EP1003972A1 - Turning control device with brake and control valves - Google Patents
Turning control device with brake and control valvesInfo
- Publication number
- EP1003972A1 EP1003972A1 EP98942618A EP98942618A EP1003972A1 EP 1003972 A1 EP1003972 A1 EP 1003972A1 EP 98942618 A EP98942618 A EP 98942618A EP 98942618 A EP98942618 A EP 98942618A EP 1003972 A1 EP1003972 A1 EP 1003972A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- control
- pressure
- valve
- brake
- valves
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02F—DREDGING; SOIL-SHIFTING
- E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
- E02F9/08—Superstructures; Supports for superstructures
- E02F9/10—Supports for movable superstructures mounted on travelling or walking gears or on other superstructures
- E02F9/12—Slewing or traversing gears
- E02F9/121—Turntables, i.e. structure rotatable about 360°
- E02F9/123—Drives or control devices specially adapted therefor
-
- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02F—DREDGING; SOIL-SHIFTING
- E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
- E02F9/08—Superstructures; Supports for superstructures
- E02F9/10—Supports for movable superstructures mounted on travelling or walking gears or on other superstructures
- E02F9/12—Slewing or traversing gears
- E02F9/121—Turntables, i.e. structure rotatable about 360°
- E02F9/128—Braking systems
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
- F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
- F04B49/08—Regulating by delivery pressure
Definitions
- the invention relates to a hydraulic control, in particular for controlling the slewing gear of an excavator.
- a hydraulic control according to the preamble of claim 1 is known from DE 196 20 664 Cl.
- an adjusting device is provided for adjusting an adjusting piston arranged between two adjusting pressure chambers and acting on the displacement volume of a hydraulic pump.
- the control piston is adjusted as a function of the pressure difference between two control pressure lines connected to one of the control pressure chambers.
- the signal pressure in the signal pressure lines is specified by two control lines connected to a manual control transmitter.
- a separate brake valve is provided in each signal pressure line, which throttles the backflow of the pressure fluid from the signal pressure chamber assigned to the brake valve into a pressure fluid tank and thus enables the rotating mechanism to be swiveled out slowly after the manual control transmitter has been returned to its neutral position by the operator.
- a disadvantage of the known hydraulic control is that the brake valves are arranged in the signal pressure lines and are therefore loaded by the signal pressure.
- the pressure fluid filling the corresponding actuating pressure chamber flows through the brake valves and is therefore exposed to increased contamination.
- the discharge of the pressure fluid to the pressure fluid tank takes place via the manual control transmitter over relatively long line paths. Therefore, it is not only the throttle provided in the brake valve that limits the pressure fluid return flow, but also the cross section of the control lines and the opening cross section of the manual control transmitter.
- the time constant for the backflow of the pressure fluid from the actuating pressure chambers of the adjusting device can only be set to a limited reproducible extent via the throttle cross section of the brake valves. It must be taken into account that the line length of the control lines, the manual control transmitter used and other structural parameters of the type of excavator in which the hydraulic slewing gear control is to be installed, varies.
- the throttle cross section of the brake valves must therefore be individually adapted to each type of excavator, which requires a high level of assembly effort.
- the throttle cross sections of the brake valves used in DE 196 20 664 Cl cannot be adjusted, so that adjustment after installation is not readily possible.
- the signal pressure for the signal pressure chambers of the adjusting device is derived from the feed pressure of a feed device via one or two pressure control valves.
- the signal pressure for the signal pressure chambers of the adjusting device is derived from the feed pressure of a feed device via one or two pressure control valves.
- only one brake valve common to both control pressure chambers is provided, which is arranged in the backflow direction downstream of a pilot control device or a pilot control valve.
- the back-flowing pressure fluid is first passed through the pilot valve, which also restricts the back-flow, before it reaches the brake valve.
- the effective throttle cross section therefore depends not only on the throttle cross section of the brake valve, but also on the throttle cross section of the pilot valve and on the cross sections of the connecting lines.
- the invention is therefore based on the object to provide a hydraulic control, in particular for controlling the slewing gear of an excavator, in which the throttle cross-section for the backflow of the pressure fluid through the brake valves can be specified more precisely and contamination of the brake valves is counteracted.
- the invention is based on the knowledge that it is advantageous to arrange the brake valves directly between the actuating pressure chambers of the adjusting device and the pressurized fluid tank without the interposition of further valves. This results in short line paths for the backflow of the pressure fluid from the actuating pressure chambers to the pressure fluid tank via the brake valve, so that the effective throttle cross section essentially depends on the throttle cross section specified by the brake valve and only negligibly on the line cross sections. In the return flow path, apart from the brake valve, no further valves which bring about an additional throttling are provided. Characterized in that the brake valves only from the returning pressure fluid but not from that to the signal pressure chambers in the event of acceleration of the slewing gear flowing through pressure fluid, the pollution of the brake valves is significantly reduced.
- a control valve is arranged in each case to a branch leading to the respective brake valve.
- control valves and the brake valves are controlled according to the invention by the control pressure prevailing in the control lines in such a way that the control valves open when the hydraulic pump is pivoted out and the brake valves close and vice versa the control valves close and the brake valves open into their throttled valve position when the pressure fluid from the Signal pressure chambers flows back to the pressure fluid tank.
- the throttle cross section of the brake valves adjustable is advantageous to provide. This is only made possible by the solution according to the invention of not arranging the brake valves in the signal pressure lines, but rather in secondary lines branching off to the pressure medium tank, which are subjected to a lower pressure and are exposed to less contamination.
- the brake valves in the known hydraulic control are designed as seat valves in order to withstand the signal pressure there and to be less susceptible to contamination.
- the formation of an adjustable throttle cross-section is not possible or is only possible with difficulty with seat valves.
- An adjustable throttle cross section can be formed more simply on a slide valve. However, a slide valve cannot be used in the known hydraulic control system, since it can jam in the event of contamination and can therefore lead to considerable malfunctions.
- the brake valve can have a brake valve piston movable in a brake valve housing, which cooperates with a control edge of the brake valve housing and has a bevel.
- the brake valve piston can strike according to claim 4 against an adjustable stop, which specifies the throttle cross section of the brake valve, which is determined by the overlap of the chamfer of the brake valve piston with the control edge of the brake valve housing.
- the brake valve can have a brake valve spring, which acts on the brake valve piston against the stop.
- the control valves can be designed as seat valves and each have a control valve piston, which is movable in a control valve housing.
- the control valve piston can have a conical section that interacts with a valve seat surface to form a sealing seat.
- the design of the control valves as seat valves is advantageous because they have a relatively high pressure resistance and insensitivity to contamination.
- Each control valve can have a control valve spring, which presses the control valve piston against the valve seat surface.
- the control valve piston is preferably designed as a step piston, wherein a step of the control valve piston is acted upon by the actuating control pressure, so that a hydraulically controlled seat valve is formed.
- the brake valves and the control valves can be connected to the control lines via a pressure change valve.
- a feed device can be provided which generates a feed pressure in a feed line.
- the signal pressure lines can each be connected to the feed line via an associated pressure control valve, the signal pressure in the signal pressure lines being regulated by the control pressure prevailing in the control lines.
- a pressure control valve spring is provided which sets the signal pressure slightly higher than the actuating control pressure, a small signal pressure is present even when the control pressure disappears, which serves to refill the signal pressure chamber whose volume swings back when the
- Hydraulic pump enlarged.
- a post-suction device with a filter to be dimensioned relatively large is therefore not necessary.
- control lines can be acted upon alternately with control pressure by a control transmitter connected to a control pressure feed and the pressure fluid tank.
- Figure 1 shows a first embodiment of the hydraulic control according to the invention in a hydraulic block diagram.
- Fig. 2 shows a second embodiment of the hydraulic according to the invention
- Fig. 3 is a schematic, constructive implementation of that shown in Fig. 1
- Fig. 1 shows a first embodiment of the hydraulic control according to the invention.
- the hydraulic control generally designated by the reference number 1
- the slewing gear of the excavator is driven by a hydraulic motor, not shown, which is connected to the hydraulic pump 4 to form a working circuit via a first working line 2 and a second working line 3.
- the hydraulic pump 4 is z. B. driven for an internal combustion engine, not shown, via the drive shaft 5.
- the direction of delivery of the hydraulic pump is reversible, so that either the working line 2 or the working line 3 works as a high-pressure line depending on the desired direction of rotation of the slewing gear.
- the displacement volume of the hydraulic pump 4 can be adjusted via an adjusting device 6.
- the adjusting device 6 has an actuating piston 7, which is movable in an actuating cylinder 8 and is centered by means of two centering springs 9 and 10 without pressurization in its neutral position shown in FIG. 1 with zero displacement volume.
- the actuating piston 7 divides the actuating cylinder 8 into a first actuating pressure chamber 11 and a second actuating pressure chamber 12.
- the first actuating pressure chamber 11 is connected to a first actuating pressure line 13, while the second actuating pressure chamber 12 is connected to a second actuating pressure line 14, which adjusts the actuating pressure chambers 11, 12 Apply signal pressure.
- a branch 15 or 16 is provided in the signal pressure lines 13 and 14.
- a secondary line 17 or 18 branches to a brake valve 19 or 20, so that the first actuating pressure chamber 11 is connected to the pressure fluid tank 21 via the brake valve 19 and the second actuating pressure chamber 12 is connected to the pressure fluid tank 21 via the brake valve 20 connected is.
- the brake valve 19 or 20 has a closed valve position 22 or 23, in which the flow through the respective brake valve 19 or 20 is interrupted, and a throttled valve position 24 or 25, in which the flow through the respective brake valve 19 or 20 is throttled.
- the throttle cross-section, which the brake valve 19 or 20 has in its throttled valve position 24 or 25, is preferably adjustable.
- the brake valves 19 and 20 are controlled by a common control pressure line 26 so that they switch or switch to their throttled valve position 24 or 25 when the control pressure in the control pressure line 26 falls below a predetermined threshold value. If the control pressure in the control pressure line 26 the predetermined If the threshold value is exceeded, the brake valves 19 and 20 are in their closed valve positions 22 and 23 and are blocked. However, if the control pressure in the control pressure line 26 is greater than the predetermined threshold, the brake valves 19 and 20 are pressed into their throttled valve positions 24 and 25, so that the brake valves 19 and 20 have a throttled, preferably adjustable flow rate.
- the threshold value is preferably set to a very low, almost or completely disappearing control pressure and is adjustable via the brake valve springs 29 and 30.
- each control pressure line 13 or 14 there is a control valve 27 or 28.
- the control valves 27 and 28 are arranged such that the branches 15 and 16 are located between the control valves 27 and 28 and the control pressure chambers 11 and 12 of the adjusting device 6 .
- the brake valves 19 and 20 are therefore connected via the branches 15 and 16 directly to the control pressure chambers 11 and 12 assigned to them, without the hydraulic line path between the control pressure chambers 11 and 12 and the pressure fluid tank 21 except for the brake valves 19 and 20 there are further hydraulic valves.
- the brake valves 19 and 20 are preferably arranged in close proximity to the signal pressure chambers 11 and 12 using only small line paths for the line section of the signal pressure line 13 or 14 to the branch 15 or 16 and for the secondary line 17 or 18.
- the control valves 27 and 28 are also controlled by the control pressure prevailing in the control pressure line 26.
- the control valves 27 and 28 open when the control pressure in the control pressure line 26 exceeds a predetermined threshold. In contrast, the control valves 27 and 28 close when the control pressure in the control pressure line 26 falls below the predetermined threshold.
- the control valves 27 and 28 are preferably as seat valves z. B. in the form of check valves, while the brake valves 19 and 20 are preferably designed as slide valves.
- the signal pressure in the signal pressure lines 13 and 14 and thus the deflection of the hydraulic pump 4 is specified in the exemplary embodiment shown by a manual control transmitter 32 which connects two control lines 33 and 34 alternately with a control pressure feed 35 or the pressure fluid tank 21, depending on the desired direction of rotation of the rotating mechanism .
- a manual control transmitter 32 which connects two control lines 33 and 34 alternately with a control pressure feed 35 or the pressure fluid tank 21, depending on the desired direction of rotation of the rotating mechanism .
- either the control line 33 or the control line 34 is acted upon by control pressure.
- the control lines 33 and 34 are connected directly to the control valves 27 and 28 via throttle points 36 and 37.
- the in the signal pressure lines 13th and 14 prevailing signal pressure is therefore derived directly from the control pressures prevailing in the control lines 33 and 34 in the exemplary embodiment shown in FIG. 1. This embodiment saves a pilot control and is particularly suitable for slewing gear controls with a small nominal size.
- the control lines 33 and 34 are connected to the control pressure line 26 via a pressure change valve 38 which selects the highest of the control pressures prevailing in the two control lines 33 and 34.
- the control pressure line 26 therefore has the highest control pressure in the control lines 33 and 34.
- the control pressure line 26 is connected to the pressure fluid tank 21 via a pressure cut-off valve 39.
- the pressure cut-off valve 39 is designed as a pressure limiting valve and limits the pressure in the control pressure line 26 to a maximum pressure which can preferably be predetermined by an electrical transmitter 40.
- the control pressure line 26 is connected via a further pressure limiting valve 41 to the pressure fluid tank 21, which is controlled via a pressure change valve 42 by the highest working pressure prevailing in the working lines 2 and 3 and enables a pressure limitation dependent on the working pressure.
- a feed device 43 is also provided.
- the feed device 43 comprises a feed pump 44 connected to the hydraulic pump 4 via the common shaft 5, which generates a feed pressure limited by the pressure relief valve 47 into a feed line 46 via a feed filter 45.
- the feed pressure is fed into the working line 2 or 3 carrying the low pressure in each case via a check valve 48 or 49.
- the maximum working pressure in the working lines 2 and 3 is limited by the pressure relief valves 50 and 51.
- the hydraulic control according to the invention works as follows:
- the hydraulic pump 4 connected to the hydraulic motor is pivoted out by actuating the control stick 53 of the control transmitter 32.
- either the control line 33 or the control line 34 is acted upon with a metered control pressure via the control pressure feed 35, while the other control line 34 or 33 is connected to the pressurized fluid tank 21.
- the control pressure building up in the control line 33 or 34 is also present in the control pressure line 26 and causes the control valves 27 and 28 to open.
- the control pressure lines 13 and 14 are therefore via the control valves 27 and 28 in the exemplary embodiment shown in FIG. 1 directly from the control lines 33 and 34 connected so that the signal pressure in the illustrated embodiment is derived directly from the control pressure.
- one of the two actuating pressure chambers 11 and 12 is acted upon by actuating pressure and the respective other actuating pressure chamber 12 and 11 is vented to the pressure fluid tank 21 via the respective control valve 27 or 28 and the control transmitter 32.
- the adjusting piston 7 of the adjusting device 6 is shifted accordingly and the hydraulic pump 4 is pivoted out in the intended direction.
- the brake valves 19 and 21 are acted upon by the control pressure in the control pressure line 26 so that they are in their closed valve positions 22 and 23 and thus no pressure losses occur in the control pressure lines 13 and 14 via the brake valves 19 and 20.
- control transmitter 32 is returned to its neutral position, in which it connects the control lines 33 and 34 to the pressurized fluid tank 21.
- the common control pressure line 26 also no longer carries control pressure. Consequently, the control valves 27 and 28 are closed by the control valve springs 54 and 55, while the brake valves 19 and 20 are reversed by their brake valve springs 29 and 30 into their throttled valve positions 24 and 25, respectively.
- the hydraulic pump 4 is still in its swiveled-out delivery position with the actuating piston 7 displaced from the neutral position.
- the centering springs 9 and 10 gradually guide the actuating piston 7 back into its neutral position shown in FIG. 1, the time constant required for this being determined by the brake valves 19 and 20 caused throttling depends. Since the throttling of the return flow of the pressure fluid from the control chambers 11 and 12 to the pressure fluid tank 21 is determined almost exclusively by the throttle cross section of the respective brake valve 19 or 20, this time constant can be set very precisely and reproducibly. Since the throttle cross section of the brake valves 19 and 20 is preferably designed to be variable, a corresponding fine tuning can be carried out.
- the brake valves 19 and 20 are connected directly to the actuating pressure chambers 11 and 12 without the interposition of further valves or longer hydraulic lines, so that the effective throttling of the backflow is determined solely by the brake valves 19 and 20.
- a backflow of the pressure fluid into the control lines 33 and 34 is impossible because the control valves 27 and 28 block in this operating state.
- Fig. 2 shows a second embodiment of the hydraulic control according to the invention. Elements already described with reference to FIG. 1 are provided with the same reference numerals, so that there is no need for a repetitive description.
- FIG. 2 differs from the embodiment already described with reference to FIG. 1 in that two pressure control valves 60 and 61 are provided, which are connected at their outputs to the control pressure lines 13 and 14 upstream of the control valves 27 and 28, respectively.
- One of the inputs of the pressure control valves 60 and 61 is connected to the pressure fluid tank 21, while another input of the pressure control valves 60 and 61 is connected to the feed line 46 via a connecting line 62.
- Each pressure control valve 60 or 61 is connected at a first control input to an associated control line 33 or 34 and at a second control input to the control pressure line 13 or 14 via a detour line 63 or 64.
- Each pressure control valve 60 or 61 is therefore controlled by a pressure difference between the control pressure in the associated control line 33 or 34 and the signal pressure in the associated signal pressure line 13 or 14. This means that the signal pressure in the signal pressure line 13 or 14 essentially corresponds to the control pressure in the associated control line 33 or 34.
- the pressure regulating valves 60 and 61 are additionally acted upon slightly in the opening direction by a pressure regulating valve spring 66 or 67, the actuating pressure prevailing in the actuating pressure line 13 or 14 is slight, e.g. B. by 1 to 2 bar, higher than the control pressure in the assigned control line 33 or 34. There is therefore a slight pressure in the signal pressure line even when there is no control pressure in the assigned control line 33 or 34.
- the exemplary embodiment shown in FIG. 2 is also due to the reduction in the control pressure dependent on the control pressure caused by the pressure control valves 60 and 61 suitable for hydraulic control units with a large nominal size, ie for large slewing gear units.
- Fig. 3 shows an example of a structural design of the brake valves 19 and 20 and the control valves 27 and 28 in a schematic representation.
- the hydraulic wiring in accordance with FIG. 1 is also given. Elements already described with reference to FIG. 1 are provided with the same reference numerals, so that there is no need for a repetitive description.
- the brake valves 19 and 20 are designed as slide valves.
- a brake valve piston 80 or 81 is in each case arranged axially movably in a brake valve housing 82 or 83 and is acted upon by the brake valve spring 29 or 30 against a preferably adjustable stop 84 or 85.
- the stop 84 or 85 protrudes axially in a cylinder bore 86 or 87, which is formed in the respective brake valve housing 82 or 83.
- the axial board can, for. B. can be adjusted in that the stop 84 or 85 has a thread which can be screwed into the brake valve housing 82 or 83.
- the position of the stops 84 and 85 can also by a z.
- electromagnetic or hydraulic encoder can be adjusted by the operator of the excavator, so that the hesitant, soft pivoting of the slewing gear can be flexibly adjusted by changing the throttle cross section of the brake valves 19 and 20 via the stops 84 and 85.
- the brake valve piston 80 or 81 has a chamfer 88 or 89. and cooperates with a control edge 92 or 93 formed on an annular groove 90 or 91.
- the control pressure line 26 is led to a pressure chamber 94 or 95, to which the brake valve piston 80 or 81 abuts.
- the brake valve piston 80 or 81 is therefore displaced against the brake valve spring 29 or 30 and the control edge 92 or 93 is moved through the non-chamfered area of the brake valve piston 80 or 81 sealed.
- the brake valve piston 80 or 81 is pushed back to the left or right in FIG.
- the throttle opening of the brake valve 19 or 20 in the stop position on the stop 84 or 85 is determined by the position of the stop 84 or 85 and can be adjusted by changing the position of the stop 84 or 85.
- the control valves 27 and 28 are designed as seat valves.
- the control valve pistons 96 and 97 are each movable in a control valve housing 98 and 99, respectively.
- the control valve pistons 96 and 97 each have a conical section 100 and 101, respectively.
- the control valve pistons 96 and 97 are acted upon by the control valve springs 54 and 55, respectively, in such a way that the conical section 100 or 101 is pressed against the valve seat surface 102 or 103 and thus a sealing seat is created.
- a first valve chamber 104 or 105 is formed upstream of the conical section 100 or 101 and is connected to the valve inlet. In the exemplary embodiment shown in FIG. 3, the valve input is connected directly to the associated control line 33 or 34.
- the valve outlet is connected to the assigned signal pressure line 13 or 14.
- a second valve chamber 106 or 107 is isolated from the first valve chamber 104 or 105 by a sealing step 108 or 109 of the control valve piston 96 or 97 and is connected to the control pressure line 26.
- control pressure prevailing in the control pressure line 26 engages on a surface 110 or 111 of the control valve piston 96 or 97 and displaces the control valve piston 96 or 97 against the control valve spring 54 or 55 the control valve spring 54 or 55 predetermined threshold value lifts the conical section 100 or 101 from the valve seat surface 102 or 103 and releases the flow through the control valve 27 or 28.
- the brake valves 19 and 20 and the seat valves 27 and 28 can also be designed differently.
- the control valves 27 and 28 as simple non-return valves which prevent the pressure fluid from flowing back into the control lines 33 and 34 or into the pressure control valves 60 and 61.
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19735111 | 1997-08-13 | ||
DE19735111A DE19735111C2 (en) | 1997-08-13 | 1997-08-13 | Slewing gear control with brake and control valves |
PCT/EP1998/004647 WO1999009320A1 (en) | 1997-08-13 | 1998-07-24 | Turning control device with brake and control valves |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1003972A1 true EP1003972A1 (en) | 2000-05-31 |
EP1003972B1 EP1003972B1 (en) | 2002-06-05 |
Family
ID=7838875
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP98942618A Expired - Lifetime EP1003972B1 (en) | 1997-08-13 | 1998-07-24 | Turning control device with brake and control valves |
Country Status (5)
Country | Link |
---|---|
US (1) | US6336324B1 (en) |
EP (1) | EP1003972B1 (en) |
JP (1) | JP4044283B2 (en) |
DE (2) | DE19735111C2 (en) |
WO (1) | WO1999009320A1 (en) |
Families Citing this family (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19735111C2 (en) | 1997-08-13 | 1999-06-02 | Brueninghaus Hydromatik Gmbh | Slewing gear control with brake and control valves |
US6644335B2 (en) * | 2000-12-15 | 2003-11-11 | Caterpillar S.A.R.L. | Precision orificing for pilot operated control valves |
DE10110935C1 (en) * | 2001-01-23 | 2002-11-28 | Brueninghaus Hydromatik Gmbh | Hydraulic control, in particular for controlling the slewing gear of an excavator |
DE10220376B4 (en) * | 2002-05-07 | 2004-07-15 | Brueninghaus Hydromatik Gmbh | Hydraulic control with active reset |
ITPR20020032A1 (en) * | 2002-06-13 | 2003-12-15 | Renzo Bompieri | HYDRAULIC SYSTEM FOR ROTATING TRUCK CRANES AND / OR EXCAVATOR MECHANICAL ARMS AND RELATED PROCEDURE. |
DE102007056991B4 (en) * | 2007-11-27 | 2014-05-08 | Sauer-Danfoss Gmbh & Co. Ohg | Hydraulic circuit arrangement with a device for zero-stroke pressure control and method for pressure control in zero-stroke operation |
JP5590074B2 (en) * | 2012-06-26 | 2014-09-17 | コベルコ建機株式会社 | Swivel work machine |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4571941A (en) * | 1980-12-27 | 1986-02-25 | Hitachi Construction Machinery Co, Ltd. | Hydraulic power system |
US4554991A (en) * | 1984-02-23 | 1985-11-26 | Mud Hog Corporation | Auxiliary hydraulic drive system for road graders and the like |
DE9404943U1 (en) * | 1994-03-23 | 1994-06-01 | Wessel Hydraulik | Brake valve arrangement for a reversible hydraulic consumer |
DE19625393A1 (en) * | 1996-05-22 | 1998-01-02 | Brueninghaus Hydromatik Gmbh | Slewing gear control with double-sided braking |
DE19620664C1 (en) * | 1996-05-22 | 1997-06-12 | Brueninghaus Hydromatik Gmbh | Hydraulic control circuit for dredger slewing gear |
DE19620665C1 (en) * | 1996-05-22 | 1997-06-12 | Brueninghaus Hydromatik Gmbh | Hydraulic control system for dredger slewing gear |
DE19735111C2 (en) | 1997-08-13 | 1999-06-02 | Brueninghaus Hydromatik Gmbh | Slewing gear control with brake and control valves |
-
1997
- 1997-08-13 DE DE19735111A patent/DE19735111C2/en not_active Expired - Fee Related
-
1998
- 1998-07-24 DE DE59804340T patent/DE59804340D1/en not_active Expired - Lifetime
- 1998-07-24 JP JP2000509952A patent/JP4044283B2/en not_active Expired - Fee Related
- 1998-07-24 EP EP98942618A patent/EP1003972B1/en not_active Expired - Lifetime
- 1998-07-24 US US09/485,608 patent/US6336324B1/en not_active Expired - Lifetime
- 1998-07-24 WO PCT/EP1998/004647 patent/WO1999009320A1/en active IP Right Grant
Non-Patent Citations (1)
Title |
---|
See references of WO9909320A1 * |
Also Published As
Publication number | Publication date |
---|---|
DE19735111A1 (en) | 1999-02-25 |
WO1999009320A1 (en) | 1999-02-25 |
JP4044283B2 (en) | 2008-02-06 |
EP1003972B1 (en) | 2002-06-05 |
JP2001515182A (en) | 2001-09-18 |
DE59804340D1 (en) | 2002-07-11 |
US6336324B1 (en) | 2002-01-08 |
DE19735111C2 (en) | 1999-06-02 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP0016719B1 (en) | Hydraulic motor control device | |
EP0935713B1 (en) | Valve system and manufacture of same | |
DE4000801C1 (en) | ||
DE19735111C2 (en) | Slewing gear control with brake and control valves | |
DE19625393A1 (en) | Slewing gear control with double-sided braking | |
DE3011088A1 (en) | HYDRAULIC DRIVE CONTROL | |
DE4231399A1 (en) | Hydraulic control device | |
CH705123A1 (en) | Pressure relief valve. | |
EP0198119B1 (en) | Hydraulic directional valve for pressure-compensated control | |
DE102016205582A1 (en) | Hydraulic drive device with regeneration operation | |
EP1629156A1 (en) | Hydraulic control arrangement | |
DE3812116C2 (en) | Electro-hydraulic directional valve | |
DE4235698C2 (en) | Hydrostatic drive system | |
DE3545063C2 (en) | Control device for a drive unit | |
EP1831573B1 (en) | Hydraulic control system | |
DE3810943C2 (en) | ||
DE3519148C2 (en) | ||
DE3606237A1 (en) | Double-travel brake valve | |
DE10110935C1 (en) | Hydraulic control, in particular for controlling the slewing gear of an excavator | |
DE4026849C2 (en) | Valve arrangement for generating a control pressure in a hydraulic system | |
EP1225281B1 (en) | Hydraulic control, in particular for controlling the turning mechanism of an excavator | |
EP0464481B1 (en) | Control device for a hydraulic motor | |
DE3629850A1 (en) | Hydraulic directional control valve | |
DE3239965A1 (en) | Electro-hydraulic control arrangement | |
EP0785363B1 (en) | Current regulator |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
17P | Request for examination filed |
Effective date: 19990820 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): DE FR GB IT SE |
|
17Q | First examination report despatched |
Effective date: 20010508 |
|
GRAG | Despatch of communication of intention to grant |
Free format text: ORIGINAL CODE: EPIDOS AGRA |
|
GRAG | Despatch of communication of intention to grant |
Free format text: ORIGINAL CODE: EPIDOS AGRA |
|
GRAH | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOS IGRA |
|
GRAH | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOS IGRA |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): DE FR GB IT SE |
|
REG | Reference to a national code |
Ref country code: GB Ref legal event code: FG4D Free format text: NOT ENGLISH |
|
REF | Corresponds to: |
Ref document number: 59804340 Country of ref document: DE Date of ref document: 20020711 |
|
ET | Fr: translation filed | ||
PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
26N | No opposition filed |
Effective date: 20030306 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: SE Payment date: 20120723 Year of fee payment: 15 Ref country code: GB Payment date: 20120723 Year of fee payment: 15 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 20120803 Year of fee payment: 15 Ref country code: IT Payment date: 20120725 Year of fee payment: 15 |
|
REG | Reference to a national code |
Ref country code: SE Ref legal event code: EUG |
|
GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 20130724 |
|
REG | Reference to a national code |
Ref country code: FR Ref legal event code: ST Effective date: 20140331 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20130724 Ref country code: SE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20130725 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: FR Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20130731 Ref country code: IT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20130724 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 20150925 Year of fee payment: 18 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R119 Ref document number: 59804340 Country of ref document: DE |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: DE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20170201 |