WO2023216522A1 - 一种风机偏航液压制动器及制动系统 - Google Patents

一种风机偏航液压制动器及制动系统 Download PDF

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Publication number
WO2023216522A1
WO2023216522A1 PCT/CN2022/128362 CN2022128362W WO2023216522A1 WO 2023216522 A1 WO2023216522 A1 WO 2023216522A1 CN 2022128362 W CN2022128362 W CN 2022128362W WO 2023216522 A1 WO2023216522 A1 WO 2023216522A1
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WIPO (PCT)
Prior art keywords
brake
oil
caliper body
oil inlet
hydraulic brake
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PCT/CN2022/128362
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English (en)
French (fr)
Inventor
肖旺
韩冰
马永东
刘福才
张凯
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中车山东风电有限公司
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Publication of WO2023216522A1 publication Critical patent/WO2023216522A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D7/00—Controlling wind motors 
    • F03D7/02—Controlling wind motors  the wind motors having rotation axis substantially parallel to the air flow entering the rotor
    • F03D7/0204—Controlling wind motors  the wind motors having rotation axis substantially parallel to the air flow entering the rotor for orientation in relation to wind direction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D7/00—Controlling wind motors 
    • F03D7/02—Controlling wind motors  the wind motors having rotation axis substantially parallel to the air flow entering the rotor
    • F03D7/0244—Controlling wind motors  the wind motors having rotation axis substantially parallel to the air flow entering the rotor for braking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B13/00—Details of servomotor systems ; Valves for servomotor systems
    • F15B13/02—Fluid distribution or supply devices characterised by their adaptation to the control of servomotors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/02—Fluid pressure
    • F16D2121/04—Fluid pressure acting on a piston-type actuator, e.g. for liquid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/02—Fluid-pressure mechanisms
    • F16D2125/04—Cylinders

Definitions

  • the invention relates to the technical field of wind turbine yaw braking, and in particular to a wind turbine yaw hydraulic brake and a braking system.
  • the performance of the braking system also declines, mainly as the response speed of the fan yaw hydraulic brake group changes from full-pressure braking to damping braking or zero-pressure uncapping, and the damping brake pressure is different from the hydraulic station back pressure valve setting. Problems such as deviations between fixed values and asynchronous brake relief and release at different locations. The lower the temperature in the cabin, the slower the response speed of the yaw hydraulic brake system, and the greater the deviation of the damping brake pressure.
  • the wind turbine yaw hydraulic brake is located at the bottom of the main frame of the wind turbine where it is connected to the tower.
  • Long brake pipelines are usually used to connect the brake to the hydraulic station and between the brakes. Since the amount of oil required for pressure compensation or pressure relief when switching between the fan yaw hydraulic braking states (full pressure braking, damping braking, and zero-pressure uncapping) results in oil leakage in the brakes and brake pipelines. Liquid fluidity is poor. Therefore, the fan yaw hydraulic braking system is easily affected by low temperature, and the more brakes and the longer the brake pipeline, the more serious the impact of low temperature.
  • the purpose of the present invention is to provide a fan yaw hydraulic brake and a braking system.
  • the brake itself has a brake pressure control valve group with damping control and pressure relief control functions to achieve full fan yaw control.
  • the actions and controls of pressure braking, damping braking, and pressure relief and cable release solve the problem that the existing wind turbine yaw hydraulic braking system is easily affected by low temperature.
  • the present invention provides a fan yaw hydraulic brake, which includes an upper caliper body and a lower caliper body that are arranged oppositely up and down.
  • the upper caliper body and the lower caliper body are respectively provided with at least one brake piston cylinder inside.
  • the two brake piston cylinders are connected through connecting pipelines.
  • the oil inlet end of the brake piston cylinder inside the upper caliper body is connected with the first oil inlet on the upper caliper body.
  • the oil outlet end of the brake piston cylinder inside the lower caliper body is connected with the first oil inlet port on the upper caliper body.
  • the parallel damping control circuit and the pressure relief control circuit in the brake pressure control valve group fixedly installed on the side wall of the lower caliper body are connected.
  • the brake pressure control valve group is composed of an oil circuit block and a first solenoid valve, a second solenoid valve, a relief valve, and a pressure measuring joint provided on the oil circuit block.
  • the oil circuit block Fixedly arranged on the side wall of the lower caliper body, the oil circuit block has a fourth oil inlet and an oil return port connected to the outside. The fourth oil inlet is connected with the brake piston cylinder inside the lower caliper body.
  • the second solenoid valve is connected in series with the relief valve, the oil inlet hole of the second solenoid valve is connected with the brake piston cylinder in the lower caliper body, and the oil outlet hole of the relief valve is connected with the return valve on the oil circuit block.
  • the oil ports are connected to form a damping control circuit; the oil inlet hole of the first solenoid valve is connected to the brake piston cylinder in the lower caliper body, and the oil outlet hole of the first solenoid valve is connected to the oil return port on the oil circuit block to form a pressure relief Control loop.
  • the damping control circuit and the pressure relief control circuit share the fourth oil inlet and oil return port on the oil circuit block.
  • the pressure measuring joint is provided on the oil inlet path of the brake pressure control valve group.
  • the upper tong body is provided with a second oil inlet
  • the lower tong body is provided with a third oil inlet
  • the connecting pipeline passes through the second oil inlet and the third oil inlet.
  • the bottom plane of the brake pressure control valve group is higher than the bottom plane of the lower caliper body.
  • a friction plate is provided at the piston rod end of the brake piston cylinder inside the upper caliper body and the lower caliper body.
  • the present invention provides a braking system that utilizes the above-mentioned fan yaw hydraulic brake, including at least one fan yaw hydraulic brake and several conventional hydraulic brakes connected in series with it.
  • the oil inlet end of the conventional hydraulic brake at the head end It is connected to the hydraulic station, and the oil return port on the fan yaw hydraulic brake is connected to the oil return port of the oil tank.
  • the fan yaw hydraulic brake is located between all series brakes
  • a fan yaw hydraulic brake is connected in series after every 3-5 conventional hydraulic brakes.
  • the bottom plane of the brake pressure control valve group of the present invention is higher than the bottom plane of the lower caliper body, which can effectively prevent the brake pressure control valve group from interfering with the placement table and bearing the gravity of the brake when the brake is placed, and avoids the brake pressure Damage to the control valve block.
  • the present invention uses a brake pressure control valve group with damping control and pressure relief control functions, so that the fan yaw is no longer dependent on the hydraulic station when the wind turbine yaw is controlled from full pressure braking to damping braking or zero pressure uncapping, thus avoiding
  • the oil return brake pipeline from the braking system to the hydraulic station affects the damping and pressure relief and complete pressure relief of the brake group, which improves the response speed and control accuracy of the fan yaw hydraulic braking system in low temperature environments.
  • the fan yaw hydraulic brake of the present invention has good versatility and replaceability with the existing conventional fan yaw hydraulic brake, which is conducive to the flexible design of the new fan yaw hydraulic brake system and the The modification and optimization of the yaw hydraulic braking system of old wind turbines has greatly reduced the use or modification costs of the braking system.
  • Figure 1 is a schematic diagram of the hydraulic principle of a wind turbine yaw hydraulic brake according to one or more embodiments of the present invention
  • Figure 2 is a schematic front structural view of a wind turbine yaw hydraulic brake according to one or more embodiments of the present invention
  • Figure 3 is a left structural schematic diagram of a wind turbine yaw hydraulic brake according to one or more embodiments of the present invention.
  • Figure 4 is a schematic structural diagram of a braking system according to one or more embodiments of the present invention.
  • Figure 5 is another structural schematic diagram of a braking system according to one or more embodiments of the present invention.
  • the existing wind turbine yaw hydraulic braking system is susceptible to the influence of low temperature, and the response speed will slow down when switching from full-pressure braking to damping braking or zero-pressure uncapping, and the damping brake pressure will increase.
  • the present invention proposes a fan yaw hydraulic brake and braking system. .
  • a wind turbine yaw hydraulic brake which includes an upper caliper body 9, a lower caliper body 10 and a caliper disposed on the outer surface of the lower caliper body 10.
  • Brake pressure control valve group In a typical implementation of the present invention, as shown in Figures 1-3, a wind turbine yaw hydraulic brake is proposed, which includes an upper caliper body 9, a lower caliper body 10 and a caliper disposed on the outer surface of the lower caliper body 10. Brake pressure control valve group.
  • the first brake piston cylinder 1 is provided inside the upper caliper body 9, and the second brake piston cylinder 2 is provided inside the lower caliper body 10.
  • the upper caliper body 9 is located directly above the lower caliper body 10, and the upper caliper body 9 and The outer surface of the lower plier body 10 is provided with friction plates 17.
  • the upper plier body 9 is provided with friction plates 17 on the side adjacent to the lower plier body 10, and the same is provided on the side of the lower plier body 10 adjacent to the upper plier body 9.
  • a friction plate 17 is provided, and a yaw brake disc 16 is sandwiched between the friction plates 17 on the upper caliper body 9 and the lower caliper body 10 for yaw braking of the wind turbine.
  • the friction plate 17 on the upper caliper body 9 is located at the end of the piston rod on the first brake piston cylinder 1; the friction plate 17 on the lower caliper body 10 is located on the piston rod on the second brake piston cylinder 2.
  • the first piston cylinder 1 and the second piston cylinder 2 respectively control the compression or release of the friction plates 17 on the upper caliper body 9 and the lower caliper body 10.
  • the brake pressure control valve group is installed on the lower caliper body 10 and is connected to the second brake piston cylinder 2 in the lower caliper body 10. For ease of explanation, this embodiment is described in the direction shown in Figure 3. Specifically, The brake pressure control valve group is fixedly installed on the back of the lower caliper body 10. The bottom plane of the brake pressure control valve group does not exceed the bottom plane of the lower caliper body 10. That is, the bottom plane of the brake pressure control valve group can be in line with the lower caliper body 10.
  • the mounting surface of the caliper body at the bottom of the lower caliper body 10 is flush or can be higher than the mounting surface of the caliper body at the bottom of the lower caliper body 10 to prevent the brake pressure control valve group from interfering with the placement table and bearing the gravity of the brake when the brake is placed.
  • the installation position of the brake pressure control valve group is the back of the lower caliper body 10, so that the operating space around the valve group is larger, the installation and maintenance of the valve group are more convenient, and it can also prevent the valve group from leaking (leakage) oil or disassembling the valve group. Sometimes hydraulic oil leaks out and contaminates the brakes.
  • the brake pressure control valve group consists of an oil circuit block 11, a first solenoid valve 3, a second solenoid valve 4, a relief valve 5, and a pressure measuring joint 6.
  • the oil circuit block 11 is fixed with bolts 12 On the back of the lower caliper body 10, the bottom of the oil circuit block 11 does not exceed the caliper body mounting surface at the bottom of the lower caliper body 10.
  • the oil channels are connected, and the connection surface between the oil circuit block 11 and the lower clamp body 10 is sealed by a sealing ring.
  • the brake pressure control valve group can also be arranged on the back of the upper caliper body 9 .
  • the specific back of the caliper body 9 can be selected according to actual needs. Preferably, it is the back of the lower caliper body 10 . On the back side, this embodiment is described by taking the back side of the lower clamp body 10 as an example.
  • the oil circuit block 11 is provided with an externally connected fourth oil inlet 7.4 and an oil return port 8.
  • the fourth oil inlet 7.4 and the oil return port 8 are located on the side of the oil circuit block 11 away from the back of the clamp body, that is, the oil circuit. the back of block 11 to facilitate the connection and installation of pipelines.
  • the fourth oil inlet 7.4 is connected with the oil inlet channel of the second brake piston cylinder 2 inside the lower caliper body 10.
  • the fourth oil inlet 7.4 is used to connect adjacent brakes and functions with the caliper body.
  • the conventional oil inlet on the oil tank is the same; the oil return port 8 is used to connect the oil return line of the oil tank 15.
  • a relief valve 5 and a pressure measuring joint 6 are fixed on the side wall of the oil circuit block 11.
  • Two solenoid valves are fixed on the top of the oil circuit block 11, a first solenoid valve 3 and a second solenoid valve 4 respectively.
  • the oil inlet hole of the first solenoid valve 3 is connected with the oil inlet channel on the second brake piston cylinder 2 in the lower caliper body 10, and the oil outlet hole of the first solenoid valve 3 is connected with the return hole on the oil circuit block 11.
  • Oil port 8 is connected to form a pressure relief control loop;
  • the second solenoid valve 4 and the relief valve 5 are connected in series.
  • the oil inlet hole of the second solenoid valve 4 is connected with the oil inlet channel on the second brake piston cylinder 2 in the lower caliper body 10.
  • the oil outlet hole is connected with the oil inlet hole of the relief valve 5, and the oil outlet hole of the relief valve 5 is connected with the oil return port 8 on the oil circuit block 11 to form a damping control circuit.
  • the damping control circuit and the pressure relief control circuit are designed in parallel and share the fourth oil inlet 7.4 and the oil return port 8 on the oil circuit block 11.
  • the fourth oil inlet 7.4 is connected to the first solenoid valve 3 and the second oil return port 8 at the same time.
  • the oil inlet holes on the solenoid valve 4 are connected, and the pressure measuring joint 6 is set at the pressure measurement point of the oil pipeline connecting the first solenoid valve 3, the second solenoid valve 4 and the fourth oil inlet 7.4, which can facilitate the connection of an external pressure gauge. to check the amount of brake pressure.
  • the first solenoid valve 3, the second solenoid valve 4 and the relief valve 5 are all cartridge hydraulic valves to reduce the external volume of the valve group.
  • the first solenoid valve 3 and the second solenoid valve 4 are both two-position, two-way solenoid valves.
  • first solenoid valve 3 and the second solenoid valve 4 can also be provided with a locking device to facilitate manual control and improve the emergency capability of the brake pressure control valve group.
  • a first oil inlet 7.1 and a second oil inlet 7.2 are provided on the back of the upper tong body 9, and a third oil inlet 7.3 is provided on the back of the lower tong body 10.
  • the first oil inlet is 7.1 It is connected to the external pressure oil source 14 and the first brake piston cylinder 1 inside the upper caliper body 9 through pipelines, and is used to deliver pressure oil to the first brake piston cylinder 1;
  • the second oil inlet 7.2 is connected with the first brake piston cylinder 1
  • the third oil inlet 7.3 is connected with the second brake piston cylinder 2
  • the second oil inlet 7.2 and the third oil inlet 7.3 are connected by a connecting pipe.
  • the pipeline 13 is connected to realize the oil pipeline communication between the first brake piston cylinder 1 and the second brake piston cylinder 2.
  • the connecting pipeline 13 can be a steel pipe or a hose structure. The specific pipe quality choose according to actual needs.
  • the brake pressure control valve group of the fan yaw hydraulic brake is directly connected to the brake piston cylinder inside the caliper body through a short oil channel, it avoids the long oil return pipeline between the brake and the hydraulic station that affects the pressure relief response performance. Therefore, the pressure relief response speed and pressure control accuracy of the brake can be improved.
  • the brake is divided into three braking states. When neither the first solenoid valve 3 nor the second solenoid valve 4 is powered, the first solenoid valve 3 and the second solenoid valve 4 are in a disconnected state, and the first brake piston cylinder 1.
  • the second brake piston cylinder 2 can form a closed cavity, and the brake is in a full-pressure braking state to meet the requirements of full-pressure braking;
  • the second solenoid valve 4 When the second solenoid valve 4 is energized, the second solenoid valve 4 opens, and the brake pressure oil reaches the damping pressure value required by the design after overflowing and unloading through the relief valve 5, and the brake is in a damping braking state, in which the relief valve 5.
  • the opening pressure is generally set to 5 ⁇ 35bar;
  • the third solenoid valve 3 When the third solenoid valve 3 is energized, the third solenoid valve 3 is opened, the brake is directly connected to the oil return of the oil tank 15, and the pressure of the brake is quickly relieved to zero. At this time, the brake is in a zero-pressure uncable state.
  • a braking system including at least one wind turbine yaw hydraulic brake described in Embodiment 1 and several conventional hydraulic brakes.
  • the conventional hydraulic brake is a traditional hydraulic brake, which belongs to the existing structure and does not have a brake pressure control valve group.
  • the specific structural form will not be described too much here.
  • the fan yaw hydraulic brake is arranged in series with several conventional hydraulic brakes.
  • the fan yaw hydraulic brake is arranged between all series brakes, preferably at the middle position of all series brakes, to shorten the fan yaw position described in Embodiment 1.
  • the distance from all conventional hydraulic brakes in front and behind the hydraulic brake to the brake pressure control valve group maximizes the brake group pressure relief response speed and pressure control accuracy, and also improves the pressure relief synchronization of brakes at different positions.
  • each brake is numbered in this embodiment.
  • the fan yaw hydraulic brake located in the middle position is The brake (described in Embodiment 1) is 3#, and there are two conventional hydraulic brakes on both sides of the hydraulic brake of the fan, and the numbers are divided into 1#, 2#, 4# and 5#.
  • Brakes 1# to 5# are connected in series through brake pipelines. Specifically, the oil inlet end of the first brake #1 is connected to the pressure oil source 14, and the oil outlet end of the 1# brake is connected to the oil inlet end of the 2# brake. The oil outlet of the 2# brake is connected to the first oil inlet 7.1 of the 3# fan yaw hydraulic brake. The fourth oil inlet 7.4 of the 3# fan yaw hydraulic brake is connected to the oil inlet of the 4# brake. 4# The oil outlet end of the brake is connected to the oil inlet end of the 5# brake, and the oil return port 8 on the 3# fan yaw hydraulic brake is connected to the oil tank 15.
  • the pressure oil source 14 stops supplying oil to the braking system, the second solenoid valve 4 of the brake pressure control valve group is energized, and each brake is relieved to the damping pressure through the brake pressure control valve group. ;
  • the pressure oil source 14 stops supplying oil to the brake system, the first solenoid valve 3 of the brake pressure control valve group is energized, and each brake is completely depressurized through the brake pressure control valve group. .
  • Embodiment 1 there are two fan yaw hydraulic brakes described in Embodiment 1 and eleven conventional hydraulic brakes, wherein the fan yaw hydraulic brakes described in Embodiment 1 are 4# and 9# respectively.
  • Conventional hydraulic brakes are 1#-3#, 5#-8# and 10#-12# respectively.
  • the 1#-12# brakes are connected in series through brake pipelines.
  • the oil inlet end of the 1# brake is connected to the pressure oil source 14, and the oil outlet end of the 1# brake is connected to the oil inlet end of the 2# brake.
  • the oil outlet end of the 2# brake is connected to the oil inlet end of the 3# brake.
  • the oil outlet end of the 3# brake is connected to the first oil inlet 7.1 of the 4# fan yaw hydraulic brake.
  • the fourth oil inlet 7.4 is connected to the oil inlet end of the 5# brake.
  • the oil return port 8 of the 4# fan yaw hydraulic brake is also connected to the oil return of the oil tank 15.
  • the connection method between the subsequent brakes is the same as that of 1#-5 #The connection method is the same, so I won’t go into details here.
  • the pressure oil source 14 stops supplying oil to the braking system.
  • the brake pressure control valve group of the 4# and 9# fan yaw hydraulic brakes controls the second solenoid valve 4 to be energized, and each brake passes the distance The brake pressure control valve group closest to itself is relieved to the damping pressure;
  • the pressure oil source 14 stops supplying oil to the brake group.
  • the brake pressure control valve group of the 4# and 9# fan yaw hydraulic brakes controls the first solenoid valve 3 to be energized, and each brake passes the distance The brake pressure control valve group located closer to itself achieves complete pressure relief.
  • the wind turbine yaw is no longer dependent on the hydraulic station when the wind turbine yaw is controlled from full pressure braking to damping braking or zero pressure uncapping, avoiding the need for the braking system to hydraulic pressure.
  • the impact of the oil return brake pipeline of the station on the damping pressure relief and complete pressure relief of the brake group improves the response speed and control accuracy of the fan yaw hydraulic braking system in low temperature environments.

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Abstract

一种风机偏航液压制动器及制动系统，风机偏航液压制动器包括上下相对设置的上钳体（9）和下钳体（10），上钳体（9）和下钳体（10）内部分别至少设有一个制动活塞缸（1，2），两个制动活塞缸（1，2）之间通过连接管路（13）连通，上钳体（9）内部第一制动活塞缸（1）进油端与上钳体（9）上的第一进油口（7.1）连通，下钳体（10）内部第二制动活塞缸（2）的出油端与固定安装在下钳体（10）侧壁上的制动压力控制阀组内并联的阻尼控制回路和卸压控制回路连通。

Description

一种风机偏航液压制动器及制动系统
本发明要求于2022年5月10日提交中国专利局、申请号为202210504437.3、发明名称为“一种风机偏航液压制动器及制动系统”的中国专利申请的优先权，其全部内容通过引用结合在本发明中。
技术领域
本发明涉及风力发电机组偏航制动技术领域，特别是涉及一种风机偏航液压制动器及制动系统。
背景技术
这里的陈述仅提供与本发明相关的背景技术，而不必然地构成现有技术。
冬季天气寒冷，环境恶劣，部分风电场甚至会出现-40℃以下的极寒天气，对风机的运行和生存都带来严峻的考验。风机正常运行发电时，由于齿轮箱、发电机和主轴承等大部件表面产生大量的辐射热，使机舱内温度即使在寒冷的冬天也不会太低。但风机运行受自然风况和机组状态影响，难免会出现长时间待机等风、故障停机、未满发或限功率运行等工况，此时机舱内与外界环境的温差逐渐减小，甚至可能低至环境温度。
发明人发现，当机舱温度降低时，液压油粘度增大，流动性变差，油液流经液压元件、偏航液压制动器及制动管路的阻力和压力损失增大，造成偏航液压制动系统的性能也随之下降，主要表现为风机偏航 液压制动器组由全压制动转为阻尼制动或零压解缆时的响应速度变慢，阻尼制动压力与液压站背压阀设定值之间出现偏差，以及不同位置的制动器卸压松闸不同步等问题。机舱内温度越低，偏航液压制动系统的响应速度越慢，阻尼制动压力偏差越大，风机偏航启动时易发生因偏航液压制动器卸压松闸过慢而引发机组振动和噪音，甚至导致偏航驱动电机因阻尼负载过大而过载跳闸，严重影响风机的运行和安全。
且风机偏航液压制动器位于风机主机架底部与塔筒连接的位置，制动器与液压站、制动器与制动器之间通常使用较长的制动管路连接。由于风机偏航液压制动状态(全压制动、阻尼制动和零压解缆)之间切换时进行补压或卸压所需的油量很少，导致制动器及制动管路内的油液流动性较差。因此，风机偏航液压制动系统很容易受低温影响，并且制动器数量越多，制动管路越长，低温影响越严重。
发明内容
针对现有技术存在的不足，本发明的目的是提供一种风机偏航液压制动器及制动系统，制动器自身具有阻尼控制和卸压控制功能的制动压力控制阀组，以实现风机偏航全压制动、阻尼制动和卸压解缆的动作与控制，解决了现有风机偏航液压制动系统易受低温影响的问题。
为了实现上述目的，本发明是通过如下的技术方案来实现：
第一方面，本发明提供了一种风机偏航液压制动器，包括上下相对设置的上钳体和下钳体，所述上钳体和下钳体内部分别至少设有一 个制动活塞缸，两个制动活塞缸之间通过连接管路连通，上钳体内部制动活塞缸进油端与上钳体上的第一进油口连通，下钳体内部制动活塞缸的出油端与固定安装在下钳体侧壁上的制动压力控制阀组内并联的阻尼控制回路和卸压控制回路连通。
作为进一步的实现方式，所述制动压力控制阀组由油路块以及设置在油路块上的第一电磁阀、第二电磁阀、溢流阀、测压接头组成，所述油路块固定设置在下钳体的侧壁上，所述油路块具有对外连接的第四进油口和回油口，所述第四进油口与下钳体内部的制动活塞缸连通。
作为进一步的实现方式，所述第二电磁阀与溢流阀串联，第二电磁阀进油孔与下钳体内的制动活塞缸相通，溢流阀的出油孔与油路块上的回油口相通构成阻尼控制回路；所述第一电磁阀的进油孔与下钳体内的制动活塞缸相通，第一电磁阀的出油孔与油路块上的回油口相通构成卸压控制回路。
作为进一步的实现方式，所述阻尼控制回路和卸压控制回路共用油路块上的第四进油口和回油口。
作为进一步的实现方式，所述测压接头设置在制动压力控制阀组进油油路上。
作为进一步的实现方式，所述上钳体上设有第二进油口，下钳体上设有第三进油口，所述连接管路通过第二进油口和第三进油口将上钳体和下钳体内部的制动活塞缸连通。
作为进一步的实现方式，所述制动压力控制阀组的底部平面高度 高于下钳体的底部平面。
作为进一步的实现方式，所述上钳体和下钳体内部的制动活塞缸的活塞杆端部均设有一个摩擦片。
第二方面，本发明提供了一种制动系统，利用了上述的风机偏航液压制动器，包括至少一个风机偏航液压制动器以及与其串联的若干常规液压制动器，首端的常规液压制动器的进油端与液压站连接，所述风机偏航液压制动器上的回油口与油箱回油连接。
作为进一步的实现方式，所述风机偏航液压制动器位于所有串联制动器之间；
或者，
每隔3-5个常规液压制动器后串联1个风机偏航液压制动器。
上述本发明的有益效果如下：
(1)本发明风机偏航液压制动器由于制动压力控制阀组通过很短的油路孔道与钳体内部制动活塞缸直接连通，避免了制动器与液压站之间较长的回油管路对卸压响应性能的影响，有效提高了制动器的卸压响应速度和压力控制精度。
(2)本发明制动压力控制阀组的底部平面高于下钳体的底部平面，可以有效避免制动器放置时制动压力控制阀组与放置台面发生干涉和承受制动器重力，避免了制动压力控制阀组的损坏。
(3)本发明通过具有阻尼控制和卸压控制功能的制动压力控制阀组，使得风机偏航由全压制动转阻尼制动或零压解缆控制时不再依赖于液压站，避免了制动系统到液压站的回油制动管路对制动器组阻 尼卸压和完全卸压的影响，提高了低温环境下风机偏航液压制动系统的响应速度和控制精度。
(4)本发明的风机偏航液压制动器与现有常规风机偏航液压制动器之间具有良好的通用性和替换性，这既有利于新风机偏航液压制动系统的灵活设计，又有利于老风机偏航液压制动系统的改造优化，大大降低了制动系统的使用或改造成本。
附图说明
构成本发明的一部分的说明书附图用来提供对本发明的进一步理解，本发明的示意性实施例及其说明用于解释本发明，并不构成对本发明的不当限定。
图1是本发明根据一个或多个实施方式的一种风机偏航液压制动器的液压原理示意图；
图2是本发明根据一个或多个实施方式的一种风机偏航液压制动器的主视结构示意图；
图3是本发明根据一个或多个实施方式的一种风机偏航液压制动器的左视结构示意图；
图4是本发明根据一个或多个实施方式的制动系统的一种结构示意图；
图5是本发明根据一个或多个实施方式的制动系统的另一种结构示意图；
图中：为显示各部位位置而夸大了互相间间距或尺寸，示意图仅作示意使用；
其中，1、第一制动活塞缸；2、第二制动活塞缸；3、第一电磁阀；4、第二电磁阀；5、溢流阀；6、测压接头；7.1、第一进油口；7.2、第二进油口；7.3、第三进油口；7.4、第四进油口；8、回油口；9、上钳体；10、下钳体；11、油路块；12、螺栓；13、连接管路；14、压力油源；15、油箱；16、偏航制动盘；17、摩擦片。
具体实施方式
应该指出，以下详细说明都是例示性的，旨在对本发明提供进一步的说明。除非另有指明，本发明使用的所有技术和科学术语具有与本发明所属技术领域的普通技术人员通常理解的相同含义。
正如背景技术所介绍的，现有的风机偏航液压制动系统易受低温的影响，会出现由全压制动转为阻尼制动或零压解缆时的响应速度变慢，阻尼制动压力与液压站背压阀设定值之间出现偏差，以及不同位置的制动器卸压松闸不同步的问题，为了解决如上的技术问题，本发明提出了一种风机偏航液压制动器及制动系统。
实施例1
本发明的一种典型的实施方式中，如图1-图3所示，提出一种风机偏航液压制动器，包括，上钳体9、下钳体10以及设置在下钳体10外表面上的制动压力控制阀组。
其中，上钳体9内部设有第一制动活塞缸1，下钳体10内部设有第二制动活塞缸2，上钳体9位于下钳体10的正上方，上钳体9和下钳体10的外表面上均设有摩擦片17，具体的，上钳体9邻近下钳体10的一侧设有摩擦片17，下钳体10邻近上钳体9的一侧上同样设有摩擦片17， 上钳体9和下钳体10上的摩擦片17之间夹持有偏航制动盘16，用于进行风机的偏航制动。
如图1所示，上钳体9上的摩擦片17位于第一制动活塞缸1上活塞杆的端部；下钳体10上的摩擦片17位于第二制动活塞缸2上活塞杆的端部，通过第一活塞缸1和第二活塞缸2分别对应控制上钳体9和下钳体10上的摩擦片17压紧或释放。
制动压力控制阀组安装在下钳体10上，并与下钳体10内的第二制动活塞缸2相连接，为了便于说明，本实施例以图3所示方向进行描述，具体的，制动压力控制阀组固定安装在下钳体10的背面，制动压力控制阀组的底部平面不超过下钳体10的底部平面，即，制动压力控制阀组的底部平面可以与下钳体10底部的钳体安装面平齐，也可以高于下钳体10底部的钳体安装面，以避免制动器放置时制动压力控制阀组与放置台面发生干涉和承受制动器重力。
制动压力控制阀组安装位置为下钳体10的背面，这样阀组周围操作空间更大，阀组安装和维护更方便，同时还能避免阀组发生漏(渗)油时或拆卸阀组时液压油外漏对制动器造成污染。
可以理解的是，上钳体9和下钳体10内的制动活塞缸可以是一个也可以是多个，具体的数量根据实际设计要求进行选择，这里不做过多的限制。
如图2所示，制动压力控制阀组由油路块11、第一电磁阀3、第二电磁阀4、溢流阀5、测压接头6组成，油路块11通过螺栓12固定设置在下钳体10的背面，油路块11的底部不超过下钳体10底部的钳体安装 面，油路块11的进油孔道与下钳体10内部的第二制动活塞缸2的进油孔道连通，且油路块11与下钳体10连接面之间通过密封圈密封。
可以理解的是，在其他实施例中，制动压力控制阀组也可以设置在上钳体9的背面，具体设置在哪个钳体的背面可根据实际需求进行选择，优选为下钳体10的背面，本实施例以安装在下钳体10的背面为例进行描述。
油路块11上设有对外连接的第四进油口7.4和回油口8，第四进油口7.4和回油口8均位于油路块11远离钳体背面的侧面上，即油路块11的背面，以便于管路的连接安装。
如图1所示，第四进油口7.4与下钳体10内部的第二制动活塞缸2的进油孔道连通，第四进油口7.4用于连接相邻的制动器，作用与钳体上的常规进油口相同；回油口8用于连接油箱15的回油管路。
油路块11的侧壁上固定设有溢流阀5和测压接头6，油路块11的顶部固定设有两个电磁阀，分别第一电磁阀3和第二电磁阀4。
其中，第一电磁阀3的进油孔与下钳体10内的第二制动活塞缸2上的进油孔道相连通，第一电磁阀3的出油孔与油路块11上的回油口8相连通，以形成卸压控制回路；
第二电磁阀4与溢流阀5串联组成，第二电磁阀4的进油孔与下钳体10内的第二制动活塞缸2上的进油孔道相连通，第二电磁阀4的出油孔与溢流阀5的进油孔相连通，溢流阀5的出油孔与油路块11上的回油口8相连通，以形成阻尼控制回路。
阻尼控制回路与卸压控制回路为并联设计，共用油路块11上的第 四进油口7.4和回油口8，具体的，第四进油口7.4同时与第一电磁阀3和第二电磁阀4上的进油孔连通，测压接头6设置在第一电磁阀3、第二电磁阀4与第四进油口7.4连接的油路管道的压力测量点上，可方便外接压力表以查看制动压力的大小。
其中，第一电磁阀3、第二电磁阀4和溢流阀5均为插装式液压阀，以减小阀组的外形体积。第一电磁阀3和第二电磁阀4均为二位二通电磁阀，在不得电时，阀芯为断油状态；相反，电磁阀得电时，阀芯为通油状态。
可以理解的是，第一电磁阀3和第二电磁阀4还可以设置锁定装置，便于人为手动控制，以提高制动压力控制阀组的应急能力。
如图2所示，上钳体9的背面设有第一进油口7.1和第二进油口7.2，下钳体10的背面设有第三进油口7.3，其中，第一进油口7.1通过管路分别与外界的压力油源14以及上钳体9内部的第一制动活塞缸1连通，用于向第一制动活塞缸1中输送压力油；
第二进油口7.2与第一制动活塞缸1连通，第三进油口7.3与第二制动活塞缸2连通，第二进油口7.2与第三进油口7.3之间通过连接管路13进行连通，从而实现第一制动活塞缸1与第二制动活塞缸2之间油路的连通，其中，连接管路13可以为钢管，也可以是软管结构，具体的管质根据实际需求进行选择。
风机偏航液压制动器由于制动压力控制阀组通过很短的油路孔道与钳体内部制动活塞缸直接连通，避免了制动器与液压站之间较长的回油管路对卸压响应性能的影响，因此可以提高制动器的卸压响应 速度和压力控制精度。
具体的工作原理为：
制动器分为三种制动状态，其中，当第一电磁阀3和第二电磁阀4均不得电时，第一电磁阀3和第二电磁阀4处于断开状态，第一制动活塞缸1、第二制动活塞缸2可形成封闭容腔，制动器为全压制动状态，以满足全压制动的要求；
当第二电磁阀4得电时，第二电磁阀4打开，制动器压力油经溢流阀5溢流卸荷后达到设计要求的阻尼压力值，制动器处于阻尼制动状态，其中，溢流阀5开启压力一般设置为5～35bar；
当第三电磁阀3得电时，第三电磁阀3打开，制动器直接与油箱15回油连通，制动器的压力快速卸压为零，此时制动器处于零压解缆状态。
实施例2
本发明的另一种典型的实施方式中，如图4-图5所示，提出一种制动系统，包括，至少一个实施例1所述的风机偏航液压制动器以及若干常规液压制动器。
其中，常规液压制动器为传统的液压制动器，属于现有结构，不具有制动压力控制阀组，具体的结构形式这里不再过多的赘述。
风机偏航液压制动器与若干常规液压制动器之间串联设置，其中，风机偏航液压制动器设置在所有串联制动器之间，优选为所有串联制动器的中间位置，以缩短位于实施例1所述风机偏航液压制动器前面和后面的所有常规液压制动器到制动压力控制阀组的距离，最大 限度的提高制动器组卸压响应速度和压力控制精度，同时还可提高不同位置制动器的卸压同步性，当常规制动器数量过多时，最优为每隔3-5个常规液压制动器后串联一个实施例1所述的风机偏航液压制动器。
具体如图4所示，设有一个实施例1所述的风机偏航液压制动器以及四个常规液压制动器，为便于说明，本实施例对各制动器进行编号，其中，位于中间位置的风机航液压制动器(实施例1所述的)为3#，风机航液压制动器两侧分别设有两个常规液压制动器，编号分为1#、2#、4#以及5#。
1#—5#制动器之间通过制动管路依次串联，具体的，首端1#制动器的进油端连接压力油源14，1#制动器出油端与2#制动器的进油端连通，2#制动器的出油端与3#风机偏航液压制动器的第一进油口7.1连通，3#风机偏航液压制动器的第四进油口7.4与4#制动器的进油端连通，4#制动器的出油端与5#制动器的进油端连通，3#风机偏航液压制动器上的回油口8与油箱15连接。
当制动系统偏航全压制动时，3#风机偏航液压制动器上的制动压力控制阀组的第一电磁阀3和第二电磁阀4均不得电，压力油源14给制动系统提供高压制动油液以实现全压制动；
当偏航阻尼制动时，压力油源14停止向制动系统供油，制动压力控制阀组的第二电磁阀4得电，各个制动器均通过制动压力控制阀组卸压至阻尼压力；
当偏航零压解缆时，压力油源14停止向制动系统供油，制动压力 控制阀组的第一电磁阀3得电，各个制动器均通过制动压力控制阀组实现完全卸压。
如图5所示，设有两个实施例1所述的风机偏航液压制动器以及十一个常规液压制动器，其中，实施例1所述的风机偏航液压制动器分别为4#和9#，常规液压制动器分别为1#—3#、5#—8#以及10#—12#，1#—12#制动器之间通过制动管路依次串联。
以1#制动器—5#制动器之间的连接为例进行说明，其中，1#制动器的进油端与压力油源14连接，1#制动器的出油端与2#制动器的进油端连接，2#制动器的出油端与3#制动器的进油端连接，3#制动器的出油端与4#风机偏航液压制动器的第一进油口7.1连接，4#风机偏航液压制动器的第四进油口7.4与5#制动器的进油端连接，4#风机偏航液压制动器的回油口8还与油箱15回油连接，后续的各标号制动器之间的连接方式与1#-5#连接方式相同，这里不再过多的赘述。
当制动系统偏航全压制动时，4#和9#风机偏航液压制动器制动压力控制阀组的第一电磁阀3和第二电磁阀4均不得电，压力油源14给制动系统提供高压制动压力以实现全压制动；
当偏航阻尼制动时，压力油源14停止向制动系统供油，4#和9#风机偏航液压制动器的制动压力控制阀组控制第二电磁阀4得电，各个制动器通过距离自身较近的制动压力控制阀组卸压至阻尼压力；
当偏航零压解缆时，压力油源14停止向制动器组供油，4#和9#风机偏航液压制动器的制动压力控制阀组控制第一电磁阀3得电，各个制动器通过距离自身较近的制动压力控制阀组实现完全卸压。
可以理解的是，在其他实施例中还可以设置其他数量的风机偏航液压制动器以及常规液压制动器，具体的设置数量根据实际需求进行选择，这里不做过多的限制。
通过具有阻尼控制和卸压控制功能的制动压力控制阀组，使得风机偏航由全压制动转阻尼制动或零压解缆控制时不再依赖于液压站，避免了制动系统到液压站的回油制动管路对制动器组阻尼卸压和完全卸压的影响，提高了低温环境下风机偏航液压制动系统的响应速度和控制精度。
以上所述仅为本发明的优选实施例而已，并不用于限制本发明，对于本领域的技术人员来说，本发明可以有各种更改和变化。凡在本发明的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。

Claims (10)

  1. 一种风机偏航液压制动器，其特征在于，包括上下相对设置的上钳体和下钳体，所述上钳体和下钳体内部分别至少设有一个制动活塞缸，两个制动活塞缸之间通过连接管路连通，上钳体内部制动活塞缸进油端与上钳体上的第一进油口连通，下钳体内部制动活塞缸的出油端与固定安装在下钳体侧壁上的制动压力控制阀组内并联的阻尼控制回路和卸压控制回路连通。
  2. 根据权利要求1所述的一种风机偏航液压制动器，其特征在于，所述制动压力控制阀组由油路块以及设置在油路块上的第一电磁阀、第二电磁阀、溢流阀、测压接头组成，所述油路块固定设置在下钳体的侧壁上，所述油路块具有对外连接的第四进油口和回油口，所述第四进油口与下钳体内部的制动活塞缸连通。
  3. 根据权利要求2所述的一种风机偏航液压制动器，其特征在于，所述第二电磁阀与溢流阀串联，第二电磁阀进油孔与下钳体内的制动活塞缸相通，溢流阀的出油孔与油路块上的回油口相通构成阻尼控制回路；所述第一电磁阀的进油孔与下钳体内的制动活塞缸相通，第一电磁阀的出油孔与油路块上的回油口相通构成卸压控制回路。
  4. 根据权利要求3所述的一种风机偏航液压制动器，其特征在于，所述阻尼控制回路和卸压控制回路共用油路块上的第四进油口和回油口。
  5. 根据权利要求2所述的一种风机偏航液压制动器，其特征在于，所述测压接头设置在制动压力控制阀组进油油路上。
  6. 根据权利要求2所述的一种风机偏航液压制动器，其特征在 于，所述上钳体上设有第二进油口，下钳体上设有第三进油口，所述连接管路通过第二进油口和第三进油口将上钳体和下钳体内部的制动活塞缸连通。
  7. 根据权利要求1所述的一种风机偏航液压制动器，其特征在于，所述制动压力控制阀组的底部平面高度高于下钳体的底部平面。
  8. 根据权利要求1所述的一种风机偏航液压制动器，其特征在于，所述上钳体和下钳体内部的制动活塞缸的活塞杆端部均设有一个摩擦片。
  9. 一种制动系统，其特征在于，利用了如权利要求1-8中任一项所述的风机偏航液压制动器，包括至少一个风机偏航液压制动器以及与其串联的若干常规液压制动器，首端的常规液压制动器的进油端与液压站连接，所述风机偏航液压制动器上的回油口与油箱回油连接。
  10. 根据权利要求9所述的一种制动系统，其特征在于，所述风机偏航液压制动器位于所有串联制动器之间；
    或者，
    每隔3-5个常规液压制动器后串联1个风机偏航液压制动器。
PCT/CN2022/128362 2022-05-10 2022-10-28 一种风机偏航液压制动器及制动系统 WO2023216522A1 (zh)

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