Crane upper and lower structure interlocking system, and crane

Abstract

Disclosed in the present invention are a crane upper and lower structure interlocking system, and a crane. In the system, a third-stage pump of a hydraulic pump set is connected to an oil inlet P of an outrigger extension and retraction valve, and an extension and retraction switching valve in the outrigger extension and retraction valve is connected to the oil inlet P of the outrigger extension and retraction valve. A first working oil port and second working oil port of a locking valve are both connected to a fifth working oil port of the extension and retraction switching valve; a third working oil port of the locking valve is connected to a rod cavity of each of a horizontal oil cylinder, a vertical oil cylinder and a fifth outrigger oil cylinder; and a fourth working oil port of the locking valve is connected to a sixth working oil port of the extension and retraction switching valve. When a boom is in a non-stowed state, the locking valve is deenergized and operates in a right-hand position; at this moment, regardless of whether the extension and retraction switching valve is in an upper position or a lower position, an oil outlet thereof is directly connected to an oil return port through the locking valve to enable pressure unloading, and the horizontal oil cylinder, the vertical oil cylinder and the fifth outrigger oil cylinder remain motionless, thereby achieving locking. The present invention can achieve unloading of an oil inlet line when misoperation of an outrigger handle occurs during upper-structure operation, achieving the locking function against misoperation.

Description

A crane interlocking system for getting on and off the crane and a crane Technical Field

[0001] The present invention relates to the field of engineering machinery, and in particular to a crane getting on and off interlocking system and a crane. Background Art

[0002] The existing technology currently mainly uses electronically controlled outrigger control. By collecting the vehicle operation signal and the outrigger extension and retraction signal, the solenoid valve is energized to control the logic to achieve the interlocking of the vehicle and the vehicle. The principle is simple, but the cost is high (about 5 times the cost of mechanical outrigger control). It cannot adapt to the increasingly competitive market demand for cranes, especially the series of European and American truck cranes recently developed by our company. The details are as follows:

[0003] Patent publication number CN113803309A discloses an energy-saving aerial work platform interlocking system and control method. The system features a single working pump outlet connected to the oil inlet of an access control valve. The upper and lower oil outlets of the access control valve are connected to the oil inlets of the vehicle control multi-way valve assembly and the outrigger multi-way valve, respectively. The vehicle control multi-way valve assembly's main oil circuit is connected in series with an onboard solenoid unloading valve, while the common return oil circuit of the outrigger actuator is connected in series with a normally open outrigger locking valve. The controller achieves energy-efficient control of the aerial work platform's access interlocking system by collecting data from a boom drop detection switch, an outrigger compaction detection switch, and a pressure detection switch at the outrigger multi-way valve inlet. The main problem with this patent is that when the boom drop detection switch detects that the vehicle arm has left the boom, if the outrigger operating valve is mistakenly operated to extend the vertical cylinder / horizontal cylinder, the return oil pipeline between the outrigger locking valve 7 and the small chamber of the outrigger cylinder will burst due to pressure buildup (ratio of the area of ​​the large and small chambers of the outrigger cylinder × pressure of the main relief valve), posing a serious safety risk and failing to achieve true vehicle boarding and disembarking interlocking. Moreover, during vehicle boarding operations, although the outrigger locking valve is energized by detecting whether the pressure switch is on or off, the vehicle is still in normal working state, and the outrigger locking valve 7 is always energized, failing to achieve true energy-saving control.

[0004] Patent publication number CN110985464A discloses an automatic interlocking control system for getting on and off aerial work vehicles and its control method. This solution uses two sets of normally closed two-position two-way solenoid valves to limit the movement of the vehicle arm and the movement of the vehicle support legs respectively, and adds a set of vehicle on and off switching valves to realize manual switching of the vehicle on and off flow. Compared with patent CN 113803309A, this solution does solve the problem of pipeline explosion due to misoperation of the support leg valve group. However, when the boom drop detection switch detects that the vehicle arm has left the boom, the control valve 203 is in the lower position, and when 204 / 205 / 206 / 207 are turned off, the vertical cylinder 3 / horizontal cylinder 5 can be extended normally, and true vehicle on and off interlocking is not achieved.

[0005] The patent with publication number CN105288909A discloses an automatic interlocking device for getting on and off a high-rise fire truck with dual protection. The onboard part of this solution controls the hydraulic pilot unloading valve group to limit the movement of the arm body, and the offboard part uses a mechanical interlocking limit plate and a self-resetting cylinder to limit the movement of the leg part. In addition, after the detection results of the position sensor and the logic operation of the controller, the onboard hydraulic pilot unloading valve and the offboard self-resetting cylinder are driven respectively to realize the onboard interlocking function. This solution has the following problems: the technology is too complicated, the requirements for the processing accuracy of the structural parts are high, and the assembly is difficult. Moreover, after the onboard arm body leaves the arm bracket, the offboard cylinder needs to be continuously energized to lock the movement of the offboard leg, which consumes a lot of battery power.

[0006] Patent publication number CN201864543U discloses an interlocking device for aerial platform outriggers: it utilizes inductive proximity switches, outrigger interlocking valves, outrigger signal valves, and an adapter power supply to interlock the aerial platform outriggers. This technical solution has the following problems: if the outriggers are not properly supported or become limp, all actions for getting on and off the vehicle are restricted; however, once the arm bracket leaves the vehicle, the outriggers are not restricted from retracting. Therefore, if the outriggers are not extended, the vehicle can only be locked from moving, and the automatic interlocking function for getting on and off the vehicle cannot be achieved, which also poses a significant risk.

[0007] Patent publication number CN216767964U discloses an automatic interlocking control system for disembarking, boarding, and platforming of bridge inspection vehicles. This system switches the three oil outlets of two interlocking solenoid valves to connect to the three control systems, ensuring that the oil flow only flows through one control system at a time, while the other two systems are blocked, automatically locking the system. This solution presents the following major issues: ① Regardless of which system is being operated, at least one solenoid valve is always energized. For example, when telescopic motor 11 is operating, two-position, four-way solenoid valves 2-2 and 2-3 are always energized, consuming significant battery power. Excessive energization time can cause the electromagnets to heat up, potentially leading to aging and damage. ② To accommodate varying flow and pressure requirements, valve 2-1 must be configured as an electric proportional relief valve, and two-position, four-way solenoid valves 2-2 and 2-3 must meet the maximum flow rate, resulting in high costs. ③ To achieve interlocking of more actions, additional solenoid switching valves must be connected in series.

[0008] In summary, existing boom products (mechanical outrigger control) cannot achieve the interlocking function for getting on and off the vehicle, and there is a risk of small-cavity pipeline explosion when the vertical cylinder is extended; and the cost of electronic outrigger control is much higher than that of mechanical outrigger control, which cannot meet the needs. Summary of the Invention

[0009] Purpose of the invention: The purpose of the present invention is to provide a crane getting on and off interlocking system and crane, which can realize the unloading of the oil inlet circuit when the outrigger handle is misoperated during the getting on-board operation, thereby achieving the "locking" function of misoperation, effectively reducing the risk of vehicle overturning due to misoperation of the outrigger multi-way valve during the getting on-board operation, and realizing the interlocking function of getting on and off the vehicle.

[0010] Technical solution: The crane interlocking system for getting on and off the crane of the present invention includes a hydraulic pump group, an outrigger telescopic valve, a horizontal oil cylinder, a vertical oil cylinder, and a fifth outrigger oil cylinder; the third pump of the hydraulic pump group is connected to the oil inlet P of the outrigger telescopic valve, a telescopic switching valve is provided in the outrigger telescopic valve, and the telescopic switching valve is connected to the oil inlet P of the outrigger telescopic valve; a locking valve is provided in series between the telescopic switching valve and each oil cylinder;

[0011] The first and second working oil ports of the locking valve are both connected to the fifth working oil port of the telescopic switching valve, the third working oil port of the locking valve is connected to the rod chambers of the horizontal cylinder, the vertical cylinder, and the fifth leg cylinder, and the fourth working oil port of the locking valve is connected to the sixth working oil port of the telescopic switching valve;

[0012] When the boom is in the non-retracted state, the locking valve will not be energized and will work in the right position. At this time, no matter whether the telescopic switching valve is in the upper or lower position, its oil outlet is directly connected to the oil return port to achieve pressure unloading. The fifth leg cylinder will not move, thus achieving locking.

[0013] Furthermore, the locking valve adopts a normally power-off control logic.

[0014] Furthermore, the electromagnetic coil of the locking valve is connected to the output end of the getting-off controller, and the input end of the getting-off controller is connected to the boom proximity switch, the power take-off detection switch, the pressure detection switch, the vertical outrigger pressure sensor, and the horizontal outrigger length measurement sensor;

[0015] When the getting off controller detects the boom retraction signal, the power take-off switch signal, and the pressure detection signal, the getting off controller triggers the electromagnetic coil of the locking valve to be energized.

[0016] Furthermore, when the locking valve is energized and the telescopic switching valve is in the lower position, the oil coming out of the third pump of the hydraulic pump group reaches the P port of the telescopic valve of the support leg, enters through the C port of the telescopic switching valve, and comes out from the oil outlet d of the telescopic switching valve. It passes through the h port and k port of the locking valve, and then through the fifth support leg cylinder selection valve and each horizontal cylinder / vertical cylinder selection valve to reach the rod chamber of each support leg cylinder, thereby realizing the retraction action of each support leg cylinder.

[0017] Furthermore, when the locking valve is energized and the telescopic switching valve is in the upper position, the oil coming out of the third pump of the hydraulic pump group reaches the P port of the telescopic switching valve, passes through the e port, f port to the j port of the telescopic switching valve, passes through the fifth support leg cylinder selection valve and each horizontal cylinder / vertical cylinder selection valve, and reaches the rodless chamber of each support leg cylinder, thereby realizing the extension action of each support leg cylinder.

[0018] Furthermore, the locking valve adopts an electromechanical integrated operation mode, with electronic control as the main mode and emergency mechanical control as the auxiliary mode.

[0019] Furthermore, it also includes a pilot control valve, a pilot pressure switching valve is arranged in the pilot control valve, the first working oil port of the pilot pressure switching valve is connected to the P port of the pilot control valve, and the third working oil port of the pilot pressure switching valve is connected to the oil tank; the fourth pump of the hydraulic pump group is connected to the second working oil port of the pilot pressure switching valve via the P4 port of the center rotary joint, and the second working oil port of the pilot pressure switching valve is also connected to the hydraulic oil tank through the T port of the center rotary joint.

[0020] Furthermore, when the pilot pressure switching valve is energized, the first working oil port of the pilot pressure switching valve is connected to the third working oil port, and the oil entering the P port of the pilot control valve enters the first working oil port of the pilot pressure switching valve, and enters the oil tank after coming out of the third working oil port; at this time, the pilot oil returns directly to the hydraulic oil tank through the overflow valve in the pilot control valve.

[0021] Furthermore, a pressure sensor is installed on the outrigger cylinder. When any of the four outrigger length measurement signals does not conform to the selected working condition or any of the four vertical outrigger pressures is abnormal, the off-vehicle controller transmits the collected signal to the on-vehicle controller through the CAN bus, and the on-vehicle controller controls the pilot pressure switching valve to be energized.

[0022] Based on the same inventive concept, a crane of the present invention includes the above-mentioned crane boarding and disembarking interlocking system.

[0023] Beneficial effects: Compared with the prior art, the technical solution of the present invention has the following beneficial effects:

[0024] (1) The outrigger hydraulic system is based on the original mechanical outrigger valve and is connected in series with a new locking valve. This effectively reduces the risk of vehicle overturning when the outrigger multi-way valve is misoperated during boarding operations, realizes the interlocking function of boarding and disembarking, and greatly improves the safety of vehicle operation.

[0025] (2) Compared with the method of realizing the interlocking function of getting on and off the vehicle by the electronically controlled outrigger control system, it greatly reduces the cost and improves the system reliability;

[0026] (3) By collecting the power take-off switch signal and the vehicle operation signal, energy-saving control of the locking valve is achieved, ensuring that the locking valve is in a power-off state when the crane is operating on the vehicle and the vehicle is driving, effectively solving the risks of electromagnet heating and aging and battery depletion caused by the locking valve being frequently powered. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] FIG1 is a schematic diagram of a crane boarding and disembarking interlocking system according to the present invention;

[0028] FIG2 is a schematic diagram showing the principle of the vehicle locking function in the present invention when the boom is in the non-retracted state;

[0029] FIG3 is a schematic diagram of the telescopic control valve in the upper position when the locking valve is not powered;

[0030] FIG4 is a schematic diagram showing the telescopic control valve in the lower position when the locking valve is energized according to the present invention;

[0031] FIG5 is a schematic diagram of the telescopic control valve in the upper position when the locking valve is energized according to the present invention;

[0032] FIG6 is a schematic diagram of the locking function of the vehicle when the outrigger is in an abnormal state according to the present invention;

[0033] FIG7 is a control principle diagram of the vehicle getting off controller in the present invention. DETAILED DESCRIPTION

[0034] The technical solution of the present invention is described in detail below in conjunction with specific implementation methods and the accompanying drawings.

[0035] As shown in Figure 1, the crane interlocking system of the present invention involves the following components: a hydraulic oil tank 1, a hydraulic pump unit 2, a locking valve 3, a horizontal cylinder 5, a vertical cylinder 6, a fifth outrigger cylinder 7, a center rotary joint 8, a main valve for getting on board 9, an actuator for getting on board 10, a rotary control valve 11, an outrigger control valve 30, a main relief valve 301, a telescopic switching valve 302, a horizontal cylinder extension relief valve 303, a fifth outrigger cylinder selection valve 304, a horizontal cylinder / vertical cylinder selection valve 305, a pilot control valve 90, and a pilot pressure switching valve 901. The specific connections between these components are as follows:

[0036] Hydraulic oil tank 1 is connected to hydraulic pump group 2. Hydraulic pump group 2 consists of four pumps. The first pump of hydraulic pump group 2 supplies the main and auxiliary winches in the vehicle boarding actuator 10 via the center rotary joint 8 and the vehicle boarding main valve 9. The second pump of hydraulic pump group 2 supplies the telescopic and luffing operation in the vehicle boarding actuator 10 via the center rotary joint 8 and the vehicle boarding main valve 9. The fourth pump of hydraulic pump group 2 supplies the pilot control valve 90 in the vehicle boarding actuator 10 via the center rotary joint 8. Pilot control valve 90 controls the direction of the vehicle boarding main valve 9. During normal vehicle operation, the telescopic switching valve 302 is in the neutral position. The pressure oil circuit of the third pump of hydraulic pump group 2 supplies the vehicle boarding actuator 10 with the telescopic switching valve 302, the center rotary joint 8, and the rotary control valve 11.

[0037] The third pump of the hydraulic pump group 2 is connected to the oil inlet P of the outrigger telescopic valve 30. The outrigger control valve 30 includes a main relief valve 301, a telescopic switching valve 302, a horizontal cylinder extension relief valve 303, a fifth outrigger cylinder selector valve 304, and four horizontal cylinder / vertical cylinder selector valves 305. The main relief valve 301 is connected between ports P and T of the outrigger control valve 30. The first and second operating oil ports of the telescopic switching valve 302 are connected to the oil inlet P of the outrigger telescopic valve 30. The third operating oil port of the telescopic switching valve 302 is connected to the oil return port T of the outrigger telescopic valve 30. The fourth operating oil port of the telescopic switching valve 302 is connected to the rotary control valve 11 via the V port of the outrigger telescopic valve 30 and the center rotary joint 8. The fifth operating oil port of the telescopic switching valve 302 is connected to the first and second operating oil ports of the locking valve 3. The sixth operating oil port of the telescopic switching valve 302 is connected to the fourth operating oil port of the locking valve 3, the first operating oil port of the fifth outrigger cylinder selector valve 304, and the first operating oil ports of the four horizontal / vertical cylinder selector valves 305. The second operating oil port of the fifth outrigger cylinder selector valve 304 and the second operating oil port of the horizontal / vertical cylinder selector valve 305 are both connected to the oil return port T of the outrigger telescopic valve 30. The third working oil port of the fifth outrigger cylinder selector valve 304 is connected to port B1 of the outrigger extension valve 30. The fourth working oil port of the fifth outrigger cylinder selector valve 304 is connected to the rodless chamber of the fifth outrigger cylinder 7 and then to the horizontal cylinder extension relief valve 303 via a one-way valve. The other end of the horizontal cylinder extension relief valve 303 is connected to the oil return port T of the outrigger extension valve 30. The third working oil port of each horizontal cylinder / vertical cylinder selector valve 305 is connected to the rodless chamber of each vertical cylinder 6. The fourth working oil port of the horizontal cylinder / vertical cylinder selector valve 305 is connected to the rodless chamber of the horizontal cylinder 5 and then to the horizontal cylinder extension relief valve 303 via a one-way valve.

[0038] The locking valve 3 is installed in series between the telescopic switching valve 302 and each cylinder. The third working oil port of the locking valve 3 is connected to the rod chamber of each horizontal cylinder 5, vertical cylinder 6, and fifth outrigger cylinder 7. The locking valve 3 features a normally de-energized control logic, effectively eliminating the risks of electromagnet heating and aging, as well as battery depletion, caused by constant energization of the locking valve during vehicle loading operations, thereby achieving energy-saving control of the locking valve. The solenoid coil of the locking valve 3 is connected to the output of the vehicle loading controller. The input of the vehicle loading controller is connected to the pressure detection signal, the power take-off signal, and the signal of the proximity switch mounted on the boom support (indicating whether the vehicle loading is in operation). When the vehicle loading controller simultaneously detects the pressure signal, the power take-off switch signal, and the boom retraction signal, the solenoid coil of the locking valve 3 is triggered to energize. When the boom is lowered to the boom support, the vehicle loading is not in operation. When the boom is not on the boom support, it indicates that the vehicle loading is in operation or about to be in operation. If the customer mistakenly operates the outrigger handle at this time, the outrigger should be locked and cannot move.

[0039] A locking valve is connected in series between the telescopic link and the selection link of the mechanical outrigger valve. By collecting the on-board operation signal, power take-off signal and pressure detection signal, the oil inlet circuit is unloaded when the outrigger handle is mistakenly operated during the on-board operation, thereby achieving the "locking" function of misoperation, realizing the interlocking function of getting on and off the vehicle in all operation scenarios, and meeting the CE certification requirements.

[0040] The boom lockout function in the non-retracted boom state: When the upper vehicle controller detects that the boom is in the non-retracted state, it transmits a signal to the lower vehicle controller, de-energizing the locking valve 3 and activating it in the right position. When the locking valve is de-energized, the telescopic control valve is in the down position, as shown in Figure 2. Otherwise, the telescopic control valve is in the up position, as shown in Figure 3. If the outrigger control valve 30 is misoperated at this time, regardless of whether the telescopic switching valve 302 is in the up or down position (see Figures 2 and 3), the oil outlet of the telescopic switching valve 302 is directly connected to the return oil port (the third working oil port) through the locking valve 3, as shown in Figure 2. This achieves pressure relief, rendering the horizontal cylinder 5, vertical cylinder 6, and fifth outrigger cylinder 7 inoperative, and consequently, the outriggers inoperative, thus achieving the "lockout" function in the non-retracted boom state. This "lockout" function, achieved by unloading pressure, effectively addresses the challenges of the outrigger cylinder's large and small chamber area ratio, the difficulty in matching the main relief pressure setting with the allowable pressure in the pipeline, and the increased risk of pipe burst.

[0041] As shown in Figure 4, when the locking valve 3 is energized and the telescopic switching valve 302 is in the lower position, the oil coming out of the third pump of the hydraulic pump group 2 reaches the P port of the telescopic valve 30 of the support leg, enters through the C port of the telescopic switching valve 302, and comes out from the sixth working oil port (oil outlet d) of the telescopic switching valve 302. After that, it passes through the h port and k port of the locking valve 3, and then through the fifth support leg cylinder selection valve 304 and each horizontal cylinder / vertical cylinder selection valve 305, and reaches the rod chamber of each support leg cylinder, thereby realizing the retraction action of each support leg cylinder.

[0042] As shown in Figure 5, when the locking valve 3 is energized and the telescopic switching valve 302 is in the upper position, the oil coming out of the third pump of the hydraulic pump group 2 reaches the P port of the telescopic valve 302 of the support leg, passes through the e port, f port to the j port of the telescopic switching valve 302, passes through the fifth support leg cylinder selection valve 304 and each horizontal cylinder / vertical cylinder selection valve 305, and reaches the rodless chamber of each support leg cylinder, thereby realizing the extension action of each support leg cylinder.

[0043] Normal outrigger extension and retraction: Compared to vehicle mounting operations, the outrigger extension and retraction time accounts for a very small proportion (less than 1%), so locking valve 3 is always de-energized during vehicle mounting operations. To prevent ineffective battery loss caused by the locking valve being energized for extended periods while the vehicle is in motion, energy-saving control of the valve assembly is achieved. The triggering of locking valve 3 requires two conditions: 1. The acquisition of a power take-off signal; 2. The boom retraction signal; and 3. A pressure detection signal. When the locking valve 3 is energized, when the telescopic switching valve 302 is in the lower position (see Figure 4), the pressure oil circuit of the third pump passes through the telescopic switching valve 302, the horizontal cylinder / vertical cylinder selection valve / the fifth leg cylinder selection valve to realize the extension of the leg cylinder; when the telescopic switching valve 302 is in the upper position, it is the retraction link of the leg cylinder, and the oil enters the common return oil chamber of the leg cylinder through the P port, and passes through the leg cylinder selection link to complete the retraction action of the cylinder, as shown in Figure 5 for details, thereby realizing the normal extension and retraction of the leg.

[0044] As shown in Figure 1, a pilot pressure switching valve 901 is set in the pilot control valve 90, the first working oil port of the pilot pressure switching valve 901 is connected to the P port of the pilot control valve 90, and the third working oil port of the pilot pressure switching valve 901 is connected to the oil tank; the fourth pump of the hydraulic pump group 2 is connected to the second working oil port of the pilot pressure switching valve 901 through the P4 port of the center rotary joint 8, and the second working oil port of the pilot pressure switching valve 901 is also connected to the hydraulic oil tank 1 through the T port of the center rotary joint 8.

[0045] As shown in Figure 6, when the pilot pressure switching valve 901 is energized, the first working oil port of the pilot pressure switching valve 901 is connected to the third working oil port, and the oil entering the pilot control valve 90P port enters the first working oil port of the pilot pressure switching valve 901, and then enters the oil tank after coming out from the third working oil port; at this time, the pilot oil returns directly to the hydraulic oil tank 1 through the overflow valve in the pilot control valve 90.

[0046] Outrigger abnormal state locking function: When the disembarkation controller detects that any of the four outrigger length measurement signals does not conform to the selected working condition or any of the four vertical outriggers has an abnormal pressure, the disembarkation controller transmits the collected signal to the onboard controller through the CAN bus, and the pilot pressure switching valve 901 is energized. At this time, the pilot oil returns directly to the oil tank through the relief valve, and the onboard control main valve 9 cannot be reversed, realizing the outrigger abnormal state locking function. After the action is restricted, it can be released using the force limiter total forced switch outside the control room. There is a length measurement sensor on the outrigger, which is installed on the movable outrigger. A pressure sensor is installed on the outrigger cylinder.

[0047] Initial chassis adjustment / locking valve solenoid failure: During initial chassis adjustment, the boom retraction signal cannot be detected because the boom has not yet been installed. Alternatively, if the locking valve solenoid fails, the outriggers cannot be extended or retracted, hindering the passage of subsequent vehicles. Locking valve 3 utilizes an electromechanical integrated control system, with electronic control as the primary control and mechanical emergency control as a supplement, increasing mobility during use.

[0048] As shown in Figure 7, the input end of the disembarkation controller 12 is connected to the boom proximity switch 13, the power take-off detection switch 14, the pressure detection switch 15, the vertical outrigger pressure sensor 16, and the horizontal outrigger length measurement sensor 17, which are used to detect the boom retraction detection signal, the pressure detection signal, the power take-off signal, the vertical outrigger pressure sensor, and the horizontal outrigger length measurement sensor. The pressure detection switch 15 is installed at position g in Figures 2 and 3. A pressure detection switch is installed here. As long as the handle of the telescopic control link is moved, indicating the intention to operate the outrigger, the pressure detection switch detects pressure and closes. The output end of the disembarkation controller 12 is connected to the locking valve 3. The output end of the boarding controller 18 is connected to the pilot control valve 90. When the disembarkation controller 12 detects a boom retraction signal (the boom has dropped onto the boom support, with a proximity switch mounted on the boom support), a power take-off switch signal (to prevent the locking valve from being accidentally energized during operation), and a pressure detection signal (see position g in the figure, indicating the customer has manipulated the outrigger handle), the disembarkation controller 12 energizes the locking valve 3, allowing normal outrigger extension and retraction. If the aforementioned signals are not detected, the locking valve is de-energized, preventing the customer from misoperating the outrigger handle and locking the outrigger. During the onboard operation, the pilot solenoid valve 901 must be energized, signaling the onboard operation. If the onboard controller 18 detects an abnormality in either the vertical outrigger pressure sensor or the horizontal outrigger length measurement sensor, the onboard controller 18 de-energizes the pilot control valve 90, de-energizing the onboard pilot control valve. This de-energizes the onboard operating valves (telescopic, luffing, main and auxiliary winches, and slewing), preventing them from reversing and locking the onboard operation.

[0049] In the technical solution of the present invention, when the outrigger is misoperated during the onboard operation, the oil inlet of the outrigger extension and retraction system is directly connected to the oil return line through the locking valve, so that the oil inlet is unloaded when the outrigger handle is misoperated during the onboard operation, achieving the "locking" function of misoperation, and truly realizing the interlocking function of getting on and off the vehicle in all operation scenarios. The system is simple, reliable, and low-cost; by collecting the power take-off switch signal, the boom retraction signal, and the pressure detection signal, energy-saving control of the locking valve is achieved, ensuring that the locking valve is in a power-off state when the crane is onboard and the vehicle is driving, effectively solving the risks of electromagnet heating and aging and battery power loss caused by the locking valve being constantly powered. The locking valve is not limited to electromechanical integrated operation, but can also be hydraulically controlled. Any improvement and modification to achieve the function of the two-position four-way locking valve falls within the scope of protection of the present invention.

[0050] The technical solution of the present invention is used to solve the contradiction between the inability of existing boom products (mechanical outrigger control) to achieve interlocking of getting on and off the vehicle and the high cost of electric outrigger control; and to achieve energy-saving control of the interlocking function of getting on and off the vehicle, greatly improving the safety, reliability, energy saving and economy of the system.

[0051] The present invention also includes a crane, which adopts the above-mentioned crane boarding and disembarking interlocking system, effectively reducing the risk of vehicle overturning due to misoperation of the outrigger multi-way valve during boarding operations, and realizing the boarding and disembarking interlocking function.

Claims

1. A crane upper and lower vehicle interlock system, characterized in that: It includes a hydraulic pump unit (2), a outrigger telescoping valve (30), a horizontal cylinder (5), a vertical cylinder (6), and a fifth outrigger cylinder (7); the third series pump of the hydraulic pump unit (2) is connected to the oil inlet P of the outrigger telescoping valve (30), and a telescoping switching valve (302) is arranged in the outrigger telescoping valve (30), and the telescoping switching valve (302) is connected to the oil inlet P of the outrigger telescoping valve (30); a locking valve (3) is serially arranged between the telescoping switching valve (302) and each cylinder; The first working oil port and the second working oil port of the locking valve (3) are both connected to the fifth working oil port of the telescoping switching valve (302), the third working oil port of the locking valve (3) is connected to the rod chambers of each horizontal cylinder (5), vertical cylinder (6), and fifth outrigger cylinder (7), and the fourth working oil port of the locking valve (3) is connected to the sixth working oil port of the telescoping switching valve (302); When the boom is in the non-truck-folding state, the locking valve (3) is not powered, and it works in the right position. At this time, no matter whether the telescoping switching valve (302) is in the upper position or the lower position, its oil outlet is directly connected to the oil return port through the locking valve (3) to realize pressure unloading, and the horizontal cylinder (5), vertical cylinder (6), and fifth outrigger cylinder (7) have no action to realize locking.

2. The crane upper and lower vehicle interlock system according to claim 1, characterized in that: The locking valve (3) has a normally de-energized control logic.

3. The crane upper and lower vehicle interlock system according to claim 1, characterized in that: The electromagnetic coil of the locking valve (3) is connected to the output end of the lower vehicle controller (12), and the input end of the lower vehicle controller (12) is connected to the boom proximity switch (13), power take-off detection switch (14), pressure detection switch (15), vertical outrigger pressure sensor (16), and horizontal outrigger length measurement sensor (17); When the lower vehicle controller (12) detects the boom truck-folding signal, power take-off switch signal, and pressure detection signal, the lower vehicle controller (12) triggers the electromagnetic coil of the locking valve (3) to be energized.

4. The crane upper and lower vehicle interlock system according to claim 3, characterized in that: In the energized state of the locking valve (3), when the telescoping switching valve (302) is in the lower position, the oil fluid coming out of the third series pump of the hydraulic pump unit (2) reaches the P port of the outrigger telescoping valve (30), enters through the C port of the telescoping switching valve (302), and comes out from the oil outlet d of the telescoping switching valve (302), then passes through the h port and k port of the locking valve (3), and then through the fifth outrigger cylinder selection valve (304) and each horizontal cylinder / vertical cylinder selection valve (305) to reach the rod chambers of each outrigger cylinder, realizing the retraction action of each outrigger cylinder.

5. The crane upper and lower vehicle interlock system according to claim 3, characterized in that: In the energized state of the locking valve (3), when the telescoping switching valve (302) is in the upper position, the oil fluid coming out of the third series pump of the hydraulic pump unit (2) reaches the P port of the telescoping switching valve (302), passes through the e port, f port to the j port of the telescoping switching valve (302), and through the fifth outrigger cylinder selection valve (304) and each horizontal cylinder / vertical cylinder selection valve (305) to reach the rodless chambers of each outrigger cylinder, realizing the extension action of each outrigger cylinder.

6. The crane upper and lower vehicle interlock system according to claim 1, characterized in that: The locking valve (3) adopts an electro-mechanical integrated operation method, with electric control operation as the main and emergency mechanical operation as the auxiliary.

7. The crane upper and lower vehicle interlock system according to claim 1, wherein: It further includes a pilot control valve (90). A pilot pressure switching valve (901) is arranged inside the pilot control valve (90). The first working oil port of the pilot pressure switching valve (901) is connected to the P port of the pilot control valve (90), and the third working oil port of the pilot pressure switching valve (901) is connected to the oil tank. The fourth pump of the hydraulic pump group (2) is connected to the second working oil port of the pilot pressure switching valve (901) through the P4 port of the central rotary joint (8), and the second working oil port of the pilot pressure switching valve (901) is also connected to the hydraulic oil tank (1) through the T port of the central rotary joint (8).

8. The crane upper and lower vehicle interlock system according to claim 7, wherein: When the pilot pressure switching valve (901) is powered on, the first working oil port and the third working oil port of the pilot pressure switching valve (901) are communicated. The oil entering the P port of the pilot control valve (90) enters the first working oil port of the pilot pressure switching valve (901), and then enters the oil tank after coming out from the third working oil port. At this time, the pilot oil directly returns to the hydraulic oil tank (1) through the overflow valve inside the pilot control valve (90).

9. The crane upper and lower vehicle interlock system according to claim 7, characterized in that: Pressure sensors are installed on the outrigger cylinders. When any one of the four outrigger length measurement signals does not conform to the selected working condition or any one of the pressures of the four vertical outriggers is abnormal, the lower vehicle controller transmits the collected signals to the upper vehicle controller through the CAN bus, and the upper vehicle controller controls the pilot pressure switching valve (901) to be powered on.

10. A crane, characterized in that: This crane includes the upper and lower vehicle interlock system of the crane according to any one of claims 1 to 9.

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