JPS5941917B2 - Winch brake device for submarine rock crushing equipment - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a brake device for a winch used for dropping and hoisting a chisel spud in a submarine rock and sandstone equipment.

Conventionally, in order to dredge bedrock areas such as seabeds and rivers, cutter suction dredgers, barbatt dredgers, grab dredgers,
Alternatively, excavator dredgers and the like are used, but these are inefficient because they are originally intended for dredging soft soil or sandy areas.

Among the above, cutter suction vessels excavate the seabed with a rotating cutter and suck it up with pipes, allowing for highly efficient dredging, but in the case of bedrock, the cutter is used to excavate, making it extremely inefficient. Not only that, but the cutter is severely worn out, making it uneconomical.

Other types of dredgers have similar drawbacks and require efficient rock crushing.

FIG. 1 shows the main parts of a bedrock and sandstone device according to the present invention, which eliminates the drawbacks of the conventional device described above.
By rotating the drum D of the winch 3 on the side of the winch 3 forward and backward, it is possible to wind up and unwind a wire rope 4 (abbreviated as wire), and one end of the wire 4 is installed at the top of the support column 2. It is connected to a counterweight 6 via a pulley 5, which allows tension to be constantly applied to the wire 4, so that the wire 6 will not slack even if the chisel spud 7 (spud omitted) touches the bottom. .

The counterweight 6 is movable up and down within the upper hollow portion Ta of the spud 7 with a space between it and the inner circumferential wall surface of the spud, and 6a is a stopper when the counterweight moves upward.

The spud 7 is inserted through a through hole 1a provided in the barge 1, and a sleeve 9 is fixed to the through hole 1a with a rubber block 8 interposed between it and the barge 1.

That is, by winding up and unwinding the wire 4 by rotating the drum D in the forward and reverse directions, the spud 7 is raised and dropped to the seabed as the counterweight 6 moves up and down. Even if you collide with
The balance is not conveyed to barge 1.

The drum D and the pulley 5 are each equipped with an appropriate braking device, and when the brake is applied to the drum D after the spud falls, the wire 4 in contact with the pulley 5 is damaged and worn out (because it spins due to the inertia of the pulley). It is designed to prevent this.

Although one set of spuds is shown in FIG. 1, a plurality of spuds are actually provided.

The contents of the brake device for the winch drum D will be explained in detail later, but the operation of the rock and sandstone device shown in FIG. 1 will be explained with reference to FIG. 2.

All operations are centrally controlled by the automatic operation panel 10 (Fig. 1). Fig. 2 a shows a stationary state with the spud 7 suspended (the winch brake is manually operated and the clutch is disengaged), and from this stationary state, Fig. b The brake and clutch of the winch drum D are turned OFF as shown in FIG.

When the winch drum D and pulley 5 are braked simultaneously, the counterweight 6 stops falling.

In this case, as described above, by applying a brake to the pulley 5 as well, slippage between the pulley 5 and the wire 4 can be prevented, and the lifespan of both can be greatly increased.

Next, as shown in Figure d, the winch clutch is turned off, the brake is turned off, and the spud 7 is hoisted up via the counterweight 6.

When the spud 7 reaches a predetermined height, the winch clutch is released again as shown in figure a, and the spud 7 falls.

From then on, the above operation is repeated.

Next, it is necessary to drop the spud 7 on the bedrock sandstone apparatus shown in FIG. 1, and apply the brake to the winch drum D immediately after the spud 7 hits the bottom.

If the brake is not applied, the drum D will continue to rotate due to the rotational inertia of the drum D, causing the wire 4 to sag, resulting in irregular winding.

As mentioned before, a counterweight 6 is suspended from one end of the wire so that the wire 4 does not slacken, and the counterweight 6 is made to fall inside the spud hollow part Ia. It is sufficient to apply the brake to the drum D while the weight 6 is falling.

However, if the brakes are applied too early, the brakes will be applied during the fall, and not only will the sandstone energy be lost, but also an impact force will be applied to the wire 4, column 2, pulley 5, winch 3, etc.

In order to prevent this, it is necessary to stop only the inertial force with less braking force than a normal brake, and to allow the spud 7 to fall even if the brake is engaged during the fall.

Furthermore, this brake must be responsive.

For example, when spud 7 is dropped from a height of 7 m, winch drum D falls while wire 4 is being pulled, so it falls with a smaller acceleration than free fall.

Now, assuming that this acceleration α is 7 m/see 2 (approximately 71q6 for gravitational acceleration g = 9.8 m/sec 2), the time required to fall 7 m is as follows.

After falling, the counterweight continues to melt at a constant speed due to the inertial force of the drum, but the speed V is V-αt=7 X 1.
4==9.8m/see.

The length that the counterweight can fall inside the spud is 5.
If m, the allowable time for the drum D to stop is as follows.

This is the maximum, so drum D is normally within 0.3 seconds.
need to stop, requiring extremely responsive brakes.

In conventional hydraulic and pneumatic brake devices such as winches, the braking force is changed by changing the pressure of the fluid supplied.

Figures 3 and 4 show conventional examples of brake devices, both of which are pneumatic, but the one shown in Figure 3 uses an electromagnetic valve to switch the air supply source with different pressures, thereby increasing the pressure in the brake cylinder. This is a method that changes the

D' is a drum, '' is a brake band, C' is a brake cylinder, and 11' and 12' are pressure reducing valves installed in the supply air pipe lines indicated by arrows a/, respectively. The latter pressure reducing valve 11 cooperates with the operation of the electromagnetic valve 15' on the upstream side to adjust the pressure P≦.

13' is an automatic exhaust valve; if the pressure on the supply side is higher than the pressure inside the brake cylinder C, it will be sent to the cylinder C', and if the pressure on the cylinder side is higher than the pressure on the supply side, it will be sent from the exhaust port. It is a three-way valve that exhausts air from the cylinder side and closes when the pressure on the supply side becomes equal to the pressure on the supply side.

In other words, there is no problem when increasing the pressure in the brake cylinder C', but when decreasing the pressure, an automatic exhaust valve 13' is installed in the air pipe and the air in the cylinder is exhausted until it becomes equal to the supply pressure. There is a need to.

In the system shown in Figure 4, the pressure of the supply air indicated by a' is adjusted by one pressure regulating valve 16', but if this method also reduces the pressure, the pressure in the pressure regulating valve 16' is adjusted. A method is used to exhaust the air in cylinder C and balance the adjustment stress.

In other words, in the conventional systems shown in Figures 3 and 4 above, when reducing the pressure, a three-way valve is operated based on the pressure difference between the pressure inside the cylinder and the supplied air pressure, so the exhaust speed is Depends on the nature of the valve.

However, when the pressure difference is small, the three-way valve does not move toward the exhaust side, and due to its twisted structure, the resistance is relatively large, so exhausting takes time, and good response cannot be obtained.

Therefore, the present invention not only eliminates the drawbacks of the conventional brake device described above, but also achieves (a) braking force sufficient to stop the inertia of the winch drum, and (b) good responsiveness. In addition to increasing satisfaction, (c) from the viewpoint of simplifying the structure, one brake should have two functions instead of providing two types of strong and weak brakes, and (c) change the air supply pressure. Instead, the braking force can be adjusted.

The present invention will be explained below with reference to FIGS. 5 to 7.

In Fig. 5, A is an air tank in which air at a pressure of P' is always stored, and 1゜2.3 are exhaust pipes with one end communicating with the air tank A and the other end open. These are electromagnetic valves (abbreviated simply as valves) with good responsiveness incorporated in path E, and each valve is independently operated.

Connected to the exhaust pipe E between the valves 1 and 2 is a brake cylinder C (S is a spring) that communicates with the exhaust pipe E and has a built-in piston P connected to the brake band B of the winch drum D via a rod R. A pressure regulating cylinder C' (H is a regulating handle) is installed in the conduit E between the valves 2 and 3 in communication therewith.

As shown in Fig. 5, if valve 1 is closed and valves 2 and 3 are opened, the air pressure inside the brake cylinder C becomes atmospheric pressure.
The brake is applied at full power by the spring S force.

That is, to brake the drum D, the force of the spring S in the cylinder C is transmitted to the brake rod R, tightening the brake band B and applying the brake with full force.

Also, at that time, brake cylinder C1 pressure adjustment cylinder C'
The air pressure acting on the pistons P and P' is O.

Next, as shown in Fig. 6, when valve 2 is closed (and valve 3 is also closed) and valve 1 is opened, the stored air at a pressure P flows from the air tank A into the brake cylinder C, and the pressure P1 causes the spring to The piston P is pushed against the force of S, and the brake is released.

Then, the spud 7 falls and the drum D rotates.

When spud 7 reaches the bottom, a half brake is applied.

That is, when valves 1 and 3 are closed and valve 2 is opened as shown in FIG. 7, air in the brake cylinder C flows through the valve 2 into the pressure regulating cylinder C'.

Until then, the pressure inside the pressure regulating cylinder C was atmospheric pressure, so the differential pressure was large, and since it only passed through one valve 2, the resistance was small and the pressure inside the brake cylinder C suddenly changed to P2. do.

Since the brake is determined by the balance between the force of the spring S and the air pressure, any pressure, that is, any braking force can be obtained by changing the volume of the pressure regulating cylinder C'.

That is, due to the balance between the force generated by the pressure P2 and the force of the spring S, the braking force increases to an intermediate value.

Here, Pl: Supply air pressure (absolute pressure) P2: Air pressure created by operating valve 2 (absolute value) VBl Initial volume of Ni-brake cylinder C VB2 Volume of Ni-brake cylinder C after valve 2 is operated VR: Pressure Capacity of Adjustment Cylinder C' (Variable) In short, the present invention uses chisel spuds installed in multiple through holes in the center of the hull to wind up a wire rope with a winch via a support, and drop it from a predetermined position. In a device that forms sandstone due to the impact force, an air tank A that always stores air at a predetermined pressure higher than atmospheric pressure is provided, and air pipes E that communicate with the air tank at one end and open at the other end are operated independently. The winch drum D
When the piston P connected to the brake band B and the first solenoid valve 1 are closed and the second and third solenoid valves 2 and 3 are open,
The piston has a built-in spring that applies full braking force, and when the second solenoid valve 2 is closed and the first solenoid valve 1 is open, the piston and spring move due to the inflow of stored air from the air tank. It has a brake cylinder C that generates a half braking state and communicates with the air pipe between the second and third solenoid valves, so that the first and third solenoid valves are closed and the second solenoid valve is closed. A seabed characterized by having a pressure regulating cylinder C' which, when opened, introduces air in the cylinder by the spring force of the brake cylinder C, and sets the braking force by the spring force to an arbitrary intermediate value. This is a winch brake device for bedrock sandstone equipment.

Immediately after the chisel spud falls and hits the bottom, if the brake is not applied to the winch drum, it will continue to rotate due to the rotational inertia of the drum, causing the wire rope to sag and winding, but the present invention (I) Among three solenoid valves that are installed in an air pipe line that has one end connected to the air tank and the other end open, each of which is operated independently, the second solenoid valve is closed and the first solenoid valve is closed. When opened, the accumulated air from the air tank pushes the piston against the spring force of the brake cylinder, which releases the brake on the winch drum immediately after the chisel spud hits the bottom, applies a half brake, and releases the winch drum. Since only the rotational inertia force is stopped, it is possible to prevent the wire rope from winding randomly.

In addition, in the present invention, when the first and third solenoid valves are closed and the second solenoid valve is opened, the air in the brake cylinder passes through the opened second solenoid valve and becomes pressurized. Flows into the regulating cylinder.

At that size, the pressure inside the pressure adjustment cylinder was atmospheric pressure, but when the high pressure air inside the brake cylinder flows into it, the air pressures inside both cylinders are balanced.

In other words, since the brake is determined by the balance between the spring force and air pressure within the brake cylinder, the braking force applied to the winch drum can be changed arbitrarily by changing the volume of the pressure adjustment cylinder.

(g) In the present invention, only an air tank, an air pipe line communicating with it, three solenoid valves incorporated in the pipe line, a brake cylinder, and a pressure adjustment cylinder are provided, so the structure is simple and the operation is simple. is also easy.

[Brief explanation of drawings]

Figure 1 is a longitudinal sectional view of a part showing the main parts of the submarine bedrock sandstone device, and Figure 2 is an explanatory diagram of the action of the chisel spud in Figure 1.
is at rest, b is at ease, C is at half brake,
d indicates the state at the time of winding. FIGS. 3 and 4 are explanatory diagrams of conventional brake devices for winches, etc., FIGS. 5 to 7 show brake devices for winch drums according to the present invention, and FIG. 5 shows that the brake is fully applied to the winch drum. FIG. 6 is an explanatory diagram of the case where a half brake is applied, and FIG. 7 is an explanatory diagram of the case where the braking force is adjusted. In the figure, 1...hull, 7... chisel spud,
6... Counterweight, 2... Support, 4... Wire rope, 3... Winch, D... Winch drum, B... Brake band, A... Air tank, E...
...Air pipe line, 1.2.3...Solenoid valve, C...Brake cylinder, P...Piston, S...Spring, C'
...Pressure adjustment cylinder, p/ ...piston, H
...adjustment bundle.

Claims (1)

[Claims] 1 A device that winds up a wire rope with a winch through a chisel spud built into a number of through holes in the center of the ship via a support, drops it from a predetermined position, and creates sandstone by the impact force. An air tank for storing air at a predetermined pressure is provided, and first, second, and third electromagnetic valves, which are operated independently, are connected to the air pipe line in which one end is connected to the air tank and the other end is open, in this order. a piston installed and connected to the air pipe between the first solenoid valve and the second solenoid valve and connected to the brake band of the winch drum; When the third solenoid valve is open, the piston has a built-in spring that applies full braking force, and when the second solenoid valve is closed and the first solenoid valve is open, the stored air flows in from the air tank. a brake cylinder that generates a half brake force by the movement of the piston and spring;
a pressure regulating cylinder that communicates with an air pipe between the solenoid valves, introduces air in the cylinder by the spring force of the brake cylinder, and sets the braking force due to the spring force to an arbitrary intermediate value. A winch brake device for a submarine bedrock sandstone equipment.