The early electro-hydraulic hammer power head was connected from the main operating valve to the secondary valve seat by a seamless tube welded at both ends. The pipe is subjected to alternating load during the working process, and the pipe is loaded when the hammer is returned. When the hammer strikes, the pipe is unloaded and recirculated. Therefore, the hammer is broken and the weld is cracked for the hammer with poor working conditions. phenomenon.
Since this tube is inside the cabinet of the cylinder beam, once it fails, it is difficult to repair, even if it is difficult to guarantee the quality, it becomes a big hidden danger and also a major factor affecting the life of the power head. In order to solve this problem, we moved the secondary valve seat directly under the main valve, removed the welded pipe, and the cylinder body was made of high-quality steel castings, which realized the unpiped connection inside the cylinder beam and improved. Reliability of key parts of electro-hydraulic hammers.
(7). Developed and designed large-diameter valves and secondary valves;
With the development and design of large-tonnage electro-hydraulic hammer, the annular area of ​​the lower cylinder of the master cylinder is getting larger and larger, and there must be a quick-release valve and a main valve with matching diameters to ensure the striking energy and strike frequency of the large tonnage hammer. Based on the original 50-type valve, we developed and designed the 70-type main valve and the secondary valve, and then developed the 80-type main valve and the secondary valve. We use 50-type valve for 1 ton, 2 ton free forging and die forging electro-hydraulic hammer, 70 type valve for 3 ton free forging and 3 ton, 5 ton forging electro-hydraulic hammer, and 5 ton free forging electro-hydraulic hammer Type 80 valve is used.
(8). The new anti-collision device makes the protection more safe and reliable;
The hammer head movement characteristics of the free forging hammer are fast hitting and quick lifting, the hammer head hitting top rate is high, and the cushioning characteristics of the buffer cylinder are required to be high. Through the analysis of the shortcomings of the early electro-hydraulic hammer buffer cylinder structure, we improved the design, and the air chamber of the buffer cylinder and the accumulator were matched to match the pressure, which improved the reliability of the anti-collision roof.
(9). Solve system heating problems
The heating problem of the electro-hydraulic hammer system is also a big technical problem, which seriously affects the sealing performance and working performance of the system. For this, we have taken the following measures to effectively control the heating problem of the system. First, minimize the system liquid resistance, reasonably select the tubing diameter, and control the flow rate within a reasonable range. Second, improve the wear resistance of the main valve and the secondary valve, reduce the internal unloading, and thirdly, adopt a high heat dissipation coefficient. Plate heat exchangers and larger flow cooling pumps increase the cooling rate and the number of oil cycles.
(10). Solve the problem of oil passage vibration;
The oil circuit vibration problem of the electro-hydraulic hammer is also a great hazard to the reliable operation of the system. For this reason, we have adopted a method of blocking the vibration source and buffering the vibration wave, and achieved good results. First, all the pipes connected to the main engine and the high-pressure pipes connected to the hydraulic station are elastically connected; the second is to increase the buffer accumulator on the high-pressure pipe; the third is to use the earthquake-resistant pressure gauge for the pressure gauge, and four tension springs for the table seat. Suspended, the connecting tube is connected by a micro hose.
Second, full hydraulic electro-hydraulic hammer
The full hydraulic electro-hydraulic hammer is hydraulic oil used in the working medium of the upper and lower chambers of the working cylinder. The lower chamber of the working cylinder is always connected to the accumulator, and the hydraulic control system is separately controlled to the upper chamber. When lifting the hammer, it is possible to control the striking valve to open the upper chamber to the fuel tank. When striking, the control striking valve connects the upper chamber to the lower chamber. At this time, the oil pressure in the upper and lower chambers is equal but the working area is different, so that a differential striking can be achieved.
It can be seen from the principle that in the process of striking, the upper and lower chambers must enter and exit the oil at the same time, and the two chambers flow, so the oil speed is greatly limited, otherwise the efficiency will be very low, and the best solution is to reduce the flow rate. Once the speed is reduced, to maintain the constant energy (E = 1/2mv2), the quality of the hammer must be increased. To maintain a high frequency of blows, the trip must be reduced. Simply speaking, it is “large hammer head, short strokeâ€, so the full hydraulic hammer is only suitable for the die forging hammer, especially suitable for the program-controlled die forging hammer, and is not suitable for free forging with strong manual operation flexibility. This theory, we can be verified from the international trend of forging hammer development.
Third, program-controlled full hydraulic die forging hammer
1, the principle:
The basic principle of the program-controlled full hydraulic die forging hammer is: the oil pump-accumulator is used for transmission, the lower chamber of the cylinder is usually pressed, and the hydraulic system controls the upper chamber with a single cavity. The upper chamber inlet valve (also called the striking valve) is opened, and a total of three parts of high pressure oil from the oil pump, the accumulator and the lower chamber led by the differential circuit enters the upper chamber, thereby realizing the acceleration downward stroke and the striking stroke of the hammer head. Once the upper chamber is relieved, the hammer immediately returns quickly, and the striking energy is achieved by controlling the length of the closing time of the striking valve.
2, the basic structure
(1). The fuselage adopts a "U" shaped fuselage in which the column and the anvil are integrated. Although this structural form brings certain difficulties to casting, lifting and machining, it has the following advantages: a. Increases the longitudinal, lateral and tipping stiffness of the column, ensuring the precise guiding of the hammer and facilitating the improvement of raw materials. The utilization rate of the bU-shaped fuselage makes the two columns also become part of the weight of the anvil, which is beneficial to the reduction of the weight of the whole machine and the improvement of the striking efficiency; the impact noise generated by the cU-shaped solid casting body is significantly smaller than that of the box shape and the arched column. The fuselage.
(2). Guide rail: The comb-shaped guide rail of domestic steam-air forging hammer has short force arm and no disadvantage of temperature compensation. In order not to cause the hammer head to be stuck due to the temperature increase and expansion, the gap of the guide rail is reduced, so that the cold gap of the guide rail is increased, which is the reason why it is difficult to perform precision die forging on the steam-air forging hammer. The 50KJ program-controlled full hydraulic hammer developed by our company adopts the "X"-shaped guide rail structure. Since the hammerhead expands radially when heated, and the guide faces are arranged diagonally, the guide gap is not reduced due to thermal expansion of the hammerhead. Our company's program-controlled hammer increases the width of the guide plate, and the X-shaped guide rail has a longer force arm, which will obviously reduce the specific pressure acting on the guide surface when the bias is applied, which is beneficial to prolong the service life of the guide plate.
(3). Hydraulic system
a. The hydraulic system adopts the oil pump-accumulator combination transmission, and the lower chamber of the main cylinder is always in communication with the accumulator, which is normal pressure. The hydraulic system only controls the upper chamber. It controls the closing time of the striking valve to achieve the striking energy. The striking valve is a three-stage control valve. The pilot valve is a two-position three-way reversing valve. The system demands its quality. Very high, both high frequency and high repeatability requirements, so we use imported original parts;
b. The striking valve adopts a cone valve structure, which has the advantage of no wear compared with the conventional sliding valve, and the sealing reliability is greatly improved;
c. The fuel tank adopts a top-mounted structure, and the internal oil circuit is closed on the main valve block. This structure makes the hydraulic system integrated. Compared with the fuel tank adopting the side-mounted structure, the length of the pipeline system is greatly shortened, and the energy loss is reduced by more than one time. In addition, through integration, the oil circuit connection realizes a tubeless connection and increases the reliability of the connection;
d. In the hydraulic system, a safety valve is arranged between the accumulator and the lower chamber. Once the hammer is broken from the middle, the lower chamber oil and the accumulator are cut off immediately, thereby improving the safety of use.
(4). The damping system adopts the German (Qingdao) separation and solid technology to isolate the vibration generated by the forging hammer during the impact process.
(5). The program control system controls the striking energy and the number of strikes according to the forging requirements program. Our program-controlled full hydraulic hammer adopts OMRON medium-sized C200HS programmable controller and is equipped with digital input and output modules to set the blow on the control panel. energy. Four analog inputs are used in the protection system. The motor adopts the embedded temperature sensor method to collect temperature data for PLC analysis. The oil temperature uses the plug-in sensor to collect the oil temperature change for the whole process PID (cycle control) adjustment.
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