All-electric automatic brake clutch device of windlass winch

By designing a fully electric automatic brake clutch device in the ship anchor twisting system, and automatically controlling the clutch and brakes is achieved using hydraulic systems and energy accumulators, the problem of ship losing control during traditional manual operation is solved, and safety and operation are improved efficiency.

CN222249861UActive Publication Date: 2024-12-27SHANGHAI GENHE POWER CONTROL TECH CO LTD
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Patent Information

Application Number
CN202420925557.5
Authority / Receiving Office
CN · China
Patent Type
Utility models(China)
Current Assignee / Owner
Filing Date
2024-04-29
Publication Date
2024-12-27
Estimated Expiration
2034-04-29

AI Technical Summary

Technical Problem

Traditional ship anchor twisting systems use manual mechanical brakes and clutch devices in mechanical design, which leads to cumbersome operation during mooring or breaking down, and may lead to loss of control and loss of the ship in the event of power loss.

Method used

A fully electric automatic brake clutch device is designed, including clutch cylinder, brake cylinder, energy storage device, manual electromagnetic reversing valve, solenoid switch valve, etc., to automatically control clutch and brake through hydraulic system, and when the energy storage device loses power, it will automatically control the clutch and brake. Provides pressure release function to ensure ship safety.

Benefits of technology

Automatic clutch and brake operations are realized, avoiding the cumbersomeness of manual operation and the risk of ship out of control when power is lost, improving safety and efficiency, and saving manpower and time.

✦ Generated by Eureka AI based on patent content.

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Patent Text Reader

Abstract

The embodiment of the utility model discloses a full-electric automatic brake clutch device of an anchor gear winch. Comprising a clutch oil cylinder, a brake oil cylinder, an energy accumulator, a manual electromagnetic reversing valve, a first electromagnetic reversing valve, a first electromagnetic switch valve and a second electromagnetic switch valve. According to the embodiment of the invention, the clutch oil cylinder, the brake oil cylinder, the energy accumulator and the hydraulic plug-in units are arranged, the clutch oil cylinder is controlled by the manual electromagnetic reversing valve, and the brake oil cylinder is controlled by the first electromagnetic reversing valve and the second electromagnetic switching valve; the second electromagnetic switch valve controls the energy accumulator to achieve clutch and brake control of the hydraulic oil cylinder, and the energy accumulator serves as the working condition of the pressure maintaining and releasing functions of clutch and brake, so that full-hydraulic and full-electric operation is achieved, the result is simple, and out-of-control and loss of a ship are avoided.
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Description

Technical Field

[0001] The embodiments of the present application relate to the technical field of windlass winches, and in particular to a fully electric automatic brake clutch device for a windlass winch. Background Art

[0002] The traditional ship anchor winch system uses the previous manual mechanical brake and clutch device in mechanical design. When mooring or anchoring, the crew must first manually disengage or close the clutch and open the brake device before starting anchoring or mooring. The work is cumbersome, time-consuming and labor-intensive. In addition, in the event of a power outage on the entire ship, the clutch or brake may not be disengaged in time, causing the anchor chain or cable to break, resulting in loss of control of the ship and loss of property. Utility Model Content

[0003] The embodiment of the present application provides a fully electric automatic brake clutch device for an anchor winch to solve the problem that the existing mooring winch uses manual control of clutch and brake, which is cumbersome and may cause loss of control and loss of the ship in the event of power failure.

[0004] In a first aspect, an embodiment of the present application provides a fully electric automatic brake clutch device for an anchor winch, comprising a valve body and an oil pump: the valve body comprises: a clutch oil cylinder, a brake oil cylinder, an accumulator, a manual electromagnetic reversing valve, a first electromagnetic reversing valve, a first electromagnetic switch valve, and a second electromagnetic switch valve; the oil outlet of the oil pump is connected to the oil inlet of the manual electromagnetic reversing valve and the oil inlet of the first electromagnetic reversing valve, the oil return port of the oil pump is connected to the oil return port of the manual electromagnetic reversing valve, the oil return port of the first electromagnetic reversing valve and the oil return port of the overflow valve, the first working oil port and the second working oil port of the manual electromagnetic reversing valve are respectively connected to the clutch oil cylinder, the first working oil port of the first electromagnetic reversing valve is connected to the first end of the first electromagnetic switch valve, the second end of the first electromagnetic switch valve is connected to the brake oil cylinder and the first end of the second electromagnetic switch valve, and the second end of the second electromagnetic switch valve is connected to the accumulator.

[0005] In some embodiments, the valve body further includes a relief valve, a first end of the relief valve is connected to a second end of the second electromagnetic switch valve, and a second end of the relief valve is connected to an oil return port of the oil pump.

[0006] In some embodiments, the valve body also includes a first one-way valve, a first end of which is connected to the oil outlet of the oil pump, and a second end of which is connected to the oil inlet of the manual solenoid reversing valve and the oil inlet of the first solenoid reversing valve.

[0007] In some embodiments, the valve body also includes a second one-way valve, a first end of the second one-way valve is connected to the second working oil port of the first solenoid reversing valve, and a second end of the second one-way valve is connected to the second end of the second solenoid switch valve and the first end of the overflow valve.

[0008] In some embodiments, the valve body further includes an electromagnetic release, and the electromagnetic release is connected to the second end of the second one-way valve.

[0009] In some embodiments, the valve body further includes a pressure switch connected to the second end of the second solenoid switch valve.

[0010] In some embodiments, the model of the manual solenoid reversing valve is: 4WMM-6E-6X.

[0011] In some embodiments, the model of the first solenoid reversing valve is DNDA-XEN.

[0012] In some embodiments, the model of the first electromagnetic switch valve is DTDA-XHN, and the model of the second electromagnetic switch valve is DTDA-XCN.

[0013] In some embodiments, the first one-way valve and the second one-way valve are both of model DTDA-XHN.

[0014] The embodiment of the present application arranges a clutch cylinder, a brake cylinder, an accumulator, and a hydraulic plug-in manual electromagnetic reversing valve, a first electromagnetic reversing valve, a first electromagnetic switch valve, and a second electromagnetic switch valve. The manual electromagnetic reversing valve controls the clutch cylinder, the first electromagnetic reversing valve and the first electromagnetic switch valve control the brake cylinder, and the second electromagnetic switch valve controls the accumulator to realize the hydraulic cylinder controlling the clutch and the brake. The accumulator serves as the pressure maintaining and releasing function of the clutch and the brake, thereby realizing full hydraulic and full electric operation. The result is simple and avoids loss of control and loss of the ship. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic diagram of the electrical structure of a fully electric automatic brake clutch device for an anchor winch provided in an embodiment of the present application;

[0016] Figure 2 It is a structural schematic diagram of a fully electric automatic brake clutch device for an anchor winch provided in an embodiment of the present application;

[0017] Among them, 101, the first one-way valve; 102, the second one-way valve; 201, the clutch cylinder; 202, the brake cylinder; 203, the accumulator; 30, the first solenoid switch valve; 40, the second solenoid switch valve; 50, the manual solenoid reversing valve; 60, the first solenoid reversing valve; 70, the valve body; 80, the overflow valve. DETAILED DESCRIPTION

[0018] In order to make the purpose, technical scheme and advantages of the present application clearer, the specific embodiments of the present application are further described in detail below in conjunction with the accompanying drawings. It is understood that the specific embodiments described herein are only used to explain the present application, rather than to limit the present application. It should also be noted that, for the convenience of description, only the part related to the present application but not all the contents are shown in the accompanying drawings. Before discussing the exemplary embodiments in more detail, it should be mentioned that some exemplary embodiments are described as processes or methods depicted as flow charts. Although the flow chart describes each operation (or step) as a sequential process, many of the operations therein can be implemented in parallel, concurrently or simultaneously. In addition, the order of each operation can be rearranged. The process can be terminated when its operation is completed, but it can also have additional steps not included in the accompanying drawings. The process can correspond to a method, a function, a procedure, a subroutine, a subprogram, etc.

[0019] The fully electric automatic brake clutch device for the anchor winch of the embodiment of the present application is provided to avoid the problem that the existing mooring winch adopts manual control of clutch and brake, which is cumbersome and may cause loss of control and loss of the ship in the event of power failure.

[0020] Figure 1 This is a schematic diagram of the electrical structure of a fully electric automatic brake clutch device for an anchor winch provided in an embodiment of the present application. Figure 1-2 The device includes a valve body 70 and an oil pump: the valve body 70 includes: a clutch oil cylinder 201, a brake oil cylinder 202, an accumulator 203, a manual electromagnetic reversing valve 50, a relief valve 80, a first electromagnetic reversing valve 60, a first electromagnetic switch valve 30 and a second electromagnetic switch valve 40; the oil outlet of the oil pump is connected to the oil inlet of the manual electromagnetic reversing valve 50 and the oil inlet of the first electromagnetic reversing valve 60, and the oil return port of the oil pump is connected to the oil return port of the manual electromagnetic reversing valve 50, the oil return port of the first electromagnetic reversing valve 60 and The oil return port of the overflow valve 80, the first working oil port of the manual solenoid reversing valve 50 is connected to the A1 chamber of the clutch cylinder 201, the second working oil port of the manual solenoid reversing valve 50 is connected to the B1 chamber of the clutch cylinder 201, the first working oil port of the first solenoid reversing valve 60 is connected to the first end of the first solenoid switch valve 30, the second end of the first solenoid switch valve 30 is connected to the brake cylinder 202 and the first end of the second solenoid switch valve 40, and the second end of the second solenoid switch valve 40 is connected to the accumulator 203.

[0021] Specifically, by setting a clutch cylinder 201, a brake cylinder 202, an accumulator 203, a hydraulic plug-in manual electromagnetic reversing valve 50, a first electromagnetic reversing valve 60, a first electromagnetic switch valve 30 and a second electromagnetic switch valve 40, the manual electromagnetic reversing valve 50 controls the clutch cylinder 201, the first electromagnetic reversing valve 60 and the first electromagnetic switch valve 30 control the brake cylinder 202, and the second electromagnetic switch valve 40 controls the accumulator 203, so as to realize the hydraulic cylinder controlling the clutch and brake, and the accumulator 203 serves as the pressure maintaining and releasing function of the clutch and brake, thereby realizing full hydraulic and full electric operation, with simple results, avoiding loss of control and loss of the ship, and saving manpower and time.

[0022] As a preferred embodiment, the valve body 70 also includes a relief valve 80, a first end of the relief valve 80 is connected to the second end of the second electromagnetic switch valve 40, and a second end of the relief valve 80 is connected to the oil return port of the oil pump; it can be understood that by setting the relief valve 80, a safety effect is played on the accumulator 203, protecting the accumulator 203 from automatic overflow of excess oil in an overload condition, thereby preventing the accumulator 203 from being damaged.

[0023] As a preferred embodiment, the valve body 70 also includes a first one-way valve 101, the first end of the first one-way valve 101 is connected to the oil outlet of the oil pump, and the second end of the first one-way valve 101 is connected to the oil inlet of the manual solenoid reversing valve 50 and the oil inlet of the first solenoid reversing valve 60.

[0024] As a preferred embodiment, the valve body 70 also includes a second one-way valve 102, the first end of the second one-way valve 102 is connected to the second working oil port of the first solenoid reversing valve 60, and the second end of the second one-way valve 102 is connected to the second end of the second solenoid switch valve 40 and the first end of the overflow valve 80.

[0025] Specifically, the clutch cylinder 201 is a piston cylinder, and the brake cylinder 202 is a single-acting spring cylinder, which cooperate with the accumulator 203 to operate to realize the following functional principles: 1. First, turn on the oil pump to allow its oil source to enter the system through the first one-way valve 101, and energize the oil inlet of the manual electromagnetic reversing valve 50 to allow its oil source to flow from the oil outlet P of the oil pump to the oil inlet of the clutch cylinder 201, and enter the B1 chamber of the clutch cylinder 201 to open the clutch.

[0026] 2. After the oil pump is turned on, the oil inlet of the first solenoid reversing valve 60 is energized so that the oil source passes through the first solenoid switch valve 30 to the B chamber of the brake cylinder 202, and then the oil outlet of the first solenoid switch valve 30 is energized to switch the valve to the right position, and the oil source is in a cut-off state. At this time, the brake cylinder 202 extends to brake the winch and put the winch in a stationary state. When the winch needs to work, the first solenoid switch valve 30 is de-energized, and the oil source passes through the B port of the brake cylinder 202, and the oil flows back from the B port through the first solenoid switch valve 30 to the oil return port of the first solenoid reversing valve 60, and then returns to the oil pump through the oil return port of the first solenoid reversing valve 60 to the oil return port T of the oil pump. At this time, the brake cylinder 202 is automatically retracted by the spring force.

[0027] 3. After the oil pump is turned on, the second electromagnetic switch valve 40 is energized to allow the oil source to enter the oil inlet ACC port of the accumulator 203, so that the accumulator 203 can obtain sufficient oil source. In the event of a power outage on the entire ship, the pressure oil source can be released through the accumulator 203, and the manual electromagnetic reversing valve 50 is switched to a state of conduction with the brake through a manual button. At this time, the brake and clutch are opened to release the cable.

[0028] The traditional manual clutch and brake operation process is controlled by a fully electric automatic brake clutch device, which saves manpower and time. More importantly, when the ship is moored or anchored, in the event of extreme weather such as "seawater ebb tide" and power failure, the accumulator 203 can be used to release oil and open the brake in time to ensure the safety of the ship and personnel.

[0029] As a preferred embodiment, the valve body 70 further includes an electromagnetic release MA, which is connected to the second end of the second one-way valve 102; it can be understood that the short-circuit protection of the pipeline is achieved by providing the electromagnetic release MA.

[0030] As a preferred embodiment, the valve body 70 further includes a pressure switch PS, and the pressure switch PS is connected to the second end of the second electromagnetic switch valve 40; it can be understood that the opening and closing of the overflow valve 80 is controlled by setting the pressure switch PS.

[0031] As a preferred embodiment, the model of the manual solenoid reversing valve 50 is: 4WMM-6E-6X; the model of the first solenoid reversing valve 60 is DNDA-XEN; the model of the first solenoid switch valve 30 is DTDA-XHN, and the model of the second solenoid switch valve 40 is DTDA-XCN; the model of the first check valve 101 and the second check valve 102 are both DTDA-XHN; the model of the overflow valve 80 is RVEA-LCN; the model of the valve body 70 is GH-0050S.

[0032] The above are only preferred embodiments of the present application and the technical principles used. The present application is not limited to the specific embodiments described herein, and various obvious changes, readjustments and substitutions that can be made by those skilled in the art will not deviate from the scope of protection of the present application. Therefore, although the present application is described in more detail through the above embodiments, the present application is not limited to the above embodiments, and may include more other equivalent embodiments without departing from the concept of the present application, and the scope of the present application is determined by the scope of the claims.

Claims

1. A fully electric automatic brake clutch device for an anchor winch, characterized in that: It includes a valve body and an oil pump: the valve body includes: a clutch cylinder, a brake cylinder, an accumulator, a manual electromagnetic reversing valve, a first electromagnetic reversing valve, a relief valve, a first electromagnetic switch valve and a second electromagnetic switch valve; the oil outlet of the oil pump is connected to the oil inlet of the manual electromagnetic reversing valve and the oil inlet of the first electromagnetic reversing valve, the oil return port of the oil pump is connected to the oil return port of the manual electromagnetic reversing valve, the oil return port of the first electromagnetic reversing valve and the oil return port of the relief valve, the first working oil port of the manual electromagnetic reversing valve and the second working oil port of the manual electromagnetic reversing valve are respectively connected to the clutch cylinder, the first working oil port of the first electromagnetic reversing valve is connected to the first end of the first electromagnetic switch valve, the second end of the first electromagnetic switch valve is connected to the brake cylinder and the first end of the second electromagnetic switch valve, and the second end of the second electromagnetic switch valve is connected to the accumulator.

2. The fully electric automatic brake clutch device for an anchor winch according to claim 1, characterized in that: The valve body further comprises a relief valve, a first end of the relief valve is connected to a second end of the second electromagnetic switch valve, and a second end of the relief valve is connected to an oil return port of the oil pump.

3. The fully electric automatic brake clutch device for an anchor winch according to claim 2, characterized in that: The valve body further comprises a first one-way valve, a first end of which is connected to the oil outlet of the oil pump, and a second end of which is connected to the oil inlet of the manual electromagnetic reversing valve and the oil inlet of the first electromagnetic reversing valve.

4. The fully electric automatic brake clutch device for an anchor winch according to claim 3, characterized in that: The valve body also includes a second one-way valve, a first end of the second one-way valve is connected to the second working oil port of the first electromagnetic reversing valve, and a second end of the second one-way valve is connected to the second end of the second electromagnetic switch valve and the first end of the overflow valve.

5. The fully electric automatic brake clutch device for an anchor winch according to claim 4, characterized in that: The valve body further includes an electromagnetic release, and the electromagnetic release is connected to the second end of the second one-way valve.

6. The fully electric automatic brake clutch device for an anchor winch according to claim 1, characterized in that: The valve body further includes a pressure switch connected to the second end of the second electromagnetic switch valve.

7. The fully electric automatic brake clutch device for an anchor winch according to claim 1, characterized in that: The model of the manual solenoid reversing valve is: 4WMM-6E-6X.

8. The fully electric automatic brake clutch device for an anchor winch according to claim 1, characterized in that: The model of the first electromagnetic reversing valve is DNDA-XEN.

9. The fully electric automatic brake clutch device for an anchor winch according to claim 1, characterized in that: The model of the first electromagnetic switch valve is DTDA-XHN, and the model of the second electromagnetic switch valve is DTDA-XCN.

10. The fully electric automatic brake clutch device for an anchor winch according to claim 4, characterized in that: The models of the first one-way valve and the second one-way valve are both DTDA-XHN.