Hydraulic control system of marine valve driving device

By designing a hydraulic control system for marine valve drive devices that includes multiple valve components, the problem of stability and misoperation risks during opening and closing of marine valves is solved, and higher operating safety and reliability of use are achieved.

CN222937341UActive Publication Date: 2025-06-03KUNSHAN HAIXIN ELECTRONICS CO LTD
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Patent Information

Application Number
CN202422108914.1
Authority / Receiving Office
CN · China
Patent Type
Utility models(China)
Current Assignee / Owner
Filing Date
2024-08-29
Publication Date
2025-06-03
Estimated Expiration
2034-08-29

AI Technical Summary

Technical Problem

Marine valves have high stability requirements during opening and closing. The existing hydraulic control system is difficult to effectively reduce the impact of hydraulic cylinders on the valve, and there is a risk of incorrect operation.

Method used

A hydraulic control system for marine valve drive devices is designed, including a variety of valve components (such as stop valves, solenoid valves, logic valves, check valves, etc.). Through fine flow channel layout and valve combination, precise control of the expansion and contraction process of the hydraulic cylinder is achieved to avoid misoperation.

Benefits of technology

It improves the stability and adjustment convenience of hydraulic cylinder telescopic control, significantly reduces the risk of misoperation, and improves operation safety and use reliability.

✦ Generated by Eureka AI based on patent content.

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    Figure CN222937341U_ABST
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Abstract

The utility model discloses a marine valve driving device hydraulic control system which comprises a first stop valve, a second stop valve, a throttling valve, a first electromagnetic valve, a second electromagnetic valve, a first logic valve, a second logic valve, a stacked hydraulic control one-way valve, a first one-way valve, a valve block and a manual-electric integrated reversing valve. The stacked hydraulic control one-way valves comprise a second one-way valve and a third one-way valve, a main oil inlet, a working oil inlet, a working oil return opening and a main oil return opening are formed in the valve block, and a first flow channel communicating the main oil inlet with a port P in the manual-electric integrated reversing valve is formed in the valve block; the valve block is internally provided with a second flow channel which is sequentially connected with an A port of the manual-electric integrated reversing valve, the second one-way valve, the first stop valve and the working oil inlet in series. By means of the mode, the hydraulic control system of the valve driving device for the ship can avoid the problem of misoperation, improves the stability of the hydraulic cylinder in the stretching and retracting process, and is convenient to adjust.
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Description

Technical Field

[0001] The utility model relates to the field of marine electromechanics, in particular to a hydraulic control system for a marine valve driving device. Background Art

[0002] The opening and closing of marine valves are laborious, and hydraulic cylinders are usually used for driving and are equipped with corresponding hydraulic control systems.

[0003] For the simple telescopic control of a hydraulic cylinder, only a directional control valve is needed. However, marine valves have high requirements for stability during the opening and closing processes, and it is necessary to minimize the impact of the hydraulic cylinder on the marine valve and eliminate misoperation problems, which puts forward higher requirements for the hydraulic control system of the hydraulic cylinder in the marine valve driving device and requires improvement. Summary of the Utility Model

[0004] The main technical problem to be solved by the utility model is to provide a hydraulic control system for a marine valve driving device, which improves the stability and adjustment convenience of the telescopic control of the hydraulic cylinder and avoids misoperation problems.

[0005] To solve the above technical problems, a technical solution adopted by the present utility model is: to provide a hydraulic control system for a marine valve driving device, including: a first stop valve K1, a second stop valve K2, a throttle valve K3, a first solenoid valve K4, a second solenoid valve K11, a first logic valve K5, a second logic valve K6, a stacked hydraulic check valve, a first check valve K7, a valve block, and a hand-held and electric integrated reversing valve K8. The stacked hydraulic check valve includes a second check valve K9 and a third check valve K10. The first stop valve K1, the second stop valve K2, the throttle valve K3, the first solenoid valve K4, the second solenoid valve K11, the first logic valve K5, the second logic valve K6, the hand-held and electric integrated reversing valve K8, and the stacked hydraulic check valve are respectively arranged on the valve block. A main oil inlet P1, a working oil inlet A1, a working oil return port B1, and a main oil return port T1 are arranged on the valve block. A first flow path communicating the main oil inlet P1 with the P port on the hand-held and electric integrated reversing valve K8 is arranged in the valve block. A second flow path sequentially connecting the A port of the hand-held and electric integrated reversing valve K8, the second check valve K9, the first stop valve K1, and the working oil inlet A1 is arranged in the valve block. A third flow path sequentially connecting the B port of the hand-held and electric integrated reversing valve K8, the third check valve K10, the second stop valve K2, and the working oil return port B1 is arranged in the valve block. A fourth flow path connecting the first logic valve K5 in series between the outlet of the second check valve K9 and the T port on the hand-held and electric integrated reversing valve K8 is arranged in the valve block. A fifth flow path connecting the second logic valve K6 in series between the outlet of the third check valve K10 and the T port on the hand-held and electric integrated reversing valve K8 is arranged in the valve block. A sixth flow path sequentially connecting the T port on the hand-held and electric integrated reversing valve K8, the first check valve K7, the throttle valve K3, and the main oil return port T1 is arranged in the valve block. A seventh flow path communicating the oil outlet of the first solenoid valve K4 with the control oil port of the first logic valve K5 is arranged in the valve block. An eighth flow path communicating the oil outlet of the second solenoid valve K11 with the control oil port of the second logic valve K6 is arranged in the valve block.

[0006] In a preferred embodiment of the present utility model, a ninth flow path communicating the oil inlet of the first solenoid valve K4 with the main oil inlet P1 is arranged in the valve block.

[0007] In a preferred embodiment of the present utility model, a ninth flow path communicating the oil inlet of the second solenoid valve K11 with the main oil inlet P1 is arranged in the valve block.

[0008] In a preferred embodiment of the present utility model, a tenth flow path communicating the oil return port of the first solenoid valve K4 with the main oil return port T1 is arranged in the valve block.

[0009] In a preferred embodiment of the present utility model, an eleventh flow path communicating the oil return port of the second solenoid valve K11 with the main oil return port T1 is arranged in the valve block.

[0010] In a preferred embodiment of the present utility model, it further includes a controller, and the controller is respectively connected to a first solenoid valve K4, a second solenoid valve K11, and a hand-operated and electric integrated reversing valve K8.

[0011] The beneficial effects of the present utility model are as follows: A hydraulic control system for a marine valve driving device pointed out by the present utility model is connected to a hydraulic cylinder in the marine valve driving device through a working oil inlet A1 and a working oil return port B1. After opening the first stop valve K1 and the second stop valve K2, the operation of the hydraulic cylinder can be further realized. It has high safety and can avoid misoperation problems. After opening the second solenoid valve K11, the hydraulic oil entering from the main oil inlet P1 is sent to port A of the hand-operated and electric integrated reversing valve K8 by using the hand-operated and electric integrated reversing valve K8, and then sequentially passes through the second check valve K9, the first stop valve K1, and the working oil inlet A1 to be sent to the hydraulic cylinder, so as to extend the hydraulic cylinder and drive the marine valve. The return oil is sent to the main oil return port T1 through the working oil return port B1, the second stop valve K2, the second logic valve K6, the first check valve K7, and the throttle valve K3 in sequence to form a loop, and the throttle valve K3 is used to control the flow rate, improving the smoothness during the telescopic process of the hydraulic cylinder, and it is convenient to adjust and has high use safety. Description of the Drawings

[0012] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings, where:

[0013] Figure 1 is a schematic structural diagram of a preferred embodiment of a hydraulic control system for a marine valve driving device of the present utility model;

[0014] Figure 2 is Figure 1 the schematic back structure diagram;

[0015] Figure 3 is a schematic hydraulic principle diagram of a preferred embodiment of a hydraulic control system for a marine valve driving device of the present utility model. Detailed Embodiments

[0016] The following will clearly and completely describe the technical solutions in the embodiments of the present utility model. Obviously, the described embodiments are only some of the embodiments of the present utility model, rather than all of them. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present utility model.

[0017] Please refer to Figures 1 to 3, the embodiments of the present utility model include:

[0018] As Figure 1 and Figure 2 shown in the marine valve drive device hydraulic control system, including: a controller, a first stop valve K1, a second stop valve K2, a throttle valve K3, a first solenoid valve K4, a second solenoid valve K11, a first logic valve K5, a second logic valve K6, a stacked hydraulic check valve K12, a first check valve K7, a valve block K13 and a hand-held electric integrated reversing valve K8. The stacked hydraulic check valve includes a second check valve K9 and a third check valve K10. As Figure 3 shown, the flow direction of the hydraulic oil is controlled.

[0019] The first stop valve K1, the second stop valve K2, the throttle valve K3, the first solenoid valve K4, the second solenoid valve K11, the first logic valve K5, the second logic valve K6, the hand-held electric integrated reversing valve K8 and the stacked hydraulic check valve 12 are respectively arranged on the valve block K13, with high integration and compact structure.

[0020] A main oil inlet P1, a working oil inlet A1, a working oil return port B1 and a main oil return port T1 are arranged on the valve block K13. The hydraulic cylinder in the marine valve drive device is connected through the working oil inlet A1 and the working oil return port B1 to control the telescopic movement of the hydraulic cylinder.

[0021] As Figure 3 shown, a first flow channel connecting the main oil inlet P1 and the P port on the hand-held electric integrated reversing valve K8 is arranged in the valve block. A second flow channel is arranged in the valve block, which sequentially connects the A port of the hand-held electric integrated reversing valve K8, the second check valve K9, the first stop valve K1 and the working oil inlet A1. After the first stop valve K1 and the second stop valve K2 are opened, the oil supply and oil discharge of the hydraulic cylinder can be carried out, avoiding misoperation problems.

[0022] A third flow channel is arranged in the valve block, which sequentially connects the B port of the hand-held electric integrated reversing valve K8, the third check valve K10, the second stop valve K2 and the working oil return port B1. During the extension process of the hydraulic cylinder, the hydraulic oil passes through the second check valve K9, the first stop valve K1 and the working oil inlet A1 to be sent to the hydraulic cylinder to drive the opening of the marine valve. The return oil is sent to the main oil return port T1 through the working oil return port B1, the second stop valve K2, the second logic valve K6, the first check valve K7 and the throttle valve K3 in sequence, and the second logic valve K6 needs to be opened.

[0023] In this embodiment, a fourth flow channel is provided in the valve block, which connects the first logic valve K5 in series between the outlet of the second check valve K9 and the T port of the hand-held integrated reversing valve K8. A fifth flow channel is provided in the valve block, which connects the second logic valve K6 in series between the outlet of the third check valve K10 and the T port of the hand-held integrated reversing valve K8. The hydraulic oil return direction during the telescopic process of the hydraulic cylinder is controlled by the first logic valve K5 and the second logic valve K6.

[0024] A sixth flow channel is provided in the valve block, which successively connects the T port of the hand-held integrated reversing valve K8, the first check valve K7, the throttle valve K3, and the main oil return port T1. The main oil inlet P1 is externally connected to an oil pump for oil supply, and the main oil return port T1 is externally connected to a fuel tank for oil return. The flow rate is controlled and adjusted by the throttle valve K3, which is beneficial to improving the smoothness of the hydraulic cylinder during the telescopic process.

[0025] In this embodiment, a seventh flow channel is provided in the valve block, which connects the oil outlet of the first solenoid valve K4 to the control oil port of the first logic valve K5. An eighth flow channel is provided in the valve block, which connects the oil outlet of the second solenoid valve K11 to the control oil port of the second logic valve K6. The first logic valve K5 and the second logic valve K6 are controlled by the first solenoid valve K4 and the second solenoid valve K11, which improves the operation safety and is beneficial to further avoiding misoperation problems.

[0026] A ninth flow channel is provided in the valve block, which connects the oil inlet of the first solenoid valve K4 to the main oil inlet P1. A ninth flow channel is provided in the valve block, which connects the oil inlet of the second solenoid valve K11 to the main oil inlet P1, and supplies hydraulic oil to the oil inlets of the first solenoid valve K4 and the second solenoid valve K11. A tenth flow channel is provided in the valve block, which connects the oil return port of the first solenoid valve K4 to the main oil return port T1. An eleventh flow channel is provided in the valve block, which connects the oil return port of the second solenoid valve K11 to the main oil return port T1 for oil return.

[0027] In this embodiment, the controller can adopt a PLC. By connecting the controller to the first solenoid valve K4, the second solenoid valve K11, and the hand-held integrated reversing valve K8 respectively, remote automatic control of the valve can be carried out on the ship, or the hand-held integrated reversing valve K8 can be manually operated on site.

[0028] In summary, a hydraulic control system for a marine valve driving device proposed by the present utility model has a compact structure and occupies a small space. It can control the telescopic movement of the hydraulic cylinder in the marine valve driving device, improve the smoothness of the valve opening and closing process, avoid misoperation problems, and improve operation safety and use reliability.

[0029] The above are only the embodiments of the present utility model, and do not thereby limit the patent scope of the present utility model. Any equivalent structure or equivalent process transformation made by using the content of the specification of the present utility model, or directly or indirectly applied in other related technical fields, shall similarly be included within the patent protection scope of the present utility model.

Claims

1. A hydraulic control system for a marine valve drive device, characterized in that: include: a first stop valve (K1), a second stop valve (K2), a throttle valve (K3), a first solenoid valve (K4), a second solenoid valve (K11), a first logic valve (K5), a second logic valve (K6), a stacked hydraulically controlled one-way valve, a first one-way valve (K7), a valve block and a hand-electric integrated reversing valve (K8), wherein the stacked hydraulically controlled one-way valve comprises a second one-way valve (K9) and a third one-way valve (K10), the first stop valve (K1), the second stop valve (K2), the throttle valve (K3), the first solenoid valve (K4), the first logic valve (K5), the second logic valve (K6), a stacked hydraulically controlled one-way valve, a first one-way valve (K7), a valve block and a hand-electric integrated reversing valve (K8), wherein the stacked hydraulically controlled one-way valve comprises a second one-way valve (K9) and a third one-way valve (K10), the first stop valve (K1), the second stop valve (K2), the throttle valve (K3), the first solenoid valve (K4), the first The second solenoid valve (K11), the first logic valve (K5), the second logic valve (K6), the hand-operated integrated reversing valve (K8) and the superimposed hydraulically controlled one-way valve are respectively arranged on the valve block, and the valve block is provided with a main oil inlet (P1), a working oil inlet (A1), a working oil return port (B1) and a main oil return port (T1). The valve block is provided with a first flow channel connecting the main oil inlet (P1) and the P port on the hand-operated integrated reversing valve (K8), and the valve block is provided with the A port of the hand-operated integrated reversing valve (K8), the second one-way valve and the second one-way valve connected in series in sequence. The valve block is provided with a second flow channel for connecting the B port of the hand-electric integrated reversing valve (K8), the third one-way valve (K10), the second stop valve (K2) and the working oil return port (B1) in series, the valve block is provided with a fourth flow channel for connecting the first logic valve (K5) in series with the outlet of the second one-way valve (K9) and the T port on the hand-electric integrated reversing valve (K8), the valve block is provided with a second logic valve (K6) in series with the third one-way valve (K10), the second stop valve (K2) and the working oil return port (B1) in series, The valve block is provided with a fifth flow channel connecting the outlet of the valve (K10) and the T port on the hand-operated integrated reversing valve (K8); the valve block is provided with a sixth flow channel which is connected in series with the T port on the hand-operated integrated reversing valve (K8), the first non-return valve (K7), the throttle valve (K3) and the main oil return port (T1); the valve block is provided with a seventh flow channel which is connected with the oil outlet of the first solenoid valve (K4) and the control oil port of the first logic valve (K5); and the valve block is provided with an eighth flow channel which is connected with the oil outlet of the second solenoid valve (K11) and the control oil port of the second logic valve (K6).

2. The hydraulic control system of a marine valve driving device according to claim 1, characterized in that: The valve block is provided with a ninth flow channel connecting the oil inlet of the first solenoid valve (K4) and the main oil inlet (P1).

3. The hydraulic control system of a marine valve driving device according to claim 1, characterized in that: The valve block is provided with a ninth flow channel connecting the oil inlet of the second solenoid valve (K11) and the main oil inlet (P1).

4. The hydraulic control system of a marine valve driving device according to claim 1, characterized in that: The valve block is provided with a tenth flow channel connecting the oil return port of the first solenoid valve (K4) and the main oil return port (T1).

5. The hydraulic control system of a marine valve driving device according to claim 1, characterized in that: The valve block is provided with an eleventh flow channel connecting the oil return port of the second solenoid valve (K11) and the main oil return port (T1).

6. The hydraulic control system of a marine valve driving device according to claim 1, characterized in that: It also includes a controller, which is respectively connected to the first solenoid valve (K4), the second solenoid valve (K11) and the hand-electric integrated reversing valve (K8).