Tower crane braking system, chip and device

Abstract

The application discloses a tower crane braking system with power-off protection mechanism, a chip and a device, relates to the field of tower crane control, and is used for power-off protection of a tower crane. The system comprises a direct-current power supply module, a first brake normally-open contact of a brake switch, and a first brake coil unit. The tower crane braking system further comprises a second brake coil unit, a first normally-closed contact and a first normally-open contact of a main contactor, a second normally-open contact of a protection switch, a protection coil, and a first capacitor. The tower crane braking system further comprises a protection power supply, which is specifically the direct-current power supply module or a battery module. The protection power supply is used for charging the first capacitor, and the first capacitor, a pair of contacts of the main contactor, and the contacts and the coil of the protection switch are used for realizing short-time braking protection when the direct-current power supply module suddenly drops power. The structure is simple, the protection time is adjustable, and the cost and the structure are obviously superior to those of a traditional scheme.

Description

Technical Field

[0001] This invention relates to the field of tower crane control, and in particular to a tower crane braking system, chip, and device. Background Technology

[0002] Traditional tower brake strategies include two scenarios: normal power supply and sudden power failure. When power is on, the slewing brake coil is activated via a switch button, and braking is achieved by the slewing brake coil. When power fails, the delayed auxiliary contact is immediately closed upon detection of the power failure to activate the slewing eddy current brake coil, which then brakes the motor and decelerates it. After the delayed auxiliary contact timeout ends and opens, the slewing eddy current brake coil stops braking. The slewing brake coil is then activated again via the switch button, finally bringing the slewing motor to a complete stop.

[0003] In traditional strategies, the deceleration protection of the motor by the rotary eddy current braking coil relies on time-delay auxiliary contacts. However, time-delay auxiliary contacts have disadvantages such as fixed and non-adjustable delay time, complex wiring, and high cost.

[0004] Therefore, how to provide a solution to the above-mentioned technical problems is a problem that needs to be solved by those skilled in the art. Summary of the Invention

[0005] In view of this, the purpose of this invention is to provide a tower crane braking system, chip, and device. The specific solution is as follows:

[0006] A tower crane braking system with a power failure protection mechanism includes: a DC power supply module, a first normally open braking contact of a braking switch, and a first braking coil unit, wherein a first end of the first braking coil unit is connected to the positive output terminal of the DC power supply module through the first normally open braking contact, and a second end of the first braking coil unit is connected to the negative output terminal of the DC power supply module; the tower crane braking system further includes: a second braking coil unit, a first normally closed contact and a first normally open contact of a main contactor, a second normally open contact and a protection coil of a protection switch, and a first capacitor, wherein:

[0007] The coil of the main contactor is energized only when the DC power module is powered on;

[0008] The first end of the first normally closed contact is connected to the first end of the first normally open contact;

[0009] The second end of the first normally closed contact is connected to the first end of the second normally open contact, and the second end of the second normally open contact is connected to the first end of the second braking coil unit;

[0010] The second end of the first normally open contact is connected to the first end of the first capacitor and the first end of the protection coil.

[0011] The second end of the second braking coil unit is connected to the second end of the first capacitor, the second end of the protection coil, and the negative output terminal of the DC power supply module.

[0012] The tower brake system also includes a protection power supply, which is specifically the DC power module or battery module. The positive output terminal of the protection power supply is connected to the first terminal of the first normally closed contact.

[0013] Preferably, the tower brake system further includes a first resistor, wherein the first resistor and the first normally open contact are connected in series between the positive output terminal of the protection power supply and the first terminal of the first capacitor.

[0014] Preferably, when the protective power supply is a battery module, the tower brake system further includes a second normally open brake contact of the brake switch, wherein:

[0015] The first end of the second normally open brake contact is connected to the second end of the first normally closed contact, and the second end of the second normally open brake contact is connected to the first end of the first brake coil unit.

[0016] Preferably, when the protection power supply is a battery module, the tower brake system further includes a first diode, the second brake normally open contact is connected to the first brake coil unit through the first diode, and the internal current of the first diode flows from the second end of the second brake normally open contact to the first end of the first brake coil unit.

[0017] Preferably, when the protection power supply is a battery module, the tower brake system further includes a second resistor and / or a second diode connected in series between the positive output terminal of the DC power supply module and the positive output terminal of the battery module, wherein the internal current of the second diode flows from the positive output terminal of the DC power supply module to the positive output terminal of the battery module.

[0018] Preferably, when the protection power supply is a battery module, the tower brake system further includes a battery charging module that receives AC power at its input end and is used to charge the battery module.

[0019] Preferably, the DC power supply module is a converter module that receives AC power at its input terminal.

[0020] Preferably, the brake switch is a push-button physical switch.

[0021] Accordingly, this application also discloses a tower brake chip, including a tower brake system with a power failure protection mechanism as described in any of the above.

[0022] Accordingly, this application also discloses a tower crane power unit, including a tower crane braking system with a power failure protection mechanism as described in any of the above claims.

[0023] This application discloses a tower brake system with a power failure protection mechanism, comprising: a DC power supply module, a first normally open brake contact of a brake switch, and a first brake coil unit. The tower brake system further includes: a second brake coil unit, a first normally closed contact and a first normally open contact of a main contactor, a second normally open contact and a protection coil of a protection switch, and a first capacitor. The tower brake system also includes a protection power supply, specifically the DC power supply module or a battery module. This application utilizes the protection power supply to charge the first capacitor and achieves short-term braking protection against sudden power failure of the DC power supply module through the first capacitor, a pair of contacts of the main contactor, and the contacts and coil of the protection switch. The structure is simple, the protection time is adjustable, and the cost and structure are significantly superior to traditional solutions. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0025] Figure 1 This is a structural distribution diagram of a tower brake system with a power failure protection mechanism according to an embodiment of the present invention;

[0026] Figure 2 This is a structural distribution diagram of a specific tower brake system with a power failure protection mechanism in an embodiment of the present invention. Detailed Implementation

[0027] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0028] In traditional strategies, the deceleration protection of the motor by the rotary eddy current braking coil relies on time-delay auxiliary contacts. However, time-delay auxiliary contacts have disadvantages such as fixed and non-adjustable delay time, complex wiring, and high cost.

[0029] This application utilizes a protective power supply to charge the first capacitor, and through the first capacitor, a pair of contacts of the main contactor, and the contacts and coil of the protective switch, it achieves short-term braking protection when the DC power module suddenly loses power. The structure is simple, the protection time is adjustable, and the cost and structure are significantly better than traditional solutions.

[0030] This invention discloses a tower brake system with a power failure protection mechanism. See [link to relevant documentation]. Figure 1 As shown, the system includes: a DC power supply module V-DC, a first normally open brake contact KS-1 of the brake switch, and a first brake coil unit L1, wherein the first end of the first brake coil unit L1 is connected to the positive output terminal DC+ of the DC power supply module V-DC through the first normally open brake contact KS-1, and the second end of the first brake coil unit L1 is connected to the negative output terminal DC- of the DC power supply module V-DC; the tower brake system also includes: a second brake coil unit L2, a first normally closed contact KM1-1 and a first normally open contact KM1-2 of the main contactor, a second normally open contact KM2-1 of the protection switch and a protection coil L2-1, and a first capacitor C1, wherein:

[0031] The coil of the main contactor is energized only when the DC power module V-DC is powered on;

[0032] The first end of the first normally closed contact KM1-1 is connected to the first end of the first normally open contact KM1-2;

[0033] The second end of the first normally closed contact KM1-1 is connected to the first end of the second normally open contact KM2-1, and the second end of the second normally open contact KM2-1 is connected to the first end of the second braking coil unit L2.

[0034] The second terminal of the first normally open contact KM1-2 is connected to the first terminal of the first capacitor C1 and the first terminal of the protection coil L2-1.

[0035] The second terminal of the second braking coil unit L2 is connected to the second terminal of the first capacitor C1, the second terminal of the protection coil L2-1, and the negative output terminal of the DC power supply module V-DC.

[0036] The tower brake system also includes a protection power supply, which is specifically a DC power module V-DC or a battery module V-BAT. The positive output terminal of the protection power supply is connected to the first terminal of the first normally closed contact KM1-1.

[0037] Figure 1 This is the circuit diagram of the tower brake system when the protection power supply is a DC power module V-DC.

[0038] The main contactor and coil were not in Figure 1As shown in the diagram, in actual wiring, the coil of the main contactor is energized when the DC power module V-DC is powered on and de-energized when the DC power module V-DC is powered off. The opening and closing states of the first normally closed contact KM1-1 and the first normally open contact KM1-2 are directly related to whether the coil is energized.

[0039] Typically, a DC power module V-DC that continuously outputs electrical energy can be converted from AC mains power through a converter module. Therefore, a DC power module V-DC is a converter module that receives AC power at its input end, and may specifically include a transformer TR and a rectifier D.

[0040] Furthermore, the brake switch here is externally controlled and can be any type of switch that can receive external signals, such as a push-button physical switch, a rotary switch, or an electronic switch. Taking a push-button physical switch as an example, when pressed, a trigger signal is received, and the brake switch coil jumps from its original state to another state, either from de-energized to energized or from energized to de-energized, depending on the actual requirements. Typically, in the setting of a push-button physical switch, applying a pressing action to the brake switch corresponds to the closure of the first normally open brake contact KS-1, which energizes the brake switch coil.

[0041] It is understandable that the working process of the tower crane braking system in this embodiment is as follows:

[0042] When the DC power module V-DC is powered on, the main contactor is energized, the first normally closed contact KM1-1 is open, no current flows through the second braking coil unit L2, the first normally open contact KM1-2 is closed, and the first capacitor C1 connected to the protection power supply begins to charge; at this time, when the brake switch receives an action signal, that is, the push-button physical switch is pressed, the coil of the brake switch is energized, the first normally open brake contact KS-1 is closed, so that the first braking coil unit L1 flows through the current, realizing motor braking.

[0043] When the DC power module V-DC suddenly loses power, the main contactor loses power, the first normally closed contact KM1-1 closes, and the first normally open contact KM1-2 opens. The current of the first capacitor C1 flows through the coil L2-1 of the protection switch, causing the second normally open contact KM2-1 to close. At this time, the second braking coil unit L2 uses current to achieve eddy current motor braking. The braking duration is determined by the amount of charge of the first capacitor C1 to maintain the second normally open contact KM2-1 of the protection switch closed. If the braking duration needs to be adjusted, the first capacitor C1 can be replaced according to the capacitance value.

[0044] As can be seen, in this embodiment, short-time braking protection during power failure is achieved through the first capacitor C1, a pair of contacts of the main contactor: the first normally closed contact KM1-1 and the first normally open contact KM1-2, the second normally open contact KM2-1 of the protection switch, and the protection coil L2-1. Compared with the time-delay auxiliary contact in the background technology, the structure of this embodiment is simple, requires less space, and has a lower cost, which is significantly better than the traditional solution.

[0045] It is understood that in this embodiment, both the first braking coil unit L1 and the second braking coil unit L2 include a coil, a resistor, and a diode. The resistor and diode are connected in series and then connected to the coil. The resistor is used to dissipate the current flowing through the coil, and the diode is used to specify the direction of current flow in the resistor and prevent currents in the same direction from flowing into the resistor at the same time as flowing into the coil. Alternatively, the first braking coil unit L1 and the second braking coil unit L2 may also employ other structures including a braking coil, which are not limited here.

[0046] Furthermore, the tower brake system also includes a first resistor R1, wherein the first resistor R1 and the first normally open contact KM1-2 are connected in series between the positive output terminal of the protection power supply and the first terminal of the first capacitor C1.

[0047] It is understandable that during the charging process from the positive output terminal of the protection power supply to the first terminal of the first capacitor C1, the first normally open contact KM1-2 is used to control the on / off state of the charging circuit, and the first resistor R1 acts as a buffer resistor to prevent the charging current of the first capacitor C1 from being too large. As for the specific series connection order of the first resistor R1 and the first normally open contact KM1-2, no restrictions are imposed here.

[0048] This application discloses a tower brake system with a power failure protection mechanism, comprising: a DC power supply module, a first normally open brake contact of a brake switch, and a first brake coil unit. The tower brake system further includes: a second brake coil unit, a first normally closed contact and a first normally open contact of a main contactor, a second normally open contact and a protection coil of a protection switch, and a first capacitor. The tower brake system also includes a protection power supply, which is specifically the DC power supply module or a battery module. This application utilizes the protection power supply to charge the first capacitor and achieves short-term braking protection against sudden power failure of the DC power supply module through the first capacitor, a pair of contacts of the main contactor, and the contacts and coil of the protection switch. The structure is simple, the protection time is adjustable, and the cost and structure are significantly superior to traditional solutions.

[0049] This invention discloses a specific tower brake system with a power failure protection mechanism. Compared to the previous embodiment, this embodiment further explains and optimizes the technical solution. Specifically, in this embodiment, the protection power supply is a battery module V-BAT, see [link to relevant documentation]. Figure 2 As shown:

[0050] The tower brake system also includes the second normally open brake contact KS-2 of the brake switch, wherein:

[0051] The first end of the second normally open brake contact KS-2 is connected to the second end of the first normally closed contact KM1-1, and the second end of the second normally open brake contact KS-2 is connected to the first end of the first brake coil unit L1.

[0052] Understandably, when the protection power supply is the battery module V-BAT, it can not only charge the first capacitor C1, but also replace the DC power module V-DC to provide power to the first braking coil unit L1 when the DC power module V-DC suddenly loses power. Once the brake switch receives a trigger signal, the second brake normally open contact KS-2 will close, so that current flows through the first braking coil unit L1 and the corresponding motor braking is achieved.

[0053] Furthermore, when the protection power supply is the battery module V-BAT, the tower braking system also includes a first diode D1. The second normally open braking contact KS-2 is connected to the first braking coil unit L1 through the first diode D1. The internal current flow of the first diode D1 is from the second end of the second normally open braking contact KS-2 to the first end of the first braking coil unit L1. It can be understood that the first diode D1 serves an isolation function, preventing the positive output terminal DC+ of the DC power module V-DC from flowing back into the battery module V-BAT through the second normally open braking contact KS-2 in the event of an unexpected voltage problem.

[0054] Furthermore, to avoid the problems of the V-BAT battery module's inaccurate power level assessment and the need for frequent and timely replacement, the V-BAT battery module is generally a rechargeable battery that is continuously charged when conditions permit. Specifically, a battery charging module that receives AC power at one input terminal can be used to charge the V-BAT battery module, or a DC power supply module (V-DC) can be used directly for charging. To ensure charging safety and the safety of other circuits, the tower brake system also includes:

[0055] A second resistor R2 and / or a second diode D2 are connected in series between the positive output terminal DC+ of the DC power module V-DC and the positive output terminal of the battery module V-BAT. The internal current of the second diode D2 flows from the positive output terminal of the DC power module V-DC to the positive output terminal of the battery module V-BAT.

[0056] The second resistor R2 is used to prevent the battery module V-BAT from being overcharged, and the second diode D2 acts as an isolation device. Combined with the connection relationship between the second diode D2 and the first diode D1, it is ensured that the current from the DC power module V-DC to the battery module V-BAT can only pass through the second diode D2 and the second resistor R2, and cannot pass through the first diode D1, the second normally open braking contact KS-2 and the first normally closed contact K2-1.

[0057] This application utilizes a DC power module to charge a battery module and a battery module to charge a first capacitor. It also achieves short-term braking protection against sudden power failure of the DC power module through the first capacitor, a pair of contacts of the main contactor, and the contacts and coil of the protection switch. The structure is simple, the protection time is adjustable, and the cost and structure are significantly better than traditional solutions.

[0058] Accordingly, this application also discloses a tower brake chip, including a tower brake system with a power failure protection mechanism as described in any of the above.

[0059] Accordingly, this application also discloses a tower crane power unit, including a tower crane braking system with a power failure protection mechanism as described in any of the above claims.

[0060] The technical details of the tower brake system with power failure protection mechanism in this embodiment can be found in the relevant content in the above embodiment, and will not be repeated here.

[0061] In this embodiment, the tower crane braking chip and tower crane power unit have the same technical effects as the tower crane braking system with power failure protection mechanism described in the previous embodiment, and will not be repeated here.

[0062] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0063] The tower brake system, chip, and device provided by the present invention have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A tower crane braking system with power-off protection mechanism, comprising: The first brake coil unit of the DC power module, the first brake normally open contact of the brake switch, the first brake coil unit, wherein the first end of the first brake coil unit is connected with the positive output end of the DC power module through the first brake normally open contact, and the second end of the first brake coil unit is connected with the negative output end of the DC power module; characterized in that the tower brake system further comprises: a second brake coil unit, a first normally closed contact and a first normally open contact of a main contactor, a second normally open contact of a protection switch and a protection coil, and a first capacitor, wherein: The coil of the main contactor is energized only when the DC power module is powered on; The first end of the first normally closed contact is connected with the first end of the first normally open contact; The second end of the first normally closed contact is connected with the first end of the second normally open contact, and the second end of the second normally open contact is connected with the first end of the second brake coil unit; The second end of the first normally open contact is connected with the first end of the first capacitor and the first end of the protection coil; The second end of the second brake coil unit is connected with the second end of the first capacitor, the second end of the protection coil, and the negative output end of the DC power module; The tower brake system further comprises a protection power supply, which is specifically the DC power module or a battery module, and the positive output end of the protection power supply is connected with the first end of the first normally closed contact.

2. The tower crane braking system of claim 1, wherein, Further comprising a first resistor, wherein the first resistor and the first normally open contact are connected in series between the positive output end of the protection power supply and the first end of the first capacitor.

3. The tower crane braking system of claim 1, wherein, When the protection power supply is a battery module, the tower brake system further comprises a second brake normally open contact of the brake switch, wherein: The first end of the second brake normally open contact is connected with the second end of the first normally closed contact, and the second end of the second brake normally open contact is connected with the first end of the first brake coil unit.

4. The tower crane braking system of claim 3, wherein, When the protection power supply is a battery module, the tower brake system further comprises a first diode, the second brake normally open contact and the first brake coil unit are connected through the first diode, and the internal current flow direction of the first diode is from the second end of the second brake normally open contact to the first end of the first brake coil unit.

5. The tower crane braking system of claim 3, wherein, When the protection power supply is a battery module, the tower brake system further comprises a second resistor and / or a second diode connected in series between the positive output end of the DC power module and the positive output end of the battery module, and the internal current flow direction of the second diode is from the positive output end of the DC power module to the positive output end of the battery module.

6. The tower crane braking system of claim 3, wherein, When the protection power supply is a battery module, the tower brake system further comprises an input end receiving alternating current and a battery charging module for charging the battery module.

7. The tower crane braking system of claim 1, wherein, The DC power module is a converter module receiving alternating current at the input end.

8. The tower crane braking system according to any one of claims 1 to 7, wherein, The brake switch is a press-type physical switch.

9. A tower brake chip, characterized in that, The tower brake system with power failure protection mechanism as claimed in any one of claims 1 to 8.

10. A tower crane power unit, characterized in that The tower brake system with power failure protection mechanism as claimed in any one of claims 1 to 8.

Images