CN219009754U - Protection circuit of double-trolley control mode - Google Patents
Protection circuit of double-trolley control mode Download PDFInfo
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- CN219009754U CN219009754U CN202223324401.1U CN202223324401U CN219009754U CN 219009754 U CN219009754 U CN 219009754U CN 202223324401 U CN202223324401 U CN 202223324401U CN 219009754 U CN219009754 U CN 219009754U
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Abstract
The protection circuit in the double-trolley control mode comprises a first-trolley zero protection circuit and a second-trolley zero protection circuit which are arranged in parallel; the zero-position protection circuit of the first trolley comprises a first trolley operation relay, a first trolley brake control circuit, a forward and reverse zero-position switch circuit I and a first trolley zero-position self-locking relay which are connected in series, wherein a normally open contact of the first trolley zero-position self-locking relay is connected with the forward and reverse zero-position switch circuit I in parallel; the zero-position protection circuit of the second trolley comprises a second trolley operation relay, a second trolley brake control circuit, a forward and reverse zero-position switch circuit II and a second trolley zero-position self-locking relay which are connected in series, and a normally open contact of the second trolley zero-position self-locking relay is connected with the forward and reverse zero-position switch circuit II in parallel. The utility model ensures that when one trolley fails during the linkage operation of the double trolleys, the other trolley receives the failure signal and safely stops the operation, thereby ensuring the operation safety of the crane.
Description
Technical Field
The utility model relates to the field of cranes, in particular to a double-trolley linkage control system.
Background
At present, the market demand of the double-trolley linkage crane is larger and larger, the use environment is more and more complex, and the control system of the double-trolley linkage crane needs to integrate various use conditions, operation modes and safety factors to design a control scheme. The traditional double-trolley linkage crane scheme is mainly used for controlling the driving operation of the self-body of the respective fault point of the double trolley, and the scheme is limited in that whether the crane state is normal or not can not be judged correctly under the condition of double-trolley linkage. If one of the trolleys fails during the double-trolley linkage, the other trolley cannot receive the failure signal to stop, and the double-trolley linkage is dangerous to continue to run, so that accidents are caused.
Disclosure of Invention
The utility model aims to solve the technical problems that: how to guarantee that when one trolley fails during the linkage operation of the double trolleys during the electrical design scheme, the other trolley receives the failure signal and stops safely, so that the operation safety of the crane is guaranteed, and therefore the protection circuit in the double-trolley control mode is provided.
The technical scheme of the utility model is as follows:
the protection circuit in the double-trolley control mode comprises a first-trolley zero protection circuit and a second-trolley zero protection circuit which are arranged in parallel;
the first trolley zero position protection circuit comprises a first trolley operation relay, a first trolley brake control circuit, a forward and reverse zero position switch circuit I and a first trolley zero position self-locking relay which are connected in series, wherein a normally open contact of the first trolley zero position self-locking relay is connected with the forward and reverse zero position switch circuit I in parallel;
the zero-position protection circuit of the second trolley comprises a second trolley operation relay, a second trolley brake control circuit, a forward and reverse zero-position switch circuit II and a second trolley zero-position self-locking relay which are connected in series, wherein a normally open contact of the second trolley zero-position self-locking relay is connected with the forward and reverse zero-position switch circuit II in parallel.
The first trolley braking control circuit comprises: the single car brake control circuit and the double car brake control circuit of the first trolley are connected in parallel; the first trolley single-vehicle braking control circuit comprises a first normally open contact of a first trolley operating relay, a first normally closed contact of a second trolley operating relay and a first trolley single-vehicle braking breaker which are connected in series; the first trolley double-vehicle braking control circuit comprises a first trolley operating relay second normally open contact, a second trolley operating relay second normally open contact, a first trolley double-vehicle braking circuit breaker and a second trolley first double-vehicle braking circuit breaker which are connected in series.
The second trolley braking control circuit comprises: the two-trolley single-vehicle brake control circuit and the two-trolley double-vehicle brake control circuit are connected in parallel; the second trolley single-vehicle braking control circuit comprises a second trolley operating relay third normally-open contact, a first trolley operating relay third normally-closed contact and a second trolley single-vehicle braking breaker which are connected in series; the second trolley double-vehicle braking control circuit comprises a first trolley operating relay fourth normally open contact, a second trolley operating relay fourth normally open contact, a first trolley second double-vehicle braking circuit breaker and a second trolley double-vehicle braking circuit breaker which are connected in series.
The positive and negative rotation zero switch circuit I comprises a first trolley positive rotation switch and a first trolley reverse rotation switch which are connected in series, and a normally open contact of a first trolley zero self-locking relay is connected in parallel at two ends of the first trolley positive rotation switch and the first trolley reverse rotation switch.
The positive and negative rotation zero switch circuit II comprises a second trolley positive rotation switch and a second trolley reverse rotation switch which are connected in series, and normally open contacts of the second trolley zero self-locking relay are connected in parallel at two ends of the second trolley positive rotation switch and the second trolley reverse rotation switch.
The first trolley operation relay and the second trolley operation relay are connected with a change-over switch together, and the change-over switch is arranged in the power supply circuit.
The change-over switch is a three-gear switch, one side is only connected with the first trolley operating relay, the other side is connected with the second trolley operating relay, and the middle position is simultaneously connected with the first trolley operating relay and the second trolley operating relay.
The beneficial effects of the utility model are as follows: through the double-trolley control mode protection circuit, when one trolley fails during the double-trolley linkage operation, the other trolley receives a failure signal and safely stops, so that the operation safety of the crane is ensured.
Drawings
Fig. 1 is a schematic diagram of the overall structure of the present utility model.
Detailed Description
The following description of the embodiments of the present utility model will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present utility model, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.
As shown in FIG. 1, the protection circuit in the double-trolley control mode comprises a first-trolley zero protection circuit and a second-trolley zero protection circuit which are arranged in parallel.
The zero-position protection circuit of the first trolley comprises a first trolley operation relay K1, a first trolley brake control circuit, a forward and reverse zero-position switch circuit I and a first trolley zero-position self-locking relay K2 which are connected in series, wherein a normally open contact K2-1 of the first trolley zero-position self-locking relay is connected with the forward and reverse zero-position switch circuit I in parallel.
The first-size trolley brake control circuit includes: the single car brake control circuit and the double car brake control circuit of the first trolley are connected in parallel; the first trolley single-vehicle braking control circuit comprises a first normally open contact K1-1 of a first trolley operating relay, a first normally closed contact K3-1 of a second trolley operating relay and a first trolley single-vehicle braking breaker Q1 which are connected in series; the first trolley double-vehicle braking control circuit comprises a first trolley operating relay second normally open contact K1-2, a second trolley operating relay second normally open contact K3-2, a first double-vehicle braking circuit breaker Q2 and a second trolley first double-vehicle braking circuit breaker Q3 which are connected in series.
The forward and reverse rotation zero position switch circuit I comprises a first trolley forward rotation switch K5-1 and a first trolley reverse rotation switch K6-1 which are connected in series, wherein a first trolley zero position self-locking relay normally open contact K2-1 is connected in parallel to two ends of the first trolley forward rotation switch K5-1 and the first trolley reverse rotation switch K6-1.
The zero-position protection circuit of the second trolley comprises a second trolley operating relay K3, a second trolley braking control circuit, a forward and reverse zero-position switching circuit II and a second trolley zero-position self-locking relay K4 which are connected in series, wherein a normally open contact K4-1 of the second trolley zero-position self-locking relay is connected with the forward and reverse zero-position switching circuit II in parallel.
The second cart brake control circuit includes: the two-trolley single-vehicle brake control circuit and the two-trolley double-vehicle brake control circuit are connected in parallel; the second trolley single-vehicle braking control circuit comprises a second trolley operating relay third normally open contact K3-3, a first trolley operating relay third normally closed contact K1-3 and a second trolley single-vehicle braking breaker Q4 which are connected in series; the second trolley double-vehicle braking control circuit comprises a first trolley operating relay fourth normally open contact K1-4, a second trolley operating relay fourth normally open contact K3-4, a first trolley second double-vehicle braking circuit breaker Q5 and a second trolley double-vehicle braking circuit breaker Q6 which are connected in series.
The positive and negative rotation zero switch circuit II comprises a second trolley positive rotation switch K5-2 and a second trolley reverse rotation switch K6-2 which are connected in series, and a normally open contact K4-1 of a second trolley zero self-locking relay is connected in parallel with two ends of the second trolley positive rotation switch K5-2 and the second trolley reverse rotation switch K6-2.
Further, the first trolley operation relay K1 and the second trolley operation relay K3 are connected with the change-over switch S1-4 together, and the change-over switch S1-4 is arranged in the power supply circuit. Preferably, the change-over switch S1-4 is a three-gear switch, one side is only connected with the first trolley operating relay K1, the other side is connected with the second trolley operating relay K3, and the middle position is simultaneously connected with the first trolley operating relay K1 and the second trolley operating relay K3.
Further, a first trolley frequency converter given signal switch K7-1 is connected in series in the first trolley single-vehicle brake control circuit, the first trolley double-vehicle brake control circuit and the second trolley double-vehicle brake control circuit. It should be noted that, under the normal working condition, the given signal switch K7-1 of the first trolley frequency converter is in a closed state.
Further, a second trolley frequency converter given signal switch K8-1 is connected in series in the first trolley double-trolley braking control circuit, the second trolley single-trolley braking control circuit and the second trolley double-trolley braking control circuit. It should be noted that, under the normal working condition, the given signal switch K8-1 of the second trolley frequency converter is in a closed state.
The working process of the utility model is as follows:
when a worker operates the change-over switch S1-4 to singly select the first trolley to operate, the first trolley operating relay K1 is attracted, the second trolley operating relay K3 is opened, at the moment, the first normally open contact K1-1 of the first trolley operating relay is closed, the first normally closed contact K3-1 of the second trolley operating relay is kept closed, and the given signal switch K7-1 of the first trolley frequency converter is in a closed state when in operation. At this time, if the first trolley fails, the worker operates the first trolley single brake breaker Q1, the first trolley single brake control circuit is turned on, the first trolley zero self-locking relay K2 is powered on, the first trolley zero self-locking relay normally open contact=k2-1 is closed, the forward and reverse rotation zero switch circuit I is short-circuited, at this time, no matter how the trolley is operated in forward and reverse rotation, the first trolley single brake control circuit is short-circuited, and self-locking is realized. The first trolley can work normally if and only if both the forward rotation switch K5-1 and the reverse rotation switch K6-1 are closed (return to zero positions).
Similarly, the worker operates the change-over switch S1-4, and when the second trolley is independently selected to operate, the second trolley operating relay K3 is attracted. When the second trolley breaks down, the second trolley single-vehicle brake control circuit is conducted, the second trolley zero-position self-locking relay K4 is powered on, and the normally open contact K4-1 of the second trolley zero-position self-locking relay shorts the positive and negative rotation zero-position switch circuit II, so that self-locking is realized. If and only if the forward rotation switch K5-2 of the second trolley and the reverse rotation switch K6-2 of the second trolley are both closed (return to zero positions), the second trolley can work normally.
When the worker operates the change-over switch S1-4 and the double trolleys operate in a linkage mode, the first trolley operating relay K1 and the second trolley operating relay K3 are attracted simultaneously. At the moment, a first trolley operation relay second normally open contact K1-2 and a second trolley operation relay second normally open contact K3-2 are closed, a first trolley frequency converter given signal switch K7-1 and a second trolley frequency converter given signal switch K8-1 are always in a closed state, at the moment, an operator presses a first double-vehicle brake circuit breaker Q2 of the first trolley and a first double-vehicle brake circuit breaker Q3 of the second trolley, and a first trolley double-vehicle brake control circuit is conducted; similarly, the double-car brake control circuit of the second car is also conducted. At the moment, the zero-position self-locking relay 22 of the first trolley and the zero-position self-locking relay K4 of the second trolley are powered on, and the normally open contact K2-1 of the zero-position self-locking relay of the first trolley is closed to short-circuit a positive and negative rotation zero-position switch circuit I; and the normally open contact K4-1 of the zero self-locking relay of the second trolley is closed, and the positive and negative rotation zero switch circuit II is short-circuited. If and only if both trolleys return to zero position, the two trolleys can work normally.
The foregoing is merely a preferred embodiment of the present utility model, and it should be noted that it will be apparent to those skilled in the art that several changes and modifications can be made without departing from the general inventive concept, and these should also be regarded as the scope of the utility model.
Claims (7)
1. A protection circuit of a double-trolley control mode is characterized in that: the zero protection circuit of the first trolley and the zero protection circuit of the second trolley are arranged in parallel;
the zero-position protection circuit of the first trolley comprises a first trolley operating relay (K1), a first trolley braking control circuit, a forward and reverse zero-position switching circuit I and a first trolley zero-position self-locking relay (K2) which are connected in series, wherein a normally open contact (K2-1) of the first trolley zero-position self-locking relay is connected with the forward and reverse zero-position switching circuit I in parallel;
the zero-position protection circuit of the second trolley comprises a second trolley operation relay (K3), a second trolley brake control circuit, a forward and reverse zero-position switch circuit II and a second trolley zero-position self-locking relay (K4) which are connected in series, wherein a normally open contact (K4-1) of the second trolley zero-position self-locking relay is connected with the forward and reverse zero-position switch circuit II in parallel.
2. The protection circuit for the two-trolley control mode according to claim 1, wherein: the first trolley braking control circuit comprises: the single car brake control circuit and the double car brake control circuit of the first trolley are connected in parallel; the first trolley single-vehicle braking control circuit comprises a first normally open contact (K1-1) of a first trolley operating relay, a first normally closed contact (K3-1) of a second trolley operating relay and a first trolley single-vehicle braking breaker (Q1) which are connected in series; the first trolley double-vehicle braking control circuit comprises a first trolley operating relay second normally open contact (K1-2), a second trolley operating relay second normally open contact (K3-2), a first double-vehicle braking circuit breaker (Q2) and a second trolley first double-vehicle braking circuit breaker (Q3) which are connected in series.
3. The protection circuit for the two-trolley control mode according to claim 1, wherein: the second trolley braking control circuit comprises: the two-trolley single-vehicle brake control circuit and the two-trolley double-vehicle brake control circuit are connected in parallel; the second trolley single-vehicle braking control circuit comprises a second trolley operating relay third normally-open contact (K3-3), a first trolley operating relay third normally-closed contact (K1-3) and a second trolley single-vehicle braking breaker (Q4) which are connected in series; the second trolley double-vehicle braking control circuit comprises a first trolley operating relay fourth normally open contact (K1-4), a second trolley operating relay fourth normally open contact (K3-4), a first trolley second double-vehicle braking circuit breaker (Q5) and a second trolley double-vehicle braking circuit breaker (Q6) which are connected in series.
4. The protection circuit for the two-trolley control mode according to claim 1, wherein: the positive and negative rotation zero switch circuit I comprises a first trolley positive rotation switch (K5-1) and a first trolley reverse rotation switch (K6-1) which are connected in series, and a first trolley zero self-locking relay normally open contact (K2-1) is connected in parallel with two ends of the first trolley positive rotation switch (K5-1) and the first trolley reverse rotation switch (K6-1).
5. The protection circuit for the two-trolley control mode according to claim 1, wherein: the positive and negative rotation zero switch circuit II comprises a second trolley positive rotation switch (K5-2) and a second trolley reverse rotation switch (K6-2) which are connected in series, and a normally open contact (K4-1) of a second trolley zero self-locking relay is connected in parallel at two ends of the second trolley positive rotation switch (K5-2) and the second trolley reverse rotation switch (K6-2).
6. The protection circuit for the two-trolley control mode according to claim 1, wherein: the first trolley operation relay (K1) and the second trolley operation relay (K3) are connected with the change-over switch (S1-4) together, and the change-over switch (S1-4) is arranged in the power supply circuit.
7. The dual cart control mode protection circuit of claim 6, wherein: the change-over switch (S1-4) is a three-gear switch, one side is only connected with the first trolley operating relay (K1), the other side is connected with the second trolley operating relay (K3), and the middle position is simultaneously connected with the first trolley operating relay (K1) and the second trolley operating relay (K3).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223324401.1U CN219009754U (en) | 2022-12-12 | 2022-12-12 | Protection circuit of double-trolley control mode |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223324401.1U CN219009754U (en) | 2022-12-12 | 2022-12-12 | Protection circuit of double-trolley control mode |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219009754U true CN219009754U (en) | 2023-05-12 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202223324401.1U Active CN219009754U (en) | 2022-12-12 | 2022-12-12 | Protection circuit of double-trolley control mode |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219009754U (en) |
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2022
- 2022-12-12 CN CN202223324401.1U patent/CN219009754U/en active Active
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