considering the standard water depth of the ship reception chamber and the friction resistance factor of the system, calculating the pressure of the hydraulic system of the working brake 8 at the beginning of braking to be P 0 ：
According to the following steps:
M b0 ＝M z +I·ε g (1)
in the formula: m is a group of b0 Calculating braking torque for standard water depth, M z For the system friction torque, I is the moment of inertia converted to the motor shaft, ε g In order to convert the absolute value of the rated angular acceleration of the motor shaft, N is the maximum pressure which can be applied to a brake disc by a single working brake, eta is the efficiency value of the pressure loss along the hydraulic pipeline, S is the rod cavity area of a working brake oil cylinder, N is the number of the single set of working brake oil cylinders, mu is the friction coefficient of a brake shoe and the brake disc, R is the pressure loss of the single set of working brake oil cylinders, and b the braking radius of the working brake;
step two, speed feedback control:
start of braking to t n At the moment, the theoretical angular velocity of the motor is omega n ：
ω n ＝ω 0 -ε g ×t n (3)
In the formula: omega 0 For the initial angular velocity of the motor for emergency braking, the actual measured angular velocity of the motor is assumed to be omega m ；
At the moment, the motor angleDeviation of speed of delta n ：
To reduce the speed deviation, the angular acceleration adjustment is set to Δ ∈ n ：
Δε n ＝kε g (5)
In the formula: k value is as delta n The size is determined, and the value range is as follows: -0.1 to 0.1;
obtaining a system control pressure p n ：
In the formula: p is a radical of n Is t n System control pressure of time, p n-1 Is t n System control pressure of a scanning period immediately before;
the input current and the control pressure of the typical proportional overflow valve 12 operate according to a control pressure-current relation curve, the working pressure of the proportional overflow valve 12 is in a linear section of the curve and is approximately proportional to the current, and the pressure P is inquired n The value can be used to derive the control current;
step three, controlling requirements:
1) When p is min ≤p n ≤p max The fourth two-position two-way solenoid valve 4, the fifth two-position two-way solenoid valve 5 and the sixth two-position two-way solenoid valve 6 are energized according to P n The control current of the proportional overflow valve 12 is assigned, and the braking of the proportional overflow valve 12 is relied to ensure that the acceleration of the braking deceleration is within an allowable range, p max And p min The maximum working pressure and the minimum working pressure of the proportional overflow valve 12 are respectively corresponded;
2) When p is present n ≥p max Or p n ≤p min According to the measured value P of the hydraulic system pressure of the working brake pt2 Controlling, wherein m is the normal deviation value of the system control pressure and the actual pressure, n is the allowable deviation value of the system control pressure and the actual pressure, and measuring according to the systemTrial determination;
when m is less than or equal to p pt2 -p n When the braking speed is less than or equal to n, the fourth two-position two-way electromagnetic valve 4 is electrified, the fifth two-position two-way electromagnetic valve 5 is deenergized, and the pressure is P n Assigning the control current of the proportional overflow valve 12, and performing combined braking through the proportional overflow valve 12, the third overflow valve 10 and the throttle valve 11;
when-n is less than or equal to p pt2 -p n When the braking speed is less than or equal to-m, the braking speed is too high, the third two-position two-way electromagnetic valve 3 is electrified to instantaneously supplement the pressure of the working brake 8, then the power is immediately lost, and simultaneously the fourth two-position two-way electromagnetic valve 4, the fifth two-position two-way electromagnetic valve 5 and the sixth two-position two-way electromagnetic valve 6 are electrified according to P n The control current of the proportional overflow valve 12 is assigned, and braking is carried out through the proportional overflow valve 12;
when | p pt2 -p n If the brake function is failed or the brake is failed and the detection speed is abnormal, the first two-position two-way solenoid valve 1, the second two-position two-way solenoid valve 2, the third two-position two-way solenoid valve 3, the fourth two-position two-way solenoid valve 4, the fifth two-position two-way solenoid valve 5 and the sixth two-position two-way solenoid valve 6 are all de-energized, and the third overflow valve 10 and the throttle valve 11 are adopted for combined braking.
Claims (5)
1. The utility model provides a ship lift ship reception chamber drive arrangement emergency braking system which characterized in that: the brake device comprises a working brake (8) and a safety brake (7) which are used for braking a high-speed shaft of a ship lift driving device; the working brake (8) and the safety brake (7) both adopt hydraulic disc brakes;
the working brake (8) and the safety brake (7) are connected with a hydraulic control system;
the hydraulic control system comprises a hydraulic pump station system (16) for providing power, the hydraulic pump station system (16) is connected with a main oil way (20) through a one-way oil filtering valve group (17) and a one-way valve (19), the main oil way (20) is connected with a safety brake (7) through a second two-position two-way electromagnetic valve (2), and the main oil way (20) is connected with a working brake (8) through a third two-position two-way electromagnetic valve (3); the safety brake (7) is connected with an oil tank of a hydraulic pump station system (16) through a first two-position two-way electromagnetic valve (1); a fourth two-position two-way electromagnetic valve (4) and a fifth two-position two-way electromagnetic valve (5) are connected in parallel on an oil return path of the working brake (8), a brake actual pressure sensor (9) is installed on the oil return path, and the third two-position two-way electromagnetic valve (4) is connected with an oil tank of a hydraulic pump station system (16) through a proportional overflow valve (12); the third two-position two-way electromagnetic valve (4) and the proportional overflow valve (12) are communicated with the main oil way (20) through a speed regulating valve (23) and a sixth two-position two-way electromagnetic valve (6); the fifth two-position two-way electromagnetic valve (5) is connected with an oil tank of a hydraulic pump station system (16) through a third overflow valve (10) and a throttle valve (11) which are connected in parallel; the hydraulic control system is connected with a PLC (programmable logic controller) (15).
2. The emergency braking system for a ship lift ship reception chamber driving device according to claim 1, wherein: the hydraulic pump station system (16) comprises two electric pump sets (1601) connected in parallel; the electric pump group (1601) is connected with a manual pump (1602) in parallel; and a first overflow valve (18) is arranged between the one-way oil filtering valve group (17) and the one-way valve (19).
3. The emergency braking system for a ship lift ship reception chamber driving device according to claim 1, wherein: and an energy accumulator (13) is installed on the main oil way (20), and the main oil way (20) is connected with an oil tank of the hydraulic pump station system (16) through a second overflow valve (21) and a manual overflow valve (22) respectively.
4. A method for emergency braking by using the emergency braking system of the ship lift ship reception chamber driving device of any one of claims 1 to 3, wherein:
under normal conditions: the ship lift driving device is driven by a variable frequency motor, a working brake (8) and a safety brake (7) are installed on a high-speed shaft, when the working brake (8) and the safety brake (7) receive a brake release instruction of a main system, the second two-position two-way electromagnetic valve (2), the third two-position two-way electromagnetic valve (3) and the fifth two-position two-way electromagnetic valve (5) are electrified successively, the safety brake (7) and the working brake (8) are opened in sequence, and the ship lift is started to run; after the ship lift runs to a target position, the frequency converter controls the driving motor to decelerate, when the speed is close to zero, the third two-position two-way electromagnetic valve (3) and the fifth two-position two-way electromagnetic valve (5) lose power, the working brake (8) is decompressed and closed through the third overflow valve (10) and the throttle valve (11), then the second two-position two-way electromagnetic valve (2) loses power, the first two-position two-way electromagnetic valve (1) is powered, and the safety brake (7) is closed in a delayed mode;
when a frequency converter and a driving motor are in power failure or failure and need emergency braking, electrical braking fails, and a ship receiving compartment can generate large impact and permanently damage equipment if mechanical braking is performed at a high speed by a normal method, and emergency braking is performed at the moment;
emergency braking: in order to reduce the impact load under the working condition of emergency braking, a proportional overflow valve (12) is arranged in a brake hydraulic control loop, a control pressure-current relation curve of the proportional overflow valve (12) runs, a PLC (programmable logic controller) 15 collects a speed signal of a main elevator and a pressure parameter of a brake actual pressure sensor (9) after receiving an emergency braking instruction sent by a main system, the input current of the proportional overflow valve (12) is adjusted through calculation and judgment, and the output pressure of a working brake (8) is adjusted by matching with the on-off control of a third two-position two-way electromagnetic valve (3), a fourth two-position two-way electromagnetic valve (4), a fifth two-position two-way electromagnetic valve (5) and a sixth two-position two-way electromagnetic valve (6) to control the running deceleration acceleration of a ship bearing compartment, so that the purpose of reducing the impact is achieved.
5. The method for emergency braking by using the emergency braking system of the ship lift ship reception chamber driving device as claimed in claim 4, is characterized by comprising the following steps:
step one, initial value calculation:
considering the standard water depth of the ship reception chamber and the frictional resistance factor of the system, the pressure of the hydraulic system of the working brake (8) is calculated to be P when the brake is started 0 ：
According to the following steps:
M b0 ＝M z +I·ε g (1)
in the formula: m b0 Calculating braking torque for standard water depth, M z For the system friction torque, I is the moment of inertia converted to the motor shaft, ε g For the conversion to the absolute value of the nominal angular acceleration of the motor shaft, N is the maximum pressure that can be applied to the brake disc by the single service brake, η is the efficiency value of the pressure loss along the hydraulic line, S is the area of the rod cavity of the working brake oil cylinder, N is the number of the braking oil cylinders of the single set of working brake, mu is the friction coefficient of the braking shoe of the brake and the braking disc, R b The braking radius of the working brake;
step two, speed feedback control:
start of braking to t n At the moment, the theoretical angular velocity of the motor is omega n ：
ω n ＝ω 0 -ε g ×t n (3)
In the formula: omega 0 For the initial angular velocity of the motor for emergency braking, the actually measured angular velocity of the motor is assumed to be omega m ；
At the moment, the angular speed deviation of the motor is delta n ：
To reduce the speed deviation, the angular acceleration adjustment is set to Δ ∈ n ：
Δε n ＝kε g (5)
In the formula: k value in delta n Determining the size, and taking the value range: -0.1 to 0.1;
obtaining a system control pressure p n ：
In the formula: p is a radical of formula n Is t n System control pressure of time of day, p n-1 Is t n Scanning period before timeThe system control pressure of (3);
the input current and the control pressure of the typical proportional relief valve (12) operate according to a control pressure-current relation curve, the working pressure of the proportional relief valve (12) is in a linear section of the curve and is approximately proportional to the current, and the pressure P is inquired n The value can be used to derive the control current;
step three, controlling requirements:
1) When p is min ≤p n ≤p max The fourth two-position two-way electromagnetic valve (4), the fifth two-position two-way electromagnetic valve (5) and the sixth two-position two-way electromagnetic valve (6) are electrified according to P n The control current of the proportional overflow valve (12) is assigned, and the braking of the proportional overflow valve (12) is relied on to ensure that the acceleration of braking deceleration is within an allowable range, p max And p min Respectively corresponding to the maximum working pressure and the minimum working pressure of the proportional overflow valve (12);
2) When p is n ≥p max Or p n ≤p min According to the measured value P of the hydraulic system pressure of the working brake pt2 Controlling, wherein m is a normal deviation value of the system control pressure and the actual pressure, and n is an allowable deviation value of the system control pressure and the actual pressure, and determining according to a system test;
when m is less than or equal to p pt2 -p n When the braking speed is less than or equal to n, the fourth two-position two-way electromagnetic valve (4) is powered on, the fifth two-position two-way electromagnetic valve (5) is powered off, and the brake is over slow according to P n Assigning the control current of the proportional overflow valve (12), and jointly braking through the proportional overflow valve (12), the third overflow valve (10) and the throttle valve (11);
when-n is less than or equal to p pt2 -p n When the braking speed is less than or equal to-m, the braking speed is too fast, the third two-position two-way electromagnetic valve (3) is electrified to supplement the pressure for the working brake (8) instantly, then the power is lost immediately, and simultaneously the fourth two-position two-way electromagnetic valve (4), the fifth two-position two-way electromagnetic valve (5) and the sixth two-position two-way electromagnetic valve (6) are electrified according to P n Assigning the control current of the proportional overflow valve (12), and braking through the proportional overflow valve (12);
when | p pt2 -p n If the result is greater than n, the reasons of brake function failure or brake failure and detection speed abnormity are indicated, and the first two-position two-way electromagnetic valve (1) and the second two-position two-way electromagnetic valveThe valve (2), the third two-position two-way electromagnetic valve (3), the fourth two-position two-way electromagnetic valve (4), the fifth two-position two-way electromagnetic valve (5) and the sixth two-position two-way electromagnetic valve (6) are all de-energized, and a third overflow valve (10) and a throttle valve (11) are adopted for combined braking.
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| CN115523247B (en) | 2024-04-16 |
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