CN217207068U - A hydraulic control system for ship windlass - Google Patents

Abstract

The utility model provides a boats and ships anchor machine hydraulic control system, including the hydraulic pump, the oil tank, the filter, the level gauge, hydraulic motor and brake cylinder, the bypass has first check valve on the filter, still include the electro-hydraulic proportional combination valve, electro-hydraulic proportional combination valve P mouth and T mouth are respectively through first oil pipe and first oil return pipe intercommunication oil tank, electro-hydraulic proportional combination valve A mouth and B mouth advance oil pipe and second oil return pipe intercommunication hydraulic motor oil inlet and oil drain port through the second respectively, the intercommunication has hydraulic pump and second check valve on first oil pipe, switch-on filter on first oil return pipe, the intercommunication has first overflow valve between first oil pipe and first oil return pipe. The utility model is used for solve the not high problem of current boats and ships anchor machine hydraulic control system brake mobility.

Description

A hydraulic control system for ship windlass

technical field

The utility model relates to a hydraulic control system for a ship windlass.

Background technique

The ship windlass refers to the splint equipment used on ships. The ship windlasses mainly rely on the hydraulic system to perform and control its actions. In the existing ship windlasses, two sets of hydraulic systems are used to control the brake cylinder and the hydraulic motor respectively, or The brake is manually controlled, so when the hydraulic motor is stopped or the windlass is flying, the brake cylinder cannot brake in a short time, and the braking maneuverability is not high. Therefore, the factory has improved the hydraulic control system of the ship's windlass.

Utility model content

The technical problem to be solved by the utility model is to provide a hydraulic control system for ship windlass, which is used to solve the problem of low braking maneuverability of the existing hydraulic control system for ship windlass.

In order to solve the above problems, the technical scheme of the present utility model is:

A hydraulic control system for marine windlasses, comprising a hydraulic pump, a fuel tank, a filter, a liquid level gauge, a hydraulic motor and a brake oil cylinder, a first check valve is bypassed on the filter, and an electro-hydraulic proportional compound valve, an electro-hydraulic Ports P and T of the proportional compound valve are connected to the oil tank through the first oil inlet pipe and the first oil return pipe respectively, and ports A and B of the electro-hydraulic proportional compound valve are respectively connected to the oil inlet of the hydraulic motor and the hydraulic motor through the second oil inlet pipe and the second oil return pipe. The oil discharge port is connected with a hydraulic pump and a second one-way valve on the first oil inlet pipe, a filter is connected on the first oil return pipe, and a first overflow is communicated between the first oil inlet pipe and the first oil return pipe A second relief valve and a shuttle valve are connected between the second oil inlet pipe and the second oil return pipe; the brake oil cylinder is connected to the first oil inlet pipe through the third oil inlet pipe, and two oil inlet pipes are connected to the third oil inlet pipe. Three-way pilot valve and pressure reducing valve, the pilot port of the two-position three-way pilot valve is connected to the oil outlet of the shuttle valve through the pilot pipe, and a sequence valve is connected to the pilot pipe, and the T port of the two-position three-way pilot valve passes through the third return valve. The oil pipe is connected to the oil tank.

A manual two-position three-way valve is connected to the third oil inlet pipe, and the T port of the manual two-position three-way valve is connected to the third oil return pipe.

A buffer pipe is communicated between the first oil inlet pipe and the first oil return pipe, and an adjustable throttle valve and a two-position two-way valve electromagnetic valve are connected to the buffer pipe.

A balance valve is communicated with the second oil inlet pipe, and a third check valve is bypassed on the balance valve.

The beneficial effects of the utility model are as follows: the hydraulic motor oil supply circuit is connected with the in-and-out pilot of the brake oil circuit, and when the hydraulic motor stops or the windlass flies, the valve that controls the brake cylinder is automatically restored to its original position, so that the brake cylinder can resume pulling the brake pads. Brake the windlass so that it can form a linkage control, which not only has high braking maneuverability, but also has stable and reliable braking.

Description of drawings

The utility model will be further described below in conjunction with the accompanying drawings:

Figure 1 is a schematic structural diagram of the utility model.

In the figure: hydraulic motor 1, second relief valve 2, third check valve 3, balance valve 4, shuttle valve 5, electro-hydraulic proportional compound valve 6, second check valve 7, first relief valve 8, Adjustable throttle valve 9, hydraulic pump 10, brake cylinder 11, manual 2/3-way valve 12, 2/3-way pilot valve 13, sequence valve 14, pressure reducing valve 15, filter 16, first check valve 17 , fuel tank 18, two-position two-way valve solenoid valve 19.

Detailed ways

As shown in FIG. 1, a hydraulic control system for marine windlass includes a hydraulic pump 10, a fuel tank 18, a filter 16, a liquid level gauge, a hydraulic motor 1 and a brake cylinder 11. The filter 16 is bypassed with a first one-way The valve 17 also includes an electro-hydraulic proportional composite valve 6. The electro-hydraulic proportional composite valve 6 includes an H-type three-position four-way electro-hydraulic valve. The 6P port and the T port of the electro-hydraulic proportional composite valve are respectively connected through the first oil inlet pipe and the first oil return pipe. The oil tank 18, the port A and port B of the electro-hydraulic proportional compound valve 6 are respectively connected to the oil inlet and the oil discharge port of the hydraulic motor 1 through the second oil inlet pipe and the second oil return pipe, and the hydraulic pump 10 and the second oil inlet are connected to the first oil inlet pipe. The one-way valve 7 is connected to the filter 16 on the first oil return pipe, the first relief valve 8 is connected between the first oil inlet pipe and the first oil return pipe, and between the second oil inlet pipe and the second oil return pipe A second relief valve 2 and a shuttle valve 5 are communicated; the brake cylinder 11 is connected to the first oil inlet pipe through the third oil inlet pipe, and a two-position three-way pilot valve 13 and a pressure reducing valve 15 are connected to the third oil inlet pipe. , the pilot port of the two-position three-way pilot valve 13 is connected to the oil outlet of the shuttle valve 5 through the pilot pipe, and the sequence valve 14 is connected to the pilot pipe. The first relief valve 8 and the second relief valve 2 are used to prevent the hydraulic system from being overloaded, and the opening pressure of the sequence valve 14 is 0.3-0.5 times the output oil pressure of the hydraulic pump 10 .

The working process of the utility model is as follows: firstly, the direction of the hydraulic oil passing through the hydraulic motor 1 can be changed by changing the position of the electro-hydraulic proportional compound valve 6, so as to realize the anchoring and retracting of the ship's windlass; When the compound valve 6 is reversed to the left or right position, the hydraulic cylinder in the second oil inlet pipe or the second oil return pipe will pass through the shuttle valve 5 and push the sequence valve 14 to open, so that the hydraulic oil enters the pilot end of the two-position three-way pilot valve 13 , so that the two-position three-way pilot valve 13 is reversed to the left position, and then the hydraulic oil decompressed by the pressure reducing valve 15 enters the rodless cavity of the brake cylinder 11, and pushes the piston of the brake cylinder 11 to extend outward to loosen Brake plate, so that it does not affect the anchoring or retracting of the ship's windlass; when the hydraulic pump 10 is stopped or the electro-hydraulic proportional compound valve 6 is in the neutral position, the hydraulic oil in the hydraulic system returns to the oil tank 18, and when the windlass flies At the same time, the hydraulic oil drawn by the hydraulic motor 1 cannot open the sequence valve 14, so that the two-position three-way pilot valve 13 is in the right position. The linkage between the brake cylinder 11 and the hydraulic motor 1 .

A manual two-position three-way valve 12 is connected to the third oil inlet pipe, the manual two-position three-way valve 12T port is connected to the third oil return pipe, and the manual two-position three-way valve 12 is a button-type or handle-type two-position three-way valve. In normal state, the button-type two-position three-way valve is in the right position, and the P port and the A port are connected. When the windlass stalls, it is necessary to operate the hydraulic cylinder to brake or emergency stop the windlass, you can jog or long press Button type two-position three-way valve to realize the point brake or emergency stop of the windlass.

A buffer pipe is communicated between the first oil inlet pipe and the first oil return pipe, and an adjustable throttle valve 9 and a two-position two-way valve solenoid valve 19 are connected to the buffer pipe. When the hydraulic pump 10 is just started, a small part of the hydraulic pressure returns to the oil tank 18 through the buffer pipe, the adjustable throttle valve 9 and the two-position two-way valve solenoid valve 19. After 1 second of starting, the two-position two-way solenoid valve is reversed to buffer the buffer. The pipe is cut off to slow the impact of the hydraulic oil on the hydraulic actuator.

A balance valve 4 is communicated with the second oil inlet pipe, and a third check valve 3 is bypassed on the balance valve 4 . When the windlass is anchoring, the hydraulic oil enters the hydraulic motor 1 through the third check valve 3 to improve the efficiency of the anchoring. When the windlass is anchored, the hydraulic oil needs to pass through the balance valve 4 to form a certain back pressure on the hydraulic system to prevent the anchor When the chain is fast, a stall occurs and the hydraulic motor 1 is dragged back, causing cavitation damage to the hydraulic motor 1 .

Claims (4)

1. A hydraulic control system for a marine windlass, comprising a hydraulic pump (10), a fuel tank (18), a filter (16), a liquid level gauge, a hydraulic motor (1), a brake cylinder (11), and a filter (16) The upper bypass is provided with a first one-way valve (17), which is characterized in that it also includes an electro-hydraulic proportional composite valve (6), and the P port and the T port of the electro-hydraulic proportional composite valve (6) pass through the first oil inlet pipe and the first The oil return pipe is connected to the oil tank (18), and the A and B ports of the electro-hydraulic proportional compound valve (6) are respectively connected to the oil inlet and the oil discharge port of the hydraulic motor (1) through the second oil inlet pipe and the second oil return pipe. A hydraulic pump (10) and a second check valve (7) are connected to the oil pipe, a filter (16) is connected to the first oil return pipe, and a first overflow pipe is connected between the first oil inlet pipe and the first oil return pipe A flow valve (8), a second relief valve (2) and a shuttle valve (5) are communicated between the second oil inlet pipe and the second oil return pipe; the brake cylinder (11) communicates with the first oil inlet pipe through the third oil inlet pipe The oil inlet pipe is connected with a 2/3-way pilot valve (13) and a pressure reducing valve (15) on the third oil inlet pipe. The pilot port of the 2/3-way pilot valve (13) is connected to the shuttle valve (5) through the pilot pipe. The oil port is connected with a sequence valve (14) on the pilot pipe, and the T port of the two-position three-way pilot valve (13) is connected to the oil tank (18) through the third oil return pipe. 2. A hydraulic control system for marine windlass according to claim 1, characterized in that: a manual two-position three-way valve (12) is connected to the third oil inlet pipe, and a manual two-position three-way valve (12) The T port is connected to the third oil return pipe. 3 . The hydraulic control system for ship windlass according to claim 1 , wherein a buffer pipe is connected between the first oil inlet pipe and the first oil return pipe, and an adjustable throttle is connected to the buffer pipe. 4 . Valve (9) and 2/2-way valve solenoid valve (19). 4 . The hydraulic control system for marine windlass according to claim 1 , wherein a balance valve ( 4 ) is connected to the second oil inlet pipe, and a third one-way valve is bypassed on the balance valve ( 4 ). 5 . valve (3).

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