WO2000012825A1 - Mouton diesel - Google Patents

Mouton diesel Download PDF

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Publication number
WO2000012825A1
WO2000012825A1 PCT/EP1999/005366 EP9905366W WO0012825A1 WO 2000012825 A1 WO2000012825 A1 WO 2000012825A1 EP 9905366 W EP9905366 W EP 9905366W WO 0012825 A1 WO0012825 A1 WO 0012825A1
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WO
WIPO (PCT)
Prior art keywords
ram according
diesel ram
diesel
fuel
sensor
Prior art date
Application number
PCT/EP1999/005366
Other languages
German (de)
English (en)
Inventor
Nikodemus Heinz
Stefan Mewes
Winfried Scheid
Original Assignee
Delmag Maschinenfabrik Reinhold Dornfeld Gmbh & Co. I.K.
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 Delmag Maschinenfabrik Reinhold Dornfeld Gmbh & Co. I.K. filed Critical Delmag Maschinenfabrik Reinhold Dornfeld Gmbh & Co. I.K.
Priority to CA002341680A priority Critical patent/CA2341680A1/fr
Priority to EP99944297A priority patent/EP1108094A1/fr
Priority to JP2000567796A priority patent/JP2002523657A/ja
Publication of WO2000012825A1 publication Critical patent/WO2000012825A1/fr

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02D—FOUNDATIONS; EXCAVATIONS; EMBANKMENTS; UNDERGROUND OR UNDERWATER STRUCTURES
    • E02D13/00—Accessories for placing or removing piles or bulkheads, e.g. noise attenuating chambers
    • E02D13/06—Accessories for placing or removing piles or bulkheads, e.g. noise attenuating chambers for observation while placing
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02D—FOUNDATIONS; EXCAVATIONS; EMBANKMENTS; UNDERGROUND OR UNDERWATER STRUCTURES
    • E02D7/00—Methods or apparatus for placing sheet pile bulkheads, piles, mouldpipes, or other moulds
    • E02D7/02—Placing by driving
    • E02D7/06—Power-driven drivers
    • E02D7/12—Drivers with explosion chambers
    • E02D7/125—Diesel drivers

Definitions

  • the invention relates to a diesel ram according to the preamble of claim 1.
  • Such diesel rams have been in use on construction sites for many years to drive piles or other ramming material such as sheet piling and the like into the ground.
  • the percussion pistons typically have a weight between 1 t and 5 t, rammed material can be rammed into the ground quickly and relatively inexpensively.
  • the rams operate under manual control of the fuel supply.
  • a ram driver determines the amount of fuel required by visually checking the progress of driving in and the jump height of the percussion piston.
  • the general rule here is that if the floor is too soft, some of the impact energy must be absorbed by the cylinder itself, since the hammer has only a limited stroke and strikes the end wall of the cylinder if the floor is too soft. Conversely, it can happen with very hard ground that the percussion piston jumps very high, so that there is also a risk of damage to the diesel ram or it can even be expected that the percussion piston will shoot out of the upper end of the cylinder in an uncontrolled manner, which leads to serious accidents .
  • the present invention is therefore a diesel ram according to the preamble of claim 1 are formed so that the amount of fuel supplied per stroke is automatically dosed in accordance with the respective operating requirements.
  • the amount of fuel required for the next field is derived from the momentary dynamics of the field just processed.
  • the jump height of the percussion piston can be used to estimate the hardness of the subsurface and thus the further advance of the material to be expected when the percussion piston hits the impact piece. Comparable information is provided by the movement of the hammer on the last stroke.
  • the speed at which the percussion piston moves past a predetermined measuring point after the mixture has been ignited is also a measure of the impact force obtained in each case. Further parameters that can be taken into account when metering the fuel are the temperature in the combustion chamber or the temperature reached in the outlet and / or the pressure prevailing in the combustion chamber.
  • a measure of the completeness of the combustion of the fuel is the soot content in the exhaust gas.
  • the composition of the fuel / air mixture ignited in the combustion chamber is controlled as required.
  • a single detector can be used simultaneously for position measurement and for speed measurement.
  • the position detectors can also be arranged according to claim 8, which is mechanically and also simpler in terms of the wiring.
  • the detector support bar is stable over long times and does not affect the movement of the percussion piston.
  • the development of the invention according to claim 12 makes it possible to provide information about the expected jump height of the percussion piston at an early stage. The earlier the expected jump height of the percussion piston is known, the more time is available for dosing the amount of fuel.
  • this automatic detection of a situation which is questionable for safety reasons can be used to immediately stop driving forces acting on the percussion piston and to prevent a subsequent impact cycle, even if a quantity of fuel has already been introduced into the combustion chamber for the next cycle.
  • the output signal of the force sensor can be corrected in such a way that an overall linear signal which varies with the position of the percussion piston is obtained.
  • the advantage is obtained that the density of soot particles obtained during combustion is measured undiluted.
  • the density of the soot particles is measured at a point at which there is a high flow rate both when the combustion gases are expelled and when fresh combustion air is drawn in, so that the light barrier is cleaned well.
  • the weighted composition of the various error signals can be carried out in a simple manner.
  • Irregularities in the operation of diesel rams can also result from irregularities in the distribution of a constant amount of fuel in the combustion chamber.
  • the fuel is supplied to the fuel trough formed in the upper side of the impact piece through lines, not as a free jet. The fuel is then distributed largely independently of the possibly unstable flow conditions in the combustion chamber.
  • the lubricants that are used in diesel rams are at least partially burned during a combustion process.
  • the development of the invention according to claim 27 makes it possible to take into account the contribution to driving the piston obtained by the combustion of the lubricants.
  • Feed of the pile can be concluded from the hardness of the areas of the soil that have just been pierced.
  • the development of the invention according to claim 30 is advantageous in terms of keeping jerky movements and vibrations away from the actual transducer.
  • the flexible measuring means is relieved and gently adjusts itself to the new position of the pile under later bias.
  • a more precise measurement of the local hardness of the soil and a continuous dynamic determination of the current load-bearing capacity of the pile are obtained. If desired, the ramming can be terminated after a specified load-bearing capacity has been saved, thus saving overall ramming time.
  • the development of the invention according to claim 34 allows documentation of the development of the load-bearing capacity of the ramming material over the entire ramming time. This also provides a clear overview of the hardness and resilience of the penetrated layers of earth and, for example, allows ramming to be stopped in a hard layer of earth below which a softer layer lies again when a further pile to be rammed in the neighborhood.
  • Figure 1 an axial section through a diesel ram and a schematic diagram of a device for automatic dosing of the pro
  • Figure 2 a development of the inner surface of the cylinder of the diesel ram shown in Figure 1;
  • FIG. 3 shows a block diagram of a position and speed detector working together with the percussion piston of the diesel hammer
  • FIG. 4 shows a block diagram of a circuit which provides an output signal corresponding to the expected jump height of the percussion piston
  • FIG. 5 is a block diagram of an error signal unit used in the automatic fuel metering device
  • FIG. 6 shows a block diagram of a circuit for forming an overall error signal from a large number of individual error signals assigned to different operating parameters
  • FIG. 7 a block diagram of a control stage of the automatic fuel metering device of the diesel ram
  • Figure 8 a similar representation as Figure 2, but in which a modified diesel ram is shown.
  • FIG. 8 a representation similar to FIG. 1, but in which a variant of the metering of the fuel and the supply of the fuel to the combustion chamber is shown;
  • FIG. 9 a representation similar to FIG. 2, but in which a modified diesel ram is shown.
  • Figure 10 a similar representation as Figure 1, but in which a modified diesel ram is shown.
  • 10 schematically denotes a diesel ram. It has a cylinder 12 which is open at the top and closed at the bottom by an end wall 14.
  • the end wall 14 has a central opening 16, in which a shaft section 18 of an impact piece, indicated overall by 20, is guided.
  • the striking piece 20 has a piston section 22 which carries sealing rings 24 and runs in the lower section of the cylinder 12.
  • a striking section 26 is provided, the lower end face 28 of which is spherically curved.
  • the striking piece 20 works together with the top of a striking hood 30, which is shown in dashed lines in FIG. 1 as well as a pile 32 carrying it, which is to be rammed into the ground.
  • a percussion piston In the interior of the cylinder 12, a percussion piston, designated 34 overall, is guided. This has a piston section 36 with sealing rings 40. A weight section 44 having large axial dimensions lies above the piston section 36. The weight of the percussion piston 34 is typically in the range between 1 t and 5 t.
  • the percussion piston 34 together with the percussion piece 20 and the cylinder 12, delimits a combustion chamber 46.
  • the combustion chamber 46 is connected to the ambient atmosphere via a working nozzle 48.
  • the working nozzle 48 has an axis that rises obliquely upwards and serves to supply fresh combustion air to the combustion chamber and to remove combustion gases from the combustion chamber, as is customary in two-stroke diesel engines.
  • An injection nozzle 50 is inserted into the lower portion of the peripheral wall of the cylinder 12. This is connected via a 2/2 solenoid valve 52 to the outlet of a fuel feed pump 54, which draws in from a fuel reservoir 56.
  • the fuel delivery pump 54 is preferably one by a hydraulic motor
  • the hydraulic motor 58 is fed from the hydraulic network of a vehicle (not shown) carrying the diesel ram 10.
  • a pressure relief valve 60 is provided, which leads back from the delivery side of the delivery pump 54 to the reservoir 56.
  • the solenoid valve 52 is controlled by a control unit 62, which operates as a function of a plurality of sensors.
  • the control unit 62 works primarily as a function of the instantaneous position of the percussion piston 34. In order to be able to determine this, position detectors 64-1, 64-, which follow one another axially and in the circumferential direction, are at regular intervals along the helical line in the wall. 2, ... 64-i inserted flush
  • the position detectors 64 can, for example, work according to the eddy current principle, as shown in FIG.
  • a sensor coil 66 is connected to an operating circuit 68, through which a sensor coil 66
  • the sensor coil 66 is damped differently. This can be determined by the operating circuit 68, and this is constructed overall so that it provides an output signal corresponding to the damping of the sensor coil 66 at its output. This output signal shows the juxtaposition of the percussion piston 34 with a large value and a non-juxtaposition of the percussion piston with a low value. piston 34.
  • the speed at which the percussion piston 34 passes the sensor coil 66 can be derived from the steepness of the signal edges lying between the two output voltage values.
  • the output signal of the operating circuit 68 is provided on the one hand on an output line 70 and on the other hand is given to a differentiating circuit 72. This thus represents a signal on a further output line 74, which corresponds to the piston speed.
  • the various position detectors 64 -i are connected to inputs of the control unit 62, as indicated for some of the position detectors. By evaluating the output signals of the position detectors 64 -i, the control unit 62 can thus determine where the lower edge of the percussion piston 34 is located and at what speed it is moving up or down. The position detectors 64 thus together form a combined position and speed sensor 76 which cooperates with the percussion piston 34.
  • the position detectors 64-i do not only cooperate with the lowermost edge of the piston section 36, as initially assumed above for the sake of simplicity in the description of the operation of the position detectors 64 -i.
  • the upper edge of the piston section 36 and the lower edge of the piston section 38 also cooperate with the position detectors in an analogous manner. In order to improve the resolution of the displacement measurement, these edges are offset against the lower edge of the piston section 36 in such a way that these further control edges of the percussion piston 34 cooperate with the position detectors 64 -i each time the percussion piston 34 rotates by one third or two thirds of the Distance between two neighboring position detectors 64 -i moved on.
  • the control unit 62 can recognize which of the control edges has just actuated a position detector, taking into account the last received output signals.
  • a light barrier unit is also attached to the working nozzle 48 of the cylinder 12. This comprises a transmitting part 80, which emits an IR laser beam clocked at a predetermined frequency, and a correspondingly clocked receiving part 82, which receives the laser beams.
  • the transmitting part 80 has an optical output part 84, e.g. a quartz part which has a dome-shaped polished end surface projecting into the working socket 48.
  • the receiving part 82 has an optical input part 86, which can also be made of quartz and which has a spherical end surface projecting into the working connection 48.
  • Output part 84 and input part 86 are positioned so that their two
  • End faces 86, 90 lie with their base line on the inner surface of the work nozzle 48. In this way, the end faces 86, 90 are exposed to the currents in the working nozzle 48 and are constantly flushed out.
  • the density of the soot particles in the combustion gases can be measured from the weakening of the laser beam running from the transmitting part 80 to the receiving part 82.
  • the axis of the laser beam can also be aligned more parallel to the axis of the work nozzle 48, for which purpose, for example, the receiving part 82 can be moved to the position indicated by the dashed line in FIG. 1 and the axes of the transmitting part 80 and the receiving part 82 can be tilted accordingly.
  • the free end of the working nozzle 48 also carries a CO sensor 88, a CH sensor 90 and a temperature sensor 92. These are arranged in the flow path of the gases flowing through the working nozzle 48 and measure the content of the combustion gases in carbon monoxide or unburned hydrocarbons and Temperature of the fresh combustion air sucked into the combustion chamber 46 and of the combustion gases emerging from the combustion chamber 46.
  • the outputs of the sensors 88, 90 and 92 are connected to further inputs of the control unit 62.
  • Another temperature sensor 94 is arranged in the lower section of the combustion chamber 46. This can be a pressure test inserted into the peripheral wall of the cylinder 12. For some applications it is also sufficient to couple a temperature sensor to the outside of the peripheral wall of the cylinder 12 in the area of the combustion chamber.
  • a pressure sensor 96 is also provided, which is embedded pressure-tight in the outer wall of the cylinder 12 and which measures the pressure curve when the combustion air is compressed, when the fuel / air mixture burns off and when the combustion gases expand.
  • the temperature sensor 94 and the pressure sensor 96 are connected to further inputs of the control unit 62.
  • a relief opening 98 is provided in the lower region of the combustion chamber 46. This is connected to a buffer tank 102 via a throttle 100 and a 2/2 solenoid valve 101. The normally closed solenoid valve is controlled by the control unit 62.
  • a position sensor, generally designated 104, is provided for the striker 20. This includes a force sensor 106, which is embedded in a deeper, axially parallel blind bore 108 of the end wall 14.
  • a sensor spring 110 engages on the force sensor 106 and rests with its upper end on the underside of the piston section 22.
  • the output signal of the position sensor 104 is also passed on to the control unit 62, which outputs this output signal according to a predetermined characteristic, for example by means of the digitized one
  • Output signal addressable correction memory can be formed, linearized.
  • FIG. 2 illustrates the position of the various position detectors 64-i, the CO sensor 88, the CH sensor 90, the temperature sensor 94 and the pressure sensor 96 as well as the working nozzle 48 and the relief opening 98 in development of the inner surface of the cylinder 12.
  • FIG. 4 shows how the output signals of the various parameters
  • Position detectors 64 can be used to predict the jump height of the percussion piston 34 starting shortly after the fuel / air mixture is ignited.
  • the various position detectors 64-1, 64-2, etc. which in addition to the position signal also provide a speed signal, as described above with reference to FIG. 3, are connected to different inputs of an extrapolator 112.
  • the extrapolator 112 After the mixture has been ignited, the extrapolator 112 first receives a signal from the lowest position detector 64-1, which indicates that the lower edge of the percussion piston is just passing this position detector. Further The extrapolator 112 receives information from the position detector 64-1 about the speed at which the percussion piston 34 passes the detector. From these two values, the extrapolator 112 can determine how high the percussion piston 34 is likely to rise according to a predetermined algorithm (free fall) or from stored values determined by experiment. A short time later, the extrapolator 112 receives a similar pair of signals from the position detector 64-2.
  • the extrapolator can determine a new probable jump height of the percussion piston 34, it being able to derive information about the frictional forces acting on the percussion piston 34 from the deviation between the first pre-calculation and the second pre-calculation. The extrapolator can then provide this information to another
  • an output signal is obtained at an output H of the extrapolator 112, which initially very quickly but still has a certain error, but then increasingly reproduces the expected jump height of the percussion piston 34. It goes without saying that the output signal of the extrapolator 112 can then also be used to recognize when the percussion piston 34 has reached its full respective jump height.
  • the extrapolator 112 outputs an output signal corresponding to the instantaneous speed of the percussion piston 34 at a further output V.
  • the position detectors 64 -i and the extrapolator 112 permit the expected impact time in an analogous manner starting from the top dead center of the percussion piston 34 of the percussion piston 34 on the striking piece 20. A corresponding signal is provided at an output Z.
  • the extrapolator 112 works with one
  • Compression value memory 114 together, in which (in the case of new diesel rams determined by tests, later derived by self-learning from the output signals of the pressure sensor 96) those compression values are stored which are usually (averaging over a predetermined number of previous impact cycles, for example 50 cycles) is obtained when the percussion piston 34 passes a certain position detector 64 -i at a certain speed when climbing or falling.
  • the amount of combustion air available for later ignition in the combustion chamber 46 can also be calculated directly from these compression values.
  • a corresponding output signal is output at an output P of the extrapolator 112.
  • the movement of the percussion piston 34 and the amount and the pressure of the combustion air in the combustion chamber 46 can thus be determined well before the next mixture is ignited. So you have time to dose the amount of fuel in a way that is desired with regard to the desired driving performance, the desired mixing ratio and with regard to environmental considerations.
  • the addition of fuel can be extended over a longer period of time, which favors a reproducible supply of the fuel.
  • a predetermined fuel volume is always delivered into the combustion chamber 46 within a short period of time shortly before the bottom dead center of the percussion piston 34 is reached. since its lower edge mechanically operates an operating lever of a fuel injection pump directly.
  • the output signals from sensors 78 and 88 to 96 and the output signal of extrapolator 112 can be taken into account when metering fuel:
  • An analog / digital converter 118-i is provided for each of these sensors, which are denoted neutral in FIG. 5 by 116 -i.
  • the output signal of the A / D converter 118-i is connected to the one input of a digital subtraction circuit 120-i.
  • the latter receives its second input signal from a memory cell 122-i of a computer 124 belonging to the control unit 62.
  • This memory cell contains the setpoint for the measured variable under consideration.
  • An error signal E-i associated with the measured value under consideration is obtained at the output of the subtracting circuit 120-i.
  • the unit formed by components 116-122 is referred to below as an error signal generator and bears the reference symbol 126-i.
  • the extrapolator 112 and the position detectors 64-i connected to it likewise form a sensor digitization unit, corresponding to the connection in series of a sensor 116-i and an A / D converter 118-i in the sense of FIG. 5.
  • FIG. 6 shows how the output signals of the various error signal generators 126-i can be weighted to form an overall error signal, the weighting, which can be changed over time, being used to specify which of the measured variables in the control the Geraisch composition more, which should contribute less.
  • a total of 128 error signal combination circuit designated 128 contains multipliers 130-i, one of whose inputs are connected to the outputs of the various error signal generators 126-i.
  • the other inputs of the digital multipliers 130-i are connected to memory cells 132 -i of the computer of the control unit 162 already mentioned above in connection with the memory cells 124 -i.
  • Memory cells 132-i contain changeable multiplication factors.
  • Output signals of the multipliers 130-i are combined by a digital adding circuit 134 to form an overall error signal E.
  • a weight control circuit 136 which may be formed by a programmable microprocessor, also receives the output signals of the error signal generators 126-i.
  • the weighting control circuit 136 currently determines, with consideration of the error signals E-i, according to predetermined criteria, with what weight the individual
  • Error signal generators 126-i should contribute to fuel quantity control.
  • the weighting control circuit 136 can stipulate that if a constant jump height of the striking piston 34 has been determined over a plurality of cycles, further working cycles of the diesel rammers 12 are operated with predominant consideration of environmental parameters, that is to say with a view to minimizing the soot particle release. Conversely, if the weighting control circuit 136 detects dangerous operating conditions, it is preferable to use the corresponding measured value size for metering the fuel quantity, in which case the other measured values are put aside.
  • the weighting control circuit 136 can, for example, if it detects that the impact piece 20 has been moved so far in a stroke that the underside of its piston Cut 22 comes dangerously close to the top of the end wall 14, make the amount of fuel for the next stroke cycle exclusively or predominantly as a function of the output signal of the position sensor 104 by setting the multiplier memory cell 132 -i associated with this measured value accordingly high.
  • a flap 138 is provided in the lower region of the circumferential wall of the cylinder 12 for extreme hazards. This can be pivoted about schematically indicated hinges 140 and is normally held in a position via locking parts 142 in which it sits tightly in the peripheral wall of the cylinder 12.
  • the closing parts 142 have predetermined breaking points 144 which can be opened by electrically controllable detonators 146. These are operated by the control unit 62.
  • the exit of the step height extrapolator is used to determine the imminence of an extreme hazard
  • a digital comparator 148 (see FIG. 4). Its second input is connected to a memory cell 150 of the computer 124 contained in the control unit 62, in which there is a maximum jump height at which damage to the diesel ram or the impact piston 34 being thrown out of the cylinder 12 must be expected.
  • the comparator 148 then generates an output signal if the jump height predicted by the extrapolator 112 is greater than the maximum tolerable jump height stored in the memory cell 150.
  • a four-digit counter 152 is incremented by the output signal of the comparator 148. If the impact piston 34 is thus ascertained four times that the maximum permissible jump height is likely to be exceeded, a signal is generated at the output of counter 152, by means of which an amplifier 154 detonates the detonators 146. As a result, the interior of the cylinder 112 is immediately relieved of pressure.
  • the step height output signal H of the extrapolator 112 is also fed to the control terminal of a monostable multivibrator 156 which is controllable in its pulse length.
  • the output signal is used via an AND gate 158 and a power amplifier 160 to control the electromagnet of the solenoid valve 52. A quantity of fuel is thus fed into the combustion chamber 46, as is necessary so that the percussion piston receives the same desired height in the next stroke cycle.
  • the second input of the AND gate 158 has the output signal of the comparator 148 inverted by an inverter 162.
  • the fuel supply to the combustion chamber 46 is thus interrupted as long as an impermissibly high jump height is predicted in the current working cycle.
  • the output signal of the comparator 148 also serves to trigger a monostable multivibrator 164, the output signal of which actuates an alarm device 168 shown as a loudspeaker via an amplifier 166.
  • a relief control circuit 174 is acted upon by the error signal generator 118 -P assigned to the pressure in the combustion chamber. This is only activated by the computer of the control unit 62 if more fuel has already been dispensed into the combustion chamber 46 than according to The latest information about the operating conditions of the diesel ram is necessary for the next impact cycle, for which the output signal of the monostable multivibrator 156, which is inverted by a further inverter 175, is characteristic.
  • the relief control circuit 174 controls the magnet of the solenoid valve 101 via an AND gate 176, the second input of which is connected to the output of the inverter 175, and via an amplifier 176. A portion of the compressed air in the combustion chamber 46 is then released into the buffer container 102, where it is no longer available for combustion purposes. The fuel already supplied to the combustion chamber 46 is thus burned under poorer combustion conditions, which results in a reduction in output for the current impact cycle.
  • the fuel is supplied directly to a fuel trough 178 formed in the striking piece 22 via a radial fuel channel 180 formed in the striking piece, which is in the vicinity of the fuel trough
  • 178 contains a check valve 182, which opens in the direction of the fuel well 178, blocks in the opposite direction.
  • the fuel channel is like out of the
  • the exemplary embodiments described above have in common that the metering of the amount of fuel supplied to the combustion chamber 46 takes place automatically and without human intervention in accordance with different criteria. You get a more effective and gentle ramming of the pile.
  • the exemplary embodiment according to FIG. 9 differs from that according to FIGS. 1 and 2 in that those of the position detectors 64 -i, which are located in the colder region of the cylinder 12, in which no high pressures occur, are arranged on a carrier strip 188.
  • the position detectors, which are arranged on the carrier strip 188, have the same axial distance as the position detectors arranged on a helical line in the lower region of the cylinder 12.
  • the carrier strip 188 is made of a heat-resistant plastic material which has little friction with metal.
  • the entire support bar is in one
  • Recessed groove 190 which is machined into the inner surface of the cylinder. This facilitates the mounting and wiring of the position detectors 64 -i.
  • the further modified exemplary embodiment according to FIG. 10 initially differs from that according to FIG. 1 in that instead of a plurality of position detectors 64-i distributed in the axial direction, a single position sensor 198 is provided, which is mounted on a rod 200 attached to the upper end of the cylinder 12 the Axis of the cylinder 12 is arranged lying above the upper end of the cylinder so that it is not reached by the percussion piston 34 under all normal operating conditions.
  • the position sensor 198 works according to the radar principle, the waves being either light, in particular infrared radiation, electromagnetic waves in the MHz and GHz range or ultrasonic waves. Such position sensors are known per se to the person skilled in the art.
  • the control unit 62 continuously evaluates the output signal of the position sensor 198 and can in turn derive a speed signal by differentiation.
  • the evaluation of the position signal and the speed signal, as emitted by the position sensor 198, is again carried out analogously to that described above with reference to FIGS. 1 to 7.
  • Another difference of the diesel ram 10 according to FIG. 10 to that according to FIG. 1 is that the solenoid valve 52 is brought into the open position by the control unit 62 for a constant period of time.
  • the controllable clock generator 156 is simply connected to a constant signal source which specifies the width of the pulse generated.
  • the control of the fuel quantity takes place in the diesel ram according to FIG. 10 in that a variable throttle 202 is inserted into the connecting line between the solenoid valve 52 and the injection nozzle 50 and is adjusted by a servomotor 204. The latter is controlled again by the control unit 62.
  • the cylinder 12 carries a plurality of lubricant nozzles 206 distributed at a higher point in the circumferential direction, which are connected to the outlet of a 2/2 solenoid valve 208. This is also done by the control unit 62 actuates and connects the lubricant nozzles 206 to the outlet of a lubricant pump 210, which draws in from a lubricant reservoir 212, for a predetermined period of time selected with regard to a required amount of lubricant. To limit the lubricant pressure, a pressure relief valve 214 is provided which leads back from the outlet of the lubricant pump 210 to the reservoir 212.
  • the control unit 62 From the opening time for the solenoid valve 208, which he himself specifies, the control unit 62 knows which amount of lubricant has been delivered into the interior of the cylinder 12 by the lubricant nozzles 206 at the given delivery pressure of the lubricant pump 210. Experience has shown that part of this amount of lubricant burns during the next combustion cycle. Knowing the amount of lubricant, the control unit 62 can then subtract the energy contribution made during the later combustion from the burning portion of the amount of lubricant from the amount of fuel required to achieve the desired jump height of the percussion piston 34.
  • the opening time of the lubricant nozzles 206 can be set in phases so that these lubricants are applied to the outer surface of the percussion piston
  • Spray 34 (either during the upward stroke and / or the downward stroke), and / or can also be placed so that the lubricant nozzles 206 spray lubricant directly onto the cylinder wall when the percussion piston 34 is located above the lubricant nozzles 206.
  • a feed encoder generally designated 216, works together with the striking hood 30. This comprises a flexible measuring part 218, the upper end of which is fastened to an arm 220 carried by the striking hood 30.
  • the measuring cable 218 is wound on a drum 224 in its lower section. Their angular position is measured by a resolver 226, which is connected to an input of the control unit 62.
  • the drum 224 is kept constant via a magnetic slip clutch 228
  • Torque load maintained which is driven by a hydraulic or electric motor 230.
  • the measuring cable 218 is normally kept under constant tension. If the impact hood 30 is struck, a sag initially forms in the measuring cable 218, so that the rest of the feed encoder 216 is not subjected to an abrupt load. During that time, which then passes until the next blow (spinning upwards and falling down again of the impact piston 34), the motor 230 has sufficient over the slip clutch 228
  • the now changed output signal of the resolver 226 shows exactly how much the case 32 was rammed into the earth during the impact considered.
  • the control unit 62 takes over the output signal of the resolver 226 as a reference value at the first impact and then knows after each further impact how far the tip of the pile 32 lies below the surface of the earth.
  • a memory 232 is assigned to the control unit 62.
  • the control unit 62 stores the injected fuel quantity and the output signal of the resolver 226 as a function of the number of the stroke that has just been carried out.
  • the load capacity of the pile can be calculated later (or the control unit 162 in real time) from these values, since the quotient of the amount of fuel injected and the further advance of the pile obtained with this amount of fuel is a measure.
  • a diesel pile driver according to the invention thus enables driven material to be driven into the ground with low energy consumption, low environmental pollution (soot, exhaust gases) and documented quality.

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • General Life Sciences & Earth Sciences (AREA)
  • Mining & Mineral Resources (AREA)
  • Paleontology (AREA)
  • Civil Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structural Engineering (AREA)
  • Placing Or Removing Of Piles Or Sheet Piles, Or Accessories Thereof (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un mouton diesel dans lequel la composition du mélange air/carburant dépend des conditions de travail momentanées. A cet effet, le mouton diesel comporte plusieurs capteurs, notamment un capteur de hauteur de pas, constitué de plusieurs détecteurs de position (64-i) disposés à distance du cylindre (12) en direction axiale.
PCT/EP1999/005366 1998-08-27 1999-07-27 Mouton diesel WO2000012825A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CA002341680A CA2341680A1 (fr) 1998-08-27 1999-07-27 Mouton diesel
EP99944297A EP1108094A1 (fr) 1998-08-27 1999-07-27 Mouton diesel
JP2000567796A JP2002523657A (ja) 1998-08-27 1999-07-27 ディーゼル杭打機

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE1998138838 DE19838838A1 (de) 1998-08-27 1998-08-27 Dieselramme
DE19838838.1 1998-08-27

Publications (1)

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WO2000012825A1 true WO2000012825A1 (fr) 2000-03-09

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PCT/EP1999/005366 WO2000012825A1 (fr) 1998-08-27 1999-07-27 Mouton diesel

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EP (1) EP1108094A1 (fr)
JP (1) JP2002523657A (fr)
CN (1) CN1314963A (fr)
CA (1) CA2341680A1 (fr)
DE (1) DE19838838A1 (fr)
WO (1) WO2000012825A1 (fr)

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NL1033529C2 (nl) * 2007-03-09 2008-09-10 Univ Eindhoven Tech Werkwijze voor het in een ondergrond drijven van een drager met een hei-inrichting en hei-inrichting voor toepassing bij een dergelijke werkwijze.
CN105297726B (zh) * 2015-10-22 2017-07-18 上海合既得动氢机器有限公司 一种水氢打桩机
CN110080223B (zh) * 2019-05-20 2021-02-23 娄底湘中工程机械制造有限公司 一种市政施工用筒式柴油打桩机

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US3498388A (en) * 1967-12-05 1970-03-03 Arthur Jovis Pile driving system
US4109475A (en) * 1974-12-10 1978-08-29 Van Kooten B.V. Pile-driving ram and method of controlling the same
US4217862A (en) * 1977-03-28 1980-08-19 Combustion Research & Technology, Inc. High constant pressure, electronically controlled diesel fuel injection system
GB2062124A (en) * 1979-10-22 1981-05-20 Secretary Industry Brit Fluid driven oscillator and hammer device
US4699223A (en) * 1983-01-26 1987-10-13 Stabilator Ab Method and device for percussion earth drilling
US4800797A (en) * 1986-08-07 1989-01-31 Etablissements Montabert Hydraulic percussion device and method of controlling same

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3498388A (en) * 1967-12-05 1970-03-03 Arthur Jovis Pile driving system
US4109475A (en) * 1974-12-10 1978-08-29 Van Kooten B.V. Pile-driving ram and method of controlling the same
US4217862A (en) * 1977-03-28 1980-08-19 Combustion Research & Technology, Inc. High constant pressure, electronically controlled diesel fuel injection system
GB2062124A (en) * 1979-10-22 1981-05-20 Secretary Industry Brit Fluid driven oscillator and hammer device
US4699223A (en) * 1983-01-26 1987-10-13 Stabilator Ab Method and device for percussion earth drilling
US4800797A (en) * 1986-08-07 1989-01-31 Etablissements Montabert Hydraulic percussion device and method of controlling same

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JP2002523657A (ja) 2002-07-30
CN1314963A (zh) 2001-09-26
DE19838838A1 (de) 2000-03-02
CA2341680A1 (fr) 2000-03-09
EP1108094A1 (fr) 2001-06-20

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