CN211283551U - Safety braking system of dynamic compaction machine - Google Patents
Safety braking system of dynamic compaction machine Download PDFInfo
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- CN211283551U CN211283551U CN201921946542.2U CN201921946542U CN211283551U CN 211283551 U CN211283551 U CN 211283551U CN 201921946542 U CN201921946542 U CN 201921946542U CN 211283551 U CN211283551 U CN 211283551U
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Abstract
The utility model discloses a safety braking system of a dynamic compactor, wherein an air inlet of a first oil-gas valve, an air inlet of a second oil-gas valve, an air inlet of a first advance valve and an air inlet of a 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 a pilot oil way leading to the control band brake mechanism; and an air outlet of the second advance valve is communicated with a control air passage of the second-stage brake clamp. The utility model discloses a dynamic compactor can be in non-unhook mode work, and stability and security are good, and braking effect is good.
Description
Technical Field
The utility model relates to the field of machinary, in particular to dynamic compactor safety braking system.
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.
SUMMERY OF THE UTILITY MODEL
In view of this, the utility model provides a dynamic compactor safety braking system can work in non-unhook mode, and stability and security are good, and braking effect is good.
On one hand, the utility model provides a dynamic compactor safety braking system installs brake disc and brake drum on the hoist engine, installs second grade brake clamp on the brake disc, installs band brake mechanism and clutching mechanism on the brake drum, its characterized in that, the air inlet of first oil gas valve, the air inlet of second oil gas valve, the air inlet of first lead valve, the air inlet of second lead valve communicate with each other with the pilot control air supply; 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 a pilot oil way leading to the control band brake mechanism; and an air outlet of the second advance valve is communicated with a control air passage of the second-stage brake clamp.
Further, when the normality, the air inlet and the gas outlet of first lead valve communicate with each other, and the air inlet and the gas outlet of second lead valve communicate with each other, and the air inlet and the gas outlet disconnection of first oil gas valve, the air inlet and the gas outlet disconnection of second oil gas valve.
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; the brake mechanism comprises a brake cylinder, and the clutch mechanism comprises a clutch 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 the rodless cavity of the brake oil cylinder, the rod cavity of the brake oil cylinder is communicated with the hydraulic energy accumulator, 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; 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 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; an O port of the pilot control valve is an oil return port;
the control port of the first oil-gas valve is communicated with the port P of the pilot control valve; and a control port of the second oil-gas valve is communicated with a control port of the second hydraulic control valve.
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 of a 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 and the brake mechanism is in a braking state; when a pilot oil way of the port P of the pilot control valve is opened and the pilot control valve is in the left position or the right position, the secondary braking clamp is loosened, and the brake mechanism is in an unbraked state.
The utility model discloses a dynamic compactor safety braking system compares prior art beneficial effect and lies in:
1. the utility model discloses can work under the non-unhook mode, play the hammer and put the hammer before, adopt second grade braking pincers braking, play the hammer and put the hammer after, loosen second grade braking pincers braking in advance, ensure system safety and stability.
2. The utility model discloses a clutch cylinder and the hydro-cylinder interlock of holding up to stop are realized to first shuttle valve and pilot operated valve, and when pilot operated valve was in the left position, clutch mechanism was closed, and the mechanism of holding up to stop is opened, realizes the ascending action of hammer. When the pilot control valve is in the right position, the clutch mechanism is opened, the brake mechanism is opened, and the unhooking free-fall body lowering action is realized. When the pilot control valve is in the middle position, the clutch mechanism is opened, the brake mechanism is closed, and the air start-stop action is realized. In addition, the clutch oil cylinder and the brake oil cylinder are supplied with oil through the hydraulic energy accumulator, the brake oil cylinder adopts a double-acting oil cylinder, and under a normal state, a rod cavity of the brake oil cylinder is supplied with oil through the hydraulic energy accumulator, so that the brake mechanism is in a normal brake state. The clutch oil cylinder and the brake oil cylinder control hydraulic oil circuit is ingenious in structure and good in stability and safety.
Drawings
The accompanying drawings, which form a part hereof, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention without undue limitation. In the drawings:
FIG. 1 is a schematic structural view of a safety braking system of the dynamic compactor of the present invention;
fig. 2 is a schematic diagram of the hoisting structure of the present invention.
Detailed Description
It should be noted that, in the present invention, 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 accompanying drawings in conjunction with embodiments.
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 utility model provides a safety braking system of dynamic compactor, 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 advance valve 22, the air inlet of the second advance valve 20 are communicated with the 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.
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.
In a further technical scheme, in the non-unhooking mode, the clutch oil cylinder 70 and the brake oil cylinder 80 are linked. 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 and a second shuttle valve 17; 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, 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; 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 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 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.
The working process of the safety braking system of the dynamic compaction machine of the utility model 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.
The techniques not described above are common general knowledge of the skilled person. The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (4)
1. A safety braking system of a dynamic compaction machine is characterized in that a brake disc (2) and a brake drum (3) are installed on a winch (1), a secondary braking clamp (9) is installed on the brake disc (2), and a brake mechanism (8) and a clutch mechanism (7) are installed on the brake drum (3), and the safety braking system is characterized in that an air inlet of a first oil-gas valve (21), an air inlet of a second oil-gas valve (11), an air inlet of a first advance valve (22) and an air inlet of a second advance 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 pilot oil way leading to the control band brake mechanism; an air outlet of the second advance valve (20) is communicated with a control air passage of the second-stage brake clamp (9).
2. The dynamic compactor safety braking system according to claim 1, 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 from the air outlet, and an air inlet of the second oil-gas valve (11) is disconnected from the air outlet.
3. The dynamic compaction machine safety brake system according to claim 1, 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), a second shuttle valve (17); the brake mechanism (8) comprises a brake cylinder (80), and the clutch mechanism (7) 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 a rodless cavity of the brake cylinder (80), a rod cavity of the brake cylinder (80) is communicated with the hydraulic energy accumulator (13), 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); 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 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);
the second hydraulic control valve (15) is positioned at the 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); an O port of the pilot control valve (18) is an oil return port;
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).
4. The dynamic compaction machine safety braking system according to claim 3, 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 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 of a P port of the pilot control valve (18) is opened and the pilot control valve (18) is in a left position or a right position, the secondary braking clamp (9) is released in advance, and the brake mechanism (8) is in an unbraked state.
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| CN201921946542.2U CN211283551U (en) | 2019-11-12 | 2019-11-12 | Safety braking system of dynamic compaction machine |
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| CN201921946542.2U CN211283551U (en) | 2019-11-12 | 2019-11-12 | Safety braking system of dynamic compaction machine |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110775853A (en) * | 2019-11-12 | 2020-02-11 | 湖南博邦重工有限公司 | Safety braking system of dynamic compaction machine |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110775853A (en) * | 2019-11-12 | 2020-02-11 | 湖南博邦重工有限公司 | Safety braking system of dynamic compaction machine |
| CN110775853B (en) * | 2019-11-12 | 2024-09-17 | 湖南博邦重工有限公司 | Dynamic compactor safety braking system |
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