CN115523247B - Emergency braking system and method for ship lift ship reception box driving device - Google Patents
Emergency braking system and method for ship lift ship reception box driving device Download PDFInfo
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- CN115523247B CN115523247B CN202211128145.0A CN202211128145A CN115523247B CN 115523247 B CN115523247 B CN 115523247B CN 202211128145 A CN202211128145 A CN 202211128145A CN 115523247 B CN115523247 B CN 115523247B
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- 238000001914 filtration Methods 0.000 claims description 7
- 230000001276 controlling effect Effects 0.000 claims description 3
- 230000003111 delayed effect Effects 0.000 claims description 3
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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
-
- 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
-
- 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
-
- 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 an emergency braking method for a ship lift cabin driving device, wherein the emergency braking system 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 hydraulic disc brake is adopted as the working brake and the safety brake; the working brake and the safety brake are connected with a hydraulic control system; on the basis of regulating the control current of the proportional overflow valve, the system increases the on-off control of the pressure-released fifth two-position two-way electromagnetic valve and the pressure-compensated third two-position two-way electromagnetic valve, so that the self-adaption problem of braking moment under the condition of non-constant load is well solved, and the aims of reducing mechanical impact and stably braking and stopping are achieved.
Description
Technical Field
The invention relates to the field of ship lift control systems, in particular to an emergency braking system and an emergency braking method for a ship lift ship reception box driving device.
Background
According to the design specification of the ship lift, a main elevator of the driving system is provided with a working brake and a safety brake. The brake should be normally closed, preferably a hydraulic disc brake. The working brake is preferably a modulated upper brake, and the braking load is calculated according to the rated output torque of the motor.
The existing control mode of the brake mainly adopts an electric braking mode of a frequency conversion device, when the ship reception chamber needs to stop running, the frequency converter controls the motor to reduce the speed, and the working brake and the safety brake are put into operation when the speed is close to zero. Once the frequency converter or the motor fails in the running process, when emergency braking is needed, if the working brake is directly locked, larger impact is generated on the whole ship receiving cabin, and even equipment damage accidents occur. Most of the existing brake adopts a fixed curve, the braking effect is not ideal enough, and the emergency braking has a certain impact on equipment.
Disclosure of Invention
The invention provides an emergency braking system of a ship lift ship reception box driving device, which is characterized in that on the basis of adjusting the control current of a proportional overflow valve, the on-off control of a pressure release fifth two-position two-way electromagnetic valve and a pressure compensation third two-position two-way electromagnetic valve is added, so that the self-adaption problem of braking moment under the condition of non-constant load is well solved, and the aims of reducing mechanical impact and stably braking and stopping are achieved.
In order to achieve the technical characteristics, the aim of the invention is realized in the following way: an emergency braking system of a ship lift cabin driving device 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 hydraulic disc brake is adopted as the working brake and the safety brake;
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 a safety brake through a second two-position two-way electromagnetic valve, and the main oil way is connected with a 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; the oil return path of the working brake is connected with a fourth two-position two-way electromagnetic valve and a fifth two-position two-way electromagnetic valve in parallel, an actual pressure sensor of the brake is arranged on the oil return path, and the fourth two-position two-way electromagnetic valve is connected with an oil tank of the hydraulic pump station system through a proportional overflow valve; the fourth two-position two-way electromagnetic valve and the proportional overflow valve are communicated with a 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.
The main oil way is provided with an energy accumulator and is connected with an oil tank of the hydraulic pump station system through a second overflow valve and a manual overflow valve respectively.
The method for carrying out emergency braking by adopting the emergency braking system of the ship lift ship reception box driving device comprises the following steps:
Normally, the following is true: the ship lift driving device is driven by a variable frequency motor, a working brake and a safety brake are arranged on a high-speed shaft, when the working brake and the safety brake receive a brake release instruction of a main system, a second two-position two-way electromagnetic valve, a third two-position two-way electromagnetic valve and a fifth two-position two-way electromagnetic valve are powered on sequentially, the safety brake and the working brake are opened in sequence, and the ship lift is started to operate; after the ship lift runs to a target position, a driving motor is controlled by a frequency converter to reduce speed, when the speed is close to zero, a third two-position two-way electromagnetic valve and a fifth two-position two-way electromagnetic valve are powered off, a working brake is powered off through pressure relief of a third overflow valve and a throttle valve, then the second two-position two-way electromagnetic valve is powered off, the first two-position two-way electromagnetic valve is powered on, and a safety brake is powered off in a delayed mode;
When the frequency converter and the driving motor have power failure or faults and emergency braking is needed, the electric braking is invalid, if the ship-receiving carriage is mechanically braked by adopting a normal method at a higher speed, larger impact can be generated, permanent damage is formed to equipment, and emergency braking is adopted at the moment;
Emergency braking: in order to reduce impact load under an emergency braking working condition, a proportional overflow valve is arranged in a hydraulic control loop of the brake, a control pressure-current relation curve of the proportional overflow valve operates, a PLC (programmable logic controller) receives an emergency braking instruction sent by a main system, then a speed signal of a main hoisting machine and a pressure parameter of an actual pressure sensor of the brake are collected, through calculation and judgment, the input current of the proportional overflow valve is regulated, and 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 is matched, so that the output pressure of a working brake is regulated, the operation deceleration acceleration of a ship reception cabin is controlled, and the purpose of reducing impact is achieved.
A method for carrying out emergency braking by adopting an emergency braking system of a ship lift ship receiving box driving device specifically comprises the following steps:
Step one, calculating an initial value:
considering the standard water depth of the ship receiving chamber and the friction resistance factor of the system, calculating the pressure of the hydraulic system of the working brake when the brake is started to be P 0:
According to the following:
（1）
（2）
Wherein: Calculating braking torque under the standard water depth condition,/> is system friction torque,/> is rotational inertia converted to a motor shaft,/> is absolute value converted to rated angular acceleration of the motor shaft, N is maximum pressure which can be applied to a brake disc by a single working brake,/> is an efficiency value of hydraulic pipeline along-way pressure loss,/> is a rod cavity area of a working brake cylinder,/> is the number of single set of working brake braking cylinders,/> is friction coefficient of a brake shoe and a brake disc, and/> is a working brake braking radius;
step two, speed feedback control:
From the start of braking to the time t n, the theoretical angular speed of the motor is :
（3）
Wherein: omega 0 is the initial angular velocity of the motor for emergency braking, assuming that the actual angular velocity of the motor is omega m;
At this time, the motor angular velocity deviation is :
（4）
To reduce the speed deviation, the angular acceleration adjustment amount is set to :
（5）
wherein: the k value is determined according to , and the value range is: -0.1 to 0.1;
And obtaining the system control pressure as :
（6）
Wherein: For the system control pressure at/> , for/> the system control pressure for the previous scan cycle at/> ;
the input current and the control pressure of the typical proportional relief valve run according to a control pressure-current relation curve, the working pressure of the proportional relief valve is in a straight line segment of the curve and has approximate proportional relation with the current, and the control current can be obtained by inquiring the value of the pressure P n;
Step three, control requirement:
1) When is carried out, 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 powered, the control current of the proportional relief valve is assigned according to P n, braking is carried out by means of the proportional relief valve, the acceleration of braking and decelerating is ensured to be in an allowable range, and P max and P min correspond to the maximum working pressure and the minimum working pressure of the proportional relief valve respectively;
2) When or/> , controlling according to the actual measured value P pt2 of the hydraulic system pressure of the working brake, 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 determining according to a system test;
When shows that the braking is too slow, the fourth two-position two-way electromagnetic valve is powered on, the fifth two-position two-way electromagnetic valve is powered off, the control current of the proportional relief valve is assigned according to P n, and the proportional relief valve, the third relief valve and the throttle valve are used for braking in a combined mode;
When shows that the braking is too fast, the third two-position two-way electromagnetic valve is powered on to instantaneously supplement the pressure of the working brake, then the power is immediately lost, meanwhile, 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 powered on, the control current of the proportional overflow valve is assigned according to P n, and the braking is carried out through the proportional overflow valve;
when shows that the braking function is invalid or the brake is failed and the speed abnormality is detected, the first two-position two-way electromagnetic valve, the second two-position two-way electromagnetic valve, the third two-position two-way electromagnetic valve, 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 all powered off, and the third overflow valve and the throttle valve are adopted for combined braking.
The invention has the following beneficial effects:
1. The system disclosed by the invention has the advantages that on the basis of regulating the control current of the proportional overflow valve, the on-off control of the pressure-released fifth two-position two-way electromagnetic valve and the pressure-compensated third two-position two-way electromagnetic valve is added, so that the self-adaption problem of braking moment 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. According to the invention, under the condition that the standard water depth condition of the ship receiving carriage, namely the load unbalance moment is zero, the initial control pressure of a working brake system is calculated according to the braking moment required by braking under the given deceleration acceleration, the actual deceleration acceleration is compared in the braking process, the control pressure of the system is regulated, the control current of an overflow valve is given according to the pressure-current curve of the proportional overflow valve, and the control requirement of emergency braking is achieved through the output of a PLC.
3. Under the condition that the ship receiving carriage has the misload water depth, the control of the proportional overflow valve alone during emergency braking can not reach the required deceleration acceleration, and the actual control pressure of the collecting system can be compared with the calculated control pressure at the moment, so that the on-off state of the pressure supplementing/relieving electromagnetic valve of the hydraulic control loop is adjusted, and the aim of flexible braking is fulfilled.
Drawings
The invention is further described below with reference to the drawings and examples.
Fig. 1 is a schematic diagram of an emergency braking system for a ship lift car drive apparatus according to the present invention.
Fig. 2 is a flow chart of the emergency braking method of the lift car drive of the present invention.
FIG. 3 is a schematic diagram of the pressure-current relationship of the proportional relief valve of the present invention.
In the figure: the hydraulic system comprises a first two-position two-way electromagnetic valve 1, a second two-position two-way electromagnetic valve 2, 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, a sixth two-position two-way electromagnetic valve 6, a safety brake 7, a working 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;
an electric pump unit 1601 and a manual pump unit 1602.
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 of a ship lift carrier driving device comprises an operating brake 8 and a safety brake 7 for braking a high-speed shaft of the ship lift driving device; the working brake 8 and the safety brake 7 are 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 the hydraulic pump station system 16 through the first two-position two-way electromagnetic valve 1; the oil return path of the working brake 8 is connected with a fourth two-position two-way electromagnetic valve 4 and a fifth two-position two-way electromagnetic valve 5 in parallel, a brake actual pressure sensor 9 is arranged on the oil return path, and the fourth 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 fourth two-position two-way electromagnetic valve 4 and the proportional overflow valve 12 are communicated with a 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 the 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 to the PLC controller 15. By adopting the emergency braking system, the on-off control of the pressure relief safety third two-position two-way electromagnetic valve 3 and the fifth two-position two-way electromagnetic valve 5 is additionally arranged on the basis of adjusting the current controlled by the proportional overflow valve 12, so that the self-adaption problem of braking moment under the condition of non-constant load can be solved, and the aims of reducing mechanical impact and stably braking and stopping are achieved.
Further, the hydraulic pump station system 16 includes two parallel electric pump sets 1601; the manual pump 1602 is connected in parallel with the electric pump set 1601; a first overflow valve 18 is arranged between the one-way oil filtering valve group 17 and the one-way valve 19. The flexibility of use is enhanced by the hydraulic pump station system 16 described above, with manual pump 1602 being able to provide hydraulic energy manually.
Further, the main oil path 20 is provided with an accumulator 13, 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 voltage stabilization is achieved by the accumulator 13. The second overflow valve 21 and the manual overflow valve 22 serve the purpose of limiting the pressure of the system, so that the safety of the system is ensured.
Example 2:
Referring to fig. 2, the method for carrying out emergency braking by adopting the emergency braking system of the ship lift ship reception box driving device comprises the following steps:
Normally, the following is true: the ship lift driving device is driven by a variable frequency motor, a working brake 8 and a safety brake 7 are arranged 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 sequentially, the safety brake 7 and the working brake 8 are opened in sequence, and the ship lift is started to operate; after the ship lift runs to a target position, a driving motor is controlled by a frequency converter to reduce speed, when the speed is close to zero, a third two-position two-way electromagnetic valve 3 and a fifth two-position two-way electromagnetic valve 5 are powered off, a working brake 8 is powered off through pressure relief of a third overflow valve 10 and a throttle valve 11, then the second two-position two-way electromagnetic valve 2 is powered off, the first two-position two-way electromagnetic valve 1 is powered on, and a safety brake 7 is powered off in a delayed mode;
When the frequency converter and the driving motor have power failure or faults and emergency braking is needed, the electric braking is invalid, if the ship-receiving carriage is mechanically braked by adopting a normal method at a higher speed, larger impact can be generated, permanent damage is formed to equipment, and the emergency braking system is adopted for emergency braking at the moment;
Emergency braking: in order to reduce impact load under an emergency braking working condition, a proportional overflow valve 12 is arranged in a hydraulic control loop of the brake, a control pressure-current relation curve of the proportional overflow valve 12 operates, after receiving an emergency braking instruction sent by a main system, a PLC (programmable logic controller) 15 collects a speed signal of a main hoisting machine and pressure parameters of an actual pressure sensor 9 of the brake, and through calculation and judgment, the input current of the proportional overflow valve 12 is regulated, and 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 is matched, so that the output pressure of a working brake 8 is regulated, the operation deceleration acceleration of a ship receiving carriage is controlled, and the purpose of reducing impact is achieved.
Example 3:
A method for carrying out emergency braking by adopting an emergency braking system of a ship lift ship receiving box driving device specifically comprises the following steps:
Step one, calculating an initial value:
Considering the standard water depth of the ship receiving chamber and the friction resistance factor of the system, calculating the hydraulic system pressure of the working brake 8 when the braking is started to be P 0:
According to the following:
（1）
（2）
Wherein: Calculating braking torque under the standard water depth condition,/> is system friction torque,/> is rotational inertia converted to a motor shaft,/> is absolute value converted to rated angular acceleration of the motor shaft, N is maximum pressure which can be applied to a brake disc by a single working brake,/> is an efficiency value of hydraulic pipeline along-way pressure loss,/> is a rod cavity area of a working brake cylinder,/> is the number of single set of working brake braking cylinders,/> is friction coefficient of a brake shoe and a brake disc, and/> is a working brake braking radius;
step two, speed feedback control:
from the start of braking to the time t n, the theoretical angular speed of the motor is :
（3）
Wherein: omega 0 is the initial angular velocity of the motor for emergency braking, assuming that the actual angular velocity of the motor is omega m;
At this time, the motor angular velocity deviation is :
（4）
To reduce the speed deviation, the angular acceleration adjustment amount is set to :
（5）
wherein: the k value is determined according to , and the value range is: -0.1 to 0.1;
And obtaining the system control pressure as :
（6）
wherein: For the system control pressure at/> , for/> the system control pressure for the previous scan cycle at/> ;
The input current and the control pressure of the typical proportional relief valve 12 run according to a control pressure-current relation curve, the working pressure of the proportional relief valve 12 is in a straight line section of the curve and has an approximate proportional relation with the current, and the control current can be obtained by inquiring the value of the pressure P n;
Step three, control requirement:
1) When is reached, 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 powered, the control current of the proportional overflow valve 12 is assigned according to P n, braking is carried out by means of the proportional overflow valve 12, the acceleration of braking and decelerating is ensured to be in an allowable range, and P max and P min correspond to the maximum working pressure and the minimum working pressure of the proportional overflow valve 12 respectively;
2) When or/> , controlling according to the actual measured value P pt2 of the hydraulic system pressure of the working brake, 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 determining according to a system test;
When shows that the braking is too slow, the fourth two-position two-way electromagnetic valve 4 is powered on, the fifth two-position two-way electromagnetic valve 5 is powered off, the control current of the proportional overflow valve 12 is assigned according to P n, and the proportional overflow valve 12, the third overflow valve 10 and the throttle valve 11 are used for combined braking;
When shows that the braking is too fast, the third two-position two-way electromagnetic valve 3 is powered on to instantaneously supplement the pressure of the working brake 8 and then immediately powered off, meanwhile, 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 powered on, the control current of the proportional overflow valve 12 is assigned according to P n, and the braking is carried out through the proportional overflow valve 12;
When shows that the braking function is invalid or the brake is failed, and the reason of abnormal speed is detected, the first two-position two-way electromagnetic valve 1, the second two-position two-way electromagnetic 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 in power failure, and the third overflow valve 10 and the throttle valve 11 are adopted for combined braking.
Claims (4)
1. An emergency braking method of an emergency braking system of a ship lift ship lock device, wherein the emergency braking system of the ship lift ship lock device comprises an operating brake (8) and a safety brake (7) for braking a high-speed shaft of the ship lift ship lock device; the hydraulic disc brake is adopted by the working brake (8) and the safety brake (7);
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 circuit (20) through a one-way oil filtering valve group (17) and a one-way valve (19), the main oil circuit (20) is connected with a safety brake (7) through a second two-position two-way electromagnetic valve (2), and the main oil circuit (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 the hydraulic pump station system (16) through a first two-position two-way electromagnetic valve (1); the oil return path of the working brake (8) is connected with a fourth two-position two-way electromagnetic valve (4) and a fifth two-position two-way electromagnetic valve (5) in parallel, an actual pressure sensor (9) of the brake is arranged on the oil return path, and the fourth 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 fourth two-position two-way electromagnetic valve (4) and the proportional overflow valve (12) are communicated with a 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 the 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 the PLC (15);
the emergency braking method is characterized by comprising the following steps of:
Normally, the following is true: the ship lift driving device is driven by a variable frequency motor, a working brake (8) and a safety brake (7) are arranged 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 sequentially, the safety brake (7) and the working brake (8) are opened sequentially, and the ship lift is started to operate; after the ship lift runs to a target position, a driving motor is controlled by a frequency converter to reduce speed, when the speed is close to zero, a third two-position two-way electromagnetic valve (3) and a fifth two-position two-way electromagnetic valve (5) are powered off, a working brake (8) is powered off through pressure relief of a third overflow valve (10) and a throttle valve (11), then a second two-position two-way electromagnetic valve (2) is powered off, a first two-position two-way electromagnetic valve (1) is powered on, and a safety brake (7) is powered off in a delayed mode;
When the frequency converter and the driving motor have power failure or faults and emergency braking is needed, the electric braking is invalid, if the ship-receiving carriage is mechanically braked by adopting a normal method at a higher speed, larger impact can be generated, permanent damage is formed to equipment, and emergency braking is adopted at the moment;
Emergency braking: in order to reduce impact load under an emergency braking working condition, a proportional overflow valve (12) is arranged in a hydraulic control loop of the brake, the proportional overflow valve (12) operates according to a control pressure-current relation curve, after a PLC (15) receives an emergency braking instruction sent by a main system, a speed signal of a main hoisting machine and a pressure parameter of an actual pressure sensor (9) of the brake are collected, through calculation and judgment, the input current of the proportional overflow valve (12) is regulated, and the input current is matched with 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 output pressure of a working brake (8) is regulated, and the acceleration of the running speed reduction of a ship carriage is controlled, so that the impact is reduced is achieved.
2. The emergency braking method of an emergency braking system of a ship lift carrier drive apparatus according to claim 1, wherein: the hydraulic pump station system (16) comprises two parallel electric pump sets (1601); the electric pump set (1601) is connected with a manual pump (1602) in parallel; 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 method of an emergency braking system of a ship lift carrier drive apparatus according to claim 1, wherein: the main oil way (20) is provided with an energy accumulator (13), 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. The emergency braking method of an emergency braking system of a ship lift carrier driving device according to claim 1, comprising the following steps:
Step one, calculating an initial value:
Considering the standard water depth of the ship reception chamber and the friction resistance factor of the system, calculating the hydraulic system pressure of the working brake (8) when the braking is started to be P 0:
According to the following:
（1）
（2）
wherein: Calculating braking torque under the standard water depth condition,/> is system friction torque,/> is rotational inertia converted to a motor shaft,/> is absolute value converted to rated angular acceleration of the motor shaft, N is maximum pressure which can be applied to a brake disc by a single working brake,/> is an efficiency value of hydraulic pipeline along-way pressure loss,/> is a rod cavity area of a working brake cylinder,/> is the number of single set of working brake braking cylinders,/> is friction coefficient of a brake shoe and a brake disc, and/> is a working brake braking radius;
step two, speed feedback control:
From the start of braking to the time t n, the theoretical angular speed of the motor is :
（3）
Wherein: omega 0 is the initial angular velocity of the motor for emergency braking, assuming that the actual angular velocity of the motor is omega m;
At this time, the motor angular velocity deviation is :
（4）
to reduce the speed deviation, the angular acceleration adjustment amount is set to :
（5）
Wherein: the k value is determined according to , and the value range is: -0.1 to 0.1;
And obtaining the system control pressure as :
（6）
Wherein: For the system control pressure at/> , for/> the system control pressure for the previous scan cycle at/> ;
the input current and the control pressure of the typical proportional relief valve (12) run according to the control pressure-current relation curve, the working pressure of the proportional relief valve (12) is in a straight line section of the curve and has approximate proportional relation with the current, and the control current can be obtained by inquiring the value of the pressure P n;
Step three, control requirement:
1) When is reached, 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 powered, the control current of the proportional overflow valve (12) is assigned according to P n, braking is carried out by means of the proportional overflow valve (12), acceleration of braking deceleration is ensured to be in an allowable range, and P max and P min correspond to the maximum working pressure and the minimum working pressure of the proportional overflow valve (12) respectively;
2) When or/> , controlling according to the actual measured value P pt2 of the hydraulic system pressure of the working brake, 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 determining according to a system test;
When shows that the braking is too slow, the fourth two-position two-way electromagnetic valve (4) is powered on, the fifth two-position two-way electromagnetic valve (5) is powered off, the control current of the proportional overflow valve (12) is assigned according to P n, and the proportional overflow valve (12), the third overflow valve (10) and the throttle valve (11) are used for combined braking;
When shows that the braking is too fast, the third two-position two-way electromagnetic valve (3) is powered on to instantaneously supplement the pressure of the working brake (8) and then immediately powered off, meanwhile, 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 powered on, the control current of the proportional overflow valve (12) is assigned according to P n, and the braking is carried out through the proportional overflow valve (12);
When shows that the braking function fails and the speed abnormality is detected, the first two-position two-way electromagnetic valve (1), the second two-position two-way electromagnetic 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 powered off, and the third overflow valve (10) and the throttle valve (11) are adopted for combined braking.
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