A method and apparatus for brake down speed rolling

Abstract

This invention provides a braking deceleration and pressing method and apparatus. The method includes: after the head of the rolled piece enters the brake roll, applying a first pressure to the brake roll via a pressure driving device to maintain sliding friction between the brake roll and the rolled piece under the first pressure; after a first preset time, adjusting the pressure applied to the brake roll by the pressure driving device to a second pressure to reduce the speed of the rolled piece to a preset release speed as the sliding friction between the brake roll and the rolled piece converts to static friction; when the speed of the rolled piece decreases to the preset release speed and the tail of the rolled piece reaches a preset first distance from the brake roll, adjusting the pressure applied to the brake roll by the pressure driving device to a third pressure; after a second preset time delay, controlling the pressure driving device to remove the third pressure so that the brake roll separates from the rolled piece before the tail of the rolled piece leaves the brake roll.

Description

Technical Field

[0001] This invention relates to the field of braking and deceleration of high-speed bar stock, and more particularly to a braking and deceleration method and apparatus. Background Technology

[0002] On a high-speed bar production line, the high-speed loading system enables high-speed, multiple-length finished products to be loaded onto the cooling bed at speeds up to 45 m / s. The tail-clamping brake device is located before the rotating drum assembly. Its clamping brake rollers are arranged parallel and compactly at the cooling bed entrance, aligned with the channel along the rolling direction. This clamps the rolled piece, maintaining tension and ensuring stable transport. It operates continuously, allowing for precise control of speed and clamping force. The tail-clamping brake brakes the tail of the rolled piece, reducing its speed to approximately 5 m / s. The piece then slides freely to a stop in the rotating drum groove, achieving high-speed, multiple-length loading onto the cooling bed. Failure to malfunction or proper braking function can lead to a complete production line shutdown, with significant impact. Therefore, precise control of the high-speed bar tail-clamping brake device is crucial.

[0003] In the process of developing this invention, the applicant discovered at least the following problems in the prior art:

[0004] While maintaining braking effectiveness, the tail brake box is prone to damage. Summary of the Invention

[0005] This invention provides a braking deceleration method and apparatus that solves the problem of easy damage to the tail brake box while maintaining braking effect.

[0006] To achieve the above objectives, in one aspect, embodiments of the present invention provide a braking deceleration method, comprising:

[0007] After the head of the workpiece enters the brake roll, a first pressure is applied to the brake roll by a pressure drive device so that the brake roll and the workpiece maintain sliding friction under the first pressure.

[0008] After a first preset time, the pressure applied to the brake roller by the pressure driving device is adjusted to a second pressure, so that the speed of the workpiece decreases to a preset release speed as the sliding friction between the brake roller and the workpiece is converted to static friction.

[0009] When the speed of the rolled piece drops to the preset release speed, and the tail of the rolled piece reaches a preset first distance from the brake roller, the pressure applied to the brake roller by the pressure driving device is adjusted to the third pressure.

[0010] After a second preset time delay, the pressure driving device is controlled to remove the third pressure so as to separate the brake roller from the workpiece before the tail of the workpiece leaves the brake roller.

[0011] The second pressure is greater than the first pressure and the third pressure.

[0012] Further, applying the first pressure to the brake roller via the pressure drive device includes:

[0013] The first solenoid valve and the second solenoid valve are controlled such that the first return air or liquid port of the first solenoid valve is connected to the first working port of the first solenoid valve, the air inlet or liquid port of the first solenoid valve is connected to the second working port of the first solenoid valve, the second return air or liquid port of the first solenoid valve is in an open circuit state, the first return air or liquid port of the second solenoid valve is in an open circuit state, the air inlet or liquid port of the second solenoid valve is connected to the first working port of the second solenoid valve, and the second return air or liquid port of the second solenoid valve is connected to the second working port of the second solenoid valve, thereby driving the piston rod of the pneumatic or hydraulic cylinder to apply the first pressure to the brake roller.

[0014] Further, adjusting the pressure applied to the brake roller by the pressure driving device to a second pressure includes:

[0015] The first solenoid valve and the second solenoid valve are controlled such that the first return air or liquid port of the first solenoid valve is in a disconnected state, the air or liquid port of the first solenoid valve is connected to the first working port of the first solenoid valve, the second return air or liquid port of the first solenoid valve is connected to the second working port of the first solenoid valve, the first return air or liquid port of the second solenoid valve is in a disconnected state, the air or liquid port of the second solenoid valve is connected to the first working port of the second solenoid valve, and the second return air or liquid port of the second solenoid valve is connected to the second working port of the second solenoid valve, thereby driving the piston rod of the pneumatic or hydraulic cylinder to apply the second pressure to the brake roller.

[0016] Furthermore, the first pressure is equal to the third pressure;

[0017] Adjusting the pressure applied to the brake roller by the pressure driving device to a third pressure includes:

[0018] The first solenoid valve and the second solenoid valve are controlled such that the first return air or liquid port of the first solenoid valve is connected to the first working port of the first solenoid valve, the air inlet or liquid port of the first solenoid valve is connected to the second working port of the first solenoid valve, the second return air or liquid port of the first solenoid valve is in an open circuit state, the first return air or liquid port of the second solenoid valve is in an open circuit state, the air inlet or liquid port of the second solenoid valve is connected to the first working port of the second solenoid valve, and the second return air or liquid port of the second solenoid valve is connected to the second working port of the second solenoid valve, thereby driving the piston rod of the pneumatic or hydraulic cylinder to apply the third pressure to the brake roller.

[0019] Furthermore, the first pressure is equal to the third pressure;

[0020] Controlling the pressure drive device to remove the third pressure includes:

[0021] Control the first solenoid valve and the second solenoid valve so that the first return air or liquid port of the first solenoid valve is connected to the first working port of the first solenoid valve, the air inlet or liquid port of the first solenoid valve is connected to the second working port of the first solenoid valve, and the second return air or liquid port of the first solenoid valve is in an open circuit state. The first return air or liquid port of the second solenoid valve is connected to the first working port of the second solenoid valve, the air inlet or liquid port of the second solenoid valve is connected to the second working port of the second solenoid valve, and the second return air or liquid port of the second solenoid valve is in an open circuit state. Drive the piston rod of the pneumatic or hydraulic cylinder to retract to remove the third pressure and separate the brake roller from the workpiece.

[0022] On the other hand, embodiments of the present invention provide a braking deceleration device, comprising:

[0023] The first pressing unit is used to apply a first pressure to the brake roll through a pressure driving device after the head of the workpiece enters the brake roll, so that the brake roll and the workpiece maintain sliding friction under the first pressure.

[0024] The second pressing unit is used to adjust the pressure applied to the brake roller by the pressure driving device to the second pressure after the first preset time, so that the speed of the workpiece decreases to the preset release speed as the sliding friction between the brake roller and the workpiece is converted to static friction.

[0025] The first release unit is used to adjust the pressure applied to the brake roller by the pressure driving device to the third pressure when the speed of the rolled piece drops to the preset release speed and the tail of the rolled piece reaches a preset first distance from the brake roller.

[0026] The second release unit is used to control the pressure drive device to remove the third pressure after a second preset time delay, so as to separate the brake roller from the workpiece before the tail of the workpiece leaves the brake roller.

[0027] The second pressure is greater than the first pressure and the third pressure.

[0028] Further, the first pressing unit is configured to: control the first solenoid valve and the second solenoid valve such that the first return air or liquid port of the first solenoid valve is connected to the first working port of the first solenoid valve, the air inlet or liquid port of the first solenoid valve is connected to the second working port of the first solenoid valve, the second return air or liquid port of the first solenoid valve is in an open circuit state, the first return air or liquid port of the second solenoid valve is in an open circuit state, the air inlet or liquid port of the second solenoid valve is connected to the first working port of the second solenoid valve, and the second return air or liquid port of the second solenoid valve is connected to the second working port of the second solenoid valve, thereby driving the piston rod of the pneumatic or hydraulic cylinder to apply the first pressure to the brake roller.

[0029] Further, the second pressing unit is configured to: control the first solenoid valve and the second solenoid valve so that the first return air or liquid port of the first solenoid valve is in a disconnected state, the air inlet or liquid port of the first solenoid valve is connected to the first working port of the first solenoid valve, the second return air or liquid port of the first solenoid valve is connected to the second working port of the first solenoid valve, the first return air or liquid port of the second solenoid valve is in a disconnected state, the air inlet or liquid port of the second solenoid valve is connected to the first working port of the second solenoid valve, and the second return air or liquid port of the second solenoid valve is connected to the second working port of the second solenoid valve, thereby driving the piston rod of the pneumatic or hydraulic cylinder to apply the second pressure to the brake roller.

[0030] Furthermore, the first pressure is equal to the third pressure;

[0031] The first release unit is configured to: control the first solenoid valve and the second solenoid valve such that the first return air or liquid port of the first solenoid valve is connected to the first working port of the first solenoid valve, the air inlet or liquid port of the first solenoid valve is connected to the second working port of the first solenoid valve, the second return air or liquid port of the first solenoid valve is in an open circuit state, the first return air or liquid port of the second solenoid valve is in an open circuit state, the air inlet or liquid port of the second solenoid valve is connected to the first working port of the second solenoid valve, and the second return air or liquid port of the second solenoid valve is connected to the second working port of the second solenoid valve, thereby driving the piston rod of the pneumatic or hydraulic cylinder to apply the third pressure to the brake roller.

[0032] Furthermore, the first pressure is equal to the third pressure;

[0033] The second release unit is configured to: control the first solenoid valve and the second solenoid valve such that the first return air or liquid port of the first solenoid valve is connected to the first working port of the first solenoid valve, the air inlet or liquid port of the first solenoid valve is connected to the second working port of the first solenoid valve, the second return air or liquid port of the first solenoid valve is in an open circuit state, the first return air or liquid port of the second solenoid valve is connected to the first working port of the second solenoid valve, the air inlet or liquid port of the second solenoid valve is connected to the second working port of the second solenoid valve, and the second return air or liquid port of the second solenoid valve is in an open circuit state, thereby driving the piston rod of the pneumatic or hydraulic cylinder to retract to remove the third pressure and separate the brake roller from the workpiece.

[0034] The above technical solution has the following beneficial effects: By employing high-pressure and low-pressure driven tail-end braking devices in high-speed bar production lines to clamp or release the rolled piece, pressure can be applied or released to the tail-end braking device in a gradient manner. This avoids large instantaneous impacts when the tail-end braking device applies or releases pressure to the rolled piece, thus preventing the tail-end braking device from being subjected to large instantaneous impacts while maintaining braking effectiveness. This improves the service life of the tail-end braking device and maintains the long-term operational stability of the production line. Furthermore, using a pneumatic system to fully utilize sufficient air as a gas source can significantly reduce operating costs. Alternatively, a hydraulic system can be used to obtain stable pressure. Attached Figure Description

[0035] 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 some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 This is a flowchart of a braking deceleration method according to one embodiment of the present invention;

[0037] Figure 2 This is a schematic diagram of the tail-clamping braking device according to one embodiment of the present invention;

[0038] Figure 3 This is a schematic diagram of a single-valve tail-clamping brake control system under existing technology;

[0039] Figure 4 This is the tail-clamping braking control sequence under the existing single valve technology;

[0040] Figure 5 This is the tail-clamping braking control sequence of a braking deceleration device according to one embodiment of the present invention;

[0041] Figure 6 This is a schematic diagram of the structure and first working state of a pressure driving device according to one embodiment of the present invention;

[0042] Figure 7 This is a schematic diagram of the structure and second working state of a pressure driving device according to one embodiment of the present invention;

[0043] Figure 8 This is a schematic diagram of the structure and third working state of a pressure driving device according to one embodiment of the present invention;

[0044] Figure 9 This is a schematic diagram of the structure and fourth working state of a pressure driving device according to one embodiment of the present invention;

[0045] Figure 10 This is a schematic diagram of the architecture of a braking deceleration device according to one embodiment of the present invention;

[0046] The reference numerals in the attached diagram are as follows: 1. Pneumatic or hydraulic cylinder; 2. Quick-release valve; 21. R port of quick-release valve; 22. P port of quick-release valve; 23. A port of quick-release valve; 3. Inlet air or hydraulic line; 4. First return air or hydraulic line; 5. Second return air or hydraulic line; 6. First solenoid valve; 60. Inlet air or hydraulic port of the first solenoid valve; 61. First return air or hydraulic port of the first solenoid valve; 62. Second return air or hydraulic port of the first solenoid valve; 63. First working port of the first solenoid valve; 64. Second working port of the first solenoid valve; 7. Valve seat; 8. Valve seat pressure relief port; 9. Second solenoid valve; 90. Inlet air or hydraulic port of the second solenoid valve; 91. First return air or hydraulic port of the second solenoid valve; 92. Second return air or hydraulic port of the second solenoid valve; 93. First working port of the second solenoid valve; 94. 10. Second working port of the second solenoid valve; 10. Pressure reducing valve; 101. First-axis gear; 102. Second-axis gear; 103. Third-axis gear; 104. Upper brake roller; 105. Lower brake roller; 106. Upper flat gear; 107. Lower flat gear; 108. First transmission gear; 109. Second transmission gear; 110. Lifting lug; 111. Rotation direction of the upper brake roller; 112. Rotation direction of the first-axis gear; 113. Rotation direction of the second-axis gear; 114. Instantaneous impact on the bearing of the second-axis gear; 115. Instantaneous impact on the bearing of the first-axis gear; 116. Cylinder in a single-valve system in the prior art; 117. Solenoid valve in a single-valve system in the prior art; 118. First pressure action time range; 119. Second pressure action time range. Detailed Implementation

[0047] 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.

[0048] On the one hand, such as Figure 1 As shown, an embodiment of the present invention provides a braking deceleration method, comprising:

[0049] Step S120: After the head of the workpiece enters the brake roller, a first pressure is applied to the brake roller by a pressure driving device so that the brake roller and the workpiece maintain sliding friction under the first pressure.

[0050] Step S121: After the first preset time, the pressure applied to the brake roller by the pressure driving device is adjusted to the second pressure, so that the speed of the workpiece decreases to the preset release speed as the sliding friction between the brake roller and the workpiece is converted to static friction.

[0051] Step S122: When the speed of the rolled piece drops to the preset release speed and the tail of the rolled piece reaches a preset first distance from the brake roller, the pressure applied to the brake roller by the pressure driving device is adjusted to the third pressure.

[0052] Step S123: After a second preset time delay, control the pressure driving device to remove the third pressure so as to separate the brake roller from the workpiece before the tail of the workpiece leaves the brake roller.

[0053] The second pressure is greater than the first pressure and the third pressure.

[0054] In some embodiments, the structure of the tail clamping braking device 100 of the high-speed bar production line is as follows: Figure 2As shown, the first transmission gear 108 and the second transmission gear 109 drive the first shaft gear 101, the first shaft gear 101 drives the second shaft gear 102, the second shaft gear 102 drives the third shaft gear 103, the upper brake roller 104 meshes with the second shaft gear 102, and the lower brake roller 105 meshes with the third shaft gear 103. The second shaft gear 102 and the third shaft gear 103 have the same number of teeth, and the upper brake roller 104 and the lower brake roller 105 also have the same number of teeth. Through the above gear meshing, the upper brake roller 104 and the lower brake roller 105 operate at the same speed, one clockwise and one counterclockwise. At the same time, the second shaft gear 102 and the third shaft gear 103 mesh through the upper flat plate tooth 106 and the lower flat plate tooth 107 in the middle to achieve symmetrical movement of the upper brake roller 104 and the lower brake roller 105 during oscillation. The pressure drive device is connected to the lifting lug 110. The pressure output by the pressure drive device is transmitted to the lifting lug, which presses down the upper brake roller 104, thereby driving the lower brake roller 105 to make synchronous relative motion.

[0055] For a tail-clamping brake device, the pressure drive device presses down on the brake rollers inside the device, which are transmitted through the clamping brake housing (specifically via lifting lugs). The high-speed steel support (rolled workpiece) decelerates under the frictional force of the brake rollers. The braking force of the steel support (rolled workpiece) depends on the friction coefficient and normal pressure of the brake rollers. The reaction force of the normal pressure of the brake rollers is the impact force of the clamping brake housing. In terms of braking effect, the greater the normal pressure, the better the braking effect.

[0056] However, the inventor addressed the issue of... Figure 3 Analysis of the prior art single-valve tail-clamping braking system revealed that... Figure 3 The single-valve clamping tail braking system shown can only provide a single braking pressure throughout the entire braking process. The braking control sequence based on this single-valve clamping tail braking system is as follows: Figure 4 As shown, during the period from when the workpiece head reaches the brake roll to when the workpiece leaves the brake roll, the prior art uses a solenoid valve 117 in the existing single-valve system to control a cylinder 116 in the existing single-valve system to apply a single braking pressure to the tail brake device housing. The greater this positive pressure, the greater the impact load on the tail brake device housing, which can lead to breakage of the bearing cage and gear breakage. Analysis of the causes of excessive impact load on the tail brake device housing revealed that during the clamping and releasing moments, the first shaft (the shaft of the first shaft gear), second shaft (the shaft of the second shaft gear), and third shaft (the shaft of the third shaft gear) of the tail brake device undergo an instantaneous acceleration and deceleration process. Therefore, the shaft system and positioning gears of the tail brake device experience significant impact during clamping and releasing. Figure 2As shown, the upper brake roller 104 and the second-axis gear 102 swing up and down together around the meshing point of the synchronous positioning gear plate (upper flat plate gear 106 and lower flat plate gear 107), and the lower brake roller 105 and the third-axis gear 103 swing up and down together around the meshing point of the synchronous positioning gear plate (upper flat plate gear 106 and lower flat plate gear 107). The pressure drive device can be connected to the upper brake roller 104 through the lifting lug 110. During normal operation, the brake roller is driven. Because the second-axis gear meshes with the upper brake roller, and the first-axis gear meshes with the second-axis gear, the rotation directions of the upper brake roller shaft, the first-axis gear, and the second-axis gear are as follows: Figure 2 The normal rotation direction is 111 for the upper brake roller, 112 for the first shaft gear, and 113 for the second shaft gear. This occurs the instant the pressure drive device presses down. Figure 2 The instantaneous impact loads are the instantaneous impact 114 on the bearing of the second-axis gear and the instantaneous impact 115 on the bearing of the first-axis gear. Simultaneously, the braking force F = μN of the brake roller, the friction coefficient μ is related to the brake roller ring, and the normal pressure N is the cylinder air pressure P * piston area S. Therefore, the braking force F = μPS, meaning the greater the pressure output by the pressure drive device, the greater the braking force. However, the greater the pressure output by the pressure drive device, the greater the impact force on the shaft system of the tail clamping brake device housing. Statistical analysis shows that multiple failures have caused prolonged shutdowns of the high-speed bar stock tail clamping brake device. Besides insufficient braking force leading to steel runaway, the following phenomena have also occurred: ① damaged bearing cages inside the housing; ② broken positioning teeth (upper flat plate tooth 106 and lower flat plate tooth 107) and broken teeth of the intermediate housing transmission second-axis gear; ③ fracture of the pressure drive device base; ④ broken lifting lugs, etc. A consistent conclusion was reached after comparing the on-site operating conditions and process parameters: these failures are closely related to large vibrations in the tail clamping brake device housing and the inability to eliminate internal stress. The starting point for reducing impact load is to reduce the pressure of the pressing cylinder. However, to ensure braking effect, the higher the pressure during braking of the steel support (rolled piece), the greater the friction and the better the braking effect. So how do we evaluate the working pressure of the tail brake and adjust it to a level that ensures braking while mitigating impact? Production verification has shown that optimizing it individually... Figure 3 The single-valve pressing cylinder shown is difficult to control individually; therefore, precise control of the pressing cylinder's air pressure is crucial.

[0057] Therefore, based on the analysis of the structure and instantaneous impact experienced by the tail clamping braking device in a high-speed bar production line, the embodiments of the present invention achieve the following: Figure 5 The control sequence shown. Figure 5 In the diagram, reference numeral 118 indicates the first pressure application time range, and reference numeral 119 indicates the second pressure application time range. The overlapping portion of the first and second pressure application time ranges is achieved through parallel connection within the pressure drive device, causing the pressure drive device to output the second pressure. This embodiment of the invention uses high and low pressure control; the high pressure is only responsible for braking (e.g., in...). Figure 5The pressure drive device outputs the second pressure (responsible for braking) during the overlapping portion of the first and second pressure application time ranges. Before braking is required and before the steel tail leaves the brake roller after braking, the pressure drive device outputs low pressure (i.e., the first pressure). During braking, the pressure drive device outputs high pressure (i.e., the second pressure), thus achieving pressure application or release of the tail clamping brake device in a gradient manner of high and low pressure. This avoids the large instantaneous impact that occurs when applying or releasing pressure to the rolled piece under a single pressure in the existing technology. After the steel support brakes and decelerates to the release speed set by the process parameters, and before the steel tail leaves the brake roller, the pressure drive device controls the brake roller to separate and open the brake roller, avoiding the problem of instantaneous secondary downward impact when the steel tail leaves, which exists in the existing technology. While maintaining the braking effect, the tail clamping brake device is protected from large instantaneous impacts, thereby improving the service life of the tail clamping brake device and maintaining the long-term operational stability of the production line. Specifically, as shown in the figure... Figure 5 As shown, 0.2 seconds after the signal of the rolled piece head is detected at the clamping brake device housing (ensuring the steel support head enters the brake roller), the pressure drive device is triggered to output the first pressure. The trigger point for the pressure drive device to output the second pressure must lag behind the output of the first pressure by T1 seconds (preferably 0.5 seconds), or by T2 seconds (preferably 0.2 seconds) before the double-length shear is completed, to ensure that the pressure drive device has clamped the brake roller in place. At the end of the braking stage, the tail tracking is used until the tail has not yet reached the brake roller (for example, when the distance L1 between the double-length shear and the brake roller is 30 meters, the tail tracking distance L2 can be set to 29 meters, that is, when the tail of the rolled piece is 1 meter away from the brake roller) and the braking process has been completed, which is the trigger point for the pressure drive device to remove the second pressure and switch to outputting the first pressure. The trigger point for the pressure drive device to stop outputting the first pressure is after a delay of T3 milliseconds (preferably 50 milliseconds).

[0058] Furthermore, such as Figure 6 , Figure 7 , Figure 8 , Figure 9 As shown, the pressure driving device includes: a pneumatic or hydraulic cylinder 1, an air or liquid inlet line 3, a first air or liquid return line 4, a second air or liquid return line 5, a first solenoid valve 6, and a second solenoid valve 9.

[0059] The first solenoid valve 6 includes: an air or liquid inlet 60, a first air or liquid return port 61, a second air or liquid return port 62, a first working port 63, and a second working port 64.

[0060] The second solenoid valve 9 includes: an air or liquid inlet 90, a first air or liquid return port 91, a second air or liquid return port 92, a first working port 93, and a second working port 94.

[0061] Specifically, the pressure driving device includes: a pneumatic or hydraulic cylinder 1, a quick-release valve 2, an air or liquid inlet line 3, a first air or liquid return line 4, a second air or liquid return line 5, a first solenoid valve 6, a valve seat 7, a second solenoid valve 9, and a pressure reducing valve 10.

[0062] The air or liquid inlet 60 of the first solenoid valve 6 is connected to the air or liquid inlet line 3; the first air or liquid return port 61 of the first solenoid valve 6 is connected to the first air or liquid return line 4; the second air or liquid return port 62 of the first solenoid valve 6 is connected to the second air or liquid return line 5; the first working port 63 of the first solenoid valve 6 is connected to the R port 21 of the quick exhaust valve 2; and the second working port 64 of the first solenoid valve 6 is connected to the valve seat pressure relief port 8.

[0063] The air or liquid inlet 90 of the second solenoid valve 9 is connected to the pressure reducing valve 10, and the pressure reducing valve 10 is connected to the air or liquid inlet line 3; the first air or liquid return inlet 91 of the second solenoid valve 9 is connected to the first air or liquid return line 4; the second air or liquid return inlet 92 of the second solenoid valve 9 is connected to the second air or liquid return line 5; the first working port 93 of the second solenoid valve 9 is connected to the P port 22 of the quick discharge valve 2; the second working port 94 of the second solenoid valve 9 is connected to the rod chamber of the pneumatic or hydraulic cylinder 1.

[0064] The A port 23 of the quick-release valve 2 is connected to the rodless chamber of the pneumatic or hydraulic cylinder 1;

[0065] The first solenoid valve 6 is mounted on the valve seat 7; the valve seat pressure relief port 8 is provided on the valve seat 7; the brake roller includes an upper brake roller 104; the left edge of the upper brake roller 104 is provided with a lifting lug 109, and the piston rod of the pneumatic or hydraulic cylinder 1 is connected to the lifting lug 109 to apply or release pressure to the upper brake roller 104.

[0066] The application of a first pressure to the brake roller via the pressure drive device includes:

[0067] Controlling the first solenoid valve 6 and the second solenoid valve 9, (specifically, to...) Figure 7The embodiment described herein is as follows: the first solenoid valve 6 is de-energized while the second solenoid valve 9 is energized, so that the first return air or liquid port 61 of the first solenoid valve 6 is connected to the first working port 63 of the first solenoid valve 6, the air inlet or liquid port 60 of the first solenoid valve 6 is connected to the second working port 64 of the first solenoid valve 6, the second return air or liquid port 62 of the first solenoid valve 6 is in an open circuit state, the first return air or liquid port 91 of the second solenoid valve 9 is in an open circuit state, the air inlet or liquid port 90 of the second solenoid valve 9 is connected to the first working port 93 of the second solenoid valve 9, the second return air or liquid port 92 of the second solenoid valve 9 is connected to the second working port 94 of the second solenoid valve 9, thereby driving the piston rod of the pneumatic or hydraulic cylinder 1 to apply the first pressure to the brake roller.

[0068] In some embodiments, when no billet (rolled workpiece) enters between the upper and lower brake rolls, the pressure drive device needs to pull the upper and lower brake rolls apart to separate them. This requires controlling the first solenoid valve 6 and the second solenoid valve 9. (Specifically, to...) Figure 6 Taking this as an example, the first solenoid valve 6 is de-energized, and the second solenoid valve 9 is also de-energized, so that the first return air or liquid port 61 of the first solenoid valve 6 is connected to the first working port 63 of the first solenoid valve 6 (so that the rodless chamber of the pneumatic or hydraulic cylinder 1 is connected to the first return air or liquid line 4 through the quick-release valve 2, which is equivalent to connecting the rodless chamber of the pneumatic or hydraulic cylinder 1 to the first return air or liquid line 4, so that the rodless chamber of the pneumatic or hydraulic cylinder 1 is depressurized), and the air or liquid port 60 of the first solenoid valve 6 is connected to the second working port 64 of the first solenoid valve 6 (so that the air or liquid port 60 of the first solenoid valve 6 is connected to the valve seat pressure relief port 8 on the valve seat 7), the first solenoid valve 6 The second return air or liquid port 62 is in an open circuit state. The first return air or liquid port 91 of the second solenoid valve 9 is connected to the first working port 93 of the second solenoid valve 9 (so that the P port of the quick-release valve 2 is depressurized, which is equivalent to connecting the rodless chamber of the air or hydraulic cylinder 1 to the first return air or liquid pipeline 4, so that the rodless chamber of the air or hydraulic cylinder 1 is depressurized). The air inlet or liquid port 90 of the second solenoid valve 9 is connected to the second working port 94 of the second solenoid valve 9 (which is equivalent to inputting the first pressure into the rod chamber of the air or hydraulic cylinder 1, thereby causing the piston rod of the air or hydraulic cylinder 1 to retract, driving the upper brake roller and the lower brake roller to be in a separated state). The second return air or liquid port 92 of the second solenoid valve 9 is in an open circuit state.

[0069] After the head of the rolled piece enters the brake rolls (between the upper and lower brake rolls), it is necessary to control the first solenoid valve 6 and the second solenoid valve 9 (specifically, to...). Figure 7The embodiment described herein is as follows: The first solenoid valve 6 is de-energized, while the second solenoid valve 9 is energized, so that the first return gas or liquid port 61 of the first solenoid valve 6 is connected to the first working port 63 of the first solenoid valve 6 (so that the R port 21 of the quick-release valve 2 is connected to the first return gas or liquid pipeline 4, thereby causing the pressure at the R port 21 of the quick-release valve 2 to be less than the pressure at the P port 22 of the quick-release valve 2, and the P port 22 of the quick-release valve 2 is connected to the A port 23). The inlet gas or liquid port 60 of the first solenoid valve 6 is connected to the second working port 64 of the first solenoid valve 6. The second return gas or liquid port 62 of the first solenoid valve 6 is in an open circuit state. The first return gas or liquid port 91 of the second solenoid valve 9 is in an open circuit state. The inlet gas or liquid port 90 of the second solenoid valve 9 is connected to the first working port 64 of the second solenoid valve 9. The working port 93 is connected (so that the P port 22 of the quick-release valve 2 is connected to the air or liquid inlet line 3 through the pressure reducing valve 10, the P port 22 of the quick-release valve 2 receives the first pressure, while the R port 21 of the quick-release valve 2 has no pressure, thus causing the pressure of the R port 21 of the quick-release valve 2 to be less than the pressure of the P port 22 of the quick-release valve 2. The P port 22 of the quick-release valve 2 is connected to the A port 23, and the rodless chamber of the pneumatic or hydraulic cylinder 1 receives the first pressure from the second solenoid valve 9 through the A port 23 of the quick-release valve 2). The second return air or liquid port 92 of the second solenoid valve 9 is connected to the second working port 94 of the second solenoid valve 9 (equivalent to the rod chamber of the pneumatic or hydraulic cylinder 1 being connected to the second return air or liquid line 5, so that the rod chamber of the pneumatic or hydraulic cylinder 1 has no pressure, and the piston rod of the pneumatic or hydraulic cylinder 1 applies the first pressure to the lug 109 on the upper brake roller).

[0070] In the system structure of this invention embodiment, a pneumatic system is preferably used, as air is an abundant resource that can be obtained anytime and anywhere, which can significantly save costs.

[0071] Further, adjusting the pressure applied to the brake roller by the pressure driving device to a second pressure includes:

[0072] Controlling the first solenoid valve 6 and the second solenoid valve 9, (specifically, to...) Figure 8The embodiment described herein is as follows: The first solenoid valve 6 is energized, and the second solenoid valve 9 is simultaneously energized, so that the first return air or liquid port 61 of the first solenoid valve 6 is in an open circuit state; the air or liquid inlet 60 of the first solenoid valve 6 is connected to the first working port 63 of the first solenoid valve 6 (so that the R port 21 of the quick-release valve 2 is connected to the air or liquid inlet line 3, and the R port 21 of the quick-release valve 2 experiences a second pressure); the second return air or liquid port 62 of the first solenoid valve 6 is connected to the second working port 64 of the first solenoid valve 6; the first return air or liquid port 91 of the second solenoid valve 9 is in an open circuit state; and the air or liquid inlet 90 of the second solenoid valve 9 is connected to the first working port 93 of the second solenoid valve 9 ... experiences a second pressure); the second return air or liquid port 62 of the first solenoid valve 6 is connected to the second working port 93 of the second solenoid valve 9 (so that the R port 21 of the quick-release valve 2 experiences a second pressure); the second return air or liquid port 62 of the first solenoid valve 6 The P port 22 of the quick-release valve 2 is connected to the air or liquid inlet line 3 through the pressure reducing valve 10. The P port 22 of the quick-release valve 2 experiences a first pressure. Since the pressure of the R port 21 of the quick-release valve 2 is greater than the pressure of the P port 22 of the quick-release valve 2, the R port 21 of the quick-release valve 2 is connected to the A port 23, and the rodless chamber of the pneumatic or hydraulic cylinder 1 is input with a second pressure. The second return air or liquid port 92 of the second solenoid valve 9 is connected to the second working port 94 of the second solenoid valve 9 (so that the rod chamber of the pneumatic or hydraulic cylinder 1 is connected to the second return air or liquid inlet line 5, so that the rod chamber of the pneumatic or hydraulic cylinder 1 is pressureless, so the piston rod of the pneumatic or hydraulic cylinder 1 outputs a second pressure to the lifting lug 109), driving the piston rod of the pneumatic or hydraulic cylinder 1 to apply the second pressure to the brake roller.

[0073] Furthermore, the first pressure is equal to the third pressure;

[0074] Adjusting the pressure applied to the brake roller by the pressure driving device to a third pressure includes:

[0075] Controlling the first solenoid valve 6 and the second solenoid valve 9, (specifically, to...) Figure 7The embodiment described herein is as follows: The first solenoid valve 6 is de-energized, while the second solenoid valve 9 is energized, so that the first return gas or liquid port 61 of the first solenoid valve 6 is connected to the first working port 63 of the first solenoid valve 6 (so that the R port 21 of the quick-release valve 2 is connected to the first return gas or liquid pipeline 4, thereby causing the pressure at the R port 21 of the quick-release valve 2 to be less than the pressure at the P port 22 of the quick-release valve 2, and the P port 22 of the quick-release valve 2 is connected to the A port 23). The inlet gas or liquid port 60 of the first solenoid valve 6 is connected to the second working port 64 of the first solenoid valve 6. The second return gas or liquid port 62 of the first solenoid valve 6 is in an open circuit state. The first return gas or liquid port 91 of the second solenoid valve 9 is in an open circuit state. The inlet gas or liquid port 90 of the second solenoid valve 9 is connected to the first working port 93 of the second solenoid valve 9 (so that the quick-release valve...). The P port 22 of the quick-release valve 2 is connected to the air or liquid inlet line 3 through the pressure reducing valve 10. The P port 22 of the quick-release valve 2 receives the first pressure, while the R port 21 of the quick-release valve 2 has no pressure. As a result, the pressure of the R port 21 of the quick-release valve 2 is less than the pressure of the P port 22 of the quick-release valve 2. The P port 22 of the quick-release valve 2 is connected to the A port 23. The rodless chamber of the pneumatic or hydraulic cylinder 1 receives the first pressure from the second solenoid valve 9 through the A port 23 of the quick-release valve 2. The second air or liquid inlet 92 of the second solenoid valve 9 (which is equivalent to the rod chamber of the pneumatic or hydraulic cylinder 1 being connected to the second return air or liquid line 5, so that the rod chamber of the pneumatic or hydraulic cylinder 1 has no pressure, and the piston rod of the pneumatic or hydraulic cylinder 1 applies the first pressure to the lug 109 on the upper brake roller) is connected to the second working port 94 of the second solenoid valve 9, driving the piston rod of the pneumatic or hydraulic cylinder 1 to apply the third pressure to the brake roller.

[0076] Furthermore, the first pressure is equal to the third pressure;

[0077] Controlling the pressure drive device to remove the third pressure includes:

[0078] Controlling the first solenoid valve 6 and the second solenoid valve 9, (specifically, to...) Figure 6Taking this as an example, the first solenoid valve 6 is de-energized, and the second solenoid valve 9 is also de-energized, so that the first return air or liquid port 61 of the first solenoid valve 6 is connected to the first working port 63 of the first solenoid valve 6 (so that the rodless chamber of the pneumatic or hydraulic cylinder 1 is connected to the first return air or liquid line 4 through the quick-release valve 2, which is equivalent to connecting the rodless chamber of the pneumatic or hydraulic cylinder 1 to the first return air or liquid line 4, so that the rodless chamber of the pneumatic or hydraulic cylinder 1 is depressurized), the air inlet or liquid port 60 of the first solenoid valve 6 is connected to the second working port 64 of the first solenoid valve 6 (so that the air inlet or liquid port 60 of the first solenoid valve 6 is connected to the valve seat pressure relief port 8 on the valve seat 7), and the second return air or liquid port 62 of the first solenoid valve 6 is in an open circuit state. The first return air or liquid port 91 of the second solenoid valve 9 is connected to the first working port 93 of the second solenoid valve 9 (so that the P port of the quick-release valve 2 is depressurized, which is equivalent to connecting the rodless chamber of the air or hydraulic cylinder 1 to the first return air or liquid line 4, so that the rodless chamber of the air or hydraulic cylinder 1 is depressurized). The air or liquid port 90 of the second solenoid valve 9 is connected to the second working port 94 of the second solenoid valve 9 (which is equivalent to inputting the first pressure into the rod chamber of the air or hydraulic cylinder 1, thereby causing the piston rod of the air or hydraulic cylinder 1 to retract, driving the upper brake roller and the lower brake roller to be in a separated state). The second return air or liquid port 92 of the second solenoid valve 9 is in a disconnected state, driving the piston rod of the air or hydraulic cylinder 1 to retract to remove the third pressure and separate the brake roller from the workpiece.

[0079] Furthermore, the pressure driving device of this invention also handles unexpected situations. For example, under normal operating conditions, situations such as those that would not occur in actual use are generally not present. Figure 9 The diagram shows a situation where the first solenoid valve 6 is energized while the second solenoid valve 9 is de-energized. However, due to various interferences that may occur during actual control processes, this unexpected situation could theoretically still occur. Figure 9 In the situation shown, the pressure driving device of this embodiment of the invention can still apply moderate pressure to the lifting lug 109. Figure 9 When the first solenoid valve 6 is energized, the second solenoid valve 9 is de-energized. The rod chamber of the pneumatic or hydraulic cylinder 1 is connected to the air or liquid inlet line 3 through the second solenoid valve 9 and the pressure reducing valve 10, thus the pressure in the rod chamber of the pneumatic or hydraulic cylinder 1 becomes the first pressure. The rodless chamber of the pneumatic or hydraulic cylinder 1 is connected to the air or liquid inlet line 3 through the quick-release valve 2 and the first solenoid valve 6, thus the pressure in the rodless chamber of the pneumatic or hydraulic cylinder 1 becomes the second pressure. Therefore, the pressure output by the piston rod of the pneumatic or hydraulic cylinder 1 is the difference between the second pressure and the first pressure. The pressure corresponding to this difference will be applied to the lifting lug 109. Thus, during production operation, it is still possible to ensure that the brake roller is given appropriate pressure, avoiding excessive instantaneous impact on the shaft system.

[0080] The embodiments of this invention have the following technical effects: By employing high-pressure and low-pressure driven tail-end braking devices in high-speed bar production lines to clamp or release the rolled piece, pressure can be applied or released to the tail-end braking device in a gradient manner. This avoids large instantaneous impacts when the tail-end braking device applies or releases pressure to the rolled piece, thus preventing the tail-end braking device from being subjected to large instantaneous impacts while maintaining braking effectiveness. This improves the service life of the tail-end braking device and maintains the long-term operational stability of the production line. Furthermore, by using a pneumatic system to fully utilize sufficient air as a gas source, operating costs can be significantly reduced. Alternatively, a hydraulic system can be used to obtain stable pressure.

[0081] On the other hand, such as Figure 10 As shown, an embodiment of the present invention provides a braking deceleration device, comprising:

[0082] The first pressing unit 300 is used to apply a first pressure to the brake roll through a pressure driving device after the head of the rolled piece enters the brake roll, so that the brake roll and the rolled piece maintain sliding friction under the first pressure.

[0083] The second pressing unit 301 is used to adjust the pressure applied to the brake roller by the pressure driving device to the second pressure after the first preset time, so that the speed of the workpiece decreases to the preset release speed as the sliding friction between the brake roller and the workpiece is converted to static friction.

[0084] The first release unit 302 is used to adjust the pressure applied to the brake roller by the pressure driving device to a third pressure when the speed of the rolled piece drops to the preset release speed and the tail of the rolled piece reaches a preset first distance from the brake roller.

[0085] The second release unit 303 is used to control the pressure driving device to remove the third pressure after a second preset time delay, so as to separate the brake roller from the workpiece before the tail of the workpiece leaves the brake roller.

[0086] The second pressure is greater than the first pressure and the third pressure.

[0087] Furthermore, the pressure driving device includes: a pneumatic or hydraulic cylinder 1, an air or liquid inlet line 3, a first air or liquid return line 4, a second air or liquid return line 5, a first solenoid valve 6, and a second solenoid valve 9.

[0088] The first solenoid valve 6 includes: an air or liquid inlet 60, a first air or liquid return port 61, a second air or liquid return port 62, a first working port 63, and a second working port 64.

[0089] The second solenoid valve 9 includes: an air or liquid inlet 90, a first air or liquid return port 91, a second air or liquid return port 92, a first working port 93, and a second working port 94.

[0090] Specifically, the pressure driving device includes: a pneumatic or hydraulic cylinder 1, a quick-release valve 2, an air or liquid inlet line 3, a first air or liquid return line 4, a second air or liquid return line 5, a first solenoid valve 6, a valve seat 7, a second solenoid valve 9, and a pressure reducing valve 10.

[0091] The air or liquid inlet 60 of the first solenoid valve 6 is connected to the air or liquid inlet line 3; the first air or liquid return port 61 of the first solenoid valve 6 is connected to the first air or liquid return line 4; the second air or liquid return port 62 of the first solenoid valve 6 is connected to the second air or liquid return line 5; the first working port 63 of the first solenoid valve 6 is connected to the R port 21 of the quick exhaust valve 2; and the second working port 64 of the first solenoid valve 6 is connected to the valve seat pressure relief port 8.

[0092] The air or liquid inlet 90 of the second solenoid valve 9 is connected to the pressure reducing valve 10, and the pressure reducing valve 10 is connected to the air or liquid inlet line 3; the first air or liquid return inlet 91 of the second solenoid valve 9 is connected to the first air or liquid return line 4; the second air or liquid return inlet 92 of the second solenoid valve 9 is connected to the second air or liquid return line 5; the first working port 93 of the second solenoid valve 9 is connected to the P port 22 of the quick discharge valve 2; the second working port 94 of the second solenoid valve 9 is connected to the rod chamber of the pneumatic or hydraulic cylinder 1.

[0093] The A port 23 of the quick-release valve 2 is connected to the rodless chamber of the pneumatic or hydraulic cylinder 1;

[0094] The first solenoid valve 6 is mounted on the valve seat 7; the valve seat pressure relief port 8 is provided on the valve seat 7; the brake roller includes an upper brake roller 104; the left edge of the upper brake roller 104 is provided with a lifting lug 109, and the piston rod of the pneumatic or hydraulic cylinder 1 is connected to the lifting lug 109 to apply or release pressure to the upper brake roller 104.

[0095] The first pressing unit 300 is configured to: control the first solenoid valve 6 and the second solenoid valve 9 such that the first return air or liquid port 61 of the first solenoid valve 6 is connected to the first working port 63 of the first solenoid valve 6, the air inlet or liquid port 60 of the first solenoid valve 6 is connected to the second working port 64 of the first solenoid valve 6, the second return air or liquid port 62 of the first solenoid valve 6 is in an open circuit state, the first return air or liquid port 91 of the second solenoid valve 9 is in an open circuit state, the air inlet or liquid port 90 of the second solenoid valve 9 is connected to the first working port 93 of the second solenoid valve 9, and the second return air or liquid port 92 of the second solenoid valve 9 is connected to the second working port 94 of the second solenoid valve 9, thereby driving the piston rod of the pneumatic or hydraulic cylinder 1 to apply the first pressure to the brake roller.

[0096] Further, the second pressing unit 301 is configured to: control the first solenoid valve 6 and the second solenoid valve 9 such that the first return air or liquid port 61 of the first solenoid valve 6 is in an open circuit state, the air inlet or liquid port 60 of the first solenoid valve 6 is connected to the first working port 63 of the first solenoid valve 6, the second return air or liquid port 62 of the first solenoid valve 6 is connected to the second working port 64 of the first solenoid valve 6, the first return air or liquid port 91 of the second solenoid valve 9 is in an open circuit state, the air inlet or liquid port 90 of the second solenoid valve 9 is connected to the first working port 93 of the second solenoid valve 9, the second return air or liquid port 92 of the second solenoid valve 9 is connected to the second working port 94 of the second solenoid valve 9, and drive the piston rod of the pneumatic or hydraulic cylinder 1 to apply the second pressure to the brake roller.

[0097] Furthermore, the first pressure is equal to the third pressure;

[0098] The first release unit 302 is configured to: control the first solenoid valve 6 and the second solenoid valve 9 such that the first return air or liquid port 61 of the first solenoid valve 6 is connected to the first working port 63 of the first solenoid valve 6, the air inlet or liquid port 60 of the first solenoid valve 6 is connected to the second working port 64 of the first solenoid valve 6, the second return air or liquid port 62 of the first solenoid valve 6 is in an open circuit state, the first return air or liquid port 91 of the second solenoid valve 9 is in an open circuit state, the air inlet or liquid port 90 of the second solenoid valve 9 is connected to the first working port 93 of the second solenoid valve 9, the second return air or liquid port 92 of the second solenoid valve 9 is connected to the second working port 94 of the second solenoid valve 9, and drive the piston rod of the pneumatic or hydraulic cylinder 1 to apply the third pressure to the brake roller.

[0099] Furthermore, the first pressure is equal to the third pressure;

[0100] The second release unit 303 is configured to: control the first solenoid valve 6 and the second solenoid valve 9 such that the first return air or liquid port 61 of the first solenoid valve 6 is connected to the first working port 63 of the first solenoid valve 6, the air inlet or liquid port 60 of the first solenoid valve 6 is connected to the second working port 64 of the first solenoid valve 6, the second return air or liquid port 62 of the first solenoid valve 6 is in an open circuit state, the first return air or liquid port 91 of the second solenoid valve 9 is connected to the first working port 93 of the second solenoid valve 9, the air inlet or liquid port 90 of the second solenoid valve 9 is connected to the second working port 94 of the second solenoid valve 9, the second return air or liquid port 92 of the second solenoid valve 9 is in an open circuit state, thereby driving the piston rod of the pneumatic or hydraulic cylinder 1 to retract to remove the third pressure and separate the brake roller from the workpiece.

[0101] The embodiments of the present invention are device embodiments corresponding to the foregoing method embodiments. The embodiments of the present invention can be understood based on the foregoing method embodiments, and will not be repeated here.

[0102] The embodiments of this invention have the following technical effects: By employing high-pressure and low-pressure driven tail-end braking devices in high-speed bar production lines to clamp or release the rolled piece, pressure can be applied or released to the tail-end braking device in a gradient manner. This avoids large instantaneous impacts when the tail-end braking device applies or releases pressure to the rolled piece, thus preventing the tail-end braking device from being subjected to large instantaneous impacts while maintaining braking effectiveness. This improves the service life of the tail-end braking device and maintains the long-term operational stability of the production line. Furthermore, by using a pneumatic system to fully utilize sufficient air as a gas source, operating costs can be significantly reduced. Alternatively, a hydraulic system can be used to obtain stable pressure.

[0103] The technical solutions of the present invention will be described in detail below with reference to specific application examples. For technical details not described in the implementation process, please refer to the relevant descriptions above.

[0104] In a tail-clamping brake device, the cylinder (equivalent to a pneumatic or hydraulic cylinder) presses down and transmits the pressure through the housing (i.e., the tail-clamping brake device housing) to the brake rollers (including the upper and lower brake rollers). The high-speed steel support decelerates under the frictional force of the brake rollers. The braking force of the steel support is determined by the friction coefficient and normal pressure of the brake rollers. The reaction force of the normal pressure of the brake rollers is the impact force of the tail-clamping brake housing. The inventors discovered that, in terms of braking effect, the greater the normal pressure, the better the braking effect. However, the greater the normal pressure, the greater the impact load on the housing, which can lead to the breakage of the bearing cage and the breakage of the gears in the tail-clamping brake housing (i.e., the tail-clamping brake device housing).

[0105] After analyzing the reasons for the excessive impact load on the tail brake device housing, the inventor concluded that: Figure 2As shown, during the clamping and releasing moment, the gears of the first, second, and third shafts of the gearbox undergo an instantaneous acceleration and deceleration process, resulting in significant impact on the transmission shaft system and positioning gears during clamping and releasing.

[0106] According to the inventors' statistics, in cases of prolonged shutdown of the high-speed bar clamping brake device, in addition to insufficient braking force leading to steel flying, the following phenomena have also occurred: damaged bearing cages inside the housing, broken teeth on the positioning gears, broken teeth on the intermediate housing transmission shaft gears, broken base of the pressing cylinder, and broken lifting lugs of the pressing cylinder. Based on a comparison of on-site operating conditions and process parameters, the inventors concluded that such failures are closely related to large housing vibrations and the inability to eliminate internal stress. Reducing the impact load starts with lowering the pressure of the pressing cylinder. However, to ensure braking effectiveness, higher pressure results in greater friction and better braking performance when the steel support brakes are applied. Assessing the working pressure of the clamping brake and adjusting it to ensure both braking and shock mitigation is crucial. Production verification has shown that optimizing the pressing cylinder pressure control alone is very difficult; therefore, precise control of the pressing cylinder air pressure is key.

[0107] Based on the above analysis, the inventors took the following measures: a) Considering that after the steel support brakes and decelerates to the release speed set by the process parameters, and before the steel tail leaves the brake roller, the brake roller pressing solenoid valve is de-energized, opening the brake roller, thus avoiding the problem of instantaneous secondary pressing impact when the steel tail leaves, which exists in the prior art. b) Using high and low voltage control, the high voltage is only responsible for braking, and the high voltage is de-energized before braking is needed and before the steel tail leaves the brake roller after braking is completed.

[0108] To achieve precise high and low pressure control of the brake roller depressing cylinder, either a proportional control valve is used to switch between high and low pressure, or a dual-valve system is employed. However, for tail-clamping brake devices, pneumatic proportional control is more costly and difficult to achieve precise and stable control. Therefore, this embodiment of the invention uses precise high and low pressure control of the brake roller depressing cylinder process and pressure to achieve low-pressure depressing and releasing of the brake roller depressing cylinder, and high-pressure braking. While meeting the braking effect, the cylinder depressing and releasing process is smooth, reducing impact and protecting the tail-clamping brake housing.

[0109] By precisely controlling the braking speed reduction pressure and optimizing the control parameters, the braking effect can be effectively ensured while minimizing the impact force on the tail brake box.

[0110] Specific optimization measures for the tail clamping brake control logic: 1. The coil of the low-pressure valve (second solenoid valve) is energized and triggered to press down 0.2 seconds after detecting a signal at the tail clamping brake housing (ensuring the steel support head enters the brake roller). The energization trigger point of the high-pressure air valve (equivalent to the first solenoid valve) must lag behind the low-pressure valve by 0.5 seconds or the double-length shear by 0.2 seconds before the shearing is completed, to ensure that the cylinder has been clamped in place under the drive of the low-pressure air source; 2. The de-energization of the high-pressure air valve is executed when the tail track reaches the brake roller before the tail reaches the brake roller and the braking process is completed. The de-energization opening time of the low-pressure solenoid valve is 50ms after the high-pressure solenoid valve is de-energized.

[0111] Specific measures for the dual-valve control design of the tail brake: Two sets of two-position five-way directional valves are connected in parallel to achieve precise high and low pressure control, such as... Figure 6 , Figure 7 , Figure 8 and Figure 9 As shown, the first solenoid valve 6 is for high-pressure control, and the second solenoid valve 9 and the pressure reducing valve 10 are for low-pressure control. The quick-release valve 2 is connected to the brake pressurization air or hydraulic cylinder 1, and the pressure reducing valve 10 generates a low-pressure air source.

[0112] It should be understood that the specific order or hierarchy of steps in the disclosed process is an example of an exemplary method. Based on design preferences, it should be understood that the specific order or hierarchy of steps in the process may be rearranged without departing from the scope of this disclosure. The appended method claims provide elements of various steps in an exemplary order and are not intended to limit the scope to the specific order or hierarchy described.

[0113] In the above detailed description, various features are combined together in a single embodiment to simplify this disclosure. This approach to disclosure should not be construed as reflecting an intention that embodiments of the claimed subject matter require more features than are explicitly stated in each claim. Rather, as reflected in the appended claims, the invention is presented with fewer features than all of the features of the single disclosed embodiment. Therefore, the appended claims are hereby explicitly incorporated into the detailed description, wherein each claim stands alone as a preferred embodiment of the invention.

[0114] The disclosed embodiments have been described above to enable any person skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be applied to other embodiments without departing from the spirit and scope of this disclosure. Therefore, this disclosure is not limited to the embodiments given herein, but is consistent with the broadest scope of the principles and novel features disclosed in this application.

[0115] The foregoing description includes examples of one or more embodiments. It is certainly impossible to describe all possible combinations of components or methods in order to describe the above embodiments, but those skilled in the art will recognize that further combinations and arrangements of the various embodiments are possible. Therefore, the embodiments described herein are intended to cover all such changes, modifications, and variations falling within the scope of the appended claims. Furthermore, the term "comprising" as used in the specification or claims is used in a manner similar to the term "including." Additionally, the use of any term "or" in the specification of the claims is intended to mean "non-exclusive or."

[0116] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method of brake down speed press-down, characterized by, include: After the head of the workpiece enters the brake roll, a first pressure is applied to the brake roll by a pressure drive device so that the brake roll and the workpiece maintain sliding friction under the first pressure. After a first preset time, the pressure applied to the brake roller by the pressure driving device is adjusted to a second pressure, so that the speed of the workpiece decreases to a preset release speed as the sliding friction between the brake roller and the workpiece is converted to static friction. When the speed of the rolled piece drops to the preset release speed, and the tail of the rolled piece reaches a preset first distance from the brake roller, the pressure applied to the brake roller by the pressure driving device is adjusted to the third pressure. After a second preset time delay, the pressure driving device is controlled to remove the third pressure so as to separate the brake roller from the workpiece before the tail of the workpiece leaves the brake roller. The second pressure is greater than the first pressure and the third pressure.

2. The braking and deceleration method as described in claim 1, characterized in that, The application of a first pressure to the brake roller via the pressure drive device includes: Control the first solenoid valve (6) and the second solenoid valve (9) so that the first return air or liquid port (61) of the first solenoid valve (6) is connected to the first working port (63) of the first solenoid valve (6), the air inlet or liquid port (60) of the first solenoid valve (6) is connected to the second working port (64) of the first solenoid valve (6), the second return air or liquid port (62) of the first solenoid valve (6) is in an open circuit state, the first return air or liquid port (91) of the second solenoid valve (9) is in an open circuit state, the air inlet or liquid port (90) of the second solenoid valve (9) is connected to the first working port (93) of the second solenoid valve (9), and the second return air or liquid port (92) of the second solenoid valve (9) is connected to the second working port (94) of the second solenoid valve (9), thereby driving the piston rod of the air or hydraulic cylinder (1) to apply the first pressure to the brake roller.

3. The brake down coiling method as claimed in claim 2, wherein, Adjusting the pressure applied to the brake roller by the pressure driving device to a second pressure includes: Control the first solenoid valve (6) and the second solenoid valve (9) so that the first return air or liquid port (61) of the first solenoid valve (6) is in the open circuit state, the air inlet or liquid port (60) of the first solenoid valve (6) is connected to the first working port (63) of the first solenoid valve (6), the second return air or liquid port (62) of the first solenoid valve (6) is connected to the second working port (64) of the first solenoid valve (6), the first return air or liquid port (91) of the second solenoid valve (9) is in the open circuit state, the air inlet or liquid port (90) of the second solenoid valve (9) is connected to the first working port (93) of the second solenoid valve (9), the second return air or liquid port (92) of the second solenoid valve (9) is connected to the second working port (94) of the second solenoid valve (9), and drive the piston rod of the air or hydraulic cylinder (1) to apply the second pressure to the brake roller.

4. The brake down coiling method as claimed in claim 2, wherein, The first pressure is equal to the third pressure; Adjusting the pressure applied to the brake roller by the pressure driving device to a third pressure includes: Control the first solenoid valve (6) and the second solenoid valve (9) so that the first return air or liquid port (61) of the first solenoid valve (6) is connected to the first working port (63) of the first solenoid valve (6), the air inlet or liquid port (60) of the first solenoid valve (6) is connected to the second working port (64) of the first solenoid valve (6), the second return air or liquid port (62) of the first solenoid valve (6) is in an open circuit state, the first return air or liquid port (91) of the second solenoid valve (9) is in an open circuit state, the air inlet or liquid port (90) of the second solenoid valve (9) is connected to the first working port (93) of the second solenoid valve (9), and the second return air or liquid port (92) of the second solenoid valve (9) is connected to the second working port (94) of the second solenoid valve (9), thereby driving the piston rod of the pneumatic or hydraulic cylinder (1) to apply the third pressure to the brake roller.

5. The brake down coiling method as claimed in claim 2, wherein, The first pressure is equal to the third pressure; Controlling the pressure drive device to remove the third pressure includes: Control the first solenoid valve (6) and the second solenoid valve (9) so that the first return air or liquid port (61) of the first solenoid valve (6) is connected to the first working port (63) of the first solenoid valve (6), the air inlet or liquid port (60) of the first solenoid valve (6) is connected to the second working port (64) of the first solenoid valve (6), the second return air or liquid port (62) of the first solenoid valve (6) is in an open circuit state, the first return air or liquid port (91) of the second solenoid valve (9) is connected to the first working port (93) of the second solenoid valve (9), the air inlet or liquid port (90) of the second solenoid valve (9) is connected to the second working port (94) of the second solenoid valve (9), the second return air or liquid port (92) of the second solenoid valve (9) is in an open circuit state, drive the piston rod of the air or hydraulic cylinder (1) to retract to remove the third pressure and separate the brake roller from the workpiece.

Images