CN211283553U - Foot-operated braking system of winch and dynamic compactor - Google Patents

Abstract

The utility model discloses a winch foot-operated brake system and a dynamic compactor, which comprises a foot-operated brake valve, a primary brake pump, a secondary brake pump, a primary brake clamp and a secondary brake clamp; the primary brake clamp and the secondary brake clamp are arranged on a brake disc of the winch; the first-stage brake pump drives the first-stage brake clamp to brake, the second-stage brake pump drives the second-stage brake clamp to brake, the foot-stepping brake valve drives the first-stage brake pump and the second-stage brake pump to act, and the pressure of a first-stage brake air source supplied to the first-stage brake pump is smaller than the pressure of a second-stage brake air source supplied to the second-stage brake pump. The utility model discloses a dynamic compactor can realize the soft braking of multistage speed reduction to the hoist engine in non-unhook mode work, can gently press the brake and do not lock, and braking effect is good, and the braking circulation radiating effect is good.

Description

Foot-operated braking system of winch and dynamic compactor

Technical Field

The utility model relates to the field of machinary, in particular to braking system and dynamic compactor are stepped on to hoist engine foot.

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.

At present, current dynamic compactor can only work under unhook mode, can not work under non-unhook mode, because when non-unhook mode, the hoist engine reverses under the pulling force of ram, the ram falling speed of free fall is very fast, make hoist engine reverse speed very high, it is very big to the hoist engine impact force, cause the hoist engine to damage easily, in addition, after the ramming, the ram lands, the hoist engine is under inertial effect, the hoist engine chance continues to rotate, the jack-up wire rope play rope volume that causes the hoist engine can be many, next ramming of influence. Therefore, before the rammer is not landed, the speed is reduced, the descending speed of the rammer is controlled, the braking distance of secondary braking is reduced, and when the rammer is landed, the winch needs to be fully braked, so that the rope outlet amount of a hoisting steel wire rope of the winch is reduced. Because the existing dynamic compactor only comprises a brake mechanism, the functions cannot be realized. Therefore, a new braking system and a new winch need to be developed, and the dynamic compactor can work in a non-unhooking mode.

SUMMERY OF THE UTILITY MODEL

In view of this, the utility model provides a braking system and dynamic compaction machine are stepped on to hoist engine foot can realize the soft braking of multistage speed reduction to the hoist engine in the work of non-unhook mode, can slightly stop and not lock, and braking effect is good, and braking circulation radiating effect is good.

On one hand, the utility model provides a winch pedal brake system, which comprises a pedal brake valve, a primary brake pump, a secondary brake pump, a primary brake clamp and a secondary brake clamp; the primary brake clamp and the secondary brake clamp are arranged on a brake disc of the winch; the first-stage brake pump drives the first-stage brake clamp to brake, the second-stage brake pump drives the second-stage brake clamp to brake, the foot-stepping brake valve drives the first-stage brake pump and the second-stage brake pump to act, and the pressure of a first-stage brake air source supplied to the first-stage brake pump is smaller than the pressure of a second-stage brake air source supplied to the second-stage brake pump.

In the scheme of the first embodiment of the utility model, the device comprises a second pneumatic valve, a first-stage exhaust valve and a second-stage exhaust valve; the air inlet of the primary brake pump is communicated with the air outlet of the primary exhaust valve, and the first air outlet of the pedal brake valve is communicated with the air inlet of the primary exhaust valve; the air inlet of the secondary brake pump is communicated with the air outlet of the second pneumatic valve, the second air outlet of the foot-operated brake valve is communicated with the air inlet of the secondary exhaust valve, and the air outlet of the secondary exhaust valve is communicated with the control port of the second pneumatic valve; the air inlet of the second pneumatic valve is connected with a secondary braking air source, the first air inlet of the foot-operated braking valve is connected with a primary braking air source, and the second air inlet of the foot-operated braking valve is connected with a pilot control air source.

In the scheme of the second embodiment of the utility model, the exhaust valve comprises a first-stage exhaust valve and a second-stage exhaust valve; the air inlet of the primary brake pump is communicated with the air outlet of the primary exhaust valve, and the first air outlet of the pedal brake valve is communicated with the air inlet of the primary exhaust valve; the air inlet of the secondary brake pump is communicated with the air outlet of the secondary exhaust valve, and the second air outlet of the pedal brake valve is communicated with the air inlet of the secondary exhaust valve; the first air inlet of the foot-operated brake valve is connected with a primary brake air source, and the second air inlet of the foot-operated brake valve is connected with a secondary brake air source.

In the third embodiment scheme of the utility model, the device comprises a first pneumatic valve, a second pneumatic valve, a primary exhaust valve and a secondary exhaust valve; the air inlet of the first-stage brake pump is communicated with the air outlet of the first pneumatic valve, the first air outlet of the foot-operated brake valve is communicated with the air inlet of the first-stage exhaust valve, and the air outlet of the first-stage exhaust valve is communicated with the control port of the first pneumatic valve; the air inlet of the first pneumatic valve is connected with a primary braking air source;

the air inlet of the secondary brake pump is communicated with the air outlet of the second pneumatic valve, the second air outlet of the foot-operated brake valve is communicated with the air inlet of the secondary exhaust valve, and the air outlet of the secondary exhaust valve is communicated with the control port of the second pneumatic valve; an air inlet of the second pneumatic valve is connected with a secondary braking air source;

the first air inlet and the second air inlet of the foot brake valve are connected with a pilot control air source.

Furthermore, a first shuttle valve is arranged in a pipeline communicated with a first air outlet of the foot-operated brake valve and an air inlet of the first-stage exhaust valve, and a second shuttle valve is arranged in a pipeline communicated with a second air outlet of the foot-operated brake valve and an air inlet of the second-stage exhaust valve.

Further, the oil pump comprises an oil tank, an oil pump, a first one-way valve and a second one-way valve;

an oil outlet of the first one-way valve is connected with an oil inlet A of the primary braking clamp, and an oil inlet of the first one-way valve is connected with an oil inlet path; an oil outlet B of the primary brake clamp is connected with an oil outlet P of the primary brake pump, and an oil return port T of the primary brake pump is connected with an oil return path;

an oil outlet of the second one-way valve is connected with an oil inlet A of the secondary braking clamp, and an oil inlet of the second one-way valve is connected with an oil inlet path; an oil outlet B of the secondary brake clamp is connected with an oil outlet P of a secondary brake pump, and an oil return port T of the secondary brake pump is connected with an oil return path;

hydraulic oil in the oil tank sequentially passes through the oil pump to divide two hydraulic oil paths, and a first hydraulic oil path sequentially passes through the first one-way valve, the oil inlet A of the primary brake clamp, the oil outlet B of the primary brake clamp, the oil outlet P of the primary brake pump and the oil return port T of the primary brake pump to return to the oil tank to form heat dissipation circulation; and the second hydraulic oil way sequentially passes through the second one-way valve, the oil inlet A of the secondary brake clamp, the oil outlet B of the secondary brake clamp, the oil outlet P of the secondary brake pump and the oil return tank T of the oil return port T of the secondary brake pump to form heat dissipation circulation.

Furthermore, the foot brake valve comprises an upper valve seat, a push rod, a first valve body, a second valve body, a center rod and a first spring; the upper valve seat is provided with a first air inlet and a first air outlet, the push rod is in sealing fit with an inner cavity at the upper end of the upper valve seat, the first valve body is in sealing fit with an inner cavity at the lower end of the upper valve seat, the second valve body is positioned in the inner cavity of the first valve body, the central rod is connected with the second valve body, and a central through hole is formed in the central rod; two ends of the first spring are respectively abutted against the upper valve seat and the first valve body, the inner cavity of the upper valve seat is provided with a push rod up-and-down moving stroke, and the inner cavity of the upper valve seat is provided with a first valve body up-and-down moving stroke;

when the upper end face of the second valve body is pressed against the step face of the first valve body to form a first plane sealing face, the first plane sealing face divides the inner cavity of the upper valve seat into a first sealing cavity and a second sealing cavity, the first valve body moves up and down under the action of the pressure difference between the first sealing cavity and the second sealing cavity, the first air inlet is communicated with the first sealing cavity, and the second air outlet is communicated with the second sealing cavity; when the push rod overcomes the pressure of the second sealing cavity and pushes the first plane sealing surface downwards, the first sealing cavity is communicated with the second sealing cavity;

the second sealing cavity is communicated with the central through hole, and when the push rod overcomes the pressure of the second sealing cavity and downwards abuts against the upper end face of the second valve body to form a second plane sealing surface, a channel between the second sealing cavity and the central through hole is disconnected.

Furthermore, the foot brake valve comprises a second spring and a second sliding sleeve, the second sliding sleeve is matched with an inner cavity of the first valve body, the second valve body is matched with an inner cavity of the second sliding sleeve, two ends of the second spring are respectively pressed on the first valve body and the second valve body, and the upper end of the second valve body is pressed on a step surface of a table of the first valve body under the action of the second spring to form a first plane sealing surface; a first vent hole is formed in the second sliding sleeve;

a first step for limiting the lower end of the push rod and a second step for limiting the upper end of the first valve body are arranged in the inner cavity of the upper valve seat, and two ends of the first spring are respectively abutted against the first step of the upper valve seat and the step surface of the first valve body; the first valve body is positioned below the second step, a second vent hole is formed in the upper end of the first valve body, and a third vent hole is formed in the lower end of the second valve body;

a first stop piece used for limiting the upper end of the push rod is arranged in the inner cavity of the upper valve seat, a second stop piece used for limiting the lower end of the second sliding sleeve is arranged in the inner cavity of the first valve body, a first sealing ring is arranged between the push rod and the sealing matching surface of the upper valve seat, a second sealing ring is arranged between the first valve body and the sealing matching surface of the upper valve seat, and a third sealing ring is arranged between the second valve body and the sealing matching surface of the middle rod.

Furthermore, the foot brake valve comprises a lower valve seat, an exhaust seat, a third valve body and a third spring, wherein the lower valve seat is arranged below the upper valve seat, the exhaust seat is arranged below the lower valve seat, the lower end of the central rod is in sealing fit with the lower valve seat, the third valve body is arranged in an inner cavity of the lower valve seat, two ends of the third spring are respectively abutted between the exhaust seat and the third valve body, and the third valve body is abutted against the lower valve seat under the elastic force action of the third spring to form a third plane sealing surface; an exhaust port is formed in the exhaust seat, and a second air inlet and a second air outlet are formed in the lower valve seat; the central through hole is communicated with the second air outlet and the exhaust port, and is disconnected with the second air outlet when the central rod is pressed downwards against the upper end face of the third valve body to form a fourth plane sealing surface; when the central rod pushes the third plane sealing surface downwards, the second air inlet is communicated with the second air outlet;

the lower valve seat is connected with the upper valve seat through threads, a fourth sealing ring is arranged on the matching end surface of the upper valve seat and the lower valve seat, the exhaust seat is connected with the lower valve seat through threads, a fifth sealing ring is arranged on the matching end surface of the exhaust seat and the lower valve seat, a sixth sealing ring is arranged between the matching surface of the third valve body and the exhaust seat, and a seventh sealing ring is arranged between the central rod and the matching surface of the lower valve seat;

the foot brake valve comprises a pedal, a pedal seat, a tappet and a first sliding sleeve; the footboard is articulated with the pedal seat, goes up the disk seat and is connected with the pedal seat, and first sliding sleeve inlays on the pedal seat, tappet and the cooperation of first sliding sleeve, and the footboard is pressed in the tappet upper end, and the tappet lower extreme is pressed in the push rod upper end.

Additionally, the utility model also provides a dynamic compactor, step on braking system including foretell hoist engine foot.

The utility model discloses a braking system is stepped on to hoist engine foot compares prior art beneficial effect with dynamic compactor and lies in:

1. the first-stage brake clamp realizes first-stage braking, and the second-stage brake clamp realizes second-stage braking. The pressure of the primary brake air source supplied to the primary brake pump is smaller than the pressure of the secondary brake air source supplied by the secondary brake pump. So that the braking force of the primary braking is smaller than that of the secondary braking. Under the non-unhooking mode of the dynamic compaction machine, before the rammer is not grounded, the primary braking clamp performs primary braking on the winch, so that the speed reduction braking of the winch is realized, and the winch cannot be locked. When the rammer lands, the secondary braking clamp performs secondary braking on the winch to lock the winch. Therefore, multi-stage soft deceleration braking of free falling of the rammer of the winch is realized.

2. The utility model discloses a brake valve is stepped on to the foot can realize soft braking, vary voltage braking, can gently the point stop and not lock. When the push rod overcomes the pressure of the second sealing cavity and pushes the first plane sealing surface downwards, the first sealing cavity is communicated with the second sealing cavity, the pressure of the second sealing cavity is increased, the first valve body moves downwards for a certain distance under the action of the pressure of the second sealing cavity to achieve new balance, and the first plane sealing is closed again. The first valve body moves up and down by means of the pressure difference between the first sealing cavity and the second sealing cavity, so that the pressure of the second sealing cavity is controllable, soft braking and variable-pressure braking are realized, and the brake can be lightly applied without locking.

3. Under the condition that the first-stage brake clamp and the second-stage brake clamp are not braked, the first hydraulic oil path and the second hydraulic oil path are both heat dissipation circulating oil paths, heat dissipation is carried out through an oil tank heat dissipation system, the brake heat dissipation effect is good, and the brake performance is improved.

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 first embodiment of the present invention;

fig. 2 is a schematic structural view of a second embodiment of the present invention;

fig. 3 is a schematic structural view of a third embodiment of the present invention;

FIG. 4 is a schematic structural view of the foot brake valve of FIGS. 1 and 2 and FIG. 3 with both the first and second stages closed;

FIG. 5 is a schematic structural view of the foot brake valve of FIGS. 1 and 2 and FIG. 3 in a first stage half-open and second stage closed condition;

FIG. 6 is a schematic structural view of the foot brake valve of FIGS. 1 and 2 and FIG. 3 in a first stage fully open and second stage closed condition;

FIG. 7 is a schematic structural view of the foot brake valve of FIGS. 1 and 2 and FIG. 3 in a first fully open and second fully open position;

fig. 8 is a schematic view of the first and second brake caliper mounting structures of fig. 1 and 2 and 3.

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. 1, the utility model provides a winch foot-operated brake system, which comprises a foot-operated brake valve 100, a primary brake pump 108, a secondary brake pump 102, a primary brake clamp 105 and a secondary brake clamp 103; the primary brake caliper 105 and the secondary brake caliper 103 are mounted on the brake disc of the hoist (as shown in fig. 8); the primary brake pump 108 drives the primary brake clamp 105 to brake, the secondary brake pump 102 drives the secondary brake clamp 103 to brake, the foot-operated brake valve 100 drives the primary brake pump 108 and the secondary brake pump 102 to act, and the pressure of a primary brake air source supplied to the primary brake pump 108 is smaller than the pressure of a secondary brake air source supplied to the secondary brake pump 102.

The primary braking clamp 105 implements primary braking and the secondary braking clamp 103 implements secondary braking. Since the primary brake air supply pressure supplied to the primary brake pump 108 is less than the secondary brake air supply pressure supplied by the secondary brake pump 102. So that the braking force of the primary braking is smaller than that of the secondary braking. In the non-unhooking mode of the dynamic compaction machine, before the rammer is not grounded, namely the rammer freely falls to the front of a ramming pit, the primary braking clamp 105 performs primary braking on the winch, so that the speed reduction braking of the winch is realized, and the winch cannot be locked. When the ram lands, namely the ram freely falls to the ramming pit, the secondary braking clamp 103 performs secondary braking on the winch to lock the winch. Therefore, multi-stage soft deceleration braking of free falling of the rammer of the winch is realized.

As shown in fig. 1, the winch foot brake system in the first embodiment includes a second pneumatic valve 113, a primary exhaust valve 109, and a secondary exhaust valve 101; the air inlet of the primary brake pump 108 is communicated with the air outlet of the primary exhaust valve 109, and the first air outlet B1 of the foot-operated brake valve 100 is communicated with the air inlet of the primary exhaust valve 109; an air inlet of the secondary brake pump 102 is communicated with an air outlet of the second pneumatic valve 113, a second air outlet B2 of the foot brake valve 100 is communicated with an air inlet of the secondary exhaust valve 101, and an air outlet of the secondary exhaust valve 101 is communicated with a control port of the second pneumatic valve 113; an air inlet of the second pneumatic valve 113 is connected with a secondary brake air source, a first air inlet a1 of the foot-operated brake valve 100 is connected with a primary brake air source, and a second air inlet a2 of the foot-operated brake valve 100 is connected with a pilot control air source.

When a driver steps on the brake valve, firstly, the primary brake is started, the primary brake air source enters from the first air inlet A1 of the foot-operated brake valve 100, and is discharged from the first air outlet B1 of the foot-operated brake valve 100 and drives the primary brake clamp 105 to brake through the primary exhaust valve 109 and the primary brake pump 108.

When the driver continues to step on the brake valve with the foot, the secondary brake is started, the pilot control air source enters from the second air inlet a2 of the foot-operated brake valve 100, is discharged from the second air outlet B2 of the foot-operated brake valve 100, passes through the secondary exhaust valve 101, and the control port of the second pneumatic valve 113 to drive the second pneumatic valve 113 to be opened, and enters the secondary brake pump 102 through the second pneumatic valve 113 to drive the secondary brake clamp 103 to brake.

As shown in fig. 2, the winch foot brake system in the second embodiment includes a primary exhaust valve 109, a secondary exhaust valve 101; the air inlet of the primary brake pump 108 is communicated with the air outlet of the primary exhaust valve 109, and the first air outlet B1 of the foot-operated brake valve 100 is communicated with the air inlet of the primary exhaust valve 109; an air inlet of the secondary brake pump 102 is communicated with an air outlet of the secondary exhaust valve 101, and a second air outlet B2 of the foot-operated brake valve 100 is communicated with an air inlet of the secondary exhaust valve 101; the first air inlet A1 of the foot brake valve 100 is connected with a primary brake air source, and the second air inlet A2 of the foot brake valve 100 is connected with a secondary brake air source.

When a driver steps on the brake valve, firstly, the primary brake is started, the primary brake air source enters from the first air inlet A1 of the foot-operated brake valve 100, and is discharged from the first air outlet B1 of the foot-operated brake valve 100 and drives the primary brake clamp 105 to brake through the primary exhaust valve 109 and the primary brake pump 108.

When the driver continues to step down on the brake valve, the secondary brake is started, the secondary brake air source enters from the second air inlet A2 of the foot-operated brake valve 100, and is discharged from the second air outlet B2 of the foot-operated brake valve 100 and drives the secondary brake clamp 103 to brake through the secondary exhaust valve 101 and the secondary brake pump 102.

As shown in fig. 3, the winch foot brake system in the third embodiment includes a first pneumatic valve 114, a second pneumatic valve 113, a primary exhaust valve 109, and a secondary exhaust valve 101; the air inlet of the primary brake pump 108 is communicated with the air outlet of the first pneumatic valve 114, the first air outlet B1 of the foot brake valve 100 is communicated with the air inlet of the primary exhaust valve 109, and the air outlet of the primary exhaust valve 109 is communicated with the control port of the first pneumatic valve 114; the air inlet of the first pneumatic valve 114 is connected with a primary brake air source;

an air inlet of the secondary brake pump 102 is communicated with an air outlet of the second pneumatic valve 113, a second air outlet B2 of the foot brake valve 100 is communicated with an air inlet of the secondary exhaust valve 101, and an air outlet of the secondary exhaust valve 101 is communicated with a control port of the second pneumatic valve 113; the air inlet of the second pneumatic valve 113 is connected with a secondary brake air source;

the first air inlet A1 and the second air inlet A2 of the foot brake valve 100 are connected with a pilot control air source.

When a driver steps on the brake valve, firstly, the primary brake is started, the pilot control air source enters from the first air inlet A1 of the foot-operated brake valve 100, is discharged from the first air outlet B1 of the foot-operated brake valve 100 and drives the first pneumatic valve 114 to be opened through the primary exhaust valve 109 and the control port of the first pneumatic valve 114, and the primary brake air source enters the primary brake pump 108 through the first pneumatic valve 114 and drives the primary brake clamp 105 to brake.

When the driver continues to step on the brake valve with the foot, the secondary brake is started, the pilot control air source enters from the second air inlet a2 of the foot-operated brake valve 100, is discharged from the second air outlet B2 of the foot-operated brake valve 100, passes through the secondary exhaust valve 101, and the control port of the second pneumatic valve 113 to drive the second pneumatic valve 113 to be opened, and enters the secondary brake pump 102 through the second pneumatic valve 113 to drive the secondary brake clamp 103 to brake.

In a further aspect of the winch foot brake system according to the first, second and third embodiments, a first shuttle valve 110 may be disposed in a pipeline in which the first outlet port B1 of the foot brake valve 100 communicates with an inlet port of the primary exhaust valve 109, and second shuttle valves 111 and 112 may be disposed in a pipeline in which the second outlet port B2 of the foot brake valve 100 communicates with an inlet port of the secondary exhaust valve 101.

As shown in fig. 1, the oil tank, the oil pump 107, the first check valve 106, and the second check valve 104;

an oil outlet of the first check valve 106 is connected with an oil inlet A of the primary braking clamp 105, and an oil inlet of the first check valve 106 is connected with an oil inlet path; an oil outlet B of the primary brake clamp 105 is connected with an oil outlet P of the primary brake pump 108, and an oil return port T of the primary brake pump 108 is connected with an oil return path;

an oil outlet of the second check valve 104 is connected with an oil inlet A of the secondary brake clamp 103, and an oil inlet of the second check valve 104 is connected with an oil inlet path; an oil outlet B of the secondary brake clamp 103 is connected with an oil outlet P of the secondary brake pump 102, and an oil return port T of the secondary brake pump 102 is connected with an oil return path;

hydraulic oil in the oil tank sequentially passes through the oil pump 107 to be divided into two hydraulic oil paths, and the first hydraulic oil path sequentially passes through the first one-way valve 106, the oil inlet A of the primary brake clamp 105, the oil outlet B of the primary brake clamp 105, the oil outlet P of the primary brake pump 108 and the oil return tank T of the primary brake pump 108 to form heat dissipation circulation; the second hydraulic oil path sequentially passes through the second check valve 104, the oil inlet A of the secondary brake clamp 103, the oil outlet B of the secondary brake clamp 103, the oil outlet P of the secondary brake pump 102 and the oil return tank T of the oil return port T of the secondary brake pump 102 to form heat dissipation circulation.

Under the condition that the first-stage braking clamp 105 and the second-stage braking clamp 103 are not braked, the first hydraulic oil path and the second hydraulic oil path are both heat dissipation circulating oil paths, heat dissipation is carried out through an oil tank heat dissipation system, the braking heat dissipation effect is good, and the braking performance is improved.

As shown in fig. 4, in order to realize soft braking and variable pressure braking, the utility model discloses improved the foot brake valve, it includes footboard 1, footboard seat 3, tappet 2, first sliding sleeve 13; footboard 1 is articulated with footboard seat 3, goes up disk seat 29 and passes through bolt or threaded connection with footboard seat 3, and first sliding sleeve 13 inlays on footboard seat 3, tappet 2 and the cooperation of first sliding sleeve 13, and tappet 2 can slide from top to bottom, and footboard 1 is pressed in tappet 2 upper end, and tappet 2 lower extreme is pressed in push rod 4 upper end. When the driver steps on the pedal 1, the tappet 2 slides down, pushing the push rod 4 to slide down.

The lower valve seat 9 is mounted below the upper valve seat 29, the exhaust seat 12 is mounted below the lower valve seat 9, the lower valve seat 9 is in threaded connection with the upper valve seat 29, the exhaust seat 12 is in threaded connection with the lower valve seat 9, the upper valve seat 29 is provided with a first air inlet A1 and a first air outlet B1, the exhaust seat 12 is provided with an exhaust port T, and the lower valve seat 9 is provided with a second air inlet A2 and a second air outlet B2. The first air inlet A1 and the second air inlet A2 are connected with an air inlet pipeline, the first air outlet B1 is connected with a first brake, the second air outlet B2 is connected with a second brake, and the air outlet T is communicated with the atmosphere.

A first sealing ring 20 (shown in figure 6) is arranged between the push rod 4 and the sealing matching surface of the upper valve seat 29, and the push rod 4 is in sealing matching with the inner cavity at the upper end of the upper valve seat 29. A second sealing ring 21 is arranged between the sealing and matching surfaces of the first valve body 30 and the upper valve seat 29, as shown in FIG. 3, and the first valve body 30 is in sealing and matching with an inner cavity at the lower end of the upper valve seat 29. The second valve body 6 is located in the inner cavity of the first valve body 30, a third sealing ring 22 is arranged between the sealing matching surfaces of the second valve body 6 and the central rod 8, as shown in fig. 3, and the central rod 8 is connected with the second valve body 6 in a sealing matching mode. A central through hole is formed in the central rod 8; the two ends of the first spring 5 respectively abut against the upper valve seat 29 and the first valve body 30, the up-and-down moving stroke H1 (shown in figure 7) of the push rod 4 is arranged in the cavity of the upper valve seat 29, and the up-and-down moving stroke H2 (shown in figure 7) of the first valve body 30 is arranged in the cavity of the upper valve seat 29.

A first stop sheet 14 for limiting the upper end of the push rod 4 is arranged in the inner cavity of the upper valve seat 29. A second stopping sheet 17 used for limiting the lower end of the second sliding sleeve 7 is arranged in the inner cavity of the first valve body 30. As shown in fig. 3, a first step 27 for limiting the lower end of the push rod 4 and a second step 28 for limiting the upper end of the first valve body 30 are arranged in the inner cavity of the upper valve seat 29, and two ends of the first spring 5 respectively abut against the first step 27 of the upper valve seat 29 and the step surface of the first valve body 30; the first valve body 30 is located below the second step 28, the upper end of the first valve body 30 is provided with a second vent hole 15, and the lower end of the second valve body 6 is provided with a third vent hole 18. The upper end limit of the push rod 4 is a first stop sheet 14, the lower end limit of the push rod is a first step 27, the upper end limit of the first valve body 30 is a second step 28, and the lower end limit of the first valve body 30 is a lower valve seat 9.

The second sliding sleeve 7 is matched with the inner cavity of the first valve body 30, the second valve body 6 is matched with the inner cavity of the second sliding sleeve 7, two ends of the second spring 16 are respectively pressed on the first valve body 30 and the second valve body 6, and the upper end of the second valve body 6 is pressed on the step surface of the first valve body 30 under the action of the second spring 16 to form a first plane sealing surface F1. The second sliding bush 7 is provided with a first vent hole 19.

When the upper end face of the second valve body 6 is pressed against the step face of the first valve body 30 to form a first plane sealing face F1 (as shown in fig. 5), the first plane sealing face F1 divides the inner cavity of the upper valve seat 29 into a first sealing cavity P1 and a second sealing cavity P2 (as shown in fig. 5). The first valve body 30 moves up and down under the action of pressure difference between the first seal cavity P1 and the second seal cavity P2, the first air inlet A1 is communicated with the first seal cavity P1, and the second air outlet B2 is communicated with the second seal cavity P2. The second sealing cavity P2 is communicated with the central through hole, and when the push rod 4 overcomes the pressure of the second sealing cavity P2 and presses downwards on the upper end surface of the second valve body 6 to form a second plane sealing surface F2, as shown in fig. 4, the channel between the second sealing cavity P2 and the central through hole is cut off. When the push rod 4 pushes the first plane sealing surface F1 downwards against the pressure of the second sealing cavity P2 and the acting force of the second spring 16, the first sealing cavity P1 is communicated with the second sealing cavity P2.

The lower end of the central rod 8 is in sealing fit with the lower valve seat 9, the third valve body 10 is installed in the inner cavity of the lower valve seat 9, two ends of the third spring 11 respectively abut against between the exhaust seat 12 and the third valve body 10, and the third valve body 10 abuts against the lower valve seat 9 under the elastic force of the third spring 11 to form a third plane sealing surface F3 (as shown in fig. 5); an exhaust port T is formed on the exhaust seat 12, and a second air inlet A2 and a second air outlet B2 are formed on the lower valve seat 9; the central through hole is communicated with the second air outlet B2 and the air outlet T, and when the central rod 8 is pressed downwards against the upper end surface of the third valve body 10 to form a fourth plane sealing surface F4, as shown in figure 4, the channel between the central through hole and the second air outlet B2 is disconnected; when the center rod 8 pushes the third planar sealing surface F3 downward, the second air inlet a2 communicates with the second air outlet B2.

As shown in fig. 6, a fourth seal ring 24 is provided on the mating surface of the upper valve seat 29 and the lower valve seat 9, a fifth seal ring 26 is provided on the mating surface of the exhaust seat 12 and the lower valve seat 9, a sixth seal ring 25 is provided between the mating surfaces of the third valve body 10 and the exhaust seat 12, and a seventh seal ring 23 is provided between the mating surfaces of the center rod 8 and the lower valve seat 9.

The utility model discloses a brake valve working process is stepped on to the foot as follows:

as shown in fig. 4, the first-stage brake and the second-stage brake of the foot brake valve are both in the closed state, at this time, the second valve body 6 closes the first plane sealing surface F1 under the action of the second spring 16, the first valve body 30 compresses the first spring 5 against the second step 28 under the pressure of the first sealing cavity P1, and the first valve body 30 is located at the upper limit position. The push rod 4 is pressed against the first stop sheet 14 under the pressure of the second seal cavity P2, and the push rod 4 is located at the upper limit position. The second planar sealing surface F2 and the fourth planar sealing surface F4 are opened, and the third valve body 10 closes the third planar sealing surface F3 under the force of the third spring 11. The compressed air in the first air outlet B1 passes through the second seal chamber P2 and the central hole formed in the central rod 8 and is discharged from the air outlet T. The compressed air of the second air outlet B2 is discharged through the air outlet T.

As shown in fig. 5, the first stage half-brake and second stage brake off states of the foot brake valve,

when a driver steps on the pedal 1, the tappet 2 slides downwards to push the push rod 4 to slide downwards, when the push rod 4 overcomes the pressure of the second sealing cavity P2 and is pressed downwards against the upper end surface of the second valve body 6 to form a second plane sealing surface F2, a channel between the second sealing cavity P2 and the central through hole is disconnected, and the second sealing cavity P2 is not communicated with the atmosphere.

When the pedal is pressed continuously, the downward thrust of the push rod 4 is increased, and when the push rod 4 pushes the first plane sealing surface F1 downwards against the pressure of the second sealing cavity P2 and the acting force of the second spring 16, the first sealing cavity P1 is communicated with the second sealing cavity P2. Compressed air in the first air inlet A1 enters the second sealing cavity P2 through gaps among the first sealing cavity P1, the third vent hole 18, the first vent hole 19, the second valve body 6 and the first valve body 30, and compressed air in the second sealing cavity P2 flows into the first air outlet B1 through the second vent hole 15 and is discharged. At this time, the pressure of the second seal chamber P2 rises, the first valve body 30 moves downward a certain distance under the pressure of the second seal chamber P2, a new equilibrium state is reached, and the first planar seal F1 is closed again. The first valve body 30 moves up and down by means of pressure difference between the first sealing cavity P1 and the second sealing cavity P2, so that the pressure of the second sealing cavity P2 is controllable, soft braking, variable pressure braking and light braking without locking are realized.

As shown in fig. 6, the first stage full brake and second stage brake off states of the foot brake valve.

When the first valve body 30 is pressed against the lower valve seat 9 under the pressure action of the second seal cavity P2, the first valve body 30 is at the lower limit position, at this time, the gap between the second valve body 6 and the step surface of the first valve body 30 is at the maximum state, the first seal cavity P1 and the second seal cavity P2 are completely opened, the compressed air of the first air inlet a1 enters the second seal cavity P2 through the gap between the first seal cavity P1, the third vent hole 18, the first vent hole 19, the second valve body 6 and the step surface of the first valve body 30, and the compressed air of the second seal cavity P2 flows into the first air outlet B1 through the second vent hole 15 and is discharged. When the central rod 8 is pressed downwards against the upper end surface of the third valve body 10 to form a fourth plane sealing surface F4, the central through hole is disconnected with the channel of the second air outlet B2.

As shown in fig. 7, the foot brake valve has a first stage full brake and a second stage full brake condition.

When the pedal is further pressed, the downward thrust of the push rod 4 is increased, and when the central rod 8 pushes the third plane sealing surface F3 downwards, the second air inlet a2 is communicated with the second air outlet B2. The second stage brake is on.

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 (10)

1. A winch foot-operated brake system is characterized by comprising a foot-operated brake valve (100), a primary brake pump (108), a secondary brake pump (102), a primary brake clamp (105) and a secondary brake clamp (103); the primary brake clamp (105) and the secondary brake clamp (103) are arranged on a brake disc of the winch; the primary brake pump (108) drives the primary brake clamp (105) to brake, the secondary brake pump (102) drives the secondary brake clamp (103) to brake, the foot-stepping brake valve (100) drives the primary brake pump (108) and the secondary brake pump (102) to act, and the pressure of a primary brake air source supplied to the primary brake pump (108) is smaller than the pressure of a secondary brake air source supplied to the secondary brake pump (102).

2. The winch foot brake system of claim 1, comprising a second pneumatic valve (113), a primary exhaust valve (109), a secondary exhaust valve (101); an air inlet of the primary brake pump (108) is communicated with an air outlet of the primary exhaust valve (109), and a first air outlet (B1) of the foot-operated brake valve (100) is communicated with an air inlet of the primary exhaust valve (109); an air inlet of the secondary brake pump (102) is communicated with an air outlet of the second pneumatic valve (113), a second air outlet (B2) of the foot-operated brake valve (100) is communicated with an air inlet of the secondary exhaust valve (101), and an air outlet of the secondary exhaust valve (101) is communicated with a control port of the second pneumatic valve (113); an air inlet of the second pneumatic valve (113) is connected with a secondary braking air source, a first air inlet (A1) of the foot-operated braking valve (100) is connected with a primary braking air source, and a second air inlet (A2) of the foot-operated braking valve (100) is connected with a pilot control air source.

3. The winch foot brake system of claim 1, comprising a primary exhaust valve (109), a secondary exhaust valve (101); an air inlet of the primary brake pump (108) is communicated with an air outlet of the primary exhaust valve (109), and a first air outlet (B1) of the foot-operated brake valve (100) is communicated with an air inlet of the primary exhaust valve (109); an air inlet of the secondary brake pump (102) is communicated with an air outlet of the secondary exhaust valve (101), and a second air outlet (B2) of the foot-operated brake valve (100) is communicated with an air inlet of the secondary exhaust valve (101); a first air inlet (A1) of the foot-operated brake valve (100) is connected with a primary brake air source, and a second air inlet (A2) of the foot-operated brake valve (100) is connected with a secondary brake air source.

4. The winch foot brake system of claim 1, comprising a first pneumatic valve (114), a second pneumatic valve (113), a primary exhaust valve (109), a secondary exhaust valve (101); an air inlet of the primary brake pump (108) is communicated with an air outlet of the first pneumatic valve (114), a first air outlet (B1) of the foot-operated brake valve (100) is communicated with an air inlet of the primary exhaust valve (109), and an air outlet of the primary exhaust valve (109) is communicated with a control port of the first pneumatic valve (114); the air inlet of the first pneumatic valve (114) is connected with a primary brake air source;

an air inlet of the secondary brake pump (102) is communicated with an air outlet of the second pneumatic valve (113), a second air outlet (B2) of the foot-operated brake valve (100) is communicated with an air inlet of the secondary exhaust valve (101), and an air outlet of the secondary exhaust valve (101) is communicated with a control port of the second pneumatic valve (113); an air inlet of the second pneumatic valve (113) is connected with a secondary braking air source;

the first air inlet (A1) and the second air inlet (A2) of the foot brake valve (100) are connected with a pilot control air source.

5. The hoist foot brake system according to any one of claims 2 to 4, wherein a first shuttle valve (110) is provided in a pipe in which the first outlet port (B1) of the foot brake valve (100) communicates with an inlet port of the primary exhaust valve (109), and a second shuttle valve (111, 112) is provided in a pipe in which the second outlet port (B2) of the foot brake valve (100) communicates with an inlet port of the secondary exhaust valve (101).

6. The winch foot brake system according to claim 1, comprising an oil tank, an oil pump (107), a first check valve (106), a second check valve (104);

an oil outlet of the first check valve (106) is connected with an oil inlet A of the primary braking clamp (105), and an oil inlet of the first check valve (106) is connected with an oil inlet path; an oil outlet B of the primary brake clamp (105) is connected with an oil outlet P of a primary brake pump (108), and an oil return port T of the primary brake pump (108) is connected with an oil return path;

an oil outlet of the second check valve (104) is connected with an oil inlet A of the secondary braking clamp (103), and an oil inlet of the second check valve (104) is connected with an oil inlet path; an oil outlet B of the secondary brake clamp (103) is connected with an oil outlet P of the secondary brake pump (102), and an oil return port T of the secondary brake pump (102) is connected with an oil return path;

hydraulic oil in the oil tank sequentially passes through the oil pump (107) to be divided into two hydraulic oil paths, and the first hydraulic oil path sequentially passes through the first one-way valve (106), an oil inlet A of the primary brake clamp (105), an oil outlet B of the primary brake clamp (105), an oil outlet P of the primary brake pump (108) and an oil return port T of the primary brake pump (108) to return to an oil tank to form heat dissipation circulation; and the second hydraulic oil path sequentially passes through a second one-way valve (104), an oil inlet A of the secondary brake clamp (103), an oil outlet B of the secondary brake clamp (103), an oil outlet P of the secondary brake pump (102) and an oil return port T of the secondary brake pump (102) to form heat dissipation circulation.

7. The hoist foot brake system according to claim 1, wherein the foot brake valve (100) includes an upper valve seat (29), a push rod (4), a first valve body (30), a second valve body (6), a center rod (8), a first spring (5); the upper valve seat (29) is provided with a first air inlet (A1) and a first air outlet (B1), the push rod (4) is in sealing fit with an inner cavity at the upper end of the upper valve seat (29), the first valve body (30) is in sealing fit with an inner cavity at the lower end of the upper valve seat (29), the second valve body (6) is positioned in the inner cavity of the first valve body (30), the central rod (8) is connected with the second valve body (6), and a central through hole is formed in the central rod (8); two ends of a first spring (5) are respectively abutted against an upper valve seat (29) and a first valve body (30), an up-and-down moving stroke (H1) of a push rod (4) is arranged in an inner cavity of the upper valve seat (29), and an up-and-down moving stroke (H2) of the first valve body (30) is arranged in an inner cavity of the upper valve seat (29);

when the upper end face of the second valve body (6) is abutted against the step face of the first valve body (30) to form a first plane sealing face (F1), the inner cavity of the upper valve seat (29) is divided into a first sealing cavity (P1) and a second sealing cavity (P2) by the first plane sealing face (F1), the first valve body (30) moves up and down under the action of pressure difference between the first sealing cavity (P1) and the second sealing cavity (P2), the first air inlet (A1) is communicated with the first sealing cavity (P1), and the second air outlet (B2) is communicated with the second sealing cavity (P2); when the push rod (4) overcomes the pressure of the second sealing cavity (P2) to push the first plane sealing surface (F1) downwards, the first sealing cavity (P1) is communicated with the second sealing cavity (P2);

the second sealing cavity (P2) is communicated with the central through hole, and when the push rod (4) overcomes the pressure of the second sealing cavity (P2) and downwards abuts against the upper end face of the second valve body (6) to form a second plane sealing surface (F2), a channel between the second sealing cavity (P2) and the central through hole is disconnected.

8. The winch foot-operated brake system according to claim 6, wherein the foot-operated brake valve (100) comprises a second spring (16) and a second sliding sleeve (7), the second sliding sleeve (7) is matched with an inner cavity of the first valve body (30), the second valve body (6) is matched with an inner cavity of the second sliding sleeve (7), two ends of the second spring (16) are respectively pressed against the first valve body (30) and the second valve body (6), and the upper end of the second valve body (6) is pressed against a step surface of the first valve body (30) under the action of the second spring (16) to form a first plane sealing surface (F1); a first vent hole (19) is formed in the second sliding sleeve (7);

a first step (27) used for limiting the lower end of the push rod (4) and a second step (28) used for limiting the upper end of the first valve body (30) are arranged in the inner cavity of the upper valve seat (29), and two ends of the first spring (5) are respectively abutted against the first step (27) of the upper valve seat (29) and the step surface of the first valve body (30); the first valve body (30) is positioned below the second step (28), the upper end of the first valve body (30) is provided with a second vent hole (15), and the lower end of the second valve body (6) is provided with a third vent hole (18);

a first stop sheet (14) used for limiting the upper end of the push rod (4) is arranged in the inner cavity of the upper valve seat (29), a second stop sheet (17) used for limiting the lower end of the second sliding sleeve (7) is arranged in the inner cavity of the first valve body (30), a first sealing ring (20) is arranged between the push rod (4) and the sealing matching surface of the upper valve seat (29), a second sealing ring (21) is arranged between the first valve body (30) and the sealing matching surface of the upper valve seat (29), and a third sealing ring (22) is arranged between the second valve body (6) and the sealing matching surface of the central rod (8).

9. The winch foot brake system according to claim 6 or 7, wherein the foot brake valve (100) comprises a lower valve seat (9), an exhaust seat (12), a third valve body (10) and a third spring (11), the lower valve seat (9) is installed below the upper valve seat (29), the exhaust seat (12) is installed below the lower valve seat (9), the lower end of the center rod (8) is in sealing fit with the lower valve seat (9), the third valve body (10) is installed in an inner cavity of the lower valve seat (9), two ends of the third spring (11) respectively abut against the exhaust seat (12) and the third valve body (10), and the third valve body (10) abuts against the lower valve seat (9) under the elastic force of the third spring (11) to form a third plane sealing surface (F3); an exhaust port (T) is formed on the exhaust seat (12), and a second air inlet (A2) and a second air outlet (B2) are formed on the lower valve seat (9); the central through hole is communicated with the second air outlet (B2) and the exhaust port (T), and when the central rod (8) is pressed downwards against the upper end surface of the third valve body (10) to form a fourth plane sealing surface (F4), the channel between the central through hole and the second air outlet (B2) is disconnected; when the central rod (8) pushes the third plane sealing surface (F3) downwards, the second air inlet (A2) is communicated with the second air outlet (B2);

the lower valve seat (9) is connected with the upper valve seat (29) through threads, a fourth sealing ring (24) is arranged on the matching end surface of the upper valve seat (29) and the lower valve seat (9), the exhaust seat (12) is connected with the lower valve seat (9) through threads, a fifth sealing ring (26) is arranged on the matching end surface of the exhaust seat (12) and the lower valve seat (9), a sixth sealing ring (25) is arranged between the matching surface of the third valve body (10) and the exhaust seat (12), and a seventh sealing ring (23) is arranged between the matching surface of the central rod (8) and the lower valve seat (9);

the foot-operated brake valve (100) comprises a pedal (1), a pedal seat (3), a tappet (2) and a first sliding sleeve (13); footboard (1) is articulated with pedal seat (3), goes up disk seat (29) and is connected with pedal seat (3), and first sliding sleeve (13) inlays on pedal seat (3), tappet (2) and the cooperation of first sliding sleeve (13), and footboard (1) is pressed in tappet (2) upper end, and tappet (2) lower extreme is pressed in push rod (4) upper end.

10. A dynamic compaction machine comprising a winch foot brake system according to any one of claims 1 to 9.

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