A safety brake system to prevent the dynamic tamping machine from getting stuck when releasing the hammer

Abstract

The invention discloses a safety brake system to prevent the brake from being engaged when the tamping machine releases the hammer. A brake drum is installed on a winch, and a brake mechanism is installed on the brake drum. The brake mechanism includes a brake cylinder. A solenoid valve is arranged in the control oil circuit of the brake cylinder. The solenoid valve is used to control the on and off of the oil circuit of the brake cylinder. The solenoid valve is connected to a controller. When the tamping machine is in the state of rapid falling of the tamping hammer, the controller controls the solenoid valve to lock the oil circuit of the brake cylinder, and the brake mechanism is in an unbraked state. The invention prevents the brake mechanism from being in a braking state due to misoperation or system failure when the tamping machine is in the state of rapid falling of the tamping hammer, thereby causing a safety accident, and improves the stability and safety of the tamping machine.

Description

Technical Field

[0001] The invention relates to the field of machinery, and in particular to a safety braking system that prevents a dynamic tamping machine from getting braked when releasing a hammer. Background Art

[0002] The dynamic tamping machine uses a winch to repeatedly lift the tamping hammer vertically, and uses the high impact generated by the high drop of the tamping hammer to compact the foundation. The tamping energy of the dynamic tamping machine = drop height × tamping hammer weight. For example: the tamping hammer weight is 30T, the drop height is 15m, and the tamping energy = 30×15 = 450KN.m. The drop height refers to the free fall height of the tamping hammer. The dynamic tamping machine working modes include unhooking mode and non-unhooking mode. The unhooking mode means that the lifting wire rope of the dynamic tamping machine is connected with an unhooking device. After the unhooking device hooks the tamping hammer to the drop height (that is, the hammer lifting state), the unhooking device releases the tamping hammer (that is, the hammer releasing state), and the tamping hammer falls freely. The unhooking device does not fall with the tamping hammer. The non-unhooking mode means that the lifting wire rope of the tamping machine is directly connected to the tamping hammer. After the tamping hammer is lifted to the drop height (i.e., the hammer lifting state), the brake mechanism and clutch mechanism of the winch are released, and the tamping hammer falls freely (i.e., the hammer releasing state), and the winch reverses under the pulling force of the tamping hammer. Since the unhooking mode requires the lowering of the lifting wire rope and the hooking action of the unhooking device and the tamping hammer during each tamping process, the working efficiency of the unhooking mode is very low. In the non-unhooking mode, there is no need to lower the lifting wire rope and the hook action during each tamping process. Therefore, the working efficiency of the non-unhooking mode is much higher than that of the unhooking mode.

[0003] In the existing rammer equipment, in the non-unhooking mode, the rammer falls freely (that is, the hammer is released), and the winch reverses at high speed under the pulling force of the rammer, and the rammer falls quickly. Due to the operator's misoperation, the pilot control valve is in the middle position or the system fails, the brake mechanism closes, and the braking force of the brake mechanism is very large. The inertial potential energy of the rammer will act on the rammer boom and winch through the wire rope. The huge impact will cause damage to the rammer structure and cause a safety accident. Summary of the invention

[0004] In view of this, the present invention proposes a safety braking system to prevent the rammer from getting stuck when releasing the hammer, thereby preventing the brake mechanism from being in a braking state due to misoperation or system failure when the rammer is falling rapidly, thereby improving the stability and safety of the rammer.

[0005] On the one hand, the present invention provides a safety braking system for preventing the rammer from getting stuck when releasing the hammer. A brake drum is installed on the winch, and a brake mechanism is installed on the brake drum. The brake mechanism includes a brake cylinder. A solenoid valve is arranged in the control oil circuit of the brake cylinder. The solenoid valve is used to control the on-off of the oil inlet and return circuits of the brake cylinder. The solenoid valve is connected to the controller. When the rammer of the rammer is in the state of rapid falling of the rammer, the controller controls the solenoid valve to lock the oil inlet and return circuits of the brake cylinder.

[0006] Furthermore, a speed sensor is installed on the winch, and the speed sensor is connected to the controller. When the reverse speed of the winch exceeds a preset value, the controller controls the solenoid valve according to the speed sensor signal to lock the inlet and return oil circuits of the brake cylinder; when the reverse speed of the winch does not exceed the preset value, the controller controls the solenoid valve according to the speed sensor signal to connect the inlet and return oil circuits of the brake cylinder.

[0007] Furthermore, it comprises a first hydraulic control valve, a second hydraulic control valve, a pilot control valve, a hydraulic accumulator, a first shuttle valve, and a second shuttle valve; a clutch mechanism is installed on the brake drum, and the clutch mechanism comprises a clutch oil cylinder;

[0008] The B port of the first hydraulic control valve is connected to the clutch cylinder, the B port of the second hydraulic control valve is connected to the rodless chamber of the brake cylinder, the rod chamber of the brake cylinder is connected to the hydraulic accumulator through the solenoid valve, the P port of the first hydraulic control valve and the P port of the second hydraulic control valve are connected to the hydraulic accumulator through the solenoid valve; the O port of the first hydraulic control valve and the O port of the second hydraulic control valve are oil return ports; the A port of the first hydraulic control valve and the A port of the second hydraulic control valve are blocking ports;

[0009] In the normal state, the solenoid valve is in the lower position, and the solenoid valve connects the hydraulic accumulator with the rod chamber of the brake cylinder, the P port of the first hydraulic control valve, and the P port of the second hydraulic control valve; when the solenoid valve is in the upper position, the solenoid valve disconnects the hydraulic accumulator from the rod chamber of the brake cylinder, the P port of the first hydraulic control valve, and the P port of the second hydraulic control valve;

[0010] In the normal state, the first hydraulic control valve is in the left position, the P port of the first hydraulic control valve is communicated with the A port of the first hydraulic control valve, and the O port of the first hydraulic control valve is communicated with the B port of the first hydraulic control valve; when the first hydraulic control valve is in the right position, the P port of the first hydraulic control valve is communicated with the B port of the first hydraulic control valve, and the O port of the first hydraulic control valve is communicated with the A port of the first hydraulic control valve;

[0011] Under normal conditions, the second hydraulic control valve is in the left position, the P port of the second hydraulic control valve is communicated with the A port of the second hydraulic control valve, and the O port of the second hydraulic control valve is communicated with the B port of the second hydraulic control valve; when the second hydraulic control valve is in the right position, the P port of the second hydraulic control valve is communicated with the B port of the second hydraulic control valve, and the O port of the second hydraulic control valve is communicated with the A port of the second hydraulic control valve.

[0012] The control port of the second hydraulic control valve is communicated with the output port of the first shuttle valve, the control port of the first hydraulic control valve is communicated with the first input port of the first shuttle valve, the second input port of the first shuttle valve is communicated with the output port of the second shuttle valve, the first input port of the second shuttle valve is communicated with the B port of the pilot control valve, and the control port of the first hydraulic control valve is communicated with the A port of the pilot control valve;

[0013] The pilot control valve is a three-position four-way valve. The middle position of the pilot control valve is the Y position. When the pilot control valve is in the left position, the P port of the pilot control valve is connected with the A port of the pilot control valve, and the O port of the pilot control valve is connected with the B port of the pilot control valve; when the pilot control valve is in the right position, the P port of the pilot control valve is connected with the B port of the pilot control valve, and the O port of the pilot control valve is connected with the A port of the pilot control valve; the O port of the pilot control valve is the oil return port.

[0014] Further, it includes a first oil and gas valve, a second oil and gas valve, a first advance valve, a second advance valve, a third shuttle valve, and an exhaust valve; a brake disc is installed on the winch, and a secondary brake caliper is installed on the brake disc;

[0015] The air inlet of the first oil and gas valve, the air inlet of the second oil and gas valve, the air inlet of the first leading valve, and the air inlet of the second leading valve are connected to the pilot control air source; the air outlet of the first oil and gas valve is connected to the control port of the first leading valve, and the control port of the first oil and gas valve is connected to the pilot oil circuit; the air outlet of the first leading valve is connected to the first air inlet of the third shuttle valve, the air outlet of the third shuttle valve is connected to the air inlet of the exhaust valve, and the air outlet of the exhaust valve is connected to the control port of the second leading valve; the air outlet of the second oil and gas valve is connected to the second air inlet of the third shuttle valve, and the control port of the second oil and gas valve is connected to the control port of the second hydraulic control valve; the air outlet of the second leading valve leads to the secondary brake caliper control air circuit; the control port of the first oil and gas valve is connected to the P port of the pilot control valve.

[0016] Furthermore, in normal state, the air inlet and air outlet of the first advance valve are connected, the air inlet and air outlet of the second advance valve are connected, the air inlet and air outlet of the first oil and gas valve are disconnected, and the air inlet and air outlet of the second oil and gas valve are disconnected.

[0017] Furthermore, when the P-port pilot oil circuit of the pilot control valve is not opened, the secondary brake caliper does not brake, and the brake mechanism is in a braking state; when the P-port pilot oil circuit of the pilot control valve is opened and the pilot control valve is in a neutral position, the secondary brake caliper brakes in advance, and the brake mechanism is in a braking state; when the P-port pilot oil circuit of the pilot control valve is opened and the pilot control valve is in a left position or a right position, the secondary brake caliper is released in advance, and the brake mechanism is in an unbraked state; when the reverse speed of the winch exceeds a preset value and the pilot control valve is in a neutral position, the secondary brake caliper brakes in advance, the controller controls the solenoid valve to be in an upper position to lock the return oil circuit of the brake cylinder, and the brake mechanism is in an unbraked state; when the reverse speed of the winch does not exceed the preset value and the pilot control valve is in a neutral position, the secondary brake caliper brakes in advance, the solenoid valve is in a lower position, and the brake mechanism is in a braking state.

[0018] Compared with the prior art, the safety brake system of the present invention for preventing the dynamic tamping machine from holding the brake when releasing the hammer has the following beneficial effects:

[0019] 1. When the tamping machine is in the process of rapid tamping hammer falling, that is, when the reversing speed of the winch exceeds the preset value, the controller controls the solenoid valve to disconnect and lock the return oil circuit of the brake cylinder, and the brake mechanism is in the unbraked state. This prevents the brake mechanism from being in the braking state due to misoperation or system failure when the tamping machine is in the process of rapid tamping hammer falling, causing safety accidents, thereby improving the stability and safety of the tamping machine.

[0020] 2. When the pilot control valve is in the right position, the rammer of the tamping machine is in a state where the rammer is falling rapidly. At this time, due to misoperation, the pilot control valve is in the middle position, the secondary brake clamp brakes in advance, and the controller controls the solenoid valve to be in the upper position. The solenoid valve is disconnected to lock the return oil circuit of the brake cylinder, and the brake mechanism is in an unbraked state, which slows down the rammer. When the rammer slows down, the controller controls the solenoid valve to be in the lower position, and the solenoid valve connects the hydraulic accumulator with the rod chamber of the brake cylinder, the P port of the first hydraulic control valve, and the P port of the second hydraulic control valve. At this time, the brake mechanism is in a braking state. Therefore, when the rammer of the tamping machine is in a state where the rammer is falling rapidly, the rammer falling speed can be slowly decelerated to avoid huge impacts that may cause damage to the structure of the rammer and cause safety accidents. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the accompanying drawings:

[0022] Figure 1 It is a schematic structural diagram of a safety brake system for preventing a dynamic tamping machine from holding the brake when releasing the hammer of the present invention;

[0023] Figure 2 It is a schematic diagram of the winch structure of the present invention. DETAILED DESCRIPTION

[0024] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0025] like Figure 2 As shown, brake discs 2 and brake drums 3 are installed on the left and right sides of the winch 1, a primary brake caliper 10 and a secondary brake caliper 9 are installed on the brake disc 2, and a brake mechanism 8 and a clutch mechanism 7 are installed on the brake drum 3. The clutch mechanism 7 is used for the engagement and separation of the drum and the large gear 5 of the winch 1. A hydraulic rotary joint 6 for supplying oil to the clutch cylinder 70 is installed on the rotating shaft of the winch 1. Brake drums 3 and brake discs 2 are arranged on the left and right sides of the winch, making full use of the respective advantages of drum brakes and disc brakes, improving braking efficiency and good braking effect.

[0026] like Figure 1 As shown, the present invention provides a safety brake system to prevent the dynamic tamping machine from getting braked when releasing the hammer.

[0027] It includes a first hydraulic control valve 14, a second hydraulic control valve 15, a pilot control valve 18, a hydraulic accumulator 13, a first shuttle valve 16, a second shuttle valve 17, and a solenoid valve 23; the brake mechanism 8 includes a brake cylinder 80, and the clutch mechanism 8 includes a clutch cylinder 70;

[0028] The B port of the first hydraulic control valve 14 is connected to the clutch cylinder 70, the B port of the second hydraulic control valve 15 is connected to the rodless chamber of the brake cylinder 80, the rod chamber of the brake cylinder 80 is connected to the hydraulic accumulator 13 through the solenoid valve 23, the P port of the first hydraulic control valve 14 and the P port of the second hydraulic control valve 15 are connected to the hydraulic accumulator 13 through the solenoid valve 23; the O port of the first hydraulic control valve 14 and the O port of the second hydraulic control valve 15 are oil return ports; the A port of the first hydraulic control valve 14 and the A port of the second hydraulic control valve 15 are blocking ports;

[0029] In the normal state, the solenoid valve 23 is in the lower position, and the solenoid valve 23 connects the hydraulic accumulator 13 with the rod chamber of the brake cylinder 80, the P port of the first hydraulic control valve 14, and the P port of the second hydraulic control valve 15; when the solenoid valve 23 is in the upper position, the solenoid valve 23 disconnects the hydraulic accumulator 13 from the rod chamber of the brake cylinder 80, the P port of the first hydraulic control valve 14, and the P port of the second hydraulic control valve 15. Therefore, the solenoid valve 23 is used to control the opening and closing of the oil inlet and return oil circuit of the brake cylinder 80. When the solenoid valve 23 is in the lower position, the oil inlet and return oil circuit of the brake cylinder 80 is connected, and the brake cylinder 80 can be extended and retracted by controlling the second hydraulic control valve 15. When the solenoid valve 23 is in the upper position, the oil inlet and return oil circuit of the brake cylinder 80 is locked, and the control of the second hydraulic control valve 15 cannot make the brake cylinder 80 extend and retract.

[0030] In a normal state, the first hydraulic control valve 14 is located in the left position, the P port of the first hydraulic control valve 14 is communicated with the A port of the first hydraulic control valve 14, and the O port of the first hydraulic control valve 14 is communicated with the B port of the first hydraulic control valve 14; when the first hydraulic control valve 14 is located in the right position, the P port of the first hydraulic control valve 14 is communicated with the B port of the first hydraulic control valve 14, and the O port of the first hydraulic control valve 14 is communicated with the A port of the first hydraulic control valve 14;

[0031] Under normal conditions, the second hydraulic control valve 15 is located in the left position, the P port of the second hydraulic control valve 15 is communicated with the A port of the second hydraulic control valve 15, and the O port of the second hydraulic control valve 15 is communicated with the B port of the second hydraulic control valve 15; when the second hydraulic control valve 15 is located in the right position, the P port of the second hydraulic control valve 15 is communicated with the B port of the second hydraulic control valve 15, and the O port of the second hydraulic control valve 15 is communicated with the A port of the second hydraulic control valve 15.

[0032] The control port of the second hydraulic control valve 15 is communicated with the output port of the first shuttle valve 16, the control port of the first hydraulic control valve 14 is communicated with the first input port of the first shuttle valve 16, the second input port of the first shuttle valve 16 is communicated with the output port of the second shuttle valve 17, the first input port of the second shuttle valve 17 is communicated with the port B of the pilot control valve 18, and the control port of the first hydraulic control valve 14 is communicated with the port A of the pilot control valve 18;

[0033] The pilot control valve 18 is a three-position four-way valve, and the middle position of the pilot control valve 18 is the Y position. When the pilot control valve 18 is in the left position, the P port of the pilot control valve 18 is communicated with the A port of the pilot control valve 18, and the O port of the pilot control valve 18 is communicated with the B port of the pilot control valve 18; when the pilot control valve 18 is in the right position, the P port of the pilot control valve 18 is communicated with the B port of the pilot control valve 18, and the O port of the pilot control valve 18 is communicated with the A port of the pilot control valve 18; the O port of the pilot control valve 18 is the oil return port.

[0034] When the pilot control valve 18 is in the left position, the clutch mechanism 8 is closed and the brake mechanism 8 is opened (i.e., the brake is not in the state), so that the rammer rises. When the pilot control valve 18 is in the right position, the clutch mechanism 8 is separated and the brake mechanism 8 is opened (i.e., the brake is not in the state), so that the rammer freely falls downward. When the pilot control valve 18 is in the middle position, the clutch mechanism 8 is separated and the brake mechanism 8 is closed (i.e., the brake is in the state), so that the start-stop action in the air is realized. The clutch cylinder 70 and the brake cylinder 80 control the hydraulic oil circuit structure ingeniously, with good stability and safety.

[0035] The air inlet of the first oil and gas valve 21, the air inlet of the second oil and gas valve 11, the air inlet of the first advance valve 22, and the air inlet of the second advance valve 20 are connected to the pilot control air source; the air outlet of the first oil and gas valve 21 is connected to the control port of the first advance valve 22, and the control port of the first oil and gas valve 21 is connected to the pilot oil circuit; the air outlet of the first advance valve 22 is connected to the first air inlet of the third shuttle valve 12, the air outlet of the third shuttle valve 12 is connected to the air inlet of the exhaust valve 19, and the air outlet of the exhaust valve 19 is connected to the control port of the second advance valve 20; the air outlet of the second oil and gas valve 11 is connected to the second air inlet of the third shuttle valve 12, and the control port of the second oil and gas valve 11 is connected to the pilot oil circuit leading to the control brake mechanism; the air outlet of the second advance valve 20 leads to the secondary brake caliper 9 control air circuit. The control port of the first oil and gas valve 21 is connected to the P port of the pilot control valve 18; the control port of the second oil and gas valve 11 is connected to the control port of the second hydraulic control valve 15. In normal state, the air inlet and air outlet of the first advance valve 22 are connected, the air inlet and air outlet of the second advance valve 20 are connected, the air inlet and air outlet of the first oil and gas valve 21 are disconnected, and the air inlet and air outlet of the second oil and gas valve 11 are disconnected.

[0036] The working process of the safety brake system of the present invention to prevent the dynamic tamping machine from holding the brake when releasing the hammer is as follows:

[0037] When the P-port pilot oil circuit of the pilot control valve 18 is not opened, the first oil and gas valve 21 is disconnected, the first advance valve 22 is connected, and the second advance valve 20 is disconnected. The pilot control air source passes through the first advance valve 22, the third shuttle valve 12, and the exhaust valve 19 to disconnect the second advance valve 20. The secondary brake caliper 9 is released in advance and is in an unbraked state. At this time, the brake mechanism 8 is closed (i.e., the braking state).

[0038] When the pilot oil circuit of the P port of the pilot control valve 18 is opened and the pilot control valve 18 is in the middle position, the pilot oil enters the control port of the first oil-gas valve 21, so that the first oil-gas valve 21 is connected, and the pilot control gas valve enters the control port of the first advance valve 22 through the first oil-gas valve 21, so that the first advance valve 22 is disconnected. At this time, the second advance valve 20 is connected, and the pilot control gas source passes through the second advance valve 20 to control the secondary brake caliper 9 to brake in advance. At this time, the secondary brake caliper 9 is in a braking state, and the brake mechanism 8 is closed (i.e., the braking state).

[0039] When the pilot control valve 18 is in the left position, the P port of the pilot control valve 18 is connected to the A port of the pilot control valve 18, and the O port of the pilot control valve 18 is connected to the B port of the pilot control valve 18; the pilot oil enters the control port of the second hydraulic control valve 15 and the control port of the first hydraulic control valve 14, so that the second hydraulic control valve 15 and the first hydraulic control valve 14 are in the right position, the clutch mechanism 8 is closed, and the brake mechanism 8 is opened (i.e., the unbraked state), and the hammer lifting action is realized. At this time, the secondary brake caliper 9 needs to be released in advance, the pilot oil enters the second advance valve 11, so that the second oil and gas valve 11 is connected, and the pilot control gas source passes through the second advance valve 11, the third shuttle valve 12, and the exhaust valve 19 to disconnect the second advance valve 20, and the secondary brake caliper 9 is released in advance and is in the unbraked state. At this time, the brake mechanism 8 is released (i.e., the unbraked state).

[0040] When the pilot control valve 18 is in the right position, the clutch mechanism 8 is separated, the brake mechanism 8 is opened (i.e., the brake state is not applied), and the free fall action of the hammer is realized. The P port of the pilot control valve 18 is connected to the B port of the pilot control valve 18, and the O port of the pilot control valve 18 is connected to the A port of the pilot control valve 18; the pilot oil enters the control port of the second hydraulic control valve 15, so that the second hydraulic control valve 15 is in the right position, and the brake mechanism 8 is opened (i.e., the brake state is not applied). At this time, the secondary brake caliper 9 needs to be released in advance, and the pilot oil enters the second advance valve 11 to connect the second oil-gas valve 11. The pilot control gas source passes through the second advance valve 11, the third shuttle valve 12, and the exhaust valve 19 to disconnect the second advance valve 20, and the secondary brake caliper 9 is released in advance and is in the brake state. At this time, the brake mechanism 8 is released (i.e., the brake state is not applied).

[0041] When the pilot control valve 18 is in the right position, the rammer of the rammer machine is falling rapidly, that is, the reverse speed of the winch 1 exceeds the preset value. At this time, due to the misoperation, the pilot control valve 18 is in the middle position, and the secondary brake clamp 9 brakes in advance. The controller controls the solenoid valve 23 to be in the upper position according to the reverse speed signal of the winch 1 of the speed sensor. The solenoid valve 23 is disconnected to lock the return oil circuit of the brake cylinder 80, and the brake mechanism is in an unbraked state. Due to the braking force of the secondary brake clamp 9, the rammer falls and slows down. When the rammer falls slower, the reverse speed signal of the winch 1 of the speed sensor of the controller controls the solenoid valve 23 to be in the lower position, and the solenoid valve 23 connects the hydraulic accumulator with the rod chamber of the brake cylinder, the P port of the first hydraulic control valve and the P port of the second hydraulic control valve, and the return oil circuit of the brake cylinder 80 is connected. At this time, the brake mechanism is in a braking state. Therefore, when the rammer of the tamping machine is falling rapidly, the speed of the rammer's falling can be slowly decelerated to control it, so as to avoid the huge impact that may cause damage to the structure of the rammer and lead to safety accidents.

[0042] The above-mentioned technologies are common knowledge to those skilled in the art. The above-mentioned are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A safety brake system for preventing a dynamic tamping machine from braking when releasing a hammer, wherein a brake drum (3) is mounted on a winch (1), a brake mechanism (8) is mounted on the brake drum (3), and the brake mechanism (8) comprises a brake cylinder (80); wherein: A solenoid valve (23) is provided in the control oil circuit of the brake oil cylinder (80). The solenoid valve (23) is used to control the on / off of the oil inlet and return oil circuits of the brake oil cylinder (80). The solenoid valve (23) is connected to a controller. When the tamping machine is in the state where the tamping hammer is falling rapidly, the controller controls the solenoid valve (23) to lock the oil inlet and return oil circuits of the brake oil cylinder (80). A speed sensor is installed on the winch (1), and the speed sensor is connected to a controller. When the reverse speed of the winch (1) exceeds a preset value, the controller controls the solenoid valve (23) according to a signal from the speed sensor to lock the inlet and return oil paths of the brake oil cylinder (80); when the reverse speed of the winch (1) does not exceed the preset value, the controller controls the solenoid valve (23) according to a signal from the speed sensor to connect the inlet and return oil paths of the brake oil cylinder (80); It comprises a first hydraulic control valve (14), a second hydraulic control valve (15), a pilot control valve (18), a hydraulic accumulator (13), a first shuttle valve (16), and a second shuttle valve (17); a clutch mechanism (7) is mounted on the brake drum (3), and the clutch mechanism (7) comprises a clutch oil cylinder (70); The B port of the first hydraulic control valve (14) is in communication with the clutch cylinder (70), the B port of the second hydraulic control valve (15) is in communication with the rodless chamber of the brake cylinder (80), the rod chamber of the brake cylinder (80) is in communication with the hydraulic accumulator (13) via the solenoid valve (23), the P port of the first hydraulic control valve (14) and the P port of the second hydraulic control valve (15) are in communication with the hydraulic accumulator (13) via the solenoid valve (23); the O port of the first hydraulic control valve (14) and the O port of the second hydraulic control valve (15) are oil return ports; the A port of the first hydraulic control valve (14) and the A port of the second hydraulic control valve (15) are blocking ports; In a normal state, the solenoid valve (23) is in a lower position, and the solenoid valve (23) connects the hydraulic accumulator (13) with the rod chamber of the brake cylinder (80), the P port of the first hydraulic control valve (14), and the P port of the second hydraulic control valve (15); when the solenoid valve (23) is in an upper position, the solenoid valve (23) disconnects the hydraulic accumulator (13) from the rod chamber of the brake cylinder (80), the P port of the first hydraulic control valve (14), and the P port of the second hydraulic control valve (15); In a normal state, the first hydraulic control valve (14) is located in the left position, the P port of the first hydraulic control valve (14) is communicated with the A port of the first hydraulic control valve (14), and the O port of the first hydraulic control valve (14) is communicated with the B port of the first hydraulic control valve (14); when the first hydraulic control valve (14) is located in the right position, the P port of the first hydraulic control valve (14) is communicated with the B port of the first hydraulic control valve (14), and the O port of the first hydraulic control valve (14) is communicated with the A port of the first hydraulic control valve (14); In a normal state, the second hydraulic control valve (15) is located in the left position, the P port of the second hydraulic control valve (15) is communicated with the A port of the second hydraulic control valve (15), and the O port of the second hydraulic control valve (15) is communicated with the B port of the second hydraulic control valve (15); when the second hydraulic control valve (15) is located in the right position, the P port of the second hydraulic control valve (15) is communicated with the B port of the second hydraulic control valve (15), and the O port of the second hydraulic control valve (15) is communicated with the A port of the second hydraulic control valve (15); The control port of the second hydraulic control valve (15) is in communication with the output port of the first shuttle valve (16), the control port of the first hydraulic control valve (14) is in communication with the first input port of the first shuttle valve (16), the second input port of the first shuttle valve (16) is in communication with the output port of the second shuttle valve (17), the first input port of the second shuttle valve (17) is in communication with the port B of the pilot control valve (18), and the control port of the first hydraulic control valve (14) is in communication with the port A of the pilot control valve (18); The pilot control valve (18) is a three-position four-way valve. The middle position of the pilot control valve (18) is the Y position. When the pilot control valve (18) is in the left position, the P port of the pilot control valve (18) is connected to the A port of the pilot control valve (18), and the O port of the pilot control valve (18) is connected to the B port of the pilot control valve (18). When the pilot control valve (18) is in the right position, the P port of the pilot control valve (18) is connected to the B port of the pilot control valve (18), and the O port of the pilot control valve (18) is connected to the A port of the pilot control valve (18). The O port of the pilot control valve (18) is an oil return port.

2. The safety brake system for preventing the dynamic tamping machine from holding the brake when releasing the hammer according to claim 1 is characterized in that: It comprises a first oil and gas valve (21), a second oil and gas valve (11), a first advance valve (22), a second advance valve (20), a third shuttle valve (12), and an exhaust valve (19); a brake disc (2) is mounted on the winch (1), and a secondary brake clamp (9) is mounted on the brake disc (2); The air inlet of the first oil and gas valve (21), the air inlet of the second oil and gas valve (11), the air inlet of the first advance valve (22), and the air inlet of the second advance valve (20) are in communication with the pilot control air source; the air outlet of the first oil and gas valve (21) is in communication with the control port of the first advance valve (22), and the control port of the first oil and gas valve (21) is in communication with the pilot oil circuit; the air outlet of the first advance valve (22) is in communication with the first air inlet of the third shuttle valve (12), and the air outlet of the third shuttle valve (12) is in communication with the exhaust port. The air inlet of the air valve (19) is in communication with the control port of the second leading valve (20); the air outlet of the second oil and gas valve (11) is in communication with the second air inlet of the third shuttle valve (12); the control port of the second oil and gas valve (11) is in communication with the control port of the second hydraulic control valve (15); the air outlet of the second leading valve (20) leads to the control air path of the secondary brake caliper (9); and the control port of the first oil and gas valve (21) is in communication with the P port of the pilot control valve (18).

3. The safety brake system for preventing the dynamic tamping machine from holding the brake when releasing the hammer according to claim 2 is characterized in that: In normal state, the air inlet and air outlet of the first advance valve (22) are in communication, the air inlet and air outlet of the second advance valve (20) are in communication, the air inlet and air outlet of the first oil and gas valve (21) are disconnected, and the air inlet and air outlet of the second oil and gas valve (11) are disconnected.

4. The safety brake system for preventing the dynamic tamping machine from holding the brake when releasing the hammer according to claim 1 is characterized in that: When the pilot oil circuit at the P port of the pilot control valve (18) is not opened, the secondary brake caliper (9) is not braked, and the brake mechanism (8) is in a braking state; when the pilot oil circuit at the P port of the pilot control valve (18) is opened and the pilot control valve (18) is in a neutral position, the secondary brake caliper (9) brakes in advance, and the brake mechanism (8) is in a braking state; When the pilot oil circuit of the P port of the pilot control valve (18) is opened and the pilot control valve (18) is in the left position or the right position, the secondary brake clamp (9) is released in advance and the brake mechanism (8) is in an unbraked state; when the reverse speed of the winch (1) exceeds a preset value and the pilot control valve (18) is in the middle position, the secondary brake clamp (9) is braked in advance, the controller controls the solenoid valve (23) to be in the upper position so that the return oil circuit of the brake cylinder (80) is locked, and the brake mechanism (8) is in an unbraked state; when the reverse speed of the winch (1) does not exceed the preset value and the pilot control valve (18) is in the middle position, the secondary brake clamp (9) is braked in advance, the solenoid valve (23) is in the lower position, and the brake mechanism (8) is in a braked state.

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