Ship lift ship chamber water depth self-adaptive emergency braking system and method

Abstract

The application discloses a ship-lifting chamber water depth self-adaptive emergency braking system and method, which comprises an electric pump group for providing hydraulic power, an oil outlet of the electric pump group being connected with a one-way filter valve group through a first one-way valve, an outlet of the one-way filter valve group being connected with a first electromagnetic reversing valve and a second electromagnetic reversing valve in parallel through a second one-way valve, a speed regulating valve being connected in series on the second electromagnetic reversing valve, an outlet of the speed regulating valve being connected with a third electromagnetic reversing valve and a proportional overflow valve in parallel, the other ends of the first electromagnetic reversing valve and the third electromagnetic reversing valve being connected with a working brake, a fourth electromagnetic reversing valve being installed between the working brake and an oil tank, and a PLC controller being further included for controlling the system. On the basis of adjusting a proportional overflow valve current to control a braking torque, the braking system can consider unbalanced load generated by a ship-lifting chamber misloaded water depth, can accurately output the braking torque, and can thus ensure that the ship-lifting chamber is braked under suitable acceleration, and mechanical impact or braking stroke is reduced.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of ship lift, and particularly relates to a ship lift ship chamber water depth self-adaptive emergency braking system and method. BACKGROUND

[0002] According to the design specification of the ship lift, the ship chamber driving system (or main lifting machine) should be provided with a working brake and a safety working brake. The working brake should be normally closed, and a hydraulic disc type working brake is preferably adopted. The braking mode of the ship chamber generally adopts electrical braking first, and when it is necessary to stop operation, the motor is controlled to slow down by the frequency converter, and then the working brake and the safety working brake are put into operation when the speed approaches zero.

[0003] Once the frequency converter or the motor is powered off or fails during operation, only the working brake can be used for emergency braking. In order to reduce the braking acceleration and avoid the impact and damage of the emergency braking on the driving system, the working brake adopts pressure regulation and gate closing, and the braking torque is generally calculated according to the standard water depth of the ship chamber. Since the ship chamber allows a certain misloaded water depth, the braking torque given according to the standard water depth cannot achieve the ideal braking effect. SUMMARY

[0004] The application aims to provide a ship lift ship chamber water depth self-adaptive emergency braking system and method. The braking system can accurately output the braking torque by considering the unbalanced load generated by the misloaded water depth of the ship chamber on the basis of adjusting the braking torque by the current control of the proportional overflow valve, so as to ensure the emergency braking of the ship chamber at a suitable acceleration and reduce the mechanical impact or braking stroke.

[0005] In order to realize the above technical features, the application is realized in the following manner: a ship lift ship chamber water depth self-adaptive emergency braking system, which comprises an electric pump group for providing hydraulic power, the oil outlet of the electric pump group is connected with a one-way filter valve group through a first one-way valve; the outlet of the one-way filter valve group is connected with a first electromagnetic reversing valve and a second electromagnetic reversing valve in parallel through a second one-way valve, a speed regulating valve is connected in series with the second electromagnetic reversing valve, the outlet of the speed regulating valve is connected with a third electromagnetic reversing valve and a proportional overflow valve in parallel; the other ends of the first electromagnetic reversing valve and the third electromagnetic reversing valve are connected with a working brake; a fourth electromagnetic reversing valve is installed between the working brake and an oil tank; and a PLC controller for controlling the system is further included.

[0006] The oil inlet of the electric pump group is connected in communication with the oil tank through an oil filter.

[0007] A manual pump oil system is included, which comprises a manual pump group, the oil inlet of the manual pump group is connected in communication with the oil tank, and the oil outlet of the manual pump group is connected with the one-way filter valve group through a third one-way valve.

[0008] An overflow valve for controlling system pressure is installed between the one-way oil filter valve group and the second one-way valve.

[0009] An accumulator, a pressure gauge and a first pressure sensor are sequentially installed on the pipeline between the second one-way valve and the first electromagnetic reversing valve.

[0010] A working overflow valve is installed on the pipeline between the second one-way valve and the first electromagnetic reversing valve.

[0011] A second pressure sensor is installed between the working brake and the fourth electromagnetic reversing valve.

[0012] A running control method of a ship chamber water depth self-adaptive emergency brake system of a ship lift:

[0013] Under normal operation:

[0014] The working brake receives a brake release command of the driving system, the first electromagnetic reversing valve and the fourth electromagnetic reversing valve are sequentially powered on, pressure oil enters the working brake rod cavity, overcomes the spring resistance to open the working brake, and the ship chamber starts to run.

[0015] When the ship chamber needs to stop, the frequency converter controls the driving motor to slow down first, and when it approaches zero speed, the first electromagnetic reversing valve and the fourth electromagnetic reversing valve lose power, and the working brake is closed through the fourth electromagnetic reversing valve.

[0016] Under emergency braking:

[0017] When power failure or frequency converter and driving motor failure occurs during the operation of the ship chamber, the electrical brake fails, and the emergency brake is started. At this time, the first electromagnetic reversing valve loses power, the third electromagnetic reversing valve, the fourth electromagnetic reversing valve and the second electromagnetic reversing valve are turned on, the proportional overflow valve operates according to the given current of the PLC controller, and the flexible brake effect of the working brake is realized.

[0018] A running control method of a ship chamber water depth self-adaptive emergency brake system of a ship lift:

[0019] Under emergency braking, the specific control process of the proportional overflow valve is: after the PLC controller receives the emergency brake command from the driving system, it synchronously reads the misloaded water depth and running direction parameters of the ship chamber, determines the input current of the proportional overflow valve through calculation, and then controls the oil pressure in the working brake rod cavity to adjust the output torque of the working brake, so as to ensure that the ship chamber stops according to the designed acceleration.

[0020] The specific calculation method of the input current of the proportional overflow valve is:

[0021] According to the design and operation requirements of the ship lift, when the ship lift driving system is powered off or has a serious electrical fault, all driving motors stop running, and the brake system implements emergency braking.

[0022] In the process of emergency braking, the load of the working brake is the inertial force and the unbalanced load of the drive system, and the braking torque comes from the spring force generated by the working brake itself. The interaction of the two determines the size of the acceleration;

[0023] Inertial force of the drive system M I Mainly including the rotational inertia of the rotating part of the drive mechanism, the inertial moment of the lifting operation of the cabin and the counterweight; the unbalanced load includes the error water depth load M L , system friction resistance and steel wire rope stiffness resistance M Z When the required rotational acceleration value is determined, the inertial force of the drive system M I , system friction resistance and steel wire rope stiffness resistance M Z Generally considered as a fixed value, and the ideal braking torque only changes with the error water depth load M L of the cabin; the size and direction of the error water depth load M L of the cabin have randomness, which may be consistent with the direction of the cabin operation or opposite; the calculation braking torque of the emergency braking and the error water depth of the cabin are as follows:

[0024]

[0025] In the formula:

[0026] M WB : Braking torque of a single working brake;

[0027] M I : Equivalent moment of the inertial force of the drive system converted to the motor shaft;

[0028] M z : Equivalent moment of the system friction resistance and steel wire rope stiffness resistance converted to the motor shaft;

[0029] M L : Equivalent moment of the error water depth of the cabin converted to the motor shaft, taking "+" when the direction of the error water depth load is consistent with the direction of the cabin operation, and "-" when it is opposite;

[0030] n: Number of working brake configurations of the cabin;

[0031] The equivalent moment of the error water depth M L in the formula is calculated as follows:

[0032]

[0033] In formula (1):

[0034] G L : Absolute value of the error water depth converted water weight;

[0035] R G : Radius of the drive gear for the ship's carriage;

[0036] i G The transmission ratio of the ship's cabin drive gear to the motor shaft;

[0037] The PLC controller of the brake electronic control system receives the emergency braking command sent by the main control system of the ship lift, the current water level of the ship chamber and the direction of operation. It calculates the ideal braking torque suitable for acceleration using formulas (1) and (2), and then calculates the hydraulic system control pressure based on the structural parameters of the brake. It also gives the input current of the proportional relief valve in combination with the current-pressure curve.

[0038] The present invention has the following beneficial effects:

[0039] Based on the adjustment of the proportional overflow valve current to control the braking torque, this invention takes into account the unbalanced load caused by the water depth of the ship hull being misloaded, and can accurately output the braking torque, thereby ensuring that the ship hull is braked in an emergency at a suitable acceleration, reducing mechanical impact or braking stroke. Attached Figure Description

[0040] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0041] Figure 1 This is a schematic diagram of the system principle of the present invention.

[0042] Figure 2 This is a control block diagram of the emergency braking process of the present invention.

[0043] Figure 3 This is a flowchart of the emergency braking method of the present invention.

[0044] In the diagram: 1. Working brake; 2. Proportional relief valve; 3. First solenoid directional valve; 4. Third solenoid directional valve; 5. Fourth solenoid directional valve; 6. Second solenoid directional valve; 7. Electric pump assembly; 8. Manual pump assembly; 9. Working relief valve; 10. Accumulator; 11. One-way oil filter valve assembly; 12. Relief valve; 13. Pressure gauge; 14. Oil filter; 15. First one-way valve; 16. Third one-way valve; 17. First pressure sensor; 18. Second pressure sensor; 19. Oil tank; 20. Speed ​​control valve; 21. Second one-way valve; 22. PLC controller. Detailed Implementation

[0045] The embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0046] Example 1:

[0047] See Figure 1The application discloses a ship lift ship chamber water depth self-adaptive emergency brake system, which comprises an electric pump group 7 for providing hydraulic power, the oil outlet of the electric pump group 7 is connected with a one-way oil filter valve group 11 through a first one-way valve 15, the outlet of the one-way oil filter valve group 11 is connected with a first electromagnetic reversing valve 3 and a second electromagnetic reversing valve 6 in parallel through a second one-way valve 21, a speed regulating valve 20 is connected in series on the second electromagnetic reversing valve 6, the outlet of the speed regulating valve 20 is connected with a third electromagnetic reversing valve 4 and a proportional overflow valve 2 in parallel, the other ends of the first electromagnetic reversing valve 3 and the third electromagnetic reversing valve 4 are connected with a working brake 1, a fourth electromagnetic reversing valve 5 is arranged between the working brake 1 and an oil tank 19, and a PLC controller 22 for controlling the system is further arranged.

[0048] Further, the oil inlet of the electric pump group 7 is communicated with the oil tank 19 through an oil filter 14. The oil filter 14 can filter the oil.

[0049] Further, a manual pump oil system is arranged, the manual pump oil system comprises a manual pump group 8, the oil inlet of the manual pump group 8 is communicated with the oil tank 19, and the oil outlet of the manual pump group 8 is connected with the one-way oil filter valve group 11 through a third one-way valve 16. The manual pump oil system can supply hydraulic power in a power-off mode.

[0050] Further, an overflow valve 12 for controlling system pressure is arranged between the one-way oil filter valve group 11 and the second one-way valve 21. The overflow valve 12 can be used for controlling system pressure, thereby guaranteeing the safety and reliability of system operation.

[0051] Further, a pressure accumulator 10, a pressure gauge 13 and a first pressure sensor 17 are sequentially arranged on the pipeline between the second one-way valve 21 and the first electromagnetic reversing valve 3. The pressure accumulator 10 can be used for storing energy of the system, thereby guaranteeing the stability of the system. The pressure gauge 13 can be used for displaying system pressure. The first pressure sensor 17 can be used for transmitting pressure signals.

[0052] Further, a working overflow valve 9 is arranged on the pipeline between the second one-way valve 21 and the first electromagnetic reversing valve 3. The working overflow valve 9 can be used for automatically overflowing, thereby being used for automatically adjusting the working pressure of the working brake 1.

[0053] Further, a second pressure sensor 18 is arranged between the working brake 1 and the fourth electromagnetic reversing valve 5. The second pressure sensor 18 can be used for monitoring the working pressure of the working brake 1.

[0054] Embodiment 2

[0055] Referring to Figures 2-3 A running control method of a ship chamber water depth self-adaptive emergency braking system of a ship lift:

[0056] In normal running condition:

[0057] The working brake 1 receives a brake release command of the driving system, the first electromagnetic directional valve 3 and the fourth electromagnetic directional valve 5 are sequentially powered on, the pressure oil enters the rod cavity of the working brake 1, the spring resistance is overcome to open the working brake, and the ship chamber starts running.

[0058] When the ship chamber needs to stop, the frequency converter controls the driving motor to slow down first, and when the speed approaches zero, the first electromagnetic directional valve 3 and the fourth electromagnetic directional valve 5 are powered off, and the working brake is closed through the fourth electromagnetic directional valve 5.

[0059] In emergency braking condition:

[0060] When power failure or frequency converter and driving motor failure occurs during the running of the ship chamber, the electrical brake fails, and the emergency brake is started, at this time, the first electromagnetic directional valve 3 is powered off, the third electromagnetic directional valve 4, the fourth electromagnetic directional valve 5 and the second electromagnetic directional valve 6 are connected, the proportional overflow valve 2 is adjusted in pressure according to the given current of the PLC controller 22, and the flexible braking effect of the working brake is realized.

[0061] Embodiment 3

[0062] A running control method of a ship chamber water depth self-adaptive emergency braking system of a ship lift:

[0063] In emergency braking condition, the specific control process of the proportional overflow valve 2 is that after the PLC controller 22 receives the emergency braking command of the driving system, the misloaded water depth and the running direction parameters of the ship chamber are read synchronously, the input current of the proportional overflow valve 2 is given through calculation and judgment, and then the oil pressure of the rod cavity of the working brake is controlled to adjust the output torque of the working brake 1, so as to ensure that the braking stop is according to the designed acceleration.

[0064] Embodiment 4

[0065] The specific calculation method of the input current of the proportional overflow valve 2 is:

[0066] According to the design running requirements of the ship lift, when the driving system of the ship lift is powered off or has serious electrical failure, all driving motors are out of running, and the braking system implements emergency braking.

[0067] The load borne by the working brake during emergency braking is the inertial force and unbalanced load of the drive system, and the braking torque comes from the spring force generated by the working brake itself, and the interaction of the two determines the size of the acceleration;

[0068] Inertial force of the drive system M I Mainly including the rotational inertia of the rotating part of the driving mechanism, the inertial moment of the lifting operation of the cabin and the counterweight; the unbalanced load includes the error water depth load M L , system friction resistance and steel wire rope stiffness resistance M Z When the required rotational acceleration value is determined, the inertial force of the drive system M I , system friction resistance and steel wire rope stiffness resistance M Z Generally considered as a fixed value, and the ideal braking torque only changes with the error water depth load M L of the cabin; the size and direction of the error water depth load M L of the cabin have randomness, which may be consistent with the direction of the cabin operation or opposite; the calculation braking torque of emergency braking and the error water depth of the cabin are as follows:

[0069]

[0070] In formula (1):

[0071] M WB : Braking torque of a single working brake;

[0072] M I : Equivalent moment of the inertial force of the drive system converted to the motor shaft;

[0073] M z : Equivalent moment of the system friction resistance and steel wire rope stiffness resistance converted to the motor shaft;

[0074] M L : Equivalent moment of the error water depth of the cabin converted to the motor shaft, taking "+" when the direction of the error water depth load is consistent with the direction of the cabin operation, and "-" when it is opposite;

[0075] n: Number of working brake configurations of the cabin;

[0076] The equivalent moment M L of the error water depth in formula 1 is calculated as follows:

[0077]

[0078] In the formula:

[0079] G L : Absolute value of the error water depth converted water weight;

[0080] RG : Lifting chamber drive gear radius;

[0081] i G : Transmission ratio of lifting chamber drive gear reduced to motor shaft;

[0082] The PLC controller 22 of the brake electric control system receives the emergency brake command sent by the main control system of the ship-to-shore crane, the current water level of the lifting chamber and the running direction, calculates the ideal brake torque under the suitable acceleration through formulas (1) and (2), calculates the hydraulic system control pressure according to the structural parameters of the brake, and inputs the current of the proportional overflow valve 2 in combination with the current-pressure curve.

Claims

1. A method for operating control of an adaptive emergency braking system for the water depth of a ship lift's cargo compartment, the adaptive emergency braking system for the water depth of the ship lift's cargo compartment includes an electric pump unit (7) for providing hydraulic power, the oil outlet of the electric pump unit (7) being connected to a one-way oil filter valve group (11) via a first one-way valve (15); the outlet of the one-way oil filter valve group (11) is connected in parallel with a first electromagnetic directional valve (3) and a second electromagnetic directional valve (6) via a second one-way valve (21), a speed regulating valve (20) is connected in series on the second electromagnetic directional valve (6), and a third electromagnetic directional valve (4) and a proportional relief valve (2) are connected in parallel at the outlet of the speed regulating valve (20); the other ends of the first electromagnetic directional valve (3) and the third electromagnetic directional valve (4) are connected to a working brake (1); a fourth electromagnetic directional valve (5) is installed between the working brake (1) and the oil tank (19); and a PLC controller (22) for controlling the system is also included. In emergency braking situations: When a power outage or frequency converter or drive motor failure occurs during the operation of the ship carriage, the electrical brake fails and the emergency brake is activated. At this time, the first electromagnetic reversing valve (3) loses power, and the third electromagnetic reversing valve (4), the fourth electromagnetic reversing valve (5), and the second electromagnetic reversing valve (6) are connected. The proportional overflow valve (2) operates according to the current given by the PLC controller (22) to achieve the flexible braking effect of the working brake. In the event of emergency braking, the specific control process of the proportional relief valve (2) is as follows: After receiving the emergency braking command issued by the drive system, the PLC controller (22) synchronously reads the overload water depth and running direction parameters of the ship carrier, calculates and judges, gives the input current of the proportional relief valve (2), and then controls the oil pressure of the rod chamber of the working brake, adjusts the output torque of the working brake (1), and ensures that the acceleration braking stops according to the design requirements. The specific calculation method for the input current of the proportional relief valve (2) is as follows: According to the design and operation requirements of the ship lift, when the ship lift drive system experiences a power outage or a serious electrical fault, all drive motors will stop operating and the braking system will implement emergency braking. The relationship between the calculated braking torque for emergency braking and the depth of the ship's cargo box after overloading is shown in the following formula: （1） In the formula: M WB Braking force of a single working brake; M I The equivalent torque of the inertial force of the drive system converted to the motor shaft; M z The equivalent torque of system frictional resistance and wire rope stiffness resistance converted to the motor shaft; M L The equivalent torque on the motor shaft is calculated based on the water depth of the misloaded cargo box. When the direction of the misloaded cargo box load is in the same direction as the direction of the cargo box's operation, take "+"; when it is opposite, take "-". n : Number of working brakes configured in the ship's compartment; Equivalent torque of misload depth in formula (1) M L The calculation is as follows: （2） In the formula: G L The absolute value of the water body weight converted from the depth of the misloaded water; R G : Radius of the drive gear for the ship's carriage; i G The transmission ratio of the ship's cabin drive gear to the motor shaft; The PLC controller (22) of the brake electronic control system receives the emergency braking command sent by the main control system of the ship lift, the current water level of the ship chamber and the direction of operation. It calculates the ideal braking torque suitable for acceleration through formulas (1) and (2), and then calculates the hydraulic system control pressure according to the structural parameters of the brake. It also gives the input current to the proportional relief valve (2) in combination with the current-pressure curve.

2. The operation control method of the ship lift's ship-carrying chamber water depth adaptive emergency braking system according to claim 1, characterized in that: The oil inlet of the electric pump unit (7) is connected to the oil tank (19) through the oil filter (14).

3. The operation control method of the ship lift's ship-carrying chamber water depth adaptive emergency braking system according to claim 2, characterized in that: The system includes a manual oil pumping system, which includes a manual pump assembly (8). The oil inlet of the manual pump assembly (8) is connected to the oil tank (19), and the oil outlet of the manual pump assembly (8) is connected to the one-way oil filter valve assembly (11) through a third one-way valve (16).

4. The operation control method of the ship lift's ship-carrying chamber water depth adaptive emergency braking system according to claim 1, characterized in that: An overflow valve (12) for controlling system pressure is installed between the one-way oil filter valve assembly (11) and the second one-way valve (21).

5. The operation control method of the ship lift's ship-carrying chamber water depth adaptive emergency braking system according to claim 1, characterized in that: An accumulator (10), a pressure gauge (13) and a first pressure sensor (17) are installed sequentially on the pipeline between the second one-way valve (21) and the first solenoid directional valve (3).

6. The operation control method of the ship lift's ship-carrying chamber water depth adaptive emergency braking system according to claim 5, characterized in that: A working relief valve (9) is installed on the pipeline between the second check valve (21) and the first solenoid directional valve (3).

7. The operation control method of the ship lift's ship-carrying chamber water depth adaptive emergency braking system according to claim 1, characterized in that: A second pressure sensor (18) is installed between the working brake (1) and the fourth solenoid directional valve (5).

8. The operation control method of the ship lift's ship-carrying chamber water depth adaptive emergency braking system according to claim 1, characterized in that: Under normal operating conditions: When the working brake (1) receives the release command from the drive system, the first electromagnetic reversing valve (3) and the fourth electromagnetic reversing valve (5) are energized in succession, and the pressure oil enters the rod chamber of the working brake (1), overcoming the spring resistance to open the working brake, and the ship carrier starts to run. When the ship carriage needs to stop, the frequency converter first controls the drive motor to decelerate. When it approaches zero speed, the first electromagnetic reversing valve (3) and the fourth electromagnetic reversing valve (5) are de-energized, and the working brake is depressurized and closed through the fourth electromagnetic reversing valve (5).

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