WO1980002446A1 - Commande de transmission d'une machine d'etirage - Google Patents

Commande de transmission d'une machine d'etirage Download PDF

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Publication number
WO1980002446A1
WO1980002446A1 PCT/US1979/000293 US7900293W WO8002446A1 WO 1980002446 A1 WO1980002446 A1 WO 1980002446A1 US 7900293 W US7900293 W US 7900293W WO 8002446 A1 WO8002446 A1 WO 8002446A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
piston
outlet
bore
fluid
Prior art date
Application number
PCT/US1979/000293
Other languages
English (en)
Inventor
K Golan
J Winzeler
Original Assignee
Caterpillar Tractor Co
K Golan
J Winzeler
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Caterpillar Tractor Co, K Golan, J Winzeler filed Critical Caterpillar Tractor Co
Priority to JP50186279A priority Critical patent/JPH025680B2/ja
Priority to PCT/US1979/000293 priority patent/WO1980002446A1/fr
Priority to CA344,779A priority patent/CA1126129A/fr
Priority to EP19800301041 priority patent/EP0019352B1/fr
Priority to DE8080301041T priority patent/DE3068492D1/de
Priority to SU802913948A priority patent/SU1074400A3/ru
Publication of WO1980002446A1 publication Critical patent/WO1980002446A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D5/00—Braking or detent devices characterised by application to lifting or hoisting gear, e.g. for controlling the lowering of loads
    • B66D5/02—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes
    • B66D5/24—Operating devices
    • B66D5/26—Operating devices pneumatic or hydraulic

Definitions

  • This invention- relates to controls for hydraulically operated winches, and more specifically, hydromechanical boom or hook type layer draw works transmission controls.
  • Winches or as more generally known, draw works, are used in a large variety of operations and, as a consequence, there are draw works construc ⁇ tions available with widely varying degrees of sophis ⁇ ticated control and drive equipment.
  • Some of the more sophisticated draw works constructions are hydraulically operated and include a hydraulic motor for driving a draw works drum.
  • a hydraulically disengaged brake which brakes the drum to prevent unduly rapid lowering of a load to be hoisted and also multiple-speed, hydraulically controlled transmissions interconnect the drum and the drive motor therefor.
  • the second * type 5 of lowering is the so-called “controlled” lowering ' in which the brake is only partially disengaged, thereby allowing a load to be lowered at some con ⁇ trolled rate less than the maximum speed.
  • a control for a hydraulically operated draw works or the like having a hydra ⁇ ic- ally disengaged brake, a transmission, and a brake 35 control valve, the improvement including an accumu-
  • Fig. 1 is a schematic of a hydraulic con ⁇ trol system made according to one embodiment of the invention and illustrating mechanical details of manual actuators therefor;
  • Fig. 2 is a sectional view of a control
  • valve embodied in the invention which also schematic ⁇ ally illustrates peripheral components utilized in the system;
  • Fig. 3 is a sectional view taken approxi ⁇ mately along- the line III-III of Fig. 2;
  • Fig. 4 is a sectional view of the accumu ⁇ lator made according to one embodiment of the present invention which also schematically illustrates per- ., ipheral components.
  • FIG. 25 An exemplary embodiment of a control system for a hydraulically operated draw works or the like including a hydraulically disengaged brake, a multi- speed, hydraulically controlled transmission and a drum to be driven or braked is illustrated in the 30 ⁇ drawings and with reference to Fig. 1, is seen to , . . -include a multi-speed, hydraulically controlled
  • OMPI transmission including the components 10 and ,12 will be of the type that when fluid under pressure is directed to the high speed section 10, the output speed of the transmission will be in high gear, and when fluid under pressure is directed to the low • speed section 12, the output speed of the trans ⁇ mission will be in the low range.
  • the usual draw works assemblage will include a spring-engaged, hydraulically disengaged brake which may be of a conventional construction and which is illustrated schematically at 14.
  • the system will also include a metering pump 16 which will be suitably coupled to the draw works drum (not shown) through a one-way clutch (not shown) so as to be driven thereby when the load is lowered at a speed proportional to the rate of rotation of the draw works drum.
  • the purpose of the metering pump 16 is to act as a governor and limit the rota ⁇ tional velocity of the drum.
  • com ⁇ ponents are schematically illustrated at 18 and may include steering clutches, power transmission and vehicle brake elements.
  • Fluid under pressure is provided to the system by a hydraulic pump 20, typ ⁇ ically driven by the prime mover of the vehicle.
  • the pump 20 receives oil from a reservoir 22 and directs the same, under pressure, to a junction 24-.
  • One side of the junction 24 extends to a priority valve 26 which, in turn, permits the flow of fluid to the vehicle components 18.
  • the other side of the junction 24 extends to the control system of the present invention.
  • the priority valve 26 is of conventional construction and is operative to ensure delivery of fluid to the control system of the present invention at a pressure equal to or exceeding a predetermined minimum pressure. Frequently, hydraulic fluid flow requirements of the vehicle components 18 will cause the pressure to drop to a relatively low value which is insufficient to maintain engagement of the compo ⁇ nents of the transmission. The priority valve 26 prevents such from occurring.
  • the control system of the present invention includes a control valve, generally designated 28, which comprises two valves in a common housing.
  • Man ⁇ ual actuators, generally designated 30, are provided for the valve 28 in, for example, an operator area.
  • the manual actuators 30 include, for example, a handle 32 which may be grasped by the operator to perform a variety of functions to be described.
  • a console within the operator area is provided with a slot 34 in which the handle ' 32 may be moved.
  • a first mechanical link shown schematic ⁇ ally at 36, is attached to the handle 32 and extends to the control valve 28 to convey thereto mechanical motion of the handle 32 directing the selection of a particular transmission output speed.
  • a similar linkage shown schematically at 38, extends to a brake control section of the valve 28 to convey mechanical movement of the handle 32 to the valve 28 to direct the flow of hydraulic fluid under pressure to the brake 14 to control its degree of disengage ⁇ ment.
  • a third linkage extends to a motor speed and direction control system (not shown) which is operative to control the speed of the hydraulic drive motor for the draw works as well as its directional output.
  • the linkages 36, 38 and 40 may be convent. tional in nature and, for example, in the form of con ⁇ trol cables or linkages. It is only necessary that the linkage 36 be responsive to movement of the 5 handle 32 in the right-left direction, as viewed in Fig. 1, and nonresponsive to other directions of movement thereof.
  • the linkages 38 and 40 are sim ⁇ ilar, but are responsive only to up-down movements of the handle 32, as viewed in Fig.. 1, and nonres-
  • the slot 34 defines a shift- pattern for the handle 32. It includes a horizontally elongated slot 42. When, as viewed in Fig. 1, the handle 32 is disposed in the left-hand end of the slot 42,
  • control valve 28 will direct the transmission to select its high speed output.
  • handle 32 When the handle 32 is in the right-hand extremity of the slot 42, it will direct the control valve 28 to select the low speed range of the transmission.
  • the linkage 40 may be directed after the backlash has been taken up to drive the drum motor in a direction to lower the load at a particular speed, but only if the load is not of sufficient magnitude for gravity to overcome the friction of the draw works assemblage.
  • a short, downwardly extending slot 50 intersects the slot 42 intermediate its ends.
  • hydraulic fluid under pressure is directed along a line 52 to the transmission control side of the valve 28 in a manner to be described in greater detail herein ⁇ after. It is also directed to a check valve system 54.
  • the check valve system 54 includes a first check valve 56 which precludes backflow from any down- stream component to the junction 24. Just down ⁇ stream of the check valve 56 there is located a junction 58. Connected to the junction 58 is a check valve 60 which extends to the metering pump 16. The check valve 60 precludes discharge of an accumulator 62 except through the valve 28.
  • the valve 28 includes a housing 100 formed of a center housing 102, a right end hou ⁇ sing 104 and a left end housing 106.
  • the left end housing 106 receives, in a conventional fashion, 5 cable ends 108 and 110 of the linkages 36 and 38, respectively.
  • the center housing 100 includes a transmission control bore 112 and a brake control bore 114.
  • the housing 104 includes cavities 116 which are aligned with the bores 112 and 114 and
  • bi-directional spring centering assemblies 118 which are operative to center ' respective ones of a transmission control spool 120 in the bore 112 and a brake control spool 122 in the bore 114 to the positions illustrated in Fig. 2 regardless
  • the spools 120 and 122 have leftward ex ⁇ tensions which extend into the housing 106 for con ⁇ nection to the cable ends 108 and 110 whereby the
  • 20 spools 120 and 122 may be shifted to the right or to the left in their bores by manipulation of the handle 32, as mentioned previously.
  • the transmission control bore 112 includes a first outlet port 124 which may be connected to
  • drain ports 130 and 132 On the sides of the outlet ports 124 and 126 opposite from the inlet port 128, the bore 112 is provided with drain ports 130 and 132, res- • pectively, which drain ports are also common to the brake control bore 114 and which are connected to
  • the spool 120 includes spaced lands 134 and 136.
  • the land 134 will either preclude fluid communication between the ports 124 and 128 or the ports 126 and 128,
  • the land 136 will either preclude fluid communication between the ports 126 and 128 or the ports 126 and 132.
  • the lands 134 and 136 block the flow of pressurized fluid into either of the transmission sections 10 and 12, while at the same time allow fluid flow from those sections to the reservoir 22 through the drain ports 130 and 132 respectively.
  • the handle 32 To command the transmission to operate in its low range, the handle 32 is moved to the right in the slot 42, as mentioned previously. This will cause a commensurate shift of the spool 120 to the right within the bore 112. This, in turn, will establish fluid communication between the inlet 128 and the outlet 126. Flow to drain through the port 132 is blocked by the right-hand side of the land 136 in such a case, while flow to drain through the port 130 continues because the land 140 does' not move far enough to block communication between the outlet port 124 and the drain port 130. Flow from the inlet 128 to the outlet 124 continues to be blocked but now by land 222 instead of land 134.
  • the spool 120 will shift to the left within the bore 112 from the position shown.
  • the land 222 will shift to the left to preclude fluid communica ⁇ tion between the port 124 and the drain port 130 while the land 134 enables fluid flow from the inlet port 128 to the port 124.
  • the rather long axial length of the land 136 will continue to block the flow of fluid to the outlet port 126.
  • the brake control section of the valve 28 includes a cavity 150 which is connected to junction 58 for receipt of fluid under pressure. Just to the right of the cavity 150 as seen in Fig.
  • the outlet port 152 is an outlet port 152 which is adapted to be connected to both a brake accumulator 174 and to the metering pump 16, as shown in Fig. 4.
  • the outlet port 152 is disposed between the cavity 150 and the outlet port 132 which extends to the reservoir 22.
  • the spool 122 includes a land 158 having a relatively long axial length which is normally operative to preclude the flow of fluid from the cavity 150 to the outlet port 152 while allowing flow of fluid from the outlet port 152 to drain through the drain port 132 or to interrupt fluid communication between the drain port 132 and the outlet port 152 and allow fluid to flow from the cavity 150 to the outlet port 152 under circum ⁇ stances to be described in greater detail herein- after.
  • the land 158 includes oppositely disposed, axially extending grooves 160, 162 and 164 in its periphery. Each of the grooves 160, 162 and 164 opens to the inlet side of the land 158 and, as can be best seen in
  • the groove 160 has a relatively long axial length
  • the groove 162 has an intermediate axial length
  • the groove 164 has a relatively short axial length.
  • the grooves 162 and 164 have relatively large cross sections
  • the groove 160 has a relatively small cross section.
  • all three grooves have a progressively decreasing cross section from left to right.
  • the grooves 160, 162 and 164 serve as metering grooves to assist in attaining such a degree of brake disengagement control. Specifically, the further the spool 122 is moved to the right, as viewed in Fig. 2, the greater the fluid flow from the cavity 150 to the outlet 152 through the groove 160. The greater the fluid flow, the greater the degree of disengagement of the brake 14 which, it will be recalled, is of the hydraulically disengaged type.
  • a spring 166 has been included to provide positive feedback to the operator. As the leading edge of the groove 164 approaches the leftmost surface of cavity 168 which leads to port 152, the washer 167 contacts a shoulder 170 of the bore 114. Any further rightward movement of spool 122 compresses the spring 166 and provides for a positive operator feel when the maximum speed groove 164 has been entered.
  • the brake is of the spring engaged-hydraulically disengaged type and therefore the brake 14 may be disengaged, and the load lowered, only by supplying brake 14 with hydraulic fluid from the port 152.
  • the great ⁇ er the fluid pressure the greater the degree of disengagement and the greater the quantity of fluid required to cause progressive disengagement.
  • the brake 14 can only be sup ⁇ plied with hydraulic fluid through the brake accumu ⁇ lator 174.
  • Hydraulic fluid metered through the grooves 160, 162 and 164 is supplied to a brake accumulator port 176 in a housing 178 of the accumulator 174.
  • a bore 180 which contains a piston 182.
  • the piston 182 has a rela ⁇ tively thin wall 184 which is perforated by a number of passageways 186. As viewed in Fig. 4, the piston is urged to the left by springs 188 and 190.
  • the spring pocket 192 is ultimately connected to the brake 14 by a pas ⁇ sageway 194, a check valve 196, an accumulator chamber 198 and an accumulator port 200.
  • a brake release piston 202 Located within the brake 14 is a brake release piston 202, a brake return spring 204 and a brake cylinder 206.
  • the brake 14 is otherwise conventional in construction and need not be further explained. It is sufficient to note that when the piston 202 is in the leftmost position, as viewed in Fig. 4, the brake 14 will be fully applied and as the piston 202 is forced an increasing distance to the right by pressurized fluid in the cylinder 206, the brake 14 will be increasingly released. .
  • the piston return spring 204 creates- a force opposing fluid pressure in the cylinder 206. Therefore, if fluid pressure in chamber 206 is insuf ⁇ ficient to overcome the force created by the spring 204, the piston 202 will be urged to the left and the brake 14 will be applied.
  • the pressure of the hy ⁇ draulic fluid supplied from the outlet port 152 to the accumulator port 176, and consequently the brake 14, may be varied by operator actuation of the brake spool 122.
  • brake release will be accom ⁇ plished by one of two methods. If fluid supply pres ⁇ sure is high, the force on the piston 202 will be sufficient to completely overcome the force created by the spring 204. -In this case, the brake piston 202 will be forced fully t __*o the right and the brake
  • a relatively low hydraulic fluid pressure will be insufficient to completely overcome the force created by the return spring 204 and the brake piston 202 will be forced only a short distance to the right. This piston movement will be insufficient to complete ⁇ ly release the brake 14 but will cause slippage. In this situation, the volume of fluid entering the pis- ton cylinder 206 will be relatively small.
  • piston sur ⁇ faces 208 and 210 upon which the fluid located in the accumulator chamber 198 will act.
  • a metering orifice 214 which establishes fluid communication between the accumulator chamber 198 and the accumulator port 176 through the piston passageways 186.
  • any fluid located in the accumu ⁇ lator chamber 198 and the brake cylinder 206 will simply flow through the metering orifice 214 as the piston 182 slowly moves to the left and will be ultimately returned to the tank 22 through the control valve 28. If the pressure, and therefore the volume, of fluid supplied to and entering the brake 14 is large, as when the brake 14 is fully released, re ⁇ verse flow to the control valve 28 will be somewhat different. In this situation, fluid pressure in the accumulator chamber 198 and the brake cylinder 206 will be sufficient, when acting on the accumu ⁇ lator piston surfaces 208 and 210, to fully com ⁇ press the springs 188 and 190.
  • the accu ⁇ mulator piston 182 will act as a relief valve and allow a large volume of fluid to flow to the accumulator port 176.
  • the springs 188 and 190 will once again force the piston 182 to the left.
  • the springs 188 and 190 are chosen such that the force on the piston 182 will cause a backpressure in the accumulator chamber 198 and the brake cylinder 206 sufficient to maintain slippage in the brake 14.
  • the accumulator cham ⁇ ber 198 will no longer be in direct fluid communi ⁇ cation with the port 176 and any remaining fluid in the accumulator chamber 198 and the brake cylinder 206 must flow through the metering orifice 214 and the piston passageways 186.
  • the metering orifice 214 will limit the flow of fluid from the piston cylinder 206 and thus cause gradual application of the brake 14.
  • the piston surface 208 will clear the edge 216 of the port 176 and the piston 182 will act as a relief valve.
  • the springs 188 and 190 will force the
  • the system also includes means whereby the accumulator 62 may be discharged when the pump 20 or 0 engine is inoperative.
  • the fluid from the accumulator 62 is discharged through orifice 224 to either drain 130 to sump 22, or port 128 back through pump 20 to sump 22, depending upon the position of spools 122 and 140.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Fluid-Pressure Circuits (AREA)
  • Regulating Braking Force (AREA)
  • Braking Arrangements (AREA)

Abstract

Dans une commande (28) d'un appareil d'etirage hydraulique ou autre ayant un frein degage hydrauliquement (14), une transmission (10, 12) et une soupape de commande de frein (114, 122), l'amelioration consiste en un accumulateur (174) ayant une soupape de retenue (196) connectee entre la sortie de la soupape de commande de frein (152) et le frein (14) pour moduler l'application du frein (14) apres que ce dernier ait ete completement relache et pour qu'il n'y ait aucune modulation de l'application du frein (14) apres que ce dernier n'ait ete que partiellement relache de maniere a reduire au minimum les chocs dans les composants de la machine de tirage lorsqu'une charge est abaissee rapidement tout en assurant une action rapide lorsqu'il est actionne lentement.
PCT/US1979/000293 1979-05-02 1979-05-02 Commande de transmission d'une machine d'etirage WO1980002446A1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
JP50186279A JPH025680B2 (fr) 1979-05-02 1979-05-02
PCT/US1979/000293 WO1980002446A1 (fr) 1979-05-02 1979-05-02 Commande de transmission d'une machine d'etirage
CA344,779A CA1126129A (fr) 1979-05-02 1980-01-31 Raccord de commande sur attelage
EP19800301041 EP0019352B1 (fr) 1979-05-02 1980-04-02 Système de commande de treuils
DE8080301041T DE3068492D1 (en) 1979-05-02 1980-04-02 Draw works control system
SU802913948A SU1074400A3 (ru) 1979-05-02 1980-04-30 Гидравлическа система управлени лебедкой

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
PCT/US1979/000293 WO1980002446A1 (fr) 1979-05-02 1979-05-02 Commande de transmission d'une machine d'etirage
WOUS79/00293 1979-05-02

Publications (1)

Publication Number Publication Date
WO1980002446A1 true WO1980002446A1 (fr) 1980-11-13

Family

ID=22147578

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US1979/000293 WO1980002446A1 (fr) 1979-05-02 1979-05-02 Commande de transmission d'une machine d'etirage

Country Status (5)

Country Link
EP (1) EP0019352B1 (fr)
JP (1) JPH025680B2 (fr)
DE (1) DE3068492D1 (fr)
SU (1) SU1074400A3 (fr)
WO (1) WO1980002446A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1983000849A1 (fr) * 1981-09-11 1983-03-17 Golan, Kenneth, F. Systeme de commande avec etagement selectif de pression

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4048799A (en) * 1976-11-17 1977-09-20 Caterpillar Tractor Co. Winch control

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR657612A (fr) * 1927-07-18 1929-05-24 Vickers Electrical Co Ltd Perfectionnements aux dispositifs de freinage des appareils ou dispositifs mobiles notamment des mécanismes des treuils d'enroulement, de traction, d'extraction, etc.
US2355749A (en) * 1943-05-31 1944-08-15 Polson Alexander David Brake for hoist machinery
DE1011132B (de) * 1954-11-12 1957-06-27 Siemens Ag Vereinigte Fahr- und Sicherheitsbremse fuer Foerdermaschinen
US2912286A (en) * 1957-03-29 1959-11-10 New York Air Brake Co Fluid pressure power brake system
US3170543A (en) * 1962-12-06 1965-02-23 Goodyear Tire & Rubber Delay valve
DE1431991A1 (de) * 1966-09-01 1969-07-10 Gutehoffnungshuette Sterkrade Bedienungsvorrichtung fuer den hydraulischen Bremsapparat einer Bergbau-Schachtfoerdermaschine od.dgl.
US3463278A (en) * 1967-11-02 1969-08-26 Caterpillar Tractor Co Transmission and brake for cable drum with modulating valve
CA883111A (en) * 1968-10-26 1971-10-12 Deh. Eastcott Peter Control of mine hoist braking
US4046162A (en) * 1976-05-14 1977-09-06 Deere & Company Modulation control valve for clutches
US4088305A (en) * 1976-12-17 1978-05-09 Caterpillar Tractor Co. Brake-one way winch

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4048799A (en) * 1976-11-17 1977-09-20 Caterpillar Tractor Co. Winch control

Also Published As

Publication number Publication date
JPS56500421A (fr) 1981-04-02
EP0019352A3 (en) 1981-02-18
JPH025680B2 (fr) 1990-02-05
EP0019352B1 (fr) 1984-07-11
SU1074400A3 (ru) 1984-02-15
EP0019352A2 (fr) 1980-11-26
DE3068492D1 (en) 1984-08-16

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