Hydraulic integrated control unit for stern anchor machine

Abstract

The utility model relates to a hydraulic integrated control unit for a stern anchor gear, which comprises an operation rack, a main control valve group and a brake clutch control valve group are arranged in the operation rack, and a pressure gauge and a pilot hydraulic control handle are arranged on an operation table top of the operation rack. The main control valve group, the brake clutch control valve group, the pressure gauge and the pilot hydraulic control handle are connected through a pipeline; the main control valve group comprises a first valve block, and a pressure compensator, a built-in damper, a hydraulic control proportional reversing valve, a high-low speed reversing valve, a balance valve, a one-way throttle valve, a safety valve, a pressure reducing valve and an oil supplementing one-way valve which are arranged on the first valve block; and the brake clutch control valve group comprises a second valve block, and an electromagnetic directional valve, a stacked one-way valve, a stacked pressure reducing valve and a pressure switch which are arranged on the second valve block. The stern anchor machine control unit has the advantages of high integration degree, stable action, high reliability and the like, and solves the problems that the stern anchor machine control unit is low in integration degree, and a stern anchor machine shakes in action, is poor in reliability and the like.

Description

Technical Field

[0001] The utility model belongs to the technical field of ship engineering machinery and relates to a hydraulic control unit, in particular to a hydraulic integrated control unit for a stern windlass. Background Art

[0002] Stern anchor winches are generally used on some small and medium-sized ships with special functions. They are mainly used for anchoring, anchoring, free anchoring, and cable winding. Generally, anchor winches used on ships are installed on the bow, and only anchor winches used at the stern are called stern anchor winches. Stern anchor winches are vital equipment for ships. Due to the complex working conditions of stern anchor winches, there are proportional speed control, anchoring and anchoring reversing control, dual clutch control and brake control functions, which require both hands and feet, are complicated to operate, and have many and scattered control components. They have the disadvantages of low integration, jittery movement and poor reliability. Utility Model Content

[0003] The purpose of the utility model is to propose a hydraulic integrated control unit for a stern anchor winch in view of the defects in the prior art, which has the advantages of high integration, stable action and high reliability, and solves the shortcomings of the stern anchor winch control unit such as low integration, complex operation, jittery action and poor reliability.

[0004] In order to achieve the above purpose, the utility model provides a hydraulic integrated control unit for a stern anchor machine, including an operating platform, a main control valve group and a brake clutch control valve group are placed inside the operating platform, a pressure gauge and a pilot hydraulic control handle are arranged on the operating table of the operating platform, and the main control valve group, the brake clutch control valve group, the pressure gauge, and the pilot hydraulic control handle are connected through pipelines; the main control valve group includes a first valve block and a pressure compensator, a built-in damping, a hydraulically controlled proportional reversing valve, a high and low speed reversing valve, a balancing valve, a one-way throttle valve, a safety valve, a pressure reducing valve and an oil replenishing one-way valve installed on the first valve block; the brake clutch control valve group includes a second valve block and an electromagnetic reversing valve, a superimposed one-way valve, a superimposed pressure reducing valve and a pressure switch installed on the second valve block.

[0005] The hydraulic integrated control unit of the utility model is suitable for a three-line speed stern winch. The control unit has the advantages of high integration, stable action and high reliability, and solves the problems of low integration of the stern windlass control unit, stern windlass action jitter and poor reliability.

[0006] The utility model further adopts the following technical solutions:

[0007] Preferably, the pressure compensator, built-in damping, hydraulically controlled proportional reversing valve, and high and low speed reversing valve are installed on the upper surface of the first valve block; the balancing valve, one-way throttle valve, and safety valve are installed on the front surface of the first valve block; the pressure reducing valve is installed on the left surface of the first valve block; and the oil replenishing one-way valve is installed on the right surface of the first valve block.

[0008] Preferably, the pressure compensator, built-in damping, hydraulic proportional reversing valve, high-speed and low-speed reversing valve, balancing valve, one-way throttle valve, safety valve, pressure reducing valve and oil replenishing one-way valve are interconnected through the channel inside the first valve block.

[0009] Preferably, the solenoid reversing valve includes a first solenoid reversing valve, a second solenoid reversing valve, and a third solenoid reversing valve; the stacked one-way valve includes a first stacked one-way valve, a second stacked one-way valve, and a third stacked one-way valve; the stacked pressure reducing valve includes a first stacked pressure reducing valve, a second stacked pressure reducing valve, and a third stacked pressure reducing valve; the pressure switch includes a first pressure switch and a second pressure switch; and the pressure gauge includes a first pressure gauge and a second pressure gauge.

[0010] Preferably, the first solenoid reversing valve, the second solenoid reversing valve, the third solenoid reversing valve, the first stacked one-way valve, the second stacked one-way valve, the third stacked one-way valve, the first stacked pressure reducing valve, the second stacked pressure reducing valve, and the third stacked pressure reducing valve are arranged and respectively connected to the top surface of the second valve block; the first pressure switch and the second pressure switch are installed on the front surface of the second valve block.

[0011] Preferably, the first solenoid reversing valve, the second solenoid reversing valve, the third solenoid reversing valve, the first stacked one-way valve, the second stacked one-way valve, the third stacked one-way valve, the first stacked pressure reducing valve, the second stacked pressure reducing valve, the third stacked pressure reducing valve, the first pressure switch, and the second pressure switch are interconnected through the channel inside the second valve block.

[0012] Preferably, the control end of the pilot hydraulic control handle is connected to the hydraulic control proportional reversing valve, the pressure reducing valve is connected to the return oil line of the pilot hydraulic control handle, the oil inlet line is connected to the oil inlet line of the main control valve group, and the return oil line of the pilot hydraulic control handle is connected to the return oil line of the main control valve group; after the hydraulic control proportional reversing valve is connected to the pressure compensator, it is connected to the first pressure gauge through the built-in damping; the high and low speed reversing valve is connected to the oil inlet line and the oil return line of the main control valve group; the hydraulic control proportional reversing valve is respectively connected to the oil inlet line and the oil return line of the main control valve group; the hydraulic control proportional reversing valve is connected to the safety valve and the oil replenishing check valve through a balancing valve and a one-way throttle valve; a second pressure gauge is connected to the oil inlet line of the main control valve group.

[0013] Preferably, the oil inlet of the first solenoid reversing valve is connected to the oil inlet pipeline of the brake clutch control valve group through the first superimposed pressure reducing valve and the first superimposed check valve, and the oil return port is connected to the oil return pipeline of the brake clutch control valve group, the oil return pipeline of the brake clutch control valve group is connected to the oil return ports of the first solenoid reversing valve and the first superimposed pressure reducing valve, the brake oil port of the first solenoid reversing valve is connected to the brake oil port of the external stern anchor machine, and a first pressure switch is connected between the brake oil port of the first solenoid reversing valve and the brake oil port of the external stern anchor machine; the oil inlet of the second solenoid reversing valve is connected to the oil inlet pipeline of the brake clutch control valve group through the second superimposed pressure reducing valve and the second superimposed check valve, and the oil return port is connected to the oil return pipeline of the brake clutch control valve group. The return oil pipeline of the brake clutch control valve group is connected to the return oil ports of the second electromagnetic reversing valve and the second superimposed pressure reducing valve, the clutch oil port II of the second electromagnetic reversing valve is connected to the clutch oil port II of the external stern anchor machine, and a second pressure switch is connected between the clutch oil port II of the second electromagnetic reversing valve and the clutch oil port II of the external stern anchor machine; the oil inlet of the third electromagnetic reversing valve is connected to the oil inlet pipeline of the brake clutch control valve group through the third superimposed pressure reducing valve and the third superimposed check valve, the return oil port is connected to the return oil pipeline of the brake clutch control valve group, the return oil pipeline of the brake clutch control valve group is connected to the return oil ports of the third electromagnetic reversing valve and the third superimposed pressure reducing valve, and the clutch oil port I of the third electromagnetic reversing valve is connected to the clutch oil port I of the external stern anchor machine.

[0014] Preferably, the oil inlet of the brake clutch control valve group is connected to the oil inlet of the main control valve group, and then connected to the oil output port of the external hydraulic pump station; the oil return port of the brake clutch control valve group is connected to the oil return port of the main control valve group, and then connected to the oil tank of the external hydraulic pump station; the oil return port of the pilot hydraulic control handle is connected to the oil inlet of the main control valve group, and then connected to the oil tank of the external hydraulic pump station.

[0015] Preferably, the oil outlets A and B of the main control valve group and the brake clutch control valve group are respectively connected to the A and B ports of the external stern windlass motor, and the oil outlets X and Y of the main control valve group and the brake clutch control valve group are respectively connected to the X and Y ports of the external stern windlass motor.

[0016] The main control valve group, brake clutch control valve group, pressure gauge and pilot hydraulic control handle of the utility model are connected through pipelines and installed on the operating platform. Its oil inlet P is connected to the output oil port of the external hydraulic pump station, the oil outlets A and B are respectively connected to the A and B ports of the external stern windlass motor, the oil return ports T and L are connected to the oil tank of the external hydraulic pump station, the oil outlets X and Y are respectively connected to the X and Y ports of the external stern windlass motor, the clutch oil port I and the clutch oil port II are connected to the two clutch oil ports of the external stern windlass, and the brake oil port III is respectively connected to the brake oil port of the external stern windlass.

[0017] The utility model is a hydraulic integrated control unit for the stern anchor machine, which has the functions of direction control, proportional and speed stability control, clutch control and brake control, with a high degree of integration, stable operation and high reliability. The utility model integrates all control components into the operating table bracket, and the main control valve group, brake clutch control valve group, pressure gauge, pilot hydraulic control handle and pipeline, joints and other accessories are placed inside; the brake clutch control adopts electromagnetic reversing valve, and the clutch and brake solenoid valves can be operated and controlled in advance during system operation to select the speed of the stern anchor machine; the proportional speed and reversing control of proportional anchoring can be carried out through the pilot hydraulic control handle, which is more convenient to operate; the hydraulic proportional reversing valve and the pressure compensator adopt plate valves, and the hydraulic proportional reversing valve and the pressure compensator form a throttling speed control system for controlling the direction and speed of the motor; the pressure compensator can control the pressure difference before and after the hydraulic proportional reversing valve within a certain range, ensuring the stable output of the flow of the hydraulic proportional reversing valve and the hydraulic proportional reversing The valve flow output is only in direct proportion to the size of the valve port opening, and the load change has little effect on the flow output of the hydraulic controlled proportional reversing valve, thereby solving the effect of load change on the anchor lifting speed and stability; the balancing valve can control the lowering speed to prevent stalling when the equipment is lowered with load; it can also support the load to prevent the load from sliding down when the equipment is stopped with load; the one-way throttle valve at the control oil port of the balancing valve controls the oil circuit of the control port of the balancing valve, and goes to the throttling side when entering the control port of the balancing valve, which plays a role in buffering the opening of the balancing valve to prevent system jitter; when the balancing valve is closed, the control port oil circuit goes to the one-way side, so that the balancing valve is quickly closed; thus, the utility model has the advantages of high integration, convenient operation, stable action and high reliability while realizing the proportional speed and reversing control of the stern anchor machine. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The utility model is further described below in conjunction with the accompanying drawings.

[0019] Figure 1 It is a structural schematic diagram of the utility model in a closed state.

[0020] Figure 2 It is a structural schematic diagram of the utility model in an open state.

[0021] Figure 3 for Figure 1 Rear view of.

[0022] Figure 4 It is a front view of the main control valve group assembly in the utility model.

[0023] Figure 5 It is a rear view of the main control valve group assembly in the utility model.

[0024] Figure 6 It is a structural schematic diagram of the brake clutch control valve group component in the utility model.

[0025] Figure 7 This is the hydraulic principle diagram of the utility model.

[0026] Figure 8 The utility model is a hydraulic principle diagram for implementing a hydraulic integrated control unit for a stern windlass.

[0027] In the figure: 1. Main control valve group, 101. Pressure compensator, 102. Built-in damper, 103. Hydraulic proportional reversing valve, 104. Balance valve, 105. One-way throttle valve, 106. Safety valve, 107. Oil replenishment one-way valve, 108. High and low speed reversing valve, 109. Pressure reducing valve, 110. First valve block; 2. Brake clutch control valve group, 201. First solenoid reversing valve, 202. Second solenoid reversing valve, 203. Third solenoid reversing valve , 204. First superimposed one-way valve, 205. Second superimposed one-way valve, 206. Third superimposed one-way valve, 207. First superimposed pressure reducing valve, 208. Second superimposed pressure reducing valve, 209. Third superimposed pressure reducing valve, 210. First pressure switch, 211. Second pressure switch, 212. Second valve block; 3. Pressure gauge, 301. First pressure gauge, 302. Second pressure gauge, 4. Pilot hydraulic control handle, 5. Operating bench. DETAILED DESCRIPTION Embodiment 1

[0028] like Figures 1 to 3 As shown, a hydraulic integrated control unit for a stern anchor winch comprises a main control valve group 1, a brake clutch control valve group 2, a pressure gauge 3, a pilot hydraulic control handle 4 and an operating platform 5, wherein the main control valve group 1 and the brake clutch control valve group 2 are placed inside the operating platform 5, and a pressure gauge 3 and a pilot hydraulic control handle 4 are arranged on the operating table of the operating platform 5, and the main control valve group 1, the brake clutch control valve group 2, the pressure gauge 3 and the pilot hydraulic control handle 4 are connected by pipelines and installed on the operating platform 5. The main control valve group 1 includes a first valve block 110 and a pressure compensator 101, a built-in damper 102, a hydraulically controlled proportional reversing valve 103, a balancing valve 104, a one-way throttle valve 105, a safety valve 106, an oil replenishing one-way valve 107, a high- and low-speed reversing valve 108 and a pressure reducing valve 109 installed on the first valve block 110; the brake clutch control valve group 2 includes a second valve block 212 and an electromagnetic reversing valve, a superimposed one-way valve, a superimposed pressure reducing valve and a pressure switch installed on the second valve block 212.

[0029] like Figure 4 and Figure 5As shown, the pressure compensator 101, the built-in damper 102, the hydraulic proportional reversing valve 103, and the high-low speed reversing valve 108 are installed on the upper surface of the first valve block 110; the balancing valve 104, the one-way throttle valve 105, and the safety valve 106 are installed on the front surface of the first valve block 110; the pressure reducing valve 109 is installed on the left surface of the first valve block 110; and the oil replenishing one-way valve 107 is installed on the right surface of the first valve block 110. The valve components of the main control valve group 1 are interconnected through the internal channel of the first valve block 110, that is, the pressure compensator 101, the built-in damper 102, the hydraulic proportional reversing valve 103, the balancing valve 104, the one-way throttle valve 105, the safety valve 106, the oil replenishing one-way valve 107, the high-low speed reversing valve 108, and the pressure reducing valve 109 are interconnected through the internal channel of the first valve block 110. The hydraulic proportional reversing valve 103 and the pressure compensator 101 both use plate valves. The hydraulic proportional reversing valve 103 and the pressure compensator 101 form a throttling speed control system for controlling the direction and speed of the motor. The pressure compensator 101 can control the pressure difference before and after the hydraulic proportional reversing valve 103 within a certain range to ensure the stable output of the flow of the hydraulic proportional reversing valve 103. That is, the flow output of the hydraulic proportional reversing valve 103 is only proportional to the size of the valve opening. The load change has little effect on the flow output of the hydraulic proportional reversing valve 103, thereby solving the effect of load changes on the speed and stability of anchoring. The balancing valve 104 uses a threaded plug-in balancing valve. The balancing valve 104 is used to control the lowering speed to prevent stalling when the equipment is lowered with load; when the equipment is stopped with load, it can also support the load to prevent the load from sliding down. A one-way throttle valve 105 is provided at the control oil port of the balancing valve 104. The one-way throttle valve 105 adopts a threaded cartridge one-way throttle valve, which is used to control the oil circuit of the control port of the balancing valve 104. When entering the control port of the balancing valve 104, it goes to the throttling side, which plays a role in buffering the opening of the balancing valve 104 and preventing the system from shaking. When the balancing valve 104 is closed, the control port oil circuit goes to the one-way side, which plays a role in quickly closing the balancing valve 104. The safety valve adopts a threaded cartridge overflow valve, which is used to limit the maximum pressure of the motor oil port and protect the motor; the high-low speed reversing valve 108 adopts a plate valve, which is used for high-low speed displacement switching control of the motor; the pressure reducing valve 109 adopts a threaded cartridge pressure reducing valve, which is used to provide a power oil source with a set pressure for the pilot hydraulic control handle 4; the oil replenishment check valve 107 adopts a threaded cartridge check valve, which is used to replenish oil for the motor to prevent the motor from sucking air.

[0030] Among them, the electromagnetic reversing valve includes a first electromagnetic reversing valve 201, a second electromagnetic reversing valve 202, and a third electromagnetic reversing valve 203, the stacked one-way valve includes a first stacked one-way valve 204, a second stacked one-way valve 205, and a third stacked one-way valve 206, and the stacked pressure reducing valve includes a first stacked pressure reducing valve 207, a second stacked pressure reducing valve 208, and a third stacked pressure reducing valve 209. The electromagnetic reversing valve is a two-position four-way electromagnetic reversing valve, specifically a plate-type zero-leakage electromagnetic ball valve, which is used for the direction control of the clutch or brake action; the stacked one-way valve is used to maintain the pressure when the system suddenly releases the pressure when the brake or clutch is in action, to prevent the clutch from opening suddenly or the brake from closing suddenly, and to avoid load slippage and loss of control; the stacked pressure reducing valve is used to adjust the clutch or brake use pressure; a pressure switch is installed on the brake clutch control valve group 2 for monitoring the clutch or brake state, and the pressure switch includes a first pressure switch 210 and a second pressure switch 211. The operating table is provided with a pressure gauge 3, which includes a first pressure gauge 301 and a second pressure gauge 302, and is used to display the pressure before and after the hydraulic proportional reversing valve 103. The operating table is also provided with a pilot hydraulic control handle 4, which is used to control the reversing of the hydraulic proportional reversing valve 103 to realize the reversing operation of the stern windlass for anchoring.

[0031] like Figure 6 As shown, the first solenoid reversing valve 201, the second solenoid reversing valve 202, the third solenoid reversing valve 203, the first superimposed one-way valve 204, the second superimposed one-way valve 205, the third superimposed one-way valve 206, the first superimposed pressure reducing valve 207, the second superimposed pressure reducing valve 208, and the third superimposed pressure reducing valve 209 are arranged and respectively connected to the top surface of the second valve block 212; the first pressure switch 210 and the second pressure switch 211 are installed on the front surface of the second valve block 212. The valve components of the brake clutch control valve 2 are interconnected through the internal channels of the second valve block 212, that is, the first solenoid reversing valve 201, the second solenoid reversing valve 202, the third solenoid reversing valve 203, the first superimposed one-way valve 204, the second superimposed one-way valve 205, the third superimposed one-way valve 206, the first superimposed pressure reducing valve 207, the second superimposed pressure reducing valve 208, the third superimposed pressure reducing valve 209, the first pressure switch 210, and the second pressure switch 211 are interconnected through the channels inside the second valve block 212.

[0032] like Figure 7 and 8As shown, the control end of the pilot hydraulic control handle 4 is connected to the hydraulic control proportional reversing valve 103, the pressure reducing valve 109 is connected to the oil inlet pipeline of the pilot hydraulic control handle 4, the oil inlet pipeline of the pilot hydraulic control handle 4 is connected to the oil inlet pipeline of the main control valve group 1, and the oil return pipeline of the pilot hydraulic control handle 4 is connected to the oil return pipeline of the main control valve group 1; after the hydraulic control proportional reversing valve 103 is connected to the pressure compensator 101, it is connected to the first pressure gauge 301 through the built-in damper 102; the high and low speed reversing valve 108 and the hydraulic control proportional reversing valve 103 are connected to the oil inlet pipeline and the oil return pipeline of the main control valve group 1; the hydraulic control proportional reversing valve 103 is connected to the safety valve 106 and the oil replenishing check valve 107 through the balancing valve 104 and the one-way throttle valve 105; the second pressure gauge 302 is connected to the oil inlet pipeline of the main control valve group 1. The oil inlet of the first solenoid reversing valve 201 is connected to the oil inlet pipeline of the brake clutch control valve group 2 through the first superimposed pressure reducing valve 207 and the first superimposed check valve 204, and the oil return port is connected to the oil return pipeline of the brake clutch control valve group 2. The oil return pipeline of the brake clutch control valve group 2 is connected to the oil return ports of the first solenoid reversing valve 201 and the first superimposed pressure reducing valve 207. The brake oil port of the first solenoid reversing valve 201 is connected to the brake oil port of the external stern anchor machine, and a first pressure switch 210 is connected between the brake oil port of the first solenoid reversing valve 201 and the brake oil port of the external stern anchor machine. The oil inlet of the second solenoid reversing valve 202 is connected to the oil inlet pipeline of the brake clutch control valve group 2 through the second superimposed pressure reducing valve 208 and the second superimposed check valve 205, and the oil return port is connected to the oil return pipeline of the brake clutch control valve group 2. The oil return pipeline of the brake clutch control valve group 2 is connected to the oil return ports of the second solenoid reversing valve 202 and the second superimposed pressure reducing valve 208. The clutch oil port II of the second solenoid reversing valve 202 is connected to the clutch oil port II of the external stern anchor machine, and a second pressure switch 211 is connected between the clutch oil port II of the second solenoid reversing valve 202 and the clutch oil port II of the external stern anchor machine. The oil inlet of the third electromagnetic reversing valve 203 is connected to the oil inlet pipeline of the brake clutch control valve group 2 through the third superimposed pressure reducing valve 209 and the third superimposed check valve 206, and the oil return port is connected to the oil return pipeline of the brake clutch control valve group 2. The oil return pipeline of the brake clutch control valve group 2 is connected to the oil return ports of the third electromagnetic reversing valve 203 and the third superimposed pressure reducing valve 209, and the clutch oil port I of the third electromagnetic reversing valve 203 is connected to the clutch oil port I of the external stern anchor machine. In addition, after the oil inlet of the brake clutch control valve group 2 is connected to the oil inlet of the main control valve group 1, it is connected to the output oil port of the external hydraulic pump station; after the oil return port of the brake clutch control valve group 2 is connected to the oil return port of the main control valve group 1, it is connected to the oil tank of the external hydraulic pump station; after the oil return port of the pilot hydraulic control handle 4 is connected to the oil inlet of the main control valve group 1, it is connected to the oil tank of the external hydraulic pump station.The oil outlets A and B of the main control valve group 1 and the brake clutch control valve group 2 are respectively connected to the A and B ports of the external stern windlass motor, and the oil outlets X and Y of the main control valve group 1 and the brake clutch control valve group 2 are respectively connected to the X and Y ports of the external stern windlass motor.

[0033] The oil inlet P of the hydraulic integrated control unit is connected to the output oil port of the external hydraulic pump station, the oil outlets A and B are connected to the A and B ports of the external stern windlass motor respectively, the oil return ports T and L are connected to the oil tank of the external hydraulic pump station, the oil outlets X and Y are connected to the X and Y ports of the external stern windlass motor respectively, the clutch oil port I and the clutch oil port II are connected to the two clutch oil ports of the external stern windlass, and the brake oil port III is connected to the brake oil port of the external stern windlass respectively. By controlling the electrical matching of the two clutch electromagnetic reversing valves, the high and low speed electromagnetic reversing valve 108, and the brake electromagnetic reversing valve, the stern windlass can be realized to have three maximum speeds of low speed, medium speed, and high speed and brake control functions.

[0034] When working, first start the hydraulic pump station. After the system builds up pressure, rotate the stern anchor speed selection knob to the low-speed and high-speed mode, the brake electromagnetic reversing valve is energized synchronously, and the brake is opened. The clutch II electromagnetic reversing valve is energized, the stern anchor clutch II works, and the high and low speed electromagnetic valves 108 are energized, so that the motor is in a small displacement state. At this time, the stern anchor is in a high-speed no-load mode. Single-handedly operate the pilot hydraulic control handle 4 on the operating table to realize the high-speed proportional speed and reversing operation of the stern anchor. The larger the handle operation angle, the faster the speed; rotate the stern anchor speed selection knob to the medium-speed mode, the brake electromagnetic reversing valve is energized synchronously, and the brake is opened. The clutch II electromagnetic reversing valve is energized, the stern anchor clutch II works, and the high and low speed electromagnetic valves 108 are not energized, so that the motor is in a large displacement state. At this time, the stern anchor is in a medium-speed and light-load mode. The pilot hydraulic control handle 4 on the operating table is operated with one hand to realize the medium-speed proportional speed and reversing operation of the stern anchor winch. The larger the handle operation angle, the faster the speed; the stern anchor winch speed selection knob is rotated to the medium-speed mode, the brake electromagnetic reversing valve is energized synchronously, and the brake is opened. The clutch I electromagnetic reversing valve is energized, the stern anchor winch clutch I works, and the high and low speed electromagnetic valves 108 are not energized, so that the motor is in a large displacement state. At this time, the stern anchor winch is in a low-speed and high-load mode. The pilot hydraulic control handle 4 on the operating table is operated with one hand to realize the low-speed proportional speed and reversing operation of the stern anchor winch. The larger the handle operation angle, the faster the speed.

[0035] The utility model realizes the proportional speed and reversing control of the stern windlass for anchor hoisting and dropping, and has the advantages of high integration, convenient operation, stable action and high reliability.

[0036] The utility model discloses a hydraulic integrated control unit for a stern anchor winch, which integrates the proportional speed and reversing control of the stern anchor winch and has the advantages of high integration, convenient operation, stable action and high reliability.

[0037] The electrical components in the utility model are all connected to the main controller and the external power supply, and the main controller can be a conventional known device for controlling such as a computer.

[0038] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the statement "comprise one" do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0039] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A hydraulic integrated control unit for a stern windlass, characterized in that: It includes an operating bench, wherein a main control valve group and a brake clutch control valve group are placed inside the operating bench, a pressure gauge and a pilot hydraulic control handle are arranged on the operating table of the operating bench, and the main control valve group, the brake clutch control valve group, the pressure gauge and the pilot hydraulic control handle are connected through pipelines; the main control valve group includes a first valve block and a pressure compensator, a built-in damper, a hydraulically controlled proportional reversing valve, a high and low speed reversing valve, a balancing valve, a one-way throttle valve, a safety valve, a pressure reducing valve and an oil replenishing one-way valve installed on the first valve block; the brake clutch control valve group includes a second valve block and an electromagnetic reversing valve, a superimposed one-way valve, a superimposed pressure reducing valve and a pressure switch installed on the second valve block.

2. A hydraulic integrated control unit for a stern windlass according to claim 1, characterized in that: The pressure compensator, built-in damping, hydraulically controlled proportional reversing valve, and high and low speed reversing valve are installed on the upper surface of the first valve block; the balancing valve, one-way throttle valve, and safety valve are installed on the front surface of the first valve block; the pressure reducing valve is installed on the left surface of the first valve block; and the oil replenishing one-way valve is installed on the right surface of the first valve block.

3. A hydraulic integrated control unit for a stern windlass according to claim 2, characterized in that: The pressure compensator, built-in damping, hydraulic proportional reversing valve, high and low speed reversing valve, balancing valve, one-way throttle valve, safety valve, pressure reducing valve and oil replenishing one-way valve are interconnected through the channel inside the first valve block.

4. A hydraulic integrated control unit for a stern windlass according to claim 1, characterized in that: The solenoid reversing valve includes a first solenoid reversing valve, a second solenoid reversing valve, and a third solenoid reversing valve; the stacked one-way valve includes a first stacked one-way valve, a second stacked one-way valve, and a third stacked one-way valve; the stacked pressure reducing valve includes a first stacked pressure reducing valve, a second stacked pressure reducing valve, and a third stacked pressure reducing valve; the pressure switch includes a first pressure switch and a second pressure switch; and the pressure gauge includes a first pressure gauge and a second pressure gauge.

5. A hydraulic integrated control unit for a stern windlass according to claim 4, characterized in that: The first solenoid reversing valve, the second solenoid reversing valve, the third solenoid reversing valve, the first stacked one-way valve, the second stacked one-way valve, the third stacked one-way valve, the first stacked pressure reducing valve, the second stacked pressure reducing valve, and the third stacked pressure reducing valve are arranged and respectively connected to the top surface of the second valve block; the first pressure switch and the second pressure switch are installed on the front surface of the second valve block.

6. A hydraulic integrated control unit for a stern windlass according to claim 5, characterized in that: The first solenoid reversing valve, the second solenoid reversing valve, the third solenoid reversing valve, the first stacked one-way valve, the second stacked one-way valve, the third stacked one-way valve, the first stacked pressure reducing valve, the second stacked pressure reducing valve, the third stacked pressure reducing valve, the first pressure switch, and the second pressure switch are interconnected through the channel inside the second valve block.

7. The hydraulic integrated control unit for a stern windlass according to claim 1, characterized in that: The control end of the pilot hydraulic control handle is connected to the hydraulic control proportional reversing valve, the pressure reducing valve is connected to the oil inlet pipeline of the pilot hydraulic control handle, and the oil inlet pipeline is connected to the oil inlet pipeline of the main control valve group; the oil return pipeline of the pilot hydraulic control handle is connected to the oil return pipeline of the main control valve group, and after the hydraulic control proportional reversing valve is connected to the pressure compensator, it is connected to the first pressure gauge through the built-in damping; the high and low speed reversing valve is connected to the oil inlet pipeline and the oil return pipeline of the main control valve group; the hydraulic control proportional reversing valve is respectively connected to the oil inlet pipeline and the oil return pipeline of the main control valve group; the hydraulic control proportional reversing valve is connected to the safety valve and the oil replenishing check valve through a balancing valve and a one-way throttle valve; a second pressure gauge is connected to the oil inlet pipeline of the main control valve group.

8. A hydraulic integrated control unit for a stern windlass according to claim 4, characterized in that: The oil inlet of the first solenoid reversing valve is connected to the oil inlet pipeline of the brake clutch control valve group through the first superimposed pressure reducing valve and the first superimposed check valve, and the oil return port is connected to the oil return pipeline of the brake clutch control valve group. The oil return pipeline of the brake clutch control valve group is connected to the oil return ports of the first solenoid reversing valve and the first superimposed pressure reducing valve. The brake oil port of the first solenoid reversing valve is connected to the brake oil port of the external stern anchor machine, and a first pressure switch is connected between the brake oil port of the first solenoid reversing valve and the brake oil port of the external stern anchor machine; the oil inlet of the second solenoid reversing valve is connected to the oil inlet pipeline of the brake clutch control valve group through the second superimposed pressure reducing valve and the second superimposed check valve, and the oil return port is connected to the oil return pipeline of the brake clutch control valve group. The return oil pipeline of the vehicle clutch control valve group is connected to the return oil ports of the second electromagnetic reversing valve and the second superimposed pressure reducing valve, the clutch oil port II of the second electromagnetic reversing valve is connected to the clutch oil port II of the external stern anchor machine, and a second pressure switch is connected between the clutch oil port II of the second electromagnetic reversing valve and the clutch oil port II of the external stern anchor machine; the oil inlet of the third electromagnetic reversing valve is connected to the oil inlet pipeline of the brake clutch control valve group through the third superimposed pressure reducing valve and the third superimposed check valve, the return oil port is connected to the return oil pipeline of the brake clutch control valve group, the return oil pipeline of the brake clutch control valve group is connected to the return oil ports of the third electromagnetic reversing valve and the third superimposed pressure reducing valve, and the clutch oil port I of the third electromagnetic reversing valve is connected to the clutch oil port I of the external stern anchor machine.

9. The hydraulic integrated control unit for a stern windlass according to claim 1, characterized in that: After the oil inlet of the brake clutch control valve group is connected to the oil inlet of the main control valve group, it is connected to the oil output port of the external hydraulic pump station; after the oil return port of the brake clutch control valve group is connected to the oil return port of the main control valve group, it is connected to the oil tank of the external hydraulic pump station; after the oil return port of the pilot hydraulic control handle is connected to the oil inlet of the main control valve group, it is connected to the oil tank of the external hydraulic pump station.

10. A hydraulic integrated control unit for a stern windlass according to claim 9, characterized in that: The oil outlets A and B of the main control valve group and the brake clutch control valve group are respectively connected to the A and B ports of the external stern windlass motor, and the oil outlets X and Y of the main control valve group and the brake clutch control valve group are respectively connected to the X and Y ports of the external stern windlass motor.

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