A hydraulic control system for a folding arm truck crane

Abstract

The present invention belongs to the field of engineering machinery. Specifically, it relates to a hydraulic control system for a folding arm truck crane, comprising a double variable piston pump, the double variable piston pump comprising a double variable piston pump front pump and a double variable piston pump rear pump; the oil outlet of the double variable piston pump front pump is connected to the oil inlet of the vehicle crane control system, the oil outlet of the double variable piston pump rear pump is connected to the oil inlet of electromagnetic switching valve I, one working oil port of electromagnetic switching valve I is connected to the oil inlet of the vehicle crane control system, the other working oil port of electromagnetic switching valve I is connected to the oil inlet of electromagnetic switching valve II, one working oil port of electromagnetic switching valve II is connected to the oil inlet of the front outrigger control system, and the other working oil port of electromagnetic switching valve II is connected to the oil inlet of the rear outrigger control system. The double variable piston pump is used to achieve the fast and slow movement requirements of the vehicle loading and unloading system while reducing energy consumption.

Description

Technical Field

[0001] The invention belongs to the field of engineering machinery, and in particular relates to a hydraulic control system of a folding arm truck crane. Background Art

[0002] The hydraulic control system of a folding-arm truck crane usually includes a dismounting outrigger control system and an upper crane control system. Currently, the common hydraulic control systems of folding-arm truck cranes usually adopt a single-displacement pump, which cannot meet the large flow requirements at low speeds and has high energy consumption; the dismounting outrigger control system adopts a manual outrigger control valve, which has problems such as inconvenient operation and insufficient visibility, and cannot meet the working conditions of single or linked dismounting outriggers; the arm extension system adopts an ordinary sequence valve, which has a large pressure loss and cannot guarantee sequential arm extension. Summary of the Invention

[0003] In order to overcome the above-mentioned deficiencies in the prior art, the present invention provides a hydraulic control system for a folding arm truck crane.

[0004] The present invention is achieved through the following technical solutions: a hydraulic control system for a folding arm truck crane, comprising a double variable piston pump, the double variable piston pump comprising a double variable piston pump front pump and a double variable piston pump rear pump; the oil outlet of the double variable piston pump front pump is connected to the oil inlet of the upper crane control system, the oil outlet of the double variable piston pump rear pump is connected to the oil inlet of the electromagnetic switching valve I, one working oil port of the electromagnetic switching valve I is connected to the oil inlet of the upper crane control system, the other working oil port of the electromagnetic switching valve I is connected to the oil inlet of the electromagnetic switching valve II One working oil port of the electromagnetic switching valve II is connected with the oil inlet of the front outrigger control system, and the other working oil port of the electromagnetic switching valve II is connected with the oil inlet of the rear outrigger control system; the LS oil port of the onboard crane control system is connected with the X1 port of the front pump of the double variable plunger pump, and the LS oil port of the onboard crane control system is also connected with the X2 port of the rear pump of the double variable plunger pump through the one-way valve I; the LS oil port of the front outrigger control system and the LS oil port of the rear outrigger control system are both connected with the X2 port of the rear pump of the double variable plunger pump through the one-way valve II.

[0005] Furthermore, the solenoid switching valve I is a three-position four-way solenoid switching valve. When the solenoid switching valve I loses power, it is in the initial position. When the solenoid switching valve I is in the initial position, the oil inlet of the solenoid switching valve I is connected to the oil inlet of the solenoid switching valve II, and the oil return port of the solenoid switching valve I is connected to the oil inlet of the upper crane control system; when the solenoid switching valve I is energized, it is in the working position. When the solenoid switching valve I is in the working position, the oil inlet of the solenoid switching valve I is connected to the oil inlet of the upper crane control system, and the oil return port of the solenoid switching valve I is connected to the oil inlet of the solenoid switching valve II.

[0006] Furthermore, the solenoid switching valve II is a three-position four-way solenoid switching valve. When the solenoid switching valve II loses power, it is in the initial position. When the solenoid switching valve II is in the initial position, the oil inlet of the solenoid switching valve II is connected to the oil inlet of the front support leg control system, and the oil return port of the solenoid switching valve II is connected to the oil inlet of the rear support leg control system; when the solenoid switching valve II is energized, it is in the working position. When the solenoid switching valve II is in the working position, the oil inlet of the solenoid switching valve II is connected to the oil inlet of the rear support leg control system, and the oil return port of the solenoid switching valve II is connected to the oil inlet of the front support leg control system.

[0007] Furthermore, the onboard crane control system includes a slewing control system, a first luffing control system, a second luffing control system, a boom control system, a winch control system, a counterweight horizontal telescopic control system, a counterweight vertical telescopic control system, and an onboard multi-way valve connected to the oil inlet of the onboard crane control system, and the onboard multi-way valve includes a first working joint of the onboard multi-way valve, a second working joint of the onboard multi-way valve, a third working joint of the onboard multi-way valve, a fourth working joint of the onboard multi-way valve, a fifth working joint of the onboard multi-way valve, a sixth working joint of the onboard multi-way valve, and a seventh working joint of the onboard multi-way valve;

[0008] The rotary reducer of the rotary control system is connected to the first working connection of the vehicle multi-way valve through the rotary balance valve;

[0009] The first luffing oil cylinder of the first luffing control system is connected to the second working connection of the vehicle multi-way valve via the first luffing balancing valve;

[0010] The second luffing oil cylinder of the second luffing control system is connected to the third working connection of the vehicle multi-way valve via the second luffing balancing valve;

[0011] The telescopic oil cylinder of the boom control system is connected to the fourth working connection of the vehicle multi-way valve through the differential balance valve;

[0012] The hydraulic winch of the hoisting control system is connected to the fifth working link of the vehicle multi-way valve;

[0013] The counterweight horizontal oil cylinder of the counterweight horizontal telescopic control system is connected to the sixth working connection of the vehicle multi-way valve through a two-way hydraulic lock I;

[0014] The counterweight vertical oil cylinder of the counterweight vertical telescopic control system is connected to the seventh working connection of the onboard multi-way valve through a two-way hydraulic lock II.

[0015] Furthermore, the slewing control system includes a slewing reducer I, a slewing reducer II and a slewing reducer III; the slewing reducer I, the slewing reducer II and the slewing reducer III are respectively connected to the first working connection of the onboard multi-way valve through corresponding slewing balancing valves;

[0016] The first luffing control system includes a first luffing cylinder I and a first luffing cylinder II, which are respectively connected to the second working connection of the vehicle multi-way valve through the corresponding first luffing balancing valve;

[0017] The second luffing control system includes a second luffing cylinder I and a second luffing cylinder II, and the second luffing cylinder I and the second luffing cylinder II are respectively connected to the third working connection of the vehicle multi-way valve through the corresponding second luffing balancing valve;

[0018] The boom control system includes a first telescopic oil cylinder, a second telescopic oil cylinder, a third telescopic oil cylinder and a fourth telescopic oil cylinder; the first telescopic oil cylinder, the second telescopic oil cylinder, the third telescopic oil cylinder and the fourth telescopic oil cylinder are connected in parallel in sequence, and a load-compensating sequence valve is provided between the rodless cavity of the first telescopic oil cylinder and the rodless cavity of the second telescopic oil cylinder, between the rodless cavity of the second telescopic oil cylinder and the rodless cavity of the third telescopic oil cylinder, and between the rodless cavity of the third telescopic oil cylinder and the rodless cavity of the fourth telescopic oil cylinder; the first telescopic oil cylinder is connected to the fourth working connection of the vehicle multi-way valve through a differential balancing valve;

[0019] The counterweight vertical telescopic control system includes a counterweight vertical oil cylinder I and a counterweight vertical oil cylinder II. After being connected in parallel, the counterweight vertical oil cylinder I and the counterweight vertical oil cylinder II are connected to the seventh working link of the onboard multi-way valve through a two-way hydraulic lock II.

[0020] Furthermore, the first working joint of the on-board multi-way valve is integrated with the first working joint electromagnetic unloading valve of the on-board multi-way valve; the second working joint of the on-board multi-way valve is integrated with the second working joint electromagnetic unloading valve of the on-board multi-way valve; the third working joint of the on-board multi-way valve is integrated with the third working joint electromagnetic unloading valve of the on-board multi-way valve; the fourth working joint of the on-board multi-way valve is integrated with the fourth working joint electromagnetic unloading valve of the on-board multi-way valve; and the fifth working joint of the on-board multi-way valve is integrated with the fifth working joint electromagnetic unloading valve of the on-board multi-way valve.

[0021] Furthermore, the front outrigger control system includes a left front vertical outrigger control system, a left front horizontal outrigger control system, a right front vertical outrigger control system, a right front horizontal outrigger control system, and a quadruple electro-hydraulic proportional valve connected to an oil inlet of the front outrigger control system; the quadruple electro-hydraulic proportional valve includes a first working joint, a second working joint, a third working joint, and a fourth working joint of the quadruple electro-hydraulic proportional valve;

[0022] The left front vertical leg oil cylinder of the left front vertical leg control system is connected to the first working connection of the four-way electro-hydraulic proportional valve through the front leg two-way hydraulic lock I;

[0023] The left front horizontal outrigger control system includes a left front two-stage horizontal first cylinder and a left front two-stage horizontal second cylinder, which are connected in parallel, and a sequence valve I is connected between the rod chamber of the left front two-stage horizontal first cylinder and the rod chamber of the left front two-stage horizontal second cylinder, and the left front two-stage horizontal first cylinder is connected to the second working connection of the four-way electro-hydraulic proportional valve through the front outrigger two-way hydraulic lock II;

[0024] The right front vertical leg oil cylinder of the right front vertical leg control system is connected to the third working link of the quadruple electro-hydraulic proportional valve through the front leg two-way hydraulic lock III;

[0025] The right front horizontal support leg control system includes a right front side two-stage horizontal first cylinder and a right front side two-stage horizontal second cylinder. The right front side two-stage horizontal first cylinder and the right front side two-stage horizontal second cylinder are connected in parallel, and a sequence valve II is connected between the rod chamber of the right front side two-stage horizontal first cylinder and the rod chamber of the right front side two-stage horizontal second cylinder. The right front side two-stage horizontal first cylinder is connected to the fourth working connection of the four-link electro-hydraulic proportional valve through the front support leg two-way hydraulic lock IV.

[0026] Furthermore, the rear outrigger control system includes a left rear vertical outrigger cylinder control system, a left rear horizontal outrigger cylinder control system, a right rear vertical outrigger cylinder control system, a right rear horizontal outrigger cylinder control system, a left rear vertical outrigger cylinder control system, a left rear horizontal outrigger cylinder control system, a right rear vertical outrigger cylinder control system, a right rear horizontal outrigger cylinder control system, and an eight-way electro-hydraulic proportional valve connected to the oil inlet of the rear outrigger control system; the eight-way electro-hydraulic proportional valve includes a first working unit of the eight-way electro-hydraulic proportional valve, a second working unit of the eight-way electro-hydraulic proportional valve, a third working unit of the eight-way electro-hydraulic proportional valve, a fourth working unit of the eight-way electro-hydraulic proportional valve, a fifth working unit of the eight-way electro-hydraulic proportional valve, a sixth working unit of the eight-way electro-hydraulic proportional valve, a seventh working unit of the eight-way electro-hydraulic proportional valve, and an eighth working unit of the eight-way electro-hydraulic proportional valve;

[0027] The left rear vertical leg oil cylinder of the left rear vertical leg oil cylinder control system is connected to the first working link of the eight-link electro-hydraulic proportional valve through the rear leg two-way hydraulic lock I;

[0028] The left rear horizontal outrigger cylinder control system includes a left rear two-stage horizontal first cylinder and a left rear two-stage horizontal second cylinder, which are connected in parallel, and a sequence valve III is connected between the rod chamber of the left rear two-stage horizontal first cylinder and the rod chamber of the left rear two-stage horizontal second cylinder; the left rear two-stage horizontal first cylinder is connected to the second working connection of the eight-link electro-hydraulic proportional valve through the rear outrigger two-way hydraulic lock II;

[0029] The right rear vertical leg oil cylinder of the right rear vertical leg oil cylinder control system is connected to the third working link of the eight-link electro-hydraulic proportional valve through the rear leg two-way hydraulic lock III;

[0030] The right rear horizontal outrigger oil cylinder control system includes a right rear two-stage horizontal first oil cylinder and a right rear two-stage horizontal second oil cylinder, the rear two-stage horizontal first oil cylinder and the right rear two-stage horizontal second oil cylinder are connected in parallel, and a sequence valve IV is provided between the rod chamber of the rear two-stage horizontal first oil cylinder and the rod chamber of the right rear two-stage horizontal second oil cylinder, and the rear two-stage horizontal first oil cylinder is connected to the fourth working connection of the eight-link electro-hydraulic proportional valve through the rear outrigger two-way hydraulic lock IV;

[0031] The left rear vertical leg oil cylinder of the left rear vertical leg oil cylinder control system is connected to the fifth working joint of the eight-link electro-hydraulic proportional valve through the rear leg two-way hydraulic lock V;

[0032] The left rear horizontal leg oil cylinder of the left rear horizontal leg oil cylinder control system is connected to the sixth working connection of the eight-link electro-hydraulic proportional valve through the rear leg two-way hydraulic lock VI;

[0033] The right rear vertical leg oil cylinder of the right rear vertical leg oil cylinder control system is connected to the seventh working connection of the eight-link electro-hydraulic proportional valve through the rear leg two-way hydraulic lock VII;

[0034] The right rear horizontal leg oil cylinder of the right rear horizontal leg oil cylinder control system is connected to the eighth working link of the eight-link electro-hydraulic proportional valve through the rear leg two-way hydraulic lock VIII.

[0035] The beneficial effects of the present invention are: (1) when the system is operating, the dual variable piston pump can adjust the output flow rate according to the pressure feedback of different actuators, effectively reducing energy consumption;

[0036] (2) The front pump of the double variable piston pump and the rear pump of the double variable piston pump can be combined to provide power for the upper crane system, which can meet the requirements of the upper crane's rapid movement under low speed input conditions;

[0037] (3) The outrigger control system uses an electromagnetic switching valve. The front outrigger control system and the rear outrigger control system can be independently controlled and interlocked to prevent misoperation of the front and rear outriggers and improve the safety of the entire machine.

[0038] (4) The electro-hydraulic proportional multi-way valve used in the outrigger control system can select the control mode of the outrigger according to different working conditions. The electric control operation has a wider field of view, which improves the convenience and safety of operation; manual operation can be used as an emergency control; the electro-hydraulic proportional multi-way valve can realize the single action or linkage of the outrigger to meet the needs of different working conditions;

[0039] (5) The crane slewing control system is integrated with an electromagnetic unloading valve, which can limit the slewing angle and improve the safety of the crane;

[0040] (6) The first luffing control system of the upper crane is integrated with an electromagnetic unloading valve, which can limit the torque, effectively prevent overloading, and improve the working safety and service life of the crane;

[0041] (7) The second luffing control system of the upper crane is integrated with an electromagnetic unloading valve, which can limit the torque, effectively prevent overloading, and improve the working safety and service life of the crane;

[0042] (8) The crane boom control system integrates an electromagnetic unloading valve, which can limit the torque, effectively prevent overloading, and improve the crane's operating safety and service life;

[0043] (9) The load-compensated sequence valve used in the crane boom control system effectively reduces the impact of back pressure, ensuring sequential boom extension while improving boom extension efficiency and reducing pressure loss, thereby reducing energy consumption and saving operating costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 It is the hydraulic principle diagram of the present invention;

[0045] Figure 2 This is a schematic diagram of the power source of the hydraulic system of the present invention;

[0046] Figure 3 This is a hydraulic principle diagram of the front outrigger control system of the present invention;

[0047] Figure 4 This is a hydraulic principle diagram of the rear outrigger control system of the present invention;

[0048] Figure 5 This is a hydraulic principle diagram of the multi-way valve for boarding a vehicle according to the present invention;

[0049] Figure 6 This is a hydraulic principle diagram of the rotary control system of the present invention;

[0050] Figure 7 This is a hydraulic principle diagram of the first luffing control system of the present invention;

[0051] Figure 8 This is a hydraulic principle diagram of the second luffing control system of the present invention;

[0052] Figure 9 This is a hydraulic principle diagram of the boom control system of the present invention;

[0053] Figure 10 It is a hydraulic principle diagram of the winch control system, counterweight horizontal telescopic control system, and counterweight vertical telescopic control system of the present invention;

[0054] In the figure, 1, double variable piston pump, 1-1, double variable piston pump front pump, 1-2, double variable piston pump rear pump, 2, overflow valve, 3, electromagnetic switching valve I, 4, electromagnetic switching valve II, 5, on-board multi-way valve, 5-1, on-board multi-way valve first working joint, 5-1-1, on-board multi-way valve first working joint electromagnetic unloading valve, 5-2, on-board multi-way valve second working joint, 5-2-1, on-board multi-way valve second working joint electromagnetic unloading valve, 5-3, on-board multi-way valve third working joint, 5-3-1, on-board multi-way valve third working joint electromagnetic unloading valve, 5-4, on-board multi-way valve fourth working joint, 5-4-1, on-board multi-way valve fourth working joint electromagnetic unloading valve, 5-5, on-board multi-way valve fifth working joint, 5-5-1, on-board multi-way valve Valve fifth working joint electromagnetic unloading valve, 5-6, on-board multi-way valve sixth working joint, 5-7, on-board multi-way valve seventh working joint, 6, rotary reducer Ⅰ, 7, rotary reducer Ⅱ, 8, rotary reducer Ⅲ, 9, first luffing cylinder Ⅰ, 10, first luffing balancing valve Ⅰ, 10-1, pilot relief valve Ⅰ, 10-2, direct-acting relief valve Ⅰ, 11, first luffing balancing valve Ⅱ, 11-1, pilot relief valve Ⅱ, 11-2, direct-acting relief valve Ⅱ, 12, first luffing cylinder Ⅱ, 13, second luffing balancing valve Ⅰ, 13-1, pilot relief valve Ⅲ, 13-2, direct-acting relief valve Ⅲ, 14, second luffing cylinder Ⅰ, 15, second luffing cylinder Ⅱ, 16, second luffing balancing valve Ⅱ, 16-1, pilot relief valve Ⅳ, 16- 2. Direct-acting relief valve IV, 17. Fourth telescopic cylinder, 18. Third telescopic cylinder, 19. Second telescopic cylinder, 20. Load-compensated sequence valve, 21. First telescopic cylinder, 22. Differential balancing valve, 22-1. Differential relief valve, 22-2. Pilot relief valve V, 22-3. Direct-acting relief valve V, 23. Hydraulic winch, 24. Counterweight horizontal cylinder, 25. Two-way hydraulic lock I, 26. Two-way hydraulic lock II, 27. One-way throttle valve, 28. Counterweight vertical cylinder I, 29. Counterweight vertical cylinder II, 30. Quadruple electro-hydraulic proportional valve, 30-1. First working joint of quadruple electro-hydraulic proportional valve, 30-2. Second working joint of quadruple electro-hydraulic proportional valve, 30-3. Third working joint of quadruple electro-hydraulic proportional valve, 30-4. Hydraulic proportional valve fourth working joint, 31, front outrigger two-way hydraulic lock I, 32, left front vertical outrigger cylinder, 33, sequence valve I, 34, left front two-stage horizontal second cylinder, 35, left front two-stage horizontal first cylinder, 36, front outrigger two-way hydraulic lock II, 37, front outrigger two-way hydraulic lock III, 38, right front vertical outrigger cylinder, 39, sequence valve II, 40, right front two-stage horizontal second cylinder, 41, right front two-stage horizontal first cylinder, 42, front outrigger two-way hydraulic lock IV, 43, eight-link electro-hydraulic proportional valve, 43-1, eight-link electro-hydraulic proportional valve first working joint, 43-2, eight-link electro-hydraulic proportional valve second working joint, 43-3, eight-link electro-hydraulic proportional valve third working joint, 43-4, eight-link electro-hydraulic proportional valve fourth working joint,43-5, the fifth working joint of the eight-link electro-hydraulic proportional valve, 43-6, the sixth working joint of the eight-link electro-hydraulic proportional valve, 43-7, the seventh working joint of the eight-link electro-hydraulic proportional valve, 43-8, the eighth working joint of the eight-link electro-hydraulic proportional valve, 44, the rear outrigger two-way hydraulic lock I, 45, the left rear vertical outrigger cylinder, 46, the sequence valve III, 47, the left rear two-stage horizontal second cylinder, 48, the left rear two-stage horizontal first cylinder, 49, the rear outrigger two-way hydraulic lock II, 50, the rear outrigger two-way hydraulic lock III, 51, the right rear vertical outrigger cylinder , 52. Sequence valve IV, 53. Right rear two-stage horizontal second cylinder, 54. Right rear two-stage horizontal first cylinder, 55. Rear outrigger two-way hydraulic lock IV, 56. Rear outrigger two-way hydraulic lock V, 57. Left rear vertical outrigger cylinder, 58. Left rear horizontal outrigger cylinder, 59. Rear outrigger two-way hydraulic lock VI, 60. Rear outrigger two-way hydraulic lock VII, 61. Right rear vertical outrigger cylinder, 62. Right rear horizontal outrigger cylinder, 63. Rear outrigger two-way hydraulic lock VIII, 64. Check valve I, 65. Check valve II, 66. Fuel tank. DETAILED DESCRIPTION

[0055] The present invention will be further described below with reference to the accompanying drawings and examples.

[0056] like Figures 1 to 10 The hydraulic control system for a folding-arm truck crane is shown in FIG. It includes a dual variable displacement piston pump 1 as the system power source. The dual variable displacement piston pump 1 comprises a front pump 1-1 and a rear pump 1-2. The suction ports of the front pump 1-1 and the rear pump 1-2 draw oil from a fuel tank 66. The oil outlet B1 of the front pump 1-1 is connected to the oil inlet P of the vehicle-mounted crane control system, while the oil outlet B2 of the rear pump 1-2 is connected to the oil inlet P of the solenoid switching valve I3. A relief valve 2 is connected in parallel to the oil outlets B1 and B2 of the dual variable displacement piston pump 1. The relief valve 2 is used to protect the hydraulic system for loading and unloading vehicles. The working oil port A of the solenoid switching valve I3 is connected to the oil inlet P of the vehicle-mounted crane control system, while the working oil port B of the solenoid switching valve I3 is connected to the oil inlet P of the solenoid switching valve II4. The working oil port B of the electromagnetic switching valve II 4 is connected to the oil inlet of the front outrigger control system, and the working oil port A of the electromagnetic switching valve II 4 is connected to the oil inlet P of the rear outrigger control system.

[0057] like Figure 1 and Figure 2As shown, the solenoid switching valve I3 is a three-position four-way solenoid switching valve. When the solenoid switching valve I3 loses power, it is in the initial position. When the solenoid switching valve I3 is in the initial position, the oil inlet P of the solenoid switching valve I3 is connected with the oil inlet P of the solenoid switching valve II4, and the oil return port T of the solenoid switching valve I3 is connected with the oil inlet P of the control system of the upper vehicle crane; when the solenoid switching valve I3 is energized, it is in the working position. When the solenoid switching valve I3 is in the working position, the oil inlet P of the solenoid switching valve I3 is connected with the oil inlet P of the control system of the upper vehicle crane, and the oil return port T of the solenoid switching valve I3 is connected with the oil inlet P of the solenoid switching valve II4.

[0058] When solenoid switching valve I3 is in its initial position, the hydraulic oil output from the rear pump 1-2 of the twin variable piston pump enters the oil inlet P of the solenoid switching valve II4 through the working oil port B of the solenoid switching valve I3, causing the dismounting outrigger control system to operate (the dismounting outrigger control system includes the front outrigger control system and the rear outrigger control system). When solenoid switching valve I3 is in its operating position, the hydraulic oil output from the rear pump 1-2 of the twin variable piston pump enters the vehicle boarding multi-way valve 5 through the working oil port A of the solenoid switching valve I3, merging with the hydraulic oil output from the front pump 1-1 of the twin variable piston pump, causing the vehicle boarding crane control system to operate. This merging of the two pumps meets the requirements for rapid vehicle boarding motion under low-speed input conditions.

[0059] like Figure 1 and Figure 2 As shown, the solenoid switching valve II4 is a three-position four-way solenoid switching valve. When the solenoid switching valve II4 is de-energized, it is in the initial position. When the solenoid switching valve II4 is in the initial position, the oil inlet P of the solenoid switching valve II4 is connected to the oil inlet P of the front outrigger control system, and the oil return port T of the solenoid switching valve II4 is connected to the oil inlet P of the rear outrigger control system; when the solenoid switching valve II4 is energized, it is in the working position. When the solenoid switching valve II4 is in the working position, the oil inlet P of the solenoid switching valve II4 is connected to the oil inlet P of the rear outrigger control system, and the oil return port T of the solenoid switching valve II4 is connected to the oil inlet P of the front outrigger control system.

[0060] The front outrigger control system and the rear outrigger control system constitute the outrigger control system for disembarking. When the solenoid switching valve Ⅱ4 is in the initial position, the hydraulic oil enters the four-way electro-hydraulic proportional valve 30 through the working oil port B of the solenoid switching valve Ⅱ4, and the front outrigger control system works; when the solenoid switching valve Ⅱ4 is in the working position, the hydraulic oil enters the eight-way electro-hydraulic proportional valve 43 through the working oil port A of the solenoid switching valve Ⅱ4, and the rear outrigger control system works.

[0061] The front outrigger control system includes a left front vertical outrigger control system, a left front horizontal outrigger control system, a right front vertical outrigger control system, and a right front horizontal outrigger control system.

[0062] like Figure 1 and Figure 3As shown, the left front vertical outrigger control system consists of the first working link 30-1 of the quadruple electro-hydraulic proportional valve, a front outrigger two-way hydraulic lock I 31, and the left front vertical outrigger cylinder 32. When the first working link 30-1 of the quadruple electro-hydraulic proportional valve is switched to the lower position, the left front vertical outrigger cylinder 32 extends; when the first working link 30-1 of the quadruple electro-hydraulic proportional valve is switched to the upper position, the left front vertical outrigger cylinder 32 retracts. The front outrigger two-way hydraulic lock I 31 is located between the rod chamber and the rodless chamber of the left front vertical outrigger cylinder 32. The front outrigger two-way hydraulic lock I 31 maintains the load on the left front vertical outrigger cylinder 32, preventing it from automatically extending or retracting.

[0063] like Figure 1 and Figure 3 As shown, the left front horizontal outrigger control system consists of the second working link 30-2 of the quadruple electro-hydraulic proportional valve, sequence valve I 33, the second left front two-stage horizontal cylinder 34, the first left front two-stage horizontal cylinder 35, and a front outrigger bidirectional hydraulic lock II 36. The rodless chamber of the second left front two-stage horizontal cylinder 34 communicates with the rodless chamber of the first left front two-stage horizontal cylinder 35; the rod chamber of the second left front two-stage horizontal cylinder 34 communicates with the rod chamber of the first left front two-stage horizontal cylinder 35 via sequence valve I 33. Both the rod chamber and the rodless chamber of the first left front two-stage horizontal cylinder 35 are connected to the second working link 30-2 of the quadruple electro-hydraulic proportional valve via the front outrigger bidirectional hydraulic lock II 36. When the second working link 30-2 of the quadruple electro-hydraulic proportional valve is switched to the lower position, the left front two-stage horizontal first cylinder 35 extends first. After it is fully extended, the pressure increases to open the sequence valve I 33, allowing the left front two-stage horizontal second cylinder 34 to extend. When the second working link 30-2 of the quadruple electro-hydraulic proportional valve is switched to the upper position, the left front two-stage horizontal second cylinder 34 and the left front two-stage horizontal first cylinder 35 retract together. The front outrigger two-way hydraulic lock II 36 maintains the load on the left front two-stage horizontal second cylinder 34 and the left front two-stage horizontal first cylinder 35, preventing them from automatically extending or retracting.

[0064] like Figure 1 and Figure 3As shown, the right front vertical outrigger control system consists of the third working link 30-3 of the quadruple electro-hydraulic proportional valve, a front outrigger two-way hydraulic lock III 37, and a right front vertical outrigger cylinder 38. When the third working link 30-3 of the quadruple electro-hydraulic proportional valve is switched to the lower position, the right front vertical outrigger cylinder 38 extends; when the third working link 30-3 of the quadruple electro-hydraulic proportional valve is switched to the upper position, the right front vertical outrigger cylinder 38 retracts. The front outrigger two-way hydraulic lock III 37 is located between the rod chamber and the rodless chamber of the right front vertical outrigger cylinder 38. The front outrigger two-way hydraulic lock III 37 maintains the load on the right front vertical outrigger cylinder 38, preventing it from automatically extending or retracting.

[0065] like Figure 1 and Figure 3 As shown, the right front horizontal outrigger control system comprises the fourth working link 30-4 of the quadruple electro-hydraulic proportional valve, a sequence valve II 39, a second right front two-stage horizontal cylinder 40, a first right front two-stage horizontal cylinder 41, and a front outrigger bidirectional hydraulic lock IV 42. The rodless chamber of the second right front two-stage horizontal cylinder 40 is connected to the rodless chamber of the first right front two-stage horizontal cylinder 41; the rod chamber of the second right front two-stage horizontal cylinder 40 is connected to the rod chamber of the first right front two-stage horizontal cylinder 41 via the sequence valve II 39; and the rod chamber of the first right front two-stage horizontal cylinder 41 and the rodless chamber of the first right front two-stage horizontal cylinder 41 are connected to the fourth working link 30-4 of the quadruple electro-hydraulic proportional valve via the front outrigger bidirectional hydraulic lock IV 42. When the fourth working link 30-4 of the quadruple electro-hydraulic proportional valve is switched to the lower position, the right front two-stage horizontal first cylinder 41 extends first. After it is fully extended, the pressure increases to open the sequence valve II 39, and the right front two-stage horizontal second cylinder 40 extends again; when the fourth working link 30-4 of the quadruple electro-hydraulic proportional valve is switched to the upper position, the right front two-stage horizontal second cylinder 40 and the right front two-stage horizontal first cylinder 41 retract together; the front support leg two-way hydraulic lock IV 42 maintains the load of the right front two-stage horizontal second cylinder 40 and the right front two-stage horizontal first cylinder 41, preventing the right front two-stage horizontal second cylinder 40 and the right front two-stage horizontal first cylinder 41 from automatically extending or retracting.

[0066] like Figure 1 and Figure 3 As shown, in the front outrigger control system, the LS oil port of the quadruple electro-hydraulic proportional valve 30 is connected to the X2 port of the double variable plunger pump rear pump 1-2 through the one-way valve II 65. When different front outriggers are in motion, the pressure is fed back to the double variable plunger pump rear pump 1-2 through the LS oil port of the quadruple electro-hydraulic proportional valve 30. The double variable plunger pump rear pump 1-2 adjusts the output in time to reduce energy consumption and save energy. The quadruple electro-hydraulic proportional valve 30 can realize single action or linkage of different front outriggers to meet the use requirements of different working conditions.

[0067] The rear outrigger control system includes a left rear vertical outrigger cylinder control system, a left rear horizontal outrigger cylinder control system, a right rear vertical outrigger cylinder control system, a right rear horizontal outrigger cylinder control system, a left rear vertical outrigger cylinder control system, a left rear horizontal outrigger cylinder control system, a right rear vertical outrigger cylinder control system, and a right rear horizontal outrigger cylinder control system.

[0068] like Figure 1 and Figure 4 As shown, the left rear vertical outrigger cylinder control system includes an eight-way electro-hydraulic proportional valve first working link 43-1, a rear outrigger two-way hydraulic lock I 44, and a left rear vertical outrigger cylinder 45. When the eight-way electro-hydraulic proportional valve first working link 43-1 is switched to the lower position, the left rear vertical outrigger cylinder 45 extends; when the eight-way electro-hydraulic proportional valve first working link 43-1 is switched to the upper position, the left rear vertical outrigger cylinder 45 retracts. The rear outrigger two-way hydraulic lock I 44 maintains the load on the left rear vertical outrigger cylinder 45, preventing it from automatically extending or retracting.

[0069] like Figure 1 and Figure 4 As shown, the left rear horizontal outrigger control system comprises the second working link 43-2 of the eight-link electro-hydraulic proportional valve, a sequence valve III 46, a second left rear two-stage horizontal cylinder 47, a first left rear two-stage horizontal cylinder 48, and a rear outrigger bidirectional hydraulic lock II 49. The rodless chamber of the second left rear two-stage horizontal cylinder 47 is connected to the rodless chamber of the first left rear two-stage horizontal cylinder 48, while the rod chamber of the second left rear two-stage horizontal cylinder 47 is connected to the rod chamber of the first left rear two-stage horizontal cylinder 48 via the sequence valve III 46. The rod chamber of the first left rear two-stage horizontal cylinder 48 and the rodless chamber of the first left rear two-stage horizontal cylinder 48 are connected to the second working link 43-2 of the eight-link electro-hydraulic proportional valve via the rear outrigger bidirectional hydraulic lock II 49. When the second working link 43-2 of the eight-way electro-hydraulic proportional valve is switched to the lower position, the left rear two-stage horizontal first cylinder 48 extends first. After it is fully extended, the pressure increases to open the sequence valve III 46, allowing the left rear two-stage horizontal second cylinder 47 to extend. When the second working link 43-2 of the eight-way electro-hydraulic proportional valve is switched to the upper position, the left rear two-stage horizontal second cylinder 47 and the left rear two-stage horizontal first cylinder 48 retract together. The rear outrigger two-way hydraulic lock II 49 maintains the load on the left rear two-stage horizontal second cylinder 47 and the left rear two-stage horizontal first cylinder 48, preventing them from automatically extending or retracting.

[0070] like Figure 1 and Figure 4As shown, the right rear vertical outrigger cylinder control system includes the third working link 43-3 of the eight-link electro-hydraulic proportional valve, a rear outrigger bidirectional hydraulic lock III 50, and a right rear vertical outrigger cylinder 51. When the third working link 43-3 of the eight-link electro-hydraulic proportional valve is switched to the lower position, the right rear vertical outrigger cylinder 51 extends; when the first working link 43-3 of the eight-link electro-hydraulic proportional valve is switched to the upper position, the right rear vertical outrigger cylinder 51 retracts. The rear outrigger bidirectional hydraulic lock III 50 maintains the load on the right rear vertical outrigger cylinder 51, preventing it from automatically extending or retracting.

[0071] like Figure 1 and Figure 4 As shown, the right rear horizontal outrigger control system consists of the fourth working link 43-4 of the eight-link electro-hydraulic proportional valve, a sequence valve IV 52, a second right rear two-stage horizontal oil cylinder 53, a first right rear two-stage horizontal oil cylinder 54, and a rear outrigger bidirectional hydraulic lock IV 55. The rodless chamber of the second right rear two-stage horizontal oil cylinder 53 is connected to the rodless chamber of the first right rear two-stage horizontal oil cylinder 54; the rod chamber of the second right rear two-stage horizontal oil cylinder 53 is connected to the rod chamber of the first right rear two-stage horizontal oil cylinder 54 via the sequence valve IV 52. The rod chamber of the first right rear two-stage horizontal oil cylinder 54 and the rodless chamber of the first right rear two-stage horizontal oil cylinder 54 are connected to the fourth working link 43-4 of the eight-link electro-hydraulic proportional valve via the rear outrigger bidirectional hydraulic lock IV 55. When the fourth working link 43-4 of the eight-way electro-hydraulic proportional valve is switched to the lower position, the right rear two-stage horizontal first cylinder 54 extends first. After it is fully extended, the pressure increases to open the sequence valve IV 52, and the right rear two-stage horizontal second cylinder 53 then extends. When the fourth working link 43-4 of the eight-way electro-hydraulic proportional valve is switched to the upper position, the right rear two-stage horizontal second cylinder 53 and the right rear two-stage horizontal first cylinder 54 retract together. The two-way hydraulic lock 52 maintains the load on the right rear two-stage horizontal second cylinder 53 and the right rear two-stage horizontal first cylinder 54, preventing them from automatically extending or retracting.

[0072] like Figure 1 and Figure 4 As shown, the left rear vertical outrigger cylinder control system includes the fifth working link 43-5 of the eight-link electro-hydraulic proportional valve, a rear outrigger bidirectional hydraulic lock V 56, and a left rear vertical outrigger cylinder 57. When the fifth working link 43-5 of the eight-link electro-hydraulic proportional valve is switched to the upper position, the left rear vertical outrigger cylinder 57 extends; when the first working link 43-5 of the eight-link electro-hydraulic proportional valve is switched to the lower position, the left rear vertical outrigger cylinder 57 retracts. The rear outrigger bidirectional hydraulic lock V 56 maintains the load on the left rear vertical outrigger cylinder 57, preventing it from automatically extending or retracting.

[0073] like Figure 1 and Figure 4As shown, the left rear outrigger cylinder control system includes the sixth working link 43-6 of the eight-link electro-hydraulic proportional valve, a rear outrigger bidirectional hydraulic lock VI 59, and the left rear outrigger cylinder 58. When the sixth working link 43-6 of the eight-link electro-hydraulic proportional valve is switched to the upper position, the left rear outrigger cylinder 58 extends; when the sixth working link 43-6 of the eight-link electro-hydraulic proportional valve is switched to the lower position, the left rear outrigger cylinder 58 retracts. The rear outrigger bidirectional hydraulic lock VI 59 maintains the load on the left rear outrigger cylinder 58, preventing it from automatically extending or retracting.

[0074] like Figure 1 and Figure 4 As shown, the right rear vertical outrigger cylinder control system includes the seventh working link 43-7 of the eight-link electro-hydraulic proportional valve, a rear outrigger bidirectional hydraulic lock VII 60, and a right rear vertical outrigger cylinder 61. When the seventh working link 43-7 of the eight-link electro-hydraulic proportional valve is switched to the upper position, the right rear vertical outrigger cylinder 61 extends; when the seventh working link 43-7 of the eight-link electro-hydraulic proportional valve is switched to the lower position, the right rear vertical outrigger cylinder 61 retracts. The rear outrigger bidirectional hydraulic lock VII 60 maintains the load on the right rear vertical outrigger cylinder 61, preventing it from automatically extending or retracting.

[0075] like Figure 1 and Figure 4 As shown, the right rear outrigger cylinder control system includes the eighth working link 43-8 of the eight-link electro-hydraulic proportional valve, a rear outrigger bidirectional hydraulic lock VIII 63, and the right rear outrigger cylinder 62. When the eighth working link 43-8 of the eight-link electro-hydraulic proportional valve is switched to the upper position, the right rear outrigger cylinder 62 extends; when the eighth working link 43-8 of the eight-link electro-hydraulic proportional valve is switched to the lower position, the right rear outrigger cylinder 62 retracts. The rear outrigger bidirectional hydraulic lock VIII 63 maintains the load on the left rear outrigger cylinder 62, preventing it from automatically extending or retracting.

[0076] like Figure 1 and Figure 4 As shown, in the rear support leg control system, the LS oil port of the eight-link electro-hydraulic proportional valve 43 is connected to the X2 port of the double variable plunger pump rear pump 1-2 through the one-way valve II 65. When different rear support legs are in motion, the pressure is fed back to the double variable plunger pump rear pump 1-2 through the LS oil port of the eight-link electro-hydraulic proportional valve 43. The double variable plunger pump rear pump 1-2 adjusts the output in time to reduce energy consumption and save energy. The eight-link electro-hydraulic proportional valve 43 can realize single action or linkage of different rear support legs to meet the use requirements of different working conditions.

[0077] The control system of the upper crane includes a slewing control system, a first luffing control system, a second luffing control system, a boom control system, a winch control system, a counterweight horizontal telescopic control system, and a counterweight vertical telescopic control system.

[0078] like Figure 1 、 Figure 5 and Figure 6 As shown, the slewing control system comprises the first working link 5-1 of the onboard multi-way valve, slewing reducer I6, slewing reducer II7, and slewing reducer III8. The first working link 5-1 of the onboard multi-way valve utilizes proportional control, enabling fine-tune control of the slewing control oil circuit, thereby improving slewing stability. When the first working link 5-1 of the onboard multi-way valve is in the upper position, hydraulic oil flows through port B1 of the onboard multi-way valve 5 and simultaneously through port V2 of the corresponding slewing balancing valve to enter slewing reducers I6, II7, and III8, causing them to rotate clockwise. When the first working link 5-1 of the loading multi-way valve is in the down position, hydraulic oil flows through port A1 of the loading multi-way valve 5 and simultaneously through port V1 of the corresponding slewing counterbalance valve into slewing reducers I6, II7, and III8, causing them to rotate counterclockwise. Ports M of slewing reducers I6, II7, and III8 are connected in parallel. These parallel M ports relieve residual pressure within slewing reducers I6, II7, and III8, ensuring proper operation. The solenoid unloading valve 5-1-1, integrated within the first working link 5-1 of the loading multi-way valve, limits the angle of forward and reverse crane rotation.

[0079] like Figure 1 、 Figure 5 and Figure 7As shown, the first luffing control system includes the second working link 5-2 of the onboard multi-way valve, the first luffing cylinder I9, the first luffing balancing valve I10, the first luffing balancing valve II11, and the first luffing cylinder II12. The second working link 5-2 of the onboard multi-way valve utilizes proportional control to achieve micro-manipulation of the first luffing control oil circuit. Port V1 of the first luffing balancing valve I10 is connected in parallel with port V1 of the first luffing balancing valve II11; port V2 of the first luffing balancing valve I10 is connected in parallel with port V2 of the first luffing balancing valve II11; and port T of the first luffing balancing valve I10 is connected in parallel with port T of the first luffing balancing valve II11. When the second working link 5-2 of the upper vehicle multi-way valve is in the up position, hydraulic oil flows through port B2 of the upper vehicle multi-way valve 5, ports V2 and C2 of the first luffing counterbalance valve I10, and ports V2 and C2 of the first luffing counterbalance valve II11, and then simultaneously enters the rodless chambers of the first luffing cylinder I9 and the rodless chambers of the first luffing cylinder II12. At this time, the first luffing cylinders I9 and II12 extend simultaneously. When the second working link 5-2 of the upper vehicle multi-way valve is in the down position, hydraulic oil flows through port A2 of the upper vehicle multi-way valve 5, ports V1 and C1 of the first luffing counterbalance valve I10, and ports V1 and C1 of the first luffing counterbalance valve II11, and then simultaneously enters the rod-carrying chambers of the first luffing cylinder I9 and the rod-carrying chambers of the first luffing cylinder II12. At this time, the first luffing cylinders I9 and II12 retract simultaneously. The combination of the first luffing cylinder I9 and the first luffing cylinder II12 increases the lifting force and can meet the lifting needs of large loads; the electromagnetic unloading valve 5-2-1 of the first working link of the onboard multi-way valve integrated in the first working link 5-2 of the onboard multi-way valve can limit the lifting torque of the first luffing cylinder to prevent overloading.

[0080] The first luffing balancing valve I10 is integrated with a pilot relief valve I10-1 on the C1 side, and a direct-acting relief valve I10-2 on the C2 side. When the rod chamber of the first luffing cylinder I9 experiences a momentary surge, the pilot relief valve I10-1 releases pressure, reducing the impact. When the rodless chamber of the first luffing cylinder I9 experiences a momentary surge, the direct-acting relief valve I10-2 releases pressure, reducing the impact. This improves the stability of the first luffing control oil circuit.

[0081] The first luffing balancing valve II11 is integrated with a pilot relief valve II11-1 on the C1 side, and a direct-acting relief valve II11-2 on the C2 side. When the rod chamber of the first luffing cylinder II12 experiences a sudden and excessive impact, the pilot relief valve II11-1 releases pressure, reducing the impact. When the rodless chamber of the first luffing cylinder II12 experiences a sudden and excessive impact, the direct-acting relief valve II11-2 releases pressure, reducing the impact. This improves the stability of the first luffing control oil circuit.

[0082] like Figure 1 、 Figure 5 and Figure 8 As shown, the second luffing control system includes the third working link 5-3 of the onboard multi-way valve, the second luffing cylinder I14, the second luffing balancing valve I13, the second luffing balancing valve II16, and the second luffing cylinder II15. The third working link 5-3 of the onboard multi-way valve utilizes proportional control to achieve micro-manipulation of the second luffing control oil circuit. The V1 port of the second luffing balancing valve I13 is connected in parallel with the V1 port of the second luffing balancing valve II16. The V2 port of the second luffing balancing valve I13 is connected in parallel with the V2 port of the second luffing balancing valve II16. The T port of the second luffing balancing valve I13 is connected in parallel with the T port of the second luffing balancing valve II16. When the third working link 5-3 of the vehicle multi-way valve is in the upper position, the hydraulic oil passes through the B3 port of the vehicle multi-way valve 5, the V2 port and C2 port of the second luffing balancing valve I13, and the V2 port and C2 port of the second luffing balancing valve II16, and then enters the rodless chamber of the second luffing cylinder I14 and the rodless chamber of the second luffing cylinder II15. At this time, the second luffing cylinder I14 and the second luffing cylinder II15 are extended at the same time. When the third working link 5-3 of the vehicle multi-way valve is in the lower position, the hydraulic oil passes through the A2 port of the vehicle multi-way valve 5, the V1 port and C1 port of the second luffing balancing valve 14, and the V1 port and C1 port of the second luffing balancing valve 15, and then enters the rod chamber of the second luffing cylinder I14 and the rod chamber of the second luffing cylinder II15. At this time, the second luffing cylinder I14 and the second luffing cylinder II15 are retracted at the same time. The combination of the second luffing cylinder I 14 and the second luffing cylinder II 15 increases the lifting force and can meet the lifting needs of large loads; the electromagnetic unloading valve 5-3-1 of the third working link of the multi-way valve integrated in the third working link 5-3 of the multi-way valve can limit the lifting torque of the second luffing cylinder to prevent overloading.

[0083] The second luffing balancing valve I13 has an integrated pilot relief valve III13-1 on its C1 port, and a direct-acting relief valve III13-2 on its C2 port. When the rod chamber of the second luffing cylinder I14 experiences a sudden and excessive impact, the pilot relief valve III13-1 releases pressure, reducing the impact. When the rodless chamber of the second luffing cylinder I14 experiences a sudden and excessive impact, the direct-acting relief valve III13-2 releases pressure, reducing the impact. This improves the stability of the second luffing control oil circuit.

[0084] The second luffing balancing valve II16 has an integrated pilot relief valve IV16-1 on its C1 port, and a direct-acting relief valve IV16-2 on its C2 port. When the rod chamber of the second luffing cylinder II15 experiences a momentary surge, the pilot relief valve IV16-1 releases pressure, reducing the impact. When the rodless chamber of the second luffing cylinder II15 experiences a momentary surge, the direct-acting relief valve IV16-2 releases pressure, reducing the impact. This improves the stability of the second luffing control circuit.

[0085] like Figure 1 、 Figure 5 and Figure 9 As shown, the boom control system includes the fourth working link 5-4 of the vehicle multi-way valve, the differential balancing valve 22, the first telescopic cylinder 21, the load compensation sequence valve 20, the second telescopic cylinder 19, the third telescopic cylinder 18 and the fourth telescopic cylinder 17. The rodless chamber of the fourth telescopic cylinder 17 is connected to the rodless chamber of the third telescopic cylinder 18 via a load-compensated sequence valve 20, while the rod chamber of the fourth telescopic cylinder 17 is connected to the rod chamber of the third telescopic cylinder 18. The rodless chamber of the third telescopic cylinder 18 is connected to the rodless chamber of the second telescopic cylinder 19 via another load-compensated sequence valve 20, while the rod chamber of the third telescopic cylinder 18 is connected to the rod chamber of the second telescopic cylinder 19. The rodless chamber of the second telescopic cylinder 19 is connected to the rodless chamber of the first telescopic cylinder 21 via a third load-compensated sequence valve 20, while the rod chamber of the second telescopic cylinder 19 is connected to the rod chamber of the first telescopic cylinder 21. The rod chambers of the first telescopic cylinder 21 and the rodless chambers of the first telescopic cylinder 21 are connected to the fourth working link 5-4 of the vehicle multi-way valve via a differential balancing valve 22. The fourth working link 5-4 of the vehicle multi-way valve is proportionally controlled to achieve micro-control of the boom control oil circuit. When the fourth working link 5-4 of the upper vehicle multi-way valve is in the down position, hydraulic oil enters the rodless chamber of the first telescopic cylinder 21 through port A4 of the upper vehicle multi-way valve 5 and ports V1 and C1 of the differential balancing valve 22. The first telescopic cylinder 21 is extended, and the return oil from the rodless chamber of the first telescopic cylinder 21 enters the rodless chamber of the first telescopic cylinder 21 through the differential relief valve 22-1, forming a combined flow, effectively increasing the extension speed of the boom. When the pressure in the rodless chamber of the first telescopic cylinder 21 exceeds the set pressure of the direct-acting relief valve V22-3, the return oil from the rodless chamber of the first telescopic cylinder 21 passes through the direct-acting relief valve V22-3 and returns to the fuel tank 66 through port B4 of the upper vehicle multi-way valve 5. At this time, the differential function of the differential balancing valve 22 is disengaged, and the boom extension speed is reduced, ensuring stable boom extension under heavy loads. The pilot relief valve 22-2 of the differential balancing valve 22 is primarily used to lock the pressure in the rodless chamber of the first telescopic cylinder 21. When the fourth working link 5-4 of the loading multi-way valve is in the upper position, the first telescopic cylinder 21 retracts. The electromagnetic unloading valve 5-4-1 integrated in the fourth working link 5-4 of the loading multi-way valve can limit the extension length of the boom cylinder, thereby limiting the lifting torque of the crane and preventing overloading.

[0086] A load-compensating sequence valve 20 is provided between the multiple boom cylinders of the boom control system. The rodless cavity of the preceding boom cylinder is connected to the V-port of the load-compensating sequence valve 20, and the rodless cavity of the following boom cylinder is connected to the C-port of the load-compensating sequence valve 20. When the pressure in the large cavity of the preceding boom cylinder is greater than the set pressure of the load-compensating sequence valve 20, the load-compensating sequence valve 20 opens, and the hydraulic oil enters the rodless cavity of the following boom cylinder through the load-compensating sequence valve 20, thereby achieving sequential extension of the boom. The load-compensating sequence valve 20 has a large pressure regulation range and can achieve sequential extension of multiple booms. The load-compensating sequence valve 20 is not affected by back pressure. After the valve is opened, the pressure loss through the valve is small, which greatly reduces energy consumption.

[0087] like Figure 1 、 Figure 5 and Figure 10 As shown, the winch control system includes the fifth working link 5-5 of the loading multi-way valve and the hydraulic winch 23. When the fifth working link 5-5 of the loading multi-way valve is in the upper position, the hydraulic winch 23 lifts the load; when the fifth working link 5-5 of the loading multi-way valve is in the lower position, the hydraulic winch 23 lowers the load. The electromagnetic unloading valve 5-5-1 of the fifth working link of the loading multi-way valve integrated in the fifth working link 5-5 limits the maximum lifting capacity of the hydraulic winch 23 to prevent overloading.

[0088] like Figure 1 、 Figure 5 and Figure 10 As shown, the counterweight horizontal extension and retraction control system includes the sixth working link 5-6 of the onboard multi-way valve, a two-way hydraulic lock I 25, and the counterweight horizontal cylinder 24. When the sixth working link 5-6 of the onboard multi-way valve is in the upward position, the counterweight horizontal cylinder 24 retracts; when the sixth working link 5-6 of the onboard multi-way valve is in the downward position, the counterweight horizontal cylinder 24 extends. The two-way hydraulic lock I 25 maintains the load on the counterweight horizontal cylinder 24, preventing it from automatically extending or retracting.

[0089] like Figure 1 、 Figure 5 and Figure 10As shown, the counterweight vertical extension and retraction control system includes the seventh working link 5-7 of the vehicle multi-way valve, a two-way hydraulic lock II 26, a one-way throttle valve 27, a counterweight vertical cylinder I 28, and a counterweight vertical cylinder II 29. The rodless chamber of counterweight vertical cylinder I 28 and the rodless chamber of counterweight vertical cylinder II 29 are connected in parallel, while the rod chamber of counterweight vertical cylinder I 28 and the rod chamber of counterweight vertical cylinder II 29 are connected in parallel. The rod chamber of counterweight vertical cylinder I 28 and the rodless chamber of counterweight vertical cylinder I 28 are connected to the seventh working link 5-7 of the vehicle multi-way valve via the two-way hydraulic lock II 26. A one-way throttle valve 27 is provided between the rod chamber of counterweight vertical cylinder I 28 and the two-way hydraulic lock II 26. When the seventh working link 5-7 of the getting on vehicle multi-way valve is in the upper position, the counterweight vertical oil cylinder Ⅰ28 and the counterweight vertical oil cylinder Ⅱ29 are retracted synchronously; when the seventh working link 5-7 of the getting on vehicle multi-way valve is in the upper position, the counterweight vertical oil cylinder Ⅰ28 and the counterweight vertical oil cylinder Ⅱ29 are extended synchronously; the two-way hydraulic lock Ⅱ26 maintains the load of the counterweight vertical oil cylinder Ⅰ28 and the counterweight vertical oil cylinder Ⅱ29 to prevent the counterweight vertical oil cylinder Ⅰ28 and the counterweight vertical oil cylinder Ⅱ29 from automatically extending or retracting; the one-way throttle valve 27 increases the return oil back pressure to ensure the smooth extension of the counterweight vertical oil cylinder Ⅰ28 and the counterweight vertical oil cylinder Ⅱ29.

[0090] In the crane control system, the LS port of the vehicle multi-way valve 5 is connected to the X1 port of the rear pump 1-1 of the dual variable displacement piston pump. This port is also connected to the X2 port of the rear pump 1-2 of the dual variable displacement piston pump via a check valve I 64. When different actuators are activated, pressure is fed back to the dual variable displacement piston pump 1 through the LS port of the vehicle multi-way valve 5. Dual variable displacement piston pump 1 adjusts its output in a timely manner, reducing energy consumption and conserving energy.

[0091] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Any simple modification, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention are within the scope of the technical solution of the present invention.

Claims

1. A hydraulic control system for a folding arm truck crane, characterized by: The invention comprises a double variable piston pump (1), wherein the double variable piston pump (1) comprises a double variable piston pump front pump (1-1) and a double variable piston pump rear pump (1-2); the oil outlet of the double variable piston pump front pump (1-1) is connected to the oil inlet of the vehicle crane control system, the oil outlet of the double variable piston pump rear pump (1-2) is connected to the oil inlet of the electromagnetic switching valve I (3), one working oil port of the electromagnetic switching valve I (3) is connected to the oil inlet of the vehicle crane control system, the other working oil port of the electromagnetic switching valve I (3) is connected to the oil inlet of the electromagnetic switching valve II (4), and the oil inlet of the electromagnetic switching valve II (4) is connected to the oil inlet of the vehicle crane control system. One working oil port is connected to the oil inlet of the front outrigger control system, and the other working oil port of the electromagnetic switching valve II (4) is connected to the oil inlet of the rear outrigger control system; the LS oil port of the onboard crane control system is connected to the X1 port of the front pump (1-1) of the double variable plunger pump, and the LS oil port of the onboard crane control system is also connected to the X2 port of the rear pump (1-2) of the double variable plunger pump through the one-way valve I (64); the LS oil port of the front outrigger control system and the LS oil port of the rear outrigger control system are both connected to the X2 port of the rear pump (1-2) of the double variable plunger pump through the one-way valve II (65); The solenoid switching valve I (3) is a three-position four-way solenoid switching valve. When the solenoid switching valve I (3) loses power, it is in the initial position. When the solenoid switching valve I (3) is in the initial position, the oil inlet of the solenoid switching valve I (3) is connected to the oil inlet of the solenoid switching valve II (4), and the oil return port of the solenoid switching valve I (3) is connected to the oil inlet of the control system of the upper crane; when the solenoid switching valve I (3) is energized, it is in the working position. When the solenoid switching valve I (3) is in the working position, the oil inlet of the solenoid switching valve I (3) is connected to the oil inlet of the control system of the upper crane, and the oil return port of the solenoid switching valve I (3) is connected to the oil inlet of the control system of the upper crane; The solenoid switching valve II (4) is a three-position four-way solenoid switching valve. When the solenoid switching valve II (4) loses power, it is in the initial position. When the solenoid switching valve II (4) is in the initial position, the oil inlet of the solenoid switching valve II (4) is connected to the oil inlet of the front outrigger control system, and the oil return port of the solenoid switching valve II (4) is connected to the oil inlet of the rear outrigger control system; when the solenoid switching valve II (4) is energized, it is in the working position. When the solenoid switching valve II (4) is in the working position, the oil inlet of the solenoid switching valve II (4) is connected to the oil inlet of the rear outrigger control system, and the oil return port of the solenoid switching valve II (4) is connected to the oil inlet of the front outrigger control system.

2. The hydraulic control system of a folding arm truck crane according to claim 1, characterized in that: The onboard crane control system comprises a slewing control system, a first luffing control system, a second luffing control system, a boom control system, a winch control system, a counterweight horizontal telescopic control system, a counterweight vertical telescopic control system, and an onboard multi-way valve (5) connected to an oil inlet of the onboard crane control system, wherein the onboard multi-way valve (5) comprises a first working link (5-1) of the onboard multi-way valve, a second working link (5-2) of the onboard multi-way valve, a third working link (5-3) of the onboard multi-way valve, a fourth working link (5-4) of the onboard multi-way valve, a fifth working link (5-5) of the onboard multi-way valve, a sixth working link (5-6) of the onboard multi-way valve, and a seventh working link (5-7) of the onboard multi-way valve; The rotary reducer of the rotary control system is connected to the first working link (5-1) of the onboard multi-way valve via a rotary balancing valve; The first luffing oil cylinder of the first luffing control system is connected to the second working link (5-2) of the onboard multi-way valve via the first luffing balancing valve; The second luffing oil cylinder of the second luffing control system is connected to the third working link (5-3) of the onboard multi-way valve via the second luffing balancing valve; The telescopic oil cylinder of the boom control system is connected to the fourth working link (5-4) of the vehicle multi-way valve via a differential balancing valve (22); The hydraulic winch (23) of the hoisting control system is connected to the fifth working link (5-5) of the onboard multi-way valve; The counterweight horizontal oil cylinder (24) of the counterweight horizontal telescopic control system is connected to the sixth working link (5-6) of the vehicle multi-way valve via a two-way hydraulic lock I (25); The counterweight vertical oil cylinder of the counterweight vertical telescopic control system is connected to the seventh working link (5-7) of the vehicle multi-way valve via a two-way hydraulic lock II (26).

3. The hydraulic control system of a folding arm truck crane according to claim 2, characterized in that: The slewing control system includes a slewing reducer I (6), a slewing reducer II (7) and a slewing reducer III (8); the slewing reducer I (6), the slewing reducer II (7) and the slewing reducer III (8) are respectively connected to the first working link (5-1) of the onboard multi-way valve via corresponding slewing balancing valves; The first luffing control system comprises a first luffing oil cylinder I (9) and a first luffing oil cylinder II (12), and the first luffing oil cylinder I (9) and the first luffing oil cylinder II (12) are respectively connected to the second working link (5-2) of the vehicle multi-way valve via corresponding first luffing balancing valves; The second luffing control system comprises a second luffing oil cylinder I (14) and a second luffing oil cylinder II (15), and the second luffing oil cylinder I (14) and the second luffing oil cylinder II (15) are respectively connected to the third working link (5-3) of the vehicle multi-way valve via corresponding second luffing balancing valves; The boom control system includes a first telescopic oil cylinder (21), a second telescopic oil cylinder (19), a third telescopic oil cylinder (18) and a fourth telescopic oil cylinder (17); the first telescopic oil cylinder (21), the second telescopic oil cylinder (19), the third telescopic oil cylinder (18) and the fourth telescopic oil cylinder (17) are sequentially connected in parallel, and a load compensation sequence valve (20) is provided between the rodless cavity of the first telescopic oil cylinder (21) and the rodless cavity of the second telescopic oil cylinder (19), between the rodless cavity of the second telescopic oil cylinder (19) and the rodless cavity of the third telescopic oil cylinder (18), and between the rodless cavity of the third telescopic oil cylinder (18) and the rodless cavity of the fourth telescopic oil cylinder (17); the first telescopic oil cylinder (21) is connected to the fourth working link (5-4) of the vehicle multi-way valve through a differential balancing valve (22); The counterweight vertical telescopic control system includes a counterweight vertical oil cylinder I (28) and a counterweight vertical oil cylinder II (29). The counterweight vertical oil cylinder I (28) and the counterweight vertical oil cylinder II (29) are connected in parallel and connected to the seventh working link (5-7) of the vehicle multi-way valve through a two-way hydraulic lock II (26).

4. The hydraulic control system of a folding arm truck crane according to claim 2, characterized in that: The first working link (5-1) of the onboard multi-way valve is integrated with a first working link electromagnetic unloading valve (5-1-1); the second working link (5-2) of the onboard multi-way valve is integrated with a second working link electromagnetic unloading valve (5-2-1); the third working link (5-3) of the onboard multi-way valve is integrated with a third working link electromagnetic unloading valve (5-3-1); the fourth working link (5-4) of the onboard multi-way valve is integrated with a fourth working link electromagnetic unloading valve (5-4-1); and the fifth working link (5-1) of the onboard multi-way valve is integrated with a fifth working link electromagnetic unloading valve (5-5-1).

5. The hydraulic control system of a folding arm truck crane according to claim 1, characterized in that: The front outrigger control system comprises a left front vertical outrigger control system, a left front horizontal outrigger control system, a right front vertical outrigger control system, a right front horizontal outrigger control system, and a quadruple electro-hydraulic proportional valve (30) connected to an oil inlet of the front outrigger control system; the quadruple electro-hydraulic proportional valve (30) comprises a first working unit (30-1) of the quadruple electro-hydraulic proportional valve, a second working unit (30-2) of the quadruple electro-hydraulic proportional valve, a third working unit (30-3) of the quadruple electro-hydraulic proportional valve, and a fourth working unit (30-4) of the quadruple electro-hydraulic proportional valve; The left front vertical leg oil cylinder (32) of the left front vertical leg control system is connected to the first working link (30-1) of the quadruple electro-hydraulic proportional valve via the front leg two-way hydraulic lock I (31); The left front horizontal outrigger control system comprises a left front two-stage horizontal first oil cylinder (35) and a left front two-stage horizontal second oil cylinder (34), the left front two-stage horizontal first oil cylinder (35) and the left front two-stage horizontal second oil cylinder (34) are connected in parallel, and a sequence valve I (33) is connected between the rod chamber of the left front two-stage horizontal first oil cylinder (35) and the rod chamber of the left front two-stage horizontal second oil cylinder (34), and the left front two-stage horizontal first oil cylinder (35) is connected to the second working link (30-2) of the four-link electro-hydraulic proportional valve through the front outrigger two-way hydraulic lock II (36); The right front vertical leg oil cylinder (38) of the right front vertical leg control system is connected to the third working link (30-3) of the quadruple electro-hydraulic proportional valve via the front leg two-way hydraulic lock III (37); The right front horizontal support leg control system includes a right front side two-stage horizontal first oil cylinder (41) and a right front side two-stage horizontal second oil cylinder (40), the right front side two-stage horizontal first oil cylinder (41) and the right front side two-stage horizontal second oil cylinder (40) are connected in parallel, and a sequence valve II (39) is connected between the rod chamber of the right front side two-stage horizontal first oil cylinder (41) and the rod chamber of the right front side two-stage horizontal second oil cylinder (40), and the right front side two-stage horizontal first oil cylinder (41) is connected to the fourth working link (30-4) of the four-link electro-hydraulic proportional valve through the front support leg two-way hydraulic lock IV (42).

6. The hydraulic control system of a folding arm truck crane according to claim 1, characterized in that: The rear outrigger control system comprises a left rear vertical outrigger oil cylinder control system, a left rear horizontal outrigger oil cylinder control system, a right rear vertical outrigger oil cylinder control system, a right rear horizontal outrigger oil cylinder control system, a left rear vertical outrigger oil cylinder control system, a left rear horizontal outrigger oil cylinder control system, a right rear vertical outrigger oil cylinder control system, a right rear horizontal outrigger oil cylinder control system, and an eight-link electro-hydraulic proportional valve (43) connected to an oil inlet of the rear outrigger control system; the eight-link electro-hydraulic proportional valve (43) comprises a first working link (43-1) of the eight-link electro-hydraulic proportional valve, a second working link (43-2) of the eight-link electro-hydraulic proportional valve, a third working link (43-3) of the eight-link electro-hydraulic proportional valve, a fourth working link (43-4) of the eight-link electro-hydraulic proportional valve, a fifth working link (43-5) of the eight-link electro-hydraulic proportional valve, a sixth working link (43-6) of the eight-link electro-hydraulic proportional valve, a seventh working link (43-7) of the eight-link electro-hydraulic proportional valve, and an eighth working link (43-8) of the eight-link electro-hydraulic proportional valve; The left rear vertical leg oil cylinder (45) of the left rear vertical leg oil cylinder control system is connected to the first working link (43-1) of the eight-link electro-hydraulic proportional valve via the rear leg two-way hydraulic lock I (44); The left rear horizontal outrigger oil cylinder control system comprises a left rear double-stage horizontal first oil cylinder (48) and a left rear double-stage horizontal second oil cylinder (47), the left rear double-stage horizontal first oil cylinder (48) and the left rear double-stage horizontal second oil cylinder (47) being connected in parallel, and a sequence valve III (46) being connected between the rod chamber of the left rear double-stage horizontal first oil cylinder (48) and the rod chamber of the left rear double-stage horizontal second oil cylinder (47); the left rear double-stage horizontal first oil cylinder (48) is connected to the second working link (43-2) of the eight-link electro-hydraulic proportional valve via the rear outrigger bidirectional hydraulic lock II (49); The right rear vertical leg oil cylinder (51) of the right rear vertical leg oil cylinder control system is connected to the third working link (43-3) of the eight-link electro-hydraulic proportional valve via the rear leg two-way hydraulic lock III (50); The right rear horizontal outrigger oil cylinder control system comprises a right rear double-stage horizontal first oil cylinder (54) and a right rear double-stage horizontal second oil cylinder (53), wherein the rear double-stage horizontal first oil cylinder (54) and the right rear double-stage horizontal second oil cylinder (53) are connected in parallel, and a sequence valve IV (52) is provided between the rod chamber of the rear double-stage horizontal first oil cylinder (54) and the rod chamber of the right rear double-stage horizontal second oil cylinder (53), and the rear double-stage horizontal first oil cylinder (54) is connected to the fourth working link (43-4) of the eight-link electro-hydraulic proportional valve via the rear outrigger bidirectional hydraulic lock IV (55); The left rear vertical leg oil cylinder (57) of the left rear vertical leg oil cylinder control system is connected to the fifth working link (43-5) of the eight-link electro-hydraulic proportional valve via the rear leg two-way hydraulic lock V (56); The left rear horizontal leg oil cylinder (58) of the left rear horizontal leg oil cylinder control system is connected to the sixth working link (43-6) of the eight-link electro-hydraulic proportional valve via the rear leg two-way hydraulic lock VI (59); The right rear vertical leg oil cylinder (61) of the right rear vertical leg oil cylinder control system is connected to the seventh working link (43-7) of the eight-link electro-hydraulic proportional valve via the rear leg two-way hydraulic lock VII (60); The right rear horizontal leg oil cylinder (62) of the right rear horizontal leg oil cylinder control system is connected to the eighth working link (43-8) of the eight-link electro-hydraulic proportional valve via the rear leg two-way hydraulic lock VIII (63).

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